Real estate public policy includes road, bridge construction and as we went into detail recently---eminent domain. You lose your house to expand interstate roads without knowing that is the intention when you buy that property. We shared yesterday the INTERSTATE HIGHWAY plans of Maryland's Gov Hogan expanding I 70 and I 240 as toll roads in central Maryland. Here in Baltimore our TOTALITARIAN MIKULSKI Congressional Senator POSING LEFT serving far-right wing global 1%----came to office with media saying SHE STOPPED THE I-70 interstate coming through Baltimore communities. Here it is as that road to nowhere having sat for these few decades waiting for MOVING FORWARD and Gov Hogan to expand as toll roads into Baltimore and PORT OF BALTIMORE. So, what is a major east west artery of Rt 40 into Baltimore is going to become a SUPER-HIGHWAY-----as will I 70. This will be filled with tractor trailers emptying SUPER-GLOBAL CARGO ships and the surrounding communities of Baltimore City Center will be that miles and miles of concrete and pavement just as the lot downtown holding cars waiting for export.
THERE IS NO DEVELOPMENT POLICIES FOR NORTH WEST AND NORTHEAST BALTIMORE NOT TIED TO THESE SUPER-HIGHWAYS AND GLOBAL FACTORY IMPORT/EXPORT LOTS.
Extending Rt 40 and I 70 straight into the center of downtown Baltimore to PORT OF BALTIMORE----or PORT COVINGTON eliminates massive amounts of housing and community----which is why Baltimore City Council allowed those communities to decay. Everyone owning houses or business property along this way will lose it to eminent domain by far-right global Wall Street pols and 5% players who will not care if people get a FAIR PRICE. Remember the RED LINE LIGHT RAIL no longer being discussed? It traveled right along these SUPER-HIGHWAY expansions and will be used to extend crude oil and natural gas pipelines as they build these SUPER-HIGHWAYS into downtown Baltimore.
So, Mikulski comes to Congress as a champion of communities when the goal was always to build these highways outside of Baltimore as they waited for MOVING FORWARD ready to extend. We knew this from the beginning as did most of these Baltimore media outlets selling this FAKE IDEA of highway to nowhere.
Our Northeast Baltimore 5% pols and players are STILL selling the idea that what is our most green northeast communities are being protected while knowing all will be an industrial wasteland----ASK BALTIMORE CITY COUNCIL DORSEY or the 5% FAKE religious leaders---they KNOW THIS.
Commentaryby Gerald Neily9:20 amFeb 1, 2011
“Highway to Nowhere” shut down — and Baltimore doesn’t notice
Above: Empty Route 40 between Franklin and Mulberry streets — aka “The Highway to Nowhere” — as it looked this past Friday, when the rest of Baltimore was returning to normal.
The most indelible image from last week’s blizzard was that of clogged bumper-to-bumper traffic on virtually every expressway, creating horror stories of delay and entrapment throughout the region.
But West Baltimore’s Franklin-Mulberry Expressway or FMX (my name for the one-mile, six-lane highway sandwiched between Franklin and Mulberry Streets, just west of Martin Luther King Boulevard) remains just the opposite – a vast, barren expanse of virgin snow without even a single set of tire tracks to mark the territory.
The so-called “Highway to Nowhere” has been totally closed westbound since last November, with the eastbound lanes recently closed as well, in order to build a relatively small expansion of the MARC parking lot at the west end at Pulaski Street.
Normally, when an entire expressway is closed, it generates non-stop reports of rush-hour congestion and elaborate advice for how to detour around the troubled scene. (Last night’s shut-down of a portion of I-83, when a car flipped off the Northern Parkway ramp, is a good example – diverted traffic clogged roads across northern Baltimore for hours.)
But the FMX closure has caused nothing remotely like that. The way the entire expressway was shut down indefinitely without debate or even publicity, just to make it easier for construction crews, speaks volumes. Motorists have been able to make the needed minor adjustments with ease. For the past three months, traffic has merely had to stay on the adjacent Franklin and Mulberry streets, as necessary. There have been a few temporary delays, but the expressway itself has proven to be totally dispensable.
The closed and empty westbound expressway, back in early December. (Photo by Gerald Neily)
Community leveled for unused expressway
The region’s other expressways (such as I-83, I-95 and the Beltway) have been the scenes of blizzard horror stories for a day or two this winter, but the FMX horror stories have lasted for four decades.
It is common knowledge that the highway totally destroyed several neighborhoods and displaced thousands. Superfluous as the recent closures have shown the huge, unfinished expressway to be, the long-range plan is to preserve the FMX indefinitely for the transit Red Line.
The Red Line would maintain the expressway as-is, except for the minor modifications now under construction for two blocks at the west end to accommodate the new MARC parking lot. Using the expressway to encase the transit line will making it slightly cheaper to build, while isolating it from what remains of the neighborhood.
Defying technical standards
The expressway makes as little sense from a traffic engineering point of view as it does from a human and design standpoint. Its original purpose was to be the east end of Interstate 70, a highway that extends all the way to Utah. But since it never got connected, it became three expressway lanes in each direction dumping into three surface lanes of Franklin and Mulberry Street. And since a standard expressway lane has a flow capacity of approximately double that of a surface urban street, there is a gross capacity mismatch.
Here’s the math: Three expressway lanes are approximately equivalent to six surface street lanes. At Pulaski Street, the three expressway lanes are necked-down to join with two surface lanes from Franklin Street. That’s an equivalent traffic capacity of eight surface lanes ( (3×2) + 2) squeezing down into three surface lanes as it proceeds westward onto U.S. 40.
The proposed Red Line would make it even worse. The Red Line plan would reduce the street width to the west down to only two lanes, in order to squeeze in the transit line. So that’s an equivalent reduction from eight lanes down to two. You don’t need to be a traffic engineer to realize that the Red Line will cause extreme traffic congestion to the west of the end of the Franklin-Mulberry corridor, and in fact, the MTA’s Red Line traffic impact reports say just that.
Two snow survivors traverse the frozen wasteland just west of Martin Luther King Boulevard, with the downtown Social Security building in the background. (Photo by Gerald Neily.)
Development potential squandered
The FMX occupies a vast amount of space that could be used for people, instead of a wasteland. While planners tout the expansion of the MARC parking lot at the west end of the expressway as the first step in “transit oriented development,” real life experience is just the opposite. MARC parking capacity has already been increased several times in the past, with no ensuing development. Easier commuter parking thwarts new development rather than encouraging it.
Redevelopment needs to begin at the east end, where it can take advantage of the energy of downtown. There is an urgent need to redevelop the gigantic soon-to-be vacated Social Security complex and to build on the redevelopment which has already taken place with the University of Maryland campus and Biotech Park, Heritage Crossing and other projects. All of this can provide far more fuel for economic development than can the expansion of the MARC parking lot.
Even just a partial demolition of the expressway in the vicinity of MLK Boulevard could be used to create a critical linkage between downtown, the University of Maryland campus, the currently-landlocked Social Security complex, and the gorgeous, but similarly-severed Heritage Crossing neighborhood. Doing so would begin to unlock the rest of northwest Baltimore, which contains other untapped historical treasures, such as Lafayette Square and Upton. Planning for all this needs to start right now.
The highway closure that nobody noticed now makes it clear, for all to see, that the FMX isn’t needed. The fact that the city and MTA have allowed the MARC parking expansion and the proposed Red Line alignment to dictate and detract from the future is just a continuation of the tragedy which started four decades ago with the “Highway to Nowhere.”
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This is why we call right wing media FAKE NEWS----they deliberately keep citizens from knowing real public policy goals====as ALASKA'S BRIDGE TO NOWHERE was built with the goal of extreme Alaska global mining/OIL AND NATURAL GAS, coming WITH THE BURNING of BOREAL NORTHWEST TERRITORY forests.
So, like Maryland's Congressional pol MIKULSKI pretending to stop that INTERSTATE THROUGH THE HEART OF BALTIMORE-----so too these ALASKA Congressional pols are pretending to stop BRIDGE TO NOWHERE while Alaska and Canadian BOREAL FORESTS burn making way for all those mining and energy tractor trailers to haul all natural resources out of Alaska.
THAT IS WHY THE BRIDGE TO NOWHERE WAS FUNDED----AND IT WILL CONTINUE IF WE ALLOW OUR bread basket NORTHWEST TERRITORIES be raped and pillaged. Our 99% of citizens in these states and territories DO NOT WANT their REAL ESTATE used this way----those global 1% and their 5% players are MOVING THAT FORWARD.
YOUNG and PALIN are the same global 1% players as O'Malley, Mikulski, and now Hogan.
Alaska kills infamous ‘bridge to nowhere’ that helped put end to earmarks$400 million project became the symbol of Washington pork
Rep. Don Young, the Alaska Republican who championed the bridge and remains one of Congress’ biggest champions of earmarks, argues that his colleagues have forfeited part of their power of the purse, which the Constitution delegated to the legislative branch. ...
By Stephen Dinan - The Washington Times - Sunday, November 8, 2015
Alaska officials have put the final kibosh on the infamous “bridge to nowhere” — a $400 million project tucked into the federal transportation plan 10 years ago that became the symbol of Washington pork, spawned massive voter outrage and forever changed the way the government does business.
State officials concluded late last month that the project was too expensive and too extravagant for now, bringing to an end a 40-year push by locals in Alaska’s far southwestern corner to construct a permanent link between the city of Ketchikan and the airport that serves it.
“The thing that just ended it was the economy,” Ketchikan Mayor Lew Williams said after the state officially decided against the bridge, concluding that it made more sense to improve the ferry system that carries passengers from the mainland to an airport across a 1,000-foot strait of water.
The bridge was an “earmark,” or one of those projects lawmakers slipped into bills to direct money to politically important causes back home. But in the hands of opponents, the bridge became The Earmark — the worst of Washington waste.
“That was a big one. It just really hit the public consciousness. People could understand it — the bridge to nowhere,” said Sen. Jeff Flake, an Arizona Republican and prominent anti-earmark crusader who served in the House during the bridge fight.
