New England #26, 2011

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By Jay adamsCEG CORRESPONDENT

In frigid New England,they call snow plowing“heart attack work.”Don’t tell that to David R.

Casey. Casey, 79, the ownerof David R. CaseyContracting of Hanover,Mass., has already had aheart transplant, but keepsdriving his trucks.“I complained that they

gave me a ‘lazy’ one, thenew heart,” laughed Casey.“It finally kicked in. Casey— despite replaced heart andengine valves — keepsplowing snow, something hehas done for 65 years, sincehe was 14 years old. “I love it!” he said. “I

started plowing when theywere still using horses to doeverything. My fatherowned horses in Rockland[Mass.]. I plowed sidewalksand just kept going.”Hard-working contractors like David Casey love snow

because it isn’t white to them; it is various shades of green.Snow plowing all winter has saved many a constructionbusiness from being plowed under when the ground has got-ten too frozen to do any real digging or building.“These days, with a good snowstorm, I can go three to

four days straight,” said Casey of his new heart. “If it weren’t for plowing snow, I wouldn’t generate

enough revenue to get through the winter,” said Al Hashem,owner/operator of ADH Contracting, Middleboro, Mass. “Iwould be out of business.”Hashem has plowed with an ever-growing array of trucks

for a quarter century. He started in his first year with a back-hoe, a six-wheel dump truck and a four-wheel pick-up truckwith sander. Now, he will send a half- dozen trucks, a smallfleet, on the road.

His bread and butter are repeat contracts with area storesand their adjacent parking lots, which must be cleaned up forshopping before, during and after every winter storm.“In my first year of business, July 1987, I was working

[with] machine rental and things started slowing down,” saidHashem. “I was looking for a snow plowing contract. A localdepartment store in Lakeville, Mass., was looking to signsomeone up for a contract. I was the only guy who showedup. It was too late in the season for other contractors. Theyhad already signed up for their [set] jobs in August andSeptember.”He went out and bought an “Old Ford one-ton flatbed

truck with sander. It was a pretty rough truck,” he remem-bered. “I had to fix the cab up, just so I could take it on theroad. I didn’t have a garage to work in. I lay on the ground

Plowing Snow Keeps Many of NewEngland’s Contractors in Business

THE NEW ENGLAND EDITION A Supplement to:

Your New england states connection • rachel slavid 1-800-225-8448 • kent Hogeboom 1-800-988-1203

“The Nation’s Best Read Construction Newspaper… Founded in 1957.”

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F o r m E r l y

December 212011

Vol. XliX • No.26

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Photo courtesy of Al Hashem, ADH Contracting, Middleboro Mass.Plowing snow may keep these guys employed year ’round, but it’s no easy pay-check, particularly when it’s so bad that in order to start plowing, you must firstfind your truck. A plow truck in a harsh Massachusetts storm.

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N.H. Considers Prioritizing School Construction AidBy Norma LoveASSOCIATED PRESS

CONCORD, N.H. (AP) New Hampshire has helped payfor public school construction since 1955 without limits onwho could get aid, but the rising costs of projects coupledwith tight finances could force the state to prioritize who getsmoney. The House is to vote early next year on a pair of bills that

would create a ranking system similar to one used by Maineto determine which projects get state aid. Senate EducationChairwoman Nancy Stiles, R-Hampton, is introducing asimilar bill in the Senate. The bills’ goal is to target state aid to communities with the

greatest need, something Democratic Gov. John Lynch hasbeen calling for to ease the cost to the state while helpingpoorer communities renovate and replace schools. “Establishing criteria is going to help assure school dis-

tricts that need the money will get it,” said state Rep. GaryRichardson, D-Hopkinton. The ranking system would end the state’s current blank-

check approach to funding local aid requests. The statewould instead choose projects that meet criteria that’s beingdeveloped by the Department of Education over the next twoyears, added state Rep. Randy Foose, who worked withRichardson and others on one of the House bills. Criteria would include: unsafe conditions; obsolete, inef-

ficient or unsuitable facilities; enrollment shifts; and anyother conditions the state thought necessary, which couldinclude whether the community had maintained older build-

ings partially paid for with state aid. Projects deemed worthyof aid would be ranked. Critics say denying construction support to all could run

afoul of the state’s mandated duty to provide a constitution-ally adequate education to students. “You’re making the availability of discretionary dollars

determine aid, not the need,” said Mark Joyce, executivedirector of the New Hampshire School AdministratorsAssociation. One bill would cap aid at $50 million per year, but most

of that money would be used to pay the state’s roughly $540million share of 360 existing projects, said state Rep. LynneOber, chairwoman of the special House Committee onEducation Funding Reform. That would leave only a fewmillion dollars for new projects over the next few years. It will take 30 years to pay off the projects already in

progress, but as the state pays the debt more money wouldbecome available for new projects, she said. Under the current construction aid system, the state pays a

share each year of the principal borrowed to build or reno-vate a school and stretches payments over the life of theschool bond. The state’s share ranges from 30 to 60 percentof the principal. Under the proposed system, the state would pay its per-

centage up front so local taxpayers did not have to borrow asmuch or pay interest on a larger bond. The state’s share couldchange before a final amount is agreed upon, supporters said. Supporters believe something needs to be put into place

before a four-year moratorium on aid for new school con-struction ends next year.

