♞ Atlanticists v. Putin et al ⚪️

❦ Leuren Moret ❦ Putin vs Global Terrorism, Global RFDE/HAARP Attack, Castro's Game - One World Religion

PUTIN v. GLOBAL TERRORISM
GLOBAL RFDE/HAARP ATTACKS
CHEMTRAIL ATTACK ON RSA SECURITY CONF
DANA DURNFORD UPDATE
CASTRO’S GAME - POPE AND PATRIARCH

______________________________

1. PUTIN MIDDLE EAST UPDATE:
very different use of EMF/DEW technologies by another superpower compared to US
Syria/Iraq taking back their countries from US/UK terrorists

2. CHEMTRAIL EFFECTS AND APPLICATIONS: RSA Conference
RSA Conference in SF this week at Moscone Center
Private American (International) computer and network security company (1982)
Founders invented 1977 the RSA public key cryptology algorithms
2005 "sold out" to NSA
RSA confer. this week very heavy chemtrails first 3 days, rainout of chemtrails on attendees (30,000+)
DELIBERATE POISONING OF TOP COMPUTER SECURITY PERSONNEL IN WORLD

3. DEW/EMF/HAARP ATTACKS GLOBAL: Indonesia, Japan, US, EU
2016 US election candidates under severe mind control - Jesuit fingerprints all over election
Attacks on battlefields (Novorussia, Syria, Iraq), universities, sports arenas, corporations - Walmart etc., Refugee crisis in EU, etc.

4. DANA UPDATE: another EMF false flag against Fukushima researchers
Joint FBI/DOJ false flag jointly with Canadian govt. and UK to protect QEII's uranium
Ties by two professors to uranium industry
prejudice of judge from start
EMF used on Dana
Christine Consolo attacked by cop house next door - EMF attacks all day and night
Leuren/Laurens also EMF attacked by UCB/LLNL lab/DOE/Bechtel/NATO/PENTAGON
ties to Helbig, FBI, CSIS/RCMP

5. POPE AND PATRIARCH: UPDATE ON MEETING IN CUBA
one world religion agenda - UN/Jesuits behind it - most important issue to NWO (reference to Pope in Secret Treaty of Verona)
2005 book lays out agenda - by Lee Penn "FALSE DAWN: The United Religions Initiative, Globalism, and the Quest for One World Religion”

⚡️⚡️⚡️ PARDON THE INTERFERENCE ⚡️⚡️⚡️
Castro's role - UN originally in SF, statue of Assurbanipal - Mesopotamian King who built libraries
Castro/Antarctica/LA chapter Soka Gakkai infiltration of Nichiren
News today: "White House: ISIL Extermination of Christians Can't Be Called Genocide Yet"
Syria and Iraq; Bolshevik revolution; Serbia; Novorussia; Lebanon;Libya

⚡️⚡️⚡️ TO BE CONTINUED ⚡️⚡️⚡️

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Leuren Moret: Global Nuclear Coverup

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Building the New Silk Road and New Eurasia: Part 2 - Russia and the North

⚫️ December 9, 2015 ⚫️ yurasumy, PolitRussia ⚫️ Translated for Fort Russ by J. Arnoldski ⚫️

Continued from Part 1, “China and the South”

In the first part of this series dedicated to the trade routes between East Asia and Europe, the Southern sea route through which the vast majority of cargo between two hubs of the global economy flows was discussed. It was also shown how the leadership of China is trying to bring this strategically important sea route under its control.

In this second part, we will discuss one of the “alternatives” to this. It is unlikely that the northern sea route (NSR) will compete with the southern artery, but the development of the Far Northern region is inevitable for Russia. It is necessary from the point of view of state security, and therefore making it affordable for the country’s budget is very important.

Security

The melting of Arctic ice, a trend which has been followed for decades, as well as the development of technology (such as rocket science, for example) has resulted in the fact that the northern coast of the Russian Federation has become a convenient springboard for the deployment of Russian submarines. It is precisely here that patrols are settling into their designated places. It is here that they will be hunted by American nuclear submarines in order to protect their country from nuclear retaliation in the case of “rash” decisions.

Secondly, it is more likely that an attack on American strategic forces will be carried out via the north pole. As a minimum, there are at least two components (ICBMS’s and strategic bombers).

This region has been made very important even though mastering its defensive line has been difficult. Now, with the development of American submarines in the arctic seas (this is already a fact), the task of protecting the interests of the state has risen to a new level.

This article does not aim to examine in detail the threats to Russian security from the north. It’s simply necessary to understand that the development of infrastructural projects in the far north is not just a whim of some expectedly wealthy country, but a vital necessity for Russia. The task of any sane leadership is taking care of this necessity in a self-sustaining and income-generating way. Therefore, one should not be surprised by the efforts of the leadership of the Russian Federation in restoring the former power of the icebreaker fleet and projects that are currently developing in polar waters, as this is a matter of survival.