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Baltimore has lots of lifelong citizens some for generations-----who LOVE BALTIMORE as it exists 99% black, white, and brown citizens. It has lots of work to do on RACE AND CLASS ISSUES but our city is BEAUTIFUL----the Chesapeake estuaries are much LOVED-----and STOP MOVING FORWARD is the only way to rebuild a Baltimore for real free market local economic development including building for a city filled with a million or so of existing families with our new citizens having a DEVELOPED NATION QUALITY OF LIFE.
Below we see what was decades ago a major issue for our 99% of Baltimore citizens----the JONES FALLS EXPRESSWAY and the burying of what was a central river through Baltimore with all its WETLANDS.
When civil engineers try to tame WETLANDS----know what? They almost always lose. The Falls River runs that course because of the lay of the land. We have in Baltimore what will become a more flood-prone JONES FALLS on the west side of city center with a FALLS RD burying that river underground on the East side of city center. This is where the expressway 83 travels over our HAMPDEN/WOODBURY and it is where our CITY JAIL/NONPROFITS/MAIN POST OFFICE CITY GOVERNMENT BUILDINGS and communities lie.
PERKINS/JONESTOWN/GREENMOUNT SOUTH are all communities lying on this floodplain ready to be developed into what are called residential communities as an expanded global Johns Hopkins corporate campus. Johns Hopkins has a goal of surrounding itself with global factories tied to products it PATENTS and these will become WORKER HOUSING to the EAST. HAMPTON/WOODBURY will become that worker housing to the west all on these same FLOOD PLAINS.
'But the Jones Falls and its swamps divided young Baltimore on the west from Jones Town, east of the stream. So in 1776, the state assembly ordered Harrison's Swamp filled. In 1789,
Draining the swamps did nothing to end the stream's disastrous habit of flooding'.
If we imagine what extending SUPER-HIGHWAY I 40 AND I 70 as well as I 83 while climate change brings intensified FLOODING in flood plains like these communities on FALLS RIVER/FALLS ROAD will bring----we will see the devastation of what will be housing/small business for the 99% in just several decades.
THIS IS MOVING FORWARD US CITIES DEEMED FOREIGN ECONOMIC ZONE IN BALTIMORE AND ALL OTHER MID-SIZE CITIES ARE BEING DEVELOPED WITH THESE SAME GOALS.
All of this MOVING FORWARD US FOREIGN ECONOMIC ZONE development is called SUSTAINABLE----where will the COMMUNITIES be in this global 1% corporate campus development? They are deliberately building so there will be no 99% community sustainability======
Approved Sustainable Communities
NOTE: Please refer to the Neighborhood Revitalization Mapper found on the Department's Interactive Mapping and Dashboard webpage for the most accurate and up to date Sustainable Community boundaries. To access, go to the department's Mapping Applications page.
Allegany County
Anne Arundel County
Baltimore City
Baltimore County
Calvert County
Caroline County
Carroll County
Cecil County
Charles County
Dorchester County
Frederick County
Garrett County
Harford County
Howard County
Kent County
Montgomery County
Prince George's County
Queen Anne's County
Somerset County
St. Mary’s County
Talbot County
Washington County
Wicomico County
Worcester County
More InformationCONTACT: John Papagni
P: 410-209–5807
E: john.papagni@maryland.gov
OR
CONTACT: Mary Kendall
P: 410-209–5810
E: mary.kendall@maryland.gov
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Here is MARYLAND GOV HOGAN MOVING FORWARD Baltimore as a massive Chinese-style Foreign Economic Zone ---this one footprint as that in UNDERARMOUR COVE POINT will be a global corporate HEADQUARTERS footprint with nothing but miles and miles of concrete global factories-----SUPER-HIGHWAYS-----and global Wall Street Baltimore Development/global Johns Hopkins 5% pols and players STILL pretend this is about helping to UPLIFT these communities. It is the most bizarre thing to watch-----constant LYING, CHEATING, STEALING---no morals or ethics, no US Rule of Law, no GOD'S NATURAL LAW happening today in Baltimore with these 5% black, white, and brown freemason/Greek players.
So, our players shout that ANY DEVELOPMENT OF DECAYING COMMUNITIES is good----what are they getting in exchange for telling these 99% of citizens they are included in this future development? SHOW THEM THE MONEY LIVE FOR TODAY---they are given temporary small businesses----temporary real estate ownership these few decades where they exploit the citizens in these communities---then they are all thrown under the bus.
ANY GAINS IN PROPERTY OR WEALTH DISAPPEARS EVERY TIME WHEN PEOPLE ARE PLAYERS AND NOT CITIZENS.
This article is simply MOVING FORWARD with nothing but demolition with buildings filled with restaurants or hotels before massive concrete global campuses expand for miles and miles and miles and miles.
This MASTER PLAN has been MOVING FORWARD since 1990s AND SCHMOKE. We use this timeline BECAUSE voting DEMOCRAT should have installed pols which rebuilt Baltimore's economy after CLINTON sent US corporations overseas to FOREIGN ECONOMIC ZONES in developing nations----but SCHMOKE forward worked to allow Baltimore to DECAY just to ready for building of these massive US FOREIGN ECONOMIC ZONES for only the global 1%.
THOSE 5% GLOBAL WALL STREET PLAYERS ARE GOING UNDER THE BUS--THEY DON'T CARE WHAT IS COMING----THIS WILL KILL OUR 99% OF CITIZENS' SUSTAINABILITY---FREE MARKET ECONOMY FOR SMALL BUSINESSES AND WEALTH GROWTH.
If we imagine that SUPER-HIGHWAY I 40 and I 70 coming right into this UPPER LOWER PIKESVILLE/UPPER PARK HEIGHTS area we can see that global corporate factory and concrete product lots covering all of these communities.
Who knows this is one long MASTER PLAN FROM 1990s pushed by Hopkins having NO SOCIAL VALUE? Ms DeLuca
'Johns Hopkins University sociologist Stefanie DeLuca called the plan encouraging and overdue. "The question of whether it could be transformative is more challenging," she said, saying urban redevelopment projects have had mixed success'.
Gov. Hogan announces $700M plan to target urban decay in Baltimore
Jan 5, 2016
Governor Larry Hogan, along with Mayor Stephanie Rawlings-Blake, announced a partnership to demolish thousands of vacant buildings in Baltimore. Project C.O.R.E. is providing $94 million to help transform these neighborhoods. (Kevin Richardson)
Luke Broadwater and Yvonne WengerContact ReportersThe Baltimore Sun
Calling Baltimore's abandoned rowhouses "hotbeds for crime," Gov. Larry Hogan on Tuesday announced a nearly $700 million plan to tear down thousands of vacant buildings and replace them with new developments — a level of investment in Baltimore's poorest neighborhoods some say is unprecedented.In Sandtown-Winchester, where Freddie Gray grew up, the governor joined Mayor Stephanie Rawlings-Blake in pledging $94 million over four years to demolish 4,000 vacant properties citywide and $600 million in subsidies to encourage redevelopment.
The money — most of which will come from the state — will allow a fourfold increase in the demolition of vacant city properties, followed by major new funding to rebuild.
"I don't recall there was ever an infusion of this magnitude," said M.J. "Jay" Brodie, who shepherded redevelopment in Baltimore under four mayors. "This is a great moment for the city. Take advantage of the moment. This is unlikely to happen again."
The Republican governor and Democratic mayor — who have publicly sparred at times — vowed to work together.
Hogan called Baltimore the "core" of Maryland.
"As I walked the streets of this city, people were repeatedly calling out and begging us to help do something about the blight that is all around them," Hogan said. "We have heard your calls for action... I'm a guy on a mission who wants to get things done."
Rawlings-Blake called the plan "demolition dollars on steroids." She thanked Hogan for partnering with the city.
"Despite what the media wants to say about the relationship between the city and state, we do get along," Rawlings-Blake said.
City officials estimate 20 blocks will be demolished in the first year. Demolished properties will first be turned into green spaces before they are offered to developers, including through the city's Vacants to Values program.
The announcement took place in the 1000 block of N. Stricker Street, where demolition began just minutes after the news conference ended. Gray lived and was arrested in the neighborhood.
His death in April sparked weeks of protests and a day of rioting, and drew national attention to conditions in the city's poorest neighborhoods. Baltimore, with a population of more than 622,000, has about 16,000 vacant buildings and 14,000 vacant lots, according to city figures.
Under the new plan, called Project C.O.R.E, the Maryland Stadium Authority will oversee the demolition of vacant structures jointly approved by city and state leaders. About $75 million in state dollars will go to demolition over four years with another $19 million coming from the city.
In addition, the state plans to offer about $600 million in financing opportunities from the Maryland Department of Housing and Community Development for redevelopment of the sites, including more than $150 million in the current fiscal year. The spending will go before the Maryland General Assembly and Baltimore City Council for approval.
Brodie, a former city housing commissioner, said he believes the spending announced Tuesday is greater than the money pumped into projects under Mayor William Donald Schaefer in the 1970s, including the creation of Old Town Mall and the "dollar house" program.
The investment also is greater than the $130 million in public and private money that was spent to build or renovate about 1,000 houses in Sandtown from 1989 to 1999, an effort spearheaded by famed urban planner James Rouse.
Many in Maryland, both Democrats and Republicans, greeted Tuesday's announcement with praise.
The Rev. Jamal H. Bryant, pastor at the Empowerment Temple in Northwest Baltimore, called the investment "absolutely amazing."
Bryant said he hopes the plan will include hiring local people for construction or other jobs associated with the spending. "Housing is one piece of the puzzle, but it all goes back to economics," Bryant said. "I hope this is the beginning of an economic agenda for our community."
House Minority Leader Nic Kipke predicted that Hogan would receive solid support from Republican lawmakers. "The governor's heart is in the right place," he said. "This is a meaningful step toward resolving a serious problem that has existed in Baltimore City for decades."
Kipke, who represents Anne Arundel County, said Republicans will be reassured because "the governor's not writing a blank check to Baltimore City" but managing the funds through the stadium authority.
House Speaker Michael E. Busch called it "very beneficial for the governor to step up and help meet the needs of the mayor."
Busch, an Annapolis Democrat whose leadership team has proposed its own plans to help Baltimore, questioned how the displacement of people who live in blighted areas would be handled, but he said he looks forward to working with the governor and mayor to craft a program.