But Joyce said the proposal is similar to what led to a law-suit by five poor towns that resulted in landmark stateSupreme Court decisions in the 1990s, which required thestate to provide all public school children with an adequateeducation. After the rulings, the state began providing a baseamount per pupil to all communities, funded by state taxesand a new state property tax. The school aid distribution for-mula did not include a factor for school construction becausethe state already had a building aid program. Joyce also said the state can’t create criteria so narrow that

it excludes worthy projects from the list. “Need needs to be defined broadly. It can’t simply be that

a school must be a fire trap before it gets any building aid,”he said. State Rep. Rick Ladd, a bill sponsor, acknowledged the

list of communities requesting aid will grow if the state doesnot appropriate enough money to pay for the projects, butinsists a ranking system is needed as a first step towardreplacing the state’s large number of aging school buildings.One funding alternative would be to add money per pupil inthe state’s general school aid distribution formula, he said.But Ladd worries that rather than set aside the money forconstruction, schools would spend it. But Ober believes New Hampshire should move away

from the traditional views of classrooms. For example, vir-tual classrooms could take the place of some physical struc-tures, she said. “Adequacy does not say you will have a classroom with

X, Y and Z,” she said. If the state funding doesn’t cover the demand for renova-

tions and new schools, some predict wealthier communitiescould be faced with the prospect of persuading voters tobuild them without state aid. “There are going to be building needs that cannot sit

around and wait until your district comes up in the priorityscheme,” said Dean Michener of the New HampshireSchool Boards Association.

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Contents Copyrighted ©2011, byConstruction Equipment Guide, which is aRegistered Trademark, registered in the U.S.Patent Office. Registration number0957323. All rights reserved, nothing maybe reprinted or reproduced(including framing) in whole or part without writtenpermission from the publisher. All editorialmaterial, photographs, drawings, letters, and other material will be treated as unconditionally assigned for publicationand copyright purposes and are subject toConstruction Equipment Guide's unrestrictedright to edit and comment editorially.Contributor articles do not necessarily reflectthe policy or opinions of this publication.

Call or write for advertising rates, publica-tion schedule and media kit. TheConstruction Equipment Guide is not respon-sible for clerical or printer's errors, everycare is taken to avoid mistakes.Photographs of equipment used in adver-tisements are not necessarily actual photo-graphs of the specific machine. Similar pho-tographs are used occasionally and everyeffort is taken to depict the actual equip-ment advertised. The right is reserved toreject any advertising.

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in the snow, in terrible weather, tofix it. I needed that income.”Hashem said that as time went

on, the store’s “parking lot got big-ger and bigger. I added anothertruck to move the snow and I havebeen there for 25 years.” Like vir-tually all companies, he uses histrucks year-round — for service,excavation and delivery in sum-mer, snow plowing in winter.

Snow Saves ThemHashem’s story is typical of

hundreds of contractors throughoutNew England who save theirlivelihoods by moving, haulingand piling up the white stuff.Last winter throughout New

England, as many as 22 different“snow events” brought at least adusting to more than a foot of snowin the six states of the region.Blizzards mean longer hours. Menmight plow for two or three daysstraight, even after the storm.“They call it ‘blood work’ some-

times; ‘blood money’,” said TimKonowitz, owner of Miles ofExcavating, Wrentham, Mass.“We’ll run 60 hours at a timestraight.” One of Konowitz’s contracts is

the popular Wrentham Outlet Mall,a collective “outdoor” mall withdozens of stores patterned in a jig-saw, walk-around array, and one ofthe largest parking lots in all ofEastern Massachusetts.“At the Mall, in a storm, we

work some serious hours,” saidKonowitz. “One large [plowing]contract like the Mall can sustainyou. [We] send eight pieces ofequipment out, just for the smalltown of Wrentham. You ever seethat Dunkin’ Donuts [hot coffee]commercial, where the guys are intheir trucks, revving their engines,and waiting for that first snowflaketo fall? That’s me.”John DeAngelis is the owner of

a small family site work business,DeAngelis Excavating ofBarrington, R.I. His saving wintercontract is to plow the little town’s(population 19,000) one substan-tial parking lot at the BarringtonShopping Center. Located central-ly, the plaza houses about 15 busi-nesses, including Shaw’sSupermarket, Staples, CVSPharmacy, Talbot’s, StarbucksCoffee, Citizen’s Bank,

D’Angelo’s Sandwiches and more.“Snow is what we really look

forward to, to help pay our billsand survive winter financially,”said DeAngelis. “Sometimes, thestorms keep coming down andwe’ll be there working for threedays. In 2004, we had 21 inches ofsnow dumped in one storm and Iremember being in the BarringtonShopping Plaza for 18 hoursstraight.

“I remember the IndianapolisColts were playing the NewEngland Patriots at FoxboroStadium. It was a playoff game,”added DeAngelis. “After plowingfor 18 hours straight, I took a breakand saw [kicker] Adam Vinatierikick the winning field goal. Then,it was back to work.”DeAngelis’ yeoman efforts were

heroic to the manager of the localsupermarket chain. Hard work byplowers can mean the differencebetween a store failing or its suc-cess.“The storm shopping started

Saturday night. It was a majorstorm,” he said. “The store manag-er’s shelves were wiped out totally.He had nothing left. On Mondaynight, we had kept the lot clear andkept the store open for servicedeliveries and the manager wasthrilled.”

