"I’ve Seen All Sorts of Horrific Things in My Time. But None as Detrimental to the Country as This."
U.S. conservatives are about to run a dangerous economic experiment in Honduras
By Danielle Marie Mackey
December 14, 2014
Charter Cities: A Quick Summary for the Press and Researchers
The following summary was drafted by the League of California Cities’ legal
staff, in an attempt to give the press and research communities a prim
some frequently asked questions regarding charter cities.
Charter Cities vs. General Law Cities – The Basics
The California Constitution gives cities the power to become charter cities.
The benefit of
becoming a charter city is that charter cities have supreme authority over “municipal affairs.”
other words, a charter city’s law concerning a municipal affair will trump a state law governing the
Cities that have not adopted a charter are general law cities. General law cities are bound by the
state’s general law, even with respect to municipal affairs. Of California’s 478 cities, 108 of them
The charter city provision of the State Constitution, commonly referred to as the “home-rule”
provision, is based on the principle that a city, rather than th
e state, is
in the best position to know
what it needs and how to satisfy those needs.
The home-rule provision allows charter cities to
conduct their own business and control their own affairs.
A charter maximizes local control.
A city charter, in effect a city’s constitution,
need not set out every municipal affair the city would
like to govern. So long as the charter contains a declaration that the city intends to avail itself of
the full power provided by the California Constitution, any city ordinance that regulates a municipal affair will govern over a general law of the state.
Defining ‘Municipal Affairs’
Determining what is and is not a “municipal affair” is not always straightforward. The California Constitution does not define “municipal affair.” It
does, however, set out a nonexclusive list of fou
“core” categories that are, by definition, municipal affairs.
These categories are 1) regulation of the “city police force”; 2) “subgovernment in all or part of a
city”; 3) “conduct of city elections”; and 4) “t
he manner in which . . . municipal officers [are]
Beyond this list, it is up to the courts to determine what is and is not a municipal affair.
To determine if a matter is a municipal affair, a court will ask whether there are good reasons,
grounded on statewide interests, for
the state la
w to preemp
t a local
In other words, courts will ask whether there is a need for “paramount state control” in the particular area of law.
Legislature’s intent when enacting a specific law is not determinative.
The concept of “municipal affairs” is fluid and may change over time.
Issues that are municipal
affairs today could become areas of statewide concern in the future.
Nonetheless, there are
some areas that courts have consistently classified as municipal affairs. These include:
Municipal election matters
Land use and zoning decisions (with some exceptions)
How a city spends its tax dollars
Municipal contracts, provided the charter or
a city ordinance exempts the city from the
Public Contract Code, and the subjec
t matter of the bid const
itutes a municipal affair.
Thus, a charter may exempt a city from the State’s competitive bidding statutes.
Likewise, there are some areas that courts have consistently classified as areas of statewide
Traffic and vehicle regulation
Tort claims against a governmental entity
Regulation of school systems
How to Become a Charter City
To become a charter city, a city must adopt a charter. There are two ways to adopt a charter:
The city’s voters elect a charter commission.
The commission has the responsibility of
drafting and debating the charter.
The governing board of the city, on its own motion, drafts the charter.
In either case, the charter is not adopted by the city until it is ratified by a majority vote of the city's
Now, the US has always had cities with charters----Baltimore has its charter granted by the Maryland Constitution. The difference these few decades is CLINTON/BUSH/OBAMA global neo-liberalism has created the drive to write NEW US CITY CHARTERS all while our state and national 1% Wall Street global pols are turning their heads to enforcing our Federal and state constitutional rights and laws. This is why we are losing US Rule of Law, US Constitutional rights, public justice, and now our elections are filled with fraud because---all those laws and rights are in our Federal and state constitutions and court precedence.
When we hear a Baltimore City Council person say ---THERE SHOULD ONLY BE 8 BALTIMORE CITY DISTRICTS WITH 8 CITY COUNCIL POLS-----this is what will be done with an upcoming CITY CHARTER change. As we see below ACCESSIBLE LAW FOR ALL PEOPLE----followed by----THIS SITE IS OUT OF DATE AND NO LONGER MAINTAINED.
Baltimore has not operated under any Rule of Law or City Code for these few decades as I am sure those California cities----San Diego, LA, San Fran, Sacramento have not either. It is not without coincidence that it was the San Fran area and the DC beltway with Maryland playing a big part in these few decades of massive and systemic frauds---they both operate outside of existing US and state legal channels.
Baltimore Charter Decoded
Accessible Law for All People
This site is out of date and no longer maintained. Please refer to official sources for the up to date legal code.
WelcomeBaltimoreCode.org provides the Baltimore Charter on one friendly website. No copyright restrictions, a modern API and all of the niceties of modern website design. It’s like the expensive software lawyers use, but free and wonderful.
