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A site grading plan prepared by Williamstown's Guntlow and Associates for Northern Berkshire Habitat for Humanity's proposed subdivision off Summer Street in Williamstown.

Williamstown Con Comm Clears Summer Street Subdivision

By Stephen DravisiBerkshires Staff
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WILLIAMSTOWN, Mass. — The Conservation Commission last week gave its approval for a four-home subdivision on a town-owned parcel on Summer Street.
 
Northern Berkshire Habitat for Humanity was before the board with a notice of intent to build a 260-foot road with four associated building lots on a parcel currently owned by the town's Affordable Housing Trust.
 
The road and some of the home lots are planned in the buffer zone of a bordering vegetated wetland on the lot currently known as 0 Summer St.
 
Habitat plans to build four single-family, one-story homes priced for residents making up to 60 percent of the area median income on the parcel. The non-profit hopes the town will accept the road and associated infrastructure as a town road once it is built.
 
In addition to determining that the construction would minimize impact on the buffer zone, the commissioners Thursday reviewed the stormwater management plan for the site — an aspect that has been a sticking point for nearby residents who say drainage problems are a long-standing concern in the area.
 
Charlie LaBatt of Guntlow and Associates civil engineering took the lead on walking the commission through the plan to handle stormwater runoff from the increased impervious surfaces in the planned subdivision.
 
"Proposed drainage improvements include a rain garden, which acts for filtering of TSS [total suspended solids] and detention and very little recharge — due to the site's soil constraints — and a culvert that helps allow in one portion of this [parcel] the watershed to make it to that rain garden," LaBatt said. The rain garden and the stormwater management infrastructure has been sized anticipating the development of the four lots.
 
"It doesn't include impervious areas just for the road, it includes impervious areas for all of the four lots — buildings, roads, everything."
 
LaBatt further explained that grading along the boundary of the property will help direct water into the rain garden and the garden itself will have an underdrain to prevent it from becoming a pond.
 
Kayla Falkowski of 11 Summer St., whose home is due south and downhill of the subdivision site, said she was still concerned about the rain garden being overwhelmed and ponding.
 
LaBatt told the commission that the rain garden will have an outlet structure that will pipe excess water into existing municipal infrastructure on Summer Street.
 
"Once water comes above the bottom crest of the weir, water can go directly out of the detention pond and into the pipe system that goes out," LaBatt said. "The size and height and width of those weirs, as well as the size of the rain garden is what is modeled to create a system that gets peak runoff from post-development to be at or below pre-development runoff conditions.
 
"As described in the stormwater narrative [of the NOI submission], we have a table that shows you what the 2-, 10- and 100-year post-development storm rates are for this and how we've reduced [runoff] for all storm events."
 
Falkowski noted that she appreciated that the final plans for the rain garden include a fence around the feature, which is planned for the southwest corner of the parcel, bordered by Summer Street, the new road and her property.
 
But residents who addressed the commission at Thursday's meeting continued to express concern about the plan, including how the rain garden will be maintained after the subdivision is built and the homes are occupied.
 
LaBatt explained that, typically, such infrastructure would be owned by the developer (in this case, Northern Berkshire Habitat for Humanity) until homes are sold, at which time it would be transferred to an homeowners association and often, at some point, a municipality. The non-profit, which does not want to saddle its homeowners with the responsibility of an HOA, is trying to track the process of town acceptance, LaBatt said.
 
Critics of the subdivision plan pointed to a letter from Williamstown's director of public works that cast doubt on whether the town would be amenable to that acceptance.
 
"Although we currently do not have specific language on rain gardens in the Town Code, it is my position that rain gardens should be classified as a type of detention basin and not accept ownership or maintenance thereof," Craig Clough wrote in a May 3 letter to the Planning Board, which, at the time, was considering a preliminary development plan for the subdivision.
 
Donald Dubendorf, a volunteer with Northern Berkshire Habitat for Humanity and retired attorney with experience representing clients before town boards and committees, told the Con Comm that the issue of who owns the rain garden going forward was not before the body.
 
"These plans before the commission make no representation of who owns the rain garden," Dubendorf said. "They simply say this is where it's going to be. It may be the case that, if we have to, we carve out a piece of that [property] and give the Affordable Housing Trust an easement to manage it until such time as it's taken over [by the town].
 
"But we've had extensive discussions with Craig Clough, the town manager and others about taking over, and I think we're making progress on that. So, at the end of the day, [the ownership issue] seems a bit of a red herring."
 
In the end, the Con Comm added stipulation to its approval that, "The operation and maintenance plan for the proposed rain garden shall be a continuing condition."
 
That was one of four conditions specific to the project that the commission added to its approval, along with the standard 25 local and state-mandated conditions for work near a water resource area.
 
After a unanimous vote to set the conditions and, thus, approve the project, an attendee at the meeting asked how the commission's decision could be appealed. Conservation agent Andrew Groff referred them to the commonwealth's Department of Environmental Protection regional office in Springfield.
 
The proposed subdivision still has a major regulatory hurdle to clear before it goes forward: a return trip to the Planning Board for a review of the final development plan.
 
In other business on Thursday, the Conservation Commission: 
 
• Cleared the Massachusetts Department of Transportation's plan to resurface Route 7 from the Five Corners intersection south to the New Ashford line.
 
• OK'd work near an unnamed perennial stream on a property at 1382 Cold Spring Road.
 
• And reviewed the town's plan to stabilize the bank of the Hoosic River near the intersection of North Street (Route 7) and Syndicate Road. The town is waiting on approval from Mass DEP and the Natural Heritage and Endangered Species Program, but Groff asked the local body also weigh in during that review. The five commissioners at Thursday's meeting gave their informal support to the plan.

Tags: conservation commission,   habitat for humanity,   housing,   stormwater,   

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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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