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From left, Joe Bergeron, Kimberley Grady and Chris Dodig review minutes at the start of Wednesday's Transition Committee meeting.

Mount Greylock Committee Settles on Direction for District Office, Fields

By Stephen DravisiBerkshires Staff
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WILLIAMSTOWN, Mass. — The Mount Greylock Regional School Transition Committee on Wednesday decided to proceed with a phased approach to addressing the capital needs that the district has long planned to address with part of a $5 million gift from Williams College.
 
In a special meeting at Town Hall, four members of the seven-person panel voted unanimously to move forward with a plan to use just less than half the gift to build a multi-use building on the Mount Greylock campus.
 
District officials plan to hold $1.5 million of the gift in reserve, where it will remain as part of the college's endowment and earn interest that the district can apply to future building needs — a similar model to a gift the college gave to Williamstown Elementary School when it was constructed.
 
The remaining $3.5 million has been earmarked for athletic field renovations needed to bring the district into compliance with the Americans with Disabilities Act and Title IX and the replacement of the district offices, which used to be housed at Mount Greylock.
 
The planned district office would be part of a building that also houses public restrooms for the athletic fields, a storage area for the school's facilities department and a room that could be used by the athletic department — primarily as a waxing room for the cross-country ski team.
 
On Wednesday, the committee reviewed a cost estimate for the building that places its price tag at $2.37 million, a significant decrease from earlier iterations because of cuts that have been made to the proposed building, Transition Committee Chairman Joe Bergeron said.
 
"The width along the longer end is a little narrower than it was," he said. "Some of the mechanical storage and bathrooms are squeezed in a little more to make them more space efficient. The ski waxing room and custodial storage is tightened up as well.
 
"The other notable change related to a lot of the work is where we have seasonal use of roads or pathways [to the athletic fields], meaning we don't use them in the inter, what happened with this design was the architect said we could use a surface that's not blacktop and instead use gravel. That saves a significant chunk of money."
 
Collectively, the projected cost for the building and the athletic field compliance work is estimated to be about $3.8 million, which is why Bergeron and Transition Committee member Chris Dodig, who formed a working group to address the site issues, recommended a phased approach.
 
"What we could potentially do is get this ball rolling on things that don't think are going to change and whose use is time sensitive," Bergeron said. "This is something we know we need to get done. Why not go ahead and do it right now?"
 
The field work — while necessary from a compliance standpoint — is less time sensitive, the committee decided, and the district also can look at additional fund-raising efforts to support the fields while using the $2.37 million from the Williams gift in the short term to house the PreK-12 district's central office, which starting in late August will be in trailers on Cold Spring Road campus.
 
"If we were to take the first phase and, as we whittle it down, we could find we can do it for less money than was originally, conservatively projected and have more money for [the fields]," Bergeron said.
 
"That makes a lot of sense," committee member Steven Miller said. "It allows us to start moving, and if things come in under budget, it lets us know what we have for the next phase."
 
None of the work under consideration by the committee on Wednesday is part of the district's $64 million addition renovation project for the middle-high school. The Massachusetts School Building Authority, which is partnering with the district on the school building project, does not participate in costs related to district offices and sets firm limits on how much "site work" it will pay for — limits that the project surpassed long before it got into items like the parking lot or the athletic fields.
 
One thing that appears to finally be off the table is any solution for the district office that involves an existing "off-campus" building. District officials searched for more than a year to find a workable solution that did not involve new construction. Unfortunately, Bergeron said, any such structure would have involved costly modifications that made an existing property impractical at any price.
 
That includes a late addition to the process: space at the rear of Williamstown's Milne Public Library that formerly was occupied by the Williamstown Historical Museum.
 
"As soon as you touch [a building] and need to make it so a municipal organization can inhabit it, you introduce hundreds of thousands of dollars in cost," Bergeron said.
 
In the case of the library space, that added up to an estimated $350,000, according to consultations with Perkins Eastman, the architect the district is using on the school building project.
 
Bergeron noted that wherever it puts the central administration, Mount Greylock needs another building on the campus to provide other uses intended for the multipurpose building: storage of landscaping equipment, bathrooms for the athletic fields and a room for the cross country ski team and storage for other sports in the fall and spring.
 
"[The $350,000 renovation price tag] made [the library] start to look less and less desirable relative to the portion of that [on campus building] for the purpose of the central office," Bergeron said. "If you look at that portion of the building in isolation — just the square footage for the district office — it came down to $500,000." 
 
While voting to move ahead with the phased approach on the campus projects, the Transition Committee did not vote to take action on a proposed fee of $173,600 for design work and construction management from Perkins Eastman, the Boston team that did the initial schematics.
 
In part because the committee was operating with a bare quorum of four members, those present felt uncomfortable committing the district to such a large contract. And it agreed to meet again in early August to address that issue as well as issues arising out of a discussion of the newly expanded district's policy book.
 
At Wednesday's meeting, the Transition Committee voted to officially rescind all the former policies at Mount Greylock middle-high school and replace it with a policy book that covers the entire newly expanded district. Since Lanesborough Elementary School and Williamstown Elementary School ceased to be single school districts as of June 30, their respective policy books already were voided, and the Department of Elementary and Secondary Education required the regional school district to put new policies in place this summer.
 
For several years, going back to the time when the three schools operated as part of a "Tri-District" that shared the cost of central administration, the then three separate school committees worked to align the policies of all three schools.
 
What remained on Wednesday were two questions regarding policies related to transportation.
 
In answer to a question from Williamstown resident and Williamstown Elementary teacher Fern Murtagh, the committee noted that while, in practice, the elementary schools provide transportation to pre-school students, its policy, as written, only covers children in kindergarten through 12th grade.
 
And a separate policy on third-party transportation of students to off-campus activities may need to be modified to reflect the realities of current practices. At Lanesborough Elementary, the school committee had adopted a policy banning the practice; at the middle-high school, it is relatively common for parents to "carpool" student-athletes home from road games instead of sending the kids home on the team bus.

Tags: central office,   MGRHS school project,   MGRSD,   

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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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