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Agenda Departments

Co-op Power Sustainability Summit
May 11: Co-op Power will host its ninth annual Sustainability Summit at Hampshire College from 9 a.m. to 6:30 p.m. Keynote speaker Halina Brown, of Clark University and the Sustainable Consumption Research and Action Initiative, will lead a session on “Transitioning to the New Economy,” an exploration of the interface between material consumption, human fulfillment, lifestyle satisfaction, and technological change. Attendees will connect with activists, thinkers, green professionals, and organizations involved in promoting justice and sustainability. The summit will feature workshops on a diverse array of topics, from cooperative development to sustainable heating options. Workshops include “Connecting to Small Business Success,” “Investing Your IRA Funds Locally,” and “Equity as a Key Issue in Sustainability.” The summit will also feature an exhibitor area with live music and representatives from green businesses and grass-roots organizations. Lunch, snacks, and beverages will be provided. The cost is $45 for the general public, $35 for Co-op Power members, and $15 for students and low-income individuals. This year, Co-op Power’s annual meeting/potluck will take place as part of the summit from 4 to 6:30 p.m. Members will make decisions about cooperation and autonomy among the decentralized network of local organizing councils. All are welcome to attend. Register online at www.cooppower.coop or call (877) 266-7543 or e-mail [email protected] for more information.

EASTEC 2013
May 14-16: EASTEC, the premier manufacturing exposition in the Northeast will be held at the Eastern States Exposition in West Springfield on May 14 and 15 from 9 a.m. to 5 p.m. and on May 16 from 9 a.m. to 3 p.m. The event will offer a variety of exhibitors, educational offerings, tours of nearby facilities, and much more. For more information and to register to attend, visit www.easteconline.com.

Life Is a Cabaret
May 18: HospiceCare in the Berkshires will hold its Annual Gala on May 18 at the Pittsfield Country Club. This year’s theme, “Life is a Cabaret,” reflects HCIB’s commitment to helping families and patients live the best and fullest life possible in the time they have remaining. Cabaret Performers at this year’s Gala include Dr. Marcella Bradway, Jeff Cook, Mary Farley, Gary Freifeld, Pam Rich, and Laurie Schiff, led by Artistic Director Sherri James Buxton and Music Director Bob Shepherd. Proceeds from the event will be used to expand and continue community programs of bereavement services, complementary therapies, and care coordination. Tickets cost $125 per person and may be ordered by calling the HospiceCare office at (413) 443-2994 by May 10. For more information about HospiceCare in the Berkshires, visit www.hcib.org.

Wine Gala and Auction
May 18: Berkshire Museum’s ninth biennial Wine Gala and Auction will be held at 5 p.m. This festive evening of wine tastings, live and silent auctions, and a sumptuous dinner is a fund-raiser for the museum’s education programs, which last year provided more than 16,000 educational experiences for students and teachers from the wider Berkshires region. The event is a highlight of the Museum’s 110th-anniversary celebrations. “The Berkshire Museum Wine Gala and Auction only happens every other year, and the wine lots and lifestyle packages at the auction have been attracting collectors and enthusiasts for nearly two decades,” said Van Shields, Berkshire Museum’s executive director. “The event is a marvelous opportunity to acquire some great and rare wines as well as enjoy good company and an excellent dinner. It’s a classic kickoff to summer in the Berkshires.” The evening’s guest of honor is Riccardo Illy, owner of the Mastrojanni Winery in Tuscany, Italy, and president of the Illy Coffee Co. of Europe. Auctioneer Marie Keep of Skinner Wine Auctions will lead the live auction of more than 30 lots of rare and fine wines, unique vacations, and exclusive dinners. Sponsorships and tickets are now available. For more information or to make reservations, call (413) 443-7171, ext. 37, or visit www.berkshiremuseum.org/2013winegala.

40 Under Forty
June 20: BusinessWest will present its seventh class of regional rising stars at the annual 40 Under Forty gala at the Log Cabin Banquet & Meeting House in Holyoke. The event will feature music, lavish food stations, and introductions of the winners, who were profiled at length in the April 22 issue. Look for event details in upcoming issues of BusinessWest, or call (413) 781-8600, ext. 100 for more information.

Western Mass. Business Expo 2013
Nov. 6: Planning is underway for the Western Mass. Business Expo 2013, a day-long business-to-business event to take place at the MassMutual Center in downtown Springfield. This fall’s show, the third edition of the Expo, which is again being produced by BusinessWest, will feature more than 100 exhibitors, seminars on timely issues of the day, special Show Floor Theater presentations, breakfast and lunch programs, and the wrap-up Expo social, which has become a not-to-be-missed networking event. Details of the specific programming will be printed in upcoming editions of BusinessWest and can also be seen online at www.wmbexpo.com or www.businesswest.com. For more information on the event or to reserve booth space, call (413) 781-8600, ext. 100.

Agenda Departments

Craft Brewer Lecture
Sept. 25: Dan Kenary, co-founder and president of Harpoon Brewery, will speak about the history and success of New England’s largest craft brewery at Old Sturbridge Village (OSV). His appearance is part of the village’s continuing OSV Overseers’ Distinguished Speaker Series. Kenary, a Worcester native, will host a fun-filled evening of beer tasting paired with food samples and will share the story of Harpoon’s success. Doors open at 6 p.m., a cash bar is available, and Kenary’s program will begin at 7 p.m. In his talk, “How Passion, Continuous Improvement, and Grassroots Marketing Have Made Harpoon Brewery the Largest Craft Brewer in New England,” Kenary will recount how Harpoon introduced fresh, local craft beer to Boston in 1986, becoming the first brewery to commercially brew and bottle beer in Boston in more than 25 years. “The big beer companies are like factories. What craft beer has done is to bring some local flavors,” he noted. “I’m bullish on better beer. We don’t believe in making beer we don’t like.” Tickets are $45 per person, $40 for Old Sturbridge Village members. Attendees must be at least 21 years old. Seating is limited, and pre-registration is required. The event is sponsored by Spencer Bank. For more information, visit www.osv.org or call (800) 733-1830. Old Sturbridge Village celebrates New England life in the 1830s and is one of the largest living-history museums in the country. The museum is open daily from 9:30 a.m. to 5 p.m. OSV offers free parking and a free return visit within 10 days. Admission is $24, or $22 for seniors; $8 for children ages 3-17, and free to children 2 and under.

Great River Challenge
Sept. 28: The only town in Massachusetts located on both sides of the fourth-largest river in the U.S., Northfield will be the scene of the first annual Great River Challenge Triathlon. The event will begin at Northfield Mountain Recreation and Environmental Center’s riverfront park and extensive trail system located on Route 63. Classified as a ‘non-traditional’ triathlon because it involves paddling rather than swimming, the Great River Challenge will be the first event of its kind in the Upper Pioneer Valley to use the broad Connecticut River. The Northfield Mountain recreational facility offers a number of advantages for racers and spectators, including a comfortable lodge, convenient parking, and a food-vendor area, amenities that most other race locations lack. The race features a canoe/kayak/SUP leg, a trail run, and an off-road mountain-bike leg on scenic Northfield Mountain. The paddle leg will be a mass start from the center’s riverfront park, paddling out and back and around Captain Kidd’s Island over 5.2 miles. The running leg is a challenging 3.5 miles of single-track trails and groomed trails, followed by a 6.5-mile mountain-bike ride on mixed single-track and open trails. Individuals and two-, three-, and four-person teams are welcome, and there is a junior division. Registrations start at $65 for individuals, with discounts for teams and half price for junior competitors (age 20 and under), plus a small sign-up fee at runsignup.com. Detailed information about the race, pre-registration and on-site registration, and pre-race activities can be found at www.greatriverchallenge.com. Organizer David Thomas — an athlete, coach, and owner of Stellar Kayaks in Northfield — expects 150 racers and 500 spectators at the first of what he hopes will be an annual event. “We are excited to launch this event in Northfield, showcasing the unusual beauty and abundant natural features we have here, from the river to the surrounding mountains,” he said. Proceeds from the event will support Northfield Kiwanis programs for children and needy families and visitor programs produced by the Northfield Area Tourism Assoc.

ACCGS Breakfast
Oct. 1:
Menck Windows Chairman Bodo Liesenfeld will be the keynote speaker at the Affiliated Chambers of Commerce of Greater Springfield’s October Business@Breakfast at 7:15 a.m. at Twin Hills Country Club, 700 Wolf Swamp Road, Longmeadow. The event will be hosted by WGBY Director of Public Affairs Jim Madigan and sponsored by United Personnel. Liesenfeld will present “Looking from the Outside In,” and discuss the benefits and strengths the region has to offer businesses interested in locating and relocating to Western Mass. Menck Windows, a joint venture of Menck USA Inc. and Menck Fenster GmbH, of Hamburg, Germany, a 130-year-old, fourth-generation business that provides custom windows and doors in Europe, the Far East, and the U.S., recently opened the doors to its first U.S. manufacturing operation here in Western Mass. Liesenfeld is managing partner of Liesenfeld International GmbH, a private investment enterprise. For nearly 30 years, he was CEO and chairman of German-based Rohde & Liesenfeld, an international air and sea freight-forwarding group with global presence. He is the honorary representative of the city of Hamburg to the Northeast region of the U.S. and serves as chairman of the German Latin America Business Assoc. Since making his home in Boston in mid-2009, he became a fellow at Harvard’s Weatherhead Center for International Affairs and chairman of the advisory board of the Berklee Global Jazz Institute. He is chairman of the board of the Latin America Business Assoc. and a board member of the Hamburg Chamber of Commerce, among other board positions in the U.S., Germany, and Latin America. Reservations are $20 in advance for ACCGS members ($25 for member walk-in registration) and $30 for general admission. Reservations are suggested and can be made online at www.myonlinechamber.com.

Amherst Area Chamber Annual Awards Dinner
Oct. 2: The Amherst Area Chamber of Commerce announced the upcoming Farm to Table Annual Awards Dinner, to be held Oct. 2 at Hadley Farms Meeting House in Hadley. The dinner, a yearly celebration that is a highlight of area businesses’ community social calendar, is expected to sell out. This year’s award winners reflect a celebration and acknowledgement of a number of community partners and leaders. The “A+” Award Winners include the Rotary Club of Amherst, which will receive the chamber’s Community Service Award, recognizing the many contributions that this group of volunteers has made to the Amherst area, in addition to its work dedicated to the global eradication of polio; Stephanie O’Keeffe, who will receive the chamber’s Legacy Award, a celebration of what this individual has accomplished, specifically in her role on the Amherst Select Board; and Tony Maroulis, former executive director of the organization, who will receive the chamber’s Most Valuable Player award for all of his hard work elevating the chamber’s stature and involvement in the community. “It was a daunting task to sift through the nominations for this year’s batch of award winners, because as there are so many individuals and organizations in this community worthy of recognition,” said Don Courtemanche, Amherst Area Chamber of Commerce executive director. “We feel that the recipients that we have selected represent the best, the brightest, and the most outstanding of the terrific partners that the chamber is fortunate to be associated with.” Tickets for the dinner will be available Sept. 2. Reservations for the dinner or for the program book may be made by contacting the chamber at (413) 253-0700.

Stroke Lecture at CDH
Oct. 2:
Stroke is a major cause of death and disability in the U.S. Stroke occurs when a blood vessel that brings blood and oxygen to the brain gets blocked or ruptures. When this happens, brain cells don’t get the blood they need, and deprived of oxygen, nerve cells can stop working and die within minutes. In “Stroke Prevention and Treatment,” a Cooley Dickinson/Massachusetts General Hospital lecture, stroke neurologist Dr. Scott Silverman will discuss ways to reduce the risk of stroke and how to recognize stroke warning signs. He will also discuss treatments for stroke. Community members are invited to attend the lecture, from 6 to 7 p.m. in the Dakin Conference Room at Cooley Dickinson Hospital. Silverman is an instructor of neurology at Harvard Medical School and an assistant in neurology at Massachusetts General Hospital, where he works on the stroke service. He received his undergraduate degree in neuroscience from Bowdoin College, and received his medical degree and completed his neurology residency at UMass Medical School. He then completed a fellowship in vascular and critical-care neurology at Massachusetts General Hospital and Brigham and Women’s Hospital. Silverman is board-certified in neurology, vascular neurology, and neurocritical care, and is director of Outpatient Stroke Services at Mass General. He has a strong interest in medical education and is currently the director of the Partners Vascular Neurology Fellowship. Silverman’s research and clinical interests are in ischemic stroke, specifically intracranial atherosclerotic disease and stroke in the young. Also participating in the lecture will be Dr. Tor Krogius, an emergency department physician at Cooley Dickinson and medical director of the Cooley Dickinson Hospital Stroke Program, as well as the telemedicine programs for stroke, neurology, and burn. He earned his medical degree at McGill University Faculty of Medicine and completed his internship and residency training at Baystate Medical Center.

BMLH Tag Sale and Electronics Recycling Day
Oct. 17: Recent building renovations and office upgrades at Baystate Mary Lane Hospital have resulted in a quantity of usedchairs, tables, desks, file cabinets, and other office equipment. As a result, a tag sale will be held from 9 a.m. to 2 p.m. in the parking lot near the back of the Medical Office Building, off Marjorie Street. Combined with the tag sale, the hospital will also sponsor a community-wide recycling event. Old and/or non-working electrical devices such as radios, air-conditioning units, toasters, phones, light fixtures, etc. will be collected at no cost,with the exception of TVs and CRTs, for which there will be an $8 fee. The community recycling event will also take place in the parking lot near the back of the Medical Office Building. All items collected will be trucked away to a recycling center shortly after the event. All proceeds will benefit community-benefit programs sponsored by the hospital. For more information, contact Ryan Moore at (413) 967-2140.

Western Mass. Business Expo
Oct. 29: The fourth annual Western Mass. Business Expo will be presented by BusinessWest at the MassMutual Center in Springfield. The event is a business-to-business show featuring more than 150 booths, seminars, breakfast and lunch events, Show Floor Theater presentations, and a day-capping Expo Social. Details about events, programs, and featured speakers will be printed in future issues of BusinessWest. Comcast Business will again be Presenting Sponsor, while the social will be sponsored by Northwestern Mutual and MGM Springfield. Silver Sponsors are Health New England, DIF Design, Johnson & Hill Staffing, and MassMutual Financial Group. Education sponsor is the Isenberg School of Management at UMass Amherst. Additional sponsorship opportunities are available. In 2013, more than 2,200 business professionals attended the expo, and between 2,500 and 3,000 are expected in 2014. For more information on sponsorships or booth purchase, call (413) 781-8600 or visit www.wmbexpo.com.

Sections Supplements
Bradley International Airport Moves Forward with the Hum of a Major Economic Engine
Bradley International Airport

Passengers make their way through checkpoints at Bradley International Airport. The airport aims to add 12 new gates through a massive expansion.

Barry Pallanck, airport administrator at Bradley International Airport, can confidently list some of the things Bradley does well: ample parking is one major plus, as is quick passenger-processing rates, solid security, and a low rate of airport closures and delays due to weather.

He does admit that the baggage claim sometimes sees a bit of a back-up.

“We’re a good-sized airport with a small-airport feel, and that reduces the stress of traveling for people significantly,” he said. “But sometimes, I think the walk from the plane to the baggage claim is too quick, and they end up waiting. We’re working on that.”

While many travelers will forgive a few minutes at the baggage carousel these days, Pallanck said it’s one example of ongoing attention to what he calls “the Bradley experience,” which puts ‘ensuring ease of travel’ at the top of the to-do list.

But it’s certainly not the only concern. Indeed, the Windsor Locks landmark is now in the midst of a $200 million expansion and renovation, designed to allow for needed growth at Bradley without losing that streamlined feel, accommodate a growing number of travelers, elevate the airport’s presence in terms of domestic air travel, and extend its reach further beyond U.S. borders, becoming a greater player in the global market.

Pilot Programs

It’s the word ‘International’ in the airport’s title that many people often forget, or even deny. But Bradley has long delivered passengers to Canada, welcomes international charter flights, and routinely sees brisk cargo business that delivers all over the globe.

Further, one of the airport’s primary objectives within the next two years is to establish new international passenger routes and ‘long-haul’ domestic routes, in keeping with growing numbers of business travelers as the global economy broadens (business travelers represent a little more than half of Bradley’s total customers), as well as a steady stream of leisure travelers.

Both groups fly into and out of Bradley to take advantage of its accessibility, including easy access from I-91, close proximity to several points in New England, and, often, to avoid the long lines and parking hassles that can add stress to a trip that begins at a major hub such as Logan or JFK.

To better accommodate those travelers and the airlines that carry them, Bradley is undergoing a metamorphosis of sorts, as new amenities are added and terminals are renovated. The terminal improvement project (funded by airport revenues, passenger facility charges, and federal grants) began in 2002 and will continue until 2011, in stages so not to disrupt regular passenger traffic.

The improvement project will add 12 new gates, and an extension to the airport’s Terminal A has already been completed. New eateries were added in response to repeated requests from travelers for a greater number of convenience-based amenities at the airport, as were a sundries shop and a Brooks Brothers clothing retailer.

Renovation is now underway in Terminals B and C as well, and expected to be completed next year.

Kiran Jain, director of marketing and route development for Bradley, said the growth is in response to healthy business at the airport. There have been some challenges, she said, such as the climb back to normalcy that all airports have had to make following 9/11, and fuel prices that have an adverse effect on the airlines’ bottom lines, and therefore that of the airports, as well. But Bradley is now wrapping up its best year in terms of passenger volume, with 7.5 million passengers, and has also seen an increase in cargo business, handling 159,848 tons of freight in 2005. In June of this year, JD Power named Bradley International Airport one of the 10 best medium-sized airports in the country.

“Our domestic business is doing extremely well,” said Jain, “but we still have high aspirations. There are areas we would like to extend our service to domestically, such as the Bay Area, and we will continue to focus on creating a viable international market, as well, to better serve our customers’ needs.”

Jain agreed with Pallanck that, in addition to the expansions and changes that are accommodating greater numbers of travelers and helping to woo new carriers to the airport, the aesthetic and convenience-based improvements within the terminals are also creating positive results at Bradley.

“We can’t put a value on it, but easing the experience as people come through Bradley is definitely creating a competitive edge,” she said. “It’s important to make a good first impression, and it’s important to have the amenities and services that people are coming to expect from regional airports.”

But Pallanck was quick to note that aesthetics also come into play when addressing the recent renewed interest in the facility on the part of major carriers.

“These aren’t expansions that are happening just because we want them to,” said Pallanck. “They’re happening because they have to. We used to invite airlines to come and take a look at us as part of our normal plans for growth. Now, they’re inviting us to take a look at them. Bradley is definitely becoming a name within the industry.”

Air Apparent

Even before the expansion project was launched, the airport had long been larger and busier than many people realized. Built in 1940 and enabling its first commercial flight seven years later, Bradley has already more than quadrupled its size in the past 50 years. It’s not considered a small airport by national standards, but rather a medium-sized, regional airport that records the same numbers of passengers as many mid-sized airports in close proximity to popular tourist destinations, such as Fort Myers (Florida) Airport and Buffalo Niagara International.

Bradley also has an on-site Sheraton hotel, two firehouses, a UPS distribution facility, and hosts units from the Army National Guard and Air National Guard. Twenty-three airlines routinely fly in and out, offering about 300 daily passenger flights, with 36 non-stop destinations. Bradley’s largest carrier is Delta, representing 27% of all flights, followed by low-cost Southwest (17.8%).

Bradley also has a complicated business model. It operates under the auspices of the Conn. Department of Transportation, and although it generates its own revenue and has its own enterprise fund, Jain said that doesn’t negate the presence of a “shadow of a government agency.”

“Processes can be extremely tiring,” said Jain. “There are times when we’d like to have a decision made quickly, but there is no quick turnaround, and sometimes opportunities can be lost due to reaction time.

“But, the fact remains that we are our own economic engine,” she added. “We don’t use tax dollars, and we make a profit.”

The ongoing growth at Bradley has become central to its marketing message, said Jain, who added that the airport is stringent with its marketing dollars, due in part to the need to reach two very different audiences through its marketing efforts: the airlines, who ultimately spur growth at the airport by increasing their numbers of available destinations, and the public.

“People often think a business like an airport is going to have a large, expendable marketing budget, but it’s actually extremely tight,” said Jain. “Our marketing is totally driven by the types of services we bring in; we’re not so much branding the airport as we are promoting specific services, showing both the airlines and our customers how we can benefit them.”

Pallanck added that airlines look at the economic health of the region an airport serves as well, and he said promoting the Springfield-Hartford corridor as well as surrounding areas is also helping bolster Bradley’s name in the airline sector.

“This area, from Fairfield County to Western Mass., is growing, and if the area grows, we grow,” he said, noting, however that it’s not just growth that makes a region attractive to an airline – there are other more specific factors, such as the presence of large, well-heeled corporate entities. Hartford has its share, but Pallanck said the airport doesn’t downplay the effect of the Western Mass., market, either.

“There are some solid companies in Springfield, and airlines see that,” he said. “Not only does that give viability to our marketing message, but employees at larger companies generally get paid well, and go on trips frequently, business and otherwise.

“And, well-established companies hold a sort of guarantee that younger companies don’t,” Pallanck continued. “They suggest to the airlines that they’re not going to pull the rug out from under them, that they’re going to remain a force in the region.”

Terminal Velocity

While the airport is largely consumed by the current expansion project, Pallanck said other plans for both regional and airport growth are already beginning to pop up on his radar screen, including the possibility of rail service adjacent to Bradley, further increasing its accessibility to travelers.

“There is a lot that has to happen first,” he said, “but the excitement, the necessary alliances, and the opportunities are definitely there.”

In the meantime, Pallanck said he’s busy overseeing construction within the terminals (now approaching ‘phase two,’) serving as a bridge between the airport and the DOT, and walking the length of the terminal from arrivals to the baggage claim, carefully timing the wait between when he arrives, and when his bag does.
In time, he said he’s confident he’ll get that timing just right … the talent comes with experience.

Jaclyn Stevenson can be reached at[email protected]

Briefcase Departments

Mohegan Sun Taps Partner for Casino Project

PALMER — Mohegan Sun has announced a strategic partnership with Brigade Capital Management on its project to build a destination resort casino in Palmer. The agreement with Brigade — a $12 billion New York-based investment advisor — coincides with Mohegan Sun’s formal application for a casino license to the Mass. Gaming Commission.
“This is an important day for Mohegan Sun, for Western Mass., and the entire Commonwealth. Today, we take the next critical step in fulfilling our commitment to bringing new jobs and economic growth to the region,” said Bruce “Two Dogs” Bozsum, chairman of the Mohegan Tribal Council. “It’s our intent to be the first casino to open its doors in Massachusetts.”
Added Mohegan Tribal Gaming Authority CEO Mitchell Etess, “Brigade Capital Management will be a great partner and important asset to this project. They are experienced as institutional investment partners on gaming projects in several states across the U.S., and understand the business that Mohegan Sun has been successful in for 16 years.” Through this agreement, Brigade will invest capital into the corporate entity that is being established to develop Mohegan Sun’s project in Western Mass. “Mohegan Sun is one of the most recognized casino gaming brands in the U.S., and they embody the proven model of success for gaming in New England,” said Don Morgan, managing member of Brigade. “This project will be built at the best location for a casino in Massachusetts, by a team with combined experience in multiple licensing jurisdictions, and managed by one of the premier gaming operators in the U.S. We are excited to be a partner in this endeavor and to have a role in establishing the Massachusetts casino gaming industry.”
Mohegan Sun is planning a world-class destination casino resort in Palmer that promises to create thousands of jobs and bring economic growth to Western Mass. Mohegan Sun established a storefront office in Palmer more than three years ago, and has conducted outreach to thousands of area residents through its Community Conversations series, appearances at other community meetings, a Mohegan Sun in Palmer newsletter and social-media outreach. Mohegan Sun is also far along in discussions with Palmer officials on a host community agreement, which is required under the Massachusetts casino-gaming legislation.
“Our project has distinct and unique advantages with regard to location, access, and infrastructure. Its rural setting on 150 acres — adjacent to other large parcels that present ancillary development possibilities — is ideal for creating the type of gaming facility that New England patrons are familiar with and have made successful over the past two decades,” Etess said. “Moreover, our host community of Palmer has been welcoming, motivated, and supportive. The community is excited about the jobs and economic development that Mohegan Sun will bring to the entire region.”

 

MGHPCC Awards $500,000

in Grants for Research

HOLYOKE — The Massachusetts Green High Performance Computing Center (MGHPCC) has announced $500,000 in seed grants to six multi-university teams to support cross-institutional research among MGHPCC members.
The MGHPCC, which opened in November, is intended to promote research collaboration among the participating universities — Boston University, Harvard University, the Massachusetts Institute of Technology, Northeastern University, and UMass — through high-performance computing, a pillar of major scientific research today. The seed grant program is intended to accelerate the MGHPCC’s mission of computational collaboration. This is the second round of seed grants awarded by the MGHPCC Consortium, and it brings the total amount of awards to $1.1 million. The six winners were chosen from a field of 26 applications by a committee of researchers from the participating universities. The funded projects are: “The CaterPillar Project: Exploring the Dark Matter Substructure of Milky Way Galaxies”; “Designing Cloud and Big Data Platforms for Scientific and HPC Applications”; “Strength and Fracture Mechanisms of Hierarchical Biological Materials”; “Computational Identification of Outcome-Associated DNA Alterations in Neuroblastoma”; “Genome-Scale Characterization of Chromosonal Aberrations Using Parallelizable Compression Algorithms”; and “Automated Segmentation of Vessel Network Structures in Large Image Stack Sets.” The grant amounts ranged from $52,000 to $131,000. The request for proposals sought “novel collaborative researchactivities addressing significant and challenging problems at the forefront of high-performance technical computing.” Proposals also had to include a strategy for followup research that would attract external funding.
“This year’s awards span basic astrophysics research, computer-systems innovation, and real-time clinical application, and highlight the richness of the region as a world leading center of gravity for academic discovery,” said Chris Hill, an MIT researcher who served on the committee.

 

MassDOT Releases

Transportation Plan

BOSTON — The Board of the Mass. Department of Transportation (MassDOT) and Transportation Secretary and CEO Richard Davey have announced a plan for the next generation of transportation investment in the Commonwealth. The plan includes passenger-rail service connect Boston and Springfield, commonly known as the “Inland Route,” and the rehabilitation of infrastructure to support rail service between Pittsfield and New York City. A $362.4 million investment to fund the Inland Route will cover rehabilitation along the route, creating a second track, widening bridges, upgrading signals purchasing train equipment, and constructing or rehabilitating stations. This will also support future high-speed rail connection to New York City via Springfield. Another $113.8 million in funding for rail service between the Berkshires and New York City will include rehabilitation of track, signals, and structures between Pittsfield and the Massachusetts-Connecticut state line to support future rail service between Pittsfield and New York City. The current line is served by freight carriers and is not up to standards necessary for commuter service. The plan also includes a $32.2 million increase to the Pioneer Valley Transit Authority in fiscal year 2014, a $3.2 million increase to the Berkshire Regional Transit Authority (BRTA), and a $1 million increase to the Franklin Regional Transit Authority (FRTA). The PVTA is receiving the largest increase of all regional transit authorities in the state. Additional Western Mass. investments in the plan, including funding for the 1-91 Viaduct in Springfield, reconstruction of Route 2 in Erving Center, and investments in the Mohawk bike and pedestrian trail in North Adams and the Skyline Trail in Hinsdale, promise to further ensure regional transportation equity, create jobs, and expand economic opportunity.  “We have parts of this Commonwealth whose opportunities are constrained by substandard service and lack of access. Our plan outlines increased investments in passenger rail in Western Mass. and regional transit authorities to unlock opportunities across the board,” said Gov. Deval Patrick. “Improving our transportation system is key to meeting our economic potential, for Western Mass. and every region of the Commonwealth.”

 

Hospitals Request Response to Community Health Survey

PIONEER VALLEY — The Coalition of Western Massachusetts Hospitals is conducting a community-health-needs assessment to identify and address the most pressing public health needs in the Pioneer Valley. Community members are encouraged to participate in this process by taking the Community Health Survey. The link to the survey can be found on the participating hospitals’ websites and at www.surveymonkey.com/s/masschna.
The coalition is a partnership between eight area tax-exempt hospitals: Baystate Medical Center, Baystate Franklin Medical Center, Baystate Mary Lane Hospital, Cooley Dickinson Hospital, Holyoke Medical Center, Mercy Medical Center, Shriners Hospitals for Children – Springfield, and Wing Memorial Hospital and Medical Centers. The survey is currently available online in English and Spanish and will soon be available in Russian and Vietnamese (paper copy only).
The coalition began meeting to plan the process for this community-health-needs assessment in August, and is scheduled to have reports finalized by this spring. Its goal is to identify the health and safety assets of area communities and also to determine the potential concerns they face. They will do so by asking residents for their opinions about these issues, services presently available, their satisfaction with these services, and identification of others programs that may be needed. The survey should take no more than 15 minutes to complete and will be available through Feb. 15. Survey respondents will be identifiable only by ZIP code, and all individual responses will be kept confidential.
All survey respondents will have the option to enter a drawing for an iPad Mini and several gift cards. Personal contact information entered for drawing registration will be kept confidential and used solely for the purpose of this drawing and not for any marketing purposes.

