DOCSLIB.ORG

Older Commercial Corridors (A Plan for Davenport's)

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Older Commercial Corridors (A Plan for Davenport's) A Plan for Davenport’s Older Commercial Corridors Introduction and Executive Summary Introduction and Executive Summary 1 TABLE OF CONTENTS 4 BOOK 1: Brady/ Harrison/ Welcome Way 8 BOOK 2: Locust Street Corridor 12 BOOK 3: Rockingham Road 14 BOOK 4: Implementation 2 Introduction and Executive Summary The Davenport Older Commercial Corridors Plan provides recommendations for the improvement and in some cases revitalization of three corridors of major community interest and importance to the City of Davenport: • Brady Street/Harrison Street/Welcome Way, Davenport’s key north-south local arterial and the most direct link between Interstate 80 and Downtown Davenport. • Locust Street, the city’s only east-west arterial that con- nects its two peripheral interstate routes: Interstate 74 on the eastern edge of the city and Interstate 280 on the western edge. • Rockingham Road, one of the city’s oldest corridors with a mixture of Davenport’s largest industrial employers, neighborhood commercial services, and residential areas. Each of these corridors has a distinctive character and roles to play in the urban context. The Older Corridor Plan examines each fully, analyzing development patterns, functional issues, overall goals, and recommendations for future development. Brady Locust Harrison Rockingham Implementation Introduction and Executive Summary 3 Brady/Harrison/ Welcome Way • The continued revitalization of fect and are affected by the sur- Downtown Davenport. rounding street and neighbor- • Major growth and investment at hood environment. St. Ambrose College and Palmer • The current street and lane con- College of Chiropractic. figuration of the two streets • Neighborhood change. moves traffic very efficiently, but is a relatively hostile pedestrian Concepts for Dynamics of the Corridors and development environment. • The Brady/Harrison corridors in- Davenport’s Several basic underlying factors clude specific features that form help guide policy for these corri- a basis for economic and physical Renewed Front dors: revitalization efforts. Door • The Brady/Harrison Corridors Market Recommendations for reflect a number of different pe- the Corridor riods of development and pro- vides a unique cross-section of The general market analysis draws the city’s development history. Introduction the following conclusions and rec- • The Brady/Harrison corridors can ommendations for the Brady/Har- The north-south transportation be conceived as four major char- rison corridors: corridors created by Brady and Har- acter segments: Downtown to rison Streets have always been im- Vander Veer Park, Vander Veer • The corridors retain a relatively portant corridors and gateway to Park to Duck Creek, Duck Creek strong retail environment, an- the City of Davenport. However, to 53rd Street, and 53rd Street to chored by Northpark Mall. as Davenport and the Quad Cities Interstate 80. • The corridor’s one-way pair put it have changed, the roles of these • Despite some perceptions to the at a relative disadvantage relative corridors have also changed. These contrary, the Brady/Harrison cor- to access and visibility. changes include: ridors remains an extremely ac- • In order to stay competitive, Dav- tive business and retail environ- enport should consider policies • One-way travel on the corridors ment. that sustain the city’s retail base, nearly all the way between Down- • Public and institutional uses, in- even if this affects retailing along town and Interstate 80. cluding Palmer College, St. Am- existing older commercial corri- • The retail and land use character brose University, churches, and dors. of the corridors. public schools, are major anchors • Destination retailing should be • Regional transportation changes along the Brady/Locust corridors. located at logical points along caused by the construction of In- • The corridors’ major institutional the corridor, linked with road im- terstates 280 and 74. citizens, St. Ambrose University provements to improve access. and Palmer College, are both af- 4 Introduction and Executive Summary Overall Strategies for Brady/ of Brady and Harrison Streets to Harrison combine effective service to all Landscape Incentive Program. modes of transportation and a pub- The Brady/Harrison district should lic environment that encourages establish an innovative program to A revitalization strategy for the Bra- and sustains