“The Baltimore Francis Scott Key Bridge take-down was a trillion-dollar costly event, ongoing, and yet all culpable persons remain unnamed, kept totally anonymous, with some reportedly having been slyly ‘escaped’ from the country! There is, in fact, zero publicly-verifiable evidence that any genuine Captain, Pilots or Crew ever existed: Was DALI a remote-controlled ghost-ship on kamikazee mission from its outset? No waves or creaking metal nor splash-down sounds at all were recorded nor (initially) noted by any (reportedly) nearby persons; cameras recorded zero shaking, seismometers measured zero vibration. Anomalies and oddities galore overwhelm the aftermath, beguile reason, confound explanation. No interviews exist with supposed survivors; “family and friends” etc interviews reveal ‘dupers-delight’ micro-facial-expressions with other hallmarks suggestive of fraud. No verifications of any supposed deaths have yet been publicized. Rampant is the extremely suspicious damage with blatantly visible, verifiable anomalies (including massive, five-storys tall fireballs in both original night-time videos) totally inexplicable (and wholly ignored) by official theory or story. Grand payola galore is already underway with loads more coming. This event appears to involve another shabby yet audacious crime, militarized from gov to salvage to rebuild. There was no rescue skiff on scene as required by OSHA. No horn blasts from ship warned of imminent collision. The DALI ship departed despite (supposed) dire electrical problems, illegal at any time and even more highly unusual in the cold, dark night-time (part #94, first ‘after-sundown departure’ in two years). It goes on and on and on. Criminal was this manufactured event, through and through, and that’s before considering the absurd number of other anomalies ignored by the complicit, owned, ‘kept-pet’ mass-media…”
Part #91 adapted from a video comment.
Don’t miss the apparent precursor Tampa Bay Sunshine Skyway Bridge take-down test-run in 1981.
Index . Oddity List . Official Story . Summary
Baltimore Key Bridge #109 Dead of Night DALI
At 19:43 — RE Had the MDTA done this or that, let’s start with the fact the DALI was the first ship in over two years [at that time] to have set sail from Baltimore Port in the dead of night. Had it instead launched during sunlight things would have most likely been perfectly fine. Let’s look at the simple, basic facts and start there. Who chose that sail time? Who allowed it? This and other anomalies of this ongoing catastrophe explored deeply on CONSPIRACY FIRST.
I’m glad to learn of your admiration for the engineering of the Golden Gate Bridge. My father was a cable engineer on the bridge, working for Roebling. After the disaster in Maryland, I wondered why the original bridge had not been suspension. It certainly made more sense in a heavily used waterway. And I agree, they should redesign, with the towers on land, or at least in shallow water.
PELOSI crime family was in-charge during the design/build of FSK bridge in Balti, the Catho stronghold city of America. FSK was probably built to be taken down. Certainly the energy weaponry that was used to take it down was well-known in mil circles at the time. There is good reason Rhodes scholar / ex-mil leadership was installed in MD to oversee this takedown. LOTS more on CONSPIRACY FIRST site.
Sounds like Maryland is playing a high-stakes game of “Bridge Roulette!” Hopefully, we don’t end up with a toll that breaks the bank.
@jeffostroff And the Bay Bridge doesn’t suffer the same fate as the Key Bridge.
@tonymarks841 Bay Bridge is only 1 foot more clearance; it ABSOLUTELY WILL GET TAKEN DOWN ONE WAY OR ANOTHER…and pretty soon at that!
What is frustrating is, we live in The United States of America, The Key Bridge was part of the Federal Interstate Highway system, who actually funds it, the state or the United States? I live in Philly, I travel 95 frequently and when 95 in North Philly collapsed it was a local, state and federal response to the incident. Hell when it snows the local municipalities are responsible for plowing certain roads, and the state government is responsible for the their funded roads. We don’t live in a simple society where we know how is responsible for governing a roadway. Funding is the issue, and we see funding anything is a political issue because some people like to claim the government spends too much, no we don’t generate the revenue (Tax the rich) to actually upgrade the infrastructure!
Road over FSK is (non interstate) 695 not I-95 which actually goes under Harbor Tunnel. This was not by CoinciDUNCE. It kept the “feds” at arm’s length.
I think the wild part is showing the channel width, vs the older freighter, vs the Dali. To stay on one half of the channel, with the smaller ship there is an excess of 4.3 ship width. For the Dali there is an excess of 1.2 ship widths. Split in half if they are trying to stay in the center of the right hand side. +/- 0.6 ship widths before drifting out of the channel or crossing the center, sounds a lot more challenging than +/- 2 ship widths of error allowable.