Others were more skeptical.
Ray Kelly, a community builder with the No Boundaries Coalition in Sandtown-Winchester, said the demolition needs to be accompanied by a strategy to deal with unintended consequences. Razing blight, he said, could scatter drug dealers into surrounding neighborhood streets. Police will need to be ready to respond by increasing patrols, he said.
Kelly said he is also worried that the well-intended plan could turn into "just another gentrification initiative." While optimistic, Kelly said he wants officials to work closely with residents. "Is there a program or a plan in place for the people who have lived in the community, and struggled through the blight, so that they can afford these new properties?"
Brodie also offered cautionary advice. He said officials must create a plan with neighborhood residents, private developers, nonprofits and faith groups in East and West Baltimore. The amount of planning necessary can't be underestimated, he said.
Maryland's housing secretary, Kenneth C. Holt, said the incentives will include loans, grants, tax incentives and $200 million in bonds. He said all projects will go through a competitive bidding process.
"There will be redevelopment plans that will run the gamut: Affordable projects, mixed-used projects and market-based projects," Holt said. "These redevelopment plans will focus on schools jobs, transit and fit into the fabric of the city as conceived by the community. This is a bottom-up approach."
City residents living in the largely vacant blocks will be relocated to better housing, Holt said. "The state will be subsidizing the relocation costs," he added.
Johns Hopkins University sociologist Stefanie DeLuca called the plan encouraging and overdue. "The question of whether it could be transformative is more challenging," she said, saying urban redevelopment projects have had mixed success.
What's clear, she said, is that ridding city neighborhoods of vacant houses removes an impediment to urban development.
"Vacant buildings are their own billboards for poverty, and that is not an inviting signal for anyone," DeLuca said.
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Here we have our planned FARM TEAM O'MALLEY-------Dorsey is to the NORTHEAST communities what "Yitzy" Schleifer is to the NORTHWEST communities and of course we have discussed for years those pesky SW AND SE 5% player pols having already MOVED FORWARD downtown and south global corporate campus development.
DORSEY is sold as fighting against that big, bad UNDERARMOUR PLANK with city council YOUNG AND PUGH pretending DORSEY is that friend of our 99% black citizens the majority living in these surrounding communities.
Because Baltimore is tied so much to RACE AND CLASS our 99% of citizens black, white, and brown are allowing themselves to pretend they are WINNERS when in fact they are soon to be great big LOSERS not caring about futures for children and grandchildren in these US FOREIGN ECONOMIC ZONE DEVELOPMENT PLANS. Getting lost in a massive industrial wasteland-----
NO WINNERS FOR THE 99% OF BALTIMORE OR MARYLAND CITIZENS.
DORSEY is that Northeast Baltimore pols selling to what are middle-class citizens that their communities are going to remain GREEN AND SMALL BUSINESS and not telling them they will be global factories and massive product lots waiting for import/export----this is why ROYAL FARMS is trying to build its large gas station.
Dorsey is a mirror of O'Malley as that far-right wing extreme wealth extreme poverty ALT LEFT POSER.
Here is Dorsey's partner as 5% player Jamal Bryant----------IT ALL IS MARVELOUS---------
'The Rev. Jamal H. Bryant, pastor at the Empowerment Temple in Northwest Baltimore, called the investment "absolutely amazing."'
RYAN L. DORSEY, Member, City Council (Democrat)
Member, City Council, Baltimore, representing District 3, since December 8, 2016. Vice-Chair, Public Safety Committee, 2016-. Member, Education and Youth Committee, 2016-; Housing and Urban Affairs Committee, 2016-; Land Use and Transportation Committee, 2016-.
District 2
In Northeast Baltimore's District 2, Councilman Brandon Scott has hinted at running for higher office but is expected to seek a second term. At 31, he is the youngest member of the council and perhaps the most outspoken about criminal justice issues. He is one of the co-sponsors of the 300 Men March anti-violence group.
Financial literacy teacher Tony Christian has launched a campaign for the seat.
District 3
After 20 years on the City Council, Curran faces five challengers for his Northeast Baltimore seat, including former Air Force Capt. Marques Dent, small businessman Ryan Dorsey, labor organizer Jermaine Jones, Perring Loch Community Association President Alicia Joynes and Maryland Human Resources administrator George Van Hook.
District 5
In Northwest Baltimore's 5th District, Spector has been serving for 36 years — earning her the nickname "Dean of the City Council." She faces four challengers: criminal justice reform advocate Christopher Ervin, transportation coordinator Derrick Lennon, and small-business owners Sharif J. Small and Isaac "Yitzy" Schleifer.
District 6
In Northwest Baltimore's District 6, incumbent Sharon Green Middleton faces a primary challenge from educator Mark E. Hughes, who lost to Middleton by more than 2,000 votes in 2011.
Green Party candidate Richard Thomas White Jr. will face the winner in the general election.
District 7
In West Baltimore's 7th District, four Democrats are running to replace Mosby. Political analyst Marshall C. Bell; Shawn Z. Tarrant, a former state delegate; Kenneth Paul Church; and the Rev. Westley West of Faith Empowered Ministries.
District 8
Holton's departure after 20 years leaves a wide-open race in District 8, where four Democrats — Kristerfer Burnett, Russell Neverdon, David Maurice Smallwood and Dwayne "Diamond K" Williams — are expected to square off.
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All US cities deemed Foreign Economic Zones in MID-SIZE cities like Baltimore and here is Pittsburgh----have these same SUPER-INTERSTATE coming into what is that PORT------with an entire state-sized industrial campus filling from water's edge out a hundred miles in diameter. Where Maryland is a small state with its PORT OF BALTIMORE at the tip of a CHESAPEAKE BAY-----Pittsburgh has the same development plan with its PORT on GREAT LAKES-----PA being a LARGE STATE will see its Western counties with expanded global corporate campuses as in Baltimore. PA is already a fracking mess but STOP MOVING FORWARD these US city Foreign Economic Zones as massive industrial campus platforms take all western PA. We have Philly doing the same in PA just as we have PRINCE GEORGE'S COUNTY in Maryland doing the same global industrial campus platform.
We can see how these US CITY STATES will meet-----Pittsburgh meets PHILA------Baltimore meets Prince George's County to become one great big US FOREIGN ECONOMIC ZONE looking just like those Asian Foreign Economic Zones which are massive land grabs.
Cincinnati to Akron----Newark to Camden-----Detroit to Flint-----all will become Massive industrial campuses with the only thought of residential housing being owned and tied to those global corporate campuses.
Massive concrete global corporate campuses and SUPER-HIGHWAYS for tractor trailers with huge concrete lots filled with import/export products heading to global cargo ship PORTS----that is GREEN? That is SUSTAINABLE? Of course not for the 99% ----this is sustainability for only the global 1% holding no future infrastructure for our 99% black, white, and brown citizens.
Those dastardly 5% global Wall STreet Baltimore Development 'labor and justice' organizations, pols and players KNOW THIS IS THE GOAL---they are simply LIVING FOR TODAY SHOW ME THE MONEY!
Blue collar to green collar: Pittsburgh’s sustainable future
As Pittsburgh transforms toward a more sustainable city, the city faces a decline in labor force. (Photo via Wikimedia Commons)
| Contributing Editor
September 14, 2017
A Pittsburgh skyline dominated by smokestacks once denoted the bane of environmental destruction to some — but to many, it was a livelihood.
More than ever before, Pittsburgh is shedding its long-standing status as the “Steel City” as it continues to transition from a City that is economically reliant on fossil fuels toward a City with more sustainable future in renewable energy.
But our local economy is far from in the clear. The City exhibited a steady decline in labor force, with an estimated 14,800 fewer individuals identified as employed or actively searching for jobs since July 2016. Furthermore, the Allegheny Conference released a report last May predicting a shortage of 80,000 workers in the Pittsburgh area by 2025.
The report, which attributed unfilled job positions to an aging population and a lack of skilled workers, advised employers to alter their perceptions and expectations of new hires. The problem is that many populations — including the recently incarcerated — are often seen as inherently inferior in the local job market.
With the rise of environmental and energy-related jobs in Pittsburgh, one solution that holds the promise of development without exploitation is the green collar economy — a job market for individuals with barriers to employment in the environmental industry.
The concept of the green collar economy originates from the 2008 book “The Green Collar Economy: How One Solution Can Fix Our Two Biggest Problems” by news commentator and activist Van Jones. In his book, Jones proposes a method of simultaneously alleviating socioeconomic inequality and environmental problems by engaging people with barriers to employment in the green industry.
This form of social environmentalism aims to create low-skill, local jobs that provide professional experience to ex-prisoners while also exerting a positive influence over local environments and communities.
Colleen Murphy-Dunning — program director at the Hixon Center for Urban Ecology at Yale University and its corresponding non-profit, Urban Resources Initiative — explained the value of the green collar economy.
“The notion of co-benefits is what makes the ‘green collar economy’ a particularly valuable model,” Murphy-Dunning said in an interview. “Our goal is that by engaging with adult prison survivors in our environmental work, we are promoting the well-being of both our program participants and our broader community.”
A job market and overall economy focused on “green collar” industries are mutually beneficial, as they provide jobs for pay or other incentives to adult ex-offenders. Individuals can acquire skills and experience to carry with them to future professional settings and learn a number of technical skills related to environmental science, sustainability and horticultural fields.
“The broader social, economic, racial and environmental trends underlying mass incarceration and environmental justice are far more complex than a single approach or solution can ever be,” Murphy-Dunning said. “But through this type of work, the hope is to leverage the areas of overlap between these trends to better both community well-being and environmental health.”
By capitalizing on any points of codependence between social, economic and environmental trends, the green collar economy strengthens opportunities for recently incarcerated adults.
As it exists now, the mainstream environmental movement is primarily rooted firmly within white, middle-class America. This inclination plays into broader themes of racial inequality within the nation — an issue on which Pennsylvania ranks amongst the greatest offenders.
In Pennsylvania, the average income of white families is nearly double that of black families, while black adults are 2.3 times as likely to suffer from unemployment and 8.9 times more likely to be incarcerated than white adults.