This is a public beta test of BaltimoreCode.org, which is to say that everything is under development. Things may be funny looking, broken, and generally under development right now.
Articles of the Baltimore City Charter
These are the fundamental units of the Baltimore City Charter.
Board of Estimates
What we will see after this coming economic crash from bond market fraud will be what occurred in Detroit----the test-case city bankruptcy that will be used for other US cities deemed Foreign Economic Zones pushed into bankruptcy---like Baltimore. It will be at this time those 2016 Baltimore City Council and mayor will say----WE MUST CREATE A NEW CITY CHARTER THAT GIVES GLOBAL CORPORATIONS AND GLOBAL WALL STREET MORE FREEDOM FROM ANY US AND STATE LAWS----and this is when our Baltimore City districts will be realigned and look much different making way for ONE WORLD GLOBAL CORPORATE CAMPUSES AND GLOBAL FACTORY RULE. Baltimore has been a corporate plantation----they now want it to be a global corporate plantation.
CITIZENS RESEARCH COUNCIL
The Charter Revision Commission, elected in No-
vember 2009, has proposed a new charter for the
City of Detroit to be presented to Detroit voters at
the November 8, 2011 election. The proposed char-
ter does not represent a significant break with the
past, but rather a revision of the present charter,
which was adopted in 1997.
If the proposed charter is approved, it will take
effect on January 1, 2012. If the ballot question
fails at the November 8 election, the commission
may resubmit a revised draft or the same charter
at a subsequent election. The three-year life of the
Charter Commission will expire in May 2012. If the
question also fails at a second election, the 1997
Charter will remain in effect. Voters would then be
asked in 2018 whether to call for a Charter Revi-
The 1963 Michigan Constitution provides that the
electors of every city have the right and responsibil-
ity of home rule. That right is enshrined in the city
charter, which is written by locally elected charter
commissioners, approved by the Governor, and
adopted by the voters, within constraints established
by Article VII, Section 22 of the 1963 Michigan Con-
stitution and state statutes including the Home Rule
Cities Act (PA 279 of 1909).
A city charter establishes the form of city govern-
ment (strong mayor, weak mayor, and council/man-
ager are common forms of city government) and
the critical (and often state-mandated) processes
associated with elections, budgeting, accounting, and
planning. Charters establish key departments, but
should allow sufficient flexibility in organizational
structure for elected officials to meet changing con-
ditions and needs. While some would argue that
municipal charters are not intended to mandate pro-
grams, local charters (and state constitutions includ-
ing Michigan’s) have been used to establish specific
programs valued by voters, enshrining and protect-
ing those programs from change by elected officials.
Detroit Charter History
City residents in Michigan have not always enjoyed
the right to establish their own governmental struc-
ture and rules. Prior to the 1908 Michigan Constitu-
tion, city charters were written by the state and im-
posed on local communities: Detroit’s charters of 1802,
1815, and 1857 were written by the state legislature.
In 1918, Detroit electors adopted the city’s first home
rule charter with a strong mayor form of government
and a City Council with nine members elected at-large
on a nonpartisan basis (the city’s previous, state man-
dated, legislative body had 42 members, with two
elected from each of 21 wards, on a partisan basis).
The second Detroit-developed home rule charter re-
placed the first on July 1, 1974. The current Detroit
City Charter was approved by voters on November 5,
1996 and became effective on January 1, 1997. This
charter requires that the issue of charter revision be
submitted to the voters at the gubernatorial primary of
2018 and every fourth gubernatorial primary thereaf-
ter and provides that the issue of charter revision may
also be submitted to the voters at other times in the
manner provided by law. Accordingly, the Detroit City
Council determined by a three-fifths vote to place the
issue of charter revision on the ballot on May 5, 2009,
and the electors of the City of Detroit voted to create a
Charter Revision Commission to rewrite the 1997 char-
ter. At the following general election on November 3,
the nine members of the Commission were elected.
There were a number of reasons why Detroiters were
ready to revisit the charter. High profile elected and
appointed city officials had been charged with (and
subsequently convicted of) criminal offenses, and
the existing charter provisions for
removing city officials from office
proved to be ineffective. Vacant
and dilapidated houses, store-
fronts, and factories littered the
city, and some areas that were
formerly neighborhoods had be-
come largely vacant fields. The
2010 census would reveal that
the city’s population had declined
from over 1.8 million in 1950 to
about 714,000 in 2010, and that
the number of city residents had
declined by a fourth just in the
Charter Revision Commission
The Commission held a series of
community meetings and “con-
ventions” with citizens to ex-
change information about the city
and its charter. That process re-
sulted in over 570 proposed revi-
sions for the Commission’s con-
sideration, many addressing top-
ics other than basic structural and
procedural issues. Among the
revisions included in the proposed
charter that will be offered for
voter approval are a number of
provisions intended to reduce
corruption as well as programs
including green initiatives, city-
wide recycling, and a feasibility
study of the city providing auto
and property insurance.
