McConnell alleges that the RCMP have a conflict of interest in
investigating bcIMC’s people-killing investments in the Kaya-Identity chip and
Carbon Disclosure Project protection racket because the RCMP pension plan is
managed by PSP Investments, a joint owner with bcIMC of the TimberWest Forest
Corp., Western Canada’s largest timber and land management company.
Prequel 1: #2178: Marine Links Twin Towers Down Low Club To Freescale Carbon Disclosure Chips, Serco Fabian License to Kill
Prequel 2: bcIMC Annual Report 2000-2001
Prequel 3: bcIMC Investment Inventory List – March 2014
Prequel 4: CDP investor signatories 2014
“Ex-lover testifies in B.C. ferry sinking trial
Night of sinking was first time pair worked together since break-up
The Canadian Press Posted: Mar 04, 2013 5:34 PM PT Last Updated: Mar 04, 2013 7:41 PM PT
Ex-lover testifies in ferry trial 2:05
The former lover and fellow crew member of the officer in charge of navigating the Queen of the North passenger ferry the night it sank, testified at the trial underway in B.C. Supreme Court in Vancouver on Monday.
Karen Briker told the jury Fourth Officer Karl Lilgert ordered her to switch off autopilot shortly before the ship struck an island seven years ago, but she says she didn’t know how to do that. Briker also said she later overheard Lilgert tell a senior officer that he had been attempting to avoid a fishing vessel and that poor weather had interfered with the ferry’s radar system.
Lilgert, who is charged with criminal negligence causing death, was on the bridge of the Queen of the North passenger ferry with Briker when the ship struck an island and sank in March 2006.
The two had been involved in an intimate affair for several months, but Briker ended the relationship weeks earlier. At the time of the collision, they were working alone together for the first time since the affair ended, the trial has heard.
Briker was in the role of quartermaster at the time, meaning her job when the ferry was on autopilot was to look out for any hazards outside.
She testified Lilgert ordered her to dial a course change into the autopilot system. The change seemed unusual to her, she said, but Lilgert repeated the order.
Soon after, Briker said she saw trees that were illuminated by the ferry’s lights.
“I then remember hearing him say something like, ‘Oh my God,’ or, ‘Oh no,”‘ Briker told the jury.
“He then ordered me to turn off the autopilot and I told him that I didn’t know how.”
The ship had recently returned from scheduled upgrades, including changes to its autopilot system. Briker was a casual employee, and she said she hadn’t worked on the bridge of that particular ship for almost a year.
Briker said Lilgert switched the autopilot system off himself and turned the wheel, though she said she didn’t feel the ship move. She then went to get the ship’s captain.
Shortly after, Briker said she overheard Lilgert speaking with another officer.
“I heard him say, ‘I’m sorry, I’m sorry, I was trying to go around a fishing boat. We hit a squall and the radar screen had whited out,”‘ recalled Briker.
Lilgert was the officer in charge of navigation when the ferry missed a scheduled course correction shortly after midnight on March 22, 2006, hours after leaving Prince Rupert for Vancouver Island.
Briker had been involved in an affair with Lilgert for months. In the weeks leading up the sinking, Briker told Lilgert she had decided to stay with her common-law spouse. Lilgert also had a spouse, Briker testified.
The Crown highlighted the pair’s relationship in its opening statement in January, but prosecutors have yet to say exactly how the affair and subsequent breakup fits into their theory about what happened on the bridge that night.
Briker corrected a Crown lawyer who described their relationship as a romantic one.
“I’d prefer to call it a sexual relationship,” she said.
Before the ship left on its final voyage from Prince Rupert, Briker said the pair had tea in a cafeteria. Other colleagues arrived, and she showed them paint swatches she was considering for the walls of a home she had recently purchased.
Hours later, when Briker and Lilgert found themselves alone together on the bridge, Briker said the subject of the house came up again.
“He and I had a brief conversation in regards to the house; he said something to me like that he didn’t know that I was buying a house and I replied something like that I had just bought it,” she said. “That was about it for conversation.”