Through the green collar economy, marginalized people may be lifted out of poverty or joblessness while an industry that’s inadvertently excluded them desegregates.
Social environmentalism integrates solutions for socioeconomic and environmental issues by promoting land stewardship, not just as a responsibility to all, but as an opportunity for all.
While no single method can solve the multitude of social, economic or environmental problems that plague the world, the green collar economy is a simple and effective place to start.
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We will end our discussion in real estate public policy by reminding US citizens across the nation our US FOREIGN ECONOMIC ZONES are being developed to be MASSIVE GLOBAL CORPORATE CITY STATES=====here we see Western Maryland and what will become its SUPER-HIGHWAY off of I495 filling with tractor trailers again heading for Port of Baltimore.
The list of highways and US cities below are those lists of mid-sized US cities slated to become the next Los Angeles or San Fran. What do we see on national news all the time regarding bumper to bumper rush hour traffic around these city centers and surrounding counties? Massive SUPER-HIGHWAYS ---when we look at a photo of an expanding I 70 TOLL ROAD pushed by a Maryland Gov Hogan we see a small state like Maryland taking all its counties with a goal of ending with these same LOS ANGELES/SAN FRAN 'sustainable' global corporate campus infrastructure.
This is to where any coming CONGRESSIONAL INFRASTRUCTURE STIMULUS will go---whether Congressional funding or WORLD BANK IMF forced development once the US goes bankrupt from US Treasury bond and state municipal bond fraud.
Combine this industrial DYSTOPIA with growing CLIMATE CHANGE and intensified earthquakes and weather----and we get all that talk of END TIMES when NONE OF THIS IS NECESSARY. If we build infrastructure and economic structures for 99% of WE THE PEOPLE black, white, and brown citizens---then all the rest will be manageable and we will have REAL 99% sustainability. Those 5% global Wall Street pols and players are working to install the OPPOSITE.
Interstate 66: The ‘Worst Damn Freeway in America’?
By Mike Murillo | @MikeMurilloWTOP November 6, 2015 4:48 am
WASHINGTON — The experience of driving on Interstate 66 from D.C. to Virginia can rattle even the most experienced of drivers. On any given day, it seems, motorists find themselves dodging potholes, avoiding drivers who don’t signal, maneuvering around construction sites or sitting for hours in bumper-to-bumper traffic.
Many of the headaches drivers experience are documented by the Federal Highway Administration. After examining the data, the website Thrillist has put Interstate 66 in the D.C. area atop the list of the “Worst Damn Freeways in America.”
The website says it examined the FHWA’s annual database on the nation’s interstates, which the website says is “stuffed with more statistics than a baseball archive.”
Thrillist factored together the number of fatal accidents in a year, the international roughness index (a number based on the traffic a road sees in a day) and traffic congestion numbers.
I-66 scored half a point higher than I-10 in New Orleans.
(WTOP/Mike Murillo)I-66 is backed up an average of 7 hours and 15 minutes each day. That’s second only to the 405 in Los Angeles, which is congested 8 hours 27 minutes a day on average.
Al Brown, of Manassas, Virginia, said his commute home from D.C. each day averages an hour and a half, but it’s still his best option.
“If I take Route 50 or any other road, I am still faced with the traffic lights,” Brown said.
Interstate 66 also is said to come up as the most unpredictable in the U.S., with many drivers not sure day-to-day whether they will show up early to work, or hours late when using it.
Matt Kier, of Arlington, Virginia, agrees that it’s a hard road to plan on in a commute.
“It’s a Catch-22: You get on it sometimes [and] it’s clear; other times, it’s a two-hour commute to get to Route 50 or something,” Kier said.
So drivers who commute each day between D.C. and Virginia and say they have the worst commute now have numbers to back it up.
The Worst Damn Freeways in America
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All US citizens need to do is look at those Chinese Foreign Economic Zones developed over several decades or this NEW SPECIAL ECONOMIC ZONE to see where MOVING FORWARD US CITIES DEEMED FOREIGN ECONOMIC ZONE real estate development will go. These Chinese industrial zones are the size of our Maryland and Virginia put together which is to where our Maryland and Virginia MOVING FORWARD industrial Foreign Economic Zone policies are going. When we allow such massive industrialization 99% of citizens lose all control of economic development, public policy, and having rights as citizens. We will not be able to reverse MOVING FORWARD once it is installed----we can STOP MOVING FORWARD NOW and return to a US standard of free market economics and quality of life
IF WE GET RID OF GLOBAL WALL STREET POLS CLINTON/BUSH/OBAMA NOW TRUMP AND THEIR 5% PLAYERS. SHAKE THE RACE AND CLASS BALTIMORE COME TOGETHER AS A 99% VS 1%!
1980 was that Nixon/Ford/Bush Sr window where empire-building growth overseas was unfolding. MAO was that far-right wing global 1% MARXIST making all real estate collective just so DENG XIAOPING could privatize these massive land zones for industrialization. This is what is happening these few decades in US CITIES DEEMED FOREIGN ECONOMIC ZONES slated to be the same massive industrial zones all for wealth and power of global 1% ----
No merely rich----no new rich----no affluent class---no middle class need apply in US Foreign Economic Zones----this is extreme wealth 1% taking 99% to extreme poverty---they have enough global 1% and their 2% and those 2% are going to be CULLED.
WHEN TODAY'S CLINTON/BUSH/OBAMA PRETEND SUSTAINABILITY MEANS THEY ARE NOT GOING TO DO TO US WHAT CHINA DID AS FAR AS INDUSTRIAL WASTE---REMEMBER, IT WAS CLINTON/BUSH/OBAMA TEACHING CHINA TO DEVELOP AND OPERATE THIS WAY
China shipping delivers toxic pollution cocktail-report | Reuters
://www.reuters.com/.../us-china-environment-shipping...
Oct 29, 2014 ... China shipping delivers toxic pollution cocktail-report ... pollution associated with shipping," it said, citing studies in Hong Kong and Shenzhen.
As China Pushes Waste-to-Energy Incinerators, Protests Are ...
://e360.yale.edu/.../as-china-pushes-waste-to-energy...
Apr 20, 2017 ... ... protesting these incinerators, fearful that they emit toxic pollutants. ... and airborne pollutants from the future Shenzhen East Waste-to-Energy ...
China pollution caused by graphite mining for smartphone battery...
://www.washingtonpost.com/.../graphite-mining-pollution.../
Oct 2, 2016 ... A t night, the pollution around the village has an otherworldly, almost .... officials at the Chinese International Battery Fair, a trade show in Shenzhen. ..... to keep graphite from flying away, or actions to prevent toxic sewage from ...
Bad to worse: ranking 74 Chinese cities by air pollution ...
://www.greenpeace.org/.../bad-to-worse.../blog/48181/
Feb 19, 2014 ... Eliminate Toxic Chemicals ... Almost 92% of these cities have average annual PM2.5 air pollution concentrations that fail ... Of the top 10 worse polluted cities in our ranking, seven are located in Hebei Province, .... Shenzhen.
BBC - Future - The dystopian lake filled by the world's tech lust
www.bbc.com/future/story/20150402-the-worst-place-on-earth
Apr 2, 2015 ... Hidden in an unknown corner of China is a toxic, nightmarish lake created ... Workers in a factory in Shenzhen make MP3 players (Credit: Kate ...
Apr 21, 2017 @ 02:52 PM 2,517 Your Ultimate Guide to Buying Bitcoin
China's New Special Economic Zone Evokes Memories Of Shenzhen
Great Speculations
Buys, holds, and hopes Opinions expressed by Forbes Contributors are their own.
Frank Holmes , Contributor
Forty years ago, Shenzhen, China, was a sleepy fishing village of 30,000. But in 1980, then-Communist Party leader Deng Xiaoping designated the southern town as one of four special economic zones (SEZs), thereby giving it special tax benefits and preferential treatment to foreign investment. In the years that followed, Shenzhen expanded at an alarming pace. Its GDP per capita grew a jaw-dropping 24,569 percent between 1978 and 2014, and by 2016 its population stood at nearly 12 million.
Today Shenzhen is universally held up as one of capitalism’s great success stories. Because of Deng’s willingness to liberate its economy and open Shenzhen up to foreign investment, the once-poor, now-thriving megacity is known as a world-class tech hub, home to the Shenzhen Stock Exchange and one of the busiest financial centers in the world.
Now it looks as if China aims to catch lightning in a bottle once again by designating a brand new region as a SEZ. On April 1, President Xi Jinping announced plans to transform a little-known farmland called Xiongan into a glittering technology and innovation hub, complete with new businesses, universities and state-of-the-art transportation.
The Xiongan New Area, which will eventually cover 2,000 square kilometers—more than twice the size of New York City—is intended to relieve congestion in the capital of Beijing and nearby Tianjin. Among other potential consequences include spreading the country’s economy northwest, away from the bustling coastal cities, and boosting gross domestic product (GDP) growth, which has been trending down for the past several quarters. In the first quarter of 2017, China beat market expectations by expanding 6.9 percent year-over-year—a far cry from the double digit growth in years past, but impressive nonetheless.
Potential Investment Opportunities Expected
Like Shenzhen before it, Xiongan is expected to offer phenomenal investment opportunities. Remember, we’re talking about a brand new megacity literally built from the ground up. According to UBS estimates, the project will require as much as $580 billion over the next 20 years. As you might imagine, massive amounts of raw materials and resources will be needed, including steel, glass, cement and more. Steel demand alone should increase imports of the metal between 12 and 14 million metric tons per year if mass construction begins in the next 10 years, according to Citi Research analysts.
Shares of several Chinese construction, infrastructure, utilities and transportation companies immediately spiked following the announcement. China Railway Group has gained close to 5 percent since the announcement. China Shipbuilding Industry Corp., which recently said it will move its headquarters to Xiongan, has risen nearly 3.5 percent. Huge moves have also been made by Tianjin Port Development Holdings and China National Building Material Co. Perhaps the biggest gainer was building materials supplier BBMG, which soared more than 34 percent April 3, then an additional 10.5 percent the following day.
Cement prices in China are already having one of their best starts in years and are positioned to exceed 2013 levels, which would benefit materials companies such as China National Building Material Co. and BBMG.
