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Conceptual Plan
About the Cover Photo The photo on the cover of this report was taken on December 17, 2010, around 8:00 AM. The view is from the Savin Hill Avenue overpass and looks almost directly south. This overpass is shown in Figure 3-3 of the report, and the field of view includes land shown in Figure 3-2. At the right is the recently completed headhouse of the Savin Hill Red Line station. Stopped at the station platform is an inbound Red Line train that started at Ashmont and will travel to Alewife. The station is fully ADA-compliant, and the plan presented in this report requires no modification to this station. Next to the Red Line train is an inbound train from one of the three Old Colony commuter rail branches. There is only one track at this location, as is the case throughout most of the Old Colony system. This train has a mixed consist of single-level and bi-level coaches, and is being pushed by a diesel locomotive, which is mostly hidden from view by the bi-level coaches. Between the two trains is an underpass beneath the Ashmont branch of the Red Line. This had been a freight spur serving an industrial area on the west side of the Ashmont branch tracks. Sections A-2.3 and A-2.4 of this report present an approach to staging railroad reconstruction that utilizes the abandoned freight spur and underpass. The two tracks to the left of the Old Colony tracks serve the Braintree Red Line branch. -
The Lebanon Nh-Vt Micropolitan Statistical Area
THE LEBANON NH-VT MICROPOLITAN STATISTICAL AREA A GEO-DEMOGRAPHIC REVIEW by Robert Haslach urban analysis Washington, DC and Robert Leland RCLELAND CONSULTING LLC for The City of Lebanon, NH (under purchase order no. 1229) March 25, 2006 The statements, findings, conclusions, and recommendations found in this study are those of the authors, and do not necessarily reflect the views of the Department of Planning or The City of Lebanon, NH. The Lebanon NH-VT Micropolitan Statistical Area: a descriptive report urban analysis-Washington, DC _____________________________________________________________________________March 25, 2006 TABLE OF CONTENTS 1. Executive Summary 3 2. Purpose and Scope 5 3. Introduction to Micropolitan Statistical Areas 6 4. Methodology, Sources and Data Collection 9 5. Geography of the Lebanon NH-VT Micropolitan Statistical Area 10 6. Population 13 7. Housing 21 8. Employment 32 9. Transportation 36 10. Public Institutions 39 11. Conclusions 42 12. Sources 46 13. Definitions 49 2 The Lebanon NH-VT Micropolitan Statistical Area: a descriptive report urban analysis-Washington, DC _____________________________________________________________________________March 25, 2006 1. EXECUTIVE SUMMARY The Lebanon NH-VT Micropolitan Statistical Area is a geo-demographic area. Responses to Census 2000 questions by the residents of New Hampshire and Vermont defined its boundaries. After analysis of those responses, the U.S. Office of Management and Budget (OMB) selected the towns that showed the greatest social and economic interdependence to define the extent of The Lebanon NH-VT Micropolitan Statistical Area. The OMB uses a Micropolitan Statistical Area to present local and regional data so that it reflects the actual behaviors of its residents. The Lebanon NH-VT Micropolitan Statistical Area is an economically integrated region of 25 contiguous towns that spans four counties in two states. -
The Hub's Metropolis: a Glimpse Into Greater Boston's Development
James C. O’Connell, “The Hub’s Metropolis: Greater Boston’s Development” Historical Journal of Massachusetts Volume 42, No. 1 (Winter 2014). Published by: Institute for Massachusetts Studies and Westfield State University You may use content in this archive for your personal, non-commercial use. Please contact the Historical Journal of Massachusetts regarding any further use of this work: [email protected] Funding for digitization of issues was provided through a generous grant from MassHumanities. Some digitized versions of the articles have been reformatted from their original, published appearance. When citing, please give the original print source (volume/ number/ date) but add "retrieved from HJM's online archive at http://www.wsc.ma.edu/mhj. 26 Historical