We know Wall Street CLINTON/BUSH/OBAMA have used US city small business Chambers of Commerce to effectively dismantle all public agencies under the guise of creating small business---to deregulate away all protections for communities and workers---all with a goal of simply moving global corporations into those economies---AS IS HAPPENING THESE FEW DECADES. US city community associations are used by Wall Street in the same way---they are generally the source of this massive network of corporate non-profits. These are from where community association leadership are drawn and as this article below states this is where all zoning, permitting, and real estate development deals originate. We saw with the global corporate campus of East Baltimore and now with the global corporate campus of UnderArmour how community association leaders often end up on the walls of these corporations as PARTNERS. So, we have a global corporate campus built right on water's edge allowed far too much real estate through fast-track re-zoning et al.
YES, THESE WEST BALTIMORE LEADERS ARE PLAYING FOR THEIR OWN PERSONAL GAIN AND NOT THE CITIZENS----AND IF GENTRIFIED MIDDLE-CLASS COMMUNITIES THINK THIS IS OK-----TO GET RID OF GHETTOS ----THEY NEED TO WAKE UP.
Well say new gentrified community citizens if we get rid of this underserved community our property values will rise and we will be better for it. Please think beyond the short term to see the goals in a few decades because property owners will hit this wall and children and grandchildren will be harmed by these policies.
There should be several community associations in each community of size because there will always be conflicting interests and visions that cannot be folded into one association's plans.
When neighborhood associations hold outsize influence.
September 25, 2016
For developers and business people who are trying to get permits and licenses in Boston, an expression of support from the local neighborhood association can be invaluable — so much so that some developers are willing to pay for it, and some associations haven’t been shy about charging for it. It’s a sign that Boston has afforded neighborhood associations too much influence in run-of-the-mill permitting and zoning decisions.
When neighborhood associations exercise de facto veto power over private business projects, a system that’s supposed to take neighborhood sentiment into account is almost bound to degenerate into stickups and payoffs.
In an eye-opening story in last Sunday’s Globe, Mark Arsenault and Andrew Ryan reported on behind-the-scenes payments from developers to the supposed arbiters of community opinion. In some cases, cynical neighborhood associations appear to be shaking down developers; two civic groups in South Boston demanded $5,000 each for their support for a certain project and ended up settling for $2,500. Sometimes, the payments are designated for youth sports and other specific neighborhood projects, but other payments mentioned in the story went to two unregistered charities that use a certain South Boston civic leader’s home address.
In other cases, such as when an advertising firm offered a West End neighborhood group $10,000 a year for 20 years in exchange for its support before the Zoning Board of Appeal, cynical business people and developers appear to be paying off the groups to obtain a veneer of community backing for their plans.
Either way, community support becomes, as the Globe story puts it, “a crucial commodity that can sometimes be bought almost as easily as lumber or drywall.” These payments defeat the entire purpose of soliciting public opinion about a project.
The city should explicitly and emphatically discourage them. Any community benefits that a developer provides as a condition of getting a project approved should come as part of a public process, not a private deal with a civic group.
Civic associations can be great at organizing neighborhood cleanup days, raising funds for parks, and promoting a friendly spirit in a city often criticized for its chilly manner. They’re also a useful rallying point for residents in those rare moments when neighborhoods are genuinely under threat. The razing of Boston’s West End in the 1950s, to the disadvantage of its residents, prompted a more sensitive approach — and helps explain why neighborhood groups took on such an assertive role in Boston.
Neighborhood associations have become a convenient way for elected officials to connect with residents. City officials routinely urge developers to present their plans to these groups. But the groups vary widely in their abilities. Some are good at attracting new members; others have the same leaders year after year. Some are open to change; others reflexively oppose it. Some look at the big picture; others get hung up in internal personality conflicts and feud with rival civic groups that try to represent the same turf.
Meanwhile, there are now other ways — ranging from social media to surveys that gather hard data — to assess how residents of an area feel.
Fortunately, Boston neighborhoods seldom if ever confront anything close to an existential danger these days. A proposed new coffee shop on the corner just doesn’t require the same level of neighborhood intervention as the proposed bulldozing of block after block of homes. Unfortunately, Boston’s antiquated zoning and licensing rules are so restrictive, and leave so much up to official discretion, that neighborhood associations play an outsize role in decisions that don’t substantially affect them.
In the short term, the city can tell developers who are offering payments to neighborhood associations, or associations that are hitting up developers, to cut it out. In the long term, it’s better to involve community groups in a broader discussion of what a developer should be allowed to do by right, without jumping through extra hoops, rather than allowing them to micromanage lots of individual decisions.
'20% of American citizens are opting for these selective kinds of associations. What a way for Wall Street to create the social factioning it needs to take a free democratic republic to third world authoritarian extreme wealth and extreme poverty'.
Most of the most active and powerful of community associations are those tied to property owners and businesses and in southern states and cities like Baltimore steeped in class and property culture these are the associations to which a city hall or Maryland Assembly pol will listen. Having been on the sidelines of participation in these established groups I am shouting that they are not doing themselves a favor by not being inclusive in community development projects. Depending upon the national region these homeowner's associations can run the range of gated communities----income-based communities----or urban gentrification communities. These are motivated citizens working hard to set the tone of who buys and lives in that area but what I see time and again for all that work in being selective these kinds of homeowner groups become selected out themselves. Wall Street always wins when there are too many losers---selecting citizens out creates that Wall Street advantage and this is what our US cities as Foreign Economic Zones are facing.