FSK was taken down as easiest means to clear the way for new taller, wider bridge to allow larger ships and keep Balti Port viable into near future of shipping. LOTS more on the COMpany site called “CONSPIRACY FIRST” which explores in over 100 parts the many, many anomalies involved in this event.
Thanks for the update but i thought the blue nagoya ran into the bay bridge back in 1980 thanks for the update we appreciate you sir
Not Bay Bridge, the Key Bridge. Blue Nagoya experienced a total loss of power due to an electrical failure while navigating near Baltimore, Maryland. This malfunction rendered the vessel uncontrollable, causing it to drift and collide with the protective concrete structure surrounding Pier 17 of the Francis Scott Key Bridge.
Funny, because Season 2 Episode 1 of THE WIRE (HBO series) ostensibly predictively-programs the DALI FSK take-down event with a boat having electrical problems stalled in the shippihng lane right at the very same southern pier… This any many other anomalies of this FSK DALI mega-event deeply explored in the 100+ part series online at CONSPIRACY FIRST
The ship was rebuilt in a few months. The bridge has yet to see one piece replaced yet. And these shipowners are benefitting from bigger ships, but it’s the toll payers and taxpayers who have to pay to protect the bridges. Time to tax the ships for the damage, and the improvements.
Aren’t all major bridges like FSK under federal jurisdiction?
The bridge owners are usually a city or the state’s dept of transportation
@jeffostroff I find that interesting. I went over the I-35 bridge going in to Minneapolis towing a trailer on August 1st, 2007 at about 2:30 pm and then out the same way at about 5:30. About twenty minutes after that it collapsed. What made it so memorable was we went in town to pick up my husband’s first motorcycle. Exactly a year to the day later that bike was totaled out near a bridge, little old lady texting and driving broadsided the bike. My husband was lucky enough to not be seriously injured.
@jofrazier-hansen4097 CON SPIRACY FIRST site delves into that I35 mega-event exploring evidence of a take-down using the same weaponry seemingly used on FSK and many other sites.
While international maritime law limits liability for the shipowner/operator/ there’s nothing stopping the U.S. from demanding full payment for a new bridge, cleanup costs, and settlements for the people killed. They can either pay up or be inspected upon every port visit and have every container opened and inspected.
Nobody has ever produced any autopsy or death records for the supposedly killed persons. There is this awful idea, explored deeply on CONSPIRACY FIRST, called “crisis actors”.
Why aren’t the bridge protection dolphins far enough away to actually prevent a vessel from ever reaching the bridge structure ? Maybe a large rock island around the bridge supports.
FSK had no room; the supports were literally within a few feet of the edge of the shipping channel. That is why the bridge had to be taken-down — that was deemed the easiest / most likely to succeed means to clear away the old bridge, make way for new, and propel Port of Balt into mega-shipping future, as promised by past governors.
The Tampa Bay Skyway bridge take-down was a precursor event to the Balti FSK take-down. Yes, taken-down on purpose with beam weaponry. Look at the numerous flashes of insta-molten steel girders in the original night time footage (slow it down, see the fire bursts at each break-point). CONSPIRACY FIRST explores these anomalies and many others in detail.
Maryland is looking to replace the two bridges that cross over the Chesapeake Bay
There will be another take-down event, bet on it.
ABOVE: DEW-damaged melted-hull with insta-rust, kept hidden from view by white tarp. Starboard hull damage was all patched, welded, painted. The movement of DALI to Newport News naval station was to control access, prevent further photography, off-load sensitive military cargo … most likely.
ABOVE: Notice still-standing North Pillar with the numerous melted-like-wet-noodles steel girders drooping down 5 to 10 storys in height. Official imagery of the North Pillar was diminished to nearly Zero until the “impossibly” melted girders were removed in the only dead-of-night salvage operation (excepting the initial dead of night launch of DALI from Port of Baltimore, first time in two years at that time for any night time launch).
ABOVE: Even after high-velocity explosives ripped apart the steel girder joints, the steel girders themselves did not bend, warp or wilt under the extremely un-designed-for loading and dynamic shifting. Steel cracks and shatters; open-air fire (or explosives) can NEVER melt, warp or wilt steel, only superheating via Directed Energy Weapons can do that.
ABOVE: Notice the near-field (lower left frame) insta-rusted damage to the steelwork that had supported and anchored the FSK bridge for many decades, never with any rust whatsoever. Superheating by Directed Energy Weapons caused the rapid oxidation of the steel. It’s another hallmark of DEW Attack.
