Editor’s Note: This article was authored by the 1Berkshire Economic Development Team: Jonathan Butler, Ben Lamb, and Kevin Pink
It’s no secret that it can be challenging to get to, and around, the Berkshires.
If you don’t own a car, getting from Point A to Point B can be time-consuming. Agencies like Berkshire Regional Transit Authority (BRTA), the Retired Senior Volunteer Program (RSVP), and local Councils on Aging help plug some of these gaps, but the region’s size and geography continue to present obstacles.
Transportation into and out of the Berkshires is even more lacking. The region recently lost daily rail service to Boston and Albany when Amtrak changed the schedule of the Lake Shore Limited train to a tri-weekly service. Although Berkshire residents still enjoy bus service, bus and rail service to the area is often slower than driving yourself, and can be unreliable. Despite the less-than-rosy current picture, recent years have seen forward progress and we have good reason to be optimistic about the future of transportation to, and around, the Berkshires.
Where We’ve Been
The last few years have seen some real progress in terms of addressing transportation challenges internal and external. The BRTA serves 26 communities across an area as large as Rhode Island, and has made regular pivots to expand and modify that service in the last few years. In January of 2019, BRTA piloted weekday night service within Pittsfield, subsequently expanding to include transportation to North Adams and Great Barrington, a Great Barrington circulator, weekday service to Wayfair’s office in Pittsfield, Saturday service, and more, in response to rider inquiries and feedback. Throughout the pandemic, while emphasizing safety, BRTA continued to modify its schedule to improve convenience for riders. These changes reflect a continued commitment from BRTA to improving the ease with which people can traverse the region.
The pandemic saw some promising ideas postponed, but not forgotten. The Berkshire Flyer, a train that would run from New York City to the Berkshires and back on weekends was planned for a summer 2020 pilot service. This service would offer city dwellers who do not own cars another means of reaching the region, potentially offering whole new cohorts of people the opportunity to experience all that the Berkshires has to offer.
Additionally, Berkshire Community Action Council, Berkshire Interfaith Organizing, Pittsfield’s Retired Senior Volunteer Program, Community Health Programs, and Berkshire Health Systems planned to launch Wheels for Wellness in the spring of 2020. This program would use volunteers to provide free rides for Berkshire residents to medical appointments and other destinations connected with social determinants of health. Though delayed by the pandemic, there is plenty of reason to believe both programs will return as life in our region reaches a stage closer to normal.
Finally, 2020 saw the release of two important documents related to the future of travel in our region. Locally, this summer saw the release of a Berkshire Transportation Management Association feasibility study. This study, commissioned by a group convened by 1Berkshire and Senator Hinds’ office, examined the viability of a transportation management association (TMA) that would create a public and private partnership that could manage a range of mobility options for the region. This structure would leverage economies of scale and shared programs, supporting employers, employees, and residents. The study determined that a Berkshire TMA is indeed feasible, and the $16 billion transportation bond bill Governor Baker signed in January included $1.5 million in funding for the implementation of a TMA in the Berkshires.
On a statewide note, January saw the Massachusetts Department of Transportation (MassDOT) release its long-awaited East-West Passenger Rail Study Final Report. More than two years in the making, this report used information gathered from a variety of stakeholders about the dissatisfaction with multi-modal transportation options west of Worcester. A hardy group of Berkshire leaders represented the region on the Advisory Committee for more than a year, including Senator Hinds, Representative Pignatelli, Mayor Tyer of Pittsfield, Berkshire Regional Planning Commission Executive Director Tom Matuszko, and 1Berkshire’s own President and CEO Jonathan Butler. When some of the initial proposals included bus service from Pittsfield to Springfield, and trains from Springfield to Boston, this coalition of Berkshire leaders was unanimous and clear that this was a non-starter. Additional stalwart support from North Adams Mayor Tom Bernard, Adams Town Manager Jay Green, and organized citizen groups throughout Western Massachusetts ensured that buses would not be part of any finalized alternatives. There is additional work to do, and it will be years before West-East rail becomes a reality, but the study is a critical step forward that ensures continued momentum.
Where We’re Going
The East-West Rail Study is just an initial step, however. While the recently-signed transportation bond bill included $50 million for preparatory work, actually getting East-West rail service built will require significant state and federal support, but the project is well-placed in that regard. Congressman Richard Neal of Springfield chairs the powerful United States House Committee on Ways & Means, which controls legislation that how the federal government raises money. Representative Neal has noted his support for the idea of East-West rail. Additionally, President Biden has long been known as a proponent of passenger rail. All of this is particularly relevant because the nation has been awaiting a major infrastructure bill for years, and this could be the kind of legislation that funds a project on the scale of East-West rail.
Regular East-West rail service from the Berkshires to Boston would revolutionize life not only in the Berkshires, but also across the Commonwealth. Although many jobs have shown themselves to be adaptable to remote work during the pandemic, there are still many jobs that require staff to be on site. A rail service traveling back and forth from Pittsfield to Boston and stopping at several stations in between instantly expands the options for workers and for employers. It would allow people to have the quality of life we have here in the Berkshires but to be employed at firms headquartered elsewhere in the Commonwealth. It would more readily connect Berkshire residents, students, and businesses with New England’s Knowledge Corridor along I91. Similarly, it would make travel to the eastern side of the state for medical treatment much more convenient. Lastly, a service like this would reduce individual vehicle travel, which should see a corresponding decrease in greenhouse gas emissions, a goal identified in the Baker Administration’s “Partnerships for Growth” economic development plan.
Locally, a transportation management association could coordinate existing transportation assets such as BRTA vehicles and Council on Aging vans alongside new assets including ride-matching and emergency ride home programs to create a network that makes it easier to get around the region. This would be a significant quality of life upgrade for those who don’t own a car or do not drive, allowing them to participate more fully in the opportunities the region has to offer.
Coordinating these assets will be a challenge, but there is a real need for this sort of service, and plenty of stakeholders stand to gain from it. Major employers could rely on these services for employee transportation, increasing the pool of employees they could hire. Healthcare providers could count on their patients having access to transportation to appointments. Visitors arriving from elsewhere could utilize transportation assets to reach points of interest or lodging. These benefits and more can be made real through collaborative efforts from municipalities, regional organizations, major employers, and other stakeholders.
We’ve covered a lot of ground recently. The road toward more efficient and convenient transportation internal and external to the region is still long, but we are beginning to envision the destination. It will take continued hard work, collaboration, and advocacy for federal and state support, but there is more reason now than in generations to be optimistic about our ability to address one of the longest-standing challenges to regional economic development and quality of life. If we are to succeed, we’ll do it together, one mile at a time.