Building common ground across many different class and race populations creates a common interest that holds power at bay. I attend a local community association meeting where government subsidies are being given out but those subsidies only go to homeowners and not renters for example. Renters are often left under the thumb of landlords that no longer care about buildings or community and those renters are the advocates for their community.
There have always been ways to address negligent property owners and renters through city agencies----WHEN THEY ARE ACTUALLY WORKING FOR WE THE PEOPLE----so we don't need such restrictive and selective criteria for future development in most of our communities. These restrictive communities should be the exception and not the rule.
TO ME THIS ARTICLE BELOW IS SO RESTRICTIVE IT SHOULD SCARE ANY CITIZEN AWAY FROM BUYING PROPERTY.
Homeowners Association Law
Homeowners' Associations—What Is an HOA?
By Ilona Bray, J.D., University of Washington Law School
Rules, restrictions, and benefits that come with buying a property in a community that has its own governing body.
Please select area of real estate Homeowners' associations (HOA) are common in many new, single-family housing developments, as well as in condominium and townhouse complexes. An HOA is the governing body of the development or complex, usually comprising homeowners who have volunteered to serve on the HOA board.
Membership in the HOA Is Mandatory
When you buy a property governed by a homeowners' association, you automatically become a member of the association. You don't have the choice of not joining. The purchase of your home becomes a contract with the HOA. You agree that you'll obey all the HOA rules and pay regular dues and any special assessments.
Rules for Homeowners
HOA rules are called covenants, conditions, and restrictions (CC&Rs). CC&Rs usually apply to both you, the homeowner, and to your home. The CC&Rs might cover what color you can paint your home, what you can plant in your yard, how many cars you can own and park, whether you can own a pet, and whether you can rent the property to someone else. There are usually noise restrictions, as well.
Rules differ between different HOA-governed communities, so carefully study the CC&Rs before you buy. Receiving a copy at closing is too late. Better to add a contingency to your purchase contract requiring that you receive, and have a chance to review the relevant governing documents (and perhaps have you attorney review them, too), well in advance of the closing.
If all the homeowners follow the rules, you avoid the problems that plague some neighborhoods, such as trash piling up in someone's yard, or poor maintenance of gardens and roads.
Penalties May Be Imposed for Breaking HOA Rules
When a homeowner breaks a rule—for example, paints a house the wrong color, or brings in a dog that exceeds the weight restrictions—the HOA may take action. Legally speaking, many HOAs are corporations; that is, legal entities that can enforce contracts with their homeowners.
The action may simply be to require the homeowner to reverse the violation; perhaps repaint the house, or give away the dog.
However, another common penalty is requiring the homeowner to pay a fine. If the homeowner refuses to pay, the HOA can take more punitive steps, up to and including forcing the sale of the home.
You Must Pay Dues and Special Assessments
Homeowners in a covenant-controlled development usually pay association fees or dues, either monthly or yearly, as part of their membership. How high the fees are depends on factors such as the amenities offered by the community and whether the HOA is adequately planning for the future; the typical range is from a couple hundred dollars a month up to over $1,000 a month.
HOAs primarily use the dues money for maintenance of common areas used by all the homeowners, such as walking paths, swimming pools, gyms, or recreation/community centers. Other expenses that HOA dues will cover include things like city utility services to the community and insurance premiums.
The HOA board may also decide to impose special assessments when needed, for example to deal with a needed improvement or emergency repair that's not covered by insurance.
Advantages of HOAs
HOAs balance their restrictions with advantages. If all the homeowners follow the rules (or the HOA does its job and enforces the rules when homeowners break them), you avoid the problems that plague some neighborhoods, such as trash piling up in someone's yard, or poor maintenance of gardens and roads.
Your property value, based partly on neighborhood condition, should be stable. (At the height of the foreclosure crisis, however, some developments turned into ghost towns when values dropped precipitously or developers were unable to finish building the community.)
You might have access to luxurious amenities, like a pool, golf course, or recreation center. You will have a voice and a vote in a defined community.
Percentage of Americans living in HOA-governed community
20% of Americans live in a community governed by a condo association, homeowners association or co-op board, according to the Community Associations Institute.
This article provides a brief, general introduction to the topic of HOAs, but there is much more to know. If you are considering buying a home in an HOA-governed community, or already live in one and are running into disputes with the HOA or your neighbors, contact a real estate lawyer.
Everyone knows the slogan DON'T MESS WITH TEXAS----but Texas citizens allowed too much power to fall into the hands of the rich and corporations. I have read over these few decades of Texas citizens fighting just what I describe as that state was filled with Wall Street development and these restrictive HOAs. %These policies are being exported as too that Texas US cities deemed Foreign Economic Zones----getting its hold in the Bush-era Texas----to all mid-size cities like Baltimore.
Wall Street plays on the new middle-class citizens that there is much danger and debauchery in our US cities allowed to decline. The debauchery is of course at the top of the income ladder and most citizens if allowed to have stable lives are great neighbors. Again, if US citizens being forced to relocate to these upcoming ONE WORLD ONE GOVERNANCE BY GLOBAL CORPORATIONS cities fall into this Wall Street trap of FACTIONING-----99% of our US city citizens will be losers.