The Commission submitted a pro-
posed charter to the Governor on
May 31, 2011 and submitted fur-
ther revisions to the Governor on
June 17. Based on 15 issues iden-
tified by the Attorney General, the
Governor returned that proposal
to the Commission without his
approval. Revisions were made
and the charter was resubmitted
to the Governor on August 16,
2011; further revisions were sub-
mitted on August 22. On August
25, the Governor approved the
revised proposed charter, clear-
ing the way for the proposal to
be placed on the city’s ballot on
November 8, 2011.
While home rule city charters are
written by locally elected charter
commissioners, those charters
must be consistent with state re-
quirements. Approval by the Gov-
ernor essentially confirms that the
provisions contained in the pro-
posed charter are consistent with
constitutional and statutory re-
quirements. Approval by the Gov-
ernor does not mean that a pro-
posed charter contains the most
effective, efficient, or responsive
structure, processes, or programs.
What does this mean for our new middle-class gentrified communities along the Baltimore Harbor? These few decades of development hit poor communities and citizens with community association leadership tied to simply handing all control to Wall Street Baltimore Development without any regard to those poor citizens. The newly gentrified community citizens had better not rest on their laurels-----we must be even more vigilant because this next phase will be global corporate campus and infrastructure development beyond a Johns Hopkins expansion and this UnderArmour expansion and it will not be good for anyone.
The new dynamics in a gentrifying US city like Baltimore has Canton, Fells Point, Federal Hill with three kinds of citizens. First there are the old-timers usually the original homeowners and the working class and poor. Second, there are the new citizens brought to Baltimore with the opening of some of the global corporate campuses. I'm sure there are many buying houses expecting to make those communities their home for a few decades at least. Third, there are new citizens in these communities tied to global corporate campus hiring that are generally higher level executives who DO NOT SEE THEMSELVES as long-term members of these communities. They come in to make the corporate transition and then they are transferred to new locations.
KNOW WHO WOULD BE THE ORIGINAL LEADERSHIP IN MANY OF THESE GENTRIFIED MIDDLE-CLASS COMMUNITIES? THAT'S RIGHT---THE THIRD KIND OF CITIZEN----HERE TODAY AND GONE TOMORROW WHILE TAKING CONTROL OF COMMUNITY DEVELOPMENT.
I was once that corporate executive so I understand how they get moved around and I know they would not be running for elective office on a platform that would HOLD POWER ACCOUNTABLE and be CITIZEN-FRIENDLY. They will be in there as SHOW ME THE MONEY AND I WILL DO ANYTHING I'M TOLD.
WE NEED BALTIMORE'S MIDDLE-CLASS TO WAKE UP AND BE THOSE COMMUNITY LEADERS WANTING TO REBUILD ONE BALTIMORE FOR OUR CITIZENS AND NOT FOR GLOBAL CORPORATE CAMPUS RULE.
Simply having a job with one of these global corporate campuses should not decide to MOVE FORWARD thinking that is the only job we can have. We must rebuild our local community economies or we will never have economic stability and we will lose all our rights and standards of living. These community developments are part of a Master Plan so we cannot wait until each one surfaces to fight----we must fight the entire Master Plan of BALTIMORE AS A FOREIGN ECONOMIC ZONE.
Neighborhoodsby Ed Gunts11:32 amMar 4, 201639
Fighting tall buildings in Fells Point
“People don’t come here to see tall buildings,” says an advocate of a 40-foot height limit for new buildings in the historic district
Above: Marty Bement is leading a grassroots group seeking height restrictions on new development. (Ed Gunts)
Worried about the possible “Manhattanization” of historic Fells Point, a coalition of residents is asking city officials to impose a 40- to 45-foot height limit on new buildings in the community as part of the TransForm Baltimore rezoning process.
The group says it is making the request because numerous properties would be permitted to rise up to 60 feet if the zoning code is adopted as currently amended.
The citizens say such developments would add to traffic congestion, block views and generally undermine the low-rise, human-scaled character of the district, where most buildings are much lower than 40 feet high.
Noting that preservationists have fought to protect Fells Point from inappropriate development since the 1960s, they say they don’t want to see it now.
“If this were Annapolis, they would no sooner allow a 60-foot-tall building than the man in the moon,” said Marty Bement, a home builder who lives and works in Fells Point.
“We think Harbor East is cool,” Bement said of the high-rise neighborhood located a few blocks west of Fells Point. And to the east, there are more tall apartment buildings in Canton.
“But they’re not a 250-year-old historic district. People don’t come here to see tall buildings. They come here to see history.”
“I call it the Manhattanization of lower Fells Point,” said Mark Adams, another member of the height limit coalition. “It’s walling off the harbor. It would destroy the character of our historic village.”
