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Bank Presidents Joseph Truskowski, left, and Charles O'Brien announced Tuesday that the two community banks will merge into one.

Adams Co-Op, South Adams Banks Announce Merger

By Andy McKeeveriBerkshires Staff
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ADAMS, Mass. — Two community banks announced plans on Tuesday to merge to create one $400 million as yet unnamed entity.

The presidents of Adams Co-operative Bank and South Adams Saving Bank announced the move as a one that "made sense" to remain competitive in the long-term. The two independent community banks have each been in existence more than century.

"The merger is a natural fit. Our two banks share the same vision and commitment to the customers, employees and the community," Charles O'Brien, president and CEO of South Adams Savings Bank, said during a news conference at Town Hall at noon. "Together our goal is to become an even stronger bank for future generations by combining our talents and staff and resources."

The bank leaders said no branches will be closed nor will any of the combined 90 or so jobs be lost. The boards of trustees for each bank will join to create one 20-person managing board and Joseph Truskowski, president of Adams Co-Operative Bank, will be the president of the new bank. O'Brien will be the CEO.

Fast Facts
South Adams Savings
Established 1869
Three branches
$197 million in assets

Adams Co-Operative
Established 1895
Three branches
$196 million in assets
"No jobs will be eliminated as a result of this merger. In fact, there may be new opportunities for some of our staff for personal growth," Truskowski said. "Customers can expect to received the same exceptional service from the people they have known to grow and trust at their community bank."

The leaders have been discussing the merger since March and it was approved unanimously by both boards, O'Brien said. The move is still subject to approval from each of the banks' members and the state regulatory agencies but the two bankers expect the transition to go smoothly. The merger is expected to be complete by the beginning of next year.


"When you look in your 10- or 20-year horizon, and that's what we're paid to do and our board is organized to lead the banks into the future," O'Brien said. "There are a lot of competitive reasons and we thought now was a good time to come together. The timing was right, the people were right and the changing industry just pointed that this was the right time to do this."

The new bank will mark the second major merger in the county in the last year following the announcement in December that Berkshire Bank was linking up with Legacy Banks. O'Brien said bank mergers are happening in rapid fashion across the country and doubling the two banks' size will help secure both banks' futures.

"In order for us to be a relevent community bank here in the Berkshires, we felt this was the right time," he said.

Each bank has approximately $200 million is assets at seven locations. The headquarters that "bookend" the town at the ends of Park Street will both continue to operate.

"It was very obvious that looking at the similarities that we belong together," Truskowski said.

The banks use nearly all of the same technology and providers, the presidents said, and customers should expect minimal disruption.

As for a new name, the boards have not yet decided but the bank leaders hinted that there are three names being considered — one that includes the town, one focused regionally and one that goes with a marketing package. A name is expected to be announced soon.

As a first move, each bank will donate $5,000 to the town of Adams to help residents affected by Hurricane Irene. Another $5,000 each will be donated to the American Red Cross, for a total of $20,000.

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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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