BRIDGE EQUIPMENT - ROTI

RATE OF TURN INDICATOR

INTRODUCTION:
IMO Recommendations on passage planning lay stress on controlled navigation. The passages
in narrow channels or harbors are either along straight courses or along arcs of circles.

As per SOLAS 2000 Amendment Chapter V Regulation 19.2.9, it is mandatory for ships over
50,000 GRT to have a rate of turn indicator. IMO recommends that large alteration of courses
have to be planned along circular tracks with wheel over point marked.

The Rate of Turn Indicator (ROTI) is a device which indicates the instantaneous rate at which the
ship is turning. It is fitted on ship as an independent fitment integrated with the steering gear/auto
pilot.

Figure – 1

When the wheel is turned over, the ship actually traverses along a curved track rather than
performing a sharp turn about a point. It is very useful knowing the nature of this traversed
path the ship takes which can help in planning:
1. The desired turn with given radius
2. Desired speed of the vessel to execute the planned turn.
3. When to apply the turn (wheel over point)

RATE OF TURN FORMULAE:

ROT = v/R
Where,
v - Speed of the vessel .
R - Radius from a fixed point around which to turn the ship.

Note: ROT is directly proportional to the speed.

ROT is inversely proportional to radius.

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 BRIDGE EQUIPMENT - ROTI

Figure -2

TURNING WITH CONSTANT RADIUS

d =Rxα (α in Radian)
d = R º / 57.3 …… …… …… …… …… …… (i) (1 Rad = 57.3º)

if vessel speed = “v” knots

Then, time taken ‘t’ to cover distance “d” (Ref figure above)

t = d/v hrs
= ( d / v ) x 60 minutes (Hrs converted to minutes)
t = R x  x 60 / v x 57.3 minutes…… …… (ii) (Because, d = R º / 57.3)

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Relation between DEGREES & RADIANS ?
e.g., 180º in radians? Just divide by 57.3.
180 / 57.3 = 3.14 (The value of π) A half circle has an angle of π radians.)
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Vessel has to turn through º in the time (t) given above and has to move along the arc (d).
ROT = Angle in degrees / time in minutes to cover the angle. Therefore,

ROT =  / (R x  x 60 / 57.3 x v )
= 57.3 x v / 60 R
= 0.96 v/R deg/min

Therefore, ROT = v / R deg/min (Approx)

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Example:
Speed = 8 knots
Radius = 4 cables
ROT = 8 / 0.4
= 20o / min
When turning with Constant Radius, wheel, and hence ROT, is constantly adjusted so that the
turn maintains desired radius. (4 cables as in example)

TURNING WITH CONSTANT RATE

Alternative method of planning a turn is by maintaining constant rate of turn, instead of constant
radius. Since the speed of the ship varies during the turn, an average of the initial and final speed
is used to calculate the ROT.
When turning with Constant Rate, wheel is constantly adjusted so that the rate of turn stays
constant. (20º/min as in previous example)

Figure -3

Both methods are governed by the same formulae, i.e., ROT = v/R. or R = v/ROT
Since speed (v) variation during turn is not practical,
For constant Radius – Adjust ROT !!!
For constant ROT – Adjust Radius !!!
In both cases, ROTI is invaluable equipment.

ADVANTAGES OF ROT
 The turn and rate of turn can be pre-planned; execution becomes simple.
 Turn can be monitored easily.
 As pre-planned, use of helm is minimized.
 Even if the ship has drifted to ‘Port’ or ‘Stbd’, turn can be amended to join the course on
completion of turn.

WHEEL OVER POINT

When the wheel is turned, the ship moved on her initial course before beginning the turn. This is
primarily due to her inertia, denoted by ‘F’ and depends on various ship parameters, such as:
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BRIDGE EQUIPMENT - ROTI
 Length > Beam
 Displacement > Speed
 Trim and > Type of vessel

Therefore, the wheel should be given at some point before the actual commencement of the
desired turn.The Point at which the wheel is to be turned over is known as WHEEL OVER
POINT.

WHEEL OVER POINT- THE FORMULAE

T= R (1- Cos ) + F Sin 

Where:
T= Perpendicular distance of WOP from the new course
R = Radius of Turn
 = Angle of alteration of course
F = Depends on type & size of vessel
Small ships - 0.1,
Large ships – 0.15, and
Very large ships – 0.2

Figure - 4

Refer to the above diagram. The length ‘T’ is the sum of two components – AG and BD. T can be
calculated by finding the values of AG and BD.

In triangle OMD, angle OMD is right angle. Therefore,

OM = R cos Θ
But OE = R (radius of the turn)

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BRIDGE EQUIPMENT - ROTI
Therefore: EM = OE – OM
= R- R cos Θ
= R (1-CosΘ) = BD ….. …... (i) (OE, BD & BE, GM are parallel)

In triangle AGD, angle AGD is right angle. Angle ADG is Θ, angle between initial and final
courses. Therefore,
Sin Θ = AG / AD
AG = AD sin Θ
However, the distance AD, travelled by ship after wheel over, denoted by letter ‘F’, depends on
various ship parameters as explained above. The following values are assumed for F:

Small ships - 0.1 NM

Large ships – 0.15 NM
Very large ships – 0.2 NM
Thus AD sin Θ = F sin Θ = AG ….. ….. ….. (ii)

Now, T = AG + BD.

From (i) and (ii) above we get,

T= R (1- Cos ) + F Sin 

ADVANTAGES – USES OF WHEEL OVER

 Transiting confined channels
 Conning a large vessel
 Elimination of cross track error (XTE) on the new course
 Can be plotted on the reflection plotter
 Can be plotted electronically on the ARPA
 Turning predictions can be made for a moderate value of helm (100 to 150)

PRECAUTIONS WHILE USING RATE OF TURN INDICATOR

 The speed of the vessel for calculating ROT is “Speed over Ground” and not “speed through
Water”.
 Initially a large helm is required in order to achieve the desired ROT. Approaching desired
ROT, helm must be eased, to just enough to maintain the ROT.
 In case of constant radius turn, ground speed must be monitored carefully so that if the
speed reduces, ROT can be adjusted (reduced) accordingly.
 For large ships, it is easier to reduce ROT than to increase it. Therefore, it is safer to over-
estimate ROT than under-estimate it. This way if the vessel turns faster, ROT can be reduced
in order to control the vessel in more effective manner.