The Fells Point properties that would be allowed to have taller buildings as part of the rezoning process include the Cambridge Iron & Metal Company lot at 2030 Aliceanna Street (currently a parking lot with a one-story building) and a nearby block containing a Burger King and Royal Farms store.
The buildings in Fells Point are typically three stories high, while a few blocks away at Harbor Point, the 350-foot-high Exelon Tower is under construction.
(Ed Gunts, top, Mark Reutter, above)
Developers Richard Manekin and Doug Schmidt want to build a 52-foot-high apartment building at the Aliceanna site, which is across the street from the harbor and would hamper the views of surrounding residents.
Other properties eligible for height increases – ranging from 35 feet to 60 feet – are located along Broadway, much of Eastern Avenue and Fleet Street, and parts of Aliceanna, Lancaster and Thames streets.
Bement and others have formed a coalition called the Historic Fells Point Work Group, with a dozen members, including representatives from each of five community associations in the area.
Height Limit “Overlay”
The Work Group members have asked the City Council to impose a height limit over the entire Fells Point historic district as an “overlay” to the revised zoning code.
Their proposed overlay would cover the same area that has been designated a local historic district by Baltimore’s Commission for Historical and Architectural Preservation.
The area is bounded roughly by Chester Street on the east, Bank Street and Pratt Street on the north, Caroline Street on the west, and the waterfront on the south.
The proposed overlay would establish a height limit of 40 to 45 feet for any new construction within its boundaries.
Existing structures that exceed the 45 foot height limit, such as church steeples, would be “grandfathered in.”
The work group’s height limit overlay proposal has been presented to and endorsed by all five community groups in the area: the Fells Point Residents Association, Fells Point Community Organization, Upper Fells Point Improvement Association, Fells Prospect Community Association, and the Society for the Preservation of Federal Hill and Fells Point.
Bement said his group went to the community associations because it wanted to show City Council members that the height limit proposal has widespread support.
HOW NOT TO DO IT? The new “Icon” apartments at the Rotunda loom over the modest two-story rowhouses on 38th Street in Hampden. (Mark Reutter)
With the backing of the five community groups, the coalition asked First District Councilman James Kraft to recommend that a 40-foot height limit overlay be imposed on the Fells Point historic district, thus negating previous zoning recommendations that would permit taller buildings.
In keeping with the body’s tradition of “councilmanic courtesy,” Kraft is the only elected official who can introduce legislation that would affect his district.
Aliceanna Proposal Backed by Kraft
Kraft said he has been meeting with the height limit advocates in response to their overlay proposal.
“It’s a very complicated issue,” he said. “The community people may think it’s a very simple thing. It’s not as simple as they may believe.”
Kraft said he is willing to consider zoning changes that would lower the height limit on certain properties, but he is not willing to reduce the recommended zoning for 2030 Aliceanna Street.
The Planning Commission has rejected the proposal after staff warned that the building would be “severely out of character” with the surrounding area.
The site is currently zoned for industrial use. Kraft has recommended changing the zoning to a C-1 classification, which would permit commercial structures up to 60 feet tall. Kraft said he had recommended a C-2 designation at one point, which would allow 100-foot-tall buildings, but he later agreed to a C-1 designation.
Kraft said the “majority of the community” has accepted the idea of a mid-rise building at 2030 Aliceanna, but the height limit advocates insist that the site be subject to the overlay.
Bement said his group has focused on the property because it is one of the first parcels in Fells Point that has a “live” proposal attached to it.
Kraft said the City Council is working to have all rezoning legislation passed and sent to Mayor Stephanie Rawlings-Blake for her signature by late March or early April. The revisions are being considered by the Council’s Land Use and Transportation Committee.
“I’m continuing to have discussions with the community, and I anticipate resolving the issue very soon,” Kraft told The Brew. “I think 99% of the people will be happy and will think it solves the problem.”
Bement, however, said he hopes Kraft will accept his group’s proposal. He said the Work Group is not a fringe faction but has support from every corner of the district.
“We know Kraft’s done good things for Fells Point,” he said. “All we want him to do is be our advocate.”
The charter cities being brought into bankruptcy often just happen to be US cities deemed Foreign Economic Zones. Here we see Stockton and San Bernardino brought to bankruptcy with very wealthy San Diego and LA reaping that wealth just as Baltimore City used its surrounding communities to move wealth to a few. Each was a charter city ----each being brought to bankruptcy-----and each tied to being those mid-size US cities made into US International Economic Zones.
There will be no middle-class in America if this progression of US cities as Foreign Economic Zones continue because global corporations and ONE WORLD does not see an American middle-class. This is why it is critical our US cities seeing gentrification with a new middle-class NOT ASSUME THEY ARE PROTECTED. These gentrified communities are simply a stepping stone to further global corporate campus development. If you are earning good wages today being employed by a global corporate campus in Baltimore you will not be keeping that level of wage---nor will that gentrified community remain a community.
