Williamstown Commission Presents Wetlands Bylaw

By Tammy DanielsiBerkshires Staff
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A portion of Williamstown showing DEP protected areas in light blue and bylaw areas in yellow.
WILLIAMSTOWN - The Conservation Commission is again trying to get a municipal wetlands bylaw ready for town meeting in May. Commission members say the bylaw would affect only a small area of town.

"I know there's a lot of fear out there that this will be some great expanse of things or that we'll be creating new wetlands," said Commissioner Thomas Ennis. But a ditch will remain a ditch and a wet yard will be just that, a wet yard, he assured the Selectmen on Monday. "That's not going to change."

The bylaw would extend protection to vernal pools, intermittent streams emptying into bogs and marshes, and isolated wetlands not covered by the state's Wetlands Protection Act.

An attempt to place the bylaw before voters last year was abandoned after the Selectmen and others sharply criticized its formulation and language as well as the need for more buffer zones on private properties. On Monday night, commission members Ennis, Chairman Philip McKnight and Richard Schlesinger presented a new version of the bylaw, along with a PowerPoint presentation, designed to address the Selectmen's earlier concerns. If they hoped for an easier path this time, however, they were disappointed.

Conservation Commission map of identified wetlands in Williamstown

Several selectmen raised concerns over the bylaw's affect on property owners and whether the language could be interpreted more restrictively by future commissioners.

Selectman Thomas Costley, who was not on the board during last year's questioning, wanted to know what the "catalyzing event" was that tripped the need for more protection.

Most states cover all intermittent streams, but Massachusetts left out the upland ones even if they are larger than the protected ones, replied Ennis. "We're the only ones who have this little exception. ...

"It was a loophole written into the Wetlands Protection Act for no scientific reason whatsoever ... that particular clause was put into the [act], and I'm quoting from the [conservation commissioners'] handbook, 'for political reasons only.'

"The catalyzing event: it doesn't make any sense," Ennis said. The commissioners said more than a hundred towns and cities have adopted their own bylaws to extend the protection.

Commissioner Philip McKnight said the state already covers just under 5,000 acres in town; the bylaw would add nearly 600 more, or an increase of about 12 percent.

Even if the bylaw "is beautifully written it seems very, very broad to me," said Costley, who suggested it could be used by some to prevent development.


The commissioners said it was written along the same lines as the Wetlands Protection Act and would follow the definitions used by that act.

Selectwoman Jane Allen questioned the increase in the number of protected areas from last year. McKnight said it was because the state Department of Environmental Protection reviewed the maps and found the state covered far more than they had thought. The result was more "blue," or state-protected land on the commission's map of the town than "yellow," or bylaw-protected land, than last year.

"It makes me wonder what the map will look like next year," said Allen, who expressed her concern over the 240 properties that would be affected by the bylaw. "It's still questionable to me and it's still people's property. ... It's going to impact what they can do with their property."

The bylaw would create a 100-foot buffer zone around protected areas and require a Conservation Commission review of any new construction or significant expansion within that buffer zone. It will be reviewed by town counsel.

Gardner Returns

Sarah Gardner, who was ousted from the Planning Board nearly two years ago, was appointed unanimously by the Selectmen to the Conservation Commission on Monday night. She is associate director of Williams College's Center for Environmenal Studies.

Only two of the selectmen who voted on the Planning Board reappointment in 2006 are still on the board: Allen, who voted against, and Chairman David A. Rempell, who voted for.

The controversy over Gardner and other issues related to the Planning Board sparked the call for an elected, rather than an appointed, panel. Voters will elect five members of the Planning Board for the first time at this year's town election.





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Guest Column: Full Steam Ahead: Bringing Back the Northern Tier Passenger Railroad

by Thomas HuckansGuest Column

You only need a glance outside to see a problem all too familiar to Berkshire county: closing businesses, a shrinking population, and a stunning lack of regional investment.

But 70 years ago, this wasn't an issue. On the North Adams-Boston passenger rail line before the '60s, Berkshires residents could easily go to Boston and back in a day, and the region benefited from economic influx. But as cars supplanted trains, the Northern Tier was terminated, and now only freight trains regularly use the line.