WE MUST FIGHT FOR REAL MIXED INCOME IN EACH COMMUNITY----ESPECIALLY IN OUR CITY CENTERS.
The State of Texas has these few decades had their own citizens as the major export as people wanting FREEDOM AND LIBERTY don't want to live this way. I would look at this group to see how they approach this fight.
Texas Homeowners for HOA Reform, Inc.
Protect our Homestead!
Our Motto: HOA Abuse Must STOP!
End HOA Foreclosures
Assure homeowners in HOAs the right to vote, to run for office, and fair elections.
Establish a Priority of Payment schedule so that all payments by homeowners are applied first to past due assessments, second to current assessments, lastly to just claims as the homeowner directs so that due process is employed.
Amend the Texas Open Meetings and Open Records Acts so that HOAs are subject to these acts by removing applicability criteria three (3).
Welcome to our site!
New HOA Laws
Texas Homeowners for HOA Reform, Inc. (THHR)
Texas Homeowners for HOA (Homeowner Association) Reform, Inc. is a web based 501(c)(4) non-profit organization. We invite any Texan who supports our objectives to become a member. Dues are not tax deductible.
Texas Homeowners for HOA Reform Education Fund, Inc. (THHREF)
Texas Homeowners for HOA Reform Education Fund, Inc. is a 501(c)(3) organization. THHREF is non-partisan and does not endorse candidates for political parties. THHREF does respect the art of politics - the discussion, debate, and active participation required of individuals to take collective action in reclaiming their constitutional and civil rights. To this end, its goals are to educate the citizens of Texas by holding conferences and seminars and by providing educational materials. Contributions are tax deductible.
The homestead of a family, or of a single adult person, shall be, and is hereby protected from forced sale, for the payment of all debts…
Article 16, Section 50 of the Texas Constitution
If one looks at these gentrification maps of Baltimore we see the areas developed first were around the waterfront and I will take this week to shout out to our new communities of Canton, Federal Hill, Fells Point, and Federal Hill that the MASTER PLAN of ONE WORLD Baltimore is as a global Foreign Economic PORT City. This means heavy industry along the Port of Baltimore with lots of Port facilities and that is not conducive for a great gentrified community. I shout to new middle-class citizens that WALL STREET BALTIMORE DEVELOPMENT sees this gentrification as only A STAGE. Very quickly these communities will be transformed with the global port development and real estate prices, taxes, and environmental degradation will grow as in all International Economic Zones.
When our local media tells us that these newly gentrified communities voted heavily for a CATHERINE PUGH for example I see where the propaganda of Wall Street Baltimore Development is working on what should be well informed and educated middle-class. It is to all citizens' benefit to move away from MOVING FORWARD FIX BALTIMORE-----and bring our Baltimore City Hall back to the citizens. I see who is winning primary elections and they are all WALL STREET GLOBAL CORPORATE PLAYERS!
Here are some good comments from citizens in our gentrified communities in Baltimore:
- It’s dangerous and unfortunate when a national research organization tags our communities with such a loaded term. Should blighted areas not see revitalization? I would hardly say the neighborhoods of Garwyn Oaks, Waltherson, Washington Village, and Frankford are suffering “gentrification.” Yet based on this this study’s title alone, critics will point fingers. It’s a shame.
March 9, 2015 at 5:12 pm
Interesting, in my neighborhood (Medfield) our education and house value went up exponentially but our salary only went up less than $10K in constant dollars.
March 9, 2015 at 5:29 pm
I agree revitalization is necessary in these areas. I also agree everyone should have a nice place to live. I do think it would be in everyone’s best interest to help find a better solution that doesn’t force people from their homes because they can no longer afford the properties because the value has increased. Maybe we need to take some control from these banks robbing us blind. Maybe these communities at risk of gentrification need to stop it in its tracks and revitalize their own neighborhoods.
Lifeline, Money & Power, Real Estate & Home
Where Gentrification Is Happening in Baltimore
3 Written by: Rachel Monroe | Monday, Mar 09, 2015 9:03am BALTIMORE FISHBOWL
Photo courtesy Greenmount Avenue
“Gentrification” is a word that gets thrown around a lot. Sometimes it’s a “loaded term”, sometimes it’s a warning, and sometimes it’s a call for development. But just where (and how) is such gentrification happening? Governing Magazine decided to examine the issue on a neighborhood-by-neighborhood basis, looking at census tracts where certain signifiers of gentrification– home prices, median incomes, and educational rates– showed significant increases over a short period of time.
According to Governing, Baltimore is gentrifying much less than cities such as Portland, Minneapolis, and Washington D.C., but the city’s rate of gentrification is still higher than the national average. Nationwide, areas that gentrified also became more white and more populous; the neighborhoods that lost out in the race toward gentrification saw a greater increase in poverty rate, as well as a loss in population.
Gentrification between 1990 – 2000 (via Governing)
As you can see from the map above (interactive version available here), in the 1990s, Baltimore’s gentrification–indicated by the darker blue color– was mostly confined to South Baltimore’s waterfront neighborhoods.