THERE IS NO DEVELOPMENT POLICIES FOR NORTH WEST AND NORTHEAST BALTIMORE NOT TIED TO THESE SUPER-HIGHWAYS AND GLOBAL FACTORY IMPORT/EXPORT LOTS.
Extending Rt 40 and I 70 straight into the center of downtown Baltimore to PORT OF BALTIMORE----or PORT COVINGTON eliminates massive amounts of housing and community----which is why Baltimore City Council allowed those communities to decay. Everyone owning houses or business property along this way will lose it to eminent domain by far-right global Wall Street pols and 5% players who will not care if people get a FAIR PRICE. Remember the RED LINE LIGHT RAIL no longer being discussed? It traveled right along these SUPER-HIGHWAY expansions and will be used to extend crude oil and natural gas pipelines as they build these SUPER-HIGHWAYS into downtown Baltimore.
So, Mikulski comes to Congress as a champion of communities when the goal was always to build these highways outside of Baltimore as they waited for MOVING FORWARD ready to extend. We knew this from the beginning as did most of these Baltimore media outlets selling this FAKE IDEA of highway to nowhere.
Our Northeast Baltimore 5% pols and players are STILL selling the idea that what is our most green northeast communities are being protected while knowing all will be an industrial wasteland----ASK BALTIMORE CITY COUNCIL DORSEY or the 5% FAKE religious leaders---they KNOW THIS.
Commentaryby Gerald Neily9:20 amFeb 1, 2011
“Highway to Nowhere” shut down — and Baltimore doesn’t notice
Above: Empty Route 40 between Franklin and Mulberry streets — aka “The Highway to Nowhere” — as it looked this past Friday, when the rest of Baltimore was returning to normal.
The most indelible image from last week’s blizzard was that of clogged bumper-to-bumper traffic on virtually every expressway, creating horror stories of delay and entrapment throughout the region.
But West Baltimore’s Franklin-Mulberry Expressway or FMX (my name for the one-mile, six-lane highway sandwiched between Franklin and Mulberry Streets, just west of Martin Luther King Boulevard) remains just the opposite – a vast, barren expanse of virgin snow without even a single set of tire tracks to mark the territory.
The so-called “Highway to Nowhere” has been totally closed westbound since last November, with the eastbound lanes recently closed as well, in order to build a relatively small expansion of the MARC parking lot at the west end at Pulaski Street.
Normally, when an entire expressway is closed, it generates non-stop reports of rush-hour congestion and elaborate advice for how to detour around the troubled scene. (Last night’s shut-down of a portion of I-83, when a car flipped off the Northern Parkway ramp, is a good example – diverted traffic clogged roads across northern Baltimore for hours.)
But the FMX closure has caused nothing remotely like that. The way the entire expressway was shut down indefinitely without debate or even publicity, just to make it easier for construction crews, speaks volumes. Motorists have been able to make the needed minor adjustments with ease. For the past three months, traffic has merely had to stay on the adjacent Franklin and Mulberry streets, as necessary. There have been a few temporary delays, but the expressway itself has proven to be totally dispensable.
The closed and empty westbound expressway, back in early December. (Photo by Gerald Neily)
Community leveled for unused expressway
The region’s other expressways (such as I-83, I-95 and the Beltway) have been the scenes of blizzard horror stories for a day or two this winter, but the FMX horror stories have lasted for four decades.
It is common knowledge that the highway totally destroyed several neighborhoods and displaced thousands. Superfluous as the recent closures have shown the huge, unfinished expressway to be, the long-range plan is to preserve the FMX indefinitely for the transit Red Line.
The Red Line would maintain the expressway as-is, except for the minor modifications now under construction for two blocks at the west end to accommodate the new MARC parking lot. Using the expressway to encase the transit line will making it slightly cheaper to build, while isolating it from what remains of the neighborhood.
Defying technical standards
The expressway makes as little sense from a traffic engineering point of view as it does from a human and design standpoint. Its original purpose was to be the east end of Interstate 70, a highway that extends all the way to Utah. But since it never got connected, it became three expressway lanes in each direction dumping into three surface lanes of Franklin and Mulberry Street. And since a standard expressway lane has a flow capacity of approximately double that of a surface urban street, there is a gross capacity mismatch.
Here’s the math: Three expressway lanes are approximately equivalent to six surface street lanes. At Pulaski Street, the three expressway lanes are necked-down to join with two surface lanes from Franklin Street. That’s an equivalent traffic capacity of eight surface lanes ( (3×2) + 2) squeezing down into three surface lanes as it proceeds westward onto U.S. 40.
The proposed Red Line would make it even worse. The Red Line plan would reduce the street width to the west down to only two lanes, in order to squeeze in the transit line. So that’s an equivalent reduction from eight lanes down to two. You don’t need to be a traffic engineer to realize that the Red Line will cause extreme traffic congestion to the west of the end of the Franklin-Mulberry corridor, and in fact, the MTA’s Red Line traffic impact reports say just that.
Two snow survivors traverse the frozen wasteland just west of Martin Luther King Boulevard, with the downtown Social Security building in the background. (Photo by Gerald Neily.)
Development potential squandered
The FMX occupies a vast amount of space that could be used for people, instead of a wasteland. While planners tout the expansion of the MARC parking lot at the west end of the expressway as the first step in “transit oriented development,” real life experience is just the opposite. MARC parking capacity has already been increased several times in the past, with no ensuing development. Easier commuter parking thwarts new development rather than encouraging it.
Redevelopment needs to begin at the east end, where it can take advantage of the energy of downtown. There is an urgent need to redevelop the gigantic soon-to-be vacated Social Security complex and to build on the redevelopment which has already taken place with the University of Maryland campus and Biotech Park, Heritage Crossing and other projects. All of this can provide far more fuel for economic development than can the expansion of the MARC parking lot.
Even just a partial demolition of the expressway in the vicinity of MLK Boulevard could be used to create a critical linkage between downtown, the University of Maryland campus, the currently-landlocked Social Security complex, and the gorgeous, but similarly-severed Heritage Crossing neighborhood. Doing so would begin to unlock the rest of northwest Baltimore, which contains other untapped historical treasures, such as Lafayette Square and Upton. Planning for all this needs to start right now.
The highway closure that nobody noticed now makes it clear, for all to see, that the FMX isn’t needed. The fact that the city and MTA have allowed the MARC parking expansion and the proposed Red Line alignment to dictate and detract from the future is just a continuation of the tragedy which started four decades ago with the “Highway to Nowhere.”
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This is why we call right wing media FAKE NEWS----they deliberately keep citizens from knowing real public policy goals====as ALASKA'S BRIDGE TO NOWHERE was built with the goal of extreme Alaska global mining/OIL AND NATURAL GAS, coming WITH THE BURNING of BOREAL NORTHWEST TERRITORY forests.
So, like Maryland's Congressional pol MIKULSKI pretending to stop that INTERSTATE THROUGH THE HEART OF BALTIMORE-----so too these ALASKA Congressional pols are pretending to stop BRIDGE TO NOWHERE while Alaska and Canadian BOREAL FORESTS burn making way for all those mining and energy tractor trailers to haul all natural resources out of Alaska.
THAT IS WHY THE BRIDGE TO NOWHERE WAS FUNDED----AND IT WILL CONTINUE IF WE ALLOW OUR bread basket NORTHWEST TERRITORIES be raped and pillaged. Our 99% of citizens in these states and territories DO NOT WANT their REAL ESTATE used this way----those global 1% and their 5% players are MOVING THAT FORWARD.
YOUNG and PALIN are the same global 1% players as O'Malley, Mikulski, and now Hogan.
Alaska kills infamous ‘bridge to nowhere’ that helped put end to earmarks$400 million project became the symbol of Washington pork
Rep. Don Young, the Alaska Republican who championed the bridge and remains one of Congress’ biggest champions of earmarks, argues that his colleagues have forfeited part of their power of the purse, which the Constitution delegated to the legislative branch. ...
By Stephen Dinan - The Washington Times - Sunday, November 8, 2015
Alaska officials have put the final kibosh on the infamous “bridge to nowhere” — a $400 million project tucked into the federal transportation plan 10 years ago that became the symbol of Washington pork, spawned massive voter outrage and forever changed the way the government does business.
State officials concluded late last month that the project was too expensive and too extravagant for now, bringing to an end a 40-year push by locals in Alaska’s far southwestern corner to construct a permanent link between the city of Ketchikan and the airport that serves it.
“The thing that just ended it was the economy,” Ketchikan Mayor Lew Williams said after the state officially decided against the bridge, concluding that it made more sense to improve the ferry system that carries passengers from the mainland to an airport across a 1,000-foot strait of water.
The bridge was an “earmark,” or one of those projects lawmakers slipped into bills to direct money to politically important causes back home. But in the hands of opponents, the bridge became The Earmark — the worst of Washington waste.
“That was a big one. It just really hit the public consciousness. People could understand it — the bridge to nowhere,” said Sen. Jeff Flake, an Arizona Republican and prominent anti-earmark crusader who served in the House during the bridge fight.
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Baltimore has lots of lifelong citizens some for generations-----who LOVE BALTIMORE as it exists 99% black, white, and brown citizens. It has lots of work to do on RACE AND CLASS ISSUES but our city is BEAUTIFUL----the Chesapeake estuaries are much LOVED-----and STOP MOVING FORWARD is the only way to rebuild a Baltimore for real free market local economic development including building for a city filled with a million or so of existing families with our new citizens having a DEVELOPED NATION QUALITY OF LIFE.
Below we see what was decades ago a major issue for our 99% of Baltimore citizens----the JONES FALLS EXPRESSWAY and the burying of what was a central river through Baltimore with all its WETLANDS.
When civil engineers try to tame WETLANDS----know what? They almost always lose. The Falls River runs that course because of the lay of the land. We have in Baltimore what will become a more flood-prone JONES FALLS on the west side of city center with a FALLS RD burying that river underground on the East side of city center. This is where the expressway 83 travels over our HAMPDEN/WOODBURY and it is where our CITY JAIL/NONPROFITS/MAIN POST OFFICE CITY GOVERNMENT BUILDINGS and communities lie.