private development. encourage landscaping improve- dy/Harrison corridors stands on five ments on existing private develop- legs: Institutional Connections. Rein- ment. • Marketing and Image force linkages between major corri- • Physical Environment dor institutions and between those The Transportation • Strategic (Re)development uses and adjacent neighborhoods. Environment • Functional Improvement/user- friendliness Redevelopment on Selected Traffic Volumes. In 2005, peak Sites. Promote redevelopment • Security northbound flows on Brady of be- efforts on vacant land or on under- tween 26,000 and 27,000 vehicles used sites. Identify and execute a Principles for Brady/Harrison per day (vpd) occur near the 35th major redevelopment project, with Street intersection and fall sig- Revitalization a priority on redevelopment of nificantly north of Kimberly Road. the vacant cinema and motel site Southbound volumes also peak at The Brady/Harrison Brand. The south of 65th and Brady. Encour- 22,000 and 23,000 vpd near 35th Brady/Harrison corridors should age a use mix consistent with the Street. Volumes on both corridors have a positive, identifiable brand – Brady/Harrison market. a set of expectation and an image fall below 20,000 vpd south of Lo- cust Street and 10,000 vpd at 3rd that residents and customers have Urban Precincts. Three specific Street. Main Street also carries sig- of these strategic corridors. urban precincts can have a major nificant traffic. impact on the character and vital- Identifiable Subdistricts. Within ity of the Brady/Harrison corridors: Pedestrian and Trail Access. The the unified Brady/Harrison brand, Hilltop, St. Ambrose, and the Duck Brady and Harrison/Welcome Way define sub-districts that have spe- Creek Business District. cific product offerings, special corridors function almost exclusive- ly as a vehicular facility and present niches, and character. Consider the Davenport Gateway. The Brady/ a relatively hostile pedestrian en- corridors as a collection of valuable, Harrison connection from I-80 to vironment. Main Street, with rela- distinct, and complementary cen- downtown should provide a high tive sidewalk continuity and much ters. quality city gateway, combining calmer traffic, provides a better mixed use development with high non-motorized environment. Reading the City. Use Welcome environmental value. Way/Harrison as a gateway that One-Way versus Two-Way Traffic. directs people to their destina- Land Use Policies. Davenport The current one-way pairing of Bra- tions and directs visitors to major should implement land use policies dy and Harrison with four lanes cre- community features served by the that, over a period of time, upgrade ates a variety of issues including: Brady/Harrison “spine” through a the quality of development along • Traffic that moves at faster than unified, readable, and attractive di- the Brady/Harrison corridors and desirable or posted speeds. rectional graphics system. prevent actions that tend to gen- • Cars that deploy across the four erate deteriorating effects on the lanes, making it especially dif- The Public Realm and Complete neighboring urban fabric. Streets. Remake the public realm Introduction and Executive Summary 5 ficult for cross traffic to perceive gaps. • A poor environment for pedes- trians, bicyclists and local cross- traffic. • Unattractive appearance, with in- adequate space for street land- scaping. • Poor or unclear access to local businesses. Reintroducing two-way circulation is likely to decrease speeds by creat- ing greater friction in the traffic flow and provide two-directional access to adjacent businesses. However, issues raised by two-way circulation include: • Establish clearly defined cross- along the corridors, including walks at major crossing points. rain shelters at new pedestrian • Limiting street width (without • Improve east-west connections crossings, bus stop turnouts at widening) to three-lane if left- north of Kimberly Road, includ- high volume stops designed into turn movements are to be pro- ing encouraging cross easements the street section, and design tected. for sites that lack Welcome Way guidelines to ensure good transit • Widening to a 55-foot minimum access. access. channel to accommodate current • Improved wayfinding to allow traffic flows. recovery for motorists who over- Redevelopment Projects • Necessity for a protected left-turn shoot a destination or turn. cycle at signalized intersections, The Brady/Harrison/Welcome Way with impact on traffic flow. Alternative Transportation plan recommends the following • Need for significant street modifi- redevelopment initiatives, catego- cations at major intersections. • Develop a continuous bicycle rized by corridor segments. route along the north-south cor- Downtown to Vander Veer Park Street Recommendations ridor, using Main Street and Fair Avenue as bicycle boulevards • Rehabilitate 5th and Brady multi- • Retain one-way travel but reduce between Downtown and 32nd family project, demolish deterio- width from four to three lanes. Street, improved access to the rated adjacent building Use freed-up width for landscap- Duck Creek Trail, a new