As in many cities, gentrification increased rapidly over the past decade, which saw the phenomenon spread to many other pockets of the city, including a broader swath of waterfront neighborhoods, the Patterson Park area, the Charles Street corridor, and neighborhoods near both the Johns Hopkins hospital and the Homewood campus:
Gentrification, 2000-present (via Governing)
Here we have an article from 1990 when these Master Plans of US cities as Foreign Economic Zones were being drafted and planned-----the words working class and poor were of course to be replaced by middle-class and affluent. Here we are in mid 2010s where we are watching that manipulation and artificial market-value rent take these communities spoken of below to soaring prices. The new middle-class citizens are indeed being moved in----but the Wall Street Baltimore Development plan for Port of Baltimore as Foreign Economic Zone port is also well on its way so gentrification will be again looking more towards the industrial, shipping, and cargo.
Today we have Fells Point for example still fighting that East Harbor Point development taking down more and more row houses for citizens and families as it expands.
We want our new middle-class to succeed and hold fast to these gentrified communities as we work to rebuild each surrounding community for our existing citizens and this will raise property value without all this FOREIGN ECONOMIC ZONE ONE WORLD structure.
As we see here the original property owners back in 1990 were already concerned about what development looked like------the problem for all citizens poor or middle-class is the captured and rigged primary election system in Maryland and Baltimore keeps global Wall Street players in office
''Nelson Adlin, former president of the Fells Point Business Association, said the city has been too permissive "in allowing development that does not conform to the existing quality of the historic neighborhood."'
Upscale housing transforms waterfront
October 25, 1990|By Joan Jacobson | Joan Jacobson,Evening Sun StaffIda May Raynor, 83, has never heard of a concierge.
In working-class Canton, where she was born and raised, the factory workers never had such servants to buy their groceries or get their cars fixed.
But Canton is changing, much to Raynor's astonishment. In an old tin company where her brother once worked on the Boston Street waterfront, wealthy boat owners now live in quarter-million-dollar condominiums over a lobby adorned in .
antique tapestries and marble floors.
And they have a concierge to run their errands.
"That's progress," says the widow, rolling her eyes in amazement.
During the last few years, the lure of the waterfront -- from Canton westward to Fells Point, Little Italy and the Inner Harbor and south to Federal Hill -- has brought developers with ambitious plans for luxury townhouses, apartments and marinas where warehouses, a chair factory, a shipyard and a licorice plant once stood.
And, despite current economic uncertainties and the scaling back of some projects, the developers still are coming.
They want to transform the city's shoreline into Baltimore's version of a "gold coast" with pricey views of Fort McHenry, Domino Sugar and, on a clear day, Bethlehem Steel.
If all the developers' plans materialize, the "gold coast" could have 4,000 new homes and 4,500 boat slips by the year 2000.
Already, the once gritty waterfront has become home to the president of the Baltimore Orioles and the president emeritus of Johns Hopkins University.
Among projects completed are the Canton Cove condominiums constructed inside the old Tin Decorating Co. annex on Boston Street.
Canton Cove offers a waterfront swimming pool, a marina and a concierge service in the lobby with gleaming marble floors surrounding the original steel beams. Many of the condos have dramatic, 14-foot-high, tinted glass windows and balconies overlooking the harbor. Prices start at $124,000 and range up to $450,000. Condo maintenance fees reach as high as $447 a month. As of this week, 70 of the 89 apartments had sold.
Nearby along Boston Street, luxury apartments rent at Tindeco Wharf -- also part of the former Tin Decorating Co. -- and at the Shipyard, a converted chair factory.
Farther west in Fells Point, the restored but troubled Henderson's Wharf -- a warehouse originally converted into condominiums -- is being turned into upscale rental apartments and a hotel with a concierge service that should be open by early next year.
Several townhouse developments also have been completed, some directly on the water with boat slips several yards from front doors.
Other projects are still months and even years from groundbreaking, such as the sprawling 20 acres of Inner Harbor East overlooking the water behind Little Italy. Developers have yet to obtain financing and are waiting out economic uncertainties before they decide exactly what kind of homes to build.
OLD VS. NEW
The disparity between these new projects and the simple Formstone or brick rowhouses of the old neighborhoods worries community leaders.
They wonder: What will the new Canton do to the old Canton? What will become of funky, vintage Fells Point? Will an elite, 27-story condominium project called HarborView, planned for the south side of the Inner Harbor, eclipse the already gentrified Federal Hill?
Will people like Ida Mae Raynor be able to afford to live in the little rowhouses near the water in future generations?
"Having that kind of [expensive] housing isn't bad," says Bob Giloth, executive director of the Southeast Community Organization. "But we think affordable, stable housing should be preserved."
With dwindling federal money for moderate- and low-income housing, the city has fewer opportunities to preserve waterfront communities for the people who have traditionally lived there.
Critics of the new development, including neighborhood leaders, say the promise of lucrative real estate taxes expected from the glossy waterfront housing has warped the city's vision of the communities that give Baltimore its special historic character.
Developers and city officials counter that waterfront housing will be good for the neighborhoods and for the city by increasing home values and dropping more real estate tax dollars into city coffers.
Nelson Adlin, former president of the Fells Point Business Association, said the city has been too permissive "in allowing development that does not conform to the existing quality of the historic neighborhood."
"There's very little sensitivity between the historic neighborhoods and the behemoths that have been built," says Adlin, who with his wife, Lily, operates a small apartment renovation and rental business.
"The folks in government have very short memories and no feeling about anything but the immediate future," he adds. "They don't give a damn what this community is going to be like five or 10 years down the road."