 

Chamber Seeks Input for

2013 Woman of the Year

SPRINGFIELD — The Professional Women’s Chamber, a division of the Affiliated Chambers of Commerce of Greater Springfield, is seeking nominations for the 2013 Woman of the Year Award. This award has been presented annually since 1954 to a woman in the Western Mass. area who exemplifies outstanding leadership, professional accomplishment, and service to the community. The nominee’s achievements can be representative of a lifetime’s work or for more recent successes. Any woman in the Pioneer Valley is eligible for nomination, and a chamber affiliation is not required. A Woman of the Year nomination form may be obtained online at www.professionalwomenschamber.com or by emailing Nancy Mirkin, committee chair, at [email protected]. Nomination documents are due by Feb. 15.

 

Consortium Plans Program

to Train Casino Workers

SPRINGFIELD — In an effort to prepare local residents for future casino jobs, a consortium of community colleges from across the state, led by Springfield Technical Community College and Holyoke Community College (HCC), recently signed worker-training agreements with four prospective casino developers. The group, called the Community College Casino Careers Training Institute, gives casino developers a single point of contact to help develop their workforce. William Messner, president of HCC, said the consortium hopes to have a training program up and running sometime in 2015, about one year before any of the proposed casinos would open.

 

MassINC Program Aims to

Stimulate Gateway Cities

The Gateway Cities Innovation Institute, an entity run by MassINC, is proposing a $1.7 billion public investment in Massachusetts’ Gateway Cities, which include Springfield, Holyoke, Pittsfield, and Westfield. The Gateway Cities Innovation Institute focuses on the 24 cities designated by the Massachusetts Legislature as Gateway Cities — midsize urban cities, typically former manufacturing centers — that anchor their regional economies but have had trouble attracting new growth and investment. MassINC predicts that its $1.7 million investment would stimulate at least seven projects totaling $3.4 billion of new development or reuse, which could in turn leverage nearly $7 billion in investments and create about 80,000 jobs. The money would be split between public funding and loan guarantees, tax incentives, regulatory reform, and technical assistance.

Sections Supplements
Shelburne Falls Trolley Museum is on a Roll with Business, Tourism Efforts
Sam Bartlett and David Goff

Sam Bartlett and David Goff of the Shelburne Falls Trolley Museum in car number 10, the town’s newest– and oldest – mode of motorized transportation.

From the center of town, the faint ‘ding-ding’ of the Shelburne Falls trolley can be heard in the distance.

It’s a sound that was once commonplace in town, but it’s new to most who live there today, and it signals more than movement on the centuries-old tracks; it announces the return of a burgeoning hub of activity.

The small yellow trolley car is just one sign of activity at the old rail yard on Depot Street, however. Once the start- and end-point of the Shelburne Falls and Colrain Street Railway, the plot of land that overlooks Shelburne Falls has been home to the Shelburne Falls Trolley Museum Inc. (SFTM) since 1991. Since then, a committee of volunteer directors has created the Shelburne Falls Trolley Museum, procured the town’s original trolley car, number 10, and restored it to operation for a short stretch of the line, an attraction that began welcoming visitors in 1999.

The group also facilitated the purchase of the property at a cost of $162,000 in 2004, after uears of renting from the Blassberg Corp. Subsequently, SFTM started rehabbing the three-building complex, converting it into office space for an eclectic mix of tenants, a more expansive tourist attraction, and perhaps even the source of a new means of transportation in Shelburne Falls — at least for a few blocks.

Clang, Clang, Clang Went the Trolley

Sam Bartlett, president and general manager of SFTM, said work is currently underway to convert much of the railyard’s existing buildings into retail and community-use space in this, its seventh season as a tourist destination. Some local businesses already use portions of the buildings for overflow storage, such as a rare and used book dealer, a model airplane store, and a carpenter, but tenants are also already beginning to line up to rent areas of the building for more active use.

“We’d like to use the space to generate new interest in art-related businesses and to generate revenue,” said Bartlett. “It’s what we need to do to survive; trolley ticket sales won’t be enough.”

Space within all three buildings is currently available. Artists are of particular interest, he said, due to the close proximity of the Salmon Falls Artisans Showroom, just a few feet from the rail yard, and the booming arts sector in Shelburne Falls and surrounding towns. The first tenant slated to move in upon completion of the renovations, is a children’s art museum, which will hold exhibits as well as classes for local youths.

Bartlett added that the SFTM is actively seeking potential tenants that will be compatible with the organization’s mission — to preserve a piece of Shelburne Falls’ history and attract new business to the town.

“There has been a resurgence of rail lines across the country,” he said, “and therefore a renewed interest in vintage and heritage trains and trolleys. Tenants who are also interested in that history, or who will be an added draw for people interested in riding or learning more about the rail history of this area, would be the best fit for this space.”

Part of that plan is also to increase the visibility of the museum itself, currently located in the building that once served as the front office and warehouse. As tenants begin to move in, Bartlett said the museum will move into the former freight house, which will allow more space for exhibits and free up about 1,100 square feet for rent. The space is heated and ADA accessible, Bartlett said.

Ding, Ding, Ding Went the Bell

Outside, some expansion plans are brewing as well. David Goff, one of SFTM’s directors, said the group is currently petitioning local and state governments and conducting an engineering feasibility study to extend the abbreviated length of track toward Shelburne Falls’ downtown, coming to a stop near what is now the town’s biggest attraction, the Bridge of Flowers, which once carried the trolley across the Deerfield River to connect passengers and freight with the booming mills of the West County area.

The trolley car itself was built in 1896, and traversed the rail line between Shelburne Falls and Colrain, carrying passengers as well as freight, until 1927.
At that time, the trolley would travel from the rail yard that is now home to the trolley museum to the center of town, where they would then cross the Bridge of Flowers and travel down what is now Route 112.

“This was a pretty isolated route,” Goff said, “but it still illustrates how important rail and trolley travel were at one time in the U.S. This line connected the mills, transported mail and freight such as cotton, coal, and apple cider vinegar, and served as a primary mode of transportation for several years.

“This rail yard was a beehive of activity at one time,” he added. “It was part of the trolley boom that continued for years and was huge in this area and in Springfield, where Wason Manufacturing was one of the country’s most prominent trolley car manufacturers.”

But as railroads declined, Goff continued, the trolley line gradually lost business until its final large contract expired, stopping car number 10 in its tracks until the SFTM reintroduced it to the town in 1999, after six years of painstaking restoration. In the interim, the car had been privately owned and, at one point, used as a chicken coop.

Now, said Goff, the broad goal for the SFTM is to return the trolley to a vestige of its former glory. While the route still won’t be a long one, if approved, he suspects that an extension could have a significant impact on the town’s economic viability, particularly in terms of tourism dollars.

“Our current railroad has already been a positive attraction and a draw to the region,” he said. “In our seven short years of reactivation, the trolley museum railway has already carried thousands of paying passengers. The economic impact of an attraction like that is immense when you consider the multiplier effect of one person coming to Shelburne Falls to ride the trolley.”

It won’t be a huge extension, Goff noted, but it would double the length of the trolley route and bring a new means of transportation to downtown Shelburne Falls. This, in turn, will connect a number of popular shops, attractions, and eateries to the equally popular Salmon Falls Artisans space and the now growing rail yard, though it still represents a distance that is walkable by most.

“It may not be much,” he said, “but the project will extend the ride for passengers and bring us important visibility in the downtown area of Shelburne Falls.”

Even without that visibility afforded by a downtown route, Goff said several visitors come to see and ride the trolley already. Many are rail enthusiasts from around the globe, but many others are tourists and day-trippers, made aware of the museum and the trolley through literature at the Shelburne Falls Visitors Center.

For $2.50, those visitors can ride the trolley and learn about its history, as well as visit the museum and gift shop (that’s free for those who pass on the trolley ride). For an extra $15, visitors can become ‘instant motormen,’ operating the trolley with assistance from an SFTM volunteer. That experience includes powering up the car, guiding it down a length of track, putting on the brakes, and ringing the car’s signature bell – several times – and guiding it back to the rail yard.

The End of the Line

While members of the SFTM board of directors aren’t kidding themselves into thinking they’re creating the next San Francisco, they do see the value in a small stretch of rail in Shelburne Falls.

“There is a great trend of reuse in Western Mass. now, creating new, creative ventures out of buildings and structures that have passed their heyday,” Goff said. “This area rode the trolley boom for years, and there’s a little life left in these tracks.”

As if to agree, Bartlett, at the helm of trolley car number 10, stamped his foot vigorously on the floor switch that rings the car’s bell as it rolled into the Depot Street station.

Jaclyn Stevenson can be reached at[email protected]</a

Cover Story Sections Top Entrepreneur
John Maybury : Driven to Succeed
January 7, 2008 Cover

January 7, 2008 Cover

John Maybury was only a few months out of high school when he embarked on what started out as another in a series of odd jobs, but would eventually become a career and very successful entrepreneurial venture. He began selling workbenches, shelving, and industrial stools, but soon partnered with his father to start a diversified business in the competitive field of material handling. Today, the company reflects Maybury’s passion for technology, commitment to excellence, and drive to continuously improve. His success — and methods for achieving it — have earned him BusinessWest’s Top Entrepreneur Award for 2007.

John Maybury says that for him to get involved with something, there usually has to be some element of danger.

He’s an avid snowmobiler and skier, and he’s scuba dived, skydived, and flown planes (he doesn’t so much anymore). “If it has a motor, then I’m interested in it,” he said, noting that he probably had 20 cars before his 18th birthday. The only time you’ll find him on a golf course is for a charity tournament, and he’s taken part in many. He has to drive the cart, and he’ll invariably tinker with it to get it to go faster than the club pro might like.

He approaches all these danger-spiced activities with a philosophy, or thought process: to know and understand the risks, push the envelope — but not too far, and have fun. And this is the approach he takes to business and Maybury Material Handling, a venture he started while attending Western New England College 32 years ago, and trying to figure out just what to do with his life.

He took a cue, of sorts, from his father, who worked for many years as a salesperson then sales manager, specializing in, among other things, items in a field known as material handling — meaning equipment used to move, store, retrieve, and catalog inventory, records, parts, and other items.

The Younger Maybury started off as a free agent, selling various product lines to companies like American Bosch, Moore Drop Forge (later known as Danaher Tool), and other large manufacturers, using mostly contacts from his father to get his foot in those doors. He enjoyed enough early success to inspire his father to take a leave of absence from the company join him a venture that would put the Maybury name on letterhead, if not over the door — they started out as a home-based operation, but quickly outgrew those facilities.

Over the past three decades, Maybury has grown his venture into a highly diversified operation now specializing in sales, service, rentals, and training for equipment ranging from forklifts to work stations; from mezzanines to modular offices. The company has expanded and moved several times, the latest step being construction of a 42,000-square-foot building on Denslow Road in East Longmeadow, not far from where he and his father built the company’s first home on the site of an old tobacco barn.

But it is not merely what Maybury has accomplished that has earned him BusinessWest’s Top Entrepreneur for 2007 award. Rather, it’s also the how that has made him this year’s honoree.

To say that this is a company that reflects the character and drive of its owner would be a real understatement. It is, like Maybury, technology-focused, employing the latest hardware and software to enable employees to do work better, faster, and cheaper. It’s also excellence-driven; it was among the early winners of the Pioneer Valley Excellence Award, and Maybury has his sights set on a Mass Excellence Award, and has the ambitious goal of earning the coveted Malcolm Baldridge award within the next decade.

And this company is people-oriented, with an emphasis on fun. At the 2007 All Associates Year End Gathering, for example, staffers were broken into teams for a spirited contest of ‘Are You Smarter Than a Fifth Grader?’ featuring several special guests from nearby Mapleshade Elementary School.

The teams were formed with the goal of breaking down departmental barriers and inspiring people in different capacities to work together toward a common goal — in this case, triumphing over the other teams and winning some cash ($4,000 was put on the table).

This philosophy of working together is at the heart of the company’s success, said Maybury, noting that he stresses teamwork in every facet of the operation, and it has yielded steady sales growth, cutting-edge continuous-improvement practices, and a workplace that attracts and retains top talent.

In this issue, BusinessWest examines what drives Maybury — literally and figuratively — in his quest for excellence, and why his story of entrepreneurial daring is an uplifting, and ongoing, saga.

A Real Spark Plug

As he gave BusinessWest a tour of the new plant and posed for a few pictures, Maybury displayed some of that passion he has for all things motorized.

He jumped onto one of the newest and most versatile fork truck models, showed all that it can do, and then maneuvered it in out of some tight spaces. “I can handle these better than most people who drive them for a living,” he said, noting that he’s fluent with every piece of equipment on his showroom floor, and needs to be if he is to properly serve his clients.

Maybury got his first practice on a forklift back in the fall of 1975. He was a freshman at WNEC and also working several part-time jobs to help pay his tuition. One of them was at Milton Bradley — now known as Hasbro Games — and its East Longmeadow plant. He worked in what was known then as Department 26, moving around pallets of games like Monopoly, Life, and Chutes and Ladders, for loading onto boxes that would be packed into freight cars for transport on a rail line that no longer exits.

When Maybury returns to Department 26 these days — he’s made several visits over the years and still runs into people he worked with three decades ago — it is to help Hasbro stay on the cutting edge of material-handling equipment and processes. The toy maker is just one name on a long and distinguished client list. Others include regional and national manufacturers, distributors, and retailers including Friendly’s, Big Y, Lenox, J Polep, JCPenney, Macy’s Target, Wal-Mart, and even Foxwoods and Mohegan Sun.

Maybury supplies racks and shelving, conveyors, forklifts, and other equipment to the casinos to move and store money and chips. It also played a lead role in helping Mohegan Sun set a record a few years ago — with an 18-foot-tall, seven-tiered wedding cake weighing 15,032 pounds, or 7.5 tons. Maybury engineers created the huge platforms, or cake separators that the cake rested on (they were supported with steel pipes made by the company and painted to match a frosting sample) and also positioned massive, 30,000-pound-capacity scales in order to give the casino the exact weight.

The current, ever-growing client list and show of diversity and imagination put on display at Mohegan Sun provide evidence of just how far this company has come from its humble beginnings. How Maybury has orchestrated this evolution and progression is a story of entrepreneurial drive, vision, and ample doses of both luck and determination — mostly the latter.

Recalling how things got started, Maybury said that in addition to his forklift adventures at Milton Bradley, he also worked at Big Y, SIS (now TD Banknorth), and other area companies while trying to choose a career path. Instead, one chose him.

Growing up, he recalled, the conversations around the dinner table often revolved around his father’s work in material-handling equipment, and he eventually gravitated toward it himself.

“I grew up with it, and was kind of fascinated by it,” he said, re-emphasizing his childhood interest in all things mechanical, which manifested itself in early exploits in snowmobiling, mini-bike and motorcycle riding, and an endless parade of cars. “I would go into where my father was employed, go out back, and see all that equipment; it was something that really interested me.”

That company was Stanley Handling Equipment Co., later to be called StanLift, in Agawam. It was sold while Maybury’s father was executive vice president, and he then left and did consulting work for a similar venture based in Boston.

“It was at the supper table one night … I asked my father if he thought I could sell the things he used to sell,” Maybury recalled. “He said, ‘let’s give it a try,’ and we did.”

He started as an independent agent of sorts representing dealers trying to penetrate the Western Mass., market, selling workbenches, industrial stools, shelving, pushcarts, and other items needed by manufacturers that didn’t require help with installation, and was helped considerably by some of his father’s contacts.

“I’m 18, 19 years old … these people basically adopted me like a son or a grandson, because I was so young,” he explained. “I would go in, show them the book, show them the prices, tell them how much I needed to make, and they were cutting me orders.

“If I had any questions, I would go and ask my father,” he continued, adding that as the orders started rolling in, the father-and-son team saw a business opportunity unfolding before him. With a $25,000 loan from what was known then as First Bank — “they enjoyed the signature of the 40-year-old father much more than the 19-year-old son,” said Maybury — they were off and running.

Hitting on All Cylinders

Beyond the changes in street address over the years, the company was also in a constant state of change and diversification, said Maybury, patterns that have made it unique in the material-handling sector.

After starting with benching, shelving, and stools, the company moved into larger shelving installations, and two-story installations, including some work for Subaru of America. These installations would require lift trucks, he noted, adding that in the beginning the company would rent such equipment for jobs, but later purchased a fleet of the vehicles to ensure it could get a job done — and on time.

These ‘installs,’ as they were called, were usually done over a weekend, when a plant was shut down, he continued, adding that the mechanics hired to do these jobs often had little to do during the week, so the company started subbing them out to other businesses.

This was the beginning of Maybury’s power equipment division, which sells, leases, and maintains forklifts, scrubbers, sweepers, and other pieces of equipment and accounts for roughly 50% of total revenues.

Maybury remembers when the fleet consisted of one van (he still keeps a picture of it his files) and five hand trucks. Today, it’s 30 vans and more than 300 left trucks serving an area that stretches east to Worcester and south into Northern Conn., but Maybury says the company goes wherever its customers want.

It’s done work in Pennsylvania for Friendly’s, for example, and also in Nebraska, Texas, the Dominican Republic, and elsewhere for other clients.

This constant evolution has yielded a company that Maybury describes as a “solution provider,” and one that has no across-the-board competition.

“Our competitors are silo businesses,” he explained. “We have lift truck competitors, shelving and rack competitors, conveyor competitors, and mezzanine competitors, for example, but there aren’t any real solution providers that can address the full scope of material handling like we do.”

Summing up what his company does, and simplifying matters as he does so, Maybury says his team of 100 employees helps clients become more efficient, thus making them more profitable and competitive in the face of increasingly global competition. And throughout its existence, the company has essentially practiced what it has preached — using technology, processes, and teamwork to simplify and streamline operations and provide new opportunities for growth.

“We’re about as paperless as a company like this can get,” said Maybury, citing just one example of how the company works to take time and waste from its processes, while also serving customers more efficiently. The company has used self-directed work teams, the Kaizen process, and other strategies to reduce process times and reduce errors.

These efforts were rewarded with a Pioneer Valley Excellence Award in 2005, what Maybury calls the first step in an aggressive drive to winning a Baldridge within the next decade. Established in 1988, and named after former Commerce Secretary Malcolm Baldridge, a strong proponent of quality management, the award is given to companies to large and small judged to be outstanding in seven areas: leadership; strategic planning; customer and market focus; measurement, analysis, and knowledge management; human resource focus; process management; and results.

Maybury said that while his goal is on winning the award, his focus is on doing the things necessary to achieve that end, which means not achieving results, but sustaining them, which is the key to not merely filling a lobby with plaques and trophies, but also taking a company to desired heights in terms of efficiency and profits.

And for this, Maybury returns to the subject of teamwork, specifically a team of ‘Level 5 leaders’ as defined by business writer Jim Collins, author Good to Great.

“I have a human resources manager, a controller, a power equipment division manager, a material handling division manager, and a sales and marketing manager, and those positions support our strategy and our goals,” he explained, “and our initiatives and action steps are carried out by that group of people.

“Into everything we do over the course of a year we come up with some critical impact factors that will impact our business either in a positive or negative way, and then we develop strategies and action steps and come up with goals and plans so we deploy a common theme,” he continued. “If it’s self-managed teams, then it’s self-managed teams until we get it; if it’s paperless, it’s paperless until we get it; if it’s proper deployment of technology, it’s that until we get it; we don’t just say ‘let’s do this,’ and then it never happens.”

Gasket Case

There has been considerable deployment of communications technology over the years, said Maybury, adding that the progression of steps, such as the outfitting of service technicians with tablet PCs to eliminate all use of paper, is consumer- and service-driven.

“We don’t have technology just to have technology — we have technology to be the accelerator for our processes,” he said, noting that the use of the tablet PCs and aircards that provide Internet access eliminate the need for everything from paper receipts to repair manuals.

Which is significant, because each technician needs vast amounts of information at his or her disposal to maintain or repair the wide range of equipment sold and serviced by the company.

“With the technology and advancements, our technicians now have the ability to go online,” he said, “and go to the manufacturers’ sites, get their technical service bulletins, get schematics, get parts resources, and communicate by E-mail with the supplier so we can get all the information we need without having any books on the trucks.”

There are countless other examples of putting technology to work to streamline processes, allow people to do more work in less time, and even save a few trees, he continued, noting that technology is just half the equation; the other is the people who use it, and the company is careful to invest heavily in them, as well.

This strong focus on people was on display at the All Associates Year End Gathering, a tradition at Maybury for nearly 20 years now.

As the name implies, everyone who works for the company (and they’re called associates, not employees) is required to attend. In recent years, the date was moved from just before Christmas to the middle of the month to make it easier to fit into the holiday schedule.

As in prior years, this day-long program had a packed agenda, starting with a welcome from Maybury, a quick review of the safety record (169 days without a lost-time accident by Dec. 14), and then a comprehens
ve review of the company’s 401(k) program delivered by Charles Epstein, president of Epstein Financial Services.

“This is a good time to be a having a review,” said Maybury, noting the stock market’s rocky third and fourth quarters and the questions it would generate. “This is a time when people need information about their money and what to do with it to make it grow.”

The agenda continued with reviews of the health and dental plans, a look back at the accomplishments of 2007 and a glance ahead to the goals for ’08, a celebration of anniversaries (there was a 25th and two 20ths, among others) and new associates, a question-and-answer period, and that spirited round of ‘Are You Smarter Than a Fifth Grader.’

The associates’ day, and the specific parts of the program, are reflective of Maybury’s desire to make his a people-oriented company, one focused on helping employees balance work and life.

Finding that balance is something Maybury has had to work at himself, noting that, over the years, he’s managed to make time for his family, community activities, chamber of commerce duties (he was president of the East Longmeadow chamber for two years), work on boards such as the one at Baystate Health he’s a member of, and even some snowmobiling.

“When I balance my family with my business and the community, that makes me feel better,” he said. “I could probably lock myself in here for several more hours a day, but I wouldn’t have the same self-satisfaction. And I like to learn — I’m a constant learner … I don’t think I’ve every stopped.”

Growth Engine

The Maybury company may be essentially paperless, by its president proudly hangs on to an item that could have been recycled years ago.

It’s a placemat from the Fort restaurant in Springfield, on which Maybury scribbled the preliminary business plan for a subsidiary, or sister business, he started with a partner in 2005 called Atlantic Handling Systems. Based in the New Jersey community of Ho-Ho-Kus, it offers entry into a new, large market, and provides new opportunities for growth.

There was and is that requisite amount of danger with the Atlantic venture, he explained, adding quickly that this latest endeavor, called ‘Baby Maybury’ by some, amounts to a calculated risk, one that has worked out very well and holds considerable promise for the future.

And getting it off the ground has been fun, which, like that element of danger, must be part and parcel to everything that intrigues our Top Entrepreneur for 2007.

George O’Brien can be reached at[email protected]

Cover Story

Progressive Platforms?

WMass asks for expanded rail service

WMass asks for expanded rail service

Since Amtrak’s Vermonter returned to the so-called Connecticut River Line just over a year ago, bringing back passenger rail service to Northampton, Holyoke, and Greenfield after a nearly 30-year hiatus, officials in those cities say the train has done what they hoped it would — enable people to make connections. But the single train per day has certainly limited the number of those connections, they note, which is why they’re calling for additional north-south service while also pressing the state to make long-dreamed-of plans for an east-west line that would connect Springfield with Worcester and Boston a reality.

Dave Almacy was in a really good mood.

And why not? Ohio Gov. John Kasich, for whom he was doing volunteer work leading up to, and then the day of, the New Hampshire primary, finished second in that closely watched contest, surprising pundits and energizing his candidacy while doing so.

“A definitive second,” offered Almacy, putting heavy stress on that adjective as he typed correspondences on his laptop while riding Amtrak’s Vermonter back to his home in Alexandria, Va. the day after the Granite State voted.

Almacy, a principal with Alexandria-based Engage, a Republican digital-strategy company, has mixed politics with technology for some time now — he was White House Internet director for George W. Bush from 2005 to 2007— and regularly takes the train north out of Washington, D.C.

Dave Almacy passed through Western Mass. on the Vermonter

Dave Almacy passed through Western Mass. on the Vermonter. Area officials want to attract riders who will get on and off in this region.

“I like the comfort. It’s a nice ride; I can be online and do my work, and you don’t have to worry about falling asleep at the wheel,” he joked, adding that he usually doesn’t get past Philadelphia or New York, cities where he has many clients. But his service to Kasich — “we were part of the ground game, going door to door, making phone calls, town halls, you name it” — took him to the northern stretches of the Vermonter and, for these particular remarks, the stretch between Springfield and Greenfield.

Indeed, the train was just south of Northampton, gliding on rails seemingly a few yards from the Connecticut River’s west bank, when he became one of several riders who spoke with BusinessWest about this Amtrak service and why they were using it.

That Northampton train platform became a line on the Vermonter schedule just over a year ago, joining Greenfield and (several months later) Holyoke as new stops for this service amid considerable fanfare from those communities’ elected officials and area economic-development leaders.

Actually, these are new/old stops for the Vermonter, which used to run along what’s known as the Connecticut River Line, or Conn River Line, until 1989, when the deteriorated condition of the track forced the service to move east and run from Springfield to Palmer to Amherst and then Vermont, a far more rural trek that bypassed several of the region’s most populous cities.

With seemingly one voice, area officials say the restored, now-quicker route — coupled with the new stops — is prompting more people like Almacy to grab a seat on the Vermonter, and adding new potency to comments about the seemingly vast potential of the train to bring people, vibrancy, and economic-development opportunities to those four cities and the region as a whole.

But those comments almost always come with, well, a ‘but.’ It’s usually followed by a reminder, twinged with lament, that the Vermonter — which connects Vermont with Washington, D.C. — runs but once a day; the southbound train passes through Springfield at 2:35 p.m., while the northbound version stops there at 3:15.

This schedule certainly limits the train’s potential when it comes to everything from economic-development potential to taking cars off the roads, said Northampton Mayor David Narkewicz, noting that anyone getting on the train in his city, and there are many who do just that, can’t return to it on a train for at least 24 hours — unless they get off in Springfield and take the northbound train a half-hour later.

“If you want to go to New York City and come back the same day, you can’t really do that,” he noted, adding that, while the train has in many ways energized his city, the current service is certainly limited in its impact.

Tim Brennan, executive director of the Pioneer Valley Planning Commission, and perhaps the greatest champion of rail service in the region, agreed. He and the region’s mayors have taken their case to the state — more specifically, Transportation Secretary Stephanie Pollack. In a letter sent a few weeks ago, they seek help in two specific areas: first, with creation of a pilot program that would expand the north-south service to at least five trips a day, through the use of surplus, reconditioned MBTA locomotives and coaches, and second, with development of a business plan for the ongoing operation of the service beyond the initial pilot phase.

Rail proponents want to see more trains

Rail proponents want to see more trains on the schedule at Springfield’s Union Station — and all the other stops in this region.

But as they pursue that option, officials are looking at another one. Indeed, as Connecticut invests heavily in the expansion of rail service between New Haven, Hartford, and Springfield, area officials have begun talks with officials in the Nutmeg State about a partnership that might see some of those trains continue past Springfield and on to Holyoke, Northampton, and Greenfield.

And, while maintaining a focus on the north-south aspect of rail service, area officials continue to press the case for an east-west route that would connect Springfield, Worcester, and Boston. That’s an expensive proposition, and it may not become reality for a decade or more, but proponents say it will be well worth the wait.

In general, those officials are hoping that rail service as a whole can do what the Vermonter does as it chugs north out of the Northampton station — pick up considerable speed.

Train of Thought

As she stood on the platform just outside the John W. Olver Transit Center in Greenfield, braving a stiff wind and passing snow squall, Carolynne O’Connell found a few people who could do what she couldn’t — speak from experience about riding the Vermonter.

And she had seemingly as many queries as BusinessWest did. ‘Which direction does the train come from?’ ‘How fast does it go?’ ‘How long are the stops?’ ‘How many people get on and off?’ — these were just some of the questions she was asked in rapid succession in the moments before the southbound train arrived, right on time, at 1:35 p.m.

Soon, O’Connell, an environmental health and safety specialist with Turners Falls-based Judd Wire, would be able to answer those questions herself. She and her husband were on their way to an annual conference of safety officials, this time in the Big Apple.

She’s been to similar gatherings in recent years, in Milwaukee, Los Angeles, Boston, and other cities where the method of transportation was seemingly obvious. Not so with Manhattan, she explained, adding that several options were considered and mostly discounted for one reason or another.

Flying was deemed rather expensive, while driving seemed impractical given traffic and the cost of parking, she said, adding that some research introduced her to the Vermonter, which was now quite accessible from her home in Orange, roughly 15 miles east of Greenfield, and affordable — $126 per person for a round-trip ticket.

Thus, she became one of a growing number of individuals choosing that train and, in many ways, providing additional motivation for that letter from area mayors to Secretary Pollack.

Indeed, O’Connell is the kind of passenger area officials had in mind when they pressed for the new/old stops for the Vermonter. Or one of the kinds of passengers, to be more precise — individuals across several categories who get on or off the train in Western Mass.instead of merely traveling through it on their way to somewhere else, like Almacy and many others BusinessWest encountered on this Wednesday afternoon.

Other categories include area college students commuting between home and their chosen campus; professionals with clients in Hartford, New York, Philadelphia, Baltimore, Washington, or any of the other stops the Vermonter makes; individuals seeking another option for getting to a ski resort; and people visiting friends and relatives north and south of the Pioneer Valley.

