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An overview of all input parameters is given:


Tests have been carried out with speeds at full scale of:


Propeller rate

Tests without propeller rate and at three different propeller rates have been carried out:


Drift Angle

Tests have been carried out at five different drift angles:

Tests have been carried out with a "drift angle" of 180 to investigate the asymmetry of the propeller on the bank effect. In most cases the bank is at starboard. With a "drift angle" of 180 the bank is at the port side of the ship.


Rudder Angle

Except for validation all static tests have been carried out without deflection of the rudder. Multi modal tests have been carried out at each bank and each propeller rate. A harmonic variation is enforced on the rudder during a multimodal test.


Lateral Distance

Five different distances to the bank have been investigated:

The Hydro-geometric centre

hydro-geometric centre

The bank effect of the port side bank compensates the bank effect of the starboard side bank.

The centre of the Towing Tank

centre of the towing tank

The ship sails at the centre line of the towing tank.

Ship side above tip of the slope

side above slope

The side of the ship closest to the bank sails above the start of the sloped bank. This is the most lateral position with a constant under keel clearance.

Midship above tip of the slope

midship above start bank

The midship is located above the tip of the sloped bank.

Maximal lateral position

maximal lateral position

The maximal later position possible.


Under Keel Clearance (UKC)

Tests have been carried out with different water depths. The UKC is expressed as a percentage of the draught.


container carrier: