2o1--s

-\[rrSF. \r'l lli\illlit):

Mts,,N
w\)
 MARSIM2015

A PARADIGM SHIFT IN SHIPHANDLING

Dr. Seong-Gi Seo, Southampton Solent University, UK.

T HE   CON CEP T   OF   T HE   ‘ PI V OT   P O INT ’   OF   A   SH IP H A S LO N G B EEN CE N T RA L AN D I MP OR T ANT

I N SH IP H A N DLI N G A S T HE P R A CT IT I ON ER S MA DE OUT T HE GE OMET RY OF   SH IP S’   MOT I ON  
I N TE R MS OF I T . UN FOR T UN A TE LY H O WEV ER , IT W A S N OT CL E AR LY UN DER ST OOD A MO N G
T HE P R A CT IT I ON ER S OF TH E PR OFE SSI O N , W HI C H RE SUL T E D I N SOME C ON FUSI ON A N D
MI SUSE OF I T . W I TH T HE CL E AR ER E X P OSIT I ON OF T HE CON CE PT , T OG ETH ER WI TH TH E
A DV A N CIN G T E CHN OL OGY OF MOTI ON TR A CKI N G S Y ST E MS AN D G L OB A L P OSIT I ON I N G
SY ST E MS , T HE A CCUR AT E L OCA TI ON O F TH E PI VOT P O IN T CAN N OW B E RE A DI LY
A V A I L AB L E IN RE A L T I ME . T HI S IN FOR MA TI O N EN A B LE S SH I P H AN DL IN G P R A CT I TI ON ER S T O
P E R FOR M SA FE R AN D MORE E FFI CI EN T MA N OE UVR E S WI TH IN CON FI NE D A RE A S. T HE
T R AI NI N G A N D E DUCA TI ON OF T HE P R OFE SSI ON A LS SH OUL D T H ER E FOR E R E FLE CT T H I S
CH A N GE OF SCE N E. IN T HI S P A PE R , TH E SHI P 'S P IVOT P OIN T I S E X P OUN DE D IN A FR E SH
L I G HT , L E A DI N G T O AN E Q UAT I ON FOR IT S DE F IN IT I ON AN D T O OT HE R S FOR T HE
CA L CUL A T I ON OF IT S L OCAT I ON . TH E IN TE RP R E T AT IO N O F T HE FOR MU L A DE RI VE D AN D
CA L CUL A T I ON RE SUL T S A RE DI SCUSSE D IN RE L AT I ON T O IT S PR A CTI C A L USA G E.

1. THE PIVOT POINT OF A SHIP

The pivot point concept has been an essential tool in ship handling as an aid to understand
the kinematics of a ship. Knowledge about the position of the pivot point in a manoeuvring
situation has been a basic requirement for the ship handler to understand how and why the
ship behaves in a certain way. The knowledge provides the ship handler with the
information on the geometry of motion of the ship. The ship handler, using his knowledge of
mechanics can control the pivot point to where he wants it, to take the next action to
achieve the manoeuvre desired.

1.1 MANOEUVRING A SHIP

Manoeuvring a ship in a confined area can be modelled as a planar motion assuming no

vertical motion of any point of the ship. This is justified for the relatively calm free surface in
such an area.
For the ship handler on the bridge to manoeuvre a ship ahead or astern (surge) does not
pose much difficulty. One can easily make the required movement by making reference to
some landmark alongside the ship - Figure 1.

FIGURE 1 SURGE

Newcastle University, 8th – 11th September 2015

 MARSIM2015

Sway motion alone can also be easily conducted by making reference to landmarks - Figure
2.

Beacon lights in transit

Bn Bn

Beacon lights not in transit

FIGURE 2 SWAY

In real situations, making a rotation (yaw) is difficult to be precise, because a transverse

motion (sway) is usually accompanied while making a rotation, the water being a yielding
material - Figure 3.