And then, there are potential new categories of riders — including those who might choose to live in a particular area because it’s near a convenient rail line, and also those who might want to visit Northampton for dinner and a show and then head back home.

In each case, the categories — real and potential — are limited by that aforementioned ‘but,’ the one train a day. That’s why Brennan and the area’s mayors, while happy for that one train, are making their case for expanded service loud and clear.

The new rail platform in Greenfield

The new rail platform in Greenfield is one of several built with the anticipation that train service will be a game-changer in the region.

Narkewicz noted that Northampton has easily seen the most ridership among the cities that have again become lines on the Vermonter schedule. He’s ridden the train many times himself, and has encountered area college students heading north and south, as well as students from this area returning to various campuses; musicians traveling to New York for performances; and residents heading to various stops along the line for business or pleasure.

“It’s really a broad mix, and it’s very encouraging to see all these people taking the train,” he told BusinessWest, adding quickly that there would be far more potential for people to get both on and off the train in Paradise City if it came through more often.

“You could have people looking to see someone playing at the Calvin Theatre, or take in a play at the Academy of Music, or see an exhibit at the Smith College art gallery — and take the train to do that,” he explained. “We already are a destination for tourism, and this could be another access mode for people.”

And if the service were regular enough, there might be a much different train of thought — literally, said the mayor.

“If there is enough frequency of trains, you may have people getting off in Northampton and saying, ‘this is a really beautiful city … this would be a great place to live — it’s on a train route, and I can get to Springfield, Hartford, New Haven, or wherever by train; I can live here,’” he said.

Connecting the Dots

Marcos Marrero, director of Planning & Economic Development in Holyoke, said the city built its $3.2 million Depot Square Railroad Station with what he called realistic expectations for its use.

For the most part, he added, they are being realized, with fewer than a dozen people, on average, getting on or off the Vermonter each day in the Paper City.

“We projected that there would not be a lot of riders starting out, which is why we didn’t build a huge parking lot for it,” he explained, adding that the unwritten ambition is to have to construct a bigger one someday, preferably soon.

Marrero said he’s witnessed people getting on the train to go skiing, travel to business appointments, or visit relatives in Connecticut and New York — something they could do previously by train, but only by getting to Springfield first — with more usage on or just before a weekend.

But Holyoke didn’t build that train platform — nor do its officials continue to talk glowingly about its potential to help the city attract residents and businesses — with one train a day in mind.

The focus, as it is in other communities, is on the bigger picture, said Marrero, noting that this means both more north-south travel and, eventually, hopefully, an east-west route.

“The promise of rail is attractive,” he explained. “Having the train station is akin to building an airport … that’s the start, and then you work to populate it with more air service. The train service is similar to that — now we have to work on expanding it.”

Like Brennan and others, Marrero said the train — even one that goes through once a day — allows people to make connections in other Western Mass. communities as well as other cities and towns on the route, especially those to the south. More trains equates to more connections, which is why, throughout history, communities with rail stops have generally fared better than those that lack them, when it comes to being both a destination and a place where people want to live and conduct business.

“For our strategy in the downtown of creating new businesses, homegrown businesses, people from the outside who want to start new ventures, while also creating more opportunities for living here, it’s important to have those connections,” he explained. “They can be with businesses in Springfield or job opportunities in Hartford.”

Narkewicz agreed. “Any time you can make the world a little bit smaller in terms of connecting us to the Valley and the rest of the north-south corridor, that’s important.”

It is the desire to create such connections that prompted a return to the Conn River Line for the Vermonter and, only a few months after it was back in service, a call for more trains.

Just when, and even if, Holyoke will need to build a bigger parking lot is hard to gauge, but Brennan believes there could be some progress by the end of this year or early next. Indeed, expansion of the New Haven-Hartford-Springfield service, which will bring another 12 trains a day into the City of Homes, should be completed by year’s end.

Talks are underway with the Connecticut Department of Transportation about taking some of those trains farther north, and the matter is being taken under advisement, he noted.
“They’re interested in doing that. They would want us to pay our fair share, but they are keeping that option open.”

The other option for expanding north-south service — deploying surplus MBTA equipment on that route — was promoted in a Jan. 29 letter to Pollack, which seeks creation of a pilot program that will reveal potential usage.

Obtaining that MBTA equipment is the key, Brennan told BusinessWest, adding that, if and when it can be earmarked and refurbished, a request for proposals will be submitted for those seeking to operate a service several times a day — preferably two runs in the morning and two more in the evening, on top of the Vermonter.

He expects there will be response to such an RFP.

“There would likely be a half-dozen or so operators that would bid on it,” he projected, adding that Amtrak and Pan Am Railways, which moves freight along the Connecticut River Line, could be among those bidders.

Track Meets

Such expansion of rail service, both north-south and (hopefully) east-west, will enable the train to become more than what it is now — essentially another means of getting from here to there, said Brennan.

As he elaborated, he summoned the phrase “transit-oriented development,” terminology that essentially speaks for itself — although Brennan did offer an explanation.

“When you’re able to offer passenger rail service, the places where the train stops tend to become catalysts for economic development within a quarter-mile to a half-mile of the station,” he noted. “It’s like you create a hot spot for development in that area where you can walk to the station — for example, if you get out of Springfield’s Union Station and walk to your office, or get off the platform in Northampton and walk to Smith College.”

Creating such hot spots is really what the push for rail service is all about, he went on.

“We’re trying to get the level of service up so that those communities where the train is going can generate the full rate of return on investment,” he told BusinessWest, referring to both the costs the communities have incurred and the money pumped into rail by the state.

Hopefully, there will be additional investments, in the north-south line, but especially east-west service farther down the line, as they say in this business.

Indeed, it is the potential to connect Springfield with Worcester and Boston via rail that has Springfield Mayor Domenic Sarno particularly intrigued about transit-oriented development.

Carolynne O’Connell, who took the train from Greenfield to the Big Apple

Carolynne O’Connell, who took the train from Greenfield to the Big Apple for a conference, represents the type of rider area officials had in mind when they lobbied for an extension of north-south rail service.

He noted that the potential for people to be able to work in Boston, Cambridge, or Worcester and live in Springfield — something that would become much more feasible with fast, reliable, east-west train service — could be one of many sources of economic development in the future.

“An east-west service makes sense with everything we’re doing here in the city, including Union Station, MGM, efforts to generate entrepreneurship, creating market-rate housing such as Silverbrook Lofts, and more,” he explained. “The cost of living out here, whether it’s for residential or running a business, is much more palatable than it is in the eastern part of the state.

“It will take a huge investment, and for that reason some people say this is all pie in the sky,” the mayor went on. “But to have an east-west service that would run all the way to the Berkshires makes a lot of sense.”

Brennan agreed, noting that, if expanded rail service becomes reality, this region, and especially cities like Springfield, Northampton, and Holyoke, could benefit from what he called “re-urbanizing,” a reverse of what occurred 40 years ago, when people and businesses moved out of cities.

“There are two segments of the population that are increasingly interested in living in denser urban centers where they don’t need a car,” he explained. “These are seniors, retirees, and also young workers.

“Young people often don’t have a car and don’t want a car,” he went on. “But they want mobility, so the train is very attractive to them; they’ll live and work in an area if you offer them some type of rail alternative. Conversely, seniors, while they’re healthier, aren’t as interested in maintaining a big home and a lawn, and they’re finding cities more attractive.”

The region can be part of this movement, which is national in scope, said Brennan, but not if there’s only one train a day going in both directions, and not without east-west service.

The Last Stop

Sarah Beers is a costume designer from Queens. As she rode the Vermonter back home from Marlboro College — a liberal-arts school located in a town of that same name just west of Brattleboro, where she teaches three times a semester — she talked of this train service in mostly glowing terms.

“But it could be a little quieter … and definitely faster,” she told BusinessWest, adding that she wishes Amtrak could somehow slice at least an hour off the five-and-a-half-hour trek to Penn Station.

Western Mass. officials have another wish when it comes to the train — they just want more of it.

Getting those additional runs, they say, will take rail service from being a convenient transportation option to being a platform for growth and progress — both literally and figuratively.

Meanwhile, such an expansion will allow them to stop talking about what rail service could be and start discussing what it is.


George O’Brien can be reached at [email protected].

Sections Supplements
Why Starting at a Community College Can Be a Saving Grace
Nick Fusini

STCC student Nick Fusini, one of many people now taking what is known as the “community-college route” to a four-year degree.

Starting at a community college and then transferring to a four-year school has been a common strategy for decades at area schools. But there is evidence that more young people — often with encouragement from parents who will pay all or part of the bill — are taking the transfer route for financial and practical reasons. This trend is being facilitated by joint-admission agreements between the community colleges and both public and private four-year schools that could eventually boost enrollment at those institutions and keep more college graduates in the Pioneer Valley.

Nick Fusini’s career ambitions changed somewhat roughly a year after he enrolled at Springfield Technical Community College; his original plan was to get into civil engineering; however, he later focused his sights on the related field of construction management.

But his game plan for achieving his bachelor’s degree didn’t change.

From the start, his strategy was to start at a community college and then transfer to a four-year school, and the driving force behind that plan was simple: money — perhaps $50,000 by his estimates.

That’s how much the Dalton resident projects he’ll save by spending two years at STCC (annual tuition: roughly $5,000) and then transferring to the Wentworth Institute of Technology in Boston (current tuition: about $30,000), which recently sent him an acceptance letter. Just how much he’ll actually save remains to be seen because he’s not sure if he’ll be at Wentworth for two or three years — there is uncertainty about how many of his credits will be transferable — but he knows the total volume of student loans he’ll be repaying years down the road will be a fraction of what they would have been had he started and finished at the four-year college.

“I knew I could save a lot of money doing it this way,” said Fusini, who took a break from studying for finals to talk with BusinessWest. “I knew I’d be taking mostly the same courses to start here or at a four-year school, so it just made sense to take them here.”

Starting at a community college and then transferring to a four-year school — for reasons ranging from pure economics to general uncertainty over a course of study to both — is hardly a recent phenomenon. But it is happening with greater frequency these days, in large part because of the spiraling cost of a college education, and the fact that many (if not most) students simply don’t know what they want to study when they get to college.

And it makes a great deal of sense to spend $10,000 to try and find out, as opposed to $50,000 or, at the rate things are going, $100,000.

That’s what Mark Broadbent tells those looking at or enrolled within Holyoke Community College, which he serves as coordinator of Transfer Affairs. He told BusinessWest that he has definitely seen a surge in the number of students making both conscious and unconscious decisions to start their secondary education at HCC and finish it somewhere else. Sometimes, the students, both traditional and non-traditional, will make such a decision themselves, but, increasingly, the discussion is being started by parents who are paying all or some of the freight.

“We’re hearing about more parents saying, ‘we’ll pay for your education, but start here first and then figure out where you want to go, because I’m not wasting time and money while you go play around at a four-year school,’” said Broadbent, referring specifically to HCC but implying any community college.

And while young people and their parents are warming to the idea of starting at community colleges and then transferring, several recent initiatives make it easier for them to do so. These include articulation and joint-admission agreements between the community colleges and several area schools, both public and private, and, more recently, a Jack Kent Cooke Foundation grant designed to help elite schools create more economic diversity on their campuses by generating more transfers from community colleges.

Locally, Amherst College and Mount Holyoke College are participating in the program, which also includes Bucknell, Cornell, the University of Southern California, and other schools.

The joint-admission agreements vary somewhat in their language and grade point average requirements, but the tone is the same. Essentially, if someone attending a community college meets certain requirements, they will gain automatic acceptance to a four-year school upon graduation.

And there are some financial incentives for students to do so. Those who go from STCC, HCC, Greenfield Community College, or Berkshire Community College to AIC, for example, and have at least a 2.7 GPA will receive $6,000 in annual tuition assistance as long as they remain a full-time student.

Such incentives are enabling more students to transfer immediately after earning their associate’s degrees, said Pam White, director of Cooperative Education, Career Services, and Transfer Affairs at STCC.

“Before, people were still transferring, but some would put transfer on hold for a year or a semester,” she said, listing reasons ranging from finances to uncertainty over the need for the four-year degree. “But with these joint-admission program for both private schools and the Massachusetts state system, I think we’ll be seeing an increase, because it will be more affordable.”

This issue, BusinessWest examines this emerging trend in education and career development, and what it means for students, their parents, area schools, and even the region’s economy, which many say will stand to benefit if more people obtain four-year degrees — and earn them in the 413 area code.

Course of Action

STCC President Ira Rubenzahl told BusinessWest that many of today’s college students have a different mindset about their education, and how and where it will unfold, than previous generations.

Years ago, students would enter a college with the expectation that they would graduate from it two or four years later, he explained, adding that, generally speaking, today’s young people don’t have that same thought process.

“This generation moves around a lot; sometimes they’ll start at a four-year school, transfer here, and then transfer back or to another four-year school,” he said, adding that reasons for such movements vary from a change in major to dissatisfaction with an institution to that common theme of economics.

The phenomenon helps explain an increase, both locally and nationally, in the number of people taking what many call the “community college route,” he continued, but the root cause of the trend is the escalating cost of a college education and greater diligence in the search for ways to minimize it.

Broadbent concurred and said that, from his vantage point, students today are more savvy than previous generations about the cost of education, obtaining value for their (or their parents’) money, and, when possible, shortening the pace of their education to make it less expensive.

“You’re seeing fewer people start at a college and do their four years there because their father and their grandfather did — it’s not like that anymore,” he explained, adding that students will often go to several schools during their pursuit of a degree, and even to two or three at the same time to quicken the pace. “Students have become savvy at finding deals and finding what they want when they want it; if they can’t find it here, they’ll look at another school.”

Economics has been the primary driver of the trend toward more people — young, and sometimes not so young — starting (or starting over) at community colleges, said GCC President Robert Pura. He used his own experiences to explain the basic math.

“When my daughter was born 12 years ago, I sat down with my insurance guy to do some planning,” he said. “He told me I’d better figure on a college education costing about $50,000 a year. I thought he was just being a good salesman, but it turns out he was being conservative.

“My daughter is six years away from college,” he continued, “but some schools are already at or near that $50,000 figure.”

Such numbers will certainly limit access to elite schools, he said, noting that while many public schools, such as UMass and the nearby Mass. College of Liberal Arts, are less expensive, their costs are still challenging, if not prohibitive, for some families and individuals.

So it makes sense to perhaps take nearly half off those price tags by starting at a community college, he said, adding that the enrollment numbers at his school would indicate that people are heeding that advice.

“We’re seeing an increase in the number of students who are choosing to spend their first two years at a community college with the intention of transferring somewhere else,” he said, adding that there have always been, and still are, a large number of students who are arriving at community college campuses looking for some degree of clarity about their education, career options, and life in general. And it makes sense for those people to only be spending a few thousand dollars a year to sort things out.

Nicole Darden, a 2006 graduate of HCC now majoring in Psychology and minoring in Educational Studies at Mount Holyoke, did a lot of sorting out while taking a circuitous route to this point in her education.

She started at UMass-Amerst as a Nursing major several years ago and decided that wasn’t for her. “I was getting good grades, but didn’t think I was getting much out of college,” she explained, adding that she took six years off (four of them in the military) and started a family. She started at HCC in 2003, with the original intention of earning a certificate that would enable her to become an administrative assistant.

But she soon found her passions lay deeper, and told BusinessWest that her experiences offer evidence of why there are both financial and practical reasons for starting at a community college.

“Cost was a factor for me, and getting the first two years out of the way at a two-year college made perfect sense for me,” she explained. “But, furthermore, taking that route gives you a chance to hone your skills and decide on your major before you get into a track.

“Looking at some of my peers, people get a degree in something thinking that this is what they want to do,” she continued. “But often, they haven’t had time to really explore, and in the end, it’s not what they really wanted.”

Fusini used his time at STCC to clearly identify what he wanted. As part of his work toward an associate’s degree in Civil Engineering, he was introduced to the field of construction management, which, as the name implies, involves the management of construction projects, such as the building of the new federal courthouse two blocks down State Street from the STCC campus, an initiative that became part of Fusini’s studies.

“I got exposed to construction management and discovered I really liked it,” he said, adding that the discovery process was exponentially cheaper at STCC than it would have been at Wentworth and maybe half the total at UMass.

Degrees of Progress

White told BusinessWest that STCC’s transfer report for 2005 (the latest data available) is typical of recent years at the school.

The breakdown shows that the vast majority of students transferred to local schools, with 26% of the total enrolled in four-year colleges now going to Westfield State College, 17% to Western New England College, 12% to AIC, 7% to Bay Path, and 4% to Elms (figures for UMass were not available, but it has traditionally been the biggest receiver of STCC transfers, she said). But students also moved on to Rensselaer Polytechnic Institute (3% of them, in fact),

entworth, Chaminade University of Honolulu, the Rochester Institute of Technology, and Suffolk University, among others.

The joint-admission agreements with area schools and accompanying financial incentives in the form of merit-based scholarships will undoubtedly facilitate transfer to area schools, said White, adding that, overall, about one-third of the college’s students will transfer.

That number has fluctuated over the years but has hovered at or near that level. But she expects the lines on the bar charts to start pointing upward.

Matt Fox, associate director of Admissions and coordinator of Transfer Admission at Western New England College, said he has heard and read about a national trend toward more people starting at community colleges, but hasn’t seen it reflected in transfer applications coming into his office.

“Those numbers have been very steady,” he said, as have the number of annual transfers into the college — roughly 100, with an even mix of people coming from two- and four-year schools.

But he expects the joint-admission agreements with area community colleges, inked last year, to at least increase awareness of opportunities at WNEC — especially at GCC and BCC — and perhaps generate more applications down the road.

“The agreements have helped to increase awareness with local students,” he said. “We haven’t seen a surge in applications, but the programs are relatively new. We’ve made more of an effort to get out to the area schools, so we have more of a presence, at least a physical presence, than we have in the past.”

Beyond the awareness factor, the agreements should help facilitate what Fox called the “advisement process” with students. “We’re going to be able to get to them early on,” he explained. “For those who identify that they’re going to be at one of the community colleges and have aspirations to transfer at a later date, at least we can help them plot a course.

“Through joint admissions we identify programs that are more conducive to transfer than others,” he continued. “We can take a more proactive stance and really focus on the advisement piece; we want to help students maximize their transfer credits.”

Kim Hicks does a significant amount of advising in her role as coordinator of the Honors Program at HCC. She assists students with planning a course of study that will facilitate transfer, while also preparing individuals for the rigors of a four-year school — and well beyond.

Like Broadbent, Hicks said community college students must be diligent in not merely stockpiling credits, but amassing the right credits for their career ambitions.
Hicks said the majority of transferring graduates at HCC also move on to area public schools — Westfield State is the primary recipient for that institution, as well — but others are moving on to Cornell, Smith, Mount Holyoke, and other elite schools.

Recently, Amherst College was added to that list through its partnership with the Jack Kent Cooke Foundation. Launched just over a year ago, the $27 million initiative was created to markedly increase opportunities for high-achieving, low-income community college students to earn bachelor’s degrees from four-year schools.

The initiative was designed to spawn greater diversity on those campuses, said Hicks, with regard to both income level and age — many of the transfers from community colleges are in their mid- to late 20s, or older — and there is currently an HCC graduate at Amherst as a result, with two more planning to go there in the fall.

“Amherst has been working very closely with the Honors Program to become a real transfer destination,” she said. “They’ve been reaching out to community colleges; here, they’ve visited honors classes, been to department meetings, talked with students, and invited them to their campus for a transfer event. They’ve been open and receptive to HCC students.”

Overall, said Rubenzahl, the trend toward the community-college route will ultimately benefit both the two-year institutions and the four-year schools to which they feed students — statistics show that transfers do at least as well if not better than those who go directly from high school — as well as the region’s overall economy.

Indeed, today’s technology-driven economy, especially in the Bay State, often demands a four-year degree, he said, and the tran
fer trend, helped by the joint-admission agreements, will put them within reach for more people.

“It’s definitely a win-win scenario,” he said. “Society needs more people with bachelor’s degrees, and this transfer trend will produce them.”

Stern Test

As Fusini told BusinessWest, his shift in focus from civil engineering to construction management came through exposure to the latter and realization that this was what he wanted to do for a living.

The future path to that career remains to be charted, but the first few years have gone according to the script.

It’s one that a growing number of students will be following in the years to come as the cost of a college education continues to soar.

As those numbers escalate, the community-college route will make clear fiscal sense for many individuals and families. To take a line from the course directory, it’s Economics 101.

George O’Brien can be reached at[email protected]

Features
Avid Ironworks Forges a Place in the Region’s Construction Industry
Janice Visconti

Janice Visconti says her career change from nursing to president of Avid Ironworks has been a successful blending of business and family.

When Janice Visconti left a career of more than 20 years to run the family business, she knew that her new role would surprise those who had known her as a pediatric nurse.

“It’s definitely a career change,” she told BusinessWest. “I see people I used to work with, and they ask, ‘are you still at the hospital?’ And I say, ‘oh, you won’t believe where I am.’”

To be specific, she’s in the president’s chair at Avid Ironworks in Springfield, which her husband, Dave, and her father-in-law, Joseph, launched in 2005.

Dave had built and operated an independent metal-fabrication business since the mid-1980s, but closed shop about five years ago. He reopened with his father at the helm as a silent partner, but Janice bought him out in 2006.

The timing was right to switch careers, she said, because she wasn’t actively working in nursing. About five years ago, after the Viscontis’ 9-year-old son lost a five-year battle with neuroblastoma, the importance of family overshadowed career goals, and Janice quit her job in home care to spend more time with her daughter, now 11. When the opportunity arose to join her husband in the family business, it just made sense.

“I like the flexibility of it, the challenge of doing something different and working for myself,” she said. “After my husband had done it for years, he said, ‘I don’t want to be the president of a company anymore.’ He just wanted to go in and work. I started getting interested in doing some office work, and he asked me, ‘why don’t you own the company?’”

At first, Janice worked at home away from Avid’s small headquarters on Rose Street in Springfield, but when a larger, neighboring building became available, the entire operations moved there. “It’s worked out well,” she said.

Eager to Work

Avid Ironworks serves as subcontractor for a variety of general contractors, with output including rails, stairs, catwalks, and other ornamental metals; gas metal arc welding, gas tungsten arc welding, and aluminum, stainless, and carbon steel welding; and a range of other services.

“We fabricate iron and materials here in the shop, and we have welders that will install on site,” Visconti said.

“We’re working on colleges, libraries, police stations, fire stations — that’s where the work is right now. There are a lot of bids out there in the public sector. We used to concentrate on private work, but then we became DCAM-certified.”

That certification by the Mass. Division of Capital Asset Management opens doors for contractors and subcontractors seeking public-sector work in the Commonwealth, and it also promotes diversity, in particular businesses owned by women and minorities, which is a benefit for Avid.

“With these public jobs, you have to be DCAM-certified to work on them,” Visconti said. “We have to submit a bid to DCAM, and they have to choose the lowest responsible bidder, and the general contractor who wins that bid has to choose you. It’s good in a way; it gets the general contractors working with a lot of different people. We’re already pre-qualified, so we can do the job.

“It’s definitely a process, though,” she continued. “A lot of general contractors stay away from that because there’s a lot of paperwork for anything dealing with the state. But once you get certification, it’s nice because it opens up lots of doors.”

For instance, she’s spoken with general contractors in Connecticut who had to become DCAM-certified to move into Massachusetts. “With work starting to dry up in Connecticut, they’re moving over the border, but that gives us more opportunities to work with different contractors.”

On top of that, Avid has also been certified through the State Office of Minority and Women Business Assistance.

“Being a woman in the workforce, that’s supposed to help with gaining contracts and being more competitive with other companies,” she said. “That was the whole purpose of it. I own a business in a competitive market, and if this gives me any type of advantage, that’s good.”

Still, she said, Avid typically bids on DCAM work that must go to the lowest bidder, so she hasn’t seen many ill effects of being a woman in an overwhelmingly male field.

In fact, due to DCAM, “there are contractors out there who will contact us because they need to work with more women and minorities,” she said. “The state of Massachusetts is definitely pushing toward equal opportunities, and that’s definitely a plus.”

The ability to bid low also gives Avid an advantage over Eastern Mass.-based entities.

“There are a few companies in this area that we’re quite competitive with, but a lot of the companies out east, their prices are really out there,” she said. “I don’t know if they have so much work that they don’t need to move into our area, but we really don’t compete with them.”

What growth Avid had attained in the past few years, however, must be balanced against the financial dark clouds impacting industries of all types.

“The steel prices alone have gone way up. The delivery freight surcharges, the gas surcharges, everything went up,” said Visconti — and that was before the sharp economic downturn started to put the clamps on some expected work.

“Things are definitely slowing down. In the wintertime, it’s always down anyway in this trade. But there’s some work that was out to bid, and they’re holding off or cancelling the jobs, and that affects us as well as everyone else. We’re lucky to be busy, but right now we’re expecting 2009 and possibly 2010 to be slow. Hopefully not too slow.”

Family Affair

Ironworking runs in the blood for Dave Visconti, whose grandfather worked at the Moore Drop Forging Co. in Springfield. And the company he founded truly is a family business; while he serves as operations manager, the Viscontis have a nephew on board as project manager.

Like most businesses these days, Avid is concentrating on simply surviving the next year or two. But down the line, Janice Visconti isn’t as interested in growing physically as much as maintaining a solid schedule of work.

“We don’t want to grow too big; that’s not always the best way, and we’re happy where we are,” she said. “We just want to stay busy and continue to provide a quality product in a timely and cost-effective manner for our customers.”

Meanwhile, Visconti doesn’t want to be the silent executive her father-in-law was. After all, she didn’t leave a career in health care to sit in an office and crunch numbers — so she became a certified welder in 2006.

“I figured, if I’m going to own this company, I want to learn the business. I don’t just want my name on it. So I got down there and learned how to weld,” she said.

Sounds like the framework of a successful second career.

Joseph Bednar can be reached at[email protected]

Court Dockets Departments

The following is a compilation of recent lawsuits involving area businesses and organizations. These are strictly allegations that have yet to be proven in a court of law. Readers are advised to contact the parties listed, or the court, for more information concerning the individual claims.

CHICOPEE DISTRICT COURT
F&M Landscaping v. Popeye Chicken & Biscuits
Allegation: Non-payment of snowplowing and sanding services rendered: $26,214.63
Filed: 12/6/10

GREENFIELD DISTRICT COURT
Old Dominion Freight Line Inc. v. Neu Tradition Millwork Inc.
Allegation: Non-payment of trucking and freight-transportation services rendered: $2,708.49
Filed: 11/19/10

HAMPDEN SUPERIOR COURT
Bonnier Corp. v. Webcloseout.com, Inc.
Allegation: Non-payment of advertising services: $32,554.52
Filed: 11/23/10

Duke Concrete Products v. Northeast Mesa, LLC & Guilio Burra and Campanelli Westfield, LLC
Allegation: Non-payment of equipment provided and services rendered on construction project: $51,505.36
Filed: 11/22/10

Howard Remmich v. Medeiros/Williams Chevrolet Inc.
Allegation: Breach of warranty: $72,089
Filed: 11/14/10

Lisa Sotov v. Baystate Health Systems Inc., Aida Rivera, and Antonia Delgado
Allegation: Defendant disclosed confidential medical information, causing emotional distress: $25,000+
Filed: 11/19/10

Rafael Alicia v. Lorenver Po, M.D., et al
Allegation: Overdose of cholesterol medications, resulting in kidney failure: $44,317.92
Filed: 10/28/10

York International Corp. v. Statewide Mechanical Contracting Inc.
Allegation: Non-payment of goods sold and delivered and services rendered: $100,564
Filed: 11/4/10

HAMPSHIRE SUPERIOR COURT
Katie Davis and Christopher Wolcott, individually and as parents of Lucas Wolcott v. Edward J. Patton, M.D.
Allegation: Medical malpractice: $120,000
Filed: 11/29/10

NORTHAMPTON DISTRICT COURT
TBF Financial, LLC v. Davtam Insurance Associates Inc.
Allegation: Breach of lease agreement: $4,711.97
Filed: 11/22/10

SPRINGFIELD DISTRICT COURT
Brenda Aulet and Javier Hernandez v. Drive USA 2 Inc.
Allegation: Breach of warranty: $17,373.72
Filed: 11/9/10

Joseph Simons Division of the Bell Pump Service Co. v. Lessard Plumbing & Heating Co.
Allegation: Non-payment of goods sold and delivered: $10,924.68
Filed: 11/17/10

Leahy Press Inc. v. Wholesale Printing Inc.
Allegation: Non-payment of goods sold and delivered: $14,701.95
Filed: 11/8/10

Neuro-Psychology Associates of Western Mass v. Cigna Corp.
Allegation: Failure to pay medical claims: $8,882.30
Filed: 11/16/10

Performance Food Group v. Cuisine of Mark Connolly Inc.
Allegation: Non-payment of goods provided on credit account: $9,635.53
Filed: 11/23/10

United Rentals v. Behrend Construction Co. Inc.
Allegation: Non-payment of materials, equipment, and services rendered: $9,028.03
Filed: 11/9/10

Features
Westfield Charts Progress Downtown and in Its Industrial Parks
Lisa McMahon

Lisa McMahon, seen at Westfield’s Farmers Market, says there is a great deal of interest in downtown real estate.