Journal of Massachusetts • Winter 2014 Published by The MIT Press: Cambridge, MA, 7x9 hardcover, 326 pp., $34.95. To order visit http://mitpress.mit.edu/books/hubs-metropolis 27 EDITor’s choicE The Hub’s Metropolis: A Glimpse into Greater Boston’s Development JAMES C. O’CONNELL Editor’s Introduction: Our Editor’s Choice selection for this issue is excerpted from the book, The Hub’s Metropolis: Greater Boston’s Development from Railroad Suburbs to Smart Growth (Cambridge, MA: The MIT Press, 2013). All who live in Massachusetts are familiar with the compact city of Boston, yet the history of the larger, sprawling metropolitan area has rarely been approached as a comprehensive whole. As one reviewer writes, “Comprehensive and readable, James O’Connell’s account takes care to orient the reader in what is often a disorienting landscape.” Another describes the book as a “riveting history of one of the nation’s most livable places—and a roadmap for how to keep it that way.” James O’Connell, the author, is intimately familiar with his topic through his work as a planner at the National Park Service, Northeast Region, in Boston. -
Interstate 93 Web052305
INTERSTATE 93: A MODEST PROPOSAL by J. Mark Lennon Interstate 93 needs to be widened. Soon. Now. It is tough to believe that thousands of commuters – or anyone else – will get out of their cars to take a train. It is tough to believe, even with high-and-getting-higher gas prices, that thousands of commuters will carpool. It is tough to believe that hundreds of companies will institute flex time to spread out the morning and evening commute. Or that thousands of commuters would take advantage of the flexibility if they had it. It is tough to believe that weekend skiers or hikers or boaters or snowmobilers will do something other than herd north en masse on Friday nights, and herd back south Sundays. Interstate 93 needs to be widened. But eight lanes, at a cost of $440 million and up to ten years of construction, are a dumb idea. Eight lanes will turn New Hampshire’s tree-lined threshold into a bleak, Jerseyesque eyesore. Take a drive through Secaucus for a glimpse of this future. Four hundred forty million dollars will consume, for a decade or more, practically every bit of highway money in the state. Dozens of other projects, equally needed to accommodate growth and enhance safety, will be pushed aside. Most disturbing, a widened I-93 will bring rapid growth to 50 or 60 communities in southern and central New Hampshire, but the $440 million price tag will preclude or delay dozens of local highway improvements needed to accommodate the growth. The result, once you leave the interstate, will be more congestion, more delays, and less safety. -
Bristol Eastbayri.Com THURSDAY, NOVEMBER 14, 2013 VOL
PhoenixPhoenixBristol eastbayri.com THURSDAY, NOVEMBER 14, 2013 VOL. 177, NO. 46 $1.00 Town: Don’t dock at Quito’s Byfield Fisherman denied taking licks from the waters of in the Coastal Resources Manage- this,” said the Bristol fisherman, dockage at Quito’s, Bristol Harbor, sits a small, wood- ment Council’s (CRMC) assent, Robert Morris, who has presented en dock. dated Feb. 11, 2004. a petition to Bristol Town Council space seeks answers The 5-by-15-foot structure is Yet, one local fisherman has members, asking them to look affixed to four pilings. There’s been ticketed by Bristol Harbor into it. BY CHRISTINE O’CONNOR about enough space for two good- Patrol almost $1,000 for having “Coastal better investigate this [email protected] filled up sized commercial fishing boats to docked there over the course of a thing.” Just outside of Quitos’ Restau- tie up and unload their catch. winter and into this summer. rant next to Independence Park, After all, that’s the use approved “I don’t know where to go with See QUITO’S Page 20 fast Town brought tenants into empty school building without long-term strategy BY CHRISTINE O’CONNOR [email protected] The Town of Bristol has no clear vision for the future of the old Byfield School building on High Street. While town officials initially thought of the building as a busi- ness incubator, its current tenants have their own idea: To utilize the space as an arts collaborative, fos- tering arts in the community. The idea to rent out Byfield’s rooms belongs to Parks and Recreation Director Walter Burke. -