FIGURE 3 YAW & SWAY

When sway and yaw occur simultaneously, a ship handler who is watching ahead along
ship’s  centre  line  can  only  perceive  the combined effect of drift and turn, which gives him a
false impression that only a rotation happens about  a  certain  point  on  the  ship’s  centreline.  
This seeming centre of rotation is called the Pivot Point of the ship. This is a simplification of
perception from two motions down to one motion, which is the very reason why the pivot
point concept is so useful to ship handlers.

1.2 THE PIVOT POINT (HOW IT IS BROUGHT ABOUT)

In Figure 4 the initial position of the ship is shown by the horizontal black outline (top). The
ship now turns to port, by a force at the stern (eg. a rudder or a pod), about the centre of
gravity (G1) to become the red hull (middle). While turning, the ship drifts at the same time
into the blue hull (bottom). The two motions happening simultaneously, the centre of
gravity moves from G1 to G2, and the pivot point moves from P1 to P2.

FIGURE 4 TURN AND DRIFT

Had the drifting preceded the turning, the pivot point would initially have appeared at
forward infinity and approached to P2, as shown in Figure 5.

Newcastle University, 8th – 11th September 2015

 MARSIM2015

FIGURE 5 DRIFT AND TURN

In continued zig-zag runs, at every turn of the rudder, the pivot point disappears into the
forward   infinity   from   P2   due   to   ship’s   momentum,   and   then   reappear   at   aft   infinity   to  
approach back and settle at P2 until the next turn of the rudder.

1.3 THE MATHEMATICAL DEFINITION OF THE PIVOT POINT

Among all the points on the centreline of a ship in planar motion, there is only one point at
which the effects of sway and yaw completely cancel each other, thus making this point
seem stationary. All other points appear to be turning about this point. This point is the Pivot
Point as mentioned previously. If the sway speed and yaw speed are known, the position of
the pivot point can be obtained as the horizontal distance (GP) from the centre of gravity
using Equation 1 [12].

v + (GP x ω) = 0
EQUATION 1

where, v(m/s) = sway speed of G; G = longitudinal position of the Centre of Gravity; P = Pivot
Point; GP(m) = horizontal distance of P from G; ω(rad/s) = yaw Speed.

2. THE PIVOT POINT DUE TO TURNING FORCES

2.1 THE COORDINATE SYSTEM

Since the pivot point is defined on the center-plane of the ship in a horizontal plane, only
one dimensional coordinate system will  suffice   for  our  purpose.  A  ship’s  centre  plane   and  
the undisturbed water surface meet along a horizontal line. Let this line be called the
“centerline”  of  the   ship.  The  intersection  of   the vertical line through the centre of gravity
which is assumed to be in the center-plane and  the  ship’s  centerline is taken as the origin of
the coordinate system, right-hand-side of which is taken as positive direction, the other side
negative - Figure 6.

F
G
(-ve) (+ve)
P O

FIGURE 6 1-D COORDINATE SYSTEM

Newcastle University, 8th – 11th September 2015

 MARSIM2015

2.2 THE LOCATION OF THE PIVOT POINT DUE TO EXTERNAL FORCES

When a force causes a stationary ship to drift and turn, the centre of gravity will move a
distance GG1 due to the drift motion.
1 F 2
GG1 t
2
EQUATION 2

where,  F  is  the  force;  ∆  is  the  mass  displacement  of  the  ship;  t  is  the  time  taken.

The arc drawn by G in an imaginary yaw motion with P as the pivotal point on the centerline
is:

1 F ( GF) 2
(arc)GG1 GP t
2

EQUATION 3

where, GF is the distance from G to F, the negative sign indicating the other side of G (origin)
from P; I is the second moment of mass of the ship about the vertical line through the
origin.

For a small change of heading, GG1 can be equated to (arc)GG1 giving,

GP
( GF)
EQUATION 4

Equation (4) gives the position of the pivotal point in terms of GP. This pivotal point (P) is
naturally   called   the   ‘Pivot   Point’   of   the   ship   even   though   it   is   imaginary. Under the
assumption of a solid ship of uniform density with multiple number of controlling forces,
Equation (4) becomes:

1
GP r 2dV
V GFC

EQUATION 5

where, V is the volume of the ship; GFC is the longitudinal distance along the centerline
between G and FC, the position of the resultant of all applied controlling forces; r in this
equation is the radial distance of the infinitesimal volume from the vertical axis through the
origin.