Moving like a freight train.

That’s the speedy-sounding metaphor Westfield Mayor Michael Boulanger used to describe the forces transforming both his city’s downtown and overall immediate future. As he delved into the details, the description doesn’t seem far off.

A city with a long history evident in three centuries of architecture along its city green, Westfield dates to the 1660s as the westernmost outpost of the Massachusetts Colony. In its heyday, it was a manufacturing center for bricks, cigars, and the buggy whips that give the city its nickname. Today, more than 40,000 people inhabit its 47 square miles, with a median income of around $45,500.

Westfield has long been free from many of the social ills plaguing its regional peers. It boasts steady home prices, a low crime rate, and a solid middle-class population have made the Whip City something of an anomaly in the Pioneer Valley.

While other former mill cities strive to shore up their communities from decades of urban blight, Westfield has its eyes on a larger prize, nothing short of transformation into a destination city, not unlike nearby Northampton. In this latest community profile, BusinessWest talks to some of those people with the lofty, yet very real, goals of making that happen.

Home Court Advantage

Nationwide, economic development has been as stagnant as the summer’s heat. But Westfield boasts new-business planning that most communities can only dream of. Boulanger sat at the head of his conference table recently to outline the details of that “freight train” he described.

“Contrary to what the Massachusetts economy, or that of the nation, has shown in terms of a lack of growth, well, there’s a lot of stuff happening here now,” he said. Indeed, there is.

The undeveloped areas of land around Barnes Airport on the north side of the city are proving to be fertile grounds for significant growth. Home Depot had already operated a regional facility in that section of town, but plans are underway for a $25 million rapid-deployment center in Campanelli Industrial Park.

“That facility will be the regional distribution facility for all the Home Depots in Eastern New York State, as well as New England,” said Boulanger. “That’s a 675,000-square foot facility, and that to us is huge.”

Not only did Westfield successfully keep the facility within city limits after sites in Connecticut were considered as potential hosts, but officials estimate that 150 new jobs will be added to the city’s workforce.

Also scheduled for construction in Campanelli Industrial Park is a $400 million power plant owned by the Pioneer Valley Energy Corp. Boulanger noted that all permitting is in place; phase two of the project, involving gas lines from Southwick, is underway; and the site promises a substantial contribution for the city’s tax coffers. “We’re expecting annual revenues for Westfield to be around $3.2 million,” Boulanger said.

Why Westfield? Boulanger was happy to expound on the relative strengths of his community. “We had the space available, first and foremost, and not many other places did, really, for facilities of that size,” he explained. “We’ve got the airport right there for corporate needs, we’re at the axis of highways going north-south and east-west, we’re close to a major city, Springfield, as well as a commercial airport. In the case of Home Depot, Westfield is centralized for all the facilities for the stores they need to service.”

Boulanger noted that new growth is not limited to the industrial park. Barnes & Noble plans to open a 10,000-square-foot facility incorporating a Starbucks café in the city common, with a target date for business beginning in summer 2010. “That will be a huge anchor point for other establishments to build off that brand and its presence,” he said. The retailer’s college-bookstore division also signed an agreement in principle with Westfield State College, with business to begin in October of this year at the campus.

In a statement, WSC President Evan Dobelle noted that Barnes & Noble was unanimously recommended to be the school’s managing bookseller, adding that “they have been highly successful in communities of all sizes.”

But the bookstore isn’t all that the city and college will be sharing.

Head of the Class

When BusinessWest recently turned its focus on Westfield, the big news was Boulanger and Dobelle agreeing to join forces in using downtown student housing to spur revitalization in the city’s center. The two understand that a college community is dependent on both town and gown for reciprocal strength and vitality. Boulanger said that the plan is moving along, and that he “couldn’t be more pleased.”

“The college had put out requests for proposals for student quarters in the downtown area a few months ago,” he said; that process has closed and is being reviewed by the state’s Division of Capital Asset Management (DCAM). “That office will come out with some decisions on those housing locations in a few weeks, so we can use that as a springboard for other projects in downtown.

“Revitalization of downtown is really college-dependent at this point,” Boulanger continued, adding that “the close partnership with the college is very strong, and I do know that they want to do this as much as we do. This really will serve as the catalyst for commercial and economic growth.”

Dobelle is no stranger to town-and-gown collaborations, nor, for that matter, the corner office itself. For two terms back in the early 1970s, he served as mayor of Pittsfield. Since then, he has been president at four different colleges; he became the 19th president of WSC in December 2007. While at Trinity College in Hartford, he successfully led efforts to utilize the school’s strengths to strengthen the poor neighborhoods surrounding the school.

“Westfield has an affluence that you don’t find in a lot of cities,” Dobelle told BusinessWest. “But the reality is that the dollars spent in Westfield are drawn out of the city because there aren’t places for that money to be spent here, be it retail or entertainment.”

The plan to house students downtown has a definite target date for move-in day for the fall 2010 semester, but Dobelle said it could realistically happen as early as the beginning of next year.

He sees WSC as an “anchor tenant” for downtown Westfield, and belives that, once people with disposable income start moving into those locations, business can be viable and successful, with a chain reaction taking place whereby the public sector wants to be a part of that vibrant culture. Locally, the turnaround of Northamp-ton’s downtown in the 1980s and ’90s is often cited as an example.

When the Great River Bridge (Elm Street) construction project is completed, the village green is redone, and the infrastructure of the city is repaired in a couple of years, Dobelle hopes that WSC will have proved to be the catalyst for a bustling city center like that of other college towns across the nation. He sees his role as president of a public college having even more of a place in that collaboration.

“When a public college is subsidized by the taxpayers, then there is a responsibility,” he said. “I could build dormitories on the campus and then not pay any taxes. But doing this is a more-responsible way to be respectful of the local property owners and the taxpayers subsidizing our institution.”

Home Improvements

When WSC successfully integrates into the city’s downtown, it won’t be the first agent of change in the historic center.

In the summer of 2006, the wheels were set in motion for the third Business Improvement District in the Commonwealth, located in Westfield. Lisa McMahon is executive director of the WBID, noted that, like other small to mid-size American cities, “strip malls took their toll on downtown’s economy. The Chamber of Commerce, the business community, and also City Hall agreed that our downtown was not well-represented.”

Like most people in the city, McMahon said that the collaboration with WSC puts some planning into a holding pattern. Once DCAM knows where those student-housing units will be, the private sector will follow. More than just director of the BID, McMahon has become a liaison to interested developers.

“I’ve become a bit of a connector,” she said, adding that “I’m familiar with the real-estate stock in the city, so I’ll get calls from people both here and out of the area, saying, ‘I’m looking for x square feet,’ or ‘I need a storefront or a second floor.’

“I’ve walked around downtown with developers from all over,” she continued, “from Eastern Mass., from New York, who are all interested in downtown; they’re interested in the potential and the possibilities here.”

Students’ feet on the streets translates into consumers with money to spend, and the business community knows that. McMahon said that some of the calls she has been fielding reflect that demographic. “We have someone who is interested in opening a fish market, another a clothing store, a chocolatier, all these different people who are really interested and who want to get in on the ground floor here,” she said.

In fact, McMahon said the response has been so overwhelming that the WBID has pulled back on its advertising of commercial properties due to the sheer volume of calls.

But the WBID isn’t limited in scope to attracting new blood to the city center. During a well-attended ‘Farmers Market,’ one of the agency’s initiatives, McMahon told of what the BID means for the city. Like others of its kind, the agency strives to make the city, in its words, “a clean, attractive, safe, well-programmed, and aggressively promoted location in which to live, conduct business, shop, and visit.”

From the Farmers Market to concerts on the Green; from holiday lights and decorating vacant storefronts downtown to programs for youths, seniors, free health care, and adult literacy, the WBID has become a one-stop “New Deal” for Westfield, she said, adding that assistance from the city has been vital to her own successes.

“All of these things — Summer Sounds, the Farmers Market, and more, we wouldn’t be able to do any of them if we didn’t have the cooperation of the Parks and Recreation commission, the licensing commission, the City Council, the restaurateurs,” she said. “Even here, right now, the church across the street gives us their parking lot.

“People want to see downtown succeed,” she continued. “From the Gas & Electric linesmen who help us with lights on the common to the Police Department, everyone pitches in. It would never be able to happen if we didn’t have collaborations from everyone in the city. People are community-minded, and they want to see change.”

As a benchmark of the WBID’s success, McMahon said a number of properties originally opted out of the BID, “but many have since contacted us to say, ‘how do we get in? We want to be part of the BID, we want to be on the Web site, we want to be on the flyers that come out.’”

Overall, she said the city is responding positively to all that the WBID has done. “People stop you on the street and say, ‘we appreciate what you are doing here.’”

Summing things up, McMahon said the city is in a holding pattern for further development now, but not for long.

In just a few weeks, the first wave of college students will find out their new potential addresses in the city center for next year. From students to the new development that follows, it seems clear that Westfield is cracking the whip anew, and is charting a new course for success.

Features
In Business and Life, He’s Faced Peaks and Valleys

Michael Matty, president of  St. Germain Investment Management

Michael Matty, president of St. Germain Investment Management

Mike Matty says there are about 350 people who have reached the so-called ‘seven summits’ — the highest peaks on each of the seven continents. That’s about 50 or so fewer than have been rocketed into space.
“So you’re more likely to run into an astronaut than you are someone who’s done this,” said Matty, who will attempt to join a very exclusive club in May, when he takes on the highest peak in the world, Mount Everest.
He leaves for Nepal in late March, and is training hard for this latest assignment (much more on that later), which is the culmination of a quest that started rather informally and innocuously only about five years ago, when he ventured to central Africa to take on Mount Kilimanjaro, or ‘Kili,’ as those who have scaled it — or tried to — are given to calling it.
“I met a guy on that trip who started talking about these seven summits and how he was going to try and do it,” said Matty, president of Springfield-based St. Germain Investment Management. “But he never did — he climbed Kili, and that was it — his first and last. But I became interested with the prospect of doing it, and now I’m just one big step away.”
Indeed, over the course of the three and a half years or so after Kili, Matty climbed, in succession, Elbrus (Europe); Vinson (Antarctica); McKinley, or Denali, as it’s often called (North America); Kosciuszko/Carstensz (Australia); and Asconcagua (South America), the highest peak not in the Himalayas, which he scaled roughly a year ago.
Each of these mountains was challenging in some, and often several, ways, he said, listing everything from the extreme cold and remoteness of Antarctica to the long travel times to Australia, to the high and unpredictable winds in Alaska — and seemingly every other stop.
The six climbs, and the myriad others at far-less-celebrated peaks, including Mount Washington in New Hampshire, provide Matty with extremely stern tests of his strength, endurance, and patience, which he enjoys. But they also provide something else — much-needed breaks from his day job, or, to be more specific, from the intense attention to national and world events that is needed to do it properly.
“The funny thing about the investment world is that almost everything has a potential impact,” he explained. “So you say, ‘I’m tired of thinking about the news and what’s going on in Egypt and things like that — the heck with this, I’m going to turn on the Weather Channel.’ Well, the Weather Channel’s talking about a hurricane moving into the Gulf, so you start thinking about oil rigs and what’s going to happen there.
“Your mind never gets away from it if you’ve done this forever,” he continued. “That’s one of the nice things about mountain climbing — it gives you a break to get away from it; you don’t know what’s going on anymore. Everything you’re doing is physical as opposed to what I do on the job, which is all mental.”
For this, the latest installment of its Profiles in Business series, BusinessWest talks with Matty about his work, but mostly what he does away from it, and especially that seventh summit. He still has some rigorous training to do, but believes he’s ready, physically and mentally. And while he has plenty of inspiration, he’s bringing along a little more — a decades-old picture of his brother, Billy, who passed away unexpectedly last year at the age of 48, which he intends to leave at the roof of the world.
“It‘s a shot of him when he was a little kid; it was sitting on my father’s dresser for decades,” he continued. “I asked him if I could have it … I said, ‘if I need one little extra push on summit day, that might be it — I need to get his picture up there.’”

On a Grand Scale
As he talked with BusinessWest on a Friday in mid-February, a somewhat casually dressed Matty was prepping for a weekend trip to Mount Washington. This peak in the Presidential Range of the White Mountains is, at 6,288 feet, just over one-fifth the height of Mount Everest.
But scaling it, something Matty’s done more than 50 times by his estimation, is effective training for May’s climb, especially in the nasty weather that was predicted for that weekend.
There is no shortage of weather on Mount Washington, Matty continued, adding that temperatures in mid-winter are just above or, quite often, well below freezing. And that’s without wind, which is almost always howling. In fact, until very recently, Mount Washington proudly held the record for highest wind gust directly measured at the earth’s surface (231 mph), and it regularly hits three digits at the summit.
Matty says it’s all but impossible to climb when the winds get above 60 mph, and that it gets dicey when the gusts get to even half that level, considering that one is on a mountain — and sometimes on a ledge only a few feet wide — with up to 100 pounds on his or her back.
“It’s much more difficult than most can fathom even with a 20- or 40-mph wind,” he said. “I say to people, ‘imagine trying to stand on the roof of a car going down the highway at 65 miles an hour — that’s what a 65 mile-per-hour breeze is. Except on the highway, it’s a steady breeze going in one direction; up there, what you’re getting is wild gusts that are changing direction potentially every second or two as it’s bouncing off of something or shifting. You’re bracing in one direction, and all of the sudden the wind is pushing from that direction. That’s one of the reasons why Mount Washington is such a great training ground.
“We had some really windy days on Asconcagua,” he recalled. “You’d be lying in the tent, and you’d suddenly hear this sound like a freight train rolling down the mountain, and you knew that in another five or 10 seconds you’d be pummeled by a high, high wind. So you’d try to stretch yourself out to the corners of the tent so the wind can’t get underneath the tent. Meanwhile, the side of the tent is getting bent over, and you’re waiting for the poles to snap and hope you don’t get impaled on one of the poles. It’s a worrisome event when you get in those high winds.
There are many things about mountain climbing — especially summits like the seven — that people who have never done anything like this couldn’t easily comprehend, he continued, citing, as another example, the cold encountered in Antarctica.
When he was climbing there, Matty told BusinessWest, the sun was out 24 hours a day, “and it’s just sort of circling around the horizon. And when the sun drops behind one of the mountains … the temperature gets down to about minus-40, and in a hurry. One minute you’re standing there feeling pretty comfortable in just one layer, and then, you’re eating dinner and the sun creeps behind that mountain, and 10 minutes later, the temperature has dropped 30 or 40 degrees; it’s like being in the desert — there’s nothing to hold the heat in. That’s when it’s time to get in the sleeping bag and try to stay warm until the sun pops out on the other side.”
There’s also the remoteness factor to deal with on that continent, he went on.
“Vinson is really in the middle of nowhere,” he explained. “There’s a Russian cargo plane that drops you off on a natural ice runway; it’s a miles-long patch of rock-hard ice that runs parallel to the mountain range. It’s a big, big, big plane, and when it hits the runway, you can’t brake, so you roll for miles after you hit the ground.
“And when that plane takes off, they can’t land again until the winds off the mountains die down,” he continued. “You might call and say, ‘we’re ready to be picked up on your next flight in — but their next flight in … the winds may not shift for two, three, or four weeks. It’s not so bad if you’re prepared for it, but if you have someone with a medical condition, knowing you may be stuck for several weeks can be a real problem. When you watch that plane take off, you know it’s your last link with anything, anywhere — and the anywhere is a four- or five-hour flight to a remote town in South America.”
Matty has compiled all these memories, and many more, in a fairly short career in mountain climbing. He told BusinessWest that, since his youth, he’s always been a hiker — he thought about trekking across the Appalachian Trail and was told that he should do so when he was young, but didn’t — and kept active with that activity into his 40s.
It was at the invitation of Paul Valickus, CEO at St. Germain, that Matty took on what would become the first of the seven ascents — Kilimanjaro — in 2006. In the end, Valickus didn’t go on that trip, but Matty did, and he recalls those conversations with the fellow climber who introduced him to the concept of the seven summits.
“He never went on to do any of the others, but I was getting intrigued talking to him,” Matty recalled. “I said, tongue-in-cheek, ‘geez, there’s only six more after this.’ But then I started thinking about it, and said, ‘Kili’s doable, Asconcagua, the one in South America, is doable, the one in Australia’s doable — long flight, but it’s doable, the one in Russia’s doable, and McKinley, well, that’s doable, but it’s a tough mountain.”

Taking Stock of the Challenge
While staring down mountains over the past several years, Matty, like all those in the financial-services realm, has coped with peaks and valleys of a different kind.
Indeed, while Matty has stories of enduring wind, cold, frostbite, sunburn in strange places (like the tongue and the roof of the mouth), and snow-bridge-hidden crevasses, he has similarly harrowing tales of trying to calm panicked investors in the fall of 2008, when the Dow plunged below 7,000 and the phrase Great Recession was working its way into the lexicon.
It might be an oversimplification, but Matty seems to take the same approach to investment-consultation work that he does to mountain climbing — intense preparation, knowing his subject matter, and looking at what’s directly ahead as well as the bigger picture.
His career in the financial-services sector began in the mid-’80s with Phoenix Mutual in Hartford. There, he took part in a training program that provided exposure to all aspects of the business, from real estate to fixed-income; from high-yield products to stocks, the facet he liked best.
He became an analyst in the stock department and wound up running one of the mutual funds there. When Phoenix started moving some of the fund managers out of Hartford to other locations (something he wasn’t interested in), Matty left to start a company that wrote investment research for hedge-fund managers, mutual-fund managers, and others handling investments.
And while doing that for five years, he said he kept getting phone calls from broker friends about a firm in Springfield (St. Germain) that he should look into.
“I got four or five calls saying I should go talk to those people, and I eventually did, just so when I got calls seven, eight, nine, and 10, I could say, ‘I already talked to them,’” he recalled, adding that his visit led to the kind of opportunity — and lifestyle, away from the congestion and commutes of New York and Boston — that he was looking for.
Matty said St. Germain has a unique (for this industry, anyway) compensation formula, in which people are not paid by commission, a system he supports wholeheartedly.
“People will respond to whatever incentive you pay them, and I’ve seen that in some of the other places I’ve worked,” he explained. “So if you’re going to pay people commissions, you’re going to get people who are going to try to sell product, not people who are going to say, ‘I want to sit down and take care of people the best way I can.’
“That’s a broad overstatement, but there’s a good deal of truth to that,” he continued. “Instead, what I want to compensate people for is taking care of clients, so I say to everyone here who’s talking with clients, ‘every potential client who’s coming in is your potential parent or grandparent — do the right thing for them.”
This approach has succeeded, he said, in helping the company keep clients for the long haul, and properly serve them through the many ups and downs that mark a lifetime of investing and managing money.
“When someone comes in who shouldn’t be in stocks, for example, and the focus should be on ways to pare down debt as this person approaches retirement, we want to send them out with a laundry list of things that they should be doing on the financial-planning side that don’t include a single thing that puts money in our pocket.
“And that’s OK,” he continued. “We’ve been around a long time. We’re not worried about paying the light bills. We don’t need to get every dollar out of every client that comes in the door; what we need to do is treat people well and keep clients for a long time.”

Face Time
Matty knows that people have died trying to climb each of the seven summits — and a good number have lost their lives attempting the challenge now awaiting him.
“Historically, for every 10 people who summit Everest, you’ve had one mortality,” he said, “but it’s much better than that now — you’ve got better gear, people are in better shape … there’s lot of reasons why that number has gone down.”
Still, he has filled out the body-disposal form that is part and parcel to getting a climbing permit for the summit at Everest. It asks him to pick from one of several options with regard to what to do with his body if — and this is a rather large if — it can be recovered should tragedy strike. (He chose cremation in nearby Katmandu.)
“When you climb Everest, you see the bodies,” he said, adding that retrieval is logistically difficult, and people would often have to put their own lives at risk for such recovery exercises, so usually they don’t attempt them.
But Matty — and apparently his colleagues at St. Germain — can maintain a sense of humor about this subject. “They were getting a pool going in the office, so if I came back, they’d be really happy, and if not, there would be a consolation prize,” he joked. “They were going to try to get a few million dollars in insurance on me, but no one would write it.”
Meanwhile, training for the Everest climb is a far more serious matter.
“Right now, I’m working super hard because it’s coming up fast,” he said, adding that he works out with personal trainers four mornings a week at Attain Performance in East Longmeadow, and also uses a so-called versa-climber, what he described as “an endless ladder,” at home.
“The trainers are high-tech in terms of their knowledge of things,” he continued, adding that they’ve worked out with minor-league baseball players and other professional athletes. “When you’re trying to work on a specific muscle group or exercise to mimic something you would do on the mountain, they really know which buttons to push to activate those muscles and build up a lot of strength and endurance, which is what this is all about.”
Many of his workout routines at the gym, from squats to sessions on the treadmill or elliptical machines, are taken on while carrying a pack containing a 50-pound bag of sand, he continued.
When asked if he was worried about a letdown if and when Everest is conquered — feelings of ‘what do I do now?’ — Matty said there will still be plenty of challenges left, both personally and professionally.
“There’s still a lot of interesting stuff out there, like Mount Rainier in Washington State and the Matterhorn in Switzerland,” he said, “And, heck, I’ll be getting too old for this stuff soon anyway.”
Matty told BusinessWest that there isn’t much official recognition that comes with joining those who have scaled the seven summits.
“You get your name on the Web site … and that’s about it,” he said, referring to a list of the members of this exclusive club. “That, and some bragging rights, I guess.”
For scaling Everest, though, he gets to write his name on the wall in the famous Rum Doodle bar and restaurant in Katmandu — and he gets to eat there free for the rest of his life.
All that — and the chance to give his brother’s picture a new home, one with the best view on the planet — is more than enough reward for him.

George O’Brien can be reached at [email protected]

Daily News

SPRINGFIELD — Menck Windows Chairman Bodo Liesenfeld will be the keynote speaker at the Affiliated Chambers of Commerce of Greater Springfield’s October Business@Breakfast on Oct. 1, at 7:15 a.m. at Twin Hills Country Club, 700 Wolf Swamp Road, Longmeadow.

The event will be hosted by WGBY Director of Public Affairs Jim Madigan and sponsored by United Personnel. Liesenfeld will present “Looking from the Outside In,” and discuss the benefits and strengths the region has to offer businesses interested in locating and relocating to Western Mass.

Menck Windows, a joint venture of Menck USA Inc. and Menck Fenster GmbH, of Hamburg, Germany, a 130-year-old, fourth-generation business that provides custom windows and doors in Europe, the Far East, and the U.S., recently opened the doors to its first U.S. manufacturing operation here in Western Mass.

Liesenfeld is managing partner of Liesenfeld International GmbH, a private investment enterprise. For nearly 30 years, he was CEO and chairman of German-based Rohde & Liesenfeld, an international air and sea freight-forwarding group with global presence. He is the honorary representative of the city of Hamburg to the Northeast region of the U.S. and serves as chairman of the German Latin America Business Assoc. Since making his home in Boston in mid-2009, he became a fellow at Harvard’s Weatherhead Center for International Affairs and chairman of the advisory board of the Berklee Global Jazz Institute. He is chairman of the board of the Latin America Business Assoc. and a board member of the Hamburg Chamber of Commerce, among other board positions in the U.S., Germany, and Latin America.

Reservations are $20 in advance for ACCGS members ($25 for member walk-in registration) and $30 for general admission. Reservations are suggested and can be made online at www.myonlinechamber.com.

Modern Office Special Coverage

Getting Up Off the Floor

For those in the office furniture and design sector, the past 18 months have been a long and extremely challenging stretch. Looking ahead, while the pandemic has eased to some extent, new challenges and question marks loom. The questions concern everything from how many people will return to the office to whether they will have their own space if and when they return. And the challenges involve everything from long wait times for ordered products to the specter of skyrocketing prices and the impact they will have on business.

Mark Proshan says a combination of factors

Mark Proshan says a combination of factors makes it difficult to project what will come next for this industry.

Mark Proshan says the e-mail found its way into his inbox earlier that morning. It was short and to the point, but it clearly articulated one of the many challenges still facing those in the office furniture and design business.

“‘I’m in the process of closing my office and moving employees to fully remote work,’” wrote the business owner and client that Proshan, president of the West Springfield-based Lexington Group, opted not to name. “‘I have a lot of office furniture I’m looking to sell.”

As he commented on what he was reading, Proshan started with that last bit of news. He said there are a number of business owners and managers looking to unload unneeded office furniture these days. They should know first that there is already a glut, and, second, that the price they have in the back of their mind is not likely to be the price they’re going to get for what they’re looking to sell. “With the massive amounts of furniture now on the market, selling furniture isn’t something that’s going to realize an amazing return on the investment.”

But that’s just a small part of the story now unfolding, said Proshan, noting that, while this particular business owner knows just what he’s doing with his office, many do not.

Indeed, a full 18 months after the term ‘COVID’ entered the lexicon, there is a great deal of uncertainty regarding what will happen at many offices, colleges, hospitals, and other kinds of businesses moving forward. Proshan has his theories, and we’ll get to some of them later, but he and others believe there will certainly be some downsizing, some hybrid work schedules for many employees, and more of the outright closures and conversion to remote working described in that e-mail.

But at the same time, some businesses and institutions that are waking up (for lack of a better phrase) from COVID are ready to advance plans for new furniture and accommodations.

And they are running into strong headwinds in the form of supply shortages, long wait times for desired items, and, almost certainly, higher prices in a nod to the laws of supply and demand — and the skyrocketing cost of shipping items from abroad.

“We can’t get the products out of where we need to get them from,” said Fran Arnold, owner of Holyoke-based Conklin Office Furniture, which, in addition to selling new and used furniture, manufactures its own lines of products overseas and remanufactures used furniture here. “Every manufacturer in the country is seeing huge delays when it comes to delivering furniture.

At Conklin Office, co-owned by Fran and Rosemary Arnold

At Conklin Office, co-owned by Fran and Rosemary Arnold, new challenges include supply-chain issues, soaring shipping costs, and long wait times for ordered products.

“On the import side, we’re running with massive delays in shipping and huge increases in the cost of shipping,” he went on, with some noticeable exasperation in his voice. “Our shipping costs have gone from $3,500 to $5,000 per container all the way to $23,500 per container. That’s a massive increase for freight; it’s now costing us more money to get the stuff here than to manufacture it over there.”

Proshan agreed.

“Because most of the manufacturers have employee shortages and raw-goods shortages, everyone’s lead times have been drastically pushed out,” he noted. “You try to stock up on what you think might make the most sense for when the floodgates open, but you just don’t know, and it’s going to be a difficult situation when people want products from you and manufacturers aren’t able to deliver them to you until much later than your customer is hoping to receive them.”

Overall, while the worst of the storm might be past for those in this sector — that’s might — there is still considerable cloudiness and general uncertainty about the forecast, and challenges ranging from those inventory issues to simply finding people to drive delivery trucks, to a huge merger in the industry between manufacturers Herman Miller and Knoll, which only leads to more question marks.

Indeed, what happens next is anyone’s guess, as BusinessWest learned as it talked with Proshan and Arnold about has transpired and what is likely on the horizon.

 

Measures on the Table

As he walked and talked with BusinessWest in his huge showroom, Proshan noted that he’s selling a number of items to be used by people working at home, especially chairs — “they want good seating, but they don’t want to spend a lot for it” — and sit/stand desks, because they’re smaller and also because many people want the option of sitting or standing.

Meanwhile, he said he’s also been selling more large conference-room tables — those for 12 to 20 people — than would be considered normal.

When asked why, he gave a quick and definitive “I don’t know, exactly, but we are,” before joking that companies might need bigger tables for all those meetings that will decide what they’re going to do next.

Overall, this interest in large conference-room tables and the possible reasons behind it comprise just one of the many unknowns for this industry. What is known is that the past 18 months have been an extremely difficult time, and the challenges are far from over.

They may just be different challenges.

“Every manufacturer in the country is seeing huge delays when it comes to delivering furniture.”

Looking back, Arnold said Conklin, like all businesses in this sector, saw business evaporate early on during the pandemic as businesses shut down and then hunkered down, with buying new or used office furniture, or redesigning their space, the last thing on their minds.

“We were flying just before COVID, and then we just hit a wall,” he explained, adding that, through a number of efficiency and austerity measures — including a four-day work week for all employees — the company managed to slash expenses to an extent that it was nearly as profitable in 2020 as it was in 2019.

Elaborating, he said that, in hindsight, the timing could not have been better for the company to consolidate operations and move into new facilities on Appleton Street in Holyoke in late 2019.

“We’re able to do more with fewer people,” he explained. “We’re much better organized, and we’re not so spread out. We’re much more efficient.”

Now, as it emerges from those very difficult times, there are new and different challenges to face, including supply-chain issues and a lack of inventory, just as some larger corporations are in a “panic mode,” a phrase he used a few times, to move on from the pandemic themselves.

“These corporations are working our sales teams to the limit,” he explained. “They want numbers, they want to know when things can be delivered … and a lot of the news we have to give them is not good; prices are going up, and deliveries are being postponed.”

Overall, Arnold said, inflation and the skyrocketing cost of shipping product are just starting to impact prices within the industry.