BELOW YOU SEE FURTHER DAMAGE DONE BY REAGAN/CLINTON FAR-RIGHT WALL STREET GLOBAL CORPORATE NEO-LIBERALISM --EXTREME WEALTH EXTREME POVERTY.
'Like Stockton and San Bernardino, Compton is a charter city, one of over 80 in California and one of 25 in Los Angeles County (Los Angeles itself is a charter city, as is San Francisco). Basically, charter cities are set up to call their own shots, through a charter that they write themselves, rather than establishing their operations based on what's known as California's "general law." The idea is that cities have a better understanding of how to run themselves than the state does'.
1% Wall Street connected with these cities to deliberately drain our government coffers and people's pockets. While these poor cities seemed to have black or brown citizens as leaders----it was the 1% and their 2% rich white men behind all this lying, cheating, and stealing----
As we rebuild our US cities we need new citizens to understand ---those forces are still in place and we need to SHAKE THOSE WALL STREET PLAYERS OUT OF OUR CITY HALLS. Our gentrified communities will simply be the next round of fleecing if we do not.
Compton is latest California charter city to face bankruptcy
Matthew DeBordJuly 18 2012
Compton is the latest Southland city to declare bankruptcy. David McNew/Getty Images
Compton could become the fourth city in California to head for bankruptcy, according to Reuters. The Los Angeles County municipality, just south of L.A., would join Stockton, Mammoth Lakes, and San Bernardino in confronting Chapter 9 protection.
Compton's situation is extremely worrisome compared to much larger San Bernardino and Stockton, but it's not exactly surprising. Compton's current budget deficit, at $43 million, is substantially bigger than Stockton's $26 million but about the same as San Bernardino's $45 million. But Compton's population is only 93,000. San Bernardino's is over 200,000 and Stockton's is over 300,000.
And if you follow Reuters' reporting, $37 million of Compton's budget shortfall has materialized just since July 10, as financial officials and the city council have worked through severe revenue losses.
Like Stockton and San Bernardino, Compton is a charter city, one of over 80 in California and one of 25 in Los Angeles County (Los Angeles itself is a charter city, as is San Francisco). Basically, charter cities are set up to call their own shots, through a charter that they write themselves, rather than establishing their operations based on what's known as California's "general law." The idea is that cities have a better understanding of how to run themselves than the state does.
But some of these charters are very long in the tooth. San Bernardino's, for example, was established 105 years ago.
The County of Los Angeles Grand Jury released a report on June 30 that included what you'd have to call a red flag about L.A. County charter cities and their collective fiscal crisis. I've grabbed a chart from the report, above. As you can see, only two charter cities in the region, Burbank and Temple City, operated (barely) in the black in 2010 (Los Angeles and Long Beach were excluded from the report, due to their size).
Compton was number three on the list, with a gap of 35 percent between expenditures and revenues. Vernon and Lancaster are a lot worse, with 82- and 51-percent gaps respectively. Pasadena and Glendale, neither of which look outwardly likes a basket case, were each running around 16 percent in the red for 2010.
Compton was number one, however, in decline for general fund balance: a whopping minus-465 percent, after starting with a balance that was already $2.5 million in arrears. (Interestingly, Vernon, with its enormous 82-percent revenue gap, added $9.5 million to its general-fund balance in 2010.)
The big picture shows that the bankruptcy train in California is running right through these charter cities, a development that's consistent with what economist John Husing told me last week, in a discussion about San Bernardino's fiscal nightmare. He explained that if a city is old, maintains its own police and fire departments, and saw substantial growth in its housing market in the past decade, it's a good candidate for fiscal problems. That's because property tax revenues tanked just as public safety costs, especially pensions, escalated.
For Compton, you could add to that substantial unemployment — 19 percent — and abundant foreclosures, with anywhere from 20 to 30 percent of homes in foreclosure across the city's various neighborhoods.
Compton did move in the early 2000s to replace its police department and pay the L.A. County Sheriff for policing, the type of move that Husing said can lead to savings — unless, as in Compton's case, you wind up owing the Sheriff $5.7-million in 2009 and can't pay. And start talking about bringing back your old police department, as Compton began to do in 2010, according to the L.A. Times.
Every bankrupt and potentially bankrupt city in California is bankrupt in its own way. The dire finances of charter cities just provides us with an early warning system. The Grand Jury, in its report, made 22 separate recommendations for L.A. County's charter cities and required responses, but it didn't specifically address pension obligations, something that, as I reported last week, former San Bernardino city council member Tobin Brinker highlighted as one of that city's major problems.