PERKINS/JONESTOWN/GREENMOUNT SOUTH are all communities lying on this floodplain ready to be developed into what are called residential communities as an expanded global Johns Hopkins corporate campus. Johns Hopkins has a goal of surrounding itself with global factories tied to products it PATENTS and these will become WORKER HOUSING to the EAST. HAMPTON/WOODBURY will become that worker housing to the west all on these same FLOOD PLAINS.
'But the Jones Falls and its swamps divided young Baltimore on the west from Jones Town, east of the stream. So in 1776, the state assembly ordered Harrison's Swamp filled. In 1789,
Draining the swamps did nothing to end the stream's disastrous habit of flooding'.
If we imagine what extending SUPER-HIGHWAY I 40 AND I 70 as well as I 83 while climate change brings intensified FLOODING in flood plains like these communities on FALLS RIVER/FALLS ROAD will bring----we will see the devastation of what will be housing/small business for the 99% in just several decades.
THIS IS MOVING FORWARD US CITIES DEEMED FOREIGN ECONOMIC ZONE IN BALTIMORE AND ALL OTHER MID-SIZE CITIES ARE BEING DEVELOPED WITH THESE SAME GOALS.
All of this MOVING FORWARD US FOREIGN ECONOMIC ZONE development is called SUSTAINABLE----where will the COMMUNITIES be in this global 1% corporate campus development? They are deliberately building so there will be no 99% community sustainability======
Approved Sustainable Communities
NOTE: Please refer to the Neighborhood Revitalization Mapper found on the Department's Interactive Mapping and Dashboard webpage for the most accurate and up to date Sustainable Community boundaries. To access, go to the department's Mapping Applications page.
Allegany County
Anne Arundel County
Baltimore City
Baltimore County
Calvert County
Caroline County
Carroll County
Cecil County
Charles County
Dorchester County
Frederick County
Garrett County
Harford County
Howard County
Kent County
Montgomery County
Prince George's County
Queen Anne's County
Somerset County
St. Mary’s County
Talbot County
Washington County
Wicomico County
Worcester County
More InformationCONTACT: John Papagni
P: 410-209–5807
E: john.papagni@maryland.gov
OR
CONTACT: Mary Kendall
P: 410-209–5810
E: mary.kendall@maryland.gov
____________________________________________
Here is MARYLAND GOV HOGAN MOVING FORWARD Baltimore as a massive Chinese-style Foreign Economic Zone ---this one footprint as that in UNDERARMOUR COVE POINT will be a global corporate HEADQUARTERS footprint with nothing but miles and miles of concrete global factories-----SUPER-HIGHWAYS-----and global Wall Street Baltimore Development/global Johns Hopkins 5% pols and players STILL pretend this is about helping to UPLIFT these communities. It is the most bizarre thing to watch-----constant LYING, CHEATING, STEALING---no morals or ethics, no US Rule of Law, no GOD'S NATURAL LAW happening today in Baltimore with these 5% black, white, and brown freemason/Greek players.
So, our players shout that ANY DEVELOPMENT OF DECAYING COMMUNITIES is good----what are they getting in exchange for telling these 99% of citizens they are included in this future development? SHOW THEM THE MONEY LIVE FOR TODAY---they are given temporary small businesses----temporary real estate ownership these few decades where they exploit the citizens in these communities---then they are all thrown under the bus.
ANY GAINS IN PROPERTY OR WEALTH DISAPPEARS EVERY TIME WHEN PEOPLE ARE PLAYERS AND NOT CITIZENS.
This article is simply MOVING FORWARD with nothing but demolition with buildings filled with restaurants or hotels before massive concrete global campuses expand for miles and miles and miles and miles.
This MASTER PLAN has been MOVING FORWARD since 1990s AND SCHMOKE. We use this timeline BECAUSE voting DEMOCRAT should have installed pols which rebuilt Baltimore's economy after CLINTON sent US corporations overseas to FOREIGN ECONOMIC ZONES in developing nations----but SCHMOKE forward worked to allow Baltimore to DECAY just to ready for building of these massive US FOREIGN ECONOMIC ZONES for only the global 1%.
THOSE 5% GLOBAL WALL STREET PLAYERS ARE GOING UNDER THE BUS--THEY DON'T CARE WHAT IS COMING----THIS WILL KILL OUR 99% OF CITIZENS' SUSTAINABILITY---FREE MARKET ECONOMY FOR SMALL BUSINESSES AND WEALTH GROWTH.
If we imagine that SUPER-HIGHWAY I 40 and I 70 coming right into this UPPER LOWER PIKESVILLE/UPPER PARK HEIGHTS area we can see that global corporate factory and concrete product lots covering all of these communities.
Who knows this is one long MASTER PLAN FROM 1990s pushed by Hopkins having NO SOCIAL VALUE? Ms DeLuca
'Johns Hopkins University sociologist Stefanie DeLuca called the plan encouraging and overdue. "The question of whether it could be transformative is more challenging," she said, saying urban redevelopment projects have had mixed success'.
Gov. Hogan announces $700M plan to target urban decay in Baltimore
Jan 5, 2016
Governor Larry Hogan, along with Mayor Stephanie Rawlings-Blake, announced a partnership to demolish thousands of vacant buildings in Baltimore. Project C.O.R.E. is providing $94 million to help transform these neighborhoods. (Kevin Richardson)
Luke Broadwater and Yvonne WengerContact ReportersThe Baltimore Sun
Calling Baltimore's abandoned rowhouses "hotbeds for crime," Gov. Larry Hogan on Tuesday announced a nearly $700 million plan to tear down thousands of vacant buildings and replace them with new developments — a level of investment in Baltimore's poorest neighborhoods some say is unprecedented.In Sandtown-Winchester, where Freddie Gray grew up, the governor joined Mayor Stephanie Rawlings-Blake in pledging $94 million over four years to demolish 4,000 vacant properties citywide and $600 million in subsidies to encourage redevelopment.
The money — most of which will come from the state — will allow a fourfold increase in the demolition of vacant city properties, followed by major new funding to rebuild.
"I don't recall there was ever an infusion of this magnitude," said M.J. "Jay" Brodie, who shepherded redevelopment in Baltimore under four mayors. "This is a great moment for the city. Take advantage of the moment. This is unlikely to happen again."
The Republican governor and Democratic mayor — who have publicly sparred at times — vowed to work together.
Hogan called Baltimore the "core" of Maryland.
"As I walked the streets of this city, people were repeatedly calling out and begging us to help do something about the blight that is all around them," Hogan said. "We have heard your calls for action... I'm a guy on a mission who wants to get things done."
Rawlings-Blake called the plan "demolition dollars on steroids." She thanked Hogan for partnering with the city.
"Despite what the media wants to say about the relationship between the city and state, we do get along," Rawlings-Blake said.
City officials estimate 20 blocks will be demolished in the first year. Demolished properties will first be turned into green spaces before they are offered to developers, including through the city's Vacants to Values program.
The announcement took place in the 1000 block of N. Stricker Street, where demolition began just minutes after the news conference ended. Gray lived and was arrested in the neighborhood.
His death in April sparked weeks of protests and a day of rioting, and drew national attention to conditions in the city's poorest neighborhoods. Baltimore, with a population of more than 622,000, has about 16,000 vacant buildings and 14,000 vacant lots, according to city figures.
Under the new plan, called Project C.O.R.E, the Maryland Stadium Authority will oversee the demolition of vacant structures jointly approved by city and state leaders. About $75 million in state dollars will go to demolition over four years with another $19 million coming from the city.
In addition, the state plans to offer about $600 million in financing opportunities from the Maryland Department of Housing and Community Development for redevelopment of the sites, including more than $150 million in the current fiscal year. The spending will go before the Maryland General Assembly and Baltimore City Council for approval.
Brodie, a former city housing commissioner, said he believes the spending announced Tuesday is greater than the money pumped into projects under Mayor William Donald Schaefer in the 1970s, including the creation of Old Town Mall and the "dollar house" program.
The investment also is greater than the $130 million in public and private money that was spent to build or renovate about 1,000 houses in Sandtown from 1989 to 1999, an effort spearheaded by famed urban planner James Rouse.
Many in Maryland, both Democrats and Republicans, greeted Tuesday's announcement with praise.
The Rev. Jamal H. Bryant, pastor at the Empowerment Temple in Northwest Baltimore, called the investment "absolutely amazing."
Bryant said he hopes the plan will include hiring local people for construction or other jobs associated with the spending. "Housing is one piece of the puzzle, but it all goes back to economics," Bryant said. "I hope this is the beginning of an economic agenda for our community."
House Minority Leader Nic Kipke predicted that Hogan would receive solid support from Republican lawmakers. "The governor's heart is in the right place," he said. "This is a meaningful step toward resolving a serious problem that has existed in Baltimore City for decades."
Kipke, who represents Anne Arundel County, said Republicans will be reassured because "the governor's not writing a blank check to Baltimore City" but managing the funds through the stadium authority.
House Speaker Michael E. Busch called it "very beneficial for the governor to step up and help meet the needs of the mayor."
Busch, an Annapolis Democrat whose leadership team has proposed its own plans to help Baltimore, questioned how the displacement of people who live in blighted areas would be handled, but he said he looks forward to working with the governor and mayor to craft a program.
Others were more skeptical.
Ray Kelly, a community builder with the No Boundaries Coalition in Sandtown-Winchester, said the demolition needs to be accompanied by a strategy to deal with unintended consequences. Razing blight, he said, could scatter drug dealers into surrounding neighborhood streets. Police will need to be ready to respond by increasing patrols, he said.
Kelly said he is also worried that the well-intended plan could turn into "just another gentrification initiative." While optimistic, Kelly said he wants officials to work closely with residents. "Is there a program or a plan in place for the people who have lived in the community, and struggled through the blight, so that they can afford these new properties?"
Brodie also offered cautionary advice. He said officials must create a plan with neighborhood residents, private developers, nonprofits and faith groups in East and West Baltimore. The amount of planning necessary can't be underestimated, he said.
Maryland's housing secretary, Kenneth C. Holt, said the incentives will include loans, grants, tax incentives and $200 million in bonds. He said all projects will go through a competitive bidding process.