Load more

Recommended publications
  • Manual on Uniform Traffic Control Devices Manual on Uniform Traffic
    MManualanual onon UUniformniform TTrafficraffic CControlontrol DDevicesevices forfor StreetsStreets andand HighwaysHighways U.S. Department of Transportation Federal Highway Administration for Streets and Highways Control Devices Manual on Uniform Traffic Dotted line indicates edge of binder spine. MM UU TT CC DD U.S. Department of Transportation Federal Highway Administration MManualanual onon UUniformniform TTrafficraffic CControlontrol DDevicesevices forfor StreetsStreets andand HighwaysHighways U.S. Department of Transportation Federal Highway Administration 2003 Edition Page i The Manual on Uniform Traffic Control Devices (MUTCD) is approved by the Federal Highway Administrator as the National Standard in accordance with Title 23 U.S. Code, Sections 109(d), 114(a), 217, 315, and 402(a), 23 CFR 655, and 49 CFR 1.48(b)(8), 1.48(b)(33), and 1.48(c)(2). Addresses for Publications Referenced in the MUTCD American Association of State Highway and Transportation Officials (AASHTO) 444 North Capitol Street, NW, Suite 249 Washington, DC 20001 www.transportation.org American Railway Engineering and Maintenance-of-Way Association (AREMA) 8201 Corporate Drive, Suite 1125 Landover, MD 20785-2230 www.arema.org Federal Highway Administration Report Center Facsimile number: 301.577.1421 [email protected] Illuminating Engineering Society (IES) 120 Wall Street, Floor 17 New York, NY 10005 www.iesna.org Institute of Makers of Explosives 1120 19th Street, NW, Suite 310 Washington, DC 20036-3605 www.ime.org Institute of Transportation Engineers
    [Show full text]
  • Track Record of Prior Experience of the Senior Cobalt Team
    Track Record of Prior Experience of the Senior Cobalt Team Dedicated Executives PROPERTY City Square Property Type Responsibility Company/Client Term Feet COLORADO Richard Taylor Aurora Mall Aurora, CO 1,250,000 Suburban Mall Property Management - New Development DeBartolo Corp 7 Years CEO Westland Center Denver, CO 850,000 Suburban Mall Property Management and $30 million Disposition May Centers/ Centermark 9 Years North Valley Mall Denver, CO 700,000 Suburban Mall Property Management and Redevelopment First Union 3 Years FLORIDA Tyrone Square Mall St Petersburg, FL 1,180,000 Suburban Mall Property Management DeBartolo Corp 3 Years University Mall Tampa, FL 1,300,000 Suburban Mall Property Management and New Development DeBartolo Corp 2 Years Property Management, Asset Management, New Development Altamonte Mall Orlando, FL 1,200,000 Suburban Mall DeBartolo Corp and O'Connor Group 1 Year and $125 million Disposition Edison Mall Ft Meyers, FL 1,000,000 Suburban Mall Property Management and Redevelopment The O'Connor Group 9 Years Volusia Mall Daytona Beach ,FL 950,000 Suburban Mall Property and Asset Management DeBartolo Corp 1 Year DeSoto Square Mall Bradenton, FL 850,000 Suburban Mall Property Management DeBartolo Corp 1 Year Pinellas Square Mall St Petersburg, FL 800,000 Suburban Mall Property Management and New Development DeBartolo Corp 1 Year EastLake Mall Tampa, FL 850,000 Suburban Mall Property Management and New Development DeBartolo Corp 1 Year INDIANA Lafayette Square Mall Indianapolis, IN 1,100,000 Suburban Mall Property Management
    [Show full text]
  • Prom 2018 Event Store List 1.17.18