Snow JobsSnow-moving men are com-

rades in arms. There is a bondamong them because of the trucksthey share, the dark cold nightsthey work — black evenings filledwith white dots, frozen air, hot cof-

fee, sleepless days, physical risk,until the storm has ended and itsdeluge is piled high.Beyond plowing, snow is wel-

come for other vital excavationreasons.“I hope for snow. If it doesn’t

snow, the ground freezes,” saidSteve Smith, owner/operator ofT.F. Smith ConstructionCorporation of Hanson, Mass. “Ifsnow comes down, the ground

doesn’t freeze and I can install andrepair septic systems. I can keepgoing.”The white stuff washes away red

ink. Smith’s company is part of thelucrative contract to plow the manylots of the very large HanoverMall. “In many cases, plowingsaves you from not getting into hotwater financially,” added Smith.“We are so lucky it snows wherewe work. In a good storm, you canliterally go straight with the plowfor 24 hours or more.Of course, it’s not just plowing

that must be completed. The snowmust be moved and piled in desig-nated areas, allowing for cars topark and foot traffic by hauling,removing and, just as often, pilingit up into small mountains; NewEngland’s version of the Alps.“After a good winter, in some

sections of the mall, there will besnow in those piles until the end ofJuly,” said Smith. “You have tokeep moving the piles into certainsections of the lot, pushing thesnow to designated areas, deepoverflow. Keep it out of the wayand cover the piles up with sand.They will last for months, slowly

melting.”“After storms, we are normally

working elsewhere. We keepswitching gears on our equipment,hauling snow on site,” addedHashem. “I use a pick-up truck,backhoes and loaders. You have toclean it all up, load it into dumptrucks and pile it up.“At Patriot Place in Foxboro,

they have a fleet of trucks haul thesnow across the street, like anarmy,” added Hashem. “They haveto have all that room for tailgatersto park and those thousands of peo-ple to see the game and shop. It’sunreal how they work.”

80 Hours StraightDavid R. Casey, Hashem’s

uncle, can beat any other stormplowing stories. Casey plowed theinfamous Blizzard of ’78 — a con-fluence of three major snowstormswhich buried New England in upto 40 in. of snow, a legendarystorm that lasted three days with-out let up.“That was just beautiful,”

laughed Casey. “I plowed in 80-hour stretches. I plowed the wholeweek. I never slept. I would takethese little cat naps. I rememberplowing 80 hours, then driving toMaine to pick up my girlfriend,then came back to plow another 80hours. It snowed three days straightand I plowed snow for the wholemonth.In the winter of 2010-2011, state

and private plows removed morethan 50 in. of snow (on average)across just Rhode Island during 22separate stormy “events.”One official at a prominent

Massachusetts city said, on condi-tion of anonymity, that, “If itweren’t for private contractors, ourcity would really be up against it.We depend on them an awful lot.Times are tough for municipalitiesand they help hold the snow budg-et line.”As early as Oct. 6 of this year,

RIDOT posted solicitation for pri-vate contractors and “suppliers” tohelp with snow and ice control andremoval for the state.According to Paul Annarummo,

superintendent of these services,RIDOT is offering incentives forcontractors who update theirequipment and accessories. “The Department is seeking to

make more efficient use of salt and

sand to reduce our overall winteroperations costs and is willing tocompensate plow operators whoare willing to enhance the capabil-ities of their equipment,” saidAnnarummo in an open letter topotential plowers this winter.“Hired contractors will see an 18percent ‘fuel adjustment’ appliedto the state’s base rate to help ourvendors cover their increased fueland maintenance costs,” saidAnnarummo.The state also offered vendors a

chance to increase their hourlyrates by signing up early as abonus. Those who registered theirequipment by Nov. 14 got a fivepercent incentive.It was needed, as snow fell

throughout the country with a sur-prisingly early Oct. 29 storm thatdropped as many as 10 in. in theareas north of Boston and someeight in. in Boston.

Safety FirstWith so many trucks on the

road, safety also is of paramountimportance. “You really have toknow what you are doing,” saidDeAngelis. “Safety first. Go slow-ly. You have to slow down and becareful. I have seen guys gothrough the windshield. It happensevery year.”“When you are plowing snow,

you have the usual mishaps,”added Hashem. “People rip outcurbings, hit parked cars, and hitother things. Things break, thingsgo wrong. You are out after mid-night in the coldest time of year,the diesel fuel freezes up, you aredead tired.“You’ve worked for 36 straight

hours, but the storm won’t stop,”he added. “You push, and push andpush. A lot of people have heartattacks. That’s how the work getsits nickname.”Still, what is so white, yet blood

red, remains pretty green. “Whenyou are a small guy, a small opera-tion, you can’t survive withoutMother Nature,” added DeAngelis.“She brings opportunities to youthat are such a big thing; thebiggest thing.”

(This story also can be foundon Construction EquipmentGuide’s Web site at www.con-structionequipmentguide.com.)CEG

Long Hours, Bitter Cold Form Among Bond ‘Snow Men’SNOW from page 1

Rockland Center, Mass., in 1953. David Casey’s father, Arthur,also the grandfather of Al Hashem, is running the track loader.


