The committee reviewed updated concept plans and role plots at the Sept. 29 meeting that show where parking would be removed and where replacement spaces would be added under each alternative. Consultants said loading zones will be necessary in all alternatives and that dedicated loading areas will typically replace some parking spaces.

What was shown

- Parking counts and location detail: The consultants said role plots now show parking changes by block (example cited: Linden to Maple, existing 13 → proposed 11). They reported that the four‑lane alternative retains roughly the existing parking count, the hybrid alternative is net +4 parking spaces and the two‑lane alternative shows additional spaces primarily added along Dedham and Chapel, with a projected total of about 110 parking spaces in that concept (counts exclude dedicated loading zones unless noted).

- Bump‑outs and safety: The project team adjusted curb bump‑outs at Pickering and other intersections so the bump‑outs align across alternatives; staff argued larger bump‑outs serve a safety purpose by shortening crossing distances and preventing risky vehicle maneuvers (for example, blocking sight lines for pedestrians and children). Committee members questioned bump‑out size where a crosswalk is not immediately present and asked for design tweaks to preserve parking where possible.

- Loading zones and delivery accommodation: Apex noted that typical dedicated loading zones are 40–50 feet long, which often converts to two parking spaces. The consultant said such zones are usually placed at the beginning or end of a block to allow trucks to pull in without blocking travel lanes. Staff emphasized that loading zones are not necessarily 24‑hour restrictions and can be regulated through town traffic rules; nevertheless, the existence of dedicated loading will reduce the number of available general‑purpose spaces in any scenario.

- Slip lane and truck movements: Committee members asked whether large delivery trucks and emergency vehicles can still make necessary maneuvers if the slip lane is narrowed or removed. Consultants said keeping a slip lane preserves some truck capacity but reduces public‑space expansion; narrowing the radius to reclaim a parking space would require further analysis of single‑unit and tractor‑trailer turning templates.

Why it matters

Design tweaks that change curb geometry will redistribute parking and affect deliveries, curbside dining and streetscape options; businesses argued that losing even one or two spaces in front of a storefront can be meaningful to their operations. Staff and consultants reiterated that these drawings are concept level, and detailed final design will explore minor radius and curb‑placement adjustments in order to save spaces where feasible.

Next steps

Staff said they will follow up with refined role plots and an analysis of what minor radius/bump‑out adjustments would be required to preserve one or two parking spaces near specific businesses. The consultants also noted they will add Chapel Street and Highland Avenue impacts to the next modeling pass at the committee’s request.

Ending: The committee asked the design team to return with refined drawings and a clear statement of where dedicated loading zones will be located and how many net parking spaces will be lost or gained once loading and curb management are included.