Williamstown Committee Begins Review of Town Charter

By Stephen DravisiBerkshires Staff
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WILLIAMSTOWN, Mass. — The town's first Charter Review Committee began its work on Thursday with a reminder of what its mission is and, as importantly, what it is not.
 
"The only thing I want to make us conscious of is part of the charge says we don't want to become a discussion ground for current social issues," Select Board member Andy Hogeland told the group at its morning meeting at Town Hall. "Things may come in the door about sustainability or equity. That's not what the Select Board wants us to be looking at.
 
"We want to check over the engine of government. It will be the vehicle through which people can make changes. If those issues come up, we'll refer them to the Comprehensive Plan Committee or the DIRE Committee."
 
Actually, as the Charter Review Committee noted on Thursday, the charter is just one of the engines that drives town government. Other forces include town bylaws, votes of town meeting and, of course, Massachusetts General Law, which sometimes compels or overrides actions at the local level.
 
Understanding the intersections of those drivers is one of the committee's first orders of business. But the engine in the shop, as it were, has not had a tune-up since it was adopted in 1956.
 
Some parts of the charter clearly are out of date, like Section 5, which lists which positions in town are elected but does not include the Planning Board, which was converted from an appointed to elected body by an act of town meeting in 2007.
 
The '56 Charter also lays out the powers of the town's School Committee, a body that has since been replaced by the Mount Greylock Regional School Committee.
 
Then there is Section 10, which prohibits an elected officer of the town from holding any other town office by election or appointment. Select Board members Hogeland and Jeffrey Johnson being on the Charter Review Committee alone shows how anachronistic that clause has become.
 
And the enabling legislation that created, for example, the Community Preservation Committee requires it include a "one member of the board of park commissioners" but, in Williamstown, the Select Board serves as the parks commission. A Select Board member therefore serves on the CPC.
 
Hogeland on Thursday morning pointed to other areas of town government that might need to be clarified.
 
The town's Historical Commission, which has statutory authority under Massachusetts General Law, was created by an act of town meeting but is not mentioned in the town's bylaw, let alone the charter, Hogeland said.
 
Of course, many of the inconsistencies stem from the fact that town governance has changed in ways not contemplated by those who drafted the charter. That is why the Select Board called for the tune-up in the first place.
 
Once the door is open to potentially changing the charter, the committee and, later, the town will have a multitude of options to consider.
 
Hogeland said the Charter Review Committee should engage in bench marking to see how other municipalities conduct their affairs and may want to consider a paid consultant. At the very least, he said the committee should take note of a webinar on charter changes being held next month by the Massachusetts Municipal Association.
 
"I think we need more help on, 'What are other towns doing?' on open meeting versus [representative town meeting] or recall provisions," Hogeland said. "We need some outside expertise."
 
The Charter Review Committee, which includes volunteers with decades of experience in municipal government as both employees and volunteer public servants, is slated to sit for about a year and a half with plans to make any recommendations for change in time for the May 2024 annual town meeting.
 
For the next meeting, Hogeland tasked the committee members with drafting questions that the group wants to ask of stakeholders, including town employees and committee members, about what concerns they might have about the local government structure.
 
Johnson pointed out Thursday that it is a review committee, not a revision committee.
 
"I have no expectations," Johnson said. "It's a review. It takes us where it takes us. Obviously, parts of the charter are very well written."

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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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