“We’ve just had our first price increase on our imported products; we just couldn’t hold it where it was any longer,” he explained, adding that, as the cost of shipping continues to escalate, more price hikes are likely. “It’s been quite an experience, and I don’t know how it will all play out; it’s a perfect storm that’s developing, and where it will go, I don’t know.”

 

Looking ahead and projecting what might come next, Proshan said this assignment is difficult because many companies are still very much trying to decide what they’re going to do.

“At the moment, business leaders are trying to figure out what their employees want, and employees are trying to figure out what their employers are going to be expecting,” he explained. “With all of that taking place, not a whole lot has happened yet. People have been talking about business getting back up to speed in the spring, and then the fall, which is not here yet, and then, the first of the year. We still have those mileage markers out there in front of us, so there’s a whole lot more that’s unknown than known.”

Proshan theorizes that many companies will create more space for each employee in efforts to create safer environments, and that, in all likelihood, there will be fewer people working in the office and more in remote settings.

“Every time you have a space that was occupied by three people, that had three work environments, they might cut that back to two to create a bigger gap between people,” he explained. “So now you have a work environment that’s going to be for sale or is going to become surplus; that’s one of the things we’re seeing.

“It’s going to be a difficult situation when people want products from you and manufacturers aren’t able to deliver them to you until much later than your customer is hoping to receive them.”

“And I think that when it gets sorted out as to who’s going back and who’s not, and how often they’re going back,” he went on, “I think a lot of personal space is going to disappear. If you work at home, you’re going to have your own workspace; when you go to the office, you may or may not have your own workspace. It may be a space that’s occupied by someone else on the days you’re not there.”

 

Bottom Line

Proshan, who does a good bit of sailing when he’s not working, made a number of comparisons between what’s happening in his industry and what transpires on the water.

Specifically, he talked about wind.

“You can’t see wind,” he told BusinessWest. “What people experience as wind is what they see as the result of wind and its impact on objects. When you see wind blowing through the trees, you don’t see the wind, you see the result of the wind. When you’re on a boat and there’s no wind, if you look at the water and see it start to ripple, you know that wind is approaching you, and it can either knock you over or make you go faster, or help you determine which direction to go in.

“It’s almost as if we’re sailing,” he said of the current conditions in his business, “and not able to see the wind in the trees.”

That was Proshan’s way of saying that an industry that has been blown about for the past 18 months, and not in a good way, is still very much in the dark about what will happen next.

The mission, he said, is to be as prepared as possible, even with all those unknowns.

“If you don’t pay attention to the possibilities,” he said in conclusion, “you’re going to be too late.”

 

George O’Brien can be reached at [email protected]

Daily News

GREENFIELD — On Thursday, Dec. 16, the Massachusetts Department of Transportation (MassDOT) will convene stakeholders and launch a study to examine the benefits, costs, and investments necessary to restart passenger rail service from North Adams to Greenfield and Boston, with the speed, frequency, and reliability necessary to be a competitive option for travel along this corridor.

This study was required by legislation, passed in 2019, filed by state Sen. Jo Comerford and supported by state Sen. Adam Hinds and state Reps. Natalie Blais and Mindy Domb. More than 700 Western Mass. residents submitted testimony on behalf of the enabling legislation when it was heard by the Joint Committee on Transportation. The study launch meeting Dec. 16, which begins at 1:30 p.m., is open to the public. Register at www.mass.gov/northern-tier-passenger-rail-study.

Beginning in 1875, passenger rail service connected Franklin County with Boston along the Route 2 rail corridor. Passenger service from Boston to North Adams ended in 1958, followed by the end of service to Greenfield in 1960. Currently, the MBTA runs commuter rail service on the Fitchburg Line, along Route 2, but only as far west as Wachusett. The rail track through to Greenfield and North Adams remains, but is only used for freight service at the moment.

“Northern Tier or Route 2 rail is not just a transportation solution,” Comerford said. “It’s a matter of regional equity. It’s a climate change necessity. It’s an economic-development win for Western Massachusetts. And it can help solve Boston’s traffic-congestion problem and housing shortage — all at the same time.”

Blais noted that “this feasibility study is critically important as we strive to meet our ambitious climate goals while also addressing ways to reverse population losses and fuel economic development here in Western Massachusetts. Exploring the expansion of rail along the Route 2 corridor offers us the opportunity to examine transportation options that could benefit significant population centers across the Commonwealth.”

Linda Dunlavy of the FRCOG added that “we are so grateful to have an opportunity to recognize the potential of this transportation corridor and the value of passenger rail not only to Western Massachusetts but to the entire Commonwealth. The benefits of reducing traffic congestion, enhancing east-west transportation options, and contributing towards the state’s climate-resiliency goals are significant. We are excited to get started on this work in partnership with MassDOT and other stakeholders.”

Ben Heckscher, co-founder of the rail advocacy group Trains in the Valley, noted that “the restoration of passenger-rail service between North Adams, Greenfield, and Boston would provide people with an important alternative to driving Route 2. Anyone and everyone who would like to see passenger-rail service along this corridor should contribute their ideas to the work of the study team.”

Company Notebook Departments

Westfield Financial Posts Solid Second Quarter

WESTFIELD — Westfield Financial Inc., the holding company for Westfield Bank, reported net income of $1.4 million, or $0.08 per diluted share, for the quarter ended June 30, compared to $1.3 million, or $0.07 per diluted share, for the quarter ended June 30, 2014. For the six months ended June 30, 2015, net income was $2.7 million, or $0.15 per diluted share, compared to $3.0 million, or $0.16 per diluted share, for the same period in 2014. Among other selected financial highlights for second quarter of 2015:
• Total loans increased $73.3 million, or 10.7%, to $759.4 million at June 30, 2015 compared to $686.1 million at June 30, 2014. This was primarily due to increases in residential loans of $47.3 million, commercial and industrial loans of $23.4 million, and commercial real-estate loans of $2.1 million.
• Securities increased $20.7 million, or 4.2%, to $516.7 million at June 30, 2015, compared to $496.0 million at June 30, 2014. On a sequential-quarter basis, securities were relatively flat at June 30, 2015, compared to $515.2 million at March 31, 2015.
• Net interest and dividend income increased $78,000 to $7.8 million for the quarter ended June 30, 2015 compared to $7.7 million for the comparable 2014 period. On a sequential-quarter basis, net interest and dividend income increased $189,000 for the quarter ended June 30, 2015, compared to the quarter ended March 31, 2015.
• The bank prepaid $10 million in Federal Home Loan Bank borrowings with a weighted average rate of 2.77% and incurred a pre-payment expense of $278,000 in the second quarter of 2015 in order to eliminate a higher-cost liability. Net gains on the sales of securities of $276,000 were used to partially offset the pre-payment expense.
• Non-interest expense increased $334,000 to $6.9 million for the quarter ended June 30, 2015 compared to the second quarter of 2014. On a sequential-quarter basis, non-interest expense increased by $154,000 for the quarter ended June 30, 2015, compared to $6.7 million for the quarter ended March 31, 2015. The efficiency ratio, excluding non-core items, was 76.1% for the second quarter of 2015, compared to 78.1% for the quarter ended March 31, 2015.
“Over the past twelve months, we have seen significant momentum in our efforts to grow both the loan portfolio and our deposit base. With loans increasing 10.7% year over year, we are demonstrating our commitment to growing our core customer franchise,” said President and CEO James Hagan. “We are also pleased to announce that Christopher Fager, assistant vice president, Commercial Lending, has recently joined Westfield Bank’s commercial team. Christopher brings more than six years of banking experience and is based in our commercial-lending office in downtown Springfield, which was established in August 2014.” Finally, Hagan noted, “we continue to see success in Westfield Bank’s recent market expansion into Northern Connecticut. Our two Connecticut offices now have over $36.6 million in deposits. The Granby, Connecticut office has been open just over two years, and Enfield, Connecticut opened in November 2014. The customer base in the Connecticut market is very receptive to our brand of banking, and our objective is to continue to develop loan and deposit relationships.”

Fallon Health Expands Services in Region

WORCESTER — Fallon Health, a not-for-profit healthcare-services organization, announced it is strengthening its commitment to the people it serves in Western Mass. Members of its NaviCare program — a Medicare Advantage Special Needs Plan and Senior Care Options program — now have access to Baycare Health Partners, a physician-hospital organization serving five Baystate Health hospitals and more than 200 medical practices in the Pioneer Valley. Fallon members enrolled in the plan’s NaviCare program are able to access Baycare’s participating facilities and physicians including Baystate Medical Center, Baystate Mary Lane Hospital, Baystate Franklin Medical Center, Baystate Noble Hospital, and Baystate Wing Hospital. “Fallon has a high regard for Baycare Health Partners’ commitment to improving the quality, safety, efficiency, and sustainability of healthcare in the community,” said Patrick Hughes, president and CEO of Fallon Health. “We’re pleased to partner with them to increase accessibility to high-quality healthcare for one of the most vulnerable populations we serve — frail elders with complex care needs.” NaviCare is a unique product for adults age 65 and over. It combines in one package all Medicare and Medicaid benefits, plus additional benefits and services designed to promote independence and quality of life. NaviCare is available to those ages 65 and over who are enrolled in MassHealth Standard. For those who qualify, NaviCare is available at a $0 premium with $0 co-payments. All healthcare is coordinated by a team of doctors, specialists, nurses, and social workers who develop a plan of care specific to each member. “For more than 25 years, Fallon has remained committed to helping older adults with complex care needs to live as independently as possible in the communities in which they are comfortable,” said Richard Burke, president of Senior Care Services and Government Programs. “Each time we expand our NaviCare network, we’re able to provide more options that can have a positive impact on the health and well-being of older adults and their families.” In addition to NaviCare, Fallon offers other products and programs for Medicare beneficiaries in Western Mass. and throughout the state, including a variety of plan choices for its Medicare Advantage product, called Fallon Senior Plan. Fallon also offers a Program of all-inclusive care for the elderly, called Summit ElderCare.

BCC, Elms Create Unique Weekend Program

Berkshire Community College (BCC) and Elms College in Chicopee have signed a memorandum of understanding allowing qualified BCC human services graduates, as well as graduates with associate degrees from other accredited institutions, to complete Elms College’s bachelor’s-degree program in social work at BCC’s main campus on West Street in Pittsfield. BCC President Ellen Kennedy and Elms College President Mary Reap originally signed an agreement regarding the off-campus program for social work in May 2013. Classes previously offered in Lee will shift to BCC’s main campus starting next month. Students will work with BCC advisors as they complete their associate degrees at BCC and then with Elms advisors as they transition into the bachelor’s-degree completion programs. “We know that students are the most successful when they have the flexibility to balance studies with work and personal commitments,” Kennedy said. “Having top-notch educators from Elms College at our campus offering weekend classes will most certainly benefit students interested in earning a bachelor’s degree in social work close to home.” Added Reap, “social work is a growing, vitally important field with expanding job opportunities for Western Massachusetts. We’re pleased to partner with Berkshire Community College to set students on the path to bachelor’s degrees leading to rewarding careers, empowering them to change lives for the better in the Berkshire community.” In addition to social work, Elms will also offer two online degree-completion programs as part of the memorandum of understanding, including a bachelor’s degree in speech language pathology assistant and a bachelor’s degree in healthcare management. Classes taught by Elms College faculty will be held at BCC on Saturdays from 8:30 a.m. to 12:30 p.m. and 1 to 5 p.m. Students who complete coursework in 10 eight-week sessions over a 20-month period will be awarded a bachelor of science degree in social work. Two cohorts, consisting of new and returning students, will begin classes Aug. 29. To qualify for transfer to Elms or enrollment into the off-campus program, BCC students must have earned an associate degree and have a minimum grade-point average of 2.5. The two institutions originally signed an articulation agreement for social work majors in 2004. The first off-campus social work cohort launched in August 2013 and graduated this past May. BCC currently has approximately 50 transfer-articulation agreements with colleges and universities throughout the country, including Clarkson University, Colorado State University, Union College, Rensselaer Polytechnic Institute, Russell Sage College, Southern Vermont College, the University at Albany, the College of Saint Rose, and Worcester Polytechnic Institute. BCC also has MassTransfer agreements with all Massachusetts state colleges and universities, including UMass Amherst and Massachusetts College of Liberal Arts. In addition to BCC, Elms College has a number off-campus agreements with institutions — including Greenfield Community College, Holyoke Community College, Mount Wachusett Community College, Quinsigamond Community College, and Springfield Technical Community College — in dozens of programs, including early care and education, management and marketing, social work, nursing, accounting, and psychology. For more information about BCC’s human-services program, visit www.berkshirecc.edu/humanservices or e-mail Audrey Ringer at [email protected]. For information about Elms College’s social work program, e-mail Maureen Holland at [email protected]. For information about Elms College’s social work degree-completion program, contact Wanda Banks at [email protected] or (413) 313-4287.

Baystate Noble Cited for Financial Improvement

WESTFIELD — Baystate Noble Hospital recently accepted the 2014 Financial Improvement Performance award at the 2015 MedAssets Healthcare Business Summit. Every year, this award is presented to a healthcare organization that achieved significant financial improvement and realized substantial cash acceleration in 2014. MedAssets is a performance-improving company that focuses on helping providers understand financial and operational gains so they can effectively serve the needs of their community. Its main focus is the healthcare industry and its core values include compassion, character, confidence, and commitment. MedAssets values people who are committed to supporting their clients in upholding their cherished healthcare missions. They have a passion to improve healthcare and find it essential to value relationships with organizations such as Baystate Noble Hospital. “This award helps to validate all the hard work we have put into it and that we are on the right track,” said Cristina Fialho, revenue coordinator at Baystate Noble Hospital.

PVRR Among Railroads to Receive Grants

WESTFIELD — MassDOT recently announced the awarding of five grants totaling more than $2 million for industrial rail projects as part of the 2015 Industrial Rail Access Program (IRAP). Among the grants awarded is $175,045 to Pioneer Valley Railroad for installation of new rail siding at Railroad Distribution Services facility in Westfield. The IRAP funding for the five projects is being matched by more than $1.7 million in private-sector funds for a total $3.7 million investment in freight-rail improvements in the third year of the IRAP program. Created as part of the 2012 Transportation Bond Bill, IRAP provides grants to railroads, rail shippers, and municipalities that identify a public benefit gained through improved rail transportation usage or economic growth that would be realized through improved access to rail assets. The five 2015 IRAP recipients represent a variety of projects meeting the program objective of improving the rail network while boosting economic growth.

Community Spotlight

Community Spotlight

As anyone who lives in Hadley, visits the town, or drives through it knows, Route 9, the main commercial thoroughfare in this still largely agricultural community, is in a seemingly constant state of motion.

In this case, motion translates into everything from high traffic counts to a continuous flow of new businesses across a wide spectrum that includes service ventures, retail outlets, and hospitality-related companies, to infrastructure work aimed at improving traffic flow.

And Hadley is seeing all of the above at the moment, as Town Administrator David Nixon noted as he talked with BusinessWest about the state of his community.

There are a number of new additions to the commercial landscape in various stages of development, said Nixon, listing a new Homewoods Hotel that recently debuted — bringing the total number of hotel rooms in town to 612 — as well as a Five Guys, L.L. Bean, Harbor Freight Tools, and 110 Grill that will be unveiled soon.

“There’s a lot of demand, and obviously the infrastructure is in place to support that demand except for the gas moratorium,” said Nixon, referring to an ongoing ban on new or expanded natural-gas service in Hampshire and Franklin counties due to a lack of capacity, a source of considerable controversy and consternation within the community. “The University of Massachusetts and the other colleges in the area, as well as 25 other campuses within an hour’s drive of this spot, make the area recession-proof.”

“Route 9 is a big economy booster for the town of Hadley and is continuously being renovated to provide services to both residents and visitors.”

And they make Hadley, population 5,000 or so, a much more populated place during what would be called business hours, with between 35,000 and 80,000 visiting the community each day.

But Hadley has always been much more than a place to visit or travel through on the way to somewhere else, especially the college towns that border it, Amherst and Northampton. Indeed, a mix of culture, recreation, and bucolic countryside makes it an attractive place to live.

Which brings us back to the aforementioned infrastructure work and a mix of municipal projects designed to make it even more attractive.

That latter category includes a new, $3.9 million library that can be seen from the top of Hadley’s Town Hall building. Molly Keegan, general government liaison for the Hadley Select Board, said the state’s Library Building Assoc. is matching 50% of the project costs.

“Like many communities, we were suffering from deferred maintenance on some of our older town properties,” she noted, “and we were able to move forward with a funding strategy that allowed us to build a new library and take advantage of the state grant program.”

Right next door to the library, a new, $7.1 million senior center is under way, and a new, $3.5 million fire substation is being constructed on River Drive.

Meanwhile, the infrastructure work includes a number of road and bridge projects, all aimed at improving traffic flow along Route 9.

For this, the latest installment in its Community Spotlight series, BusinessWest looks at how the word ‘Hadley’ remains seemingly synonymous with both ‘change’ and ‘progress.’

Routes and Roots

As is the case with most infrastructure projects, progress usually comes after a lengthy period of inconvenience. And that will certainly be the case in Hadley.

Three major road projects will be taking place simultaneously over the next few years, said Nixon, adding that all are needed for the community to better accommodate those tens of thousands of visitors every day.

Currently underway is work on the roundabout at the west side of the Calvin Coolidge Bridge in Northampton.

“The current configuration is not efficient — it doesn’t allow cars to go through quickly,” he explained. “They’re going to put an exchange with the ramps, the bridge, and the surface streets, so that will get traffic moving a lot quicker.”

In addition, the Bay Road Bridge over Fort River is being completely replaced. The bridge will be reconstructed with wider shoulders and new sidewalks, with construction set to begin in the spring of 2021.

Finally, a four-year project is set to widen Route 9 from Town Hall to 2.5 miles east by the malls. This project will add another lane to the popular route in hopes of significantly reducing traffic tie-ups.

“Traffic congestion has been a real problem in some areas, but is now becoming a real problem all over the East Coast,” Nixon said. “Taking care of the infrastructure is of regional importance.”

Hadley at a glance

Year Incorporated: 1661
Population: 5,250 (2010)
Area: 24.6 square miles
County: Hampshire
Residential Tax Rate: $12.36
Commercial Tax Rate: $12.36
Median Household Income: $51,851
Median Family Income: $61,897
Type of Government: Open Town Meeting, Board of Selectmen
Largest Employers: Super Stop & Shop; Evaluation Systems Group Pearson; Elaine Center at Hadley; Home Depot; Lowe’s Home Improvement
* Latest information available

Equally important is maintaining what has been a diverse business community, he noted, adding that, while the retail and hospitality sectors have exploded along Route 9 in recent decades, agriculture remains a huge part of the town’s vibrancy — and its identity.

“Agriculture is a part of our heritage,” he said. “This is still very much an agricultural town.”

He’s talking about the six dairy farms and endless acres of preserved farmland on town property that accompany the booming business on Route 9.

The town has the most protected farmland in the Commonwealth of Massachusetts, he said, adding that the strong commercial and industrial base helps the community to not only preserve its agricultural base, but keep its residential tax rates comparatively low.

But while small in size (population-wise) and mostly rural in character, Hadley is facing some big-city challenges.

“We are, at our core, a small town,” Nixon said. “We have the resources of a small town, and yet we’re dealing with much larger issues.”

Chief among them is traffic, he said, adding that this is a seasonal concern for the Berkshires and Cape Cod, in Hadley, it’s a year-round problem, although conditions are somewhat better when the colleges are not in session.

The town will have some help as it goes about taking on these various challenges in the form of a higher bond rating.

On June 21, Hadley was informed that its bond rating was upgraded from AA+ to AAA, an achievement only three other towns in Massachusetts — Northampton, Great Barrington, and Lenox — can currently boast.

“That’s quite an achievement for a small town,” said Nixon. “We’re insufferably pleased with ourselves. It’s an accomplishment not only of the town government and the million things that we do, but it’s also an accomplishment for the entire business, residential, and agricultural community. It’s something that everyone can take pride in and feel good about and take credit for.”

Keegan added that a financial team has been working hard alongside elected officials to make the higher bond rating possible.

“Having that bond rating … not only is it public recognition of all the good work being done by the municipal employees and volunteers, but it also puts us in the best position we can be in in terms of borrowing,” she said. “The timing on that could not have been any better.”

Planting Seeds

As for the future, Nixon hopes Hadley continues to build upon its recent successes and especially that higher bond rating.

What is distinctly clear is that the town is in a period of ongoing growth and evolution, all while maintaining the rural quality and agricultural character that makes Hadley, well, Hadley.

And like that AAA rating, this is something to celebrate.

Kayla Ebner can be reached at [email protected]

Franklin County Special Coverage

All Aboard

The Greenfield Amtrak stop

The Greenfield Amtrak stop will be busier this month with the restoration of Vermonter service and a second Valley Flyer train. Photo courtesy of Trains In The Valley

While a proposed east-west rail line between Pittsfield and Boston has gotten most of the train-related press recently, another proposal, to incorporate passenger rail service on existing freight lines between North Adams and Boston, has gained considerable momentum, with a comprehensive, 18-month study on the issue set to launch. Not only would it return a service that thrived decades ago, proponents say, but expanded rail in the so-called Northern Tier Corridor could prove to be a huge economic boost to Franklin County — and the families who live there.

 

State Sen. Jo Comerford has spoken with plenty of people who remember taking a train from Greenfield to North Station in Boston to catch Bill Russell’s Celtics.

They stepped on at 2:55 p.m. — one of as many as 12 boardings on any given weekday — and the train was already half-full after stops in Troy, N.Y., North Adams, and Shelburne Falls. Then they’d arrive at North Station at 5:15, “and you’d still have time for dinner before the game started,” Comerford said. “That was our reality in Franklin County in the 1950s.”

She shared those words last week at a virtual community meeting to discuss a comprehensive study, soon to get underway, of passenger rail service along the Northern Tier Corridor, a route from North Adams to Boston via Greenfield, Fitchburg, and other stops.

Ben Heckscher would love to see expanded train service in Western Mass.; as the co-creator of the advocacy organization Trains In The Valley, he’s a strong proponent of existing lines like Amtrak’s Vermonter and Valley Flyer, north-south lines that stop in Greenfield, as well as more ambitious proposals for east-west rail, connecting Pittsfield and Boston along the southern half of the state and North Adams and Boston up north.

Like Comerford, he drew on the sports world as he spoke to BusinessWest, noting that travelers at Union Station in Springfield can order up a ticket that takes them, with a couple of transfers, right to the gates of Yankee Stadium in the Bronx. “But there’s no button to push for the Red Sox,” Heckscher said. “It seems funny — we’re in Western Mass., and you can take a train to see the Yankees, but you can’t get to Fenway.”

But sporting events aren’t highest on his list of rail benefits. Those spots are dedicated to the positive environmental impact of keeping cars off the road, mobility for people who don’t own cars or can’t drive, and the overall economic impact of trains on communities and the people who live and work in them.

People want to access rail for all kinds of reasons, Heckscher said, from commuting to work to enjoying leisure time in places like New York, Philadelphia, and Washington without having to deal with navigating an unfamiliar city and paying for parking. Then there are medical appointments — many families living in Western Mass. have to get to Boston hospitals regularly, and don’t want to deal with the Mass Pike or Route 2 to get there.

“People are just really tired of driving Route 2 to Boston, especially at night or in the winter, and they want another way back and forth,” he said. “So they’re going to do a really robust study, and we’ll see what comes of that.”

In addition, as the average age of the population ticks upward, many older people might want to travel but be loath to drive long distances. In fact, that kind of travel is increasingly appealing to all age groups, Heckscher added. “You can ride the train, open your computer, take a nap. You can’t do that operating a car — at least not yet. So, rail definitely has the potential to become even more important.”

State Rep. Natalie Blais agrees. “We know the residents of Central and Western Mass. are hungry for expanded rail service. That is clear,” she said at last week’s virtual meeting. “We are hungry for rail because we know these connections can positively impact our communities with the possibilities for jobs, expansion of tourism, and the real revitalization of local economies.”

Ben Heckscher

Ben Heckscher

“People are just really tired of driving Route 2 to Boston, especially at night or in the winter, and they want another way back and forth.”

Makaela Niles, project manager for the Northern Tier study at the Massachusetts Department of Transportation, said the 18-month study will evaluate the viability and potential benefits of rail service between North Adams, Greenfield, and Boston.

The process will document past efforts, incorporate market analysis (of demographics, land use, and current and future predicted travel needs), explore costs and alternatives, and recommend next steps. Public participation will be critical, through roughly seven public meetings, most of them with a yet-to-be-established working group and a few focused on input from the public. A website will also be created to track the study’s progress.

“We know it’s critical that we have stakeholders buying in,” said Maureen Mullaney, a program manager with the Franklin Regional Council of Governments. “We look forward to having a very robust, inclusive participation process.”

 

Making Connections

Comerford has proposed rail service along Route 2 as a means for people living in the western counties along the corridor to more easily travel to the Greater Boston region, and a means for people living in the Boston area to more easily access destinations in Berkshire, Franklin, and Worcester counties. In addition to direct service along the Northern Tier, the service could provide connecting service via Greenfield to southern New Hampshire and Vermont.

The service would operate over two segments of an existing rail corridor. The first segment, between North Adams and Fitchburg, is owned by Pan Am Southern LLC. The second segment, between Fitchburg and Boston North Station, is owned by the Massachusetts Bay Transportation Authority (MBTA). Any new service would be designed so that it does not negatively impact the existing MBTA Fitchburg Line commuter rail service or the existing freight rail service along the entire corridor.

State Sen. Jamie Eldridge asked Niles at last week’s meeting about potential tension between freight and passenger interests and whether commuter times will be thrown off by the needs of freight carriers.

“We’ll be looking at how those two intersect and make sure any additional service that could occur along the corridor doesn’t impact with freight or current commuter operations along the corridor,” Niles responded. “We’ll look at how all the services communicate and work together.”

Other potential study topics range from development of multi-modal connections with local bus routes and other services to an extension of passenger rail service past North Adams into Adams and even as far as Albany, although that would take coordination with officials in New York.

“My hope is that these communities would suddenly become destination spots for a whole new market of people looking to live in Western Massachusetts and work in Boston.”

Comerford first introduced the bill creating the study back in January 2019, and an amendment funding it was included in the state’s 2020 budget, but the COVID-19 pandemic delayed the start of the study until now.

And it’s not a moment too soon, she recently said on the Train Time podcast presented by Barrington Institute, noting that rail service brings benefits ranging from climate effects to economic development to impact on individual families who want to live in Franklin County but work in Boston (see related story on page 39).

With average salaries lower than those available in Boston often making it difficult to settle in Franklin County, availability of rail affects people’s job prospects and quality of life, she noted.

“My hope is that these communities would suddenly become destination spots for a whole new market of people looking to live in Western Massachusetts and work in Boston,” Comerford said, noting that, longer-term, she hopes to see greater business development in Western Mass. due to expanded rail, as businesses that need access to Boston, Hartford, and New York could set up shop here and access those cities without having to deal with traffic.

The bottom line, she said, is that it’s environmentally important to get cars off the road, but there are currently too many gaps in public transportation to make that a reality.

“There was a time when you could work in Boston and live in Franklin County,” she said. “I’ve heard story after story about what life was like up until about the late ’60s. It changed abruptly for them.

“When I was elected, one of the first things I researched was passenger rail along Route 2,” she went on. “I thought, ‘we have to explore starting this again. This is really important.’”

 

Chugging Along

Of course, east-west rail is only part of the story right now in Western Mass. Running north-south between New Haven and Greenfield are Amtrak’s Valley Flyer and Vermonter lines.

On July 26, Amtrak will restore a second train to its daily Valley Flyer service 16 months after cutting a train due to COVID-19. Southbound trains will depart Greenfield at 5:45 a.m. and 7:35 a.m., and northbound trains will return to the station at 10:23 p.m. and 12:38 a.m.

The Vermonter will return to service in Massachusetts on July 19. A long-distance train originating in Washington, D.C., it has gone no further north than New Haven since March 2020, also due to the pandemic. Amtrak is also reopening three other trains which offer service between New Haven and Springfield.

According to Amtrak, ridership on the Valley Flyer fell by more than half at the Holyoke, Northampton, and Greenfield stations in 2020, but the company is optimistic it will return to past numbers. That’s critical, since the Flyer is part of a DOT and Amtrak pilot program, which means its funding depends on its ridership. The Pioneer Valley Planning Commission (PVPC) will launch an advertising campaign this fall in an effort to boost interest in the service.

“The pandemic really tanked ridership — all forms of public transportation, actually,” said Heckscher, noting that most travelers felt much safer in their cars last year than among groups of people. “But since the vaccine came out, there’s been a comeback in ridership in the Valley Flyer service.”

MJ Adams, Greenfield’s director of Community and Economic Development, said the city has been waiting a long time for the Valley Flyer, “and we don’t want to be just a pilot.”

She feels the city, and the region, will benefit from a perception that people can get anywhere from the Greenfield area, and they may be more willing to move there while continuing to work in the city. Many of those are people who grew up in Franklin County and have a connection to it but still want to feel like they can easily get to work far away or enjoy a day trip without the hassle of traffic or parking.

There’s an economic-development factor related to tourism as well, Adams said. “People in New York City, Hartford, or New Haven can spend the day up here in the country — it’s not just us going down to New York, but people from New York who get on a train, enjoy a nice stay in rural Massachusetts, have a blast, and get back on the train to go home. It’s a two-way street.”

