I know - I was in 1976- 1981 !!
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Then may be we are same ege as 1977-1982 i was in maritime academy .
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I donāt understand how the anchor ends up on the starboard side of the ship in your drawing. If the ship is swinging to starboard when the port anchor is dropped it would remain on the port side. If they managed to stop the chain the anchor should work against the starboard turn by exerting a force on the port bow.
Advance and transfer.
Except the whole ship is bodily sliding sideways to port through the water.
See below from the main thread:
And
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I will find a bettetr video or You may find it yourself.
The vessel pivot point , the vessel stern and bow are not participating in the same movement. Hence i have given the fork lif example or you may look at the car ādriftingā .
For a time being that is my best video to explain it
And Capt_Phoenix explanation is even better then my video.
Cheers
Been to Australia lately? AMSA is even tougher than the USCG.
But who determines if something is a āserious technical problemsā? A one off dock/port worker? I personally donāt trust that particular persons interpretation of the situation very much as objective evidence of anything. I would use it as a starting point to investigate further in to that but her statements donāt mean anything to me other than look here.
My understanding is the vessel was planned for two days in port. I take the comments of electrical problems, blackouts, etc. with a grain of salt. Is it just power to the containers, is it between the main panel and the container panel? Is it between the generator and the main panel? So many variables of both the situation and the cause based off one (assumingly) non-engineer is a stretch to me.
My money says the crew was certain that they had no serious electrical issues at departure. the vessel was departing for an about 30 day voyage. To leave with known issues related to reefer boxes is to put all those reefer boxes at risk for 30 days. I am highly highly doubtful any Master would knowingly put that much of his cargo at riskā¦
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I was writing about the hype created by the
a) a woman that knows nothing and is spreading rumors and hearsay
b) that such opinions are picked up by stupid media joints and blown to gallactic proportions
and as an example of such media hype and hysteria pumping i have mentioned the case of āHebei Spiritā
and the fate of her master and c/off . This topic may be found under " criminalisation of seafarers or masters". sth like that. This is what I was talking about and NOT about some misinformed Lady deciding if vessel is seaworthy or not. You have taken my line out of context.
Pls read the Hebei Spirit story , then You will know what i had in mind.
I have links to
safety bulletins ond other stuff. Been there long time ago and it was tough but one can survive. They are tough as I think they have wider issue there, meaning they want to prove they are only competent people to navigate arount Australia.
When your ship is ok Soals wise , your SMS is run well , what they can do ?? Harass You . No .
If the master is serious about his job and goes there he must get info from the company, with internet he can do his own research, protect his ass by sending a long mail with milion questions about everything and the Agent MUST give him answers regarding all local regs, and conditios/requirements
Have done it many times and it works. I need to proove i have done everything possible to get the informetion to get the ship shipshape for inspection. The rest is up to managers and Agents.If they fail i have my paper and show them with suggestion to fā¦off. Simple as that.
To Spowiednick and Capt_Phoenix
Yes, but only if the ship turns 90 degrees as illustrated in Spowiednickās video. However, the ship was deep loaded and only turned about 10 degrees. Advance and transfer was nil. The hull would have kept the chain on the port side. In the real world I donāt see the anchor as doing anything but yanking the bow to portā¦ if it catches.
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If You say so then it is so.
I will not argue as there are a lot of unknowns .
In my original post I am not claiming ,that this is what happened but I asked the question .-
Is that possible and what I had in mind was supported by my awkward drawing.
āHe who asks does not strayā
The question was ignored by two individuals whom I know as pilots , hence the idea did not get traction among professionals for whom docking ships is a dayily bread.
Actually i wanted to know that i am wrong but expected a small lecture why?
Seems they are reluctant to share their knowledge .
Your answer makes reference to sth like āreal worldā . Following this chain of thought , my world is "fantasy " then.
But have found another, may be more convincing video here:
12 2 SAMMON Pivot Point Demo (youtube.com)
and a link to the utube channel here:
https://www.youtube.com/@issims-innovativeshipsimul4419
Trusting that viewing all material will inspire and/or encourage You to transfer at least temporarily from your world of reality to my world of fantasy.
Cheers
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Several thingsā¦
- The source of your videos appears to be an academic working on ship simulation software. I was asked to evaluate and train on several ship simulators over my career. My experience has been that the math used to run ship simulations might be ok for modeling a ship in deep open water, but they are not remotely accurate in the infinitely more complex environment of a large ship in a shallow channel experiencing bank effect. There are many reasons for this. Too many for a short reply.
The manned ship model schools like Grenoble are true simulations and the instructors there can probably answer your question by playing around with one of the models one quiet morning on the lake. - The advance and transfer/ turning circle diagram for a ship in shallow water is very different from the standard advance and transfer diagram based on trials in deep water.
- The lovely photos you provide show vessels in deep water, moving fast, and turning 90 degrees. A slowly moving deep draft ship in shallow water that has turned only 10 degrees or so is totally different.
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Now You are talking
But with a peculiar characteristic of " I know it all" personality.
But I am fine with that .When You know, then You know and it justifies, that You speak with authority 
But I am curious, why You have so eagerly accepted a tiny fragment of a much wider lecture from this source:
but was critical about the other source. which is indeed academical. Academies are think tanks .Pls do not ignore them. Will You???
Now I will surprise You.
