Letters: Consider Other Options to Protect Spruces

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Letter to the Editor:

New Orleans, New York City and the Jersey shore in Williamstown

The modest Hoosic River is our version of the Mississippi but on a scale that is or would be so much easier and less expensive to manage than the mighty Mississippi has been for the city of New Orleans.

The hearts of Adams and North Adams were once flood plains and were devastated in the flooding in 1927 and again in 1948-49. The Army Corps then designed and built the present-day concrete "chutes" to protect those two communities which they have done admirably well ever since.

How much easier and less expensive (in inflation adjusted dollars) might it be to protect The Spruces and thus preserve that entire neighborhood?

With apologies in advance to all who have devoted countless hours in the pursuit of both affordable housing solutions for Williamstown and solutions to the flood-related problems at The Spruces, I want to emphasize that I have not been involved in these investigations and meetings other than peripherally and through occasional viewings of meetings on WilliNet. I am not an expert and I may also have missed some key fact-based discussions of the questions I am about to raise below.

First however, some heartfelt considerations. I watched the WilliNet replay of the most recent select board meeting and empathized with the two residents who spoke of their homes and their feelings. How many of us, how many board members could truly comprehend their feelings? Not one person on any boards that I saw, whether the trust or select board lives at The Spruces or to my knowledge, was flooded out of their homes in Irene.

How would anyone who currently owns their own home feel about being forced to give up their home and offered as an alternative the opportunity to live in a town-owned rental home? Some of the homes at The Spruces are modest, to be sure, and this is why they have provided an affordable option for people wanting to live in Williamstown. The concept originally conceived and built by Albert Bachand was to meet a need that existed and meet it has done, very well.

Because the park was built so long ago when mobile homes were much smaller than today, the original lots are small. The roads were never particularly well built and I'm sure the utilities are in much need of updating.

On the other hand, The Spruces is almost a village within the town of Williamstown and has provided a safe (aside from the storms that have occasionally disrupted life there) and very convenient location for the residents. They have a meeting hall, a swimming pool and a scenic location along the river.

Many years back, my mother-in-law purchased a home there when she moved from her own home two hours away. A former employee moved there from his home in Williamstown. I have sold a few of those homes for clients over the years. Some are clearly better and more modern than others. Some should be demolished regardless of the damage from Irene, and replaced with new homes but some are truly impressive.

The Spruces might yet have a future were it possible to protect the park from future flooding in a manner akin to the flood protection the cities of North Adams, Burlington, Vt., New Orleans and I dare say many other cities across the nation and in other countries have gained.

The undeniably convenient location The Spruces occupies for public transportation and walking distance to local shops, the attractive setting with views and proximity to the river and the pride of ownership felt and expressed by many owners causes me to want to ask why it might not be feasible to provide flood protection for the park so it can be kept right where it is.


We have examples right around Williamstown of other brooks and streams that have been deepened or banks raised to prevent flooding to the adjacent properties. The brook along the eastern side of the park that traverses under Route 2 and which overflows in flood conditions could be similarly deepened (it once was but has since been allowed to fill with growth). We were told also that runoff from across Route 2 in neighborhoods like Luce Road contributed to the flooding but that area drains into the same brook, I believe, and thus dealing with the brook might alleviate much of the problem, though of course not all.

What of the Lowry property idea we might then ask? The housing needs in the town have been thoughtfully evaluated and it may be that the Lowry property should be an additional option for affordable housing but just not to be thought of primarily as the site to relocate Spruces residents who would choose to remain where they are.

It appears very clear that the need for affordable housing units in Williamstown exceeds what the Lowry property could provide by itself and this seems to be an even more compelling reason to take another look at making The Spruces habitable through flood-protection measures.

All along the Jersey shore and in fact along coastlines all along the East Coast much re-evaluation is taking place as to how to protect communities. In some cases they may have to be relocated, in others housing will be modified to accommodate high-water conditions as is common along coastal Florida for example. A recent documentary on Singapore showed just how that city has adapted to far more frequent flooding conditions than we have ever experienced here or will ever likely experience.

Why in other words is it necessary to assume the relocation of The Spruces when there are countless examples of steps that have been taken to protect low-lying areas for human occupancy? Why give up a convenient and for all but extraordinary conditions, a highly suitable site for almost 300 homes?

Would it be possible for the town to acquire the site from the present owner, make the modifications to the site to prevent future flooding in the form of berms, cleaning out the brook to the east and who knows, even a pump station as is being used in New Orleans and New York City and to take over the maintenance of the streets? The town or housing authority could then offer sites for market-rate rents. It could also over time remove the older units, combine lots and build more permanent structures for rent to other residents.

Every option involves cost to be sure and the town is not capable of raising the money to solve every need or problem. However, if a different approach was taken and the determination was to save The Spruces, surely there would be grant money available to protect the site from future flooding.

My purpose was to raise some questions, the answers to which I do not have and to spark some further debate and investigation. The Spruces park is a remarkable housing resource that provided almost 300 dwelling units the replacement of which is almost impossible to foresee for our town. For this reason, I suggest we should take a fresh look at how to raise the needed funds to protect the existing park from future flooding so it can be kept and over time, upgraded as well.

As we continue to debate and ultimately decide, let us do our best to put the needs, rights, concerns and feelings of the residents and owners in the park foremost in our deliberations. After all, for those of us who do not live there, while a "politically correct" concern, it really doesn't affect us very directly.

The funds that FEMA would provide the town to assist with the purchase of the park could still be used for that purpose. The Lowry property could still be left on the table for future affordable housing needs but the costs that would have been incurred to buy out the residents of The Spruces could then be allocated toward protecting the park from future flooding and improving the infrastructure at the park.

The flooding problem at The Spruces is so microscopically small by comparison to so many other almost daunting problem areas throughout the nation and around the world that it seems to be eminently solvable if we take the position that The Spruces can and should be saved.

"Where there is a will, there is a way."

Paul Harsch
Williamstown
Dec. 11, 2012


Tags: affordable housing,   FEMA,   flood,   Spruces,   

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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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