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A conceptual design for the planned field and track at Mount Greylock Regional School. The School Committee has been reducing elements of the project to meet cost estimates.

Mount Greylock School Committee OKs Cuts to Field and Track Project

By Stephen DravisiBerkshires Staff
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WILLIAMSTOWN, Mass. — The School Committee on Tuesday voted to authorize the administration to again put the track and field project to bid after eliminating the "value engineering" items identified by the subcommittee charged with shepherding the project.
 
The potential cuts in the project were presented to the School Committee last week on the heels of news that the low bid for the new eight-lane track and multi-purpose grass athletic field came back 40 percent over the district's estimate.
 
Business Manager Joe Bergeron, who serves on the district's Field and Track Committee, told the School Committee that the subcommittee unanimously recommended the amendments to the bid documents after pushing for a path to keep alive the possibility of one of the items on the value engineering list.
 
That list, which amounted to $1.43 million in cuts, included both the removal of bleachers and a press box ($450,000) and the sub base and concrete ($70,000) where such amenities could be added at a later date.
 
"This is the one where the committee was, I believe, unanimous in its belief that we want to see [the sub base and concrete] happen, even if it's in a slightly reduced form, as part of the project," Bergeron said. "It is literally the foundation on top of which you can say, 'Let's get the bleachers here. Let's get money. Let's do it.' Without [the concrete pad], yes, you can have a mini excavation project later that excavates and puts down layers of concrete and sub base. But if we've got it there, we're in much better shape to say, 'We're ready for one of those crowning jewels of the project.'
 
"We made the request of [architect] CHA and [project manager] Skanska to give it some thought and have it either be an add-alternate for the project or to come up with a way to specify that we wanted unit costs. … [To ask bidders] what would it cost per 10 square feet of concrete so we could say, as a change order, as we go through the project, ‘Great, we've got the money, let's get it done.' "
 
Bergeron said the Field and Track Committee asked the architect and owner's project manager to advise the district which of those two approaches — add-alternate or unit pricing — would most likely yield the least expensive number in a prospective bid.
 
"I think where they're going to go is they're going to say the sub base and concrete can be an add-alternate," Bergeron said. "Because it's very discrete. It doesn't bring in a lot of contingencies or dependencies for how they're bidding it."
 
On the other hand, a less potentially discrete part of the project could be more problematic as an add-alternate, Bergeron told the School Committee.
 
The largest single item on the value engineering list was an irrigation system for the field inside the track, with an estimated cost of $550,000.
 
Having irrigation on the field would ensure the playability of the grass surface down the road in dry years and make it easier if and when the district needs to resod the areas in front of the soccer/lacrosse goals, which see more wear and tear, Bergeron told the committee.
 
School Committee member Jose Constantine suggested that the district add irrigation as an add-alternate as well. But, unlike the concrete pad, irrigation has ramifications for how the field itself is built, Bergeron said.
 
"The challenge with add-alternates is: Imagine someone gives you a Microsoft Word document, and you say, 'What am I bidding on?' " he said. " ‘I'm bidding this thing right here, but then you have this other thing that is an add-alternate, and it threads in with everything else. So I need to either keep that thing in mind and deal with all that complexity and make my base bid higher so I'm prepared for you accepting it, or I need to make the add-alternate [bid] expensive enough that I don't lose my shirt when I need to fit it in.
 
"That's why having add-alternates, lots of them, that increases the price as we look forward. We're trying to simplify it down so we don't have clouds of uncertainty. That's part of why we're saying, ‘Let's remove it entirely.' "
 
Part of what makes irrigation of the field more expensive is the fact that the entire Cold Spring Road campus is supplied by well water, not town water, Bergeron explained. 
 
"It's kind of like a renovation task," he said. "It isn't like you're hooking up to a town water system somewhere with a well known 3-inch pipe. We knew going in that irrigation was complex but highly desirable."
 
He suggested that instead of making the entire irrigation system an add-alternate on the project, the district administration and its advisors could work with a contractor to find a way to make the athletic field "irrigation ready" if the district decides to add full irrigation down the road.
 
"Something I could see coming back to you with after CHA has spent more time on this with or once we're in the project and have room for a change order would be, ‘Let's see if we can get the irrigation heads and the piping in place but not have all the tanks and the permanent interconnection,' " Bergeron said.
 
Bergeron also warned that while removing irrigation, in theory, cuts a half-million expense from the project, it also could incrementally increase what a contractor charges to guarantee a usable field by the fall of 2025, the district's target date (the track would be available that spring on the current timeline).
 
"We're working with CHA and Skanska to do two things," Bergeron said. "One is to make sure we have a portable irrigation system or enough irrigation components on site to make sure we can do it. Part two is  we need to make sure we can draw from our existing water supply to provide the water for the purposes up front so we don't have bidders saying, 'Now I have to truck in 50,000 gallons of water per week.'
 
"So we need to make sure that as we move through the process, CHA keeps that in mind.
There's going to be a lot of continued conversation there."
 
To that point, while it was suggested last week that the project could be put out to bid relatively quickly after the School Committee acted on Tuesday, Bergeron said the architect needs a couple of weeks to go back through the bid documents to make sure everything works with the value engineering deductions the elected body approved.
 
"We have some time this fall before we need to put it out to bid, and if CHA needs a couple of weeks to do their work, we should put it out to bid when it's ready," Bergeron said. "We're still in the sweet spot of fall bidding before people have lined up their contracts for next year."
 
The committee approved a process for putting the project to bid when the architect, OPM and district administrators are satisfied on a vote of 5-0. Committee members Carolyn Greene and Ursula Maloy did not attend Tuesday's special meeting.
 
In other business on Tuesday, the committee approved a trip for advanced Spanish students to Argentina over the April vacation.

Tags: MGRHS,   track & 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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