Route 128 / Interstate 95 Woburn, Massachusetts
LOCATION More than 550 feet of unprecedented frontage on Route 128/I-95. Superb access to Route 128 / I-95, I-93, Massachusetts Turnpike (I-90), Route 3, Route 2, and Route 1. Route 128 / I-95 access via both Exits 34 and 35. Route 128 / Interstate 95 11 miles to downtown Boston and Woburn, Massachusetts Logan International Airport. Minutes from Interstate 93 and Anderson Cummings Properties announces the Regional Transportation Center–home development of TradeCenter 128 – to Logan International Airport Shuttle 400,000 SF of unprecedented first-class and MBTA Commuter Rail. space fronting Route 128 / I-95 in Woburn, minutes from I-93. With nearly 40 years experience in commercial real estate, developer Cummings Properties has earned a long-standing reputation for operations and service excellence. Cummings Properties has designed and built hundreds of specialized facilities including, cleanrooms, biotech labs, and operating rooms, as 781-935-8000 cummings.com well as thousands of office, retail, warehouse, and R&D spaces. 400,000 Square Feet • 7 Stories • Covered Parking • Abutting Route 128 / I-95 This flagship property offers the finest quality corporate lifestyle with the amenities of a central business district. It is the largest single building ever developed by Cummings Properties and will receive the best of our nearly 40 years of experience. A 3-story drive-through gateway welcomes patrons to TradeCenter 128. DESIGN Energy efficient design and construction means Up to 63,000 SF per floor. Wide-open floor reduced operating costs, healthier and more plans provide maximum flexibility in layout. productive occupants, and conservation of natural resources. -
M a S S a C H U S E T T S EXISTING ITS DEVICES in DISTRICT 5 and TURNPIKES October 1, 2021
Installed ITS Devices Roadways MAP E CCTV )" Patrol Sheds Interstate 89 DMS Interstate 93 MVDS Interstate 293 " VSL Interstate 393 Existing Devices District 5 & Turnpikes Everett Turnpike October 1, 2021 RWIS NH 101 0 2.25 4.5 9 US Routes Miles State Routes LACONIA BROOKFIELD DANBURY HILL SANBORNTON GILFORD 28A SPRINGFIELD DISTRICT 2 «¬ «¬106 DISTRICT 3 MIDDLETON TILTON BELMONT WILMOT 93 ALTON 11 NEW DURHAM ANDOVER FRANKLIN ¨¦§ «¬ 11 GILMANTON «¬140 MILTON «¬ ¤£4 NORTHFIELD NEW LONDON 103A SALISBURY «¬ FARMINGTON CANTERBURY BARNSTEAD SUTTON «¬129 «¬127 BOSCAWEN LOUDON NEWBURY «¬132 2 WEBSTER 103 PITTSFIELD T «¬ STRAFFORD C I 126 WARNER R ¤£3 «¬ T 89 CHICHESTER S ¨¦§ I 93 ¨¦§ 4 D CONCORD ¤£ BRADFORD EPSOM NORTHWOOD HOPKINTON WASHINGTON DISTRICT 6 202 PEMBROKE HENNIKER ¤£ HILLSBOROUGH «¬43 ALLENSTOWN 152 BOW DEERFIELD «¬ WINDSOR NOTTINGHAM DUNBARTON DEERING WEARE 156 «¬149 «¬77 HOOKSETT «¬ CANDIA ANTRIM EPPING 101 «¬ RAYMOND 101 GOFFSTOWN «¬ BENNINGTON «¬47 FRANCESTOWN 136 114A 293 «¬ «¬ ¨¦§ «¬28A AUBURN FREMONT HANCOCK NEW BOSTON BRENTWOOD MANCHESTER CHESTER GREENFIELD 13 «¬ 102 BEDFORD «¬ SANDOWN DISTRICT 4 121 DANVILLE 28B «¬ 6 «¬ T LYNDEBOROUGH C DUBLIN MONT VERNON I R 111 137 PETERBOROUGH 31 DERRY ¬ T «¬ «¬ « LONDONDERRY HAMPSTEAD S AMHERST I D MERRIMACK 28 NEWTON LITCHFIELD 128 «¬ «¬ ATKINSON WILTON JAFFREY TEMPLE SHARON MILFORD 3A «¬ WINDHAM 123 45 «¬ «¬ 101A «¬ SALEM 122 HUDSON «¬ FEE ¬ 111 GREENVILLE « «¬ HOLLIS RINDGE NEW IPSWICH MASON BROOKLINE NASHUA «¬38 ¬130 PELHAM 1«¬23A « M A S S A C H U S E T T S EXISTING ITS DEVICES IN DISTRICT 5 AND TURNPIKES October 1, 2021 DIRECTION OF MILE DEVICE NAME CITY/TOWN ROUTE LOCATION DESCRIPTION TRAVEL MARKER NH Route 101 Eastbound slope of the Meetinghouse RD/US 101 E 53.8 CCTV AX 5 Bedford NH 101 Eastbound 53.8 Route 3 intersection between US 3 and the Route 101 Eastbound on ramp. -
Purpose and Need Environmental Assessment Improvements to I-293 (FE Everett Turnpike), Exit 6 & 7 (Manchester 16099)