Nor did the Grand Jury specifically recommend that charter cities look closely at police and firefighter wages and benefits, although it did include an appendix that shows numerous high-ranking police and fire officials in L.A. Country charter cities making more than $200,000 per year in 2010. In Compton, only the City Manager made more than that in 2010 — $246,021.
But the city manager's job in Compton hasn't been a bastion of security: there have been five different people in the city in five years, with the previous two lasting all of a year and half combined.
Compton's treasurer, Doug Sanders, says he only has $3 million on hand and $5 million in payments coming due. The city also says it can't make payroll come September 1, an echo of what's facing San Bernardino, which has only about $9 million on hand to cover its costs. This sets the table for the Compton city council declaring a "fiscal emergency" and going directly to Chapter 9, rather than submitting the the state-mandated 60-day mediation period before seeking bankruptcy protection.
That process failed to enable Stockton and Mammoth Lakes to avoid Chapter 9.
Call me skeptical-----but when we have a Baltimore Development project filled with the amount of corporate fraud and corruption as occurred with BALTIMORE HARBOR POINT----we know this is not just a one-off project it is pushed by global development firms. We have what is called a developer from NY investing in waterfront property that was condemned for decades as toxic waste dump yet it falls right in the middle of what will be that waterfront development. If we read about this Baltimore project we won't read to much about what are likely the developers actually behind this----BLT PARTNERS WITH BRV.
The problem for citizens in Baltimore ACTUALLY LOVING OUR BALTIMORE HARBOR----is this next phase they call---building a bridge span over a very short span of water. This is supposed to help in traffic but it is sold as a road ------and it seems it may be a pedestrian bridge to what will be a transit terminal where Key Highway comes into downtown.
We see below this same project called HARBOR POINT----needing the same kind of bridge-----with the same language----IT'S ALL SO TRANSFORMATIVE----IT IS FILLED WITH PUBLIC SPACES----IT COMPLEMENTS OTHER NEIGHBORHOODS.
Pedestrian Bridge Linking Harbor Point to Stamford Transportation Center OpensThe bridge was built in a partnership between developer BLT and the Connecticut Department of Transportation.By Barbara Heins (Patch Staff) - November 28, 2014 4:43 pm ET
We had UnderArmour be allowed to buy a Baltimore Water Taxi and he is the driver of what will be that harbor transportation---keeping it all in the global corporate campus family. His project sound linked to just this kind of pedestrian bridge and transit terminal on the Key Highway side of the harbor. What does this do to the Federal Hill area? There will be a lot of people trying to head to work coming into this area of Baltimore Harbor. Remember when UnderArmour placed their brand on our much loved Federal Hill Park?
“We adopted the vision of the city and community of a transformative, mixed-use waterfront development providing active public spaces, and complementing other neighborhoods of the city,” says BLT CEO Carl Kuehner III'.
BLT Partners With BRV To Activate Harbor Point In Stamford
New York Jun 29, 2016 BLT Alec Berkman, Bisnow National
Building and Land Technology engaged Biederman Redevelopment Ventures to further activate the public spaces in the thriving community of businesses and residents at Harbor Point in Stamford, CT. Biederman, best known for rehabbing NYC’s Bryant Park and establishing it as its neighborhood’s core, will help BLT realize its vision of Harbor Point as an urban waterfront mixed-use destination. BLT Harbor Point BLT The collaboration seems fitting. For several years, BLT has hosted an array of social, recreational and leisure activities at Harbor Point, and with Stamford just an hour from New York City, BLT focuses on creating an active urban lifestyle that reflects what Millennials and empty nesters might find in NYC. Working with Biederman, BLT will further enhance event programming through outdoor activities that invite residents and visitors to join in, and plan streetscape improvements that tie the neighborhood together, specifically Commons Park, Harbor Point Square and the Harbor Point Boardwalk. The firm promises to invigorate these parks and public spaces with gatherings and programs that bring tenants and residents together. For example, BLT held its annual Summer Kickoff events over Memorial Day weekend, coinciding perfectly with its unveiling of the Biederman partnership. Events included the Boys and Girls Club Corporate 5K Race and after-party on the Harbor Point Waterfront. Last week saw the inception of a Weekly Movies in the Park series, outdoor yoga and fitness classes, live music and a range of additional activities. Committed to fostering innovation and exhibiting forward-looking behavior, BLT is also repositioning a 500k SF vacant office building in Harbor Point as tech-oriented, modern office space. Dan Biederman (shown with Harbor Point Development COO Ted Ferrarone) believes the concept of neighborhood transcends the physical structures it is created around, and the establishment of a Harbor Point community will positively reverberate through all of Stamford. He says the need for enticing urban spaces is not limited to the largest cities. “We adopted the vision of the city and community of a transformative, mixed-use waterfront development providing active public spaces, and complementing other neighborhoods of the city,” says BLT CEO Carl Kuehner III. He hopes the overall mix of office, residential and retail framed by the scenic waterfront will attract a diverse group of prospective tenants, residents and visitors, truly transforming the area. BLT’s efforts to create an active neighborhood at Harbor Point have attracted international attention. A delegation from the Urban Development Institute of Australia, a not-for-profit organization representing Australia's real estate development industry, visited Harbor Point recently and applauded BLT’s place-making efforts. "Harbor Point provided an impressive example of not only a transit-oriented development, but also the combination of city vision and developer insight,” UDIA group design director Finn Jones says. "The open landscape streets and access to waterfront celebrate a neighborhood of high-density urban living in a way that enriches livability and social interaction, while mitigating any negative ideas or impressions of density and intensity." The development of Harbor Point certainly serves as a valuable case study for urban renewal and high-density living in combination with public transit connectivity—and human scale sensibility," Finn says.
