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M a R T I N Woolley Landscape Architects
OLDHAM MILLS STRATEGY LANDSCAPE OVERVIEW February 2020 MARTIN WOOLLEY LANDSCAPE ARCHITECTS DOCUMENT CONTROL TITLE: LANDSCAPE OVERVIEW PROJECT: OLDHAM MILLS STRATEGY JOB NO: L2.470 CLIENT: ELG PLANNING for OLDHAM MBC Copyright of Martin Woolley Landscape Architects. All Rights Reserved Status Date Notes Revision Approved DRAFT 2.3.20 Draft issue 1 MW DRAFT 24.3.20 Draft issue 2 MW DRAFT 17.4.20 Draft issue 3 MW DRAFT 28.7.20 Draft issue 4 MW CONTENTS INTRODUCTION Scope 3 Methodology 3 BACKGROUND Background History 6 Historical Map 1907 7 LANDSCAPE BASELINE Topography & Watercourses 11 Bedrock Geology 12 National Character Areas 13 Local Landscape Character 14 GMC Landscape Sensitivity 15 Conservation Areas 16 Greenbelt 17 Listed, Converted, or Demolished Mills (or consented) 18 ASSESSMENT Assessment of Landscape Value 20 Remaining Mills Assessed for Landscape Value 21 Viewpoint Location Plan 22 Viewpoints 1 to 21 23 High Landscape Value Mills 44 Medium Landscape Value Mills 45 Low Landscape Value Mills 46 CONCLUSIONS & RECOMMENDATIONS Conclusions 48 Recommendations 48 Recommended Mill Clusters 50 APPENDIX Landscape Assessment Matrix 52 1 SCOPE 1.0 SCOPE 1.1 Martin Woolley Landscape Architects were appointed in November 2019 to undertake 2.4 A photographic record of the key views of each mill assisted the assessment stage and a Landscape Overview to accompany a Mill Strategy commissioned by Oldham provided panoramic base photographs for enabling visualisation of the landscape if a Metropolitan Borough Council. particular mill were to be removed. 1.2 The Landscape Overview is provided as a separate report providing an overall analysis 2.5 To further assist the assessment process, a range of ‘reverse montage’ photographs were of the contribution existing mills make to the landscape character of Oldham District. -
Community Guide
ROCHESTERNH.ORG GREATER ROCHESTER CHAMBER OF COMMERCE 2016 • 1 It’s about People. 7HFKQRORJ\ 7UXVW frisbiehospital.com People are the foundation of what health that promotes faster healing, better health, care is about. People like you who are and higher quality of life. looking for the best care possible—and It’s this approach that has allowed us to people like the professionals at Frisbie develop trust with our patients, and to Memorial Hospital who are dedicated to become top-rated nationally for our quality providing it. of care and services. :HXVHWKHODWHVWWHFKQRORJ\WRKHOSÀQG VROXWLRQVWKDWEHQHÀWSDWLHQWV7HFKQRORJ\ 11 Whitehall Road, Rochester, NH 03867 | Phone (603) 332-5211 2 • 2016 GREATER ROCHESTER CHAMBER OF COMMERCE ROCHESTERNH.ORG contents Editor: 4 A Message from the Chamber Greater Rochester Chamber of Commerce 5 City of Rochester Welcome 6 New Hampshire Economic Development Photography Compliments of: 7 New Hampshire & Rochester Facts Cornerstone VNA Frisbie Memorial Hospital 8 Rochester – Ideal Destination, Convenient Location Great Bay Community College 10 Rochester History Greater Rochester Chamber of Commerce Revolution Taproom & Grill 11 Arts, Culture & Entertainment Rochester Economic Development 13 Rochester Business & Industry Rochester Fire Department A Growing & Diverse Economy Rochester Historical Society Rochester Main Street 14 Rochester Growth & Development Rochester Opera House Business & Industrial Parks Rochester Police Department 15 Rochester Commercial Districts Produced by: 16 Helpful Information Rochester -
Phase II Highway Corridor Strategy Descriptions Technical
ENTRAL ORK OUNTY ONNECTIONS TUDY CENTRAL YORK COUNTY CONNECTIONS STUDY PHASE II HIGHWAY CORRIDOR STRATEGY DESCRIPTIONS PHASE II TECHNICAL MEMORANDUM SEPTEMBER 2011 Prepared for: Maine Department Maine Turnpike Authority of Transportation Prepared by: In association with: Morris Communications • Kevin Hooper Associates T.Y. Lin • Planning Decisions • Facet Decision Systems Dr. Charles Colgan, University of Southern Maine • Evan Richert Normandeau Associates • Preservation Company This document is formatted for two-sided printing. Document II-4 ENTRAL ORK OUNTY ONNECTIONS TUDY CENTRAL YORK COUNTY CONNECTIONS STUDY 1 INTRODUCTION This document summarizes the potential highway corridor improvements – called strategies – that are being tested and evaluated for