Purpose and Need Environmental Assessment Improvements to I-293 (FE Everett Turnpike), Exit 6 & 7 (Manchester 16099) The draft Purpose and Need outlined here is intended to describe and support the Environmental Assessment which is being developed pursuant to the National Environmental Policy Act (NEPA). The Purpose and Need helps to establish the basis for the development of alternatives, and is used to compare the effectiveness and the impacts of the Proposed Action against the No Action Alternative. The Purpose and Need statement is fundamental to the analysis of a project under NEPA, the Clean Water Act (Section 404), and other environmental regulations. Purpose The purpose of this project is to address capacity, safety, and access related deficiencies along a 3.5-mile portion of Interstate 293 (FE Everett Turnpike) in Manchester, New Hampshire, beginning north of Exit 5 (Granite Street) and ending north of Exit 7 (Front Street) by: • Correcting geometric and safety deficiencies while reducing congestion at problem locations within the Study Area; • Accommodating future traffic growth related to commuter trips and the transportation of commercial goods and services through the corridor; and • Improving access to the highway consistent with the long-term vision of the communities of Manchester and Goffstown. Need Interstate 293 (FE Everett Turnpike) is a north-south toll highway in central-southern New Hampshire which serves as a major transportation corridor linking the state capitol of Concord to the residential, industrial, and commercial centers in Manchester, Nashua, and north-central Massachusetts. Interstate 293 connects other regional highways including I-93, US 3, and NH 101 and serves as a major route for commuters and commercial activity. -
Chapter 2: Regional Context
CHAPTER 2: REGIONAL CONTEXT 1. INTRODUCTION The idea of belonging to a region is nothing new to Hanover and its neighboring municipalities. There is a tradition of thought, activities and inter-municipal cooperation that extends across town, county and state boundaries. Since the Region provides a common background, each town has a stake in keeping the Upper Valley region a desirable place in which to live and work. Hanover and its neighbors cannot afford to look only as far as town lines. Because the population and/or tax base in many towns are small, cooperative efforts are necessary to cut costs for services and, in some cases, essential for the service even to be provided. Individual communities each play a distinctive role in the growth of the Region. As the Town looks ahead to the next decade, it is important to understand Hanover's identity and role in this broader context. While other chapters of this master plan emphasize Hanover and its resources, and goals and policies, this chapter will highlight Hanover's significance from the perspectives of the immediate Upper Valley and broader region. Then, specific issues the Town will need to consider from a regional point of view in the near future will be addressed. 2. A SENSE OF THE PLACE Hanover, a small New England college community, is the cultural anchor of the Upper Valley. With its highly regarded quality of life, Hanover is home to Dartmouth College and its museums, theatrical and musical productions, lectures and sports events, attractions for residents, alumni and visitors. The town’s business and office/laboratory districts maintain a strong and vibrant economic base. -
Meeting - Board Op Mayor and Aldermen
215 MEETING - BOARD OP MAYOR AND ALDERMEN SPECIAL ROAD HEARING January 3, 1969 3:00 P.h Mayor Mongan called the meeting to order. I Mayor Mongan called for the Pledge of Allegiance and Aid. Psaledas led the Board in this function. The Clerk called the roll. Roll Cal I Present: Mayor Mongan, Aid. Bergquist, Enright, Walsh, Casey, Larochelle, Verville, Head and Psaledas. Absent: Aid. Hunt, Kelley, Wilcox, Noel, Martineau and Acorace. Mayor Mongan announced the purpose of the meeting was to conduct a special road heari] Purpose V. on a petition as follows: "....laying out and discontinuing a highway, beginning at a point on the Petition northerly line of Loring Street, said point being six hundred (600) feet Loring Street west of the intersection of the westerly line of South Willow Street and the northerly line of Loring Street and measured along the northerly line of Loring Street? thence continuing in the same straight line in a westerly direction, a distance of two hundred ninety-eight and thirty-two one hundredths I (298.32) feet to the Boston and Maine Railroad Right of Way. The above described line to be the northerly line of the highway, the highway to be fifty (50) feet wide and to be known as Loring Street in said City. They, therefore, request you to layout and discontinue the highway on the route above described, subject to twenty-five (25) feet easement for sanitary sewerage II Communications as follows were read into the record by the Clerk: • Department of Highways "At the request of Hr. -