Equation (5) reduces, for a box barge (CB=Clp=1.0), to a simple equation.

L2 B2
GP
12GFc

EQUATION 6

It is seen from Equation (6) that a bigger B as a ratio of L will give a bigger GP, which implies
that a full-form ship (high CB) with a bigger beam (as a fraction of L) will have the pivot point
closer to the bow.

Newcastle University, 8th – 11th September 2015

 MARSIM2015

A wall-sided hull could be defined by:

2
B 2x
y 1
2 L

EQUATION 7

where, L is the length of ship; x is the longitudinal position of a point along L with the origin
at midships; y is the half beam.

A Wigley Hull, of which the lines are shown in Figure 7, is defined by:
2 2
B 2x z
y 1 1
2 L D
EQUATION 8

where, D is the depth of ship; z is the vertical position of a point assuming the ship is
completely immersed in water.

FIGURE 7 A WIGLEY HULL FORM

Assuming FC at rudder stock (GFc = - 0.5L), B = L/7, D = L/7, some calculations are carried out
using Equation 5, and the results are shown in the table below.

Box Barge Wall-Sided Wigley Hull

Cb 1.0 2/3 4/9

I 0.0017 L5 0.0007 L5 0.0005 L5

GP 0.1701 L 0.1023 L 0.1016 L

From Bow to P 0.3299 L 0.3977 L 0.3984 L

TABLE 1 RELATIVE POSITION OF THE PIVOT POINTS

By comparing the results, one can deduce that a bigger block coefficient will cause the pivot
point to be closer to the bow.

2.3 PRACTICAL WAY OF FINDING THE PIVOT POINT

Any applied force sets a ship into motion. The gradually increasing motion changes gradually
the aerodynamic and hydrodynamic environment. The reactive forces increase until they

Newcastle University, 8th – 11th September 2015

 MARSIM2015

balance with the active forces. By then the ship will have gained some momentum. This
momentum adds further movement in the pivot point position, which settles down as the
motion becomes steady. In reality, therefore, dealing with the unsteady process accurately
is much more involved, particularly when various forces are present affecting the ship
motion. Fortunately, however, with a clearer understanding that the pivot point is the result
of  a  ship’s  motion,  and   with the advance of motion tracking system technology, the pivot
point location itself can now be readily calculated by simply measuring the displacements of
two fixed points, bow and stern, for example, of a ship, as demonstrated by Arthur de Graauw
[7].

FIGURE 8 FINDING THE PIVOT POINT

2.4 INTERPRETATION OF THE FORMULA FOR THE PIVOT POINT POSITION

Two important aspects are noted from Equation 5.

Firstly, the minus (-) sign indicates that the pivot point appears initially on the other side of G
from Fc. Thus the pivot point will appear forward of midship regardless the sense of surge
motion, if the stern propeller and the rudder are the only system causing the motion of the
ship.

Secondly, a bigger GFc yields a smaller absolute GP, which means that an external force
farther away from G causes the pivot point to be closer to G.

These two findings are essential knowledge for the practitioners to proactively control the
pivot point.

3. DISCUSSIONS ON THE TRADITIONALLY HELD VI EWS

3.1 THE SENSE OF SURGE MOTION

Almost all descriptions of the pivot point in the literature relate its location to the sense
of surge motion. Statements like below can be found easily in many recognized technical
literature.

“When  a  ship  moves  astern,  the  pivot point is located a quarter of ship length from
the  stern.”

However, Equation (5) does not contain any term related to surge motion, meaning that the
pivot point location is not directly related with it. In other words, whether the ship is moving
ahead or astern has no relevance with the position of the pivot point. The above statement
would be totally wrong, if the ship is manoeuvred using the stern propeller and rudder
system (or a pod). Firstly, when there is no turning (yaw) motion (only surging), there cannot

Newcastle University, 8th – 11th September 2015

 MARSIM2015

be the pivot point, as is obvious from Equation (1). Secondly, if there is any yaw motion
accompanied at all, the pivot point will appear in this case somewhere forward of G
(between the bow and G) as Equation (5) clearly shows with the negative sign.

