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Work continues Tuesday morning to prepare the site at 562 Main St. in Williamstown for a new fire station.

Williamstown Fire Station Project Clears Conservation Commission

By Stephen DravisiBerkshires Staff
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WILLIAMSTOWN, Mass. — The Williamstown Fire District last week cleared one of two local regulatory hurdles facing the new station project on Main Street.
 
By a vote of 7-0, the Conservation Commission approved and set conditions for the construction project to replace the aging station on Water Street. This Thursday, fire district officials will be back at Town Hall to seek the OK of the Zoning Board of Appeals for the $22.5 million project that district voters overwhelmingly approved in February.
 
Charlie LaBatt of Guntlow and Associates represented the district before the Con Comm, which has jurisdiction over the former Lehovec property at 562 Main St. (Route 2) because of its location in the 100-year floodplain and the presence of a bordering vegetative wetland.
 
"A little portion of the drive would fall within the floodplain, and, as you can see [on the site plan], we have a row or two of solar within the buffer zone to the bordering vegetative wetland," LaBatt told the commissioners.
 
Much of the groundwork for approval already was done when the district sought the Con Comm's permission to begin early site work for the building in May.
 
"This clearing limit is essentially the same clearing limit we had previously revised our plan to show for the early site work package in our [request for determination of applicability]," LaBatt said last Thursday. "At the request of the commission, you wanted to see what we anticipated, even though we weren't doing it at that time — what we anticipated the full clearing limit of the project to be.
 
"So you've seen that boundary before."
 
The main business this month was LaBatt's response to a comments on the project from the Department of Environmental Protection, which reviews projects that fall under the Wetlands Protection Act and essentially advise the local commission of issues that need to be resolved in the notice of intent (NOI) process.
 
One of the issues raised by DEP was how the floodplain was delineated in the project plan. LaBatt, who also led the Con Comm members on site visits prior to the May and November hearings, reminded them that the topography of the site makes that delineation "tricky."
 
He also walked them through a hydrology study that is more up to date than the 1980s Flood Insurance Rate Map, or FIRM, that gives a different picture of the floodplain.
 
"For bridge work on [Main Street], MassDOT re-evaluated the 100-year flood, the 500-year flood, they did a whole new flood study of this river corridor, using the original FEMA flood-mapping storm events," LaBatt said.
 
"The new modeling shows that the stream bed is actually 5 feet lower than it was [in 1983]. That resulted in a 100-year flood event that is 3 feet lower than it was then and a 500-year flood that is 2 feet lower than it was then."
 
Besides, LaBatt noted, critical infrastructure like a fire station is held to a higher standard than other construction projects in a flood plain.
 
"In designing the fire station, we had to be conscious of the 500-year flood, something not regulated through the Conservation Commission," he said. "But for emergency response facilities like this is, it needs to be at or above the 500-year flood or 2 feet above the 100-year flood. In this case, those numbers, luckily, end up being about the same elevation.
 
"On the outside, we've been designing this facility to make sure an essential facility ... is actually above the 500-year flood."
 
The Mass DEP also inquired about whether the Con Comm should treat the station as a "Land Use with Higher Potential Pollutant Load," or LUHPPL, and, thus, require stricter stormwater management standards.
 
LaBatt told the panel that unlike a typical fire station, the Williamstown facility will not be fueling its trucks on site. The district will continue to fuel its vehicles either at the town's Department of Public Works or local commercial filling stations.
 
"Realistically, from a hazardous chemical point of view, they have one gas can," he said. "It might be 5 gallons for their lawn uses. And it's really not much different than what would be expected at a residential home."
 
But, as with the floodplain question, the stormwater management plan exceeds what would be needed at a typical residence for a different regulatory reason.
 
"In this case, [the LUHPPL question] doesn't matter from our perspective because we're already in a critical area because of the [town's] Wellhead Protection Overlay District," LaBatt said. "The one thing that a Land Use with Higher Potential Pollutant Load triggers would be that trigger from a half-inch stormwater runoff treatment to 1 inch. It would trigger all the things we're already doing.
 
"From a Conservation Commission point of view, water supply overlay zoning districts are considered critical areas for stormwater treatment and such."
 
The DEP also said the Con Comm should require a separate Stormwater Pollution Prevention Plan, or SWPPP, for the construction phase of the project. In Guntlow's written response to the state agency, the Williamstown-based civil and environmental engineering firm noted that a SWPPP already was in place for the early site work, a point that LaBatt reiterated at the Con Comm hearing.
 
"At the end of this contractor's work, they will winter seed, winter rye everything, try to stabilize it, and leave all erosion controls in place," LaBatt said. "The next contractor will end up adopting everything that was left. The next contractor will also, at that time, prepare and submit an [electronic notice of intent] and a SWPPP. So those things will be covered.
 
"The next phase of this project will benefit from the fact that they'll be able to start the building project immediately without having to do all the rest of the normal site work you'd have to do. In essence, it's stuff we've already done."
 
The commissioners had little in the way of follow up questions for LaBatt before unanimously agreeing to set the town's standard list of conditions on a project of this kind.
 
Henry Art, an emeritus environmental studies and biology professor at Williams College, often uses Con Comm hearings to critique planting plans for projects. This time, he had no notes.
 
"Kudos," Art said. "It's a fabulous list. These are native to the Eastern United States. Most of them are southern, but they're going to do well in our warmer weather conditions … It will be the new native."

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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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