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Safety Questions Fly Over Heavier TrucksBy Clarke CanfieldASSOCIATED PRESS

PORTLAND, Maine (AP) Officially, the national weightlimit for freight trucks on interstate highways is 40 tons (36t). In reality, trucks are getting heavier in more states —legally — and advocates for highway safety and the truckingindustry are sharply at odds about it. Trucks heavier than 80,000 lbs. (36,287 kg) are allowed to

operate on federal highways in at least 20 states. Congressadded Maine and Vermont to the list last week, grantingexceptions to allow trucks up to 100,000 lbs. (45,359 kg) oninterstates there for the next 20 years. The change went intoeffect Nov.18 when President Barack Obama signed it. Critics say that heavier trucks make highways less safe

because they’re harder to control and stop, and that theyleave taxpayers on the hook for damage to roads and bridges.Furthermore, they claim, the latest increases will spur thetrucking industry to seek higher limits in other states. “The trucking industry is energized by what’s happened in

Vermont and Maine,” said Jackie Gillan, president of theWashington-based Advocates for Highway and Auto Safetyorganization. “The American public is going to pay withtheir lives and their wallets.” But supporters of higher weight limits argue that allowing

heavier trucks will actually make highways safer becausefewer trucks will be able to move the same amount of goods.With fewer big rigs rumbling around, it’ll cut pollution andreduce the cost of doing business, they say. And concernsabout road and bridge damage are overblown, they claim. “Whatever arguments the opposition puts out there, if you

look at the research, their arguments don’t hold water,” saidDarrin Roth, director of highway operations at the AmericanTrucking Associations. Before the new law went into effect raising the weight

limit in Maine, Douglas Haskell, a truck driver fromPalermo, had to drive loads of cement powder along two-lane state highways — even with Interstate 95 nearby — fordelivery to northern Maine, New Brunswick and Quebec. He drove through school zones, over railroad crossings

and in small towns, while dealing with cars in break-downlanes, moose and pedestrians. Allowing larger trucks cutsemissions, saves on fuel and cuts down on driver stress, hesaid. “If we all cut back to 80,000 pounds, we’d probably have

twice as many trucks on the road, so what are you accom-plishing there?” said Haskell, who’s been a trucker for 38years. “You’re going to have twice as many trucks out therecreating havoc with the public.” The congressional vote adds to a jumble of inconsistent

highway weight laws around the country that’s been aroundsince the interstate network was created in 1956. Back then,Congress set a limit of 73,280 lbs. (33,239 kg) on federalhighways but at the same time authorized states to allowheavier trucks if they already did so on state highways. Congress in 1974 gave states the option of raising the

interstate limits to 80,000 lbs., and in 1982 required all statesto adhere to that limit. In 1991, it prohibited states that didn’talready allow double and triple trailers from doing so. Congress has generally allowed states to grandfather

existing laws. Several states allow some trucks weighingmore than 100,000 lbs. or make exceptions for specific prod-ucts, such as sugarcane, milk, logs or coal, according to theFederal Highway Administration. Over the years, the trucking industry and other groups

have argued for higher weight limits. The railroad industry,safety groups and others have argued against them. Bothsides cite report after report they say support their positions.

A bill submitted by U.S. Rep. Jim McGovern, D-Mass.,called the Safe Highway and Infrastructure Preservation Act,would freeze the 80,000-lb. limit on federal highways. Bigger, heavier trucks are more likely to get into accidents

and damage highways and bridges, said Jennifer Walters,legislative assistant to McGovern. A recent study in Illinoisconcluded that raising the truck weight limit from 80,000 to97,000 lbs. on federal highways would cause an additional$162 million in damages annually to federal highways there,she said. Besides adding to the nation’s infrastructure woes, giving

weight exemptions to Maine and Vermont “starts us down aslippery slope of allowing other states to ask for a specialweight limit exemption,” McGovern said during congres-sional debate. A competing bill submitted by Rep. Michael Michaud,

called the Safe and Efficient Transportation Act, would allowsix-axle trucks weighing up to 97,000 lbs. (43,998 kg) onfederal highways, with states having the option of increasingthe weight limits. The Maine Democrat said he was impressed by an

Alabama business owner’s testimony in Congress a fewyears ago that allowing heavier trucks on the roads wouldsave him $73,000 a week in fuel costs, reduce carbonmonoxide emissions by 130,000 lbs. a week and reduce thenumber of his trucks on the road from 600 to 450. In states such as Maine and Vermont, he said, higher

weight limits get the biggest trucks off rural two-lane high-ways and onto the interstates, where they pose less danger. “When you look at economic impact, environmental

impact, safety impact, it’s positive in all three areas,”Michaud said. Gillan, of the Advocates for Highway and Auto Safety,

said the answer isn’t to raise interstate weight limits, butrather to force states to lower limits on their state roads to80,000 lbs., in accordance with the federal standards. “Guess what?” she said. “These trucks shouldn’t be on

any of these roads.” The American Trucking Associations favors raising the

national standard for truck weights to 97,000 lbs., with stateshaving the final say on whether those limits should applywithin their borders. A 97,000-lb. limit won’t result in additional road damage

because the weight will be spread across six axles, not five,Roth said. He conceded that there is a “potential concern” forbridge fatigue from heavier trucks, but said most bridges onthe interstate are designed to handle weights in excess of80,000 lbs. A Department of Transportation study completed in 2000

examined what would happen if the limits in Canada, whichallows heavier trucks, were applied to the United States. Itfound the limits would reduce shippers’ costs by $13.3 bil-lion annually and reduce truck vehicle miles by 13.7 billion. Some suggest that the railroad industry opposes heavier

trucks because it would create more competition and forcerailroads to cut rates to remain competitive, a claim thatmakes Patty Reilly, spokeswoman for the Association ofAmerican Railroads, bristle. Trucks, through diesel fuel taxes, pay for only 80 percent

of the damage they do to highways, she said. That leaves tax-payers to foot the bill for $2 billion in road repairs each year,she said. “Taxpayers don’t pay for the railroads, but taxpayers help

pay for the damage inflicted by heavier trucks,” she said.“This isn’t an issue of competition. This is an issue of is it fairthat taxpayers are subsidizing one form of transportationover another.”