The defense of a state must be powerful, but economical.

The northern sea route - a history

The commercial exploitation of the NSR began in the times of the USSR. It was the Soviet government which gave the Arctic great importance and began comprehensively studying it for the immediate purpose of overcoming the economic devastation of the national economy. 1920-1930 was the “epoch” of the polar heroes. The Great Patriotic War became the first test of the “aptitude” of the northern fleet.

During the years of war, dozens of transport vehicles sustained the livelihoods in the coastal areas. Also, in the summer of 1942, 3 warships (the leader of destroyers, “Baku,” and two class 7 destroyers) were directed there from the Pacific ocean in one of the caravans.

Real work only began after the war with the emergence of a new icebreaker fleet, including nuclear ones. The first atomic icebreaker “Lenin” was put into operation in 1960. The first “Artika” serial nuclear-powered icebreakers became part of the fleet in the mid 1970’s, which dramatically increased the tonnage of cargo passing through the NSR. By the end of the 1980’s, the volume of traffic running through the NSR reached 6.7 million tons.

And this was only the internal “traffic” of the USSR. Until 1991, the passage of foreign vessels through the NSR wasn’t a reality.

But with the collapse of the USSR, the Northern sea route was quickly abandoned. Nuclear-powered icebreakers carried tourists and ships providing pilotage to vessels were written off or put aside for better times.

Cargo turnover fell to 1.4-1.6 million tons per year. There was nearly a decade of stagnation and decline, until the program for prioritizing the development of the NSR and the creation of international transport hubs was announced.

Putin said: “We see the future of the northern sea route as an international transport artery capable of competing with traditional maritime lines in terms of services, security, and quality.”

In 2010, only 110 thousand tons transited through the NSR. In 2012, transit traffic through the NSR reached 800 thousand tons. In 2013, it jumped to 1.36 million tons. In 2014, there was less than 300 thousand tons (this was affected by the general unloading of cargo traffic in the world and important economic changes which will be discussed below).

This is a drop in the ocean. For example, nearly one billion tons (963 million in 2014) in freight traffic flows through the Suez canal.

The overcall carriage of cargo through the NSR can be seen in this graph:

As we see, now the main freight traffic through the NSR is composed of loads for residents and construction sites in the Far North. The transit flow is not constant, and there are quite objective reasons for this.

Domestic Russian transport

The NSR was created as a domestic Soviet transport artery for the delivery of loads primarily for the needs of the region itself. Norilsk Nicket and the gas riches of Yamala all became possible thanks to work on the NSR. Only the further development of the region, the extraction of new natural resources, and the provision of acceptable living conditions to the population can guarantee a stable, working Northern sea route.

All of this makes its revival inevitable in the coming years. It is most likely that after 5 years the turnover of the NSR could break records (compared to the times of the USSR) and 7 million tons will rapidly move forward through it. The construction of two gas liquefaction plants itself will send 15 million tons of liquefied gas in both directions (East and West). At the same time, it will increase flows supplying new plants, the people working on them, etc. Thus, in the foreseeable future (10-15 years), even without taking into account hypothetical development projects in the Far North and the increase in transit from South-East Asia, the cargo traffic of the NSR is expected to grow massively and become self-sustaining.

Transit - problems and the paths to solutions

So why in 2014 did transit through the NSR plummet?

The Northern sea route is the shortest route between major Chinese, Japanese, and Korean ports and ports in Northern Europe (Hamburg and Rotterdam). From Yokohama, Japan and Busan, South Korea, it is up to 4000-5000 miles.

If we add to this consideration the cost of transit through the Suez canal ($5 per ton), then the economic effect of passing vessels through the NSR is obvious, but there are a few “buts.”

Piloting vessels through the NSR costs a tariff of $20-30 per ton. Is that a lot or a little? As calculations show, it can take up to half of the expenses of the shipowner for the voyage. When oil prices were high (around $100 a barrel), a profit could be made. With plummeting oil prices, and thereby less spending, the interest of foreign ship owners in using the NSR drastically fell. Saving 10-15 days attracted few then.

There are many other problems which are smaller for foreigners (unequipped ports and the legal aspects of passing ships through), but economics have always been central. As long as the NSR is economically advantageous, then it will be in demand. If it is unprofitable, then no extra bread will attract a foreigner there.

In general, ports in the north are a weak point of the entire project and require a separate description.

Conclusion

The main conclusion rests in that the NSR will never be able to become a substitute for the southern route, but with a reduction in tariffs for pilotage or a rise in oil prices (at least to the level of $70-80 per barrel), it will be able to take upon itself a sufficient volume of cargo (up to 30 million tons) and ensure the profitability of the entire project. In fact, this is precisely what is required. This will give the Russian Far North an impulse in development, provide defense capability, and make shipping costs affordable, which would have the most favorable impact on the economy of whole country.

