Video

Theory behind Turning dynamics of ships

published on 6 May 2020 - 2304 -

Show comment section |

Found on YouTube. Created by

"ISSIMS GmbH - Marine Prediction Technology"

SAMMON Lecturing Video describing

"Theory behind turning dynamics of ships"

-------------------------------------------------------------
SAMMON - the IDEAL tool to identify manoeuvring capabilities of a ship - SAMMON - learning the EFFECTIVE way

Comment by Gunter Schütze via LinkedIn:
"Prof. Benedict a very interesting video by HS Wismar / Maritime Simulation Center Warnemünde ( MSCW) & Innovative Ship Simulation and Maritime Systems GmbH (ISSIMS). Excellent and understandable the dynamic effects of the forces and moments in turning circle explained. A really good illustration for students, nautical officer and Captains to lead them to the dynamic basics and to refresh the knowldege. I can only recommend this video. Thanks for sharing."

Germany, Wismar

ISSIMS GmbH
Innovative Ship Simulation And Maritime Systems

Education

Join the conversation...

Knud Benedict Germany

on 21 December 2020, 11:49 UTC

Thanks to Gunter for the recommendations and Michael for bringing in ideas and questions. To answer your questions, I like to explain the following:
1) The transverse force Y(ß) can be explained by two models:
a. Either it can be seen from its nature as a Lift force, i.e. the same force who lifts an airplane wing up in the air, works now horizontally on the ship hull due to the drift angle ß. It is generated by the uneven force distribution caused by an additional circular flow around the body (wing, or here the ship’s hull). This lift force has it maximum close to the wing nose – this means for the ship it is working more to the bow, so it turns the ship: I made an additional movie on that effect at out ISSIMS website on YouTube (“Effect of Drift Force and unstable moment”, https://youtu.be/agQPMQNwhxU.)

b. A second way is to look at the effect of the transverse speed along the ship length (This as named as “Slender body theory”). You are right that the transverse speed distribution is constant. However, the force due this inflow is not constant: because of the friction in the flow there is a boundary layer around the ship which is getting thicker to the stern and therefore the transverse forces are smaller at the stern than on the bow – this model also explains why the bow turns to increase the drift angle, which is called as unstable moment.
2) The "additional force at the stern" Y(r) is not just the aft component of the above evenly distributed drift force. The rotation /Rate of Turn creates a linear transverse speed distribution with maximum at bow / stern and minimum / zero at the ships center. This has an effect which can be explained by the wing/lift model under a) as curved centerline of the wind profile
3) You are right: A centripetal force is a force that makes a body follow a curved path. Its direction is always orthogonal to the motion of the body and towards the fixed point of the instantaneous center of curvature of the path - so in case of the ship motion on a circle these are the forces due to drift Y(ß) and turning Y(r). These forces are balanced by the centrifugal forces (which is Ycentrifugal in the movie). The ship is able to move in a steady state motion - This is also an equilibrium condition at constant speed and also constant rate of turn.
I do hope my explanations are of some help for professional as you are. And I should underline that these are attempts of us as humans to understand the nature – that’s why I mentioned two models (there are even more…). And they are not “Laws” - even the equations of Newton and Einstein are not Laws, but they represent our current views and approaches to describe the nature with our brain in order to think and plan ahead (– and have to be checked and approved continoulsy in daily life). In this way I made some comments in my movie about “digital twins” as key maritime innovations (https://youtu.be/jYRq6xRrVUw) you can have I look if you like.

[show more]

Mr Michael Nicholson Shipmove Ltd., United Kingdom

on 7 May 2020, 09:43 UTC

I either; don't fully understand, or disagree. 1) Why must the working force (transverse force) Y(B) be acting close to the bow. The rudder is providing a moment, I don't see why/how the ship also provides a turning moment. The drift angle of the ship to its bodily movement is uniform. Surely the forces would be distributed evenly?
2) Is the "additional force at the stern" Y(r) not just the the aft component of the above evenly distributed drift force.
3) The use of the term Equilibrium, is this correct? For an object to describe an arc or a circle requires an acceleration towards the centre, caused by centripetal force. This is not in equilibrium. Equilibrium would be a straight line at uniform speed.

Video Pivot Point Demo - HS Wismar

published on 10 July 2020

SAMMON Lecturing Video describing
"Pivot Point Demonstration"
-------------------------------------------------------------
SAMMON - the IDEAL tool to identify manoeuvring capabilities of a ship - SAMMON - learning the EFFECTIVE way

Video SAMMON Intro Ships Manoeuvring Predictions

published on 11 July 2020

SAMMON Introduction into Ships Manoeuvring Prediction
- newly made Video to display the principles of SAMMON

Video Knud Benedict Presentation on “Digital Twins” at IMLA SMU Seminar

published on 28 October 2020

This is the recording of the presentation with the title:
“Digital Twins" as Key Maritime Technology Innovations for MET - and for Operation of Intelligent Ships
It was held at the MET Training Course by Shanghai Maritime University on Oct 27 2020 on the occasion of IMLA 40th anniversary

Article Finnish-Singaporean Maritime Innovation camp explored new ideas from the contrast between pilotage operations of both countries

published on 20 January 2023

In December 2022, a week-long innovation camp was organized in Turku Finland, in which 16 students from the University of Turku, Novia University of Applied Sciences and five different universities in Singapore participated. Pilotage operators Finnpilot from Finland and PSA Marine from Singapore acted as industry partners.

Opinion Master pilot exchange (MPEX) – share your information

by Gard AS - published on 4 September 2020

The Master and pilot are dependant on each other for a safe and successful beginning or end of a voyage. They are both operating in a foreign environment.

Article Safety Training Course for Maritime Pilots and Pilot Boat Crews (Germany)

by Bundeslotsenkammer - published on 12 June 2026

Since 2019, the German Federal Pilotage Chamber (Bundeslotsenkammer, BLK), in cooperation with Hamburg Port Services GmbH (HPS), has been offering a three-day safety training course specifically designed for maritime pilots and pilot boat crews at a training center in Bremerhaven, Germany.

Article Next-level shiphandling simulation using VR

by Captain, MSc. Remko Fehr - published on 13 December 2023

Kiel Pilots introducing Morild Interaktiv AS Virtual Reality Simulator for next-level manoeuvring training.

Video Hugues Cauvier: Understanding the ship's pivot point (complete video)

by Capt. Hugues Cauvier - published on 3 September 2024

This video has been recut and edited by the creator Hugues Cauvier. Previously there were three episodes, which have now been combined into one.

Video Marine pilot transfer Port Botany

published on 9 January 2020

Video showing marine pilot navigating a cargo ship from Port Botany.

Article Port of Antwerp using drone for pollution monitoring

by Marine-Pilots.com - published on 5 November 2020

Port authorities in Antwerp, Belgium, are making use of EMSA’s Remotely Piloted Aircraft System (RPAS) to support their day-to-day monitoring of port operations and rapid response to pollution incidents in the port area. The RPAS will enable the authorities to inspect at a distance their complex port environment which extends over an area of some 120km².