Letters: Conserved Lands Needs Advocates

By Tela ZasloffLetter to the Editor
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To the Editor:

Why not build on conservation land in Williamstown?

Williamstowners are asking a lot of questions about the Affordable Housing Trust's proposals to build more housing on town-owned property — economic questions about comparative costs among proposed sites and about the actual need for more of such housing, social responsibility questions about providing housing for people who work in Williamstown and about expanding the diversity of town residents, environmental questions involving sites like the half torn-down PhoTech building or the deteriorating, half-built Cable Mills building, questions about how an affordable housing effort, under state regulations, can legally serve those residents in the Spruces trailer park who lost their homes to flooding.

But on the question of how to consider the recent Affordable Housing Trust's proposal to build on town land officially designated as "conservation land," the discussion is particularly murky, fragmented and often ill-informed. Proponents argue mostly from an economic standpoint, that building on open, clean space would be cheaper and simpler than tearing down and de-toxifying present building sites. Opponents argue that building houses on conservation land, destroys forever the land's potential for agricultural uses, as in the Trust's proposal to take the Lowry Farm property out of conservation designation. This, opponents argue, takes away the livelihood of farmers using the land for haying.  However, there is a larger defense to be made for preserving conservation land.

The purpose of setting aside conservation land in this town has been stated locally, and reasonably, by the Williamstown Rural Lands Foundation, as: "to conserve the rural character of Williamstown; to enable working landscapes such as forests and farms; to promote land stewardship; and to connect the community to the region’s natural heritage." At the state level, Gov. Deval Patrick, in August 2012, announcing proudly that his administration  "protected more than 100,000 acres of open space in just five and a half years ... in over 310 communities," focused on three strategies: "building parks in urban communities, preserving working farms and forests, and conserving high value habitat areas."  

State Energy and Environmental Affairs Secretary Rick Sullivan praised this accomplishment as an example of big thinking about the quality of life in the state, among a wide diversity of interest groups — "state agency staff, land conservation organizations, sportsmen, landowners, and environmentally-minded businesses."


This is the kind of cooperative discussion we should be having in Williamstown now, on the question of using conservation land for building housing. We should be talking about the need to preserve a whole quality of life that connects us to our joint past and to the natural world, which is not of our making but of which we are the designated trustees. Before we consider doing more building in our open, green spaces, we have to think about preserving important resources for drinking water, rare plants and wildlife, working farms and forestland, unique outdoor recreation sites, and the best remaining greenspace in our towns and cities. We can't just pave over and build on town conservation land with impunity.

Someone recently remarked to me, angrily, "We have too much conservation land in this town!" I wonder what measure she was using in determining how much is too much. But I do know how much it matters to me personally and to my family and friends, that we can look up to wildmountain tops and wide green spaces that we need to share harmoniously with wild animals, and wild trees and grasses.

As Supreme Court Justice William O. Douglas argued in 1972, in Sierra Club vs. Morton: "Inanimate objects are sometimes parties in litigation. A ship has a legal personality, a fiction found useful for maritime purposes ... The ordinary corporation is a 'person' for purposes of the adjudicatory processes, whether it represents proprietary, spiritual, aesthetic, or charitable causes. So it should be as respects valleys, alpine meadows, rivers, lakes, estuaries, beaches, ridges, groves of trees, swampland, or even air that feels the destructive pressures of modern technology and modern life. ... Before these priceless bits of Americana (such as a valley, an alpine meadow, a river, or a lake) are forever lost or are so transformed as to be reduced to the eventual rubble of our urban environment, the voice of the existing beneficiaries of these environmental wonders should be heard."  

We are the beneficiaries of those wonders and need to be their advocates.

Tela Zasloff
Williamstown
Feb. 24, 2013


Tags: affordable housing,   conserved land,   development,   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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