A recent report commissioned by Connecticut’s Capitol Region Council of Governments (CRCOG), in consultation with the PVPC, reinforced the idea of rail as an economic driver, finding a nearly 10-to-1 return on investments in passenger rail between New Haven and Worcester via the Hartford-Springfield metro area.

“In so many ways, the findings of this study confirm what we have seen with our own eyes for decades here in the Valley — regions connected by rail to the major economic hubs of Boston and New York City are thriving, while underserved communities like ours have lagged behind,” PVPC Executive Director Kimberly Robinson said. “We now know what the lack of rail has cost us economically, and this trend cannot continue further into the 21st century.”

Though she was speaking mainly of proposed routes along the state’s southern corridor, Heckscher believes in the economic benefits — and other benefits — of numerous projects being discussed across Massachusetts, including along Route 2.

“With rail, everyone has the ability to travel long distances,” he said — and the impact, while still uncertain in the details, could prove too promising to ignore.

Joseph Bednar can be reached at [email protected]

Cover Story

The Rising Cost of … Everything

To understand what’s happening in today’s global economy, one UMass economist said it’s helpful to picture it as a grid filled with connected nodes. When one of those nodes — manufacturing, distribution, shipping, you name it — is disrupted, the impact is felt by everyone. These days, those disruptions are occurring across the supply chain, and for many different reasons, causing costs to soar — both for businesses and their customers. It’s a major concern with no simple solution, and some worry that rising prices may derail what is otherwise looking like an economy in recovery.

When people sit down at a restaurant, Bryan Graham says, they don’t usually consider how their favorite meals and ingredients get there. They just expect them to be there.

It’s not always a smooth process, and the last couple months, especially, have been a challenge.

“There have been shortages on everything — things you wouldn’t think about, everything from the beverage side to the food side,” said Graham, regional manager for the Bean Restaurant Group, which boasts a family of 11 eateries throughout the region, from Johnny’s Tavern in Amherst to the Boathouse in South Hadley to the Student Prince in Springfield.

And those shortages have a financial impact, he went on. “Increases in prices have gone through the roof — to the point where we’ve moved some things off the menu because we can’t keep up with the prices; we’re losing money.”

The company has taken to switching menu items or brands of ingredients to keep up with price fluctuations, Graham added. “We’d always purchase one brand of canned tomatoes or one brand of ketchup, but we’re seeing brands being short, so we have to switch brands to get by without running out of product day to day.”

It makes for an odd market, he said. “You place your order, and you don’t really know if it’s all coming in until you open the truck and you’re short one or two items.”

It’s not something customers typically notice — until their favorite appetizer is suddenly unavailable. “Ninety percent of our customers are really understanding. The other 10% are like, ‘what do you mean I can’t have this?’ Unfortunately, we don’t want to charge you $40 for 10 chicken wings. Most people are pretty good about it.”

Bryan Graham says high food prices have forced the occasional menu change

Bryan Graham says high food prices have forced the occasional menu change because the Bean Restaurant Group doesn’t want to pass exorbitant costs to customers.

Nationally, food prices rose 0.4% in April, both at restaurants and on grocery shelves. Prices are up 2.4% from May 2020.

But it’s not just food. Rising prices for … well, almost everything have become one of the leading economic stories of 2021. One reason is a positive of sorts — the economy is reopening at high speed. Unfortunately, in some cases, supply chains have been slow to respond to growing consumer demand.

For example, American steel manufacturers all but shut down production last spring as the pandemic took hold and the economy imploded. But as the recovery ramped up, mills were slow to resume full production, creating a massive steel shortage, one that has severely impacted building costs.

Meanwhile, sawmills also shut down lumber production last spring to brace for a housing slump that never arrived — and now, with the housing market on fire, both in new construction and home improvement, lumber shortages have sent consumer prices soaring. In fact, the median sale price of existing homes nationwide surged by 17.2% in March to a record $329,100.

Anna Nagurney, the Eugene M. Isenberg chair in Integrative Studies at the Isenberg School of Management at UMass Amherst, said soaring prices in construction are a natural result of home-improvement activity increasing during the pandemic, while home buying never really slowed.

“People haven’t been traveling or anything, so they’ve been improving their homes, building decks, and so on,” she said. “Now we’ve seen the price of lumber has escalated dramatically in the last couple of months.”

The pandemic messed with supply and demand in unexpected ways, but now that the economy is reopening and consumers want to go out and spend (and, in many cases, have been saving those stimulus checks for that purpose), supply has run into a number of roadblocks, from the slow ramp-up of the lumber and steel industries to serious delays in freight shipping (more on that later) to a shortage of workers putting additional strain on businesses.

“People want bigger homes, better homes, they have more money, the federal government has been pretty good to people … there’s just much more demand for products,” Nagurney said.

Anna Nagurney

Anna Nagurney

“People haven’t been traveling or anything, so they’ve been improving their homes, building decks, and so on. Now we’ve seen the price of lumber has escalated dramatically in the last couple of months.”

She noted that the Trump administration was more overt about pursuing trade wars, and while back-and-forth tariffs haven’t been as much of an issue lately, the U.S. is still not on great terms with China, which significantly impacts the cost of steel, aluminum, and rare-earth metals. “The geopolitics is scary.”

Gas prices are on the rise as well, which impacts every sector of the economy, said Peter Picknelly, chairman and CEO of Peter Pan Bus Lines.

“Rising fuel has an effect on everyone — people have to ship things, produce things … it’s not just gas, but everything we buy,” he said. “Chicken and beef and produce, they all need machinery to harvest; that’s all fuel. You have to transport it; that’s all fuel. Rising fuel costs are a significant hit to the average consumer.”

 

Easing the Burden

In the case of lumber, the shortage has been exacerbated by existing tariffs. In the spring of 2017, the Trump administration hit Canada with tariffs of up to 24% on lumber. During the final months of his presidency, those tariffs were slashed to 9%, but the National Assoc. of Home Builders is calling on the Biden administration to temporarily remove the 9% tariff on Canadian lumber to help ease price volatility.

Supply-chain issues aren’t helping, from the six-day Suez Canal shutdown in March to clear the container ship Ever Given to the cyberattack that shut down the Colonial Pipeline earlier this month, to a critical shortage of shipping containers worldwide, particularly in Asia. Companies are waiting weeks for containers to become available and paying premium rates to secure them, causing shipping costs to skyrocket.

Peter Picknelly says fuel prices affect more than the transportation sector he works in

Peter Picknelly says fuel prices affect more than the transportation sector he works in, impacting everything from manufactured goods to the processing and delivery of food.

“The containers are not where they’re supposed to be,” Nagurney said. “It’s like a puzzle. We need to move them. That’s one of the reasons we can’t get some of the goods from China, like furniture. The prices of shipping containers have gone up as a result because they’re not where they should be.”

Margeaux MacDonald knows that well. As imports manager for East Coast Tile, which supplies Best Tile in Springfield, she is dealing with significant delays in bringing material in from Europe and Asia.

“There are huge delays right now,” she said. “We could have a booking on an actual boat and might not have a container to put the material in. Or, we’ve been bumped from boats because the vessel is overbooked. It’s frustrating — it’s taking four weeks, depending on where the stuff is. In Portugal, the booking is awful; it’s taking forever to get on the boat.”

The backups are affecting shipping costs — significantly. As one example, she cited a container from Turkey that currently costs four times as much to book as it did only a few months ago. “That’s just to pay for the container to get on the ocean carrier.”

Not all locations have gone up as dramatically, MacDonald added, noting that rates from Italy have more or less doubled — not as bad as the Turkey situation, but not ideal. “And we’re not the only ones seeing delays,” she said, citing a company she works with that’s trying to get a container of material from Brazil to New York, and has been delayed more than a month.

“I’m relatively new in this position, but I’ve definitely picked the brains of veterans across the industry, and a lot of people have said to me, ‘I’ve never seen this — I’ve been in the industry for 25 years, and I’ve never seen the volume and delays coming right now.’”

“I’m relatively new in this position, but I’ve definitely picked the brains of veterans across the industry, and a lot of people have said to me, ‘I’ve never seen this — I’ve been in the industry for 25 years, and I’ve never seen the volume and delays coming right now.’”

The problem doesn’t end when the product is shipped, she added. With huge backups in ports, truckers are sometimes waiting hours to load, and instead of hauling two or three loads a day, they might get only one. And returning empty containers to port has become more difficult as well. All these factors raise prices down the supply line. “There are a lot of moving pieces.”

It’s helpful to think about supply chains holistically to convey what’s going on, Nagurney said, describing the global economy as a grid of connected nodes representing manufacturing sites, warehouses, freight service providers, distribution centers, and demand points. A disruption at any of those nodes reverberates throughout the grid — and the economy has endured many such disruptions over the past year, on both the supply and demand sides.

“We’ve seen all sorts of shocks — supply shocks, different kinds of demand shocks, and, more recently, what’s happening with freight issues, from port congestion to the Ever Given blocking freight in the Suez Canal.

“With lumber, some of it has to do with higher tariffs on Canadian lumber,” she went on. “We don’t have containers in the right places to ship lumber. Freight costs are going up, and there’s all sorts of demand on imports from Europe.”

In short, things are chaotic right now, and that globally connected grid is under plenty of stress.

 

Inflation Spikes

Which brings us back to rising prices on, again, almost everything. U.S. consumer prices in April increased 4.2% from a year earlier, more than the 3.6% economists had predicted, and the largest 12-month increase since September 2008.

The biggest driver of last month’s inflation jump, CNN reported, was a 10% increase in used cars and trucks, which accounted for more than one-third of the overall inflation increase. Over the past year, used-car prices rose 21%, due in large part to a spike in demand — as people sought to travel last year without relying on public transit — just as car manufacturers were closed or running at diminished capacity.

Other factors in April’s inflation report include rising costs for furniture — a casualty of the shipping backlog — and hotels, airline tickets, and recreational activities, a trend that speaks to growing demand among Americans to get back to normal life.

Restaurants are feeling that demand, and are struggling, in many cases, to staff up to meet it.

“More places are reopening, and restrictions are being lifted,” Graham said. “That goes to supply and demand — demand was down for so long, and now it’s back up.”

However, he noted, federal unemployment benefits have kept service workers — who are in some cases, being paid more for not working — away from available jobs.

Bob Bolduc knows this story well. The CEO of Pride Stores said he recently shuttered four stores because he didn’t have anyone to staff them — and he blames unrealistically generous unemployment benefits.

“We’ve been competing with the government for 15 months now, and we’re not getting through to them,” he said. “The real story is how much the government is paying, and how that’s driving prices up unrealistically.

“We’re all paying the same people, for the same labor, two to five dollars an hour more than we normally do, and the definition of inflation is when you pay a lot more but don’t get anything more for it,” he went on. “The biggest factor is that we’re competing with the government for labor — the government is paying people to stay home, and we’re trying to get them to come back to work.”

The frustration is palpable, Bolduc said. “People say they can’t get a job, but we offer them jobs, and they don’t show up. They just want to come in and apply to say they applied. And nobody checks; they’re just giving it away. It’s been that way for 15 months now, and it’s worse than you realize. People have no idea.”

State officials have heard such complaints from business owners, however, and announced last week that, starting in mid-June, Massachusetts will more diligently require proof of genuine job-search activity as a condition of accessing unemployment benefits.

At the same time, Bolduc said, “other prices are going crazy — on everything. Convenience items and food are up at least 10%, maybe pushing 15%, and I don’t see an end in sight.”

For some industries, rising prices can be a benefit.

“We always view our largest competitor as passenger automobiles,” Peter Pan’s Picknelly said. “Historically, when fuel starts going over $3.50, we see a significant increase in passengers because it’s just too expensive for people to travel, so they look for alternatives in the bus.”

If anything, rising fuel prices — married to a desire among people to get away this summer — has benefited Peter Pan’s business, Picknelly explained, noting that Cape Cod trips are almost 100% booked, while he sees similar interest in destinations like New York and Washington, D.C. The reason is that people are looking to travel a little closer to home — in range of a drive, not a flight — and see bus travel as an affordable, low-stress option.

High gas prices should also benefit the company’s commuter buses by making public transit more attractive, he said, noting that the average city bus gets about 280 passenger miles to the gallon, as opposed to about one-tenth of that for cars.

 

The Struggle Continues

That makes for an environmentally friendly byproduct of a challenging economic season. And Nagurney doesn’t separate the economy from the environment — in fact, she believes business and industry leaders need to adopt techniques from disaster management because climate change remains a factor in the global economy.

“Things aren’t going to get better — we’ll see more storms, more floods, more hurricanes, sea levels rising, even more things like the fires we had on the West Coast. Climate change will lead to a greater frequency of natural disasters, and that will affect global supply chains, and it’ll take longer to get products.”

For now, though, most businesses are just focused on when the short-term stress will end. And no one really knows the answer to that.

“In January, we thought this will probably last until March,” MacDonald said of the shipping delays. “In March, we heard it might fizzle out by the summer. We’re almost to summertime, and I’m releasing things from Spain that can’t get a booking until the beginning of July.

“And we’re seeing a huge increase in sales, too,” she added. “There’s a huge need in the United States, and we’re trying to pump as much material as we can into the States, but it’s a struggle.”

 

Joseph Bednar can be reached at [email protected]

 

Features Special Coverage

On the Right Track

Jeremy Levine

Jeremy Levine says Pioneer Valley Railroad and Railroad Distribution Services have a unique business model that has led to decades of success and steady growth.

When it comes to moving freight, Jeremy Levine says, many business owners believe it comes down to a choice between rail — if it’s available — or trucks.

But in many cases, he believes, the best answer might be rail and trucks.

And this is the answer that has enabled Westfield-based sister businesses Pioneer Valley Railroad (PVRR) and its wholly owned subsidiary Railroad Distribution Services (RDS) — both Pinsly Railroad companies — to thrive for the past 35 years and remain on a steady growth trajectory.

“Railroads and trucking … they have their lobbyists in D.C. on opposite sides of the aisle trying to argue against one another,” said Levine, who is awaiting new business cards that will identify him as the company’s business-development coordinator. “But the truth is, for a short-line railroad like us, we use trucking all the time — we’re sending out hundreds of trucks a year to do the last-mile transit for our customers, either here in Westfield or all across the Northeast.”

As a short-line railroad, PVRR, as it’s known to many in this area, moves on 17 miles of operable track running north from Westfield, said Levine, the fourth-generation administrator of the company started by his great-grandfather, Samuel Pinsly. There is a branch running roughly four miles in Westfield and another branch running 13 miles into Holyoke.

The company interchanges with two class-1 railroads — Norfolk Southern and CSX — and takes freight that last mile, as Levine put it, referring to the last leg of a journey that might begin several states away or even on the other end of the country.

“The number you’ll hear is that four trucks equals one rail car. So if you looking to ship a distance or something that’s very heavy, that’s where we provide economies of scale.”

“If you want to get lumber from Louisiana, a large class-1 railroad such as CSX will bring that up, interchange with us at our yard in Westfield, and we’ll take it the last mile or miles to our customers, if they’re located directly on our line,” he explained, adding that, for customers not on the line — those without a rail siding — RDS will take it the last leg by truck via two warehouses it operates in Westfield.

And in some cases, that last leg might be dozens or even hundreds of miles, he noted, adding that rail is a less expensive, more effective way to move material, and RDS enables customers to take advantage of it, at least for part of the journey.

“The number you’ll hear is that four trucks equals one rail car’s worth of capacity,” he explained. “So if you looking to ship a distance or something that’s very heavy, that’s where we provide economies of scale.”

This has been a successful business model since 1982, and the company continues to look for growth opportunities in this region, he noted, adding that such growth can come organically, from more existing companies using this unique model, or from new companies moving into the region to take advantage of its many amenities — including infrastructure. And Pinsley Railroad owns several tracts of land along its tracks that are suitable for development, he noted.

For this issue and its focus on transportation, BusinessWest takes an in-depth look at PVRR and RDS, and how those letters can add up to growth potential — for the company and the region itself.

Train of Thought

Levine told BusinessWest that, while he didn’t work at what he called the “family business” in his youth, he was around it at times, well aware of it, and always intrigued by it.

“When my grandmother was running the business, that’s when they moved the headquarters from Boston to Westfield,” said Levine, who grew up in nearby Granby. “You grow up going to the rail yard, and you’re around these people; you’re definitely going to be inclined to the business.”

But he didn’t take a direct route, as they might say in this industry, to PVRR’s headquarters on Lockhouse Road. Indeed, after graduating from George Washington University in 2015, he stayed in D.C. and worked on Capitol Hill, specifically on transportation policy. He later moved to the private sector and worked at a firm advocating for railroads.

Eventually, he decided he wanted to be a part of the family’s business and relocated to Western Mass. “It’s been quite a ride,” he said while borrowing more language from the industry, noting that he started at PVRR and RDS roughly a year ago.

He came to a company that had a small, steady, and diverse group of rail customers, some that receive thousands of rail cars of material a year and others merely a handful of cars, and more than three dozen RDS customers.

He said his new job description is essentially to generate new business, and he believes there is enormous potential to do just that — again, because of the unique business model these companies have developed and the benefits that rail (or a combination of rail and trucks known as ‘transloading’) brings to potential customers.

As Levine talked about the sister companies and how they operate together, one could hear the drone of forklifts operating in the warehouse outside his office, which led to an explanation of how it all works.

“We have some rail cars here this morning,” he explained. “They got dropped off by CSX late last night; early morning, or 3 a.m. crew [at PVRR] dropped them off here. The crews have been unloading them, staging them, and placing them outbound on trucks to head off to our various customers.”

There are other operations like this, or somewhat like this, in the Northeast, he explained, but what sets this operation apart, beyond the interchange with the two class-1 railroads, is the fact that the company owns both its railroad and distribution services.

“There are companies like our Railroad Distribution Services that are directly on CSX’s line,” he noted. “But the difference there is they don’t control the trains; I can pick up the phone and call the train operator and ask him when he’s going to be here with my rail cars, and with that comes a lot of security that your stuff is not going to backlogged or jammed up and that your deliveries are going to come on time.”

It is this security — and these benefits — that Levine is selling to potential customers. And as he goes about that task, he has the Pinsly team, if you will, focused solely on the Westfield operation and its future. Indeed, the company, which operated short-line railroads in Florida and Arkansas, has divested itself of those operations, with PVRR and RDS being the only holdings in the portfolio.

“What that has allowed us to do is reinvest and recalibrate,” he explained. “We had a very large team throughout the years and a lot of focus on Florida, where we had 250 miles of track; we can now take that talent and focus on our operations here.

“My go-to line is that ‘even you don’t have rail siding, that doesn’t mean you can’t benefit from railroading,’” he continued, adding that he can back up those words with numbers, and he intends to use them to build the company’s portfolio of customers.

PVRR owns a 1930s-era passenger rail car that it calls the ‘dinner train.’ As that name suggests, it’s used for fundraising events, a customer-appreciation gathering, and even as a means to transport Santa Claus to Holyoke Heritage State Park for annual festivities there.

It hasn’t been out of the yard much in the era of COVID-19, but U.S. Rep. Richard Neal recently used it as a backdrop for an event, said Levine, adding that the dinner train has become a highly visible part of this company for decades now.

But the bottom line — in virtually every respect — is that PVRR and RDS are about getting freight, not people, from one place to another.

It’s a moving story, and one that could well add a number of new chapters in the years to come as the company tries to get customers on the right track when it comes to freight — literally and figuratively.

George O’Brien can be reached at [email protected]

Business Management Sections
Massachusetts Export Center Helps Firms Do Business Overseas

ExportDPartTo Ann Pieroway, the statistics speak volumes.

Take, for example, the fact that Massachusetts companies exported more than $26.8 billion in goods last year — a 4.63% increase over 2012 — and ranks as the 17th-highest exporting state in the U.S.

Or that the Bay State ranks second nationally in seafood exports, third in medical-device exports, and fourth in the U.S. in high-tech exports. Or that 28% of the state’s manufacturing workers depend on international exports for their jobs, which ranks fourth nationally.

Those achievements don’t happen in a vacuum, said Pieroway, regional director of the Western Mass. office of the Mass. Export Center (MEC).

“We have a very simple mission: to help companies throughout the Commonwealth achieve success in global markets and contribute to economic growth in our state,” she said. “The goal is to maintain jobs or grow jobs.”

It does so by providing a range of resources to client companies, from counseling and technical assistance to market research and assessment, to a wide range of training programs to help businesses navigate the tricky, hyper-regulated world of exports. As for the center’s effectiveness, Pieroway said, the numbers speak loudly there, too.

“For our latest impact study, we sent out a questionnaire to our clients — significant clients, not just somebody we’ve answered questions for,” she explained. Almost 70% responded, and reported $240 million in financial return from their dealings with the MEC in 2011. “That’s not total exports; that $240 million for 2011 is their increase in export sales due to the help they’ve received from the Massachusetts Export Center.”

With a background in offshore manufacturing, Pieroway has been involved in the export arena since 1983, when she was appointed to the governor’s International Trade Council.

“Back then, there were 27 different groups that had their fingers in international trade, but no one primary group,” she said, explaining the germination of the MEC. Paula Murphy, who still serves as statewide director, got the program running 20 years ago, and Pieroway came on board soon after. “We’re a specialty center of the Mass. Small Business Development Center Network, which put the funding in.”

Ann Pieroway

Ann Pieroway says the success of the Massachusetts Export Center can be measured in the additional dollars exporters bring into the Bay State.

Today, the center is primarily funded by the Small Business Administration, with a matching commitment from the Isenberg School of Management at UMass Amherst.

The state contributes as well, Pieroway said, and studies show that, for every tax dollar it kicks in, $4 is pumped back into the state economy. “So we don’t get cut; we’ve always been level-funded. We put out an impact study that goes to all legislators, and everyone can see what we do — $240 million is a lot of money.”

She also noted that the $2.2 trillion in overall U.S. exports accounts for 9.8 million jobs. “Supposedly, every time you get a $125,000 increase in export sales, a job is created somewhere in the network. That’s very important to us here in the Valley.”

Helping Hands

While Pieroway wasn’t at liberty to name specific clients, she did cite a broad range of services the agency provides, including:

Export counseling and technical assistance. These services are customized to each client’s needs, and might include:

• Export planning and preparation;
• Assessment of export readiness;
• Export strategy and international business-plan development;
• Assessment and selection of target export markets;
• International sales and marketing;
• Identification and qualification of overseas customers and partners;
• International payment and financing;
• Export logistics, including shipping, documentation, terms, and controls;
• North American Free Trade Agreement compliance and eligibility; and
• Working with export service providers, such as international banks, law firms, and freight forwarders.

International market research and assessment. The center has access to a wealth of information on export markets. Examples of research provided to clients include:

• General information on doing business in different countries;
• Demographic, economic, political, and cultural information on different countries;
• Market size, characteristics, and trends;
• Trade barriers and regulatory issues;
• Detailed statistical information on U.S. exports by state, product, and country.

International business-development assistance. Through the center’s partnership with other state and federal government agencies, companies can take advantage of specific programs to market their products and services internationally. These services include:

• International business-plan development;
• Assessment and selection of target export markets;
• Guidance on international sales, marketing, and distribution-channel development and management;
• Identification and qualification of overseas customers and partners;
• Participation in overseas trade shows and missions; and
• Connections with state and federal overseas offices for in-country support.

Export training programs. Partners for Trade, the state’s official export training initiative, is a regional collaborative between the Massachusetts Export Center, chambers of commerce, trade associations, economic-development agencies, and the private sector, working together to present frequent seminars on international trade.

Partners for Trade programs offer Massachusetts companies an overview of topics like international marketing, legal issues, export logistics, international distribution, and others, including country-specific and industry-specific export issues. Much of the training is provided by international trade experts from the private sector, including international business lawyers, export consultants, freight forwarders, international bankers, and international business executives from area companies. On average, more than 1,000 companies participate in the Partners for Trade program each year.

The Massachusetts Export Resource Center. Launched in 2012, the MERC offers a wide range of instructional and practical information on exporting, including training modules, video guides, workbooks, and templates.

The bottom line, Pieroway said, is that the MEC deals in information — lots of it.

“When I first started this job 19 years ago, we used to get reports from the Department of Commerce monthly, and we would send requests to Amherst; our research people would send us a stack of paper like this to take to our clients,” she said, spreading her hands a foot apart. “We no longer have a research department; we do all our own research, or have our interns do research. The things available today were nowhere near available 20 years ago; it’s all Internet research now.”

That information is invaluable to companies navigating the often-thorny, heavily regulated world of international business. Pieroway told of a seven-month-long effort to help a client send a product to China. “Anything going to China gets extra scrutiny. They finally allowed it, with all kinds of conditions. I just pray this company adheres to those conditions.

“We’ve helped companies in every industry there is,” she added, “from agriculture to guns to butternut squash to cosmetics to precision machining — you name it,” she said. And whether a client needs a license or legal assistance or any of a host of other requests, “I connect them with somebody who can help them. We have a wonderful network of support across the Commonwealth.”


Ship Shape

The day she spoke with BusinessWest, Pieroway was preparing for a Partners for Trade seminar in Holyoke called “Fundamentals of Exporting.”

“We want people to have a basic understanding of the process. For some people it’s daunting — there’s a little more paperwork going international — but we achieve results the same way you would domestically: research your client and find out who they are.”

The MEC recently launched another program, called Compliance Alliance, a forum for exporting firms that offers:

• Periodic briefings that address a variety of regulatory compliance issues and provide an opportunity for exporters to network and share best practices with one another;
• Conferences and seminars that provide in-depth training across a broad range of compliance and operational issues. Speakers include exporters, law firms, consulting firms and representatives from government export regulatory authorities;
• An e-newsletter containing updates about current compliance issues and events; and
• Online resources, such as a member directory, a compliance resource library, and a job board.

That word ‘compliance’ comes up often for a reason, Pieroway said, adding that the federal government has tried to simplify international trade, but those efforts have often just made it more difficult.

“We’re doing a lot more webinars, so a lot more people can participate, from all across the country,” she said. “We’re known for our compliance training. We know what companies are going through, and we do a lot of hand holding here.”

That hand-holding has led to national recognition, especially in 2008, when the agency won both the Presidential E Award for excellence in exporting — the highest honor the federal government issues in the exporting arena — and the SBA’s Service Excellence and Innovation Award.

“This year, we won the SBA award for the state and for the region,” Pieroway said. “We feel we should have won the national award, too. I think they thought we’d won too much.”

A 2010 survey found that more than 11,000 Masschusetts companies were exporting goods — about 90% of them small and medium-sized businesses. Along with all the other resources the MEC provides, Pieroway boils a company’s international-trade success down to a strong commitment — of people and resources — by top management.

“You’ve got to have someone in charge of this,” she said, reflecting back to when a company’s compliance ‘expert’ was often a secretary tasked with figuring out how to move product out of the country. “So they became the experts. Now there’s more emphasis on training.”

Pieroway conceded that most companies still get involved in exporting by being reactive, not proactive — for example, when foreign buyers take an interest in a product at a trade show. But the world has been shrinking, so to speak, for a long time, and opportunities abound in other countries for businesses willing to seek it out and learn the ins and outs of exporting. And that takes work.

“You cannot do international business sitting in your chair in your office; you have to leave the country to be really successful,” she said. “It depends on your commitment — of time, personnel, and money.”


Joseph Bednar can be reached at  [email protected]

Education Special Coverage

What’s Cooking?

 

Warren Leigh, co-chair of the HCC Culinary Arts program.

Warren Leigh, co-chair of the HCC Culinary Arts program.

 

Restaurant work is not easy.

Maureen Hindle knows that, having graduated from Holyoke Community College’s (HCC) Culinary Arts program in 2013 and working as a sous chef before returning to work in the HCC program about seven years ago as a lab technician.

“It’s a challenging industry, but it’s all passion-based, and I think that’s a huge thing,” she said. “Our students come here because they have a passion for cooking, and they want to grow that, and this is a good place to do that. And we wouldn’t continue to work in the industry in some capacity if we didn’t love it as well.”

By ‘we,’ she meant the team at the HCC MGM Culinary Arts Institute, which occupies the first two floors of the Cubit building in downtown Holyoke. The $7.5 million, 20,000-square-foot, state-of-the-art facility opened in January 2018, so it will soon mark five years of growth and innovation, which included weathering the pandemic.

Chef and Professor Warren Leigh, who co-chairs the Culinary Arts program, said he’s surprised enrollment isn’t even higher, given the opportunities available in a restaurant industry that’s crying out for workforce help.

“Our students come here because they have a passion for cooking, and they want to grow that, and this is a good place to do that. And we wouldn’t continue to work in the industry in some capacity if we didn’t love it as well.”

“They can’t find employees,” he told BusinessWest. “Nobody knows why we’re not packed to the gills; we should be turning students away, but it’s not happening. Every industry is looking for employees, and especially hospitality. Most all the restaurants are hiring for some position.”

The fall enrollment numbers were encouraging, however, and spring looks strong as well, perhaps because more students are hearing about the needs in a field where pay typically starts in the high teens per hour and can move quickly into the twenties as they move into higher responsibilities. “There is that ability to grow, so you’d think they’d be busting down the doors here.”

Degree programs at the center have been described as ‘stackable.’ Students can choose a one-year certificate program in culinary arts, and if they want to go further, they can enter the associate-degree program and essentially build on what they started.