What the citizens of Baltimore never hear from media, pols, or Wall Street Baltimore Development 'labor and justice' organizations is what a global PORT OF BALTIMORE will look like. We are shown pretty little architectural drafts of a Port Sagamore ----but does anyone put two and two together to look at the word PORT Covington? Indeed what UnderArmour global corporate campus will do is extend the Inner Harbor Port of Baltimore development along the coast to the west----and the Sparrow's Point development tied to expanding the Port of Baltimore east----has a goal of a waterfront filled with global shipping, global factories, and the interstate/shipping infrastructure needed for global cargo ships.
'Evergreen Line is the unified common trade name for the four shipping companies of the Evergreen Group. The brand 'Evergreen Line' is used for international marketing purposes for Evergreen Marine Corp. (Taiwan) Ltd., Italia Marittima S.p.A., Evergreen Marine (UK) Ltd. and Evergreen Marine (Hong Kong) Ltd. and was established May 1,2007 in response to the request and expectations of global customers. A fifth ocean carrier Evergreen Marine (Singapore) Pte Ltd. has also signed the joint service agreement'.
None of that says-----gentrified middle-class Canton, Fells Point, Federal Hill---this is why fighting these global plans NOW -----PROACTIVELY----is vital. The lower-class has the concerns of affordable housing and being caught in an already expanding global labor pool----but the new middle-class must be aware they are next---and will be used by Wall Street Baltimore Development as the next ATM FOR TAXES, FEES, FINES----to subsidize more and more of this very bad development.
IT IS BAD FOR OUR UNDERSERVED CITIZENS, WORKING CLASS CITIZENS, AND OUR NEW INCOMING MIDDLE/UPPER MIDDLE CLASS CITIZENS!
Sagamore presents Port Covington plans to BDC
Proposals, plans, price tag discussed publicly for first timeUPDATED 5:56 PM EST Mar 09, 2016
Again, these Foreign Economic Zones and Ports are sold to citizens as JOBS,JOBS, JOBS-----good middle-class jobs---good union labor jobs----but HELLO!!!!! International Economic Zones do not allow these kinds of wages or working conditions with a global human distribution labor pool. It is ONLY about making the rich richer. People who love our Chesapeake Bay need to understand these global cargo and shipping policies are a death knell to our bay and port no matter how much 1% Wall Street PRETENDS they will mitigate environmental damage from these mega-ships and global factories.
The Taiwanese company, Evergreen Marine Corporation set up a voluntary initiative.
Port of Baltimore welcomes first container ship via new Panama Canal
The Evergreen Ever Lambent, a 1,095-foot Taiwanese cargo ship that can carry 8,452 20-foot shipping containers arrived at Seagirt Marine Terminal Tuesday morning. (Kenneth K. Lam/Baltimore Sun video)
Colin CampbellContact ReporterThe Baltimore Sun
The Port of Baltimore will receive its first container ship through the new, expanded Panama Canal Tuesday.Longshoremen operating colossal cranes in the port of Baltimore on Tuesday began unloading more than 2,000 shipping containers full of clothes, shoes and other Asian cargo that arrived aboard a massive vessel via the newly expanded Panama Canal.
A few hundred feet below, officials on the dock hailed the arrival of the Ever Lambent, a 1,095-foot Taiwanese cargo ship that can carry more than 4,200 40-foot shipping containers, as a harbinger of the state-owned port's viability for years to come.
The larger canal is expected to bring larger ships and buoy the Baltimore port's container traffic, which has lagged behind its rivals in New York and Norfolk, Va.
Sen. Barbara A. Mikulski called the day "a 30-year overnight success," after a long lobbying effort for hundreds of millions of federal dollars to ready the port for the ships, which need a 50-foot-deep channel to call.
"I have worked with six governors to get this port job done here," the Maryland Democrat said. "When I started in Congress, we heard, 'Dredge or die.' The port was sputtering 30 years ago. You couldn't get the ships in. And were we just going to be a barge port that would be an adjunct to Philadelphia, or maybe some crumbs from Norfolk? We said, 'No, we're going to dredge.'"
Port of Baltimore's first container ship through expanded Panama Canal carries hope for future
The Ever Lambent is one of a new class from Evergreen Line, a Taiwanese shipping company that has been sending cargo on smaller ships to Baltimore for decades. The new ships, which travel between Asia and the East Coast, were designed with double the capacity of older ones.
Maryland Transportation Secretary Peter K. Rahn couldn't believe the sheer size of the ship — nearly four football fields long. "I can't help but look at this and think of 'Star Wars,'" he said.
The ship will unload 2,350 containers in Baltimore before heading north to New York, said James White, executive director of the Maryland Port Administration.
Gigantic cranes for port of Baltimore are en route from China
Roy Amalfitano, president at Evergreen Shipping Agency (America) Corp., credited the port's efficiency as a major factor in its ability to attract shipping business. Longshoremen in Baltimore can move 75 containers on and off a ship per hour, consistently ranked among the best in the nation.
The Ever Lambent has almost 10 times the capacity of the first Evergreen vessel to call in Baltimore, Amalfitano said. Containers typically come in standard 20- and 40-foot sizes, so they are measured in so-called 20-foot equivalent units, or TEUs.