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Bids well below previous esti-mates were received recently by theConnecticut Department ofTransportation for the first majorconstruction contract for the NewBritain-Hartford Busway.Estimates for the work ranged as

high as $35 million, but the lowestbid came in at $26.7 million fromManafort Brothers Inc., of Plainville,Conn. Manafort’s bid will bereviewed over the next 60 daysbefore the contract is awarded andthe work will begin in 2012.“These very favorable bids were a

welcome surprise for us and appearto signal a favorable bidding climatefor the building of the Busway,” saidDOT Commissioner James P.Redeker. “Contractors are clearly‘hungry’ for work and are submittingvery competitive bids.”This first contract begins with the

construction of the largest Buswaystation, the Downtown New BritainStation at Main Street. This segment

of the Busway will be constructedfrom the station northerly along anabandoned rail line, over Route 9 ona new bridge, to Stanley Street, a dis-tance of approximately 0.7 mi. (1.1km). The off-ramp from Route 72 toRoute 71 will be realigned to allowexpress buses from south and west ofNew Britain to enter the station area.The on-ramp to Route 9 will berealigned to accommodate the relo-cated off-ramp.Six companies submitted bids and

all but one bid were below the previ-ous estimate of $35 million. The bidsranged from $26.7 million to $36.8million, with five bids below $28.2million. The bids were opened Nov.9.The New Britain-Hartford

Busway will be a dedicated BusRapid Transit (BRT) facility along a9.4-mi. (15 km) corridor betweendowntown New Britain and down-town Hartford. There will be 11 stopsalong the way.

‘Very Favorable’ Bids onFirst Major Busway Job O N L Y Y O U C A N P R E V E N T W I L D F I R E S .

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Major Housing Development Begins on the Greenway

Gov. Deval Patrick recently joined localofficials and community members to breakground on a major housing developmentproject on the Rose F. Kennedy Greenway.Located on the corners of Causeway,

Beverly and Haverhill streets, the siteknown as Parcel 1 will be transformed into“The Victor,” a 12-story, 286-unit apartmentbuilding with 138 parking spaces and17,000 sq. ft. (1,579 sq m) of retail space.The project will create an estimated 400construction jobs during the course of build-ing and additional jobs through future retailoccupants.“Massachusetts is creating jobs faster

than most other states thanks to projects andpartnerships like this one,” said Patrick. “Iknow that this development will serve as anational model on how to revitalize ourcities.”In breaking ground, Patrick cited the

unprecedented level of cooperation amongofficials from Mayor Menino and the city ofBoston, the Massachusetts Department ofTransportation (MassDOT), the FederalHighway Administration, and neighbors ofthe project. Parcel 1 once stood in the shad-ows of the elevated Central Artery and wasslated for redevelopment as part of the BigDig mitigation.“This is a great project for all the reasons

people have talked about: the jobs and hous-ing it will create, and the vitality it will bringto the Greenway and the Bulfinch Triangle,which is so important to the future of ourcity, and I’m committed to doing everythingI can to make sure it reaches its full poten-tial,” said Menino. “Today’s groundbreak-ing is another important sign that — despitethe tough economy — people are investingin Boston because they know they can growand succeed here. We all know the recession

has affected every city but every city can’tlead America out of it, Boston can. We arethe 6th most economically powerful city inthe world and it’s with projects like theVictor that we will keep Boston on top.”Construction on the project began in

August 2011 with an estimated completiondate set for early 2013. Construction isbeing managed by Suffolk Construction,with ADD Inc. as the architect. “This is a great example of how we can

be creative with land we’ve reclaimed fromthe elevated artery,” said Richard Davey,secretary of MassDOT. “In today’s world,we have to look beyond transportation proj-ects as a means for moving people andgoods; we must also consider what impactthey have on a community and how theycan benefit the residents and businesses ofthe area. We will continue to be innovativewith the use of our land and help facilitate

something that will benefit the communityand will also promote economic growth.”Upon completion, The Victor will be

managed and leased by Simpson PropertyGroup. Property amenities will include tworooftop lounges, a 5,000 sq.-ft. (464 sq m)health club with sports court and gaminglounge, residential lobby and lounge. TheVictor is being built according to LEEDSilver standards and will offer a variety offloor plans for residents. In early October, Patrick announced $10

million in city and state subsidies and $3million in state and federal tax credits toadvance the Parcel 24 housing developmentproject in Chinatown. The project will cre-ate an estimated 700 construction jobs, 345housing units and restore Chinatown'sHudson Street neighborhood that was razednearly 50 years ago to make way for anexpressway.

Gov. Patrick joins Lt. Gov. Murray and other local officials to break ground at Parcel 1 near North Station. (Regina Patterson/Governor's Office photo)


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MassHighway received bids for transportation-relatedimprovement projects.Following is a list of some of the projects let.

