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Waubeeka Golf Links owner Mike Deep poses at the course on Friday morning.

Attorney General Upholds Williamstown's Waubeeka ByLaw

By Stephen DravisiBerkshires Staff
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WILLIAMSTOWN, Mass. — The owner of Waubeeka Golf Links has been chomping at the bit to move forward with a proposal to diversify the property in an effort to preserve the 50-year-old enterprise.

"We have talked about hiring a consulting firm, CBRE," Mike Deep said Friday morning in his office at the Cold Spring Road club. "They were actually here about a month ago, one of their managing directors came. And we showed them all of Williamstown. We showed them MCLA, Mass MoCA, the Clark. We gave them a nice tour of the area. We talked about Jiminy Peak. All the positive things in the area.

"We left it at: We were going to hire CBRE to do the feasibility study, to determine what the return on investment would be [for a country inn]. … I was all ready to write the check the next day, but [attorney Stan Parese] said, 'Don't write the check until we get the official ruling from the attorney general.' "

Late Thursday afternoon, the word came down from Boston.

After a six-month review of the Waubeeka Overlay District bylaw passed at May's annual town meeting, the Attorney General's Office on Thursday notified the town that the bylaw allowing development of a 120-room inn s approved.

"Based on the Attorney General's standard of review, we cannot conclude that the new Section 70-2.3 (F) is inconsistent with state law and we therefore approve it," reads the final paragraph of a seven-page letter signed by Assistant Attorney General Kelli E. Gunagan and Attorney General Maura Healey.

According to the letter, the AGO received "letters of disapproval" of two parts of the bylaw: the revocation clause that allows Waubeeka to surrender the overlay district status in the future and the "conservation restriction" clause that specifies what activities can take place on conserved land.

The AGO letter does not identify the writers of the disapproval letters, but Pittsfield attorney and Williamstown resident Sherwood Guernsey, whose home abuts the Waubeeka property, was a frequent critic of proposals that ultimately made it into the bylaw in the runup to town meeting, and specifically assailed the revocation from the floor of the May meeting, where the bylaw narrowly achieved the two-thirds majority needed for passage.

A call to Guernsey's office on Friday morning was not immediately returned.

The AGO's letter says the office considered whether the revocation clause is "unconstitutionally vague."

The commonwealth's top lawyer agreed that the phrases "revoke," "revoked," "surrender" and "surrendered" do not appear in the controlling chapter of Massachusetts law but found that their absence does not mean that portion of the by-law must be stricken.

"However, the fact that G.L.c. 40A does not refer to the revocation or surrendering of special permits does not alone serve as grounds for this Office to disapprove Section 70-2.3 (F) (2). [of the by-law]," the AGO wrote. "The Attorney General must cite a conflict with the statute in order to disapprove this by-law text. Moreover, various court decisions discuss instances in which a special permit was ‘revoked,' and note the power of a special permit granting to revoke a special permit."


The AGO further agreed with Town Counsel Joel Bard that the revocation clause in the bylaw is similar to "a lapse in its use, which is contemplated by G.L.c. 40A, § 9."

As for the conservation restriction clause of the by-law, the AGO letter indicates that issue is one the town will need to address down the road — if and when a CR is issued.

"Whether a CR written pursuant to the bylaw is approved under G.L. c. 184, § 32, is an 'as applied' issue outside the scope of review by the Attorney General," the AGO wrote. "However, the Town may wish to discuss the provisions of any proposed CR with Town Counsel to ensure that it will be approved under G.L.c. 184, § 32, and subject to all the constitutional and statutory protections accorded to conservation land."

The Waubeeka Overlay District bylaw was the end product of a 10-month process that started in the Planning Board and ended up on the floor of town meeting after the board tabled the question and Parese, a Williamstown resident and Deep's attorney, introduced the by-law by citizen's petition.

All bylaws in commonwealth are subject to review by the AGO after passage at town meeting. The Boston office twice notified the town that it needed an extension past the time when it customarily would have ruled on the overlay district.

Deep and Parese argued for months that without a by-law in place and a "regulatory path" for development, Deep could not seriously engage potential partners who might want to build an inn at the financially-challenged 18-hole golf course.

Deep repeatedly argued that his main interest was in keeping Waubeeka afloat and available to the town as a solvent employer and an amenity to residents — sentiments he reiterated on Friday morning.

Parese at times pointedly noted that the property, which lies in one of the town's rural residence districts, could be developed for residential use "by right," if the golf course failed.

Deep said Friday that he has had preliminary conversations with potential hotel developers, but those talks ended when the developers asked to see a feasibility study.

CBRE has said it can produce such a study in as little as eight weeks. Now that he has the AGO's blessing for the overlay district, Deep said he plans to hire the Los Angeles-based firm as quickly as possible.

Deep said he did not know whether opponents of the by-law would pursue a remedy in the courthouse, but he is optimistic it will not come to that.

"I would hope we could all get along," Deep said. "I'm sure they will be at the Zoning Board to express their concerns [during a potential permitting process], but I would like to work with them and do what's best for the Town of Williamstown."

Waubeeka Overlay District by iBerkshires.com on Scribd


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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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