"It was 42 years ago — almost to the day — that the first Evergreen Line container ship, an 850-TEU vessel named Ever Spring, made her maiden voyage here, commencing a long-term commitment to this harbor and our customers who use the port of Baltimore facilities," he said. "It had been carried on continuously."
Despite the ship's gargantuan size, newer technology has made the Ever Lambent easier to steer than the smaller ships, Capt. Der-Tsair Shu said.
"With equipment becoming more improved, handling is easier than the old," he said.
Shu, who has been a seaman for nearly 28 years, said his crew was excited to pass through the new, wider Panama Canal locks.
Bayard Hogans is general manager for Ports America Chesapeake in Baltimore, which signed a deal with the state in 2009 to provide the four, 400-foot cranes and dredging in exchange for running Seagirt Marine Terminal.
"Today is a culmination in vision and commitment from all port partners," Hogans said.
Rep. C.A. Dutch Ruppersberger, a Maryland Democrat, touted the port's economic impact and called it fitting that the Ever Lambent's hull is green.
"As the largest container ship coming from Panama, it marks a new era that will keep Baltimore steaming ahead to the forefront of international commerce," Ruppersberger said. "That means more green for the port of Baltimore, more green for the state of Maryland and more green in the pockets of our citizens."
DOESN'T RUPPERSBERGER MEAN---MORE GREEN FOR HIGHSTAR INVESTMENT FIRM AND THE OTHER GLOBAL OPERATORS ALLOWED TO LEASE OUR PORT SO THEY COULD GET ALL THAT GREEN?
The citizens of Baltimore need to look at the history of the RED LINE set to be that east/west MARC rail that is really needed. As Baltimore City Hall works hard to dismantle our Baltimore MTA and left it defunded without oversight and accountability----citizens need to think about how many RED LINES Baltimore could have built these few decades when the city loses over $1 billion of revenue each year to Wall Street Baltimore Development FRAUD and corruption. Just as with our city water and sewage pipelines----we could easily have rebuilt that public system. So, it seems to me unlikely that the RED LINE was all about public transit----think about all the EMINENT DOMAIN taking of real estate along the length of this system and think about the underground subway through the downtown to Canton. What else is in Canton------the site of the export terminal for natural gas and crude oil-----where are those pipelines going to run from Western Maryland to our Port of Baltimore?
I have watched for years the saga of funding for RED LINE or no----whether Erhlich, O'Malley, and now Hogan. Hogan is
THE BIGGEST GLOBAL CORPORATE RULE POL----HE IS SQUARELY ON TEAM WALL STREET BALTIMORE DEVELOPMENT AND VERY, VERY, VERY NEO-CONSERVATIVE JOHNS HOPKINS/UNDERMOUR
so Hogan would have given these billionaires what they wanted----if that was what they wanted.
'Time and Treasure
Baltimore has spent enormous amounts of time jumping through the planning and regulatory hoops since the Red Line was put forth 15 years ago at the tail end of Gov. Parris Glendening’s administration'.
Commentaryby Mark Reutter8:15 amJun 26, 2015 Baltimore Brew
Analysis: How the Red Line dug itself into a deep hole
The Red Line had become a white elephant long before Gov. Hogan was elected to office. What’s needed now: sensible transportation that serves a reasonable portion of the city.
Above: The Rawlings-Blake administration recruited these rockers, some from the city Department of Transportation, to gin up support for the Red Line in front of City Hall in May.
Baltimore’s equivalent of Boston’s notorious “Big Dig” road project – a proposed rail tunnel burrowed under the University of Maryland Medical Center, Inner Harbor, Harbor East and Fells Point – was at the crux of Gov. Larry Hogan’s decision yesterday to “table” the Red Line.
When Hogan announced his opposition to the transit line, saying “the current proposal makes no sense whatsoever,” he was referring to the 3.4-mile tunnel running from the West Side’s Fremont Avenue to Boston Street in Canton.
Roughly estimated at $1.5 billion – a price certain to explode skyward like the “Big Dig” did in Boston because of its length and the complexity of building under the harbor – the tunnel was cited by Hogan’s transportation secretary, Pete Rahn, as the deciding factor in his thumbs-down evaluation of the Red Line.
Holdover of Another Age
Baltimore desperately needs more mass transit. It just needs to be sensible transit that actually works and serves a reasonable portion of the city. The Red Line would do neither.
For the moment, the rationale of Hogan’s decision will be sidetracked by the political perception of a “suburban” Republican governor dissing a Democratic mayor seeking jobs and economic development for her struggling city.
Yes, Hogan is rabidly pro-highway. But in this case, perhaps unintentionally, he did Baltimore a favor by saving it from a boondoggle project that would suck up state and federal transit money to the city for decades to come.
Mayor Stephanie Rawlings-Blake yesterday criticized the governor’s decision, arguing in a press release that the Red Line would have “expanded economic development, created thousands of jobs, increased access to thousands more.”
The Greater Baltimore Committee and Baltimore Sun editorial board added to the choir of lamentations, saying the Red Line was essential to Baltimore’s future.
The Red Line is anything but that. Essentially, the line was a holdover and after-thought of the East-West Expressway (“Highway to Nowhere”) that displaced tens of thousands of African-American residents of West Baltimore.
The mile-long segment of superhighway that was completed in 1979 has created no jobs, attracted no industries and spawned no new housing. Today it runs in a cut flanked by blocks of vacant and broken-down rowhouses.