Timber Bridges Design, Construction, Inspection, and Maintenance
Timber Bridges Design, Construction, Inspection, and Maintenance Michael A. Ritter, Structural Engineer United States Department of Agriculture Forest Service Ritter, Michael A. 1990. Timber Bridges: Design, Construction, Inspection, and Maintenance. Washington, DC: 944 p. ii ACKNOWLEDGMENTS The author acknowledges the following individuals, Agencies, and Associations for the substantial contributions they made to this publication: For contributions to Chapter 1, Fong Ou, Ph.D., Civil Engineer, USDA Forest Service, Engineering Staff, Washington Office. For contributions to Chapter 3, Jerry Winandy, Research Forest Products Technologist, USDA Forest Service, Forest Products Laboratory. For contributions to Chapter 8, Terry Wipf, P.E., Ph.D., Associate Professor of Structural Engineering, Iowa State University, Ames, Iowa. For administrative overview and support, Clyde Weller, Civil Engineer, USDA Forest Service, Engineering Staff, Washington Office. For consultation and assistance during preparation and review, USDA Forest Service Bridge Engineers, Steve Bunnell, Frank Muchmore, Sakee Poulakidas, Ron Schmidt, Merv Eriksson, and David Summy; Russ Moody and Alan Freas (retired) of the USDA Forest Service, Forest Products Laboratory; Dave Pollock of the National Forest Products Association; and Lorraine Krahn and James Wacker, former students at the University of Wisconsin at Madison. In addition, special thanks to Mary Jane Baggett and Jim Anderson for editorial consultation, JoAnn Benisch for graphics preparation and layout, and Stephen Schmieding and James Vargo for photographic support. iii iv CONTENTS CHAPTER 1 TIMBER AS A BRIDGE MATERIAL 1.1 Introduction .............................................................................. l- 1 1.2 Historical Development of Timber Bridges ............................. l-2 Prehistory Through the Middle Ages ....................................... l-3 Middle Ages Through the 18th Century ................................... l-5 19th Century ............................................................................ -
OTL Summer 2006.PUB
A publication of the Society for American Baseball Research Business of Baseball Committee Volume XII Issue 2 Summer2006 Why is THAT Executive a Hall of Famer? From the Editor Have You Seen His Leadership Stats? By Steve Weingarden, Christian Resick (Florida Interna- The theme of this issue of Outside the Lines is Business of tional University) and Daniel Whitman (Florida Interna- Baseball at SABR 36. Most of the presenters with topics tional University) involving the business of baseball at SABR 36 in Seattle have agreed to recast their presentations as articles for this With another Baseball Hall of Fame induction ceremony and the fall issues of Outside the Lines. now complete, many ecstatic fans have witnessed their en- dorsed candidates immortalized in bronze. As always, fans The set of articles presented here from SABR 36 approach will passionately debate whether or not those enshrined business of baseball from a number of disciplines— actually belong in the hall and will also grumble over psychology, history, geography, American studies, law and which players were snubbed. When compared to their statistics. They reflect the breadth of inquiry in our corner “player-debating” counterparts, those baseball fans pas- of baseball research. We thank each of the authors for their sionately debating which executives should and should not contribution to our understanding of the game. be in the Hall of Fame are relatively less conspicuous. Per- haps some of this can be attributed to the fact that players The only piece not presented in Seattle is an analysis by are measured in so many statistical categories and can be Gary Gillette and Pete Palmer of interleague play and the compared easily while executive performance, in MLB, is MLB’s claims of its significant impact on attendance.