Location: WorcesterDocument Number: 604473Project: FAP# HP-002S(177)X Intersection improvementsand related work (including traffic signals) on a section ofNorth Main Street at Highland, Grove and SalisburyStreets.Low Bidder: J.H. Lynch & Sons Inc.Bid Amount: $1,494,994Completion Date:April 27, 2012

Location: WeymouthDocument Number: 114906Project: FAP# CM-002S(171)X Intersection improve-ments and related work (including traffic signals) onMiddle Street at Route 53 (Washington Street) and WinterStreet. Low Bidder: P.A. Landers Inc.Bid Amount: $2,084,064Completion Date:Aug. 27, 2012

Location: TyngsboroughDocument Number: 603823Project: FAP# CM-002S(215)X Roadway reconstructionand related work on a section of Route 113 (PawtucketBoulevard).Low Bidder:D.W. White Construction Inc.Bid Amount: $4,650,207Completion Date:March 19, 2013

Location: BrocktonDocument Number: 604741Project: FAP#s CM-002S(236)X & STP-002S(236)XIntersection improvements and related work (includingtraffic signals) Main Street (Route 28) at Plain Street andKeith Avenue.Low Bidder: Lorusso CorporationBid Amount: $976,890Completion Date:April 29, 2012

Location: District 2Document Number: 606310Project: Tree removal and sight distance clearing at vari-ous locations. Low Bidder:Northern Tree Service Inc.Bid Amount: $639,215Completion Date:April 20,2013

Location: District 5Document Number: 604799Project:Drainage repair and improvements at variouslocations in areas A, B & C. Low Bidder: P.G. Construction Inc.Bid Amount: $1,123,613Completion Date:April 20, 2013

Location: Fitchburg, Leominster and LancasterDocument Number: 605722

Project: FAP# NH-002S(255) Resurfacing and relatedwork on a section of Route 2 (George W. StantonHighway).Low Bidder: P.J. Keating CompanyBid Amount: $5,459,890Completion Date:April 10, 2012

Location: BarnstableDocument Number: 604093Project: FAP# HSI-002S(217)X Roundabout constructionat the intersection of Route 149 and the Route 6 (EB) exitramp.Low Bidder: Lawrence-Lynch CorporationBid Amount: $1,290,390Completion Date: Sept. 27, 2012

Location: SouthwickDocument Number: 604154Project: FAP#s HSI-002S(134), STP-002S(134), SOT-002S(134), & OTF-002S(134) Roadway reconstructionand related work on a section of Routes 10 and 202(College Highway).Low Bidder: Palmer Paving CorporationBid Amount: $4,842,105Completion Date:Aug. 8, 2012

Location: Boston and EverettDocument Number: 602382Project: FAP# STP-002S(132)X Roadway reconstructionand related work (including traffic signals) on a section ofRoute 99 (Broadway). Low Bidder:D & R General Contracting Inc.Bid Amount: $3,390,952Completion Date:April 6, 2013

Location: District 5Document Number: 605905

Project: Pavement repairs and crack sealing at variouslocations in areas A, B & C.Low Bidder:Aggregate Industries-Northeast Region Inc.Bid Amount: $2,182,953Completion Date:May 4, 2013

Location: District 3Document Number: 606325Project: Fabrication and installation of overhead andground mounted guide signs at various locations.Low Bidder: RoadSafe Traffic Systems Inc.Bid Amount: $359,885Completion Date:May 20, 2013

Location: District 5Document Number: 604868Project: Pavement Repairs and Crack Sealing at VariousLocations in Area D. Low Bidder: Lawrence-Lynch CorporationBid Amount: $890,402Completion Date:May 19, 2013

Location: District 1Document Number: 606324Project: Fabrication and installation of overhead andground mounted guide signs at various locations.Low Bidder: Liddell Brothers Inc.Bid Amount: $117,119Completion Date:May 15, 2012

Location: District 4Document Number: 606266Project: Catch basin and drainage system cleaning at vari-ous locations in Area A.Low Bidder:National Water Main Cleaning Company.Bid Amount: $106,913Completion Date:May 19, 2013

Essex • Bristol • Franklin • Plymouth • Worcester • Middlesex • Norfolk • Dukes • Barnstable • Suffolk • Hampshire • Chilmark • Amherst •Monterey • Nantucket • Hampden • North Adams • Essex • Bristol • Franklin • Plymouth • Worcester • Middlesex • Norfolk • Dukes •Barnstable • Suffolk • Hampshire • Chilmark • Amherst • West • Monterey • Nantucket • Hampden • North Adams • Essex • Bristol • Franklin• Plymouth • Worcester • Middlesex • Norfolk • Dukes • Barnstable • Suffolk • Hampshire • Chilmark • Amherst • West • Monterey •Nantucket • Hampden • North Adams • Essex • Bristol • Franklin • Plymouth • Bristol • Franklin • Plymouth • Worcester • Middlesex

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www.barryequipment.com


The Vermont Department of Transportation receivedbids for transportation-related improvement projects.Following is a list of some of the projects let.

County: CaledoniaTowns: Lyndon, Sheffield, Barton and others.Project Name: LYNDON-IRASBURG IMMEMB(29).Contract ID: 10A354Location:Bridge 95S is located on I-91 (M.M 138.7)T.H. No. 9 (College Rd.) in the town of Lyndon. Bridge96S is located on I-91 (M.M. 139.9) over VT. Route122 & Miller Run in the town of Lyndon. Bridge 99Sis located on I-91 (M.M 145.6) over T.H. No. 1 (BerryHill Rd.) in the town of Sheffield. Bridge 100N islocated on I-91 (M.M 145.6) over T.H. No. 1 (BerryHill Rd.) in the town of Sheffield. Bridge 102S is locat-ed on I-91 (M.M 156.0) over Vt. Route 16 in the townof Barton. Bridges 105N & S are located on I-91 (M.M160.0) over T.H. No. 6 (Lake Region Rd.) in the townof Barton. Bridge 107S is located on I-91 (M.M 163.1)over Barton River, Conn. R.I. Line R.R., and T.H. No.3 (Maple St.) in the town of Irasburg.Project:Removal and replacement of bituminous con-crete wearing surface and membrane on bridges andapproaches with associated minor work.Contractors and Bid Amounts:• J. P. Sicard, Inc. — $2,071,208• Miller Construction Inc. — $2,274,508• Cold River Bridges LLC — $2,389,484• Winterset Inc. — $2,656,177• Pike Industries Incorporated — $2,896,370