    State City Mall/Shopping Center Name Address AK Anchorage 5th Avenue Mall-Sur 406 W 5th Ave AL Birmingham Tutwiler Farm 5060 Pinnacle Sq AL Dothan Wiregrass Commons 900 Commons Dr Ste 900 AL Hoover Riverchase Galleria 2300 Riverchase Galleria AL Mobile Bel Air Mall 3400 Bell Air Mall AL Montgomery Eastdale Mall 1236 Eastdale Mall AL Prattville High Point Town Ctr 550 Pinnacle Pl AL Spanish Fort Spanish Fort Twn Ctr 22500 Town Center Ave AL Tuscaloosa University Mall 1701 Macfarland Blvd E AR Fayetteville Nw Arkansas Mall 4201 N Shiloh Dr AR Fort Smith Central Mall 5111 Rogers Ave AR Jonesboro Mall @ Turtle Creek 3000 E Highland Dr Ste 516 AR North Little Rock Mc Cain Shopg Cntr 3929 Mccain Blvd Ste 500 AR Rogers Pinnacle Hlls Promde 2202 Bellview Rd AR Russellville Valley Park Center 3057 E Main AZ Casa Grande Promnde@ Casa Grande 1041 N Promenade Pkwy AZ Flagstaff Flagstaff Mall 4600 N Us Hwy 89 AZ Glendale Arrowhead Towne Center 7750 W Arrowhead Towne Center AZ Goodyear Palm Valley Cornerst 13333 W Mcdowell Rd AZ Lake Havasu City Shops @ Lake Havasu 5651 Hwy 95 N AZ Mesa Superst'N Springs Ml 6525 E Southern Ave AZ Phoenix Paradise Valley Mall 4510 E Cactus Rd AZ Tucson Tucson Mall 4530 N Oracle Rd AZ Tucson El Con Shpg Cntr 3501 E Broadway AZ Tucson Tucson Spectrum 5265 S Calle Santa Cruz AZ Yuma Yuma Palms S/C 1375 S Yuma Palms Pkwy CA Antioch Orchard @Slatten Rch 4951 Slatten Ranch Rd CA Arcadia Westfld Santa Anita 400 S Baldwin Ave CA Bakersfield Valley Plaza 2501 Ming Ave CA Brea Brea Mall 400 Brea Mall CA Carlsbad Shoppes At Carlsbad
    [Show full text]
  • Chapter 10 Grade Separations and Interchanges
    2005 Grade Separations and Interchanges CHAPTER 10 GRADE SEPARATIONS AND INTERCHANGES 10.0 INTRODUCTION AND GENERAL TYPES OF INTERCHANGES The ability to accommodate high volumes of traffic safely and efficiently through intersections depends largely on the arrangement that is provided for handling intersecting traffic. The greatest efficiency, safety, and capacity, and least amount of air pollution are attained when the intersecting through traffic lanes are grade separated. An interchange is a system of interconnecting roadways in conjunction with one or more grade separations that provide for the movement of traffic between two or more roadways or highways on different levels. Interchange design is the most specialized and highly developed form of intersection design. The designer should be thoroughly familiar with the material in Chapter 9 before starting the design of an interchange. Relevant portions of the following material covered in Chapter 9 also apply to interchange design: • general factors affecting design • basic data required • principles of channelization • design procedure • design standards Material previously covered is not repeated. The discussion which follows covers modifications in the above-mentioned material and additional material pertaining exclusively to interchanges. The economic effect on abutting properties resulting from the design of an intersection at-grade is usually confined to the area in the immediate vicinity of the intersection. An interchange or series of interchanges on a freeway or expressway through a community may affect large contiguous areas or even the entire community. For this reason, consideration should be given to an active public process to encourage context sensitive solutions. Interchanges must be located and designed to provide the most desirable overall plan of access, traffic service, and community development.
    [Show full text]
  • Uptown Girl: the Andresen Flats and the West End by Marion Meginnis
    Uptown Girl: The Andresen Flats and the West End By Marion Meginnis Spring 2015 HP613 Urban History Goucher College M.H.P Program Consistent with the Goucher College Academic Honor Code, I hereby affirm that this paper is my own work, that there was no collaboration between myself and any other person in the preparation of this paper (I.B.1), and that all work of others incorporated herein is acknowledged as to author and source by either notation or commentary (I.B.2). _____________ (signature) ___________ (date) The Andresen Flats The Andresen Flats and its neighborhood are tied to the lives of Davenport, Iowa’s earliest German settlers, people who chose Davenport as a place of political refuge and who gave and demanded much of their new community. At times, their heritage and beliefs would place them on a collision course with fellow citizens with different but equally deeply felt beliefs. The conflicts played out against the backdrop of national events occurring less than a hundred years after the city’s founding and just a few years after the Andresen was built. The changes that followed and the shift in how Davenporters lived in their city forever altered the course of the neighborhood, the building, and the citizens who peopled both. Built by German immigrant H. H. Andresen in 1900, the Flats dominates its corner at Western Avenue and West 3rd Street in downtown Davenport. The city is located at one of the points where the Mississippi River’s flow is diverted from its north/south orientation to run west.