We now have a wonderful opportunity to bring back passenger rail: Bill S.2054, sponsored by state Sen. Jo Comerford (D-Hampshire, Franklin, and Worcester), was passed to study the potential for restoring rail from Boston to North Adams. In the final phase of MassDOT's study, the project is acquiring increased support and momentum. The rail's value cannot be understated: it would serve the Berkshire region, the state, and the environment by reducing traffic congestion, fostering economic growth, and cutting carbon emissions. The best part? All of us can take action to push the project forward.

Importantly, the Northern Tier would combat the inequity in infrastructure investment between eastern and western Massachusetts. For decades, the state has poured money into Boston-area projects. Perhaps the most infamous example is the Big Dig, a car infrastructure investment subject to endless delays, problems, and scandals, sucking up $24.3 billion. Considering the economic stagnation in Western Massachusetts, the disparity couldn't come at a worse time: Berkshire County was the only county in Massachusetts to report an overall population loss in the latest census.

The Northern Tier could rectify that imbalance. During the construction phase alone, 4,000 jobs and $2.3 billion of economic output would be created. After that, the existence of passenger rail would encourage Bostonians to live farther outside the city. Overall, this could lead to a population increase and greater investment in communities nearby stops. In addition to reducing carbon emissions, adding rail travel options could help reduce traffic congestion and noise pollution along Route 2 and the MassPike.

The most viable plan would take under three hours from North Adams to Shelburne Falls, Greenfield, Athol, Gardner, Fitchburg, Porter, and North Station, and would cost just under $1.6 billion.

A common critique of the Northern Tier Rail Restoration is its price tag. However, the project would take advantage of the expansion of federal and state funds, namely through $80 billion the Department of Transportation has to allocate to transportation projects. Moreover, compared to similar rail projects (like the $4 billion planned southern Massachusetts East-West line), the Northern Tier would be remarkably cheap.

One advantage? There's no need to lay new tracks. Aside from certain track upgrades, the major construction for the Northern Tier would be stations and crossings, thus its remarkably short construction phase of two to four years. In comparison, the Hartford line, running from Hartford, Conn., to Springfield spans barely 30 miles, yet cost $750 million.

In contrast, the Northern Tier would stretch over 140 miles for just over double the price.

So what can we do? A key obstacle to the Northern Tier passing through MassDOT is its estimated ridership and projected economic and environmental benefits. All of these metrics are undercounted in the most recent study.

Crucially, many drivers don't use the route that MassDOT assumes in its models as the alternative to the rail line, Route 2. due to its congestion and windy roads. In fact, even as far west as Greenfield, navigation services will recommend drivers take I-90, increasing the vehicle miles traveled and the ensuing carbon footprint.

Seeking to capture the discrepancy, a student-led Northern Tier research team from Williams College has developed and distributed a driving survey, which has already shown more than half of Williams students take the interstate to Boston. Taking the survey is an excellent way to contribute, as all data (which is anonymous) will be sent to MassDOT to factor into their benefit-cost analysis. This link takes you to the 60-second survey.

Another way to help is to spread the word. Talk to local family, friends, and community members, raising awareness of the project's benefits for our region. Attend MassDOT online meetings, and send state legislators and local officials a short letter or email letting them know you support the Northern Tier Passenger Rail Project. If you feel especially motivated, the Williams Northern Tier Research team, in collaboration with the Center for Learning in Action (CLiA), would welcome support.

Living far from the powerbrokers in Boston, it's easy to feel powerless to make positive change for our greater community. But with your support, the Northern Tier Rail can become reality, bringing investment back to Berkshire County, making the world greener, and improving the lives of generations of western Massachusetts residents to come.

Thomas Huckans, class of 2026, is a political science and astronomy major at Williams College, originally from Bloomsburg, Pa.

Survey: This survey records driving patterns from Berkshire county to Boston, specifically route and time. It also captures interest in the restoration of the Northern Tier Passenger Rail. Filling out this survey is a massive help for the cause, and all responses are greatly appreciated. Use this link.

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