ABOVE: Orstoff presents the plan for new bridge, which we suggested would occur within a few days of the initial event. The event itself was done for the purpose of most readily removing the original FSK bridge, which was too short and too narrow for the promised Mega-Port status of Baltimore. Taking it down was deemed most expedient and profitable by the powers wielding the DEW used to cause the event. DALI was just a cover-story and misdirect.
ABOVE: Plenty of close-ups after the North Pillar was stripped (during the cleanup’s only night-time salvage operation) of its 5- to 10-storys tall melted steel girders, “impossible” to explain with involvement of either blast furnace of Directed Energy Weapons.
ABOVE: DALI vs Chesapeake Bay Bridge. Having only one-foot taller clearance than the taken-down FSK bridge, the CBB will also have to be taken down to make room for the ever-larger cargo ships attending to Baltimore’s Mega-Port future. You can bet your life on the CBB take-down, and it will most likely happen very quickly, within a few years at most.
ABOVE: DALI barely fits underneath CBB. CBB will soon also be taken-down like its sister obstacle, the old FSK bridge.
ABOVE: Note for-show “damage” to bulb-front. No scrapes or gouges that would be consistent with such a massive allision. Instead, Directed Energy Weapons were used. DEWs cut the DALI steel hull also, as well as powderizing the South Pillar (in the same way that the WTC concrete massivity was powderized during the 911 mega-event).
ABOVE: DALI should have been unloaded at Port of Baltimore, which was designed to load/unload cargo ships. Instead, DALI was secreted away at a naval base, where access could be controlled, and whatever military-sensitive cargo had been aboard DALI could be unloaded in secrecy. The military is a routine liar, and this is just the side-evidence of their evil machinations.
ABOVE: DALI Steel hull melted, sliced by Directed Energy Weapons.
ABOVE: DALI Steel hull melted, sliced by Directed Energy Weapons.
ABOVE: DALI Steel hull melted, sliced by Directed Energy Weapons.
ABOVE: Suspiciously, DALI carried zero cargo over to China port where it was supposedly repaired.
ABOVE: Weirdness with the bow bulb…like, where is it?
ABOVE: Directed Energy Weapons sliced DALI steel hull like hot knife in warm butter.
ABOVE: All manner of insta-rust and odd damage to heaviest-duty steel. This is possible only via blast furnace and forge heat, or else the heat supplied by Directed Energy Weapons first revealed by President Reagan in 1983.
ABOVE: Strange the bow lift. Perhaps the aft tanks were filled during transit so the bow bulb could have temporary steel plates welded in-place to allow for seaworthiness across the seas to China.
ABOVE: Chinese mini-port where supposedly DALI was fully repaired within a magically quick two-month period.
ABOVE: DALI ready to go.
Nobody has verified the supposed deaths of the six bridge construction workers. There is this terrible thing called “Crisis Actors” and plenty of evidence of “duper’s delight” detailed in other parts of this series.
Verifying a reported human death
Verifying a reported human death involves a systematic approach through multiple sources:
1. Official Records and Authorities:
- Death Certificate:
Obtain a certified copy from local or state vital records offices. - Medical Examiner or Coroner’s Report:
Request official reports from the relevant coroner or medical examiner’s office, especially for deaths under suspicious or unusual circumstances. - Police Reports:
Obtain incident reports or investigation summaries from law enforcement agencies.
2. Public Records Databases:
- Social Security Death Index (SSDI):
Use online databases such as the Social Security Administration’s Death Master File (SSA DMF). - Local Government Records:
Access county or municipal clerk records or online public databases.
3. Media and News Outlets:
- Obituaries:
Review published obituaries in local newspapers or online obituary platforms. - News Reports:
Verify through credible news media reporting on the event.
4. Funeral Homes and Cemeteries:
- Confirm services or burial information with funeral directors or cemetery administration.
5. Online Verification Tools:
- Utilize specialized online verification services (e.g., Legacy.com, FindAGrave.com, Ancestry.com) that aggregate death records.
6. Legal Filings and Court Records:
- Review probate or estate administration records filed with local courts.
Recommended Verification Process:
- Start with an official death certificate or medical examiner’s report to establish a reliable foundation.
- Cross-check against multiple independent sources (e.g., obituary, news report, public databases).
- Confirm details directly from local authorities or funeral service providers when discrepancies arise.
By combining multiple independent sources and official records, one can definitively verify reported human deaths.