    [Show full text]
  • St. Ambrose University (The “University”) Is a Private, Catholic, Coeducational, Liberal Arts Institution of Higher Education
    Current Situation General: St. Ambrose University (the “University”) is a private, Catholic, coeducational, liberal arts institution of higher education. The University is organized as an Iowa nonprofit corporation and is a tax-exempt charitable organization described in Section 501(c)(3) of the Internal Revenue Code. The St. Vincent’s Center campus of the University is located at 780 West Central Park (this is the address of the Diocese of Davenport) and is bounded by Assumption High School to the west, the Duck Creek Parkway to the north, West Central Park Avenue to the south and residential neighborhoods and the Western Avenue alley to the east. Enrollment: The University’s enrollment has increased 19.2% since 2001, but total enrollment (FTE) has actually decreased 4.7% since 2007. The undergraduate enrollment has mirrored these numbers with total undergraduate enrollment increasing 27.3% since 2001 and decreasing 3.06% since 2007. Graduate enrollments are down 5.2% since 2001 and down 10.9% since 2007. A chart showing total enrollment, undergraduate enrollment and graduate enrollment is shown below: Future Projections In the spring and summer of 2010 the University went through a Strategic Enrollment Planning process to answer the question of how big the University should become over the next ten years (until 2021). This process was facilitated by Noel Levitz, a noted enrollment management firm. The end result of this process was a 2021 enrollment target of 4,250 students. The changes in enrollment are projected to be as follows (with 2010 as a base): Undergraduate - 2010 enrollment of 2,575 students to 2,750 students, a 6.8% increase.
    [Show full text]
  • SR 92-82 Interchange Improvement Project
    SR 92-82 Interchange Improvement Project SAN MATEO (SM) COUNTY, CALIFORNIA DISTRICT 4 – SM – 92-82(Post Miles 11.0/10.3, 11.5 /10.7) Expenditure Authorization 23552/Project ID 0412000496 Initial Study with Negative Declaration Prepared by the State of California Department of Transportation May 2014 General Information About This Document For individuals with sensory disabilities, this document can be made available in Braille, in large print, on audiocassette, or on computer disk. To obtain a copy in one of these alternate formats, please call or write to Department of Transportation, District 4 Office of Public Affairs, P.O. Box 23660, Oakland, CA 94623; (510) 286-4444 (Voice), or use the California Relay Service 1 (800) 735-2929 (TTY), 1 (800) 735-2929 (Voice) or 711. TABLE OF CONTENTS List of Tables 4 SUMMARY 7 CHAPTER 1- Proposed Project 12 Introduction 12 Purpose and Need 13 CHAPTER 2 - Project Alternatives 14 Alternatives 14 Build Alternative Partial Cloverleaf 14 No Build Alternative 19 Alternatives Discussed But Eliminated From Further Analysis: 19 CHAPTER 3 - Affected Environment, Environmental Consequences and Avoidance, Minimization, and/or Mitigation Measures 19 UTILITIES AND EMERGENCY SERVICES 21 Affected Environment 21 Environmental Consequences 21 Avoidance Minimization and/or Mitigation Measures 21 Traffic and Transportation/Pedestrian and Bicycle Facilities 22 Regulatory Setting 56 Affected Environment 56 Project Alternatives 56 Environmental Consequences 56 Avoidance, Minimization and/or Measures 56 VISUAL/AESTHETICS
