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An architect's rendering of the planned three-story apartment building at the south end of the Cable Mills housing development as seen from Water Street.

Williamstown Housing Trust Commits $80K to Support Cable Mills Phase 3

By Stephen DravisiBerkshires Staff
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WILLIAMSTOWN, Mass. — The board of the town's Affordable Housing Trust last week agreed in principle to commit $80,000 more in town funds to support the third phase of the Cable Mills housing development on Water Street.
 
Developer David Traggorth asked the trustees to make the contribution from its coffers to help unlock an additional $5.4 million in state funds for the planned 54-unit apartment building at the south end of the Cable Mills site.
 
In 2022, the annual town meeting approved a $400,000 outlay of Community Preservation Act funds to support the third and final phase of the Cable Mills development, which started with the restoration and conversion of the former mill building and continued with the construction of condominiums along the Green River.
 
The town's CPA funds are part of the funding mix because 28 of Phase 3's 54 units (52 percent) will be designated as affordable housing for residents making up to 60 percent of the area median income.
 
Traggorth said he hopes by this August to have shovels in the ground on Phase 3, which has been delayed due to spiraling construction costs that forced the developer to redo the financial plan for the apartment building.
 
He showed the trustees a spreadsheet that demonstrated how the overall cost of the project has gone up by about $6 million from the 2022 budget.
 
"Most of that is driven by construction costs," he said. "Some of it is caused by the increase in interest rates. If it costs us more to borrow, we can't borrow as much."
 
Traggorth said he has discussed the cost escalation with state officials who have agreed to increase the commonwealth's financial support for Phase 3 — with a catch.
 
"Overall, the message from the state was, 'We understand the problem. You're not the only one,' " he said. "One of the things they require is, if you're going to come to [the state] and ask for more money, you also need to make sure the town of Williamstown is A) still on board with the project and B) can contribute their share of an additional amount."
 
Traggorth said his firm, Causeway Development, also is working to close the gap between the 2022 and 2024 construction cost by deferring some of its fee.
 
The additional $80,000 from the town represents 20 percent of its original, 2022 contribution and is proportional to both the increased construction cost and the expected increase in state support.
 
"[The town's contribution] was $400,000 out of a $31 million project," Traggorth said. "Now it would be $480,000 out of a $36 million project, roughly."
 
The AHT board voted, 5-1, with one member, Daniel Gura, absent, to commit $80,000 to support Phase 3. The board will need to take a later vote, likely this spring or summer, to finalize the commitment and release the funds.
 
Board member Robin Malloy voted against making the commitment and, later in the meeting, explained that she thought the local housing trust could find better ways to utilize its funds.
 
"I feel like [the developer is] obviously making a lot of money on this project," Malloy said. "They're getting a lot more dense housing than they otherwise would be. I feel like we could use that $80,000 for entities that don't have other resources. I would rather use that money to give to people to help them buy those houses.
 
"Eighty-thousand dollars is not a lot for [Causeway Development] to pony up. It's more for us. I feel like we could make better use of the money."
 
The other five members of the AHT board in attendance appeared to accept the argument that a demonstration of local support is necessary to free up additional state financing, which is how the majority of affordable units in the commonwealth are funded. That is the same model the town used to support the Highland Woods senior apartments in 2016, the first phase of Cable Mills in 2016, 300 Cole Ave. in 2021 and Phase 3 of Cable Mills the first time around in 2022.
 
Thomas Sheldon, one of the founding members of the Affordable Housing Trust board, pointed out that the additional $80,000 in trust funds to enable the construction of 28 affordable units is "a bargain" for the trust.
 
"I think those units would still get built, regardless," Malloy replied.
 
"That's an assumption," Sheldon said. "We don't know that for sure. We didn't know that when we gave the money to Highland Woods that it would make a difference. But it happened. It's been an article of faith between towns and the state for a long time in terms of this kind of situation."
 
While he appeared virtually before the AHT board, Traggorth provided some updates on the 13 affordable units in the 61-unit Phase 1 of Cable Mills.
 
The developer said all 13 units currently are occupied and, like the rest of Cable Mills, are being converted from rentals to condos. Like the rental units, the ownership units will continue to be affordable in perpetuity.
 
The affordable units are being marketed for between $155,000 and $180,000, depending on size. The average sales price for the other 48 units in Phase 1 is in the ballpark of $650,000, Traggorth said.
 
Traggorth said that, by right, people living in the Phase 1 units as rentals have five years from the date the condo conversion began to either buy or move. To date, at least one occupant of an affordable rental has purchased it as an affordable condominium, with help from the Affordable Housing Trust's DeMayo Mortgage Assistance Program; AHT board Chair Andrew Hogeland at the April 17 meeting said at least one more DeMayo MAP request for a Cable Mills condo is in the pipeline.
 
Traggorth said the tenants at Cable Mills have about 3 1/2 years left on the original five-year window. He said he hopes that Phase 3 will be built in time to allow them to move from the former mill building to the new apartments if they desire to stay in rental units.
 
Phase 3 — unlike Phase 1 — is planned to be permanent rental housing. And all 41 planned affordable units (13 in Phase 1, 28 in Phase 3) will be deed restricted as affordable, based on the AMI.

Tags: affordable housing,   Cable Mills,   

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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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