Phase II of the Central York County Connections Study (CYCCS). Phase II Highway Strategies are a starting point in the development and consideration of candidate improvements for the study; they are not recommendations, nor are they the only strategies that will be studied. Phase II strategies are conceptual in nature, and not yet detailed, specific proposals. Strategies considered later in the study during Phase III, as well as those ultimately recommended by the study, may differ considerably from the initial strategies currently under evaluation in Phase II. Specific aspects of these initially proposed strategies may be dropped, carried forward or combined in different ways, depending on the results of the analyses conducted during Phase II. The study is guided by a Purpose and Need Statement, which articulates that the study is to identify transportation and related land use strategies that enhance economic development opportunities and preserve and improve the regional transportation system. Additional information on the study, including the full Purpose and Need Statement, is available at the project website: www.connectingyorkcounty.org. -
Millyard District Millyard District
Millyard District Millyard District Abstract In the decades following the closure of the mills, Nashua continued to grow and prosper, but in a The Millyard District has always been home to primarily suburban spatial pattern. The more tra- local manufacturing and industrial businesses. ditional urban fabric of the downtown and Millyard Since 1823, the district housed small and me- saw periods of disinvestment and stagnation as dium sized industrial uses. After the collapse of the suburbs simultaneously expanded. the traditional mill businesses in the 1940’s, these buildings saw new uses - residential, artist spac- Recently, the City of Nashua and the State com- es, churches, and light manufacturing. These pleted a road project through the Millyard called buildings have kept their traditional charm and the Broad Street Parkway. The project created a property owners have allowed the interior spac- second north south connection over the Nashua es to be transformed for tenant needs. With low river and opened up the formerly closed off mill vacancy and low business turnover in the area, district to the broader community. The project did it is clear that there is demand to be located in come at a significant financial cost and required the Millyard District. Connectivity within the dis- the demolition of several historic mill buildings. trict and to Nashua’s downtown is major problem While local reviews of the project are generally facing the Millyard District. positive, the road has disrupted the pedestrian environment in the Millyard, creating western and Through improved pedestrian connections in the eastern portions due to a lack of proper pedestri- district, businesses and residential units would be an road crossing facilities. -
Urban Panel Review Paper Rochdale June 2018
URBAN PANEL REVIEW PAPER Rochdale Contents 1. Introduction 2. Initial thoughts 3. The southern part of the Heritage Action Zone 4. The town centre and northern part of the Heritage Action Zone 5. Other matters 6. Conclusions and Recommendations 1 Introduction 1.1 Since the beginning of the nineteenth century, Drake Street, the Regency thoroughfare which connected the centre of one of Lancashire’s most successful textile towns with its railway station, was Rochdale’s principal shopping street. It was a street which, for almost 150 years, was the bustling commercial heart of the town with department stores, two Co-operatives (including the Rochdale Pioneers’ first bespoke shop), impressive public halls and numerous small shops and businesses. 1.2 By the end of the twentieth Century, however, all this had changed. The structural changes in the retail economy, nationally, combined with the northerly shift of the main retail focus of the town due to the opening of not one, but two, large shopping centres had a catastrophic impact upon the vitality and viability of this historic thoroughfare. Today, several of what were Drake Street’s most iconic buildings have gone or have been irreparably altered, many other properties lie vacant or, at best, in marginal uses, and a large proportion are in a parlous state of repair. The once bustling street full of people that was shown in photographs of Drake Street from the 1960s is now largely devoid of activity. 1.3 Whilst Rochdale town centre, itself, also witnessed a similar downturn in its economic fortunes during the same period, the decline was nowhere near as marked nor the impacts upon its buildings and townscape quite so severe. -