County: CaledoniaTown:DanvilleProject Name:DANVILLE F EGC 028-3(32).Contract ID: 86B010Location:Beginning at a point, on U.S. Route 2, in thetown of Danville, approx. 6.518 km east of the Cabot-Danville town line and extending easterly approx.1.155 km.Project:Work to be performed under this projectincludes grading, drainage, subbase, pavement, trafficsignal, street lighting, landscaping, waterline construc-tion, utility relocation and other enhancements for astate highway generally along existing alignment.Contractors and Bid Amounts:• Pike Industries Incorporated — $6,673,826• Morrill Construction Inc. — $6,945,821• J. A. McDonald Inc. — $7,222,562• Luck Brothers Inc. — $8,239,902• Winterset Inc. — $8,250,714

County: WindsorTowns:Hartland and NorwichProject Name:HARTLAND-NORWICH IM 091-

1(59).Contract ID: 06A202Location:Northbound: beginning in Hartland on I-91at MM 66.195 and extending northerly a distance of45,233.76 ft. (8.567 mi.) to MM 74.762. Hartland-Norwich IM 091-1 (59) southbound: beginning inHartland on I-91 at MM 66.453 and extending norther-ly a distance of 52,784.16 ft. (9.997 mi.) to MM76.450.Project:Work to be performed under this projectincludes cold planing, resurfacing with a levelingcourse and wearing course, extendingacceleration/deceleration lanes, new pavement mark-ings, guardrail improvements, drainage improvementsand incidental items.Contractors and Bid Amounts:• Pike Industries, Incorporated — $6,442,338• Kubricky Construction Corp. — $7,994,075• The Lane Construction Corporation — $8,190,755

County: ChittendenTown:MiltonProject Name:MILTON STP 5800(2)Contract ID: 92D289Location:Beginning at a point, in the town of Milton,approximately 5.775 mi. north of the Colchester/Miltontown line and extending northerly 0.170 mi. to approxi-mate mile marker 5.945.Project:The project shall consist of intersection

realignment, full depth roadway reconstruction,drainage improvements, and other related items.Contractors and Bid Amounts:• Munson Earth Moving Corp. — $1,326,960• Don Weston Excavating Inc. — $1,388,709• Dubois Construction Inc. — $1,444,306• J. Hutchins Inc. — $1,485,173• S.D. Ireland Companies JV — $1,523,889• A.L. St. Onge Contractor Inc. — $1,530,953• G.W. Tatro Construction Inc. — $1,600,091• Morrill Construction Inc. — $1,683,606

County: WashingtonTown:Barre CityProject Name:BARRE FEGC F 026-1(34)C/2.Contract ID: 85B010Location:Beginning at a point on U.S. Route. 302 inthe city of Barre approximately 90 ft. westerly of theintersection of VT. Route 62 and North Main Street andextending easterly approximately 0.485 mi.Project:Work to be performed under this project con-sists of pavement, new subbase, drainage, sewer andwater, signalization, lighting, sidewalks, signs, pave-ment markings, landscaping, and other related roadwayitems.Contractors and Bid Amounts:• Luck Brothers Inc. — $10,615,573• George R Cairns & Sons Inc. — $11,147,015• J. A. McDonald Inc. — $11,890,415• Pike Industries Incorporated — $14,367,692

Washington • Windsor • Bennington • Lamoille • Windham • Chittenden • Orange • Caedonia • Addison • Orleans • Franklin • Essex • GrandeIsle • Washington • Windsor • Bennington • Lamoille • Windham • Chittenden • Orange • Caedonia • Addison • Orleans • Franklin • Essex •Grande Isle • Washington • Windsor • Bennington • Lamoille • Windham • Chittenden • Orange • Caedonia • Addison • Orleans • Franklin •Essex • Grande Isle • Washington • Windsor • Bennington • Lamoille • Windham • Chittenden • Orange • Caedonia • Addison • Orleans •Franklin • Essex • Grande Isle • Washington • Windsor • Bennington • Lamoille • Windham • Chittenden • Orange • Caedonia • Addison •

Vermont...

‘Green Mountain State’ Highway Projects Let


Chappell Tractor Sales, Inc.Milford, NH

800/698-2640

Chappell Tractor East, LLC

Brentwood, NH

800/616-5666

Kahn Tractor & Equipment, Inc.North Franklin, CT

860/642-7596


Accelerated Bridge ProgramWins National RecognitionThe Patrick-Murray Administration’s

Accelerated Bridge Program (ABP) hasreceived a national award for innovation inproject management. The 2011 Francis B. Francois Award for

Innovation by the American Association ofState Highway and Transportation Officials(AASHTO) honors ABP, administered bythe Massachusetts Department ofTransportation (MassDOT), for “innovativeprogram management, project development,and construction technologies and meth-ods.”“I’m proud to see national transportation

experts recognizing the innovative workbeing done here in Massachusetts,” saidGov. Deval Patrick. “The AcceleratedBridge Program is doing exactly as envi-sioned, addressing the previous neglect ofour bridges while putting thousands of peo-ple to work.”AASHTO cited as an example of innova-

tion MassDOT’s groundbreaking“93Fast14” project that replaced 14 bridgeson Interstate 93 in Medford during 10 week-ends in June, July, and August. The projectused prefabricated bridge sections and com-pleted bridge replacements between Fridayevening and Monday morning each week-end to minimize traffic disruption.“MassDOT applies innovation, efficiency

and effectiveness when working to repairstructurally deficient bridges and improvetransportation infrastructure across thestate,” said Lt. Gov. Timothy Murray. “Fromthe 14 bridges replaced in Medford to thePhillipston and Wellesley ‘heavy lift’ proj-ects, MassDOT continues to work towardsthese goals and completing projects that areboth on time and on budget.”“The Governor and Lieutenant Governor

made investment in our transportation infra-

structure a top priority from day one,” saidMassDOT Secretary and Chief ExecutiveOfficer Richard A. Davey. “The AcceleratedBridge Program is a cornerstone of theircommitment, and we pledge to live up to thishonor with additional innovative bridgeprojects in the months and years ahead.”Since its inception in 2008, the MassDOT