Briker said Lilgert was calm and did not appear upset when he asked her about the house.
The Crown argues Lilgert was negligent when he missed a scheduled alteration correction as the ferry entered Wright Sound, a large body of water off the North Coast of British Columbia.
That failure sent the ferry sailing toward Gil Island, and the Crown alleges Lilgert did nothing to steer the ship away from the island or even slow it down before the collision.
The defence says inadequate training, unreliable equipment and poor weather were factors in the collision.
Defence lawyers have also blamed staffing policies within BC Ferries, the former Crown corporation that operates the province’s ferry service, which they say left Lilgert on the bridge without the help he needed.
The sinking set off a dramatic nighttime rescue, which saw residents from the tiny First Nations community of Hartley Bay head to the scene in their fishing boats.
The evacuation and rescue saved 99 passengers and crew, but two passengers Gerald Foisy and Shirley Rosette were never seen again and presumed drown.
The disgraced B.C. ferry officer convicted in the deaths of two passengers aboard the Queen of the North has been sentenced to jail.
James Keller, The Canadian Press
Published Monday, June 24, 2013 2:18PM EDT
VANCOUVER — The mariner who was navigating the Queen of the North passenger ferry when it ran aground and sank off British Columbia’s northern coast, killing two passengers, has been sentenced to four years in prison.
Karl Lilgert, 59, was convicted last month of criminal negligence causing the deaths of Gerald Foisy and Shirley Rosette, who vanished when the Queen of the North missed a routine turn and collided with a remote island in March 2006.
Judge Sunni Stromberg-Stein said Lilgert’s relationship with quartermaster Karen Briker — who was the only other crew member on the bridge when the ship struck land — was a significant factor in the crash.
It was their first time working alone together since their relationship ended several weeks earlier, and the intimate details of the affair were laid bare during the trial.
“Clearly, he was distracted by personal issues related to his relationship with Ms. Briker,” said Stromberg-Stein as she read her sentencing decision in B.C. Supreme Court on Monday.
“I do not need to speculate on what Mr. Lilgert was doing on the bridge that night. I know what he was not doing. He was not doing his job.”
Lilgert sat at a table with his lawyer as the sentence was read. Once the judge finished, he was led away by a sheriff. One of his sons sat in the public gallery.
Last week, the Crown recommended a six-year prison term, while the defence asked for a conditional sentence with no time in custody. Lilgert’s lawyer has already indicated that he plans to file an appeal of the conviction.
Lilgert was on the bridge of the Queen of the North shortly after midnight on the morning of March 22, 2006, several hours after leaving the northern community of Prince Rupert on an overnight voyage to Port Hardy on Vancouver Island. There were 101 passengers and crew on board.
The ship missed a scheduled turn as it entered a body of water known as Wright Sound, and evidence presented at trial indicated the vessel then continued on a straight line toward Gil Island, without making any significant course changes or even slowing down.
The Crown alleged Lilgert was distracted, possibly by the presence of Briker.
Both Lilgert and Briker insisted there were no hard feelings and that the affair had nothing to do with the sinking. The Crown accused Lilgert, who testified in his own defence, of either arguing with Briker or having sex with her as the ship sailed on its collision course — both of which Lilgert denied.
Lilgert told the jury he was busy navigating the ship and ordering course changes as he was challenged with rough weather and unreliable equipment.
He said he had ordered at least two turns and was keeping an eye on the radar to ensure the ferry was a safe distance from Gil Island when, for reasons he couldn’t explain, he spotted the island outside the ship’s windows.
But Stromberg-Stein said the jury did not believe Lilgert’s claims.
“It is clear the jury rejected Mr. Lilgert’s evidence that he was carrying out his duties to the best of his abilities,” said Stromberg-Stein.
“It is clear that the jury found that there was an extensive period of time where Mr. Lilgert did not follow any of the procedures, steps or policies of a professional navigator.”
Data recovered from the ship’s navigation system indicated the ferry made no turns and took no evasive action as it approached Gil Island, which one expert witness described as a “catastrophic dereliction of duty.”