With that associate degree, a student could transfer to, say, Johnson & Wales, the Culinary Institute of America (CIA), or any college that offers a four-year program in the culinary field. But most of the time, they don’t pursue more education, because of the career opportunities already open to them.

Briana Marizan

Briana Marizan says instructors consider the unique qualities each aspiring chef brings to the program.

“Most of the time, they want to get their degree and go to work. That’s what we see,” Leigh explained. “The question is always, are you getting your money’s worth for this? Compared to other four-year schools and culinary schools, community colleges are inexpensive — a great value. And what we’re seeing is the students who have the associate’s degree tend to wind up in supervisory positions.

“The students who do the two-semester certificate and stick with it also end up moving fairly quickly, but most of the supervisors out there who are alums have associate degrees,” he went on. “That doesn’t mean if you don’t have an associate degree, you won’t get a supervisor’s job. Some of those have made it to some level of supervision, absolutely.”

At a time when career stability is important to so many, enrolling in the Culinary Arts Institute is certainly an attractive option.

 

Heating Up

The institute represents a big step forward in the realm of workforce development within the culinary-arts field, both locally and regionally, a segment of the economy that was already growing and now faces even greater pressure to retain workforce in the post-pandemic era, beset by the Great Resignation at the same time when most people have returned to their old dining-out habits.

“Every industry is looking for employees, and especially hospitality. Most all the restaurants are hiring for some position.”

There has a been a culinary-arts program, in one form or another, at HCC for about 35 years, though the program was more hospitality-related than culinary-focused years ago. It has had several homes over the years, none of them large or particularly well-equipped.

The facility at the Cubit, however, features a fully equipped demonstration kitchen; a production kitchen set up European-style, with the student chefs facing each other and communicating with each other as they work together to prepare a meal; two teaching kitchens; a bake shop; classrooms; a student lounge; and an 80-seat dining facility to host events. As a broad hospitality program, it also maintains a hotel lab with a mock front desk and bedroom.

Hindle, whose role includes food ordering, making sure classes run smoothly, supporting the students and instructors, and more, has seen the program and its physical home evolve since she graduated more than a decade ago, and she’s beyond impressed.

Chef Warren Leigh speaks with students at the start of a class.

Chef Warren Leigh speaks with students at the start of a class.

“It’s incredible. We went from one and a half kitchens to five. So that in itself is huge growth for us,” she said. “But seeing the students able to use this equipment, versus what we had when I was a student, it’s just incredibly beneficial to them because this is what they’re using in the industry. We’re not shoving six students around a range. In fact, this is better than they would see in most industry kitchens; they can learn on the best equipment possible.”

Briana Marizan is one of those current students, working toward her associate degree.

“I came here because I want to be a chef. I want to perfect my craft and then move up,” she said, adding that instructors are sensitive to the learning and work styles of each student. “Each chef brings something unique to the table, and they teach us not only what works best for them, but also what might work best for us.”

As part of its mission to support the region’s hospitality industry, the institute also regularly runs free, eight-week line-cook training and certification courses. Participants learn all the essential competencies they need to become successful line cooks: knife skills; how to prepare stocks, soups, sauces, desserts, poultry, fish, and meat; culinary math and measurements; moist- and dry-heat cooking methods; as well as workplace soft skills, such as building a résumé and presenting themselves at job interviews.

Maria Moreno Contreras, a culinary instructor who was administering a midterm test to one of those classes the day BusinessWest visited, said some participants are already in the industry and want to upgrade their skills, while others are exploring a possible new career in a high-demand field.

“With the non-credit training, many of them getting ready to get a very entry-level job, or it’s exploratory to see if they even want to go there,” Leigh said. “Their endgame is to get a job — but that’s everyone’s endgame here.”

 

Rolling Along

Five years since opening its new headquarters, HCC’s Culinary Arts program is evolving in some intriguing ways. For instance, it was awarded a $147,000 Skills Capital Grant by the state to purchase a truck that will be used as a mobile kitchen for community outreach and education.

“The mobile kitchen has nothing to do with raising income,” Leigh said, noting that it’s not going to set up on the corner and sell tacos. The main purpose is to engage the community while giving students experience in food-truck operations.

According to the award letter, HCC will use the $147,000 to purchase and outfit a mobile food lab that will support both credit and non-credit culinary-arts programs and also incorporate other areas of study, including nutrition, health, business, and entrepreneurship. HCC’s grant application notes that residents of Holyoke face a high level of food insecurity and that downtown Holyoke has been identified as a ‘food desert.’

Maureen Hindle

Maureen Hindle says the state-of-the-art facilities are a far cry from what she used as a student more than a decade ago.

“HCC will deploy the truck to bring food to neighborhoods of downtown Holyoke,” HCC wrote in its application. In addition, the college plans to connect this project to its downtown Freight Farms initiative with a focus on basic nutrition, local produce, and healthy eating.

Leigh envisions using the mobile food lab to engage community partners such as the Holyoke Boys & Girls Club and area food pantries. Students will meet with representatives from area organizations to create menus based on ingredients of their choice or what might be seasonally available.

Food trucks are one way to enter the industry more inexpensively than opening a brick-and-mortar restaurant, he added, citing the example of HCC culinary arts alumna Nicole Ortiz, who wrote a letter in support of the grant and started her own culinary career with her Crave food-truck business. She now also runs Crave restaurant on High Street in Holyoke.

Leigh also said the institute is working with Holyoke Medical Center on putting together some professional development for nurses and nutritionists, planning to package it as a non-credit course with possible grant support.

The facility also recently partnered with the Boys & Girls Club by helping lay out its new kitchen and hosting the club’s eighth-graders at the Cubit.

“We’re trying to be a community partner,” Leigh said, adding that the school started preparing Thanksgiving to-go packages — everything but the turkey for a family of four — to raise money for the President’s Student Emergency Fund at HCC, which assists thousands of students with basic needs.

The program is reaching out to the community in other ways as well, such as a plan to offer professional-development opportunities for culinary-arts teachers in several vocational and technical schools in the region. “It would clearly cost less than at Johnson & Wales or CIA,” he noted. “But maybe we can get grant funding for it.”

At the same time, Leigh and his team are trying to be more purposeful in recruitment, an ongoing effort, as he said, to get the HCC MGM Culinary Arts Center “packed to the gills.”

“We’re trying to tag-team a faculty member and an admissions person and go to those six or eight voke-tech schools, and we’ll try to do the same with the non-culinary students at the other high schools,” he said. “They might only hear about Johnson & Wales and CIA, where the price starts at $50,000 or $60,000.”

With the need for culinary talent more critical than ever before, and the cost of a community-college education within reach for most, he hopes HCC has a winning message for those young people.

As Hindle said, the work isn’t easy, but it’s a field where those with a passion can thrive.

 

Joseph Bednar can be reached at [email protected]

Class of 2017 Difference Makers

The ‘Unflappable’ Joan Kagan

Leader Guides Square One Through All Kinds of Adversity

Photo by Leah Martin Photography

Photo by Leah Martin Photography

Joan Kagan’s corner office on the second floor of 1095 Main St. in Springfield comes complete with two large windows offering stunning views of the ongoing construction of MGM Springfield.

That’s the good news — and the bad news.

Indeed, while she and others have been fascinated by the panorama presented by this front-row seat, Kagan readily admits that at times — or most of the time, to be more precise — it can be a huge distraction and even an impediment to workflow.

“It’s … amazing,” Kagan said of the beehive of activity that has been a constant for more than a year now. “A few days ago, I’m at my desk working, and all of the sudden I see this huge piece of equipment dangling in front of my window; I look out, and they’re placing it on an 18-wheeler parked on Main Street.”

She acknowledged that, while she, other staff members, and certainly the children at Square One have been captivated by the construction work and giant cranes moving steel and equipment just a few feet from those windows, the demolition work that preceded it was equally, if not more, compelling and attention-diverting.

“When they were moving the [former First Spiritualist] church, I think we were down to about 10% productivity,” she said with a wry smile, noting that the historic structure seemed to move at a snail’s pace, but that didn’t stop observers from becoming entranced by the exercise. “It was fascinating, but it made it tough to get work done.”

She’s seen worse impediments to productivity, unfortunately. Much, much worse.

Start with the June 1, 2011 tornado that roared down Main Street and then through Square One’s former offices just a few hundred yards to the north, displacing young students and staffers alike and leaving the agency without a permanent home for … well, even the current quarters wouldn’t exactly be considered permanent.

Joan Kagan with several of the students at Square One

Joan Kagan with several of the students at Square One. Since 2003, she has led the agency through profound change — and large amounts of adversity.

But the tornado did more than dislocate employees and programs. It seriously impacted cash flow by removing from the equation invaluable seats in early-childhood-education classes, and it would be years before those losses could be made up.

Then there was the natural-gas explosion roughly 18 months later that absolutely erased the gentlemen’s club on Worthington Street next to another Square One facility, leaving it uninhabitable, thus displacing more people and programs and further imperiling the bottom line.

Kagan’s actions during both disasters, but especially the tornado, have been described as heroic, in both a literal and figurative sense, with the latter saved for how she fashioned response plans and rallied the various troops. As for the former, she acted quickly and calmly that June afternoon to help move young students and employees — and even a technician in the building working on the air conditioning — to safety in the basement. Then, while standing in the middle of Main Street surveying the considerable damage and hearing police issue loud warnings about gas leaks and a second tornado, she essentially commandeered a school bus to get students and staff to a shelter set up down the street at the MassMutual Center.

“She was … unflappable,” said Kevin Maynard, an attorney with Springfield-based Bulkley Richardson, a long-time (now former) Square One board member, and current volunteer, who would use that word often to describe Kagan’s work before, during, and well after those calamities . “After both the tornado and the gas blast, Joan leaned on the board for support, but the board really leaned on Joan. She was rock-solid, knew what she had to do, and worked with others to get it all done.”

She continues to fight every day, through all the bureaucracy, to make sure that Square One and other organizations are heard and they’re able to meet their individual mission statements.”

While being unflappable in the face of natural and man-made disasters is certainly part of the reason Kagan was named a Difference Maker for 2017, there is, of course, much more to this story — and this individual.

It involves not only her work to stabilize, diversify, and expand Square One, an agency that was in a definite state of disarray when she arrived in 2003, but also her tireless efforts to bring attention to the critical need for not only early-childhood education, but other programs focused on strengthening families and championing their cause — on Capitol Hill, Beacon Hill, and everywhere in between.

Bill Sullivan, a long-time Square One board member

Bill Sullivan, a long-time Square One board member, said of Joan Kagan’s outlook on children and families and society’s responsibilities to them, “she gets it.”

Bill Sullivan, first vice president of Commercial Loans at PeoplesBank and another long-time board member, summed it all up succinctly and effectively.

“She gets it,” he told BusinessWest. “She understands that human services, and especially childcare, is really the foundation of the whole local — and national — economy. If you have an employee who doesn’t have safe, secure childcare, what is that employee’s attendance going to be like?

“Joan gets that,” he went on. “And she continues to fight every day, through all the bureaucracy, to make sure that Square One and other organizations are heard and they’re able to meet their individual mission statements.”

Not Child’s Play

As he talked further about Kagan, Sullivan said the place to start the discussion was not with the day she was hired at Square One — and he was one of those on the search committee that hired her — or that fateful June day in 2011, or even the day after Thanksgiving in 2012, when the natural-gas explosion leveled a city block.

Instead, he chose an unlikely place and time — the funeral services he attended for Kagan’s mother in Pittsfield 2013. That’s when and where he gained a real understanding of — and a deeper appreciation for — her passion for helping others, and especially children.

“Her mother really was involved in the community, and she understood the social activism that’s needed to make sure people are heard, especially the people who are less fortunate than we are,” Sullivan explained. “My epiphany at that time was ‘Joan’s pretty good, but now I understand why she’s pretty good. She comes from a family that has a long heritage of giving back.”

That heritage has defined her career through a number of career stops, including an unlikely starting point, and a certainly intriguing 14-year stint at Square One, one that has seen everything from the adaptation of that name (the agency was formerly known as Springfield Day Nursery) to a profound broadening of its mission to what everyone would agree has been far too much practice dealing with adversity.

Our story begins in New York City in the fall of 1975. Kagan had recently earned a master’s degree in social work (MSW) at Columbia University, but was confronting a historically bleak job market.

Indeed, the Big Apple was in the depths of its worst financial crisis since the height of the Great Depression, and was teetering on bankruptcy that would only be avoided when President Gerald Ford, who initially balked at a $4 billion federal bailout of the city (the New York Daily News headline on Oct. 29 famously read ‘Ford to City: Drop Dead’), eventually relented.

But the federal assistance would come far too late to improve in any way Kagan’s job-search prospects.

“I couldn’t buy a job, and in fact, some of the people I was calling to inquire about opportunities with were telling me they were getting laid off,” she explained while talking about the months after she graduated. “So I went back home with my tail between my legs.”

Kevin Maynard

Kevin Maynard says that, during times of crisis, Joan Kagan would lean on her board, but the board would really lean on her.

Home was Pittsfield, a city dominated in every way, shape, and form by its largest employer, General Electric. And while she thought ever-so-briefly about trying to work there, Kagan instead joined the field she was trained for. Well, not really, but it was in the ballpark, as they say.

She found an opportunity at Berkshire Home Care, tending to the needs of the elderly, not those at the other end of the spectrum, as she desired. But it was work, and it was actually much better than that.

Indeed, at age 25, she was named client-service supervisor — the job demanded an MSW, and there were not many people with that credential — and tasked with overseeing co-workers and coordinating services with other community agencies. This would be the first of a host of leadership roles on her résumé.

The next would come a few years later, after a short stay as a social worker at Child & Family Services of Springfield Inc., when she became supervisor of Social Services at Brightside for Families and Children in 1979.

She would stay with that West Springfield-based agency for 17 years, serving in no fewer than 12 positions, ranging from program manager for the Family Resource Unit to the last one, vice president of Community Development.

“I kept getting promoted and given new management responsibilities and training,” she explained. “Brightside was going through a major transition, and I had a lot of opportunities for growth and development, and appreciated that very much.”

In 1996, she would apply those skills to a new career challenge serving as administrator of the Western Mass. region for the Mass. Society for the Prevention of Cruelty to Children (MSPCC), a position — one that saw her supervise a staff of nearly 400 — she would keep for seven years before deciding she was ready for “something else.”

That turned out to be the administrator’s role at a Springfield institution with a proud past, a shaky ‘present,’ and uncertain future.

Name of the Game

Indeed, as he talked about the situation at Springfield Day Nursery when Kagan arrived, Maynard spoke in measured tones, choosing his words in a careful, diplomatic manner, while still getting his point across.

His point was that the agency was at a crossroads in many respects, and in need of strong leadership to return it to stability.

“We had gone through some tumultuous times and several changes in leadership,” he explained. “The organization very much needed someone like Joan, with her credentials and her experience, to right the ship, which had been roiled by some pretty big waves.”

Kagan, being equally diplomatic, agreed.

“When I arrived, Springfield Day Nursery needed a lot of restructuring, fiscally as well as programmatically and administratively,” she said, adding that the CFO left just before she arrived, and the agency’s board had just closed its center in East Longmeadow and was in the process of closing the facility in Tower Square.

“Eight centers immediately became seven, and I consolidated two of those centers, so the seven became five, and that’s how we were rolling along until the tornado,” she said, before replaying the tape and moving much more slowly.

June 2011 tornado

In many ways, Joan Kagan and Square One became the face of the June 2011 tornado and its aftermath.

Her first eight years would see expansion of the agency well beyond its Springfield roots (into Holyoke, for example) and its primary mission — to provide daycare services. To undertake this diversification of services, Kagan called upon experience, and perspective, amassed at several of her previous stops.

“They hired a social worker who was coming to them with a background in child welfare and mental health,” she said of her career path. “And with that came a perspective, or philosophy, that the strategic point of intervention in making a difference with children is the family.

“You cannot work with just the child — you must work with the family,” she went on. “I said that before I even got hired during the interview phase; I said I wanted to integrate early-childhood education, child welfare, and mental health.”

That’s because many of the same families she saw at the MSPCC were arriving at the doors at Springfield Day Nursery, she said, adding that a far more holistic approach to serving children was needed.

So, over her first several years, she implemented one, after first educating the board and then gaining its blessing.

“I’m not sure anyone really knew what I was talking about or quite understood it,” she said with a laugh. “But I think it was intriguing enough that they went with it.”

In 2006, Kagan, amid some skepticism, hired the agency’s first social worker with the help of a grant and some other funding cobbled together, thus beginning the process of changing the conversation from a focus on the child to a focus on family-support services.

“I remember someone saying to me, ‘how can you hire someone? — this is a one-year grant; you’re just going to have to lay her off,’” she recalled. “I said, ‘welcome to the world of nonprofits — this is what we do. And over the next year, we’re going to work very hard to find more funding and hire more of these people.’”

And she did. There are now 40 social workers, funded in large part by a contract through the Children’s Trust Fund called Healthy Families. Other contracts would follow, including one with the Hampden County Sheriff’s Department to work with individuals who have been incarcerated.

These various forms of expansion involving geography and programming created the need for a name change, she explained, adding that neither ‘Springfield’ nor ‘day nursery’ really worked anymore.

Several options were considered, before the board, after much debate, decided upon ‘Square One,’ a name crafted to connote that this was where a child got a solid start and a foundation he or she could build on.

Little did board members and agency administrators know they would be going back to square one themselves in the years to come, and in ways they probably couldn’t have imagined.

A Force in the Community

Before moving on to Columbia, Kagan earned a bachelor’s degree in sociology at Washington University in St. Louis. While there, she received an informal education in a much different subject matter — tornadoes.

Indeed, while that Missouri city located on the banks of the Mississippi River isn’t as noted for twisters as sections of Oklahoma and Kansas, it is visited by them frequently, she told BusinessWest. “We never had a direct hit while I was there, but there were times when it got pretty scary; it would get very dark and very still, and the winds would pick up, and the pressure would build.”

She would call on those experiences nearly 40 years later on that fateful afternoon in 2011, reacting instinctively, for example, to get her assistant away from the large window through which she first spotted the twister, and then herd everyone into the basement, including that reluctant air-conditioning technician.

Joan Kagan chats with state Sen. Eric Lesser

Joan Kagan chats with state Sen. Eric Lesser. Over the years, she’s lobbied tirelessly for programs benefiting children and families.

Thinking back, Kagan said that, while everything happened very quickly — three minutes total, by her estimate — she remembers events unfolding almost in slow motion. And what she remembers most are sights and sounds.

Starting with the latter, while most would compare the noise generated by the twister as it passed over and through the building to a freight train moving at high speed, she would get into even more detail.

“It was deafening,” she said while recalling the brief time she and several others spent in the basement listening to what was going on overhead. “It was like you were on a airport tarmac, and jumbo-jet engines were running, and someone was taking pieces of metal and throwing them into those engines. It was like metal crunching, and it was very loud.”

As for the sights, there are too many to recount, but the one that resonates most, perhaps, was the view she had of the building next door to Square One’s after arriving on a chaotic Main Street.

“The wall had been sheared off … I’m looking at it, and I’m looking at people’s offices; I can see their pictures on the wall,” she recalled. “It was totally exposed; it was like a doll’s house.”

In the days and weeks after the tornado, Square One, and especially its president and CEO, would become the face of the tornado and the recovery that followed — quite literally.

Indeed, the June 20 issue of BusinessWest, bearing the headline “Blown Away: Business Community Grapples with the Tornado Aftermath,” features a picture of a grim-but-determined-faced Kagan with a pile of rubble that used to be the Square One offices in the background.

And that verb grapple was the operative word. While the tornado packed a wallop, the aftermath was in many ways far more grueling, said those we spoke with, noting that the challenges were many, ranging from simply finding new quarters to the immediate and severe cash-flow problems, to dealing with insurance companies that covered the agency.

“The tornado totally took out our infrastructure — the administration building was demolished — and dramatically altered our business plan,” Kagan explained. “That spring, we had just secured funding to renovate our King Street site; our plan was to add 100 more children there. When we lost the Main Street site, instead of being able to add 100 children, I ended up having to place the 100 children we were serving on Main Street to King Street.”

Those renovations weren’t ready until August, she went on, adding that the agency had to find temporary space for the displaced children while waiting for an insurance settlement and finding a new home for administrative offices.

Unfortunately, and almost unbelievably, the agency’s misfortunes would be compounded by a different disaster, the natural-gas blast 18 months later. Kagan was actually out of town traveling when it happened, but quickly returned to handle an aftermath that featured far too much déjà vu.

“Just as we were getting things together from the tornado, the gas explosion hit, and we lost the capacity to serve another 100 children,” she said. “We were rocking and reeling and trying to find places for those kids, dealing with staff issues, dealing with the insurance companies, dealing with Columbia Gas … on it went.”

The twin disasters certainly tested the agency’s mettle, said Sullivan, adding that, in many ways, the present tense is still needed, because Square One is still dealing with infrastructure and cash-flow issues and still rewriting its business plan; it has gone from serving 1,000 children to handling roughly 700.

“Instead of growing, we were just trying to keep things together,” he said, adding that Kagan’s calm, determined brand of leadership has been a key factor in weathering those storms. “She never gets rattled; she’s been the voice of reason, and that has certainly helped us as we’ve fought our way back.”

Battle Tested

But while Kagan has in many ways become best-known for her leadership in the form of disaster response — something they don’t teach people in business school, let alone the social-work program at Columbia — her work before and after those calamities has more far-reaching implications for Square One and the community as a whole.

In recent years, that work has increasingly focused on the day-to-day fiscal challenges facing all nonprofits today, as well as bringing attention to a challenging, almost debilitating system for funding agencies like Square One and lobbying for a replacement that enables such institutions to function more effectively.

“They pay you per child, per day,” said Kagan, adding that this puts enormous pressure on efforts to build capacity, efforts that have been, as noted, crippled by those twin disasters, but also by simple demographics.

Joan Kagan and students at Square One

Joan Kagan and students at Square One pose with members of the Western Mass. delegation to the state Legislature.

“Because of the population we serve, it’s very hard to keep children in the seats day after day,” she explained, adding that the current system would be akin to a college being paid only for the classes a student attends, rather than a designated tuition amount set to cover a host of expenses. “We have all these fixed costs, and they’re the same whether we have 15 kids in the class or 20. But if we only have 15, they’ll only pay us for 15, which makes it very difficult to operate.”

For years, Kagan and others have been lobbying for change, and a sliver of hope for such a system has come in the form of a pilot program, which Square One is now part of, whereby agencies are paid on a reimbursement system based not on students in the classrooms, but costs incurred.

“It’s still difficult, but it’s better; if I spend this amount on teachers, that’s the bill I submit,” she explained, adding that there are still challenges, because the agency incurs expenses one month, bills the state the next month, and gets reimbursed the third, which adds up to serious cash-flow-management issues at an already-difficult time for nonprofits.

“We can manage now,” she went on, adding that the challenge ahead is to convince the state to change its funding model because, with the old (current) one, center-based care is simply not viable, let alone profitable.

Fighting this fight is just one example of the strong leadership Kagan has provided to the larger community of Greater Springfield and all of Western Mass., said Sullivan, adding that she has never stopped battling for children and families — and won’t.

“The state looks at centers like this, and it figures there will be 50% private pay, something you can make margin on, and 50% are poor children who have to be subsidized,” he explained. “Well, Square One doesn’t have that benefit; all our children are subsidized. The children we serve are the future employees in this city, and she’s out there saving souls every day.

“Joan’s been a director, but also a kind of battlefield commander,” he told BusinessWest, referring specifically to the twin disasters but also to the sum of the challenges she and the agency have confronted. “She gets her arms around things quickly and can understand what has to be done.”

Family Business

As he talked about Kagan’s career — the chapters that have been written and those still to be penned — Bill Sullivan harkened back to the woman he came to know and fully appreciate at that memorial service in Pittsfield more than three years ago.

“I think about how proud Joan’s mother would be knowing what a tremendous human-service advocate her daughter has been, and how she has continued that family legacy by passing it on to her children,” he said, adding quickly that Irene Besdin Kagan certainly wouldn’t be the only proud one.

All those who had the foresight to hire her daughter would fall into that category, he said, as would everyone who has the opportunity to work with her — at Square One, all her other career stops, and within the community as well.

Through more than 40 years of service to children and families in need, she has been not only a true leader, but, as Maynard so eloquently put it, “unflappable,” especially during the times when that quality was most urgently needed.

And for that, Joan Kagan is truly a Difference Maker.

George O’Brien can be reached at [email protected]

Uncategorized

For decades, Massachusetts was the only state in the U.S. that set automobile-insurance rates for all drivers, barring carriers from competing based on price. That changed last spring with the institution of managed competition, which allows carriers to provide options to motorists, within limits. That has created more work for insurance agencies, but it has been a benefit to drivers, especially those with clean records.

How someone feels about the recent changes in Massachusetts’ auto-insurance rules might depend on where in the state they live.

“It’s good for the consumers, especially the consumers in Western Mass.,” said Dean Florian, president of the Insurance Center of New England in West Springfield.

He noted that, in most states, drivers who live in urban areas pay higher rates than those in less-populated communities, but until recently, the Pioneer Valley and the Berkshires didn’t enjoy a similar advantage over the metro Boston area because of a state law that strictly regulated automobile-insurance rates for all drivers.

“For many years, the rates were artificially high in Western Mass. to subsidize Eastern Mass. drivers,” Florian said. “We were paying their freight for the last 30 years. But that’s being eroded considerably.”

Indeed, for much of the past century, auto-insurance rates in Massachusetts have been set by the state Division of Insurance — until last spring, the only such regulated system among the 50 states. Anyone who requested a premium quote for a certain level of coverage would receive the same price from any number of companies, unless they were eligible for a group discount.

Managed competition, which began about 15 months ago, allows insurance companies to offer their own rates. Although these rates may vary, they must still be approved by the Division of Insurance — hence the term ‘managed.’ But now, for the first time since an ill-fated attempt at changing the system 30 years ago, Massachusetts drivers are able to compare the different rates, benefits, and services offered by the 20 insurance companies competing for their business.

“I think it has been a big winner for the consumer,” said William Grinnell, president of Webber and Grinnell Insurance in Northampton. “It has really accomplished what the insurance commissioner set out to do, which was to create a more competitive environment. More companies have entered the state, and rates have been pushed down; every company essentially dropped their rates from where they were two years ago, so that’s been great for the consumer.”

Initially, said Grinnell, the change spurred a rush of customers calling about how to reduce the rates they were currently paying, but those calls have died down to some degree. “But as policies renew, there is still a heightened interest from clients wanting to know what’s out there, what their various options are.”

In this issue of BusinessWest, we talk to the leaders of area insurance agencies to learn how the change to managed competition benefits consumers, and how it has added a layer of challenge to agents’ jobs.

Accelerating the Workload

“There’s been a little more work, no doubt about it,” said Jules Gaudreau, president of the Gaudreau Group in Wilbraham.

He was referring to the fact that helping customers find the right carrier — for both cost and benefits — has become more time-intensive in the current environment.

“From an agent’s perspective, it’s a more difficult environment from which to operate,” Grinnell agreed. “We’re all paid on commission, so as rates drop, our revenues drop. At the same time, our staff people are working a lot harder. Obviously, people are calling looking for the best deal they can get, and it takes a lot of time to shop among all the carriers we represent.

“Sometimes the auto is tied into the homeowners insurance, and there are additional credits available,” he added. “You’ve got to make sure they meet the guidelines to get an accurate quote. It takes time and a lot of explaining. It’s more work, but it isn’t necessarily generating more dollars.”

Gaudreau, however, goes further, questioning how beneficial, in the long run, managed competition will be for consumers.

“When one considers the auto-insurance market, if we had maintained the status quo, rates would have gone down 9% or 10% in 2008, and then would have done the same thing a year later,” he explained.

“So you have to ask the question: how has the reform market performed compared to what would have happened anyway? And the fact is, it has underperformed,” he said. “The voluntary rates went down about 10% in 2008 when carriers could compete, but we did not see the same thing in 2009. Meanwhile, from 2007 to 2009, the status quo would have resulted in a 20% rate decrease.”

Still, he conceded that motorists seem to appreciate having options based on their lifestyles and economic priorities.

“There has been more innovation in the marketplace as a result of competition — not so much competition, actually, but allowing carriers to do the things they feel are important to their customers,” Gaudreau said.

Such actions might include discounts for students away from home that make it easier for their parents to carry them on their policies year-round, coverage of pets that are injured in car accidents, and significant discounts on auto and home insurance if both policies are bought from the same carrier.

“There are a variety of ways in which that innovation has led to a better market for consumers,” he said. “Certainly better drivers in Massachusetts will do much better over the next five to 10 years than under the old system, but the jury’s still out on how much money others will save.”

Driving Change

Under the prior, regulated system, insurance providers were required to apply specific surcharges for certain accidents and traffic violations, a program known as the Safe Driver Insurance Plan (SDIP). Now, insurance companies are permitted to develop their own rules, subject to state approval, for imposing surcharges for at-fault accidents and traffic violations. They may also use the state-established SDIP in setting their rates.

The last time Massachusetts waded into managed competition was three decades ago, and premiums shot up more than 25% for some motorists. Lawmakers quickly passed a law capping increases at 25% over 1976 levels, and in 1978, amid widespread discontent, Massachusetts reverted to a fully regulated system yet again.