Toll Roads in the United States: History and Current Policy
TOLL FACILITIES IN THE UNITED STATES Bridges - Roads - Tunnels - Ferries August 2009 Publication No: FHWA-PL-09-00021 Internet: http://www.fhwa.dot.gov/ohim/tollpage.htm Toll Roads in the United States: History and Current Policy History The early settlers who came to America found a land of dense wilderness, interlaced with creeks, rivers, and streams. Within this wilderness was an extensive network of trails, many of which were created by the migration of the buffalo and used by the Native American Indians as hunting and trading routes. These primitive trails were at first crooked and narrow. Over time, the trails were widened, straightened and improved by settlers for use by horse and wagons. These became some of the first roads in the new land. After the American Revolution, the National Government began to realize the importance of westward expansion and trade in the development of the new Nation. As a result, an era of road building began. This period was marked by the development of turnpike companies, our earliest toll roads in the United States. In 1792, the first turnpike was chartered and became known as the Philadelphia and Lancaster Turnpike in Pennsylvania. It was the first road in America covered with a layer of crushed stone. The boom in turnpike construction began, resulting in the incorporation of more than 50 turnpike companies in Connecticut, 67 in New York, and others in Massachusetts and around the country. A notable turnpike, the Boston-Newburyport Turnpike, was 32 miles long and cost approximately $12,500 per mile to construct. As the Nation grew, so did the need for improved roads. -
Lowell National Historical Park Foundation Document (Overview Version
NATIONAL PARK SERVICE • U.S. DEPARTMENT OF THE INTERIOR Foundation Document Overview Lowell National Historical Park Massachusetts © James Higgins Contact Information For more information about the Lowell National Historical Park Foundation Document, contact: [email protected] or (978) 970-5000 or write to: Superintendent, Lowell National Historical Park, 67 Kirk Street, Lowell, MA 01852 Description © James Higgins Growth and change have long dominated the American As crowded tenements took the place of Lowell’s well system of values. Industry flourished in 19th-century regulated system of boarding houses, Lowell became an America as major technological advancements in industrial city similar to others in New England. transportation, power production, and industrial manufacturing facilitated a fundamental shift from rural Competition within the textile industry increased continually farm-based communities to a modern urban-industrial throughout the 19th century. Eventually, the combination of society. Lowell, Massachusetts, 30 miles northwest a cheaper, less unionized workforce; newer, more efficient of Boston, was founded in 1822 as a seminal planned factories and machinery; cheaper real estate; and lower industrial city and became one of the most significant taxes persuaded the textile industry to move south. Eight of textile producing centers in the country. The city of Lowell Lowell’s original 10 textile firms closed their doors for good is not, as is sometimes claimed, the birthplace of the during the 1920s, and the remaining two closed in the 1950s. Industrial Revolution in America. Most of the developments The city fell into a long depression that lasted through the associated with this phenomenon in the nation’s history 1960s. -
Greater Manchester… Significantly Lower Than the National Average (73.9%)
