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Mount Greylock to Extend Bid Period for Fields Project

By Stephen DravisiBerkshires Staff
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Talia Cappadona, a student representative on the Phase 2 Subcommittee, and Chair John Skavlem participate in Monday's meeting.
WILLIAMSTOWN, Mass. — The subcommittee looking at addressing the athletic field needs at Mount Greylock Regional School decided to extend the bidding period in hopes that one or more of the three bidders can come back with a lower bottom line.
 
The district's Phase 2 subcommittee met Monday evening for the first time since Friday's opening of bids responding to the district's search for a contractor to install an artificial turf multipurpose playing field and make improvements to other fields to bring the district into line with Title IX and the Americans with Disabilities Act.
 
The district's architect, Art Eddy of Traverse Landscape Architects, advised three possible courses of action based on the bids, all of which came in higher than the architect's estimate for the project.
 
The subcommittee decided that extending the bid period for up to a week is the best way to keep the project moving forward at a price that will be acceptable to the School Committee.
 
The subcommittee, which includes three members of the seven-person School Committee, decided to reply to the three bidders with a list of "value engineering" items that could be removed from the original scope of work and ask them to resubmit bids on the project.
 
The three bids came in between $2.85 million and $2.98 million -- about 40 percent higher than the $2.1 million cap set by the School Committee when it authorized putting the project out to bid in May.
 
At that time, the School Committee intentionally capped the set a limit of $2.1 million for the project even though it had an estimated price tag of $2.3 million from Traverse, Phase 2 Subcommittee Chairman John Skavlem said after Monday's meeting. The intention was to allow the district some flexibility when the bids came in.
 
Using the $2.3 million, all three bids received came in between 19 percent and 22 percent over the architect's estimate.
 
Skavlem told his fellow subcommittee members that the architect believed the contractors should be able to revise their bid prices down.
 
"Art said they're already talking about it," Skavlem said. "They have the summary sheet that shows what everyone else bid, and they know where they landed compared to the others."
 
And, significantly, all three contractors now know the areas of the project where there was differentiation in their bids.
 
Although they all arrived at about the same bottom line, there were significant differences on several line items.
 
Most glaring is improvements to the school's deficient softball field. Mountain View Landscapes priced that part of the project at $743,000. Clark Construction listed it at $380,000, and RAD Sports came in at $260,000 -- in line with the Traverse estimate.
 
On the other hand, RAD quoted a price of $520,000 for athletic field lighting, much more than the $403,000 quoted by Mount View or the $380,000 quoted by Clark.
 
Of the three contractors, only Mountain View came in with a number to match Traverse Architects' projection for the biggest piece of the project: the new synthetic turf field and associated drainage. Mountain View quoted a price of $1.05 million for that piece of the project. Clark came in at $1.33 million, and RAD was at the high end at $1.53 million -- 31 percent over the architect's projection.
 
Several of the subcommittee members expressed concern that by extending the bidding process, the district could be "kicking the can down the road."
 
Eddy had advised the subcommittee of two other options at the district's disposal: rejecting all three bids and rebidding the process at a later date or accepting one bid and negotiating a lower bid with the accepted contractor.
 
The former path would have required at least another month before a contract could be secured -- likely pushing the start of work to the spring -- and would have required value engineering before reissuing the project.
 
The latter -- accepting one of the contracts -- would have allowed the district to work with one company to bring its bottom line down by up to the 20 percent allowed by law, Eddy wrote in a memo to the subcommittee.
 
It was not lost on the members of the subcommittee that all three bids came in about 20 percent above the architect's estimated $2.3 million price tag.
 
No one on the subcommittee pushed for recommending that the School Committee -- which ultimately awards the bid -- go the route of accepting a bid and then trying to bring it down.
 
"You're asking a bit of a leap of faith," Skavlem said. "You'd have to accept the bid as received and then negotiate."
 
"There'd be room for negotiation … but we'd be legally obligated to the full amount," Dan Caplinger agreed. "It would be a matter of good will."
 
Skavlem, who communicated with Eddy prior to the meeting, expressed confidence that the district could extend the bidding process and get new numbers back from contractors in as little as a week. That is too late to have a recommendation ready for Thursday's special meeting of the School Committee, but still in time to potentially have the field completed by some time this spring.
 
"Art's reason to recommend [extending the bid] is the contractors are already looking at this," Skavlem said. "They want work for the fall, and fall started today."

Tags: MGRS,   playing fields,   

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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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