"There will be redevelopment plans that will run the gamut: Affordable projects, mixed-used projects and market-based projects," Holt said. "These redevelopment plans will focus on schools jobs, transit and fit into the fabric of the city as conceived by the community. This is a bottom-up approach."
City residents living in the largely vacant blocks will be relocated to better housing, Holt said. "The state will be subsidizing the relocation costs," he added.
Johns Hopkins University sociologist Stefanie DeLuca called the plan encouraging and overdue. "The question of whether it could be transformative is more challenging," she said, saying urban redevelopment projects have had mixed success.
What's clear, she said, is that ridding city neighborhoods of vacant houses removes an impediment to urban development.
"Vacant buildings are their own billboards for poverty, and that is not an inviting signal for anyone," DeLuca said.
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Here we have our planned FARM TEAM O'MALLEY-------Dorsey is to the NORTHEAST communities what "Yitzy" Schleifer is to the NORTHWEST communities and of course we have discussed for years those pesky SW AND SE 5% player pols having already MOVED FORWARD downtown and south global corporate campus development.
DORSEY is sold as fighting against that big, bad UNDERARMOUR PLANK with city council YOUNG AND PUGH pretending DORSEY is that friend of our 99% black citizens the majority living in these surrounding communities.
Because Baltimore is tied so much to RACE AND CLASS our 99% of citizens black, white, and brown are allowing themselves to pretend they are WINNERS when in fact they are soon to be great big LOSERS not caring about futures for children and grandchildren in these US FOREIGN ECONOMIC ZONE DEVELOPMENT PLANS. Getting lost in a massive industrial wasteland-----
NO WINNERS FOR THE 99% OF BALTIMORE OR MARYLAND CITIZENS.
DORSEY is that Northeast Baltimore pols selling to what are middle-class citizens that their communities are going to remain GREEN AND SMALL BUSINESS and not telling them they will be global factories and massive product lots waiting for import/export----this is why ROYAL FARMS is trying to build its large gas station.
Dorsey is a mirror of O'Malley as that far-right wing extreme wealth extreme poverty ALT LEFT POSER.
Here is Dorsey's partner as 5% player Jamal Bryant----------IT ALL IS MARVELOUS---------
'The Rev. Jamal H. Bryant, pastor at the Empowerment Temple in Northwest Baltimore, called the investment "absolutely amazing."'
RYAN L. DORSEY, Member, City Council (Democrat)
- City Hall, Room 500
100 North Holliday St., Baltimore, MD 21202
(410) 396-4812; fax: (410) 396-8621
e-mail: ryan.dorsey@baltimorecity.gov
web: www.baltimorecitycouncil.com/ryan-dorsey
Member, City Council, Baltimore, representing District 3, since December 8, 2016. Vice-Chair, Public Safety Committee, 2016-. Member, Education and Youth Committee, 2016-; Housing and Urban Affairs Committee, 2016-; Land Use and Transportation Committee, 2016-.
District 2
In Northeast Baltimore's District 2, Councilman Brandon Scott has hinted at running for higher office but is expected to seek a second term. At 31, he is the youngest member of the council and perhaps the most outspoken about criminal justice issues. He is one of the co-sponsors of the 300 Men March anti-violence group.
Financial literacy teacher Tony Christian has launched a campaign for the seat.
District 3
After 20 years on the City Council, Curran faces five challengers for his Northeast Baltimore seat, including former Air Force Capt. Marques Dent, small businessman Ryan Dorsey, labor organizer Jermaine Jones, Perring Loch Community Association President Alicia Joynes and Maryland Human Resources administrator George Van Hook.
District 5
In Northwest Baltimore's 5th District, Spector has been serving for 36 years — earning her the nickname "Dean of the City Council." She faces four challengers: criminal justice reform advocate Christopher Ervin, transportation coordinator Derrick Lennon, and small-business owners Sharif J. Small and Isaac "Yitzy" Schleifer.
District 6
In Northwest Baltimore's District 6, incumbent Sharon Green Middleton faces a primary challenge from educator Mark E. Hughes, who lost to Middleton by more than 2,000 votes in 2011.
Green Party candidate Richard Thomas White Jr. will face the winner in the general election.
District 7
In West Baltimore's 7th District, four Democrats are running to replace Mosby. Political analyst Marshall C. Bell; Shawn Z. Tarrant, a former state delegate; Kenneth Paul Church; and the Rev. Westley West of Faith Empowered Ministries.
District 8
Holton's departure after 20 years leaves a wide-open race in District 8, where four Democrats — Kristerfer Burnett, Russell Neverdon, David Maurice Smallwood and Dwayne "Diamond K" Williams — are expected to square off.
_____________________________________________
All US cities deemed Foreign Economic Zones in MID-SIZE cities like Baltimore and here is Pittsburgh----have these same SUPER-INTERSTATE coming into what is that PORT------with an entire state-sized industrial campus filling from water's edge out a hundred miles in diameter. Where Maryland is a small state with its PORT OF BALTIMORE at the tip of a CHESAPEAKE BAY-----Pittsburgh has the same development plan with its PORT on GREAT LAKES-----PA being a LARGE STATE will see its Western counties with expanded global corporate campuses as in Baltimore. PA is already a fracking mess but STOP MOVING FORWARD these US city Foreign Economic Zones as massive industrial campus platforms take all western PA. We have Philly doing the same in PA just as we have PRINCE GEORGE'S COUNTY in Maryland doing the same global industrial campus platform.
We can see how these US CITY STATES will meet-----Pittsburgh meets PHILA------Baltimore meets Prince George's County to become one great big US FOREIGN ECONOMIC ZONE looking just like those Asian Foreign Economic Zones which are massive land grabs.
Cincinnati to Akron----Newark to Camden-----Detroit to Flint-----all will become Massive industrial campuses with the only thought of residential housing being owned and tied to those global corporate campuses.
Massive concrete global corporate campuses and SUPER-HIGHWAYS for tractor trailers with huge concrete lots filled with import/export products heading to global cargo ship PORTS----that is GREEN? That is SUSTAINABLE? Of course not for the 99% ----this is sustainability for only the global 1% holding no future infrastructure for our 99% black, white, and brown citizens.
Those dastardly 5% global Wall STreet Baltimore Development 'labor and justice' organizations, pols and players KNOW THIS IS THE GOAL---they are simply LIVING FOR TODAY SHOW ME THE MONEY!
Blue collar to green collar: Pittsburgh’s sustainable future
As Pittsburgh transforms toward a more sustainable city, the city faces a decline in labor force. (Photo via Wikimedia Commons)
| Contributing Editor
September 14, 2017
A Pittsburgh skyline dominated by smokestacks once denoted the bane of environmental destruction to some — but to many, it was a livelihood.
More than ever before, Pittsburgh is shedding its long-standing status as the “Steel City” as it continues to transition from a City that is economically reliant on fossil fuels toward a City with more sustainable future in renewable energy.
But our local economy is far from in the clear. The City exhibited a steady decline in labor force, with an estimated 14,800 fewer individuals identified as employed or actively searching for jobs since July 2016. Furthermore, the Allegheny Conference released a report last May predicting a shortage of 80,000 workers in the Pittsburgh area by 2025.
The report, which attributed unfilled job positions to an aging population and a lack of skilled workers, advised employers to alter their perceptions and expectations of new hires. The problem is that many populations — including the recently incarcerated — are often seen as inherently inferior in the local job market.
With the rise of environmental and energy-related jobs in Pittsburgh, one solution that holds the promise of development without exploitation is the green collar economy — a job market for individuals with barriers to employment in the environmental industry.
The concept of the green collar economy originates from the 2008 book “The Green Collar Economy: How One Solution Can Fix Our Two Biggest Problems” by news commentator and activist Van Jones. In his book, Jones proposes a method of simultaneously alleviating socioeconomic inequality and environmental problems by engaging people with barriers to employment in the green industry.
This form of social environmentalism aims to create low-skill, local jobs that provide professional experience to ex-prisoners while also exerting a positive influence over local environments and communities.
Colleen Murphy-Dunning — program director at the Hixon Center for Urban Ecology at Yale University and its corresponding non-profit, Urban Resources Initiative — explained the value of the green collar economy.
“The notion of co-benefits is what makes the ‘green collar economy’ a particularly valuable model,” Murphy-Dunning said in an interview. “Our goal is that by engaging with adult prison survivors in our environmental work, we are promoting the well-being of both our program participants and our broader community.”
A job market and overall economy focused on “green collar” industries are mutually beneficial, as they provide jobs for pay or other incentives to adult ex-offenders. Individuals can acquire skills and experience to carry with them to future professional settings and learn a number of technical skills related to environmental science, sustainability and horticultural fields.
“The broader social, economic, racial and environmental trends underlying mass incarceration and environmental justice are far more complex than a single approach or solution can ever be,” Murphy-Dunning said. “But through this type of work, the hope is to leverage the areas of overlap between these trends to better both community well-being and environmental health.”
By capitalizing on any points of codependence between social, economic and environmental trends, the green collar economy strengthens opportunities for recently incarcerated adults.
As it exists now, the mainstream environmental movement is primarily rooted firmly within white, middle-class America. This inclination plays into broader themes of racial inequality within the nation — an issue on which Pennsylvania ranks amongst the greatest offenders.
In Pennsylvania, the average income of white families is nearly double that of black families, while black adults are 2.3 times as likely to suffer from unemployment and 8.9 times more likely to be incarcerated than white adults.
Through the green collar economy, marginalized people may be lifted out of poverty or joblessness while an industry that’s inadvertently excluded them desegregates.
Social environmentalism integrates solutions for socioeconomic and environmental issues by promoting land stewardship, not just as a responsibility to all, but as an opportunity for all.
While no single method can solve the multitude of social, economic or environmental problems that plague the world, the green collar economy is a simple and effective place to start.
________________________________________
We will end our discussion in real estate public policy by reminding US citizens across the nation our US FOREIGN ECONOMIC ZONES are being developed to be MASSIVE GLOBAL CORPORATE CITY STATES=====here we see Western Maryland and what will become its SUPER-HIGHWAY off of I495 filling with tractor trailers again heading for Port of Baltimore.