ABOVE: Route of the 14-mile Red Line. BELOW: Part of the Red Line tunnel proposed through downtown and southeast Baltimore, with the existing Metro subway in green. (MTA)
Getting More Transportation for the Buck
The proposed Red Line tunnel would not only be built by a select group of high-paid, non-city specialists, but it would duplicate the existing Metro subway line that runs east-west along Baltimore Street.
Located just two blocks apart, the two lines would never connect. That’s because the Metro is a “third-rail” subway line that is physically incompatible with the overhead catenary of the Red Line, according to state transportation planners.
But why can’t riders use the Metro subway through downtown and then hop on the Red Line for their rides to West Baltimore and to Canton/Bayview?
The money saved from boring a second hole could buy Baltimore a lot of light-rail street lines radiating from the Metro’s station stops at Lexington Market, Charles Street, Shot Tower and the Johns Hopkins Medical Center.
That’s what the Right Rail Coalition has been proposing for the last two years. They and other local transportation activists have sought streetcars on Charles Street, North Avenue, Harford Road, Broadway and elsewhere to lure residents, jobs and economic development to places other than the waterfront.
Connections and Linkages
Urban transportation is all about connections and linkages. The most successful model is the hub-and-spoke model used by cities from Paris to Moscow to Chicago and San Francisco.
The Red Line, by contrast, is a single 14-mile-long line that would be used by a relatively small number of people – 35,200 daily riders, according to projections by the Maryland Transit Administration.
That’s about as many as the Beltway can handle in an hour.
An artist’s sketch of a Red Line train, which would be limited to two cars because of short station platforms in the tunnel section of the line. (MTA)
Marty Taylor, president of the Right Rail Coalition, last night hailed Hogan’s decision as “an incredible opportunity to build real transit improvements in Baltimore.”
He said the Canton-based non-profit will urge the governor and mayor “to consider our alternatives for a better Red Line at less cost to the taxpayers by building new transit in affordable, connected phases.”
Among the group’s ideas:
• Extending the Metro east from its present Hopkins Broadway terminus to Bayview and I-95, tracking through mostly vacant land and along Amtrak’s Northeast Corridor. (The extended Metro would connect to MARC commuter trains south to Washington and north to Perryville.)
• A modified West Side Red Line that could serve West Baltimore, using the right of way of the proposed Red Line along Franklin-Mulberry but connecting with the Metro at its Lexington Market hub.
Transit advocates have proposed streetcar routes on Charles Street (purple) and on North Avenue, Broadway and Harford Road (orange) for a true hub-and-spoke system. (Kittleson Associates for Baltimore Streetcar Campaign)
Taylor’s group has many more ideas than the Rawlings-Blake administration, which has kept to the script that the Red Line was “a done deal” even after Gov. Hogan, a Red Line skeptic during the governor’s race last year, was elected.
Time and Treasure
Baltimore has spent enormous amounts of time jumping through the planning and regulatory hoops since the Red Line was put forth 15 years ago at the tail end of Gov. Parris Glendening’s administration.
For years, the city was convinced that construction of the project would be borne almost exclusively by Maryland and Washington. The perception of a “free ride” evaporated last year when the projected price tag went up by $400 million and it became clear that city would have to pony up about $250 million in land and shared costs to get the project started.
A fresh look at how rail transit can best serve the city – and help to rejuvenate areas like Harlem Park and Sandtown-Winchester devastated by the “Highway to Nowhere” – is long overdue.
The rejection of what DOT Secretary Pete Rahn yesterday called “a fatally flawed project that frankly needs to be set aside” is a good start.
Let's suspend our disbelief for just a few minutes as we look at the news surrounding these key development issues for Baltimore along Port of Baltimore especially. No one is more connected to global natural gas and pipeline than our IVY LEAGUE university endowments like Johns Hopkins. They are the movers and shakers of exporting our natural resources including export terminals. If one follows the RED LINE and if one follows the goals of natural gas and crude oil export terminal policy in Baltimore we see plans to partner with Sparrow's Point running a pipeline to EAGLE, PA. Since these pipelines are supposed to be built along existing transportation infrastructure one might see that moving along 695 to 83N into PA for example.
Now, call me a CRITIC----but when the State of Maryland wants something all kinds of PROGRESSIVE POSING policies start and the public has no idea to where these policy goals lead. Below we see how much objection was raised by Baltimore citizens over this plan to build that terminal with rail lines carrying crude oil and natural gas.
Neighborhoodsby Mark Reutter9:31 pmFeb 3, 20140
City starts process to acquire private land and easements for Red Line
No residential properties will be condemned for the transit line, but several hundred partial or temporary land easements are required
Above: The city is seeking temporary easements along Edmondson Avenue for Red Line construction, including the 3700 and 3800 blocks shown here.
IT IS VERY RARE FOR CITIZENS IN BALTIMORE TO WIN IN ANY DEVELOPMENT DISCUSSION. THE PLANS GENERALLY GO UNDERCOVER.
This is a critical development issue for all citizens ----the poor always have their housing built in these most environmentally damaged areas---but these pipelines and terminals are indeed dangerous. If we look at the reasoning given by the AES CORPORATION wanting to partner with Sparrow's Point---they say no danger ---they say they have Federal agency approval----and we must be sure not to assume WE THE PEOPLE won. It seems the RED LINE follows a pathway complete with underground passages to CANTON that would have been that pipeline transit through city to Port of Baltimore Terminal.