    [Show full text]
  • Duck Creek Watershed Management Plan 2011
    Duck Creek Watershed Management Plan 2011 Duck Creek Watershed Management Plan The publication of this document has been funded in part by Scott County the Iowa Department of Natural Resources through a grant Soil and Water from the U.S. Environmental Protection Agency under the Federal Nonpoint Source Management Program (Section 319 Conservation of the Clean Water Act). District Length of Plan: 9 + years (additional years determined after year 9) Date of Approval: 2011 1 Date of Re-evaluation: June, 2014, 2017 & 2020 Duck Creek Watershed Management Plan 2011 ACKNOWLEDGEMENTS The Duck Creek Watershed Plan was created with the support and input from the following individuals: Partners of Scott County Watersheds (Duck Creek Watershed Management Plan Advisory Council): Jane Weber, Scott County SWCD; Wally Mook, Bettendorf Public Works, Director; Jim Hoepner, Davenport Resident; Patty Copeland, LeClaire Resident and Bettendorf Public Works; Harlan Meier, Local Farmer; Dr. Ellen Kabat-Lensch, Scott Community College; Paul Loete, MSA Professional Services; Mike Clarke, Davenport Public Works, Director; Barney Barnhill, Davenport Alderman; Dean Mayne, Bettendorf Alderman; Jeff Liske, Scott County Board of Supervisors; Tim Huey, Scott County Planning & Development; Larry Thompson, Davenport Resident and Brian D. Bowman, Quad Cities Home Builders Association Iowa Department of Natural Resources: Charles Ikenberry, TMDL Project Manager, Watershed Improvement Section; Jeff Berckes Water Quality Improvement Plan (TMDL) Program Coordinator, Watershed
    [Show full text]
  • Membership Join | Renew
    TO JOIN TO My/Our total contribution $ PAYMENT OPTIONS (Choose one option below AND withdrawal date, if applicable): MAIL Check MEMBERSHIP Please deposit my enclosed check through form completed Birdies for Charity YES NO Credit Card (select option below) One time only Annually (card will be run this month each year until canceled) Monthly payments of $ on the 1st 15th VISIT 563.345.6638 (Membership Desk) GET MORE FROM YOUR 225 West Second Street (circle one) VISA MC AMEX DISC MEMBERSHIP! BE A DONOR. Davenport, Iowa 52801 Museum Store Store Museum CARD NUMBER Members at the $125 Benefactor level and above MUSEUM HOURS support the museum with a portion of their donation EXP DATE CVC# Tuesday 10 a.m.-5 p.m. benefiting exhibitions and programming through the Wednesday 10 a.m.-5 p.m. Debit bank account annual fund. As an added bonus for their support, Thursday 10 a.m.-9 p.m. One time only donors enjoy even MORE benefits! Benefits include: Friday 10 a.m.-5 p.m. Annually (card will be run this month CALL Saturday 10 a.m.-5 p.m. yearly until canceled) Reciprocal benefits to over 900 museums Sunday Noon-5 p.m. Monthly payments of $ and institutions through the North American Monday Closed 563.345.6638 563.345.6638 on the 1st 15th Dubuque Reciprocal Museum (NARM) Association. These IOWA Maquoketa Rockford The museum is closed Cedar Rapids Clinton reciprocal institutions can be found in all 50 states Des Moines QUAD Independence, Thanksgiving, Iowa City CITIES ILLINOIS ROUTING NUMBER and in 5 countries.
