Chris, the consultant leading Meridian’s Destination Downtown presentation, told the council the goal is to improve downtown connectivity and safety by creating more grid-like connections rather than relying on a few major arterials. "So today, we're gonna talk about connectivity," he said, framing benefits in efficiency, safety and economic development.

In a detailed review of several alignment alternatives first studied in 2008, Chris described three main options: restoring 3rd Street, implementing the 2½‑Street alignment and two variants labeled 4a/4b. He said all alignments would require private‑property purchases and that many would require full takes of homes along the corridor. "We're at least, almost 2 and a half. We're at close to 3," he said when describing right‑of‑way cost estimates in millions, and cautioned that negotiated fair‑market purchases could push acquisition costs higher, possibly toward $4 million or more.

Staff emphasized that the 3rd Street extension is not funded and currently appears only as a long‑range CIP item. Chris said a white paper to accompany the presentation will include parcel‑level impacts and cost detail and will be presented to the council in the coming weeks.

The Ada County Highway District (ACHD) told staff it is unlikely to place a full signal at the 3rd/Fairview location because of its signal‑spacing policy; ACHD instead signaled openness to access management measures and pedestrian aids such as a refuge island and a Pedestrian Hybrid Beacon (PHB). "Signal, they're not aboard that train," Chris said, describing ACHD’s view and the resulting design tradeoffs.

Council members asked whether prior council approvals or development actions had already committed the city to a particular alignment and whether the city had preserved right‑of‑way. Several members noted the corridor has been discussed for decades but said recent development approvals and changing assumptions—like a possible relocation of Coal Valley Christian school—alter the cost and feasibility calculus. One council member recommended the city prioritize preserving potential corridor rights as redevelopment occurs.

The presentation recommended near‑term, lower‑impact measures the city could pursue sooner than a full, expensive collector road: closing sidewalk gaps, targeted bike‑ped improvements, modest neighborhood traffic circles in residential areas to replace four‑way stops, and PHBs at key crossings. Chris also warned that an overpass to cross the railroad could be a heavy lift: "I wouldn't be surprised if you saw a price tag of about $20,000,000 or more," he said.

Next steps outlined by staff include circulating the white paper, consulting with ACHD and the Meridian Transportation Commission, and carrying out public outreach and any necessary comp‑plan amendments before pursuing property acquisitions or construction.

The council did not take formal action on the alignments at this meeting but directed staff to bring the white paper forward and to coordinate public engagement and Transportation Commission review.