Tuesday, February 26, 2013

#1415 Marine Links Serco Canada’s Slewing of Clocks to Queen of the North's Bridge and Shock

Plum City – (AbelDanger.net). United States Marine Field McConnell alleges that Serco Canada and Macdonald Dettwiler and Associates developed the ‘slewing’ algorithm apparently used to manipulation of the GPS clock in the electronic bridge of B.C. Ferries Queen of the North which failed to make a course change and sank after a shock collision with Gil Island on March 22, 2006. 

McConnell invites staff who share offices of Canadian Transportation Safety Board and CIDA (Maurice Strong!) at 200 Promenade du Portage, Gatineau, Quebec, to publish the log of the Serco slewing signals received by the QOTN’s clock through the failed course change to the sinking of the ship.

Prequel:
#1414 Marine Alleges JonBenet Screwed While Al Gore slewed Through Russell 
Williams’ Serco Santa Clock 

 

 
   

“Hard drive from sunken B.C. ferry provides more clues 
Last Updated: Wednesday, July 19, 2006 | 9:17 AM PT 
CBC News 

Lack of training cited in fatal B.C. ferry sinking 

BC Ferries sued by victim's daughters 
Former safety director sues BC Ferries 
Ferry accidents in B.C.: Timeline 
Video 
Belle Puri reports for CBC-TV 
(Runs: 2:03) play: real » play: real » play: quicktime » External Links 

Transportation Safety Board video of the recovery of navigation equipment from the ferry. 
(Note: CBC does not endorse and is not responsible for the content of external sites - links will open in new window) 

The Transportation Safety Board said Tuesday it has recovered the computer hard drive from the Queen of the North's electronic chart plotting system as well as the ship's global positioning system unit. 

The navigation equipment was retrieved during a two-day dive to the sunken ferry on B.C.'s North Coast last month by a submersible. It was the second such dive to the wreckage.” 

Queen of the North: Electronic data shows vessel missed turn, expert testifies 
By The Canadian Press February 5, 2013 

Data recovered from a ferry that sank off the coast of B.C. seven years ago, killing two passengers, depicts a routine voyage until the ship missed a scheduled turn and sailed straight into an island, a crew member’s criminal negligence trial heard Tuesday. 

An expert witness took Karl Lilgert’s trial through data recorded by the ship’s electronic chart system, which the court heard is akin to the ferry’s “black box,” recording the ship’s location, speed and information about any other vessels in the area. 

Lilgert is charged with criminal negligence causing the deaths of two passengers, Gerald Foisy and Shirley Rosette, who haven’t been seen since the Queen of the North passenger ferry sank in the early hours of March 22, 2006. Lilgert has pleaded not guilty. 

Lee Alexander, who teaches at the University of New Hampshire and is an expert in electronic marine navigation, was asked by the RCMP to analyze data from the ferry’s electronic chart system. 

The data was stored on a hard drive recovered by a robotic submarine, which was sent several hundred metres below the ocean surface to the sunken ship. 

Alexander said the electronic chart system collects information from instruments such as GPS and radar to plot the ship’s position on digital marine charts. That information is displayed on a screen located in the ship’s bridge and is recorded so it can be reviewed later. 

Alexander reviewed that data numerous times. He said the only thing that appeared out of the ordinary during the sailing was a single missed course alteration, which occurred shortly after midnight as the ferry entered Wright Sound after passing through a narrow strait known as Grenville Channel. 

“The first part of the voyage is fairly routine, nothing unusual,” said Alexander. 

“As the vessel approached midnight, there should have been a turn. This did not occur and the vessel proceeded on a straight course to Gil Island.” 

The jury watched a video replay of the ship’s electronic chart data, with a small circle representing the ship’s position tracking down a map of the Inside Passage. 

The display showed two dotted lines drawn on to the map — one representing the ship’s planned course, and another representing the ship’s actual path through the water. 

For the most part, those lines overlapped as the ship maintained its intended course for the first four hours of its journey. 

But as the ferry entered Wright Sound, those lines split. Instead of veering slightly left along the planned route, the ship sailed straight out of Grenville Channel, missed the turn and didn’t adjust its course for more than 20 minutes before hitting Gil Island, according to the video replay. 

Alexander said he analysed the raw data, and it appeared to be intact despite having been recovered from a hard drive sitting deep underwater. 

He said the GPS information is the most accurate data available to plot the ship’s position before the sinking. 

The electronic chart system that recorded the ship’s position has become a key focus of the trial. The Crown has pointed to the chart system to support its claim that Lilgert failed in his duties as navigational officer when the ship missed the turn and sailed directly toward Gil Island. The Crown has told the jury the ferry took no evasive action and did not even slow down before striking the island. 

The defence has argued Lilgert was faced with poor training and unreliable equipment, suggesting the electronic chart system was especially problematic. 

Lilgert’s lawyers have said the electronic chart system was frequently inaccurate, sometimes placing the ship’s position high up on land as it sailed down the coast. They’ve said crew members referred to the device as a “box of lies.”

Lilgert was the fourth officer on the ship at the time of the collision. The trial has heard he was on the bridge with quartermaster Karen Bricker, his former lover, in what was their first time working alone together since their affair ended. 

“Restoring a TWSTFT Calibration with a GPS Bridge - A standard procedure for UTC time transfer Z. Jiang1, D. Piester2 and K. Liang3 

1. Bureau International des Poids et Mesures (BIPM), zjiang@bipm.org 
2. Physikalisch-Technische Bundesanstalt (PTB), Bundesallee 100, 38116 Braunschweig, Germany 
3. National Institute of Metrology (NIM), P.R.China 

Abstract 

Two-Way Satellite Time and Frequency Transfer (TW for short) is one of the primary techniques for UTC (Coordinated Universal Time) time transfer. One of its advantages is its ability of accurate calibration, reflected by its low achievable Type B uncertainty, uB(TW). Of the time links included in the calculation of UTC, the best uB(TW) is about 1 ns, as compared to 5 ns for uB(GPS). Moreover, the TW calibration is characterized by long-term stability and reproducibility within the stated calibration uncertainty. 

However TW calibration is rather expensive and time consuming. It also depends on the complete configuration of the triangle Lab(1)-satellite-Lab(2). Any change in any of the segments necessitates a change in the calibration. Such a situation has occurred several times over the last years, due to exchanges of the used satellites. 

After changes, a calibration can be restored by means of a bridge based on another, continued, time-transfer technique. In this paper, we discuss the restoration of TW calibrations using GPS PPP and other bridges, and estimate their uncertainties. 

A standard procedure has been developed for the restoration operation. This procedure was used to restore TW calibrations following the change in satellite from IS-3R to T-11N in mid-2009, and the results were implemented in the TW links as of September 2009.”

More to follow.

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