3.2 THE CENTRE OF YAW MOTION

It is very common in the literature to  take  the  pivot  point  as  the  actual  centre  of  ships’  yaw  
motion. In deriving Equation (5), the ship was represented by her centre of gravity, G, which
is rigidly connected to the ship. This point is special in that it gives the simplest form of
equation of motion among all other points within a body. Therefore, the vertical line
through the centre of gravity was taken as the actual centre of turning (yawing), rather than
the pivot point which is just an imaginary geometrical point with ever-changing location with
time  and  can  even  exist  outside  the  ship’s  hull,  even  at  the  infinity forward or aft. The centre
of gravity is clearly a better  choice  for  the  calculation  of  the  geometry  of  ship’s  motion, as its
displacement is due only to translation without involving rotation. Taking the pivot point as
the centre of turning would make manoeuvring problems needlessly difficult to solve. This
becomes obvious when one try to proactively control the pivot point.

3.3  “INSTANT”  MOVEMENT

Often  the   pivot  point  is  described  mystically  to  move   “instantly”.   A ship, large or small, is
placed and handled in water which is a yielding matter,   which   signifies   that   the   ship’s
motion is smooth, not jerky, in calm water. And the pivot point is brought about as a result
of  ships’  motion.  Therefore, unless the ship is tethered to or in contact with a solid object,
the movement of the pivot point will be gradual, except the jumps from forward infinity to
aft infinity as happens in zig-zag runs [9]. A bigger ship with her bigger momentum will have
the pivot point which is moving even more gradually. Therefore, the statement often found
in the literature, “  …the  pivot  point  instantly move  forward  to  …” is a misleading one.

3.4 THE PIVOT POINT: A GEOMETRICAL PROPERTY

The pivot point is defined by a purely geometrical reasoning   about   a   ship’s   motion.   Two
actual motions, sway and yaw, were replaced by one imaginary yaw motion in the process
of defining it. This means that the pivot point is only an imaginary geometrical property. It is,
therefore, wrong to use the pivot point as the fulcrum when calculating the turning effects
of forces acting on a ship. The statement below was written some two hundred years ago in
a naval architecture textbook [4].

“The  power  of  the  rudder  in  steering  a  ship  is  augmented  in  proportion  to  its  greater  
distance from the centre  of  rotation”  

Similar  sentences  with  “pivot  point”  in  place  of  “centre  of  rotation”  can  easily  be  found  in  
many modern day technical books, instruction manuals and lecture notes. They are,
however, fallacious as the pivot point is neither a fixed point in the coordinate frame nor a
physical body giving inertia.

3.5 THE PIVOT POINT: A RESULT OF A SHIP’S  MOTION

The pivot point is conceived as a result of a ship’s motion, and it cannot be the cause of a
ship’s  motion.   Various transverse forces acting on a ship result in sway and yaw motions.

Newcastle University, 8th – 11th September 2015

 MARSIM2015

These resulting motions are equated to an imaginary yaw motion to define the pivot point. A
mistake frequently seen is taking the moment arm from the pivot point when an external
force is applied to the ship, in an attempt to explain the motion of the ship. Commonly
found in the literature are drawings like below.

L 2L

F F
FIGURE 9 TUGS PULLING

The situation is described as (i) two equally-powered tugs are pulling the ship laterally with
the same turning moment (ii) the engine starts making stern way (iii) then the ship turns
bow to starboard (iv) this is because the pivot point is on the aft side of the midships giving
longer moment arm to the tug at bow.

The last item, (iv), is a totally mistaken explanation in two aspects. One is that the pivot
point is treated as a physical entity (as the fulcrum). The other is that the pivot point is
treated as a cause. The correct explanation would be (iv) When the ship starts moving
astern, the centre of lateral resistance moves sternwards from about the midship. Thus the
reactive hydrodynamic forces providing an extra turning force. The water resistance acting
at the CoLR is the net force that actually turns the ship about its centre of gravity in
clockwise direction in the diagram. (v) The ship being pulled to the starboard, the pivot point
will appear as the result, initially at the aft infinity, moving forward to somewhere between
the centre of gravity and the stern while the CoLR is located aft of midships.

