Very scholarly. I missed that bit.
However it fits neatly with the 'Donkey effect'. It shows that the pivot point which was about 1/3L from the bow before contact, transferred aft at the moment of contact. Thereafter, as you have pointed out, the center of side-ways push moved aft as the ship passed the iceberg. The result of this would be a constant changing of the position of the center of flotation.
First, the bow would start turning left.. to port. Then, 6 seconds later it would hit the iceberg about 20 feet aft of the stem. The bow would be pushed suddenly left. At that moment, the center of floatation would be instantly transferred to about 2 thirds L from the stem and the bow would cant right in defiance of the rudder action. As more of the ship move into relatively undisturbed water beyond the iceberg, the Center of Flotation would begin to move forward again. The instant contact was lost, the rudder action would take over and the ship would resume her turn to port. All of this would have taken place in the first 12 seconds. During the next 9 seconds, the stern would resume closing on the iceberg.
I tried to explain this idea in another post some time ago. Here is the rough sketch I used to illustrate my point:
Perhaps you can do the maths on it and make a name for yourself? The jury is still out on the exact mechanics of the 'Donkey Effect' But exist it most certainly does and as far as I can see, there is no reason to reject it as a contributor in the way Titanic moved her bow during the time she tried to avoid the ice.
Perhaps the error in the past has been to neglect the ever-changing position of the 'virtual 'Pivot Point?
I not you make no further comment of the evidence of Fleet!
Good day nboal!
In 1912, they still used the 'tiller' commands althought the wheel was turned in the direction in which they wished the bow to go. It was much later that they abolished this. Hichens thought in terms of 'turn left therefore turn wheel left' That's what hard-a-starboard meant to him. He and others like him would have found it difficult to re-adjust when the helm commands were standardised at a later date.
I quote for a British Ministry of Transport edict:
"from 30th June, 1931, helm or steering orders to the steersman shall be given in the direct sense, e.g. when the ship is going ahead an order containing the word 'starboard' or 'right' or any equivalent of 'starboard' or 'right shall only be used when it is intended, on ships as at the present generally constructed and arranged, that the wheel, the rudder blade and the head of the ship, shall all move to the right."