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The newly constructed bike trail crosses Cole Ave. and enters the nearby athletic complex.

After 'Spirited' Debate, Williamstown CPC Sends 5 Requests to Town Meeting

By Stephen DravisiBerkshires Staff
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WILLIAMSTOWN, Mass. — The Community Preservation Committee on Wednesday voted to send town meeting five of the six applications for fiscal year 2024 funding.
 
But the last substantive votes of the night were preceded by a lengthy debate among committee members about how to balance the funds sought in the largest applications against the panel's stated goal to carry over 10 percent of its available funds to FY25.
 
Most of the committee's votes were unanimous, including one to reject an application from the town for $100,000 in CPA funds to defray an unexpected $1.3 million town liability for overruns in a $5.3 million pedestrian/bike trail project.
 
Town Manager Bob Menicocci, who filed the application and is a voting member of the CPC, ultimately abstained in a vote to reject his own request. But first he had a chance to explain the reasoning behind the application, which was filed in accordance with the CPA's open space/recreation provision.
 
"What we're trying to do is be responsible, as we wrap up this issue, to say we've turned over every rock and really looked at every possible source for funding," Menicocci said. "To that extent, we're also seeking ARPA funds to help fund the project."
 
Menicocci inherited the trail and the bill when he arrived at Town Hall in July 2022, when the trail was substantially completed. In November, he notified the Select Board of the liability, attributing the overrun to increased costs associated with the COVID-19 pandemic and change orders signed by his predecessors during the life of the project.
 
Groundbreaking for the project was in the spring 2021, about the time the town was transitioning from then-Town Manager Jason Hoch to interim Town Manager Charlie Blanchard, who served until June 2022.
 
"It was a perfect storm of what was happening with COVID and transitions in the community," Menicocci said of the overrun.
 
Under the contract with the Massachusetts Department of Transportation, the state agency is responsible for the first 10 percent of overage in the $5.3 million project; the rest falls to the town. Menicocci told the CPC that he continues to engage MassDOT to see if the agency can share more of the excess cost, and he has engaged state Rep. John Barrett III to help lobby on behalf of the town.
 
None of the other members of the CPC expressed an interest in sending the town's $100,000 or a portion thereof to May's annual town meeting for approval. Some members questioned whether CPA funds can or should be used to pay for projects that already have been completed.
 
After removing that request from consideration for this funding cycle, the committee quickly agreed to recommend to town meeting three of the smaller "asks" on the table: $10,000 to the Williamstown Housing Authority; $35,000 to the Williamstown Historical Museum and $50,000 to the Williamstown Meetinghouse Preservation Fund, which volunteered to slash its original request by $100,000 at the CPC's January meeting.
 
That left two six-figure requests: a $100,000 request from the Mount Greylock Regional School District to help pay for an eight-lane track and athletic field and a $120,000 request from the town's Affordable Housing Trust.
 
After taking out the combined $95,000 in grants it advanced in its prior votes, the committee was left with a balance of available funds of about $235,000 — enough to fully fund the school district's request and the AHT but only if the committee backtracked on a prior vote to carry $30,000 into the next fiscal year.
 
Joe Finnegan defended the notion of sticking to the plan of preserving a 10 percent carryover, as the committee agreed in January.
 
"Unlike Phil [McKnight], who would like to give everyone as much money as we can, I am in the opposite camp," Finnegan said. "I would like to give everybody as much money as we think we should. But I would also like to leave some money for next year in case there is a recreational space application.
 
"We've carried huge sums forward in the past. The last couple of years we have not."
 
McKnight and Roger Lawrence suggested that one way to address the issue would be to recommend town meeting fund each of the two remaining requests at $15,000 below what the applicants sought, so $85,000 for the school district and $105,000 for the housing trust.
 
"I would argue the opposite," Finnegan said. "The Affordable Housing Trust is the only applicant that we green light every year. The high school has not been here for money, that I'm aware of, ever. And we haven't built a new field in this town ever.
 
"I feel differently, that the high school should get all the money they're asking for, and then we can talk about the Affordable Housing Trust. I'd like to leave more money for next year, but if most of you feel we should leave less, we can still fund the entire Affordable Housing Trust."
 
Ultimately, Finnegan and Chair Jane Patton voted in the minority of back-to-back 6-2 votes to both recommend the Affordable Housing Trust's full $120,000 and reduce the FY25 reserve from the previously agreed upon level.
 
Both Patton and Finnegan stressed that they support the Affordable Housing Trust and, more broadly, the town's efforts to address affordable housing needs in town. But each appeared to bristle at the notion that reducing the trust's application without doing the same for any other applicant was unfair.
 
Steven Dew vigorously defended the idea of keeping the AHT funding level as requested.
 
"I'm worried that this committee is getting ready to nickel and dime the Affordable Housing Trust to make a point about the lack of public recreation facilities in Williamstown," Dew said. "I think that point has been eloquently made by a number of people on this committee tonight. We all understand it's an important need.
 
"At the end of the day, however, housing is a need that human beings have. Recreation is important, but you can live without it. You can't live without housing."
 
Dew said his preference was to recommend both applications with the requested amount and not worry about how much was carried over to FY25. Nate Budington agreed, characterizing the amount carried over to the following year as "arbitrary."
 
Patton took exception to Dew's use of the phrase "nickel and diming" in regard to a potential cut in the housing trust's application.
 
"I don't want to get into a thing ... but when you give people upward of $450,000 over the course of four years and an additional $220,000 from ARPA funds and $100,000 right now, you're not nickel and diming anyone," Patton said, referring to past year's CPA allocations to the Affordable Housing Trust.
 
"This is the core problem. We have a functional inability to look at things other than the thing that's most important to us. We have greenlighted these things every year. We've given an enormous amount of money [to the trust]. They're going to get six figures again next year if the funds are there. To suggest that saying 'One time, you take a little bit less,' is 'nickel and diming' — no."
 
Finnegan was the first to reference a $220,000 allocation in American Rescue Plan Act funds the housing trust received from the Select Board and later responded to a suggestion from Affordable Housing Trust board Chair Andy Hogeland that the CPC could do with a little less carryover than the previously agreed to 10 percent.
 
"I appreciate you telling us how much we should save for next year," Finnegan told Hogeland. "How much do you have in the bank right now?"
 
After Hogeland replied that the trust's current balance stood at about $200,000, Finnegan continued.
 
"You have $200,000 in the bank," he said. "You look like you're getting $220,000 from the Select Board in the ARPA funds. You're asking us for $120,000, and you think we should save $15,000 for next year. I think that's where the misperception is.
 
"We want to save money so there is a rainy day fund for a good project for next year. No one is trying to cut the Affordable Housing Trust."
 
After an 8-0 vote to recommend the school district's request and the 6-2 votes on the housing trust and the lower FY25 reserve, the two-hour meeting quickly adjourned.
 
But first Patton, who repeatedly expressed concern that her statements and votes would be taken out of context, thanked all who engaged in the process.
 
"These aren't always easy, but I appreciate and value everybody's perspective," Patton said.  "And, even on days like today, this is still my favorite committee. Thank you for your patience and the spirited discourse."
 
Hogeland, who serves with Patton on the Select Board in addition to his service on the AHT board, agreed and thanked the CPC for its support of the trust.
 
"I don't want anyone to think that voting against this was voting against affordable housing," Hogeland said. "You've been supportive for a long time. You just have different fiscal ideas. I think it was a good discussion to have."

Tags: CPA,   

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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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