One can see where this project in Stamford CT and NYC looks much like what they are going to do in Baltimore harbor. Why would they build a road bridge into an already traffic saturated downtown? Know what? These global development firms have so much of that Wall Street fraud we could simply demand they hand us the loot and WE THE PEOPLE will design a far more people-friendly Baltimore Harbor.
As someone not wanting ANY BRIDGE OBSTRUCTING A MUCH LOVED VIEW OF OUR INNER HARBOR-----A PEDESTRIAN BRIDGE WOULD BE FAR MORE PRACTICAL
Road vs pedestrian bridge-----we know there must be a transit center nearby -----
The Dripby Mark Reutter9:30 amMar 31, 201626
Bridge to Harbor Point to cost nearly $47 million
To pay for project, the city used $35 million in federal funds earmarked for other construction, including the long-delayed Harford Road Bridge over Herring Run.
Above: The new bridge will extend Central Avenue at this point across an old canal to the Harbor Point development. (Mark Reutter)
That’s $179,923 a foot.
Building the 260-foot-long Central Avenue Bridge, linking Harbor Point with Harbor East, will cost $46.78 million under a contract approved yesterday by the Board of Estimates.
Allan Myers, a Pennsylvania construction company, was awarded the design-build contract for the first major new bridge in Baltimore in more than a decade.
The bridge will serve the 27-acre Harbor Point site, whose first phase of construction includes the Exelon Tower, a 350,000-square-foot residential apartment building, large parking garage and landscaped park.
The project comes amid a backlog of other roads projects in Baltimore.
To pay for the bridge, the city reallocated $35 million in federal funds originally earmarked for other construction. Those projects included the realignment of Boston Street between Canton Crossing and I-95 and a new bridge over Herring Run, replacing the badly deteriorated Harford Road bridge.
Clarification: In 2013, when the city agreed to build the Harbor Point Bridge (as opposed to having developer Michael Beatty build the bridge and foot the bill), it committed federal highway funds to “fast-track” the bridge over other infrastructure projects, including the Harford Road Bridge over Herring Run and realigning Boston Street through Canton. Yesterday, the Board of Estimates formally allocated $35 million of federal funds to pay for the Harbor Point Bridge.
Originally planned to be completed in February 2016, the Harbor Point bridge is now expected to open in 2018.
About $6.6 million of the construction costs will be financed by TIF (tax increment financing) bonds awarded to the Beatty Development Group, Harbor Point’s developer, by the Rawlings-Blake administration.
The Baltimore Department of Transportation, on social media, called this story misleading and inaccurate.
We asked spokeswoman Adrienne Barnes: “Is the $47M cost of Central Ave Bridge cited in the article not accurate? Is the $35m in federal highway funds going for the bridge’s design and construction not accurate? Are not these federal funds coming from other projects slated for federal funding before city/DOT agreed to pay for Central Ave Bridge in 2013? If not the case, please explain where the federal money came from.”
Her reply: “The 47 million covers the Central Avenue Phase II project which includes the construction of the Bridge plus the reconstruction of the Central Avenue (between Lancaster and Baltimore Streets) roadway and upgrades to utilities, storm drains and inlets. . This work is necessary regardless of the construction of the bridge. Out of the 47 million, approximately 10 million will be used for the construction of the bridge.
· Federal funds are provided for capital improvement projects which this project falls under. It is typically an 80/20 split.
· The money for Central Avenue/Harbor East was moved from a Construction Reserve Account for Central Avenue to an “Active Authorization for Use” Account, this action does not have an impact nor does it affect the Harford Road Bridge or other scheduled projects.
UnderArmour has told us they prefer UBER as the tie to water taxis et al----either way we can look to PROPARK as the developer of this transit station.
Citizens in Baltimore do not have a clue as to what has already been placed into action-----the names of these global corporations may be a little different but they are involved in building what are many of these US cities deemed Foreign Economic Zones with PORTS.
