Georges, I suggest you read the evidence properly.Jim, I stand by with what I wrote in post #1948. So please don’t use my name in a way to confirm your own preexisting biased beliefs or hypotheses.
I’ve already enlighten at length that Mate Murdoch made everything possible to limit the damage. That he was not foolish enough to keep the rudder Hard-Left, if he ever gave that counter natural wheel order. «Going with what Hichens mentioned aboard Carpathia the engine orders (stop) & closing of the WTDs were given after the "Hard-a-port" (which was given during the crash) order». Therefore, to avoid unjustifiable and extensive iceberg pressure all along the starboard side, the rudder must have been ordered Hard-Right. Thence, Titanic initiated a turning momentum to Starboard (clockwise), when the berg was located in the area of BR No.4 where the pressure was relieved, until steadied by the master close by her previous westerly course, possibly on a North-West heading but most doubtfully on a South of West one.
Here are some more explanations of the peripatetic pivoting point that could help you to understand the principles;
- Don’t waste your time with explanations; people only hear what they want to hear.
- For those who understand, no explanation is needed. For those who do not understand, no explanation is possible
- To him who has had the experience no explanation is necessary, to him who has not, none is possible.
- If you can't understand it without an explanation, you can't understand it with an explanation.
- Do not ask for an explanation if you do not intend to believe it.
As for; «In fact, what would happen to the stern if the starboard shoulder made contact with a knuckle as she moved ahead along the quay?» ... I can’t wait for your usual preexisting beliefs and hypotheses to elucidate the matter.
Have a good day Jim!
Murdoch did not order a counteraction helm order as part of the berg avoidance system, that was his intention but he did not have time to instigate that order before the ship made contact.
"I put her hard astarboard and run the engines full astern, but it was too close; she hit it...I intended to port around it, but she hit before I could do any more."
Helmsman QM Hitchens was specifically asked if he was given a second helm order. He said he only receive the hard-a-starboard order.
"Just as she struck I had the order "Hard-a-starboard" when she struck.
1315. Was that the only order you had as to the helm? A: - Yes."
QM Olliver who witnessed the second helm order said it was given after the berg was astern.
What I know about the wheel - I was stand-by to run messages, but what I knew about the helm is, hard aport.
I know the orders I heard when I was on the bridge was after we had struck the iceberg. I heard hard aport, and there was the man at the wheel and the officer. The officer was seeing it was carried out right...The iceberg was away up stern...That is when the order "hard aport" was given; yes, sir."
I do not need a lecture from you on anything nautical, Georges.including, but not limited to, the behavior of the pivot point within the hull relative to the vessel's bow and stern. Nor do I need big words like peripatetic. I suggest that you reserve that splendid description for those you wish to impress.
What I do know, and you have confirmed is that the iceberg became the fulcrum around which the ship pivoted and the pivot point within the ship disappeared until contact was broken at a point about 270 aft of the stem bar.
I suggest you go back to your earlier posts and re-read them. After that, have a think about the following:
1. How was it possible for the rudder to be effective in the maelstrom around the stern aperture that you described?
2. Why was the berg 50 odd feet out from the side of the ship as it passed midship?
3. Why was the berg less than 10 feet from the stern as it passed it?