Environmentby Mark Reutter7:55 pmJul 11, 201610
Proposal for oil train terminal in Fairfield is withdrawn
Instead of responding to state regulators, a shipper decides to scuttle its crude oil transfer plan
Above: A demonstration in front of City Hall last year demanding the end of freight trains carrying volatile Bakken oil through Baltimore. (Ben Halvorsen)
Plans for Sparrows Point LNG terminal scrapped
Jamie Smith Hopkins, The Baltimore Sun
An energy company that wanted to build a terminal in Sparrows Point to import liquefied natural gas and an 88-mile pipeline into Pennsylvania has scrapped those plans after a seven-year fight over safety and environmental concerns.
Arlington, Va.-based AES Corp. told the Federal Energy Regulatory Commission in a brief motion that it "has decided to no longer pursue" the project. The company cited no reasons and did not respond to a phone call and email seeking comment Monday.
The terminal and pipeline drew stiff opposition from residents, local politicians, state leaders and members of Congress. Though AES won approval from the Federal Energy Commission to proceed, it failed to get a needed state certification to dredge the waters around the former Bethlehem Steel shipyard to make way for big tankers.
AES appealed the decision in federal court but lost that battle four years ago. The project also faced a court challenge from opponents, who filed suit to have the Federal Energy Commission's approval overturned.
"We figured they must be dormant and just waiting for the right time to strike back, but what you're telling me, that's the best news I've heard," said Guido Guarnaccia Sr., an Edgemere resident and founding member of the LNG Opposition Team. "Good riddance."
AES is an electricity powerhouse with about $18 billion in annual revenue. It owns power plants, distribution and utilities in 23 countries and employs about 25,000 people, according to its website.
On top of all the legal wrangling over the Sparrows Point terminal, the market for natural gas has changed dramatically since the proposed project was announced in January 2006, making the import business less attractive. The boom in domestic shale gas production — prompted by hydraulic fracturing, or "fracking" — helped drive prices down from about $7 per million British thermal units at the beginning of 2006 to about $3.50 today.
The nation's net imports of natural gas dropped 23 percent last year from the year before, according to the U.S. Energy Information Administration. Much of what the country does import comes from Canada via pipeline rather than on tankers headed to terminals, the agency said.
Russell S. Donnelly, an Edgemere resident who leads the LNG Opposition Team, figures these market forces played a role in AES's decision. But the water-quality certification was the big hurdle, he said.
He's sure the terminal would have been built years ago if residents hadn't objected.
"We held their feet to the fire," he said. "We were prepared to hang on and fight if it took the next hundred years."
Residents worried about the potential for explosions and raised concerns that the terminal and incoming tankers could be terrorist targets. Robert L. Ehrlich Jr. opposed the project as governor, and Gov. Martin O'Malley called it "a threat to our homeland security."
Plans to dredge near the terminal as part of that project also met with objections. The waters and sediment near Sparrows Point are contaminated with decades of toxic chemicals from steelmaking there.
AES Sparrows Point LNG & Mid-Atlantic Express
TO YOUR MOST ASKED QUESTIONS
Part 1. Facility Q& A’s ......................................... pages 1-7
Part 2. Pipeline Q&As................................................... 7-10
Part 3. Benefits ................................................................. 11
Part 4. AES Overview ...................................................... 11-12
Part 5. Process & More information .............................. 12
Part 1. FACILITY Q&As
Can the Liquefied Natural Gas transport ships coming to the Sparrows Point storage terminal or the storage tanks themselves become "potential bombs?"
No. Science and history along with the incredible onboard and land-based safety and back-up systems show that LNG ships and site-based storage tanks are not "potential bombs." The only
explosive factor remotely connected with LNG is as follows:
the LNG is returned to its
normal gaseous state, and
the natural gas is then confined
in an enclosed space, and
the ratio of natural-gas-to-air within that confined space is within a certain narrow range, and
an ignition source is present, the natural gas will ra
pidly expand as it burns. This rapid expansion is
what provides the force that turns power plant tu
rbines to generate electrical energy or moves
pistons up and down to power natural gas vehicles.
The LNG vessels and the storage tanks will
be engineered to eliminate any possibility of an
"explosion" by eliminating the combination of
factors needed for it to happen.
One scenario often cited by the opponents of LNG
projects is a terrorist attack on an LNG vessel
that might result in a release of cargo. In order for such an event
to occur, one first must assume
that the means of the attack is sufficient to penetrate the 1.5-inch thick outer hull of the ship, the
l-inch thick inner hull, the insulation between the inner hull and the secondary membrane of the
LNG tank, the 318-inch thick secondary membrane, the insulation between the secondary and
primary membrane, and the 318- inch thick prim
ary membrane. Even if it were possible to
penetrate all these barriers, LNG would not ex
plode, but would merely flow out onto the open
water from the un- pressurized tank, quickly heat
up, vaporize to become natural gas, become
lighter than air and dissipate. The method used
to penetrate the multiple layers around the LNG
would most certainly produce an ignition source that
would cause the natural gas to catch fire in
the unconfined water adjacent to the vessel. Thus, the "worst case"
scenario resulting from the
imagined attack would be afire -not an explosion. Safety of nearby residential communities is ensured by the remote distance that the ships maintain at all times from those areas.