Continued in Part 3

“The Great ‘Silk Road’ of the 21st Century. Part 2”

⚫️ http://fortruss.blogspot.com/2015/12/building-new-silk-road-and-new-eurasia_9.html ⚫️ http://politrussia.com/ekonomika/stanet-li-severnyy-259/ ⚫️

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Building the New Silk Road and New Eurasia: Part 3 - Pipelines, Railways, and Highways from Europe to China

⚫️ December 10, 2015 ⚫️ yurasumy, PolitRussia ⚫️ Translated for Fort Russ by J. Arnoldski ⚫️

Continued from Part 2, "Russia and the North"

In the first two parts of this series, we talked about the sea - the warm sea which China is taking under its control and the cold sea which has long and firmly been in the hands of another enemy of the Anglo-Saxon world, Russia. But there is a third path connecting Eurasia. This is the land path. And given the fact that the US’ opportunities on land are very limited, it is the development of this pathway which is of a keen interest.

It is precisely an overland route for delivering goods, resources, and cargo which could guarantee a completely autonomous existence for the mega-continent Eurasia. It is difficult to build an internal freight artery, but it is precisely the presence of such which would make the building of the Berlin-Moscow-Beijing geopolitical axis sustainable and independent of the whims of the sole hegemon descending from Olympus.

First and foremost, overland routes at this stage ensure the smooth flow of resources from producer countries to consumer countries. Basically, these are the paths leading from the countries of the former USSR to Europe and China. This is, so to say, the groundwork. But saying that the overland “Silk Road” will be fully operational will only be possible when a considerable flow of “finished products” will go between Europe and China and the logistics of distribution will be worked out.

It is obvious that land arteries will never fully replace sea routes....But it is precisely this land part of the “Silk Road” which will be assigned the very important task of stitching the mega-continent into a united economic whole.

All land transportation arteries are divided into three types: pipeline, rail, and road. In the future, each of them is intended to contribute to building a common economic space from Lisbon to Shanghai.

Pipelines

Pipelines, like thread, sew together regions and countries and contribute to their rapid integration. Therefore it is precisely this type of transport which primarily depends on political decisions.

Pipeline transport has its specifics. It is cheap but highly specialized. Huge volumes of cargo can be cheaply moved along them. But only in one way. It binds countries together very tightly, but it has a big drawback - it is very expensive, and it is simply impossible to take and redirect the flow to another location.

Consequently, this type of transport is very vulnerable and often entails blackmail and showdowns.

Problems with Europe began for the USA back in the time of the USSR, when the decision was taken to “allow” Soviet gas and oil to enter the market of the Western part of the continent. Even back then the question arose: what could Europe and the USSR do in the future without the “care” of the overseas “Big Brother.”

The “Druzhba" and “Urengoy-Pomary-Uzhgorod” oil and gas pipelines were the first bridges that allowed the possibility of a single economic space to be discussed in the future.

After the collapse of the USSR, these relations were strengthened. On can, of course, talk about the dependence of Russia on exporting raw materials, but it is equally correct to speak about the dependence of Europe and China on the import of raw materials from Russia. These are mutual ties and no efforts by the US have been able, so far, to destroy them.

In recent years, a series of similar projects that have either been completed or are under construction have been witnessed.

To the West

The Nord Stream - Initially, this was a project for supplying gas to Germany. Now, the construction of a second stage is being prepared. In view of the depletion of gas fields in the Netherlands in Great Britain and the near exhaustion of such in Norway in Northern Europe, it is most likely that a gas hub will be created which will include several branches off of the gas line from Russia.

The Ukraine-Belarus Gas Transport System: This is the heritage from Soviet times. It is unlikely that these projects will be developed. The congestion of gas pipelines running in this direction and long-term instability in Ukraine are the main problems.

The South Stream / Blue Stream / Turkish Stream: This is the southern alternative to the Ukraine-GTS. The US is doing everything so that none one of these projects will be launched. If they succeed, then the economic connections between Southern Europe and Russia will be weakened, and this gives Washington a chance...

To the East

Central Asia - China: Thread by thread this pipeline has been gathering all of the available gas resources of Central Asia. Now the fourth branch is being built.

Strength of Siberia: These are two projects combined into one which will deliver gas from Eastern Siberia and the Far East to China.

The East-West oil pipeline: This carries oil from fields in Kazakhstan to China.

The Eastern Siberia-Pacific Ocean and Western Siberia-Pacific Ocean pipelines: These supply oil to China and further on to the Asia-pacific region with oil from fields in Russian Siberia and Far Eastern fields.