    [Show full text]
  • Grant Number Organization Name Year Code Amount Awarded
    (Page 1 of 98) Generated 07/01/2019 11:08:29 Grant Year Amount Organization Name Project Name Number Code Awarded 65 NOAH'S ARK COMMUNITY COFFEE HOUSE 4 $12,000.00 Neighborhood Advocacy Movement (1) 65 NOAH'S ARK COMMUNITY COFFEE HOUSE 5 $23,000.00 Neighborhood Advocacy Movement II 89 Bettendorf Park Band Foundstion 2 $6,500.00 Park Band Equipment 86 LECLAIRE YOUTH BASEBALL INC 3 $15,000.00 Field Improvement 16 LECLAIRE YOUTH BASEBALL INC 94 $1,500.00 Upgrade & Repair Baseball Field 604 WESTERN ILLINOIS AREA AGENCY ON AGING 96 $5,000.00 Quad City Senior Olympics 119 WESTERN ILLINOIS AREA AGENCY ON AGING 97 $5,000.00 Quad City Senior Olympics (2) 16 WESTERN ILLINOIS AREA AGENCY ON AGING 5 $3,000.00 RSVP - Upgrading of Sr. Choir Bells Encouraging the physical development of students: New playground at 047 Lourdes Catholic School 19 $10,000.00 Lourdes Catholic School 7 EAST DAVENPORT PONY LEAGUE 94 $2,000.00 Garfield Park Dugout Repairs 58 Alternatives (for the Older Adult, Inc.) 5 $1,900.00 Tools for Caregiving 48 Alternatives (for the Older Adult, Inc.) 8 $120.00 Tea For Two Fundraiser 046 Alternatives (for the Older Adult, Inc.) 18 $127,500.00 QCON HUB 65 HERITAGE DOCUMENTARIES, INC. 7 $10,000.00 Movie: When Farmers Were Heroes 85 HERITAGE DOCUMENTARIES, INC. 9 $15,000.00 The Andersonville of the North 17 HERITAGE DOCUMENTARIES, INC. 12 $15,000.00 Video: The Forgotten Explorer 29 HERITAGE DOCUMENTARIES, INC. 14 $10,000.00 East Meets West: The First RR Bridge 16 LIGHTS! RIVER! ACTION! FOUNDATION 91 $10,000.00 Centennial Bridge Lights Maintenance
    [Show full text]
  • TRANSPORTATION for TRANSITION PACKET a Project of the Scott County, Iowa, Transition Advisory Board
    TRANSPORTATION FOR TRANSITION PACKET A Project of the Scott County, Iowa, Transition Advisory Board Thank you to the following people who assisted in developing this packet: Becky Passman, Project Manager/Iowa Quad Cities Transit Coordinator, Bi-State Regional Commission Steve Swisher, Director of Business Development, River Bend Transit Lori Brown, Orientation & Mobility Specialist, Mississippi Bend Area Education Agency Packet contents: Glossary of transit terms. Use for vocabulary development! Overview of Transit Systems in the Quad-Cities. To help you get started! Overview of River Bend Transit, including para transit information Points for Class Discussions and Activities Route Maps & Schedules overview. To help you plan routes! Sample City Bus routes from each high school in Scott County Transportation Skill lists to continually assess student skills. And to help write goals! This packet is intended to help schools and community agencies understand and teach the use of public transportation for persons with disabilities. After high school, the ability to travel in the community as independently as possible is essential for adult living, learning and working. Please request a Rider’s Guide if you do not already have one, to assist your efforts in teaching transportation skills to your students and clients. Call 309-793-6302, ext 144 to get a supply for your school, or get individual copies at bus terminals or city halls in Davenport or Bettendorf. The Rider’s Guide is an extremely valuable resource! For further information
    [Show full text]
  • War of 1812 by Beth Carvey the Sauk and Meskwaki and the War of 1812 Prelude to War the War of 1812 Was a Significant Event in S
    War of 1812 by Beth Carvey The Sauk and Meskwaki and the War of 1812 Prelude to War The War of 1812 was a significant event in Sauk and Meskwaki history and also for many other native nations who resided along and near the Mississippi River. The War of 1812 was actually two wars: an international war fought between the United States and Great Britain in the east and an Indian war fought in the west. This article is the first of a four-part series which will explore the War of 1812 in terms of native peoples’ points of view, the military actions that occurred in the western frontier theater, and the consequences for the Sauk and Meskwaki that resulted from the American victory. In 1812 the western frontier was comprised of the Mississippi, Illinois, and Missouri River regions, encompassing parts of present-day Wisconsin, Illinois, and northwest Missouri. More than ten different native nations, including the Sauk and Meskwaki, lived on these lands with an estimated population of 25,000 people. After the Louisiana Purchase in 1803 the native people of the region had been growing increasingly unhappy with the United States. Four main reasons were at the heart of this unhappiness: arrogance and ignorance on the part of many American officials; illegal white settlement on native lands; a number of treaties that dispossessed tribes of their lands; and economic matters, specifically the fur trade. The Sauk and Meskwaki had poor relations with the United States government since the signing of the fraudulent Treaty of 1804, whereby the two nations ceded over 50 million acres of land to the United States.
    [Show full text]