To avoid the rate-spike problems of 1977, when managed competition began last year, Insurance Commissioner Nonnie Burnes capped any increase at 10% for the worst drivers.

But Florian predicts that could change, and although rates have fallen across the board, he said, they could eventually drop even lower for good drivers, while motorists with spottier records could find it more difficult to keep costs down.

“There is still a ceiling on how much companies can charge, and until that ceiling goes away, rates won’t go as low as they could,” he explained. “There’s only so much they can charge an inner-city driver in Boston, and that’s holding the rates high in more suburban areas.

“In Connecticut, you can charge anything you want for a 22-year-old, crazy driver,” he continued, and better drivers pay less because they’re not subsidizing that risk. “I think that will happen in the next year or two here. The commissioner just didn’t want to implement all the changes at once.”

“For drivers with good records, those rates have come down more substantially than for drivers with poorer records,” Grinnell said. “They’re down across the board, but they’re especially aggressive for the good driver.”

That hearkens back to Florian’s point about companies being limited in how high they can set rates. Because carriers operating in Massachusetts are restricted in how much they can charge motorists who have poor records, live in cities, or demonstrate other factors, they’re taking on greater financial risk with those shakier drivers — making competition for customers with clean records even more fierce.

Roadmap for Savings

Independent agencies are learning something about competition, too, from the likes of so-called ‘direct writers’ like Progressive and, soon to enter the market, Geico — businesses that operate largely off Web sites and focus their marketing on price. Gaudreau, a longtime proponent of the independent insurance agent, is confident that most Bay Staters will continue to demand more.

“People are used to talking to a licensed professional and want to continue to enjoy that kind of service,” he said, adding that getting in touch with a local agent is just as easy as accessing the Internet, and that agent will have a better idea of what questions to ask in tailoring the right policy.

“Why take the risk of not being properly covered when you can just fax a copy of your insurance to a local agent in your own community who’s dedicated to taking care of you and your family?” he asked. “You’re not talking to someone in a call center in India or Texas, but someone right here, available to help you.”

“The direct writers have certainly had an impact,” Grinnell said. But they’ve also brought some controversy, he added, such as Progressive’s recent fining by the state for allegedly deceptive rate-quoting policies that made six-month terms seem like annual rates.

When quoting comparison rates on the Web, “their default choices are often bare-bones coverage with higher deductibles,” Grinnell said. “We were losing a fair amount of business to them until they were forced to straighten their Web site out. Hopefully, more-informed customers will call you so you can have an opportunity to explain the differences.”

And because of the state’s landmark law change last year, there are plenty of differences to explain.

“It certainly is more work,” Florian said. “Our customer-service representatives have to know more, but it’s making everyone a better salesperson.

“All I used to hear was, ‘Massachusetts auto is Massachusetts auto.’ But that’s not true anymore. It’s a brave new world.”

Joseph Bednar can be reached at[email protected]

Briefcase Departments

Applicants Sought for Leadership Institute
EASTHAMPTON — The Women’s Fund of Western Massachusetts has created the Leadership Institute for Political Impact to develop future leaders in civic affairs. The institute is now accepting applications for the 2011-12 training cycle. The organization encourages women to think seriously about becoming more involved as civic leaders in their communities and running for office, according to Carla Oleska, CEO of the Women’s Fund. Focusing on areas such as community organizing, the legislative process and policy-making, fund-raising and campaigning, and running for office, the institute gives women the tools and confidence they need to become political leaders. At each training session, a woman working at the elected level presents her experiences. The initiative “perfectly links” the foundation’s emphasis on social change with leadership development, added Oleska in a statement. “We believe that a critical way to address the problems facing our communities is to engage the talents and the input of women at all levels and in all sectors of decision making.” The year-long commitment will begin for new members in September; however, applications are being accepted through June. Applications are available on the foundation’s Web site, www.womensfund.net.

Architect Chosen for Union Station Project
SPRINGFIELD — Boston-based HDR Architecture has been chosen to oversee designs for long-dormant Union Station, which is slated to be renovated into a multi-modal transportation center. The announcement was made at a press conference in Springfield City Hall on April 4. Donald Warner, senior vice president of the company, said construction work on the $70 million project is slated to begin in the summer of 2012 and be completed in 2015. Plans call for renovations to the 200,000-square-foot main terminal building and a refurbished passenger train platform. The existing freight building will be razed and replaced with a 23-bay bus terminal and parking garage.

Bankruptcy Filings Fall 6%
WASHINGTON, D.C. — The number of Americans filing for bankruptcy dropped 6% in the first quarter of 2011 compared to the previous year, two industry groups announced recently. Monday. The number of filings in the first three months of 2011 dropped to 340,012, down from 363,215 filings recorded in the first quarter of 2010, according to data from the American Bankruptcy Institute and the National Bankruptcy Research Center. “Though bankruptcy filings are still elevated, consumers continue to take steps to reduce debt levels and shore up their finances,”said ABI Executive Director Samuel Gerdano said in a statement. The bottom line is that the sharp increase in bankruptcy levels in recent years might be starting to level off, and perhaps even decrease. Personal bankruptcy filings had been climbing steadily since 2007, when the U.S. fell into a deep recession that left millions of Americans unemployed. In 2005 Congress amended the Bankruptcy Code, making it more difficult for Americans to file and sparking a rush to file by October 2005, when the amendments kicked in. In 2005, bankruptcy filings totaled more than 2 million.

Class of 2023

From Wrestling to Ice Cream, They’ve Made a Community-wide Impact

Steven and Jean Graham

Steven and Jean Graham
Leah Martin Photography

As he talked about wrestling and how it can help shape young people, Steve Graham offered a wry smile, a cock of the head, and then a look that spoke volumes.

Indeed, it conveyed everything from the many ways the sport helps build character and provides lessons in perseverance, to just how grueling and difficult wrestling practice can be in high school. And Graham, who wrestled in high school and college, has coached the sport on many levels, and helped create the Grit & Gratitude Wrestling Academy in Springfield’s North End, backed up the look with some commentary grounded in those decades of experience.

“The sport is really nice because there are weight classes, so all sizes fit from day one,” he explained. “And that’s unusual. You don’t have to be tall, you don’t have to be big, you don’t have to be anything. But you do have to be tough mentally because wrestling is physically very taxing, and you’re literally fighting with your teammates every single day. And, inevitably, when you start, you’re getting your butt kicked as a freshman and a sophomore by the older kids. Eventually, you become more proficient and stronger and more mature.

“But wrestling also teaches you discipline, and it teaches you control,” he went on. “So when someone does beat you and throws you on your back, you can’t start punching them, you can’t start kicking them, you can’t start actually fighting with them. You have to control yourself, and you have to get back up and face them again.”

Those are great life lessons, and lessons for business as well, he noted, adding that, for anyone in business, there are days when you get knocked down and you must get back up again. And to persevere, one must be mentally tough. He and his wife, Jean, who together started Toner Plastics, now based in East Longmeadow, would know all that, too.

“You don’t have to be tall, you don’t have to be big, you don’t have to be anything. But you do have to be tough mentally because wrestling is physically very taxing, and you’re literally fighting with your teammates every single day.”

In different ways, separately in some cases, but mostly as a team, Steve and Jean Graham have been real difference makers in their community — as an employer, as a wrestling coach and indefatigable promoter of the sport, as supporters of countless nonprofits and education-related causes and organizations, and, yes, as purveyors of ice cream.

Indeed, the Grahams turned an East Longmeadow landmark, the old train depot in the center of town, into an ice-cream shop, but also much more. It has become a gathering spot in the community and a place where children and families can hear music, take in car shows, ride a miniature train, play cornhole, and get a cup or cone of sea-salt caramel. (Much more on that later).

Grit & Gratitude Wrestling Academy

Steve Graham was instrumental in creation of the Grit & Gratitude Wrestling Academy in Springfield’s North End, which introduces young people to a sport that provides many life lessons.

BusinessWest talked with the Grahams about all this, and, well, it wasn’t easy. Both would much prefer to just do what they do than talk about it. Humble and unassuming, they both said, in essence, that they have been simply motivated to help others and improve quality of life in this region.

“We are happy to help out other people if they need it, and we have the means,” Jean said. “It’s nice to help other people out.”

 

Landmark Decision

The old train depot in the center of East Longmeadow is a small, rather non-descript structure. But it is loaded with history, much of which can now be seen in photos on its renovated walls.

Built in 1876, this was where people gathered to catch two commuter trains each day, back when the train was how people got from here to there — and there to here. One train, which originated from Hartford, left at 10:57 in the morning. The other, which started in Springfield, left the station at 3:21 in the afternoon. Meanwhile, freight trains, which also passed through the station twice a day, carried a wide range of goods in and out of the community, but especially the sandstone and brownstone that came from more than 100 quarries in town and was used to build many historic structures, including Boston’s Trinity Church; the original Waldorf Astoria hotel in New York; buildings at Harvard, Yale, and Princeton; and East Longmeadow Town Hall.

Later, after the last train came through in the late ’60s, the depot was converted into the Community Feed Store, where area residents could buy grain, coal, farming supplies, and more.

Steve and Jean Graham learned or witnessed much of this history after moving to the town in the ’90s, and that’s one of the reasons why they became determined to somehow preserve the station for future generations. Steve told BusinessWest that they decided to buy the depot from a developer who planned to create an apartment complex on the site, not knowing where they would move it if the need arose — and it probably would.

Steve and Jean Graham inside the old train depot

Steve and Jean Graham inside the old train depot they have converted into an ice-cream shop and gathering place for the community.
Leah Martin Photography

“We thought … we’ll move it to our backyard if we have to,” he noted, adding that this wasn’t necessary, as he and Jean eventually bought the property around the station as well, as those development plans failed to materialize. And they created an ice-cream shop that opened in the spring of 2021.

Its called the Depot at Graham Central Station, and has since expanded in several ways, including a café where lunch is now served and a small railroad that runs on a track around a portion of the property.

It’s a moderately successfully business, but turning a profit is not really what motivated the Grahams in this effort to not only rescue the station but transform it into something for the community.

“We wanted to create a place for families,” said Jean, who played a lead role in renovating the station and providing a new, warm, and inviting look. “Communities need places to gather, where people can come together and have a good time. That’s what we wanted to do here.”

Those sentiments effectively sum up what drives the Grahams and the many ways they have been involved in the community. There has always been a desire to help children and families through initiatives that include:

• Work with other parents to launch the East Longmeadow Educational Endowment Fund, which today stands at more $1 million and has donated hundreds of thousands of dollars to the town’s schools. The couple, and especially Jean, helped stage the annual dinner dance that raised money for the fund and raised awareness as well;

• Work building stronger minds and bodies through wrestling. From 2005 to 2015, Steve, who wrestled in high school in New Jersey and then at Princeton, was a volunteer and eventually head coach of the wrestling team for six years at East Longmeadow High School. In 2021, in the middle of the pandemic amid the suspension of interscholastic sports, he worked with other coaches in the area to open (and fund) the nonprofit Grit & Gratitude Wrestling Academy, where they work with young people ages 5 and up;

• The train depot, which has a become a community gathering place, with park benches, live music, and more; and

• Support to a wide range of area nonprofits, from Link to Libraries to the Ronald McDonald House; from the Springfield Jaycees to the National Epilepsy Foundation (Steve’s brother suffered from the disease, so for him it was personal).

 

One Word: Plastics

Meanwhile, the Grahams have been difference makers as business owners and employers as well, providing opportunities on many levels.

As for their business, Toner Plastics, it started small, as in very small — “we had one sale for $200 the first six months,” Steve noted — but eventually they garnered some regular customers, first the old Woolworth’s department store and then eventually Walmart, Michael’s, Hobby Lobby, and others.

Today, the company manufactures everything from point-of-purchase displays to radiator covers to filament for 3D printing equipment. It is still headquartered in East Longmeadow, but has other locations in Pittsfield, Rhode Island, and Florida. While growing the company, the Grahams have amassed a strong track record of providing not only job opportunities, but opportunities to thrive, personally and professionally, after being hired.

Frank Valazquez, operations manager at Toner Plastics, explains.

“I had never met a man like Steve, with a pure heart, humble, fair, quick to listen, patient, wise, consistent, and willing to help anyone willing to help themselves — and who genuinely enjoys helping others by doing good. And for me, a young kid with no sense of direction, 22 years old at the time from Springfield’s North End, he was a difference maker.

“All I needed was a chance,” Valazquez continued, “an opportunity for someone like Steve Graham to truly listen and say, ‘I believe in you, and I am here to help you through the process as long as you are patient and put in the work.’”

Steve said he and Jean have helped script many similar stories at Toner Plastics, where they provide employees more than a job and a paycheck. Often, there are other forms of support and other types of doors they’ve helped to open.

“We have a program that allows employees to borrow money for any reason without divulging why, and they set the payment schedule,” he noted. “The money is loaned interest-free; in the more than 30 years of business, I can’t recall anyone not paying the money back. We encourage employees to invest their money not just in a 401(k) but in the stock market in a conservative manner, and show them the value of compounding. Most of the people who work for us on the factory floor have been able to buy a home and send their kids to college if they so choose. It is wonderful to see.”

Added Jean, “to me, it’s like a family here. Everyone works very hard, and we appreciate everything they do. And we love to see them progress in their lives.”

As noted earlier, the Grahams don’t like to talk about themselves. They would rather let their actions and deeds do the talking for them. When prodded, Jean noted that they are motivated, primarily, to help children and families and “do the best we can.”

Most would say this is a classic understatement.

 

Pinning Him Down

While he doesn’t like talking about himself, Steve Graham really enjoys discussing wrestling and all that it can do to help shape the lives of young people.

In short, he said, it teaches them about much more than maneuvers like the single-leg takedown and the front quarter nelson. Indeed, it also provides important lessons in perseverance, teamwork (even though they’re on the mat themselves), and, yes, humility.

“Wrestling is special because you know that the person in the mirror is the only one responsible for success or failure,” he told BusinessWest. “It is special because, no matter how tough you think you are in street clothes, someone is going to beat you on the mat. And getting beat physically and mentally on the mat is very beneficial; it makes you humble, teaches you respect, and makes you tougher mentally.”

Speaking of special, that’s a word you would need to describe the Grahams, although they probably wouldn’t use it themselves. They put their time, their talents, their resources, and their experience to work helping others and building a stronger, better community.

And that certainly makes them Difference Makers.

Features
He’s Kept His Focus on Job Creation and Retention

Allan Blair

Allan Blair President of the Economic Development Council of Western Mass.


Allan Blair says his passion for photography started taking form just before his first son, Colin, was born in 1978.
“My wife was getting close with him, and I said to myself, ‘you better figure out how to take pictures,’” Blair recalled, adding that he bought a camera and managed to gain a degree of competence just as he was also becoming a father.
Over the years, he’s taken his hobby to a different level — and many different places — as the walls in his office attest. There are some framed photos from a trip several years ago to the town of St. Andrews in Scotland (the famous golf course, the world’s oldest, appears in the background in one of them), where Colin studied for a year. There are also a few scenes from Amsterdam, which Blair visited as part of a contingent from Western Mass. on one of the first international flights out of Bradley Airport in 2008 — a short-lived program, as it would turn out. And there’s an intriguing shot of an indoor mall in Melbourne taken while Blair was visiting his younger son, Justin, while he was studying in that Australian city.
“My wife, Sheila, has a better eye than I do,” he explained, “so she’ll often identify subjects or approaches to subjects that I don’t see, and I execute the photograph; it’s good teamwork.”
While some friends and colleagues are aware of Blair’s proficiency with a camera, most are more attuned to his efforts with regard to another form of big-picture developing. Indeed, as president of the Economic Development Council (EDC) of Western Mass., Blair is the individual most closely associated with the region’s overall economic health and well-being, and efforts to improve it.
This is a job that comes fully loaded with rewards, challenges, and expectations (many of them inherently unreasonable, he said, but more commentary on that later). It is also what Blair calls a complex, multi-faceted extension of his first real job, as a vocational counselor with the state Division of Employment Security, now known as the Division of Employment & Training, and subsequent work administering the Springfield chamber’s jobs program.
The common denominator, he said, is putting people to work, an assignment he finds both tremendously important and quite fulfilling.
“The one common thread that always stuck with me was that the importance of a job to a person’s feeling of worth is almost inestimable,” he explained. “Every person, no matter how down and out and destitute they might have been, wanted to be self-reliant; they wanted to be able to take care of their family.
“It’s somewhat ironic, the circuitous route I’ve taken,” he went on. “Being on the job-creation side, trying to provide the jobs or attract the jobs for people like those I worked with all those years ago, seems like closure, coming full-circle. Instead of working with individuals, I’m working with companies and regions and municipalities to create jobs and retain jobs.”
This task of putting people into employment situations has evolved considerably over the past 40 years, said Blair, speaking to his tenure in the broad realm of economic-development-related work. “It’s a different mindset; it’s not so much real-estate-based any more as it is business-to-business growth,” he explained, noting that in the past, much more emphasis has been placed on selling the region and recruiting companies here. “It’s a transition that’s been taking place over the past 30 years or so, and it has accelerated in the 21st century, where technology has been adopted to products and processes.”
And it has become much more difficult, he continued, as the cost of doing business in this region becomes an increasingly negative factor, as the regional and national economy moves increasingly away from manufacturing, and, perhaps most important, as the gap widens between the skills necessary for today’s technology-centered jobs and the skills most area residents possess.
The size of this gap became readily, and disturbingly, apparent with the deep economic downturn that started more than three years ago, said Blair, and it now looms as the biggest challenge for the region moving forward.
“In all my career, I’ve never seen such a dislocation between the skill preparation of the worker and the skill requirements of the new jobs,” he said. “There are going to be some who can make the transition and retool, and there are going to be many who can’t.”
For this, the latest in the ongoing series called Profiles in Business, Blair talked at length about this gap and the challenges it presents, as well as the many ways in which economic-development work has changed over the years.

Definitive Answers
When asked for his working definition of the phrase economic development, Blair gave a slight smile and a nod that indicated he’s been asked that question quite often over his career, and had a well-thought-out answer.
“I’ve given my definition of economic development to different groups over the years, and the more experienced I get, the more that definition morphs a little bit,” he explained. “Economic development, as I see it, is creating increasing investment in our region — and, ultimately, a city or town — that generates increased tax revenue to the municipality and the state and creates jobs; that’s my simple definition.
“But if I were to expand it, I would say that it is really also community development,” he continued, “because in order to have an environment that is conductive to those investments being made, you need to have a municipality as a host that can provide adequate services to the company and municipalities where the workers live that provide good school systems, public safety, and neighborhoods to keep those employees in our market. I see it as two sides of the same coin; the growth in taxes for any city or town enables that community to improve and increase the level of service it provides to both companies and residents, and as a result we all benefit, if it all works.”
Blair has been honing this definition since not long after he graduated from UMass Amherst and took that job with the Division of Employment Security, one that made a lasting impression and, in many ways, set a tone for his life’s work.
“That job with DES probably had one of the biggest influences on my future career and my perspective,” he told BusinessWest. “I was responsible for dealing with unemployed teenagers and trying to help them determine some sort of vocational choice, and often it meant referring them to the [chamber’s] jobs center, where in those days they got a stipend to go to school and either earn a GED or learn a trade.
“Over the years, as I’ve experienced the downsizing of our manufacturing sector and the big job losses at the Van Norman plant, American Bosch, and the Armory, those good-paying jobs that were family-supporting jobs were lost,” he continued, “and I never forgot the lessons I learned in those first four years after I was out of college about the importance of work.”
From his work with the chamber’s jobs center, Blair went on to become the organization’s vice president of administration and finance, a post that involved considerable legislative work. He eventually became executive vice president, and left in 1984 to become president of Westover Metropolitan Development Corp., which manages several industrial parks on land that was once part of Westover Air Force Base.
In 1993, he added the title of president of Westmass Area Development Corp. after that entity, which developed a number of industrial parks first in Springfield and then other cities and towns, successfully emerged from Chapter 11 bankruptcy. And in 1996, Blair became the first president of the EDC, an umbrella agency that includes a number of economic-development groups, including Westover, Westmass, the Greater Springfield Convention and Visitors Bureau, and other organizations.
In the mid-’90s, while doing all this, Blair took on another challenge, or detour, as he called it — earning his juris doctor from Western New England College School of Law. The four-and-a-half-year odyssey of night school was a learning experience on a number of levels, he told BusinessWest, adding that his pursuit of a law degree posed some challenges and taxed his schedule, while also providing him with career flexibility and, ultimately, some acquired analytical skills for his chosen day job.
“Just as I finished, and I got notification that I’d passed the bar, was when the EDC was created,” he explained. “I had to make a choice between a law career and this career, and I chose this. But the experience in law school provided a unique framework for looking at things, and in the world I’m in, with a lot of real-estate work, there were immediate applications for what I was learning at night.
“I found it to be really exciting and interesting,” he continued. “That may sound crazy to people who went to law school right out of college and probably hated the experience, but as a mid-lifer doing it with all my life experiences to date, it was really interesting to see how it all fit together.”
He credits his family with helping him to manage what was an even more complicated process of balancing life and work, and providing needed inspiration. “I wasn’t around much in those days, but I used to make it home for dinner, even on law-school nights, just to look my kids in the eye and give my wife a kiss on the cheek and say, ‘I’m still around, and don’t forget it,’” he said. “There were many nights when my kids and I were studying in the same room together, and that was pretty neat; Colin graduated from high school the same year I got through the bar, so that was a major celebration.”
It was a capped off with a trip to Wimbledon, where the tennis-loving Blair family took in a few matches — and Allan took several hundred pictures.

Moving Experiences
There have been some celebrations in his professional life, as well.
Indeed, Blair listed off a number of accomplishments from his career, including the broad category of industrial-park development, or creation of those neighborhoods that sparked the kinds of investments he spoke of. Such parks have been created in Chicopee at Westover, and also Agawam, East Longmeadow, Westfield, and other communities, resulting in the creation or retention of thousands of jobs.
Individual success stories include the recruitment of Emery Air Freight to Westover in the mid-’80s early in his career (another short-lived triumph, as major players FedEx and UPS soon dominated the market); bringing Sundor Brands, later to be acquired by Procter & Gamble, to Airpark West; attracting C&S Grocers to the north side of Westfield, where it built a massive freezer warehouse, in the mid-’90s; and the improbable rescue of Westmass from bankruptcy.
“In 1991, when they filed, I got involved with a number of people in the effort to salvage their properties and holdings because of my belief in having these neighborhoods available for expansion,” Blair told BusinessWest. “This was the first not-for-profit bankruptcy in Massachusetts that was successful, and it took a lot of hard work and imagination to make it happen.”
In recent years, the major economic-development triumphs have been fewer, different in nature, and more difficult to quantify and qualify, said Blair, adding that the recession has taken a hard toll on development efforts in this region and many others. Meanwhile, much of the workload for groups like the EDC has evolved and diversified over the years, becoming less real-estate focused. This is a process that really began in the ’70s, he explained.
“The source of jobs today is very different from when I started with Westover in the early ’80s, or even when I was with the chamber in the ’70s, when we were relying upon a number of very large employers, particularly in manufacturing, but also in financial services,” he told BusinessWest. “And most of those companies grew here — they developed out of someone’s garage into these great things or they fell from the Armory as intellectual property that propagated around the region and grew. Almost none of them moved into Western Mass.; they grew in here.
“The job-creation strategy in those days was to attract another big manufacturer that wanted to be around this big nest of companies, but even then, the growth was incremental,” he continued. “The difference today is that, while we’re still going to try to attract that prospect that’s looking around the country or the Northeast — we still need to have that flag out and about in front of those decision makers — most of our growth is going to come from small businesses, and with them, growth is in fives, 10s, and 20s at a time.”
And to accomplish growth of this nature, the region needs to have a different infrastructure in place than the one that has existed in recent decades — one that nurtures entrepreneurship and innovation, he explained, adding that, ironically, the region grew into a manufacturing mecca more a century ago because of such an environment.
“Most all of the big companies we have today — and that list includes MassMutual, Smith & Wesson, Big Y, the hospitals, and the colleges — and the plethora of smaller companies all started when someone had a good idea and took a risk,” he continued. “Today, we’re spending a lot of our time working on making sure that we have a robust infrastructure that supports new-business formation, provides ample capital for growth, and has plenty of mentorship and interactive opportunities for people to nurture their good ideas, because that’s where our future is.
“We’ve turned a lot of attention to the process of understanding it, figuring out what can enhance it, and then trying to put these things in place with partners who have more interest or more resources to bear,” he went on. “The problems of small businesses are different, and we need an infrastructure that can address them.”

Getting the Picture
Accompanying these changes in overall philosophy with regard to economic development have been several factors — many of them beyond the control of leaders in this region — that have made the tasks of job creation and retention much more difficult, said Blair as he addressed the subject of expectations regarding the EDC, and how he believes many of them are not realistic.
The biggest of these factors is the recession, which is over from the textbook-definition standpoint only, he said, adding that the prolonged downturn has created stagnancy and quiet — in both a literal and figurative sense — unlike anything he’s witnessed in his lengthy career.
“The phone literally stopped ringing for almost three years,” he explained. “Those phone calls from brokers, site selectors, and real-estate people inquiring about opportunities to invest in the region just stopped. And with growth literally halting and corresponding layoffs and contractions happening, the ranks of the unemployed grew exponentially. And probably the most compelling comment on this period as we look back on it is going to be that the rebound that’s coming is going to be more of a jobless recovery than anyone anticipated.
“It’s not just that the number of jobs may be down,” he continued, “but that the new jobs created will be very different from the skill sets of the people who are unemployed.”
This sizable gap poses a dilemma for economic-development leaders, he went on, noting that it creates questions about whether the region should continue trying to attract knowledge-based jobs for which many residents are simply not qualified, as it has for several years now, or shift the focus to industries with lower-skilled jobs, such as distribution.
“And this has implications for everything,” he told BusinessWest, “implications for marketing, land use — if you decide to go after more distribution than manufacturing, for example, the amount of land used is greater, so you’re chewing up that resource faster — and other factors. I don’t have the answer, but this has created a need for us to re-examine some of our strategies and targets.”
Another factor is the cost of doing business in this region, he said, adding that, despite the efforts of state and local officials to mitigate the overall impact, those numbers are more of an issue than ever before.
“By virtue of where we are in the world, those costs are higher than in lots of other places,” Blair explained. “In the ’50s, ‘60s, and ‘70s, it wasn’t that far out of whack with the rest of the country, and it didn’t matter anyway because the products were being produced here and companies wanted to stay.
“Today, if we as a state are not nurturing businesses that are producing high-value products that can absorb the underlying costs of doing business, we’re going to lose the manufacturing that we currently have,” he continued. “And the only way for companies to create those products is to be constantly innovating, finding that new thing, putting that new tweak on an existing product, designing a machine that makes something 10% cheaper so they can continue to stay on top and be unique and competitive.”
All this brings Blair to perhaps his most critical observation — that effective economic development requires more partnerships than ever before, with players that can assume key roles in creating an environment that fosters entrepreneurship and innovation and then provides the support network needed to help businesses get to the proverbial next level.
“The economic-development effort is much more of a partnership today than it ever was,” he said. “It always had to be, but there was a lot more room for lone rangers to go out there and make a deal, drag a company back, and put it in a building. Today, it’s such a complex decision-making exercise as to where a company locates that there has to be a broader circle of partners. That includes the planners, the municipal economic-development people, and higher education and other workforce-talent-development people, because that’s the biggest issue companies face.
“The circle of those of us involved in economic development, the collaborators, is much bigger today than ever before,” he continued. “And it has to continue to be flexible because of the sheer complexity involved. We’ve done a good job of responding to this change, this evolution, and we have to continue doing so, because if we don’t, we’re going to lose.”
While coping with all this change and evolution, Blair said he also has to deal with the high expectations for the EDC, a situation magnified by the recession and the critical need for jobs, especially in urban centers trying to reinvent themselves.
“When things are this difficult, people look to organizations like ours for solutions,” he explained. “They expect, because we have the leadership of our region involved, that we’re going to figure out some solutions and somehow put the resources there to make things happen. But those solutions are not easy to recognize.
“I’m sure that people are disappointed that we haven’t been able to create more jobs and attract more jobs to this region,” he continued. “I can say definitively that it’s not for lack of effort and it’s not for lack of trying to find a new, smarter, better way of doing what we do; things have just changed, and it’s going to take a while for us to get back in the game. And if misery loves company, we’re certainly not the only ones facing this.”

A Developing Story
Now 62, Blair told BusinessWest that, while he’s not fixated on the subject, thoughts of retirement and what it might be like enter his head every so often.
“At some point, you turn the corner,” he said, “and realize that you won’t be here for the next cycle of whatever it is you’ve been working on for years and years — someone else will be doing that.”
There will be several options if he decides to stay active professionally when that day comes, he continued, referring to his vast experience in real estate and other economic-development matters, not to mention that law degree he earned 15 years ago.
For now, though, he is focused on that career-long devotion to putting people into jobs and leading the region’s response to change in how that assignment is carried out. “I love what I do, and I’m still totally committed to working with our region for our economic growth and benefit.”
As the economic-development landscape continues to evolve, and recruitment of companies to Western Mass. absorbs less of his time, there will likely be fewer opportunities to add to that collection of photos in his office.
But then again, his attention has always been on the really big picture.

George O’Brien can be reached at [email protected]