Lilgert delivered a tearful apology at his sentencing hearing on Friday, telling the judge of the “deep regret and sorrow” that he will carry with him for the rest of his life.
His lawyers described a “fragile man” who has suffered post-traumatic stress and has lost his marriage, his house and his livelihood since the sinking. He currently lives in Grand Forks in southeastern B.C.
The defence suggested seven years of investigations, legal battles and constant media scrutiny, including the persistent rumours about sex on the ferry’s bridge, were punishment enough.
The sinking prompted both the Transportation Safety Board and BC Ferries to investigate and release reports on what happened, and both blamed human error. Neither report was shared with the jury.
The Transportation Safety Board report, released in 2008, concluded a “conversation of a personal nature” was among the factors that distracted Lilgert from his duties and that neither Lilgert nor Briker followed the “basic principles of safe navigation.”
The safety board report also raised concerns about marijuana use on the ship.
The Crown wanted to call evidence about Lilgert’s own marijuana use, telling a pre-trial hearing there was evidence to indicate Lilgert smoked pot after nearly every shift, but a judge ruled the evidence was inadmissble.
BC Ferries released its own report in 2007, also blaming human error. The report made 31 recommendations, including better training.
“FOR IMMEDIATE RELEASE April 11, 2011 TIMBERWEST FOREST CORP. ANNOUNCES AGREEMENT TO BE ACQUIRED BY bcIMC [Nancy Campbell member] AND PSP INVESTMENTS [RCMP pension] IN TRANSACTION VALUED AT $1.03 BILLION VANCOUVER (BC) – TimberWest Forest Corp. (TSX: TWF.UN) (“TimberWest” or the “Company”) announced today that it has entered into a definitive agreement under which two leading Canadian pension funds, British Columbia Investment Management Corporation (“bcIMC”) and the Public Sector Pension Investment Board (“PSP Investments”), have agreed to acquire TimberWest for $1.03 billion in cash, including assumed debt.”
“11. What is the Carbon Disclosure Project (CDP)? The Carbon Disclosure Project (CDP) provides a secretariat for the world’s largest institutional investor collaboration on the business implications of climate change. CDP represents an efficient process whereby many institutional investors collectively sign a single global request for disclosure of information on greenhouse gas emissions. More than 1,000 large corporations report their emissions through CDP each year. CDP is the largest and most comprehensive database of strategies from the world’s largest corporations regarding the impact of climate change on shareholder value.5 CDP was launched on December 4, 2000, at No. 10 Downing Street. The first cycle of the project (CDP 1) involved sending a letter and questionnaire to the FT500 largest companies in the world on May 31, 2002. This letter was signed by 35 institutional investors who collaborated to provide an efficient mechanism for disclosure of the information.”
“Companies to Showcase Real-Time Data Display at MILCOM
ALT Software, DiSTI, Green Hills Software and RTI will demonstrate at MILCOM (October 29-31, booth #305, Orlando, FL) a technology integration that promises to radically change the design and implementation of real-time, safety-critical distributed systems for defense and aerospace applications. The combination of these firms’ technologies provides a robust solution for mission-critical data distribution and display.
The demonstration will consist of a real-time avionics display rendered on a Freescale Media5200 reference platform and controlled remotely from a Windows XP system. The Media5200 target board is running the Green Hills Software INTEGRITY real-time operating system (RTOS) with output to a dynamic avionics human-machine interface (HMI) created using DiSTI GL Studio and powered by ALT Software OpenGL graphics drivers. Remote-control and data access across the network leverages RTI Data Distribution Service middleware. The result is a real-time integrated avionics network that represents the potential for next-generation designs in the cockpit for remotely piloted vehicles as well as other defense and aerospace applications.”
“Freescale and ST target CO2 emission reduction
20th May 2008
The first collaborative semiconductor development between Freescale Semiconductor and STMicroelectronics will target emissions control in vehicles with a 32-bit microcontroller.
The intention is to provide a higher performance alternative to the 16-bit MCUs commonly used in powertrain electronic systems.
