Past Promises of Baltimore Shipping Grandeur & Preparations
former gov hogan
massivest shipping cranes, 4 from china, “few meters” clearance under Bay Bridge
movement of high-tension power lines
PAYOLA
Tradepoint Atlantic
Michael Moore, Wes Moore
Sparrows Point
6-6-6
Replacement Bridge
cable stay design
much taller, much wider footings allowing much wider shipping channel, allowing full-time 2-way traffic
no patriotic name
DEW obviated awful obstacles, inverted reality
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Overhead LIDAR shows a dredged deep channel limited in width by north and south pillars of the Key Bridge (the dredged channel can’t get any nearer to either the south or north main pillar footings; interesting that the channel actually goes slightly nearer to the north pillar).
Also note that the two main support pillars are concrete and steel all the way underwater; there is absolutely no surrounding “island of rocks” or protective “dolpins” or anything else — just the supports alone. The “splash” at the water-line shown in the initial impact therefore can not be due to the ship’s keel impacting any protective “island”; however, it could be the result of the ship’s bow keel-bulb plowing into the southern edge of the shipping channel. The ship’s plowing into the shipping channel edge could also explain its abrupt deceleration. Note that all video of the port-side anchor reportedly dropped before impact with bridge pillar, instead of showing the anchor chain yanked rearward as would be expected from the anchor being towed, the anchor chain instead flows vertically, as if the anchor had been dropped after impact, after the ship had basically lodged itself into the shipping channel embankment and, unfortunately, the southern main bridge support pillar. Hopefully forthcoming SONAR+LIDAR imagery showing the bow and impact area will clarify.
LIDAR of Baltimore Key Bridge reveals “choke point” due to bridge support pillar footings being too near present channel, thus preventing shipping channel from being widened — was Key Bridge destroyed in part or whole to make way for larger suspension bridge having much wider footing allowing bi-directional use of shipping lane through a wider channel? Note also the several pylons and surrounds acting as protective “dolphins” that the cargo-ship-aka-floating-missile perfectly avoided along its near-perfect direct-hit path.
Meanwhile, news stories over past several years have noted sharply increased Baltimore shipping, importance, value. Also, cargo ships only getting larger.
Clearly, the Key Bridge supports prevented widening of the channel and thus presented an insurmountable obstacle to increased shipping traffic.
Was the Key Bridge destroyed in whole or part to ‘clear the way’ for what will be its much taller replacement suspension bridge (having its footings much further apart, allowing wider dredged channel, allowing more/quicker shipping)?
I’m betting on increased Baltimore shipping traffic thanks to a much taller, bigger, wider-footed replacement bridge.
Out with “Francis Scott Key” and some more American history, too! Any guesses on the replacement name?
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WHO — RE cleanup, salvage, design, rebuild —
It will be interesting to look into the contract bidding for
(1) shipping channel clearing and enlargement;
(2) steel removal / salvage yard;
(3) architectural firms designing replacement suspension bridge having much wider spans and higher deck;
(4) supplier and builder for (3).
RE (2): Sparrows Point will most likely be used — Michael Moore is the Executive Vice President and General Counsel of Tradepoint Atlantic. He oversees legal affairs, risk management, government relations, and community affairs for the company. Moore has extensive experience in corporate law, real estate development, and public-private partnerships, making him a key figure in Tradepoint Atlantic’s leadership team. However, it’s important to note that there may be other individuals with the same name, so specific details about Michael Moore’s background and role at Tradepoint Atlantic should be verified through official sources or the company’s website.
Baltimore Sun piece on Michael E Moore of Tradepoint Atlantic in Sparrows Point, Md
Sadly, if this hypothesis proves accurate, instead of admitting their trick and being caught, the powers that perpetrated this suspected scheme will press-on without acknowledgment nor explanation. The immediate gains will be made, presumably, by cronies and/or involvement in nearby salvage (Sparrows Point) and then also in redesign/rebuild; later, additional gains will go to the wealthy shareholders of the ever-growing shipping vessels and companies. Maritime insurance laws will obfuscate (and possibly preclude) recovery of any funds outlaid, such as the $60 million already promised (and apparently outlaid) by the federal government. If the cleanup/recovery requires another $600 million, and the new bridge costs $6 billion, there would be the expected hallmark “666”. (six billion, six hundred and sixty million)
Oprah, who figured in the Lahaina oddities, is a public supporter of Maryland Governor Wes Moore. Coincidentally, Sparrows Point’s Tradepoint Atlantic former CEO and major force behind its redevelopment is named Michael E Moore. The non-randomly, non-coincidentally intertwined personages are expected to matter mightily in this unfolding debacle.
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Peggy Hall — Insider’s View on Maryland Corruption