Some authors use the Centre of Lateral Resistance as the fulcrum. The use of CoLR for the
calculation of turning moment in a similar situation as above is partly justified for the
purpose of comparing the relative magnitude of the two turning effects, but only when the
location of CoLR is known and the sway motion is in steady state. Therefore, it does not have
any merit over the use of G which is preferred as its location is fixed for a given loading
condition. Also, the lateral resistance is only a reactive force, which comes into existence
when the ship has lateral movement. Thus it does not come into existence until the ship
moves laterally by some active forces. The strength of lateral resistance is dependent on the
speed of movement, and the position of the centre changes according to the change in
hydrodynamic environment.

4. A PARADIGM SHIFT

4.1 INTERPRETATION OF THE FORMULA FOR THE PIVOT POINT POSITION

Two important aspects are noted from Equation 5.

Firstly, the minus (-) sign indicates that the pivot point appears on the other side of G from
Fc. Therefore, the pivot point will always appear forward of midships regardless of the sense

Newcastle University, 8th – 11th September 2015

 MARSIM2015

of surge motion, if the propeller and the rudder at the stern are the only system causing ship
motion.

Secondly, a bigger GFc yields a smaller absolute GP, which means that an external force
farther away from G causes the pivot point to be closer to G.

These two findings are essential knowledge for the practitioners to proactively control the
pivot point.

4.2 THE ATTRIBUTE OF THE PIVOT POINT

In deriving Equation 5, the ship was represented by her centre of gravity, G, fixed within the
ship. And this point was taken as the actual centre of turning (yawing), rather than the pivot
point which is just an imaginary point with ever-changing location and can even exist outside
the   ship’s  hull,  even  at  the   infinity  forward  or  aft.   The   centre   of  gravity  is  a   clearly  better  
choice for  the  reasoning  about  the  geometry  of  ship’s  motion.  Taking  the  pivot  point  as  the  
centre of turning would make manoeuvring problems needlessly difficult to solve. This will
become obvious when one try to proactively control the pivot point.

The pivot point is defined by a purely geometrical consideration of a   ship’s   motion. Two
actual motions, sway and yaw, were replaced with one imaginary yaw motion in the
process. This means that the pivot point is only an imaginary geometrical property. It is,
therefore, wrong to associate the pivot point with any actual physical quantity, e.g. a turning
moment. A mistake frequently seen is taking the moment arm from the pivot point in an
effort to explain the direction of heading change when an external force is applied.

4.3 INTO THE FUTURE

The movement of the pivot point could be extrapolated into the immediate future showing
the trend of movement. This extrapolation is justified by the fact that ships are operated in
water which is a yielding matter. The large momentum of a ship in motion would prevent
the ship from any jerky change of motion under normal manoeuvring circumstances. This
would furnish a continuously differentiable pivot point movement except when it jumps
from the forward infinity to the aft infinity as happens in zig-zag runs.

This brings about an important consequence that the pivot point location is now known not
only for the past track but also for a foreseeable future. This in turn allows the ship handler
to envisage the ships motion to be, and thus can make a plan or decision of manoeuvre. Or
in a more proactive effort, he could try to control the pivot point location by using any
available means such as tugs or bow thrusters, to achieve his manoeuvring objectives.

The extrapolated pivot point positions can be displayed on a monitor as exemplified in

Figure   10.   Ships’   positions   likewise   can   be   extrapolated   and   displayed   as   ghost-ships. In
Figure 10, each length of bar represent one time unit apart. The red bars are for the future.
These could be animated to flash.

FIGURE 10 DISPLAYING THE PIVOT POINT LOCATIONS

Newcastle University, 8th – 11th September 2015

 MARSIM2015

4.4 THE CHANGE OF QUESTIONS

In  the  past  the  question  in  a  ship  handler’s  mind  used  to  be,  “Where  is  the  pivot  point?” This
question is now redundant as the location is readily available through simple calculations
using data fed from a motion tracking system.