It is the processing capability of the MPC563xM family of 32-bit microcontrollers that allows for the addition of on-chip emissions control.
A DSP engine built into the MCU‘s Power Architecture e200 core carries ouit the fuel economy functions. The aim is a three to five per cent reduction in CO2 emissions, claimed Freescale.
“This processing power enables engine designers to develop powertrain solutions that help reduce CO2 emissions, as well as to address current and future automotive emissions requirements,” said Paul Grimme, senior v-p and general manager of Freescale’s microcontroller group.
The MCUs have up to 1.5Mbyte of flash memory and 81kbyte of SRAM. The Power Architecture core scales up to 80MHz.
The result of a joint development by Freescale and STMicroelectronics, the MCU will be available as a dual-sourced product from both companies.
“The “Kaya Identity”
We can actually play around with greenhouse gas emissions scenarios ourselves. To do so, we will take advantage of something known as the Kaya Identify. Technically, the identity is just a definition, relating the quantity of annual carbon emissions to a factor of terms that reflect (1)population growth, (2) relative (i.e., per capita) economic expansion, measured by annual GDP in dollars/person, (3) energy intensity, measured in terawatts of energy consumed per dollar added to GDP, and (4) carbon efficiency, measured in gigatons of carbon emitted per terawatt of energy used. Multiply these out, and you get gigatons of carbon emitted. If the other quantities are expressed as a percentage change per year, then the carbon emissions, too, are expressed as a percentage change per year, which, in turn, defines a future trajectory of carbon emissions and CO2concentrations.
Mathematically, the Kaya identity is expressed in the form:
F = P * (G / P) * (E / G) * (F / E),
F is global CO2 emissions from human sources
P is global population growth
G is world GDP
E is global energy consumption
By projecting the future changes in population growth (P), economic expansion (G/P), energy intensity (E/G), and carbon efficiency (F/E), it is possible to make an informed projection of future carbon emissions (F). Obviously, population is important as, in the absence of anything else, more people means more energy use. Moreover, economic expansion measured by GDP per capita plays an important role, as a bigger economy means greater use of energy. The energy intensity term is where technology comes in. As we develop new energy technologies or improve the efficiency of existing energy technology, we expect that it will take less energy to increase our GDP by and additional dollar, i.e., we should see a decline in energy intensity. Last, but certainly not least, is the carbon efficiency. As we develop and increasingly switch over to renewable energy sources and non-fossil fuel based energy alternatives and improve the carbon efficiency of existing fossil fuel sources (e.g., by finding a way to extract and sequester CO2), we can expect a decline in this quantity as well, i.e., less carbon emitted per unit of energy production.
Fortunately, we do not have to start from scratch. There is a convenient on-line calculator here, provided courtesy of David Archer of the University of Chicago (and a RealClimate blogger ). Below a brief demonstration of how the tool can be used. After you watch the demonstration, use the link provided above to play around with the calculator yourself.”
In 2000 and 2001, while Barack Obama served as a board member for a Chicago-based charitable foundation, he helped to fund a pioneering carbon trading exchange that is likely to fill a critical role in the controversial cap-and-trade carbon reduction scheme that President Obama is now trying to push rapidly through Congress.
During those two years, the Joyce Foundation gave nearly $1.1 million in two separate grants that were instrumental in developing and launching the privately-owned Chicago Climate Exchange, which now calls itself “North America’s only cap and trade system for all six greenhouse gases, with global affiliates and projects worldwide.”
One of those gases is carbon dioxide, the most ubiquitous greenhouse gas and the focus of the most far-reaching — and contentious — efforts to combat “climate change.” On Monday, Obama’s Environmental Protection Agency declared carbon dioxide a public health threat.”
Field McConnell, United States Naval Academy, 1971; Forensic Economist; 30 year airline and 22 year military pilot; 23,000 hours of safety; Tel: 715 307 8222
David Hawkins Tel: 604 542-0891 Forensic Economist; former leader of oil-well blow-out teams; now sponsors Grand Juries in CSI Crime and Safety Investigation