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Mount Greylock School District Back to 'Design-Bid-Build' Method for Field Project

By Stephen DravisiBerkshires Staff
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WILLIAMSTOWN, Mass. — The Mount Greylock Regional School District has given up on a plan to change the method it uses to build a new athletic field.
 
But it is moving forward with the project and now planning to add a six-lane track around a new athletic field.
 
And now committee members are encouraging the public to once again weigh in on the plan to build a new synthetic, multisport field on the campus.
 
Last week, the School Committee heard that the "design-build" method it decided to pursue in November likely would not be allowed under Massachusetts General Law.
 
The district had hoped to avoid the more costly "design-bid-build" process, which entails using two different architectural firms.
 
Dozens of articles on construction firms' websites discuss the difference between design-build and design-bid-build. One on the website of Colorado firm Symmetry Builders summarizes it this way: "Overall, the primary difference when considering design-build vs. design-bid-build delivery methods is design-build includes both design and construction under one contract vs. design-bid-build includes separate contracts to the developer. ... A design-build delivery requires a high level of trust and expertise from all parties to eliminate the stigmas [like a lack of competitive bidding]."
 
District officials reasoned that it could use the less costly design-build instead of the standard construction method for municipal projects in Massachusetts because the athletic fields will be financed using proceeds of a $5 million capital gift from Williams College.
 
District officials felt that although the gift was from the college to taxpayers and although it had been used to fund projects (like a new central office or ADA and Title IX improvements to existing playing fields) that otherwise would have been funded through local taxes, the proceeds of the gift itself are not tax dollars.
 
The Office of the Inspector General in Boston disagreed.
 
"The IGO responded with some skepticism that they would view moving forward with a project without following design-bid-build," district Business Manager Joe Bergeron told the committee on Thursday. "Our counsel tried a number of different ways and angles to make our intention clear and communicate the difficulties we've found with design-bid-build over the years with respect to this project.
 
"The IGO was not terribly receptive."
 
Bergeron said the district's legal counsel recommended it revert back to the design-bid-build technique.
 
He obtained a quote from the district's longtime architect, Perkins Eastman, for a new design for a field encircled by a track roughly in the place where it has been discussed in the past, to the west of the school, for $165,000, including engineering and permitting work.
 
Bergeron said the savings realized from co-locating the track and field will outweigh the premium the district would pay for design-bid-build versus design-build.
 
Past designs for a turf field that the district has already paid for included a track at a separate location on campus, and they do not take into account a small structure built between the admin building and the middle-high school since the fields planning began a few years ago.
 
In the past, a track has been talked about but included as "add alternate" in previous artificial turf field projects that have gone out to bid.
 
Carolyn Greene, who serves on the School Committee's Finance Subcommittee, noted that the district has heard significant public input about the need for a track on campus to serve one of the middle-high school's most popular athletic programs. Currently, the Mount Greylock track and field team practices on makeshift venues and "hosts" meets at Williams College when its track is available.
 
"As [Bergeron] has talked about, if you're going to do a synthetic turf field and track, it's best to do them in the same place," Greene said. "In any future bid documents, if we put a synthetic turf field out to bid, we would probably want the track and field in the same location for efficiency and cost."
 
The committee did not hold any votes on Thursday to award a new design contract to Perkins Eastman, but referred the question back to the Finance Subcommittee in hopes it could develop a proposal for the full committee's January meeting.
 
Steven Miller, who also serves on the Finance Subcommittee, and Greene, each said the panel could entertain comments from members of this public at its Thursday 4 p.m. meeting.
 
"This is why we didn't put a vote on the agenda [for last Thursday]," Greene said. "Partly for the committee to think about how it wants to go forward and partly for the community to have an opportunity to give feedback to the committee.
 
"What I would advise against is another conversation about a synthetic field versus grass. We know a lot about both. If there is new information — and we have gotten some new information about the issues with synthetic turf —- but if there is new information about the value of doing a different project, that is, of course, always welcome.
 
"I would caution people to know we have already collected a lot of information, and it would be good not to repeat that process."

Tags: MGRS,   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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