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Initial estimates for a new fire station in Williamstown came in at just under $18 million.

Williamstown Fire Station Cost Pegged at $18M

By Stephen DravisiBerkshires Staff
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WILLIAMSTOWN, Mass. — The initial estimate for a new fire station came in at just below $18 million, the fire district's Building Committee learned on Wednesday.
 
But there are a number of unknowns at this stage of the design process, and the committee noted at least one opportunity Wednesday to trim the budget by choosing a gas-fired HVAC system over an electric-powered variable refrigerant flow system.
 
With the more energy-efficient electric VRF system included, estimator Miyakoda Consulting of Raynham pegged the building cost at $17,909,261 for a cost of $658.07 per square foot, assuming a summer 2023 construction start.
 
If the district ultimately goes with a gas-fired HVAC unit, the upfront cost of construction could come down by about $500,000, according to Miyakoda's estimate. But, Building Committee member Don Dubendorf noted, the life-cycle costs of operating the station would change depending on the mechanical system.
 
Ken Romeo of Colliers Engineering and Design, the district's owner's project manager, said he could come up with a life-cycle cost comparison in two or three weeks for the Building Committee to consider.
 
It will be at least six weeks before the committee has more info on one of the biggest unknowns embedded in that $18 million estimate.
 
EDM's Tim Eagles and Chris Wante, who briefed the Building Committee on Wednesday, said much of a 13 percent "design contingency" in the initial estimate was due to the lack of complete geotechnical studies for the Main Street (Route 2) property where the district hopes to build a new station.
 
"The biggest uncertainty is the site and soil conditions," Wante said. "Once we get the final geotech report, it will help us know what kind of site prep we need. Are there materials out there that are unknown in terms of unsuitability?"
 
In part due to the unknown cost of site work, Miyakoda built in a $1.7 million design contingency.
 
"A design contingency is the estimator's way of saying, 'We don't have all the design information yet,'" Eagles said. "Thirteen percent is a pretty healthy number."
 
Miyakoda was hired by EDM to estimate the cost of the project. The Prudential Committee, which governs the fire district and appointed the Building Committee, is considering, on Romeo's advice, hiring a second estimator to provide another opinion on projected costs at future stages of the design process.
 
The current design of the building calls for about 27,215 square feet in two stories with an elevator and six bays for fire trucks with four "drive through" bays with access in the front and rear so trucks don't need to back into the station as they do at the district's current cramped and out-of-date facility on Water Street.
 
Romeo pointed out to the committee that the estimate it saw on Wednesday referred only to the building itself and the pavement around the structure. It did not include elements like a new radio tower and solar panels, which the district is planning in an effort to make the new station a net-zero building and eligible for green building certification through one of the industry's certifying agencies.
 
Wednesday's meeting at the Water Street station was the first time any of the Building Committee members saw the numbers, but members did query the architects on some of the assumptions behind them as well as what other costs might fall outside the building estimate.
 
One so-called "soft cost" that was not factored into Miyakoda's estimate was building permitting.
 
Dubendorf asked whether the fire district had a commitment from the town about its intention on the permitting question. He recalled that the issue was a point of contention the last time a municipal entity apart from town government did a building project in town.
 
"I don't want to let that slip," Dubendorf said. "We should have a conversation with [Town Manager Robert Menicocci]. It became a public controversy with the school, and we don't want to let that happen again."
 
In addition to all the detail questions, Dubendorf also asked Romeo and the project's three architects – Wante, Eagles and Bob Mitchell of Voorheesville, N.Y.,'s Mitchell Associates – for their impression of the bottom line in the estimate.
 
"This does not surprise us," Eagles said.
 
"I don't think it's going to get better," Mitchell said. "This is the new reality of building."

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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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