Observing on the monitor screen the current location together with past track and future
track likely to be, the ship handler would assess the situation. If he feel the need to change
the current trend of motion, he would know where the pivot point should be located.
Then the question would be,  “How  do  I  move  it  to  where  I  want?”

5. TRAINING THE PROFESSIONALS

5.1 BASIC EXERCISES TO ACTIVELY CONTROL THE PIVOT POINT

5.1.1 Ship Motion with Yaw but No Translation

This is the case when the ship is turning about the centre of yawing (S), taken at the centre
of gravity. The ship has no translational motion (no surge, no sway). In this case all three
points coincide – the centre of yawing, the centre of turning circle (E) and the pivot point (P),
Figure 8. This manoeuvre could be produced with the bow and stern thrusters, and tugs in
combination.

Ship Turning, No Surge, No Sway(ESP)

200

Point Colors
150
Black E:Centre of Planar Rotation
Green S: Centre of Bodily Rotation
Red P: Pivot Point
100 5

4
50

E
0
1
PS

-50

-100
2

-150

-200
-200 -150 -100 -50 0 50 100 150 200

FIGURE 8 YAW ONLY

Newcastle University, 8th – 11th September 2015

 MARSIM2015

5.1.2 Ship Motion with Yaw and Sway only with the Pivot Point aft of Bow

In the absence of any longitudinal movement (no surge), if the ship drifts at the same time
as turning, and if the pivot point is between S and the bow, the motion shown in Figure 9
will result. In this case the two points, E and P, will coincide.
Ship Turning and Drifting, No Surge, PP between Midship and Bow (ESeP)
300

Black E: Centre of Planar Rotation

Green S: Centre of Bodily Rotation
200
Red P: Pivot Point

100

P
0 S
E

-100

-200

-300
-300 -200 -100 0 100 200 300

FIGURE 9 YAW AND

SWAY

5.1.3 Ship Motion with Yaw and Sway only with the Pivot Point forward of Bow

If the pivot point is ahead of the bow, the motion shown in Fig.10 will result.

The two points, E and P, are at the same location.

This manoeuvre could be produced using the stern thruster. In practice however, the same
manoeuvre could be produced by a combination of all the three elemental motions – short
surge forward followed by sway and yaw.
Ship Turning and Drifting, No Surge, PP ahed of Bow (ESeP)
400

300
Black E: Centre of Planar Rotation
Green S: Centre of Bodily Rotation
Red P: Pivot Point
200

100

P
0 S
E

-100

-200

-300

-400
-400 -300 -200 -100 0 100 200 300 400

FIGURE 10 YAW AND SWAY

Newcastle University, 8th – 11th September 2015

 MARSIM2015

5.1.4 Ship Motion with Yaw and Surge only

If the ship moves ahead while turning but without any sway motion, the resulting movement
will look like the one shown in Figure 11. In this case, the pivot point will be on top of the
point S. This manoeuvre could be produced with both bow and stern pods deflected. This
manoeuvre without any drift causes no swing out of the stern, thus it may be a necessary
manoeuvre in tightly restricted waters.
Ship Turning and Moving Forward,No Drifting,S and P Coincide (EeSP)
400

Black E: Centre of Planar Rotation

Green S: Centre of Bodily Rotation
Red P: Pivot Point
300
S P

200

100

E
0

-100

-200

-300

-400
-400 -300 -200 -100 0 100 200 300 400

FIGURE 11 YAW AND SURGE

5.1.5 Ship Motion with Heading, Drifting and Turning

When all the three motions (Surge, Sway, Yaw) are present, all the three distinctive points
(E, S, P) will exist separately as shown in Figure 12. In this particular case, the stern swings
out sweeping a bigger arc, as all skilled ship handlers are most conscious of. Ship motions in
general fall in this category. The amount of swing out is directly related with the position of
the pivot point.
Ship Moving Forward and Turning and Drifting, (ESePe)
400
Black E: Centre of Planar Rotation
Green S: Centre of Bodily Rotation
Red P: Pivot Point
300 S P