The list of highways and US cities below are those lists of mid-sized US cities slated to become the next Los Angeles or San Fran. What do we see on national news all the time regarding bumper to bumper rush hour traffic around these city centers and surrounding counties? Massive SUPER-HIGHWAYS ---when we look at a photo of an expanding I 70 TOLL ROAD pushed by a Maryland Gov Hogan we see a small state like Maryland taking all its counties with a goal of ending with these same LOS ANGELES/SAN FRAN 'sustainable' global corporate campus infrastructure.
This is to where any coming CONGRESSIONAL INFRASTRUCTURE STIMULUS will go---whether Congressional funding or WORLD BANK IMF forced development once the US goes bankrupt from US Treasury bond and state municipal bond fraud.
Combine this industrial DYSTOPIA with growing CLIMATE CHANGE and intensified earthquakes and weather----and we get all that talk of END TIMES when NONE OF THIS IS NECESSARY. If we build infrastructure and economic structures for 99% of WE THE PEOPLE black, white, and brown citizens---then all the rest will be manageable and we will have REAL 99% sustainability. Those 5% global Wall Street pols and players are working to install the OPPOSITE.
Interstate 66: The ‘Worst Damn Freeway in America’?
By Mike Murillo | @MikeMurilloWTOP November 6, 2015 4:48 am
WASHINGTON — The experience of driving on Interstate 66 from D.C. to Virginia can rattle even the most experienced of drivers. On any given day, it seems, motorists find themselves dodging potholes, avoiding drivers who don’t signal, maneuvering around construction sites or sitting for hours in bumper-to-bumper traffic.
Many of the headaches drivers experience are documented by the Federal Highway Administration. After examining the data, the website Thrillist has put Interstate 66 in the D.C. area atop the list of the “Worst Damn Freeways in America.”
The website says it examined the FHWA’s annual database on the nation’s interstates, which the website says is “stuffed with more statistics than a baseball archive.”
Thrillist factored together the number of fatal accidents in a year, the international roughness index (a number based on the traffic a road sees in a day) and traffic congestion numbers.
I-66 scored half a point higher than I-10 in New Orleans.
(WTOP/Mike Murillo)I-66 is backed up an average of 7 hours and 15 minutes each day. That’s second only to the 405 in Los Angeles, which is congested 8 hours 27 minutes a day on average.
Al Brown, of Manassas, Virginia, said his commute home from D.C. each day averages an hour and a half, but it’s still his best option.
“If I take Route 50 or any other road, I am still faced with the traffic lights,” Brown said.
Interstate 66 also is said to come up as the most unpredictable in the U.S., with many drivers not sure day-to-day whether they will show up early to work, or hours late when using it.
Matt Kier, of Arlington, Virginia, agrees that it’s a hard road to plan on in a commute.
“It’s a Catch-22: You get on it sometimes [and] it’s clear; other times, it’s a two-hour commute to get to Route 50 or something,” Kier said.
So drivers who commute each day between D.C. and Virginia and say they have the worst commute now have numbers to back it up.
The Worst Damn Freeways in America
- I-66 in Northern Virginia and Washington D.C.
- 1-10 in New Orleans, Louisiana
- The 610 Loop in Houston, Texas
- The 405 in Los Angeles, California
- 1-70 in Denver, Colorado
- I-635/LBJ in Dallas, Texas
- I-35 in Austin, Texas
- I-80 in San Francisco, California
- I-880 in San Jose, California
- I-376/Parkway East in Pittsburgh, Pennsylvania
- I-76/Schuylkill Expressway in Philadelphia, Pennsylvania
- I-95 and I-195 in Providence, Rhode Island
__________________________________________
All US citizens need to do is look at those Chinese Foreign Economic Zones developed over several decades or this NEW SPECIAL ECONOMIC ZONE to see where MOVING FORWARD US CITIES DEEMED FOREIGN ECONOMIC ZONE real estate development will go. These Chinese industrial zones are the size of our Maryland and Virginia put together which is to where our Maryland and Virginia MOVING FORWARD industrial Foreign Economic Zone policies are going. When we allow such massive industrialization 99% of citizens lose all control of economic development, public policy, and having rights as citizens. We will not be able to reverse MOVING FORWARD once it is installed----we can STOP MOVING FORWARD NOW and return to a US standard of free market economics and quality of life
IF WE GET RID OF GLOBAL WALL STREET POLS CLINTON/BUSH/OBAMA NOW TRUMP AND THEIR 5% PLAYERS. SHAKE THE RACE AND CLASS BALTIMORE COME TOGETHER AS A 99% VS 1%!
1980 was that Nixon/Ford/Bush Sr window where empire-building growth overseas was unfolding. MAO was that far-right wing global 1% MARXIST making all real estate collective just so DENG XIAOPING could privatize these massive land zones for industrialization. This is what is happening these few decades in US CITIES DEEMED FOREIGN ECONOMIC ZONES slated to be the same massive industrial zones all for wealth and power of global 1% ----
No merely rich----no new rich----no affluent class---no middle class need apply in US Foreign Economic Zones----this is extreme wealth 1% taking 99% to extreme poverty---they have enough global 1% and their 2% and those 2% are going to be CULLED.
WHEN TODAY'S CLINTON/BUSH/OBAMA PRETEND SUSTAINABILITY MEANS THEY ARE NOT GOING TO DO TO US WHAT CHINA DID AS FAR AS INDUSTRIAL WASTE---REMEMBER, IT WAS CLINTON/BUSH/OBAMA TEACHING CHINA TO DEVELOP AND OPERATE THIS WAY
China shipping delivers toxic pollution cocktail-report | Reuters
://www.reuters.com/.../us-china-environment-shipping...
Oct 29, 2014 ... China shipping delivers toxic pollution cocktail-report ... pollution associated with shipping," it said, citing studies in Hong Kong and Shenzhen.
As China Pushes Waste-to-Energy Incinerators, Protests Are ...
://e360.yale.edu/.../as-china-pushes-waste-to-energy...
Apr 20, 2017 ... ... protesting these incinerators, fearful that they emit toxic pollutants. ... and airborne pollutants from the future Shenzhen East Waste-to-Energy ...
China pollution caused by graphite mining for smartphone battery...
://www.washingtonpost.com/.../graphite-mining-pollution.../
Oct 2, 2016 ... A t night, the pollution around the village has an otherworldly, almost .... officials at the Chinese International Battery Fair, a trade show in Shenzhen. ..... to keep graphite from flying away, or actions to prevent toxic sewage from ...
Bad to worse: ranking 74 Chinese cities by air pollution ...
://www.greenpeace.org/.../bad-to-worse.../blog/48181/
Feb 19, 2014 ... Eliminate Toxic Chemicals ... Almost 92% of these cities have average annual PM2.5 air pollution concentrations that fail ... Of the top 10 worse polluted cities in our ranking, seven are located in Hebei Province, .... Shenzhen.
BBC - Future - The dystopian lake filled by the world's tech lust
www.bbc.com/future/story/20150402-the-worst-place-on-earth
Apr 2, 2015 ... Hidden in an unknown corner of China is a toxic, nightmarish lake created ... Workers in a factory in Shenzhen make MP3 players (Credit: Kate ...
Apr 21, 2017 @ 02:52 PM 2,517 Your Ultimate Guide to Buying Bitcoin
China's New Special Economic Zone Evokes Memories Of Shenzhen
Great Speculations
Buys, holds, and hopes Opinions expressed by Forbes Contributors are their own.
Frank Holmes , Contributor
Forty years ago, Shenzhen, China, was a sleepy fishing village of 30,000. But in 1980, then-Communist Party leader Deng Xiaoping designated the southern town as one of four special economic zones (SEZs), thereby giving it special tax benefits and preferential treatment to foreign investment. In the years that followed, Shenzhen expanded at an alarming pace. Its GDP per capita grew a jaw-dropping 24,569 percent between 1978 and 2014, and by 2016 its population stood at nearly 12 million.
Today Shenzhen is universally held up as one of capitalism’s great success stories. Because of Deng’s willingness to liberate its economy and open Shenzhen up to foreign investment, the once-poor, now-thriving megacity is known as a world-class tech hub, home to the Shenzhen Stock Exchange and one of the busiest financial centers in the world.
Now it looks as if China aims to catch lightning in a bottle once again by designating a brand new region as a SEZ. On April 1, President Xi Jinping announced plans to transform a little-known farmland called Xiongan into a glittering technology and innovation hub, complete with new businesses, universities and state-of-the-art transportation.
The Xiongan New Area, which will eventually cover 2,000 square kilometers—more than twice the size of New York City—is intended to relieve congestion in the capital of Beijing and nearby Tianjin. Among other potential consequences include spreading the country’s economy northwest, away from the bustling coastal cities, and boosting gross domestic product (GDP) growth, which has been trending down for the past several quarters. In the first quarter of 2017, China beat market expectations by expanding 6.9 percent year-over-year—a far cry from the double digit growth in years past, but impressive nonetheless.
Potential Investment Opportunities Expected
Like Shenzhen before it, Xiongan is expected to offer phenomenal investment opportunities. Remember, we’re talking about a brand new megacity literally built from the ground up. According to UBS estimates, the project will require as much as $580 billion over the next 20 years. As you might imagine, massive amounts of raw materials and resources will be needed, including steel, glass, cement and more. Steel demand alone should increase imports of the metal between 12 and 14 million metric tons per year if mass construction begins in the next 10 years, according to Citi Research analysts.
Shares of several Chinese construction, infrastructure, utilities and transportation companies immediately spiked following the announcement. China Railway Group has gained close to 5 percent since the announcement. China Shipbuilding Industry Corp., which recently said it will move its headquarters to Xiongan, has risen nearly 3.5 percent. Huge moves have also been made by Tianjin Port Development Holdings and China National Building Material Co. Perhaps the biggest gainer was building materials supplier BBMG, which soared more than 34 percent April 3, then an additional 10.5 percent the following day.
Cement prices in China are already having one of their best starts in years and are positioned to exceed 2013 levels, which would benefit materials companies such as China National Building Material Co. and BBMG.
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