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Mount Greylock School Committee Pulls Rug Out of Fields Project

By Stephen DravisiBerkshires Staff
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WILLIAMSTOWN, Mass. — The Mount Greylock Regional School Committee on Thursday decided to move forward with needed improvements to the middle-high school's athletic fields, but it removed both a track and a synthetic turf field from the project that will go out to bid this winter.
 
After hearing that the estimated cost of the project with the inclusion of an artificial turf field would be more than the committee is willing to spend, it voted 6-1 to order bid documents that just address Title IX and Americans with Disabilities Act deficiencies on the campus.
 
Primarily, that means bringing the softball fields up to the same level as the school's baseball fields (Title IX) and creating hard-surface paths to the existing fields (to comply with the Americans with Disabilities Act).
 
The school district has an April 2022 deadline to bring its fields in line with ADA and Title IX as a result of the Mount Greylock addition/renovation project that opened to students in the 2018-19 school year.
 
School Committee members had hoped that as part of the wider fields project, they could afford a lighted synthetic turf multi-sport field for football, lacrosse and soccer and even, perhaps, a six-lane track while still reserving $1 million from the $3.6 million that is the current value of a $5 million capital gift the school received from Williams College.
 
On Thursday afternoon, the School Committee's Finance Subcommittee got the bad news from architect Perkins Eastman: The estimated construction cost of the project with a synthetic field and the mandated upgrades is just north of $2.6 million.
 
And that was before adding lights ($361,534) or a track ($684,300).
 
"That means $2.6 [million] isn't really $2.6 [million]," Finance Subcommittee Chair Carolyn Greene told her colleagues on the full committee later Thursday evening. "It's really $2.9 [million]. It also means that it's really above what we, as a committee, are willing to spend if we say we're at $3.6 million and reserving a million, we really only have $2.6 [million to spend]."
 
The $1 million reserve to address future capital needs at the middle-high school is a hedge against future expenses that town officials in both Lanesborough and Williamstown have called on the School Committee to preserve.
 
The ballpark estimate for just the ADA and Title IX portion of the project is about $700,000, although Perkins Eastman's Dan Colli said he would have to re-run the numbers with the estimator at Hingham's PM&C in case there are economies of scale that might be lost by separating out parts of the project.
 
The district already has used part of the original $5 million capital gift from Williams College. The largest portion went to building a multipurpose building on the Mount Greylock campus that houses, among other things, the district's central administration.
 
The remainder, valued in the fall at $3.6 million, remains in the college's endowment and appreciates with the rest of Williams' investments. Mount Greylock Business Manager Joe Bergeron Thursday advised the Finance Subcommittee that $2.9 million, the remainder if the ADA/Title IX work costs $700,000, would grow to an estimated $3.5 million in two years; that assumes an average return of about 9 percent, which is not out of line with the Williams endowment's historical performance.
 
Assuming that $2.5 million will be enough to do what the School Committee wants to do in two years assumes that that investment return stays ahead of the inevitable rise in the cost of projects, which Colli said the district can expect to be about 4 percent per year.
 
"There are a lot of hypotheticals," Bergeron said. "But it's true that the more we can reserve, the faster we can afford what we really want."
 
Member Michelle Johnson suggested saving a little less and giving the school a track that it lacks in the short term.
 
In round numbers, the track ($684,300) and ADA/Title IX work ($700,000) would have a price tag of $1.4 million, according to PM&C's estimates. 
 
That would leave $2.2 million in the capital gift, which eventually would grow to enough to support the multi-sport field; it would just take a little longer, assuming — as all saving scenarios do — that future School Committees had the fiscal discipline not to touch the principal until it matured enough to support the next project.
 
Johnson ended up voting in a minority of one against a motion by Greene to leave both the track and the synthetic turf field out of the project that the district will put to bid.
 
"When I voted for this at the last meeting, it was with — apparently pie-in-the-sky — hopes that we could have it all," Julia Bowen said. "I think that since we can't, this is an opportunity, in my mind, to go forward without either the [synthetic] field or the track and develop the strategic plan that I haven't seen in the way I'd hoped to see it.
 
"I think we could benefit from stepping back and saying that, knowing the true expense of turf, it might be an opportunity to look at the expense of a grass field and get the total cost of ownership plan. I know there are programmatic changes for one versus the other, but we can have that side-by-side comparison."
 
Johnson suggested an even more radical departure from the thinking that has consumed the School Committee for the last three years: funding some or all of a synthetic turf field from a bond that could be voted on by the residents of the district's two member towns.
 
"I would not vote for a turf field at this point," Johnson said while its inclusion still was a possibility. "We don't have the money. That's a big bill to hand the towns every 10 or 20 years [for replacing synthetic surfaces].
 
"I had the idea that perhaps we do the track because we can afford it and put some or all of the turf field to the towns and let them vote on it. I think when you're handing such a large bill for upkeep and renewal of a turf field to the towns, they should have a say in it. Make sure it's not the squeaky wheel getting the grease by making sure the majority in each town thinks it's money well spent."

Tags: MGRHS,   turf field,   

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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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