Accelerated Bridge Program has advertised152 construction projects with a combinedconstruction budget of $1.013 billion, creat-ing or sustaining more than 10,600 directconstruction jobs. ABP has reduced thenumber of structurally deficient bridgesfrom 543 to 456, a decline of 16 percent.The Francis B. Francois Award for

Innovation honors a former AASHTO exec-utive director and is selected by AASHTO’sStanding Committee on PerformanceManagement. The award winner each year isa state transportation department that hasimplemented an outstanding innovative pro-gram. By receiving the award, MassDOTreceives a $10,000 graduate fellowship tobestow on a state university student pursuingan advanced transportation-related degree.“On behalf of the American Association

of State Highway and TransportationOfficials, I congratulate the MassachusettsDepartment of Transportation, recipient ofthis year’s Francis B. Francois Award,” saidJohn Horsley AASHTO executive director.“This honor recognizes transportationdepartments for their extraordinary effort toimplement outstanding innovative pro-grams. MassDOT’s Accelerated BridgeProgram is recognized for successfully com-pleting its mission of improving infrastruc-ture rapidly, replacing bridges efficiently andusing innovative management practices tostreamline construction and lessen its relatedimpacts.”

9 out of 10 wildfires are caused by humans.9 out of 10 wildfires can be prevented.

O N L Y Y O U C A N P R E V E N T W I L D F I R E S .

S M O K E Y B E A R . C O M

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ADVERTISER INDEX

The Advertisers Index is printed as a free editorial service toour advertisers and readership. Construction Equipment

Guide is not responsible for errors or omissions.

ACR EQUIPMENT ............................................................15

ARGUS INDUSTRIAL COMPANY ......................................1

ASTRO CRANE ................................................................15

BARRY EQUIPMENT CO ..............................................6,10

BIG IRON ........................................................................17

BOBCAT OF CONNECTICUT ........................................17

CHAPPELL TRACTOR SALES ..........................................9

CLASSIFIED ....................................................................15

CONTRACTORS CORNER ............................................15

DOOSAN NORTHERN NEW ENGLAND ........................19

E W SLEEPER CO ........................................................5,14

FOLEY MARINE & INDUSTRIAL ENGINE ........................1

GORILLA HAMMERS ........................................................1

HOLIDAY CENTERFOLD ................................................12

HYUNDAI CONSTRUCTION EQUIPMENT ....................21

J R VINAGRO CORPORATION ........................................1

KRAFT POWER CORP ......................................................1

LOU GIZA EQUIPMENT ....................................................1

MID CITY STEEL CO........................................................15

MILTON CAT ....................................................................15

MULTI MACHINE INC ........................................................1

ROGERS BROTHERS......................................................23

S A MCLEAN INC ..............................................................9

T-QUIP SALES & RENTAL INC........................................17

THE N.I.C.E. COMPANY ..................................................6

TYLER EQUIPMENT CO ..............................................3,10

VOLVO RENTS ................................................................11

W I CLARK CO ..................................................................2

WANTED MACK TRUCKS ..............................................14

WOODCO ........................................................................24

WOODS CRW OF NH CORP ............................................7


Tyler Equipment251 Shaker Road

East Longmeadow, MA 01028(413) 525-6351(800) 292-6351

1980 Berlin TurnpikeBerlin, CT 06037(860) 356-0840(800) 352-4473

Parts: (860) 356-0848


C.N. Wood Co., Inc.200 Merrimac St.

Woburn, MA 01801(781) 935-1919

Avon, MA (508) 584-8484

Johnston, RI(401) 942-9191

www.cn-wood.com

Joseph EquipmentCompany

300 Gay StreetManchester, NH 03103

603-641-8608

www.josephequipment.com

E.W. Sleeper Company, Inc.391 Loudon Road

Concord, NH 03302603-225-3361

www.ewsleeper.com


PARTS & service

REMARKETING

CUSTOMER SUPPORT AGREEMENTS

VOLVO FINANCIAL SERVICES

CARETRACK

Volvo Construction Equipment

140 Wales AvenueAvon, MA 02322508-584-8484

22 North Maple StreetWoburn, MA 01801

781-935-3377

60 Shun PikeJohnston, RI 02919

401-942-9191

www.woodcomachinery.com

Whatever you do, Woodco Machinery is there to help you do it. Dependable equipment – from construction and road building to forestry, utilities and more. Support – from sales and remarketing to reliable parts and service. Offerings – to get you working and keep you working – from Customer Support Agreements and CareTrack telematics to full-service fi nancial solutions through Volvo Financial Services. It’s all delivered directly through one source: Woodco Machinery.

We’re the solution you can trust – before and after the sale. Let’s work together. Contact your nearest Woodco location today.

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New England #26, 2011

Documents

Transcript of New England #26, 2011