Plum City – (AbelDanger.net). United States Marine Field McConnell has linked RCMP Commissoner Bob Paulson’s Alternate Reality Starnet shtick to his agnets’ apparent use of Serco packet-switched clock in a man-in-the-middle attack on rail traffic control at the Lac-Mégantic crime scene.
McConnell invites fellow sleuths to spot the clues to Paulson’s shtick in videos below.
Simulation du déraillement Lac-Mégantic [Alternate reality to white hot brakes – Spot the clues?]
The Story of Packet Switching [Serco clock and bona vacantia Stratum Zero timing signals]
McConnell is celebrating Abel Danger’s expose of the alternate reality roles played by his Con Air sister Kristine Marcy – see bio – and Paulson in their 1999 raid on Starnet in Carrall Street, Vancouver, and their transfer of Serco 9/11 packet-switching systems to WTC#7, with a Victory Party on 18-21 July in Plum City, Wisconsin; a key event being a Celebration Dinner at Vino in the Valley with transportation arranged by Plum City Limos PLLC, a transportation ally of Abel Danger Global Private Intelligence Agency.
See Marcy bio at 1:
Abel Danger Mischief Makers - Mistress of the Revels - 'Man-In-The-Middle' Attacks (Revised)
#1604: Marine Links MGM Haig’s Starnet Hackers Key to Salomon Building Bombs, Body Count BBC
Beyond Politics - Bob Paulson
Media Coverage of Starnet Raid - August 20, 1999
SERCO Owns the World, | Big Brother Watch
The One Game Opening Titles
Alternative gaming reality (AGR)
Frozen Synapse: Arg. Puppet!
“The equation of a disaster: what went wrong in Lac-Mégantic
The Globe and Mail
Published Sunday, Jul. 14 2013, 9:46 PM EDT
Last updated Monday, Jul. 15 2013, 10:13 AM EDT
At 11:50 p.m. on Friday, July 5, a witness reported a fire on one of the locomotives to the rail traffic controller, according to the TSB. Shortly after midnight on July 6, local firefighters put out the flames and the engine was shut down, with an MM&A employee on site at the time, according to the TSB. The engineer, Tom Harding, had already gone to a hotel.
TSB investigators have been looking into the locomotives’ air-brake system, in which lowering the air pressure applies the brakes and raising pressure releases them. An air-brake line is charged at 90 pounds per square inch, and when an engineer reduces the pressure to 65 PSI, it puts on the brakes. One question that needs to be answered is how the air brakes were released. One possible circumstance investigators are looking at is that a relatively small change in air pressure could have produced a “pressure wave” to trigger a quick release.
“To give you a simple answer about the air brakes is not possible,” Ron Johnston, the TSB’s acting director of rail investigations, said in an interview. “There is a mountain of information, and it’s still coming in.”
In any case, even without functioning air brakes, having a sufficient number of handbrakes applied would have kept the train in place. The engineer also needs to conduct a test of the handbrakes, by using locomotive power to see whether the train will budge by pushing and pulling the tank cars.
After the firefighters and the MM&A employee left the scene in Nantes, the train started moving on July 6 at 12:56 a.m.
At 1:14 a.m., after travelling nearly 12 kilometres, the train derailed in Lac-Mégantic [the wagons with white-hot brake drums derailed but not the locomotives!!!], triggering a series of deadly explosions.”
Abel Danger Blog