Where to now for widening access? 2020 and beyond A brief story of University Campus Oldham... History, location, context, challenges, opportunities. Parallels with the students’ journeys Oldham Oldham’s History At its peak, the most productive cotton spinning mill town in the world producing more cotton than France and Germany combined. Oldham’s People Total population (000s):218.8 % White, British: 80.484 % White Irish: 0.823 % White, other: 1.463 % Mixed: 1.6 % Asian or Asian British: 13.574 % Black or Black British: 1.234 % Chinese: 0.32 % Other: 0.411 SOURCE: ONS Employment Oldham (64.8%) currently has the 8th highest employment rate within Greater Manchester… significantly lower than the national average (73.9%). The employment rate in Oldham over the last 5 years has shown no measureable improvement whereas across England the employment rate has increased by 3.9 percentage points. Source: Annual Population Survey 2015 Wages Oldham has traditionally had low wage levels in terms of residents and work place earning potential. In 2011, Oldham had both the lowest residential (£412 per week) and workplace (£399 per week) median weekly wage levels in Greater Manchester. By 2015 wages for both residents (£444 a week) and those working in Oldham (£428 a week) remain significantly below the England averages (£533 and £532 a week respectively). Qualifications Even though progress has been made in recent years, Oldham still has a significantly higher percentage of its working age population with no qualifications (15.0%), compared to the GM (10.1%) and national (8.4%) averages. Young people are gaining higher levels of qualifications, it will take many decades for Oldham to narrow the gap to national rates. -
Cotton and the Community: Exploring Changing Concepts of Identity and Community on Lancashire’S Cotton Frontier C.1890-1950
Cotton and the Community: Exploring Changing Concepts of Identity and Community on Lancashire’s Cotton Frontier c.1890-1950 By Jack Southern A thesis submitted in partial fulfillment for the requirements for the degree of a PhD, at the University of Central Lancashire April 2016 1 i University of Central Lancashire STUDENT DECLARATION FORM I declare that whilst being registered as a candidate of the research degree, I have not been a registered candidate or enrolled student for another aware of the University or other academic or professional institution. I declare that no material contained in this thesis has been used for any other submission for an academic award and is solely my own work. Signature of Candidate ________________________________________________ Type of Award: Doctor of Philosophy School: Education and Social Sciences ii ABSTRACT This thesis explores the evolution of identity and community within north east Lancashire during a period when the area gained regional and national prominence through its involvement in the cotton industry. It examines how the overarching shared culture of the area could evolve under altering economic conditions, and how expressions of identity fluctuated through the cotton industry’s peak and decline. In effect, it explores how local populations could shape and be shaped by the cotton industry. By focusing on a compact area with diverse settlements, this thesis contributes to the wider understanding of what it was to live in an area dominated by a single industry. The complex legacy that the cotton industry’s decline has had is explored through a range of settlement types, from large town to small village. -
Thruway Authority Toll Adjustment Proposal December 19, 2019
12/19/2019 Thruway Authority Toll Adjustment Proposal December 19, 2019 Thruway’s Current State 570 miles or 2,840 lanes miles 266.4 million transactions = $736.5 million in toll revenues E-ZPass customers 77% system-wide GMMCB E-ZPass customers 86.7% Overall 16% - Out-of-state accounts 20.5% - E-ZPass commuters 1 12/19/2019 Fiscal Discipline Tolls have not increased since 2010 How ? Balanced budgets Avg. 1.2% annual growth since 2010 Thruway Stabilization Fund = $2 billion Commitment to Safety & Reliability Decade of reinvestment in the system Replaced/rehabilitated 116 bridges Resurfaced 2,000 lanes miles of highway Advanced $6.6 billion capital program Replaced/added $141 million in vehicles and equipment 2 12/19/2019 Thruway of the Future Cashless Tolling Gov. Mario M. Cuomo Bridge System-wide in 2020 (GMMCB) Cashless Tolling Benefits Safer travel Reduced congestion Lowered emissions 3 12/19/2019 The Time is Now… Both spans of GMMCB open to traffic System-wide cashless tolling conversion by the end of 2020 Additional revenues will: Allow the Thruway Authority to responsibly meet capital needs Support outstanding debt Continue to provide reliable service to its patrons What They Said 4 12/19/2019 Proposal Components GMMCB Commuter Discount Plan (40% Discount) New Westchester and Rockland Resident Discount Plan for the GMMCB – Tolls remain flat through 2022 NY E-ZPass Customers Continue to Save Money (Base Rate) Non-NY E-ZPass Rate (15% above the NY E-ZPass Rate) Tolls By Mail Rate (30% > NY E-ZPass) $2 Surcharge on the Tolls by Mail Bill Commercial rates remain below nearby crossings Proposed Toll Schedule Gov. -