200

100

E
0

-100

-200

-300

-400
-400 -300 -200 -100 0 100 200 300 400

FIGURE 12 GENERAL PLANAR

MOTION

Newcastle University, 8th – 11th September 2015

 MARSIM2015

5.2 PRACTICAL MANOEUVRES

5.2.1 Turning Short Round

FIGURE 13 SHORT ROUND

1. Start manoeuvre at a slow speed, then hard to starboard with a kick ahead
2. Stop engines – rudder midships
3. Engine astern, transverse thrust continues to turn vessel.
4. Vessel at a stop over the ground, continue with engines astern. Transverse thrust
still acting on vessel.
5. Engine still running astern
6. Engine still running astern, about to stop engine.
7. Rudder hard to starboard, engine ahead.
8. Vessel completed short round.

Note : This is a simplified version rather than what would be required in reality.

5.2.2 Entering a Cut

FIGURE 14 ENTERING A CUT

While preparing for the manoeuvre shown in Figure14, the clearance from the jetty and the
longitudinal position are crucially important so as not to come into contact with any port
structure during the manoeuvre.

Newcastle University, 8th – 11th September 2015

 MARSIM2015

The pivot point will initially appear near the centre of gravity, not nearer to the bow as
normally quoted in ship handling literature, and then gradually move forward as the ship
gains drifting momentum.

6. CONCLUSION

For some two hundred years or more, ship handling professionals have been taught and
have  practiced  to  make  out  ships’  motion  in  terms  of  the pivot point location. This has been
an essential knowledge in their practice, but it has been a rather ambiguous entity.

The clarified understanding of the pivot point concept, combined with the advancement of
technology in motion tracking systems, now allows the calculation of the pivot point location
in real time, which can subsequently be displayed on a monitor screen. The immediate
future location can be predicted through extrapolation if the  ship’s  motion  continued.  This
means that the future situation can be envisaged and corrected if needed by proactively
controlling the pivot point.

The availability of the pivot point location in real time dictates a change in the mentality of
ship handlers from the passive use of the pivot point as a rather unclear clue, to active use
of controlling its position for their need to effectively, accurately and safely manoeuvre
ships. The convenient concept of the pivot point can be utilized more fully by expanding its
application to various ship maoeuvring systems such as remote control systems, auto-pilot
systems and collision avoidance systems.

REFERENCES AND BIBLIOGRAPHY

1. Andy  Chase  G,  (1999),  “Sailing  Vessel  Handling  and  Seamanship  – The Moving Pivot
Point”,  The  Northern  Mariner,  July  1999,  pp.  53-59.
2. Artyszuk J, (2010), “Pivot Point in ship manoeuvring”, Scientific Journals, 2010, pp. 13-
24.
3. Baudu H, (2014), “Ship Handling”, Dokmar Maritime Publishers.
4. Blackburn I, (1836), “Naval Architecture”, Longman, Rees, ORME, & Co. London.
5. Cauvier H, (2008), “The Pivot Point”, The Pilot, October 2008.
6. Clark I, (2005), “Ship Dynamics for Mariners”, The Nautical Institute.
7. De Graauw A, (2012), “Where is my Pivot Point?”, Seaways, March 2012, pp. 23-24.
8. Grassi C R, (2000), “A Task Analysis of Pier Side Ship-Handling for Virtual Environment
Ship-Handling Simulator Scenario Development”, Master’s  Thesis, Naval Postgraduate
School.
9. Hwang W-Y, (1980), “Application of System Identification to Ship Maneuvering”, PhD
Thesis, MIT.
10. Rowe R W, (2000), “The  Shiphandler’s  Guide”, The Nautical Institute.
11. Seo Seong-Gi, (2011), “The Use of Pivot Point in Ship Handling for Safer and More
Accurate Ship Manoeuvring”, International Conference IMLA 19, pp. 7-10.
12. Tseng C-Y, (1998), “Analysis of the Pivot Point for a Turning Ship”, Journal of Maritime
Science and Technology.

Newcastle University, 8th – 11th September 2015