You are right. The article from British Pilots magazine confirms your statement regarding complexity and that ship models 1:24 or other are better then computer simulators although the complexity of algorythms is different -more sofisticated now then 20-30 years ago. And this will change sooner then Yiou think.
Sully did it and not only simulators but also his practicing peers were wrong
Here is your proof:
_Pilotmag-320 pilotage on the edge of chaos.pdf (174.6 KB)
But model is a model .
You can make a perfect model of a ship but I am not sure that all training centers have a model of what is under water surface meaning " the perfect bathymetry mapping" of excercised scenario.
" what You see is what you get" there and this is , where masters and pilots are trained on large vessels and vessels with " unusuall and/or peculiar characteristics" . Two āislandā cont vsls with LOA>300 B> 42, T> 14 M have been considered as such untill recently .
To answer peculiar question or prove hypothesis , thesis etc, etc with empirical methods and test it , one needs to build a perfect model which encompases all = ship + environment. Would You agree???.
I know one place like that and it is in Holland ,where they tested MSC Zoe model after huge container loss. Very interesting place with very smart Dutch people.
. Due to what I have said above it is only partly true statement and Grenoble is not the first result in google search although it seems to be the oldest one. I think I heard abt it already in the 80s.
and then sun does not rise on the west but on the east.
What pisses me off on many forums is that the majority of interlocutors just grab a tiny fragment of your input and torture you with their fort knox of knowledge. There is a search engine that may helpYou to find all my comments, video clips etc, etc on Dali , from which it is evidedent that i am aware of it.
When the vessel is not moving then all parameters associated with movement like speed which by no means is a vector , kinetic energy, momentum etc etc are ZERO. When it starts whatever movement all of a/m are > 0. Simple as that.
Now:
These photos were the only ones i have found in my limited time for finding, to explain and visualise the very basics :
that the vessel movement during the swing due to whatever and howsoever caused reasons(excitations) is a very complex matter and the pivot point , bow section , and everything astern of pivot point are participating in different movements, where only pivot point movement is linear, while the rest is covering a swath similar like in a vessel steering the course to offset the drift or current effect. There was no other pictures .
However I find it astonishing , that your carefull scrutiny of my previous comment completely ignored the pictorial presentation of the forces acting upon the vessel during the swing .
Is it because You do not feel comfortable with academicians using math and phisics to prove their thesis??
Do not ignore them pls as they are much smarter then you , me and many others here.
" ON THE LAKE"?? - BUT NOT NEAR THE STRICKEN BRIDGE WITH DALI MODEL
I have one hr drive by car to a training center like that, and 15 min drive to maritime academy with all kinds of simulators. I tried once with āwakashioā asking my school mate working at ecdis simulators to run āwakashioā scenario as I was confronted with the hordes of apopologist idiots claiming lack of WIFI was a major contributing factor to this unbelievable grounding.
I was also aroused by the joke of an incident report presented by Panama Flag State.
No way Jose!!! .
They had schedules , programs all kinds of excuses .I had to rent the facility and run it best during the night. for the sum which discouraged me from puting into action one of my crazy schemes.
Same is with the ship model center. And I am not going to spend 5000Euro to find out if this effing anchor did what i have hypothesised might do or not . I am crazy but not that crazy
By the way , why do you think I have used the word āfantasyā ??
In conclusion . Is there anything else we shall discuss here ,when basically we have agreed on everything???
Cheers
Addendum: any further remarks re unrestricted waters, depth etc, etc and ideal conditions???
Blue Star Ferry docking like a boss! (youtube.com)
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This is what MacElrevey has to say about it.
From the screenshot above:
āPerhaps the most fundamental misunderstanding about shiphandling with an anchor is the belief that a ship sheers in the direction of the anchor that is put down. This is not so. Sheering is not a significant consideration when selecting the anchor to be usedā¦ The bow of a ship with headway is steadied by the anchor regardless of which anchor is used and is not pulled in any particular direction.ā
Iāve used the anchor to shorten the final turn while anchoring several times. Always used the anchor on the side I wanted to turn so donāt know for sure in practice but what MacElrevery says here makes sense.
I donāt see how the distance from hawsepipe to centerline can be long enough compared to the distance from the rudder to the hawsepipe.
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Iāll try to reach out to Grenoble. I took their course and the Houston Pilots send a lot of pilots there. They seemed pretty open to answering questions like this. It might be interesting to have them participate in some of these discussions.
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Any news which is the makerās name of MSBD Power management/AEās control system DEIF or Aconis/Komeco installed?
in my limited experience there will be lots of variables effecting the turning circle in shallow water. Hydraulics of the channel, engine speed vs ship speed, trim, how close to saturation speed you are, and prob a few others I canāt think of right now.
Believe in a shallow channel - all of these turns are kind of a unique. Hence the art of ship handling .
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Not much love for them here either.
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Have had the honour to deal with the Aussie āwharfiesā at any time?
Yeah 32 years ago. I was not impresssed then with their ingenuity to make life difficult. I was a chmate then and my vessel Ikan Tanda ( PCL) was a freedom Mark II or III -i do not remember . I was loading there grain in Perth and steel products in New Castle. Have they morphed from big assholes into super duper asshole during the last 32 years?? If so, then lucky me.
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And you give me grief for going off topic 
I am sorry .Pls forgive me my faux-pas. But I was called out in this particular case and temptation to answer was irresistible