The the Water Mills of Shipley
THE WATER MILLS OF SH IPLEY by BILBIL L HAMPSHIRE Published by the Shipley Local History Society with the help and support of the Bradford Metropolitan District Council’s Shipley Community Area Panel Community Chest. December 2000 Printed by : Aldon Brearley - Ashley Lane, Shipley, West Yorkshire. THE WATER MILLS OF SHIPLEY bybyby BILL HAMPSHIRE With original drawings by Maggie Lambert * & Bill Hampshire** CONTENTS Introduction……………………..…………………...…....1 The Early Years……………………………………….…...3 The Seventeenth and Eighteenth Centuries…....7 Into A New Century……………………………..……...16 Hirst Mill and the Wrights……………………..…….23 A New Direction……………………………………….…27 ILLUSTRATIONS Hirst Mill from the River Aire…………………....…....Cover Location of the three Mills : 1850……………………...…...1 Drawing of a Fulling Frame..………………….….………..…4 Jeffery’s 1775 map of Yorkshire...……….…………….…….5 Plan of Dixon Mill : 1846..……….….….……………...….....7 Dixon Family Tree...…………………….………..………….....9 Overend and Wrights Family Tree...……….…….…......13 Leeds Intelligencer : 1804……….………………...…….....15 Leeds Mercury : 1823……….…………...………………..….18 Plan of New Hirst Mill : 1906….……….....……...….…..20 Leeds Intelligencer : 1817……….....…………….…….......22 Plan of Hirst Mill : 1846…………...….……………..…......23 Hirst House *…………………...…………….…………….......27 Plan of Hirst Mill : 1906…………..…………….……..…....28 New Hirst Mill c.1920s ** ….……….…..…………….....…30 William Wright ……………………………………….……......31 Appendix …………...………….……………………….…...…...32 New Hirst Mill c.1910 * ………………………………...…...33 Hirst Mill today ………………….……………….…Back Cover INTRODUCTION hat stretch of the River Aire forming the Northern boundary of Shipley once sup- T ported three watermills, namely Hirst Mill, Dixon Mill and New Hirst Mill. Hirst Mill may almost certainly be traced back to the thirteenth century. Dixon Mill and New Hirst Mill were built in 1635 and 1745 respectively. The following is an attempt to piece together the history of the mills in terms of their owners and occupiers and the nature of their business. -
From Mill Town to Mill Town
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by ScholarWorks@UMass Amherst University of Massachusetts Amherst ScholarWorks@UMass Amherst Landscape Architecture & Regional Planning Landscape Architecture & Regional Planning Faculty Publication Series January 1986 From Mill Town to Mill Town: The rT ansition of a New England Town from a Textile to a High- Technology Economy John Mullin University of Massachusetts - Amherst, [email protected] Jeanne Armstrong Jean Kavanagh Follow this and additional works at: https://scholarworks.umass.edu/larp_faculty_pubs Part of the Urban, Community and Regional Planning Commons, and the Urban Studies and Planning Commons Recommended Citation Mullin, John; Armstrong, Jeanne; and Kavanagh, Jean, "From Mill Town to Mill Town: The rT ansition of a New England Town from a Textile to a High-Technology Economy" (1986). Journal of the American Planning Association. 8. Retrieved from https://scholarworks.umass.edu/larp_faculty_pubs/8 This Article is brought to you for free and open access by the Landscape Architecture & Regional Planning at ScholarWorks@UMass Amherst. It has been accepted for inclusion in Landscape Architecture & Regional Planning Faculty Publication Series by an authorized administrator of ScholarWorks@UMass Amherst. For more information, please contact [email protected]. From Mill Town to Mill Town: The Transition of a New England Town from a Textile to a High-Technology Economy John R. Mullin, Jeanne H. Armstrong, and Jean S. Kavanagh This article describes and analyzes the economic transformation of Maynard, Massachusetts. Located twenty-six miles west of Boston, Maynard was the home of the world’s largest woolen mill.