Pedestrian Bridge Linking Harbor Point to Stamford Transportation Center Opens
The bridge was built in a partnership between developer BLT and the Connecticut Department of Transportation.By Barbara Heins (Patch Staff) - November 28, 2014 4:43 pm ET
Building and Land Technology (BLT), developer of Harbor Point, announced this week that the pedestrian bridge spanning Washington Boulevard between the Harbor Point Gateway Garage and the Stamford train station platform has opened.
The Harbor Point Gateway Garage opened in May at the Stamford Transportation Center.
Among the new services being offered is the pedestrian bridge that provides multiple benefits for commuters using the Stamford Transportation Center. The bridge was financed in a partnership between BLT and the Connecticut Department of Transportation (CONNDOT).
The bridge should reduce traffic congestion and separate pedestrians from automobile traffic, while providing a link all the way from BLT’s Harbor Point development in the South End through the Gateway mixed-use development directly to the Stamford train station.
Also new at Gateway Garage is the addition of three Zipcars and a Juice Bar® Quad electric car charging station.
“The opening of the pedestrian bridge and the Zipcars and Juice Bar® charging station are exciting additions to the Gateway Garage and the Harbor Point neighborhood,” said Ted Ferrarone, Chief Operating Officer of Harbor Point Development, LLC. “They make the garage, which is already thoroughly modern and convenient, even more so. Stamford depends on both public transportation and the development of pedestrian friendly options and we’re happy to see these new options become available to the public.”
Get free real-time news alerts from the Stamford Patch.
SubscribeCurrently, there are three vehicles available at the garage from Zipcar, the world’s leading car sharing network—a Jeep Compass, a Mitsubishi Lancer and a Cadillac ATS. Rates start at $12 per hour and $109 per day with gas, insurance and 180 miles per day included in all reservations.
The Juice Bar charging station allows for up to four cars to charge simultaneously and with its durable weatherproof enclosure, iconic design and LED illuminated logo, it will be a hard to miss addition to Gateway Garage.
BLT is the developer of the Harbor Point project, which is one of the nation’s largest redevelopments—encompassing an entire neighborhood, with a full mile of waterfront, more than 4,000 residential units and several million square feet of commercial development.
Propark America, a national parking management company, operates the garage. The Gateway Garage features monthly, daily, and hourly parking, immediately adjacent to the Stamford Train Station. Additional information, pricing, and specials can be found at www.thegatewaygarage.com.
Now, here we have a global UnderArmour allowed to buy our Baltimore water taxi wanting to bring global UBER and global ZIP CAR (AVIS) as the sole provider of transit around these Baltimore Harbor locations. Add to that a privatized global VEOLA TRANS DEV Cirulator taking our Baltimore public MTA with Maryland Governor Hogan pushing a privatized global commuter bus system coming into Baltimore to what will be that Baltimore Harbor transit center and VOILA----citizens will be soaked for what would all be public MTA transit.
A water-taxi that was free for citizens showing their work MTA passes could be more persuaded to get out of their cars. Tourists could pay that $8 to a public water taxi bringing those funds to our BALTIMORE CITY COFFERS and not yet more profit for global corporations.
All of this is critical for our citizens in a gentrified Canton, Fells Point, and Federal Hill.
ALL THIS VERY, VERY, VERY, VERY BAD DEVELOPMENT COMES FROM WALL STREET BALTIMORE DEVELOPMENT AS A VERY, VERY, VERY NEO-CONSERVATIVE JOHNS HOPKINS.
This is why it matters how these 2016 elections end with the Wall Street players winning Baltimore City Council seats and a raging CLINTON/BUSH/OBAMA as a Mayor of Baltimore. These issues are not Democrat or Republican they are something all citizens should work towards---and it will continue to make Baltimore too costly for anyone not the 1% and their 2%----all these global transportation corporations has to do is keep raising and raising rates to exclude 99% of citizens.
These are the kinds of zoning and permitting laws that our Baltimore City Hall passes often with approval from neighborhood association leaders----
Our Baltimore media always finds someone to place on camera saying OH, THIS WOULD BE GREAT. REALLY????
Under Armour founder plans to buy Baltimore water taxis
August 16, 2016BALTIMORE (AP) — From sports apparel to waterways. The founder of Under Armour is looking to acquire the company that runs Baltimore's water taxis.
Media outlets report that Kevin Plank plans to buy Harbor Boating, the city's exclusive water taxi operator since 2005. The company is expected to enter into a 20-year contract with Baltimore on Wednesday.
Plank plans to overhaul the water taxi service with new boats, more stops and longer hours of operation.
He also plans to partner with Uber for an on-demand water taxi service.
Demian Costa, managing partner of Plank's private firm Sagamore Ventures, says the purchase is expected to close in the next 30 days. He says the goal of the Harbor Boating acquisition is to make ferries a better transportation option for the city.