Conclusions

As we see, the threads of pipelines in the last decade are connecting together new economic ties in the main parts of Eurasia. Russia, in this, is the main link in the chain.

Pipelines partially replace maritime transport and give countries a stable supply regardless of the foreign policy situation.

If we add to this heap of all pumping gas pipelines, then the sum of flows is commensurate with the flow of goods along the southern “Silk Road.” Today, an amount to the order of 200 million tons goes to China and up to 300-350 million tons go to Europe. About half of all these flows have emerged only in the last 15-20 years. And this is already a quarter of the cargo-traffic at the Suez canal, not to mention that not all these projects are completed.

Nevertheless, as a result of its narrow specialization, pipeline transport cannot fulfill very many “bridging” functions between countries.

Rail transport

The railway appeared as a product of industrialization when the world’s cargo traffic multiplied every decade. Already by the end of the 19th and the beginning of the 20th century railways became the world’s main means of transport.

Transferring goods from one port to another by sea can be cheap. But the vast amount of goods have their final consumers far away from major trading ports. They are often spaced hundreds or even thousands of kilometers apart. This is especially true for such a vast continent as Eurasia. Bringing a container by sea through the Suez canal to Europe is cheaper than by train from St. Petersburg to Moscow.

It’s obvious that it is pointless to attempt to build overland logistics so that goods are transported the cheapest way from port “A” to port “B.” But this is not even what is required. It’s obvious that carrying goods by sea from Moscow to Tashkent is pointless. But it is also pointless to ship them from Liaoyang in China to Moscow if a high-speed railway is laid between the two. This would be cheaper and much faster. Moreover, this transport “interchange” would enhance the development of the regions rather than a mere narrow strip of land by a port, and this is especially important for China and no less true for Russia.

Moreover, passengers could be transported along this route at speeds of up to 200km/h and loads at up to 120 km/h.

It is this logic that is reflected in the project for designing a high-speed railway which would connect Beijing and Moscow. Along the way, it would tie together many industrialized centers, new territories, and would contribute to a sharp growth in the economies of the crossed regions.

The project of a Eurasian high-speed transport corridor from Moscow to Beijing was submitted to Russian Railways in September 2014 at the forum in Sochi. A single transport corridor should pass through the territory of three states: Russia, Kazakhstan, and China. Its length would be 7.8 thousand kilometers and travel time would be 38 hours. More than 2 thousand kilometers of the railway would stretch across Russian territory and it would connect the center of the country, the Volga region, the Ural economic region, and the largest cities of Russia: Moscow, Nizhny Novgorod, Kazan, Yekaterinburg, Perm, Ufa, and Chelyabinsk.

Then, 1.7 thousand kilometers of the highway would pass through the territory of Kazakhstan with a stop in the capital Astana and then lead to the border town of Dostyk with China. The third leg of the journey includes 3.9 thousand kilometers and runs from the western part of the territory of the People’s Republic of China to its northern part via Urumqi and Beijing.

Such a project would become the skeleton to which a mass of other, smaller economic projects would be attached just as what happened in the case of the Trans-Siberian Railway and Baikal-Amur mainline in their time.

Naturally, this idea is good when connected with logistics centers which would redistribute loads and allocate them to the surrounding areas. But this can’t be done without vehicles...

The Highway

The decision to construct a transcontinental highway was made long ago. Back in 2007, a memorandum on cooperation was signed between the Russian Federation and Kazakhstan. The aim of the project is the construction of a motorway with a length of up to 8,500 kilometers from St. Petersburg to Western China through Kazakhstan, where it would connect with a network of Chinese roads.

The route through Russia and Kazakhstan includes St. Petersburg, Moscow, Nizhny Novgorod, Kazan, Orenburg, Aktobe, Kyzylorda, Shymkent, Almaty, and Khorgos.

Already in the near future Chinese and Kazakh sections of the roads will be finished and the Russian part will be finished in 2020 (this is included in the framework for holding the World Cup in 2018). A well developed network of automobile roads will dramatically expand opportunities and a transcontinental high-speed railway will increase its profitability.

General conclusions

There are many projects for land transport routes in Eurasia. Some have already been realized, some are at the stage of construction, and some are now only being planned. But the trend is clear. In the end, all of this will turn Kazakhstan into a kind of transport hub of the continent and Eurasia into a united mainland. This is a daunting goal, but it is fully manageable and has already been successfully decided upon.

"Moscow and Beijing are building a united Eurasia”

“The Great ‘Silk Road’ of the 21st Century. Part 3”

⚫️ http://fortruss.blogspot.com/2015/12/building-new-silk-road-and-new-eurasia_10.html ⚫️ http://politrussia.com/ekonomika/cherez-gory-i-876/ ⚫️

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