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The Pivot Point: Chapter One

This document discusses the concept of a ship's pivot point and how it affects maneuvering. The pivot point is the point where the ship pivots or rotates around when forces are applied. When a ship is stopped, the pivot point is amidships. When making headway, the pivot point moves forward to around 25% of the ship's length from the bow. When making sternway, the pivot point moves aft to around 25% of the ship's length from the stern. The shifting pivot point affects the turning levers of forces like tugs, changing their effectiveness depending on whether the ship is stopped, making headway, or making sternway.

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Satya Prakash Bhardwaj
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© © All Rights Reserved
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131 views

The Pivot Point: Chapter One

This document discusses the concept of a ship's pivot point and how it affects maneuvering. The pivot point is the point where the ship pivots or rotates around when forces are applied. When a ship is stopped, the pivot point is amidships. When making headway, the pivot point moves forward to around 25% of the ship's length from the bow. When making sternway, the pivot point moves aft to around 25% of the ship's length from the stern. The shifting pivot point affects the turning levers of forces like tugs, changing their effectiveness depending on whether the ship is stopped, making headway, or making sternway.

Uploaded by

Satya Prakash Bhardwaj
Copyright
© © All Rights Reserved
Available Formats
Download as PDF, TXT or read online on Scribd
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CHAPTER ONE

THE PIVOT POINT

Unless stated otherwise each example assumes a ship on even keel in calm conditions
and still water. In this situation no forces are involved and the ship has its centre of
gravity approximately amidships.

Figure 1 - 1 Pivot point - stopped

Making Headway

Two forces now come into play, firstly the forward momentum of the ship and
secondly, longitudinal resistance to forward momentum, created by the water ahead
of the ship. These two forces must ultimately strike a balance and the pivot point
moves forward. As a rough guide it can be assumed that 25% of the ships forward
momentum, at constant speed, is spent in overcoming longitudinal resistance and
the pivot point will be approximately 1/4L from forward.

Figure 1 - 2 Pivot point - making headway


Making Sternway

The situation is now totally reversed, the momentum of sternway must balance
longitudinal resistance, this time created by the water astern of the ship. The pivot point
moves aft and establishes itself approximately 1/4L from the stern.

Although not intended, some publications may give the impression that the pivot point
moves right aft with sternway. This is clearly not correct and can sometimes be
misleading. It should also be stressed that other factors such as acceleration, shape
of hull and speed may all affect the position of the pivot point. The arbitrary figures
quoted here however, are perfectly adequate for a simple and practical working
knowledge of the subject.

Figure 1-3 Pivot point - making sternway

Notes on Shiphandling 3 Pivot Point


Turning Levers and Moments

More important perhaps, than the position of the pivot point, is the effect its shifting
nature has upon the many turning forces that can influence a ship. These are rudder
force, transverse thrust, bow thrust, tug force, interactive forces and the forces of
wind and tide.

Vessel Stopped

If we look at the ship used in our example, we can see that it has a length overall of 160
metres. It is stopped in the water and two tugs are secure fore and aft, on long lines,
through centre leads.

If the tugs apply the same bollard pull of say 15 tonnes each, it is to a position 80m
fore and aft of the pivot point.

Thus two equal turning levers and moments of 80m x 15 t (1200tm) are created
resulting in even lateral motion and no rate of turn.

Figure 1-4 Turning levers - vessel stopped

Pivot Point 4 Notes on Shiphandling


Making Headway

With the ship making steady headway, however, the pivot point has shifted to a
position 40m from the bow. The forward tug is now working on a very poor turning
lever of 40m x 15t(600tm), whilst the after tug is working on an extremely good
turning lever of 120m x 15 t (1800tm).

This results in a swing of the bow to starboard.

Figure 1-5 Turning Levers: Making Headway.

Notes on Shiphandling 5 Pivot Point


Making Sternway

The efficiency of the tugs will change totally when the ship by contrast makes
sternway. Now the pivot point has moved aft to a position 40m from the stern. The
forward tug is working on an excellent turning lever of 120m x 15t(1800tm) whilst the
after tug has lost its efficiency to a reduced turning lever of 40m x 15t(600tm).

This now results in a swing of the bow to port.

Figure 1-6 Turning Levers : Making Sternway

This simple method can also be used to obtain a basic knowledge of rudder, propeller
and thruster efficiency, effect of wind, trim, interaction and tug positioning. In each
Session that discusses those particular subject areas and in practical exercises in
the manned models, it is the basis of all analysis!

Pivot Point 6 Notes on Shiphandling

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