When the towline angle increases relative to the longitudinal centerline of the tug, the towing point (winch) moves (with the towline) as well towards the tug’s side rather than staying fixed amidships on deck. During the initial heeling of the tug this towing point then moves down in height and thus decreases the arm of the heeling force, also decreasing the heeling moment (moment = force x arm) to zero and ending in a very stable position due to the fact that the towing point on board the tow is higher, creating a righting moment to neutralize the heeling moment. The CARROUSEL RAVE TUG is optimized to make use of this simple principle.

The CARROUSEL RAVE TUG enables you to use the hull profile to generate towline forces to brake and steer the tow. The function of the engines & propellers is then reduced to only controlling the heading and position of the tug, rather than (also) using them to generate towline force. The consumed power is logically substantially lower. Also the intrinsic safety of the Carrousel Towing System removes any need for a wide beam (and thus less efficient) hull shape. A more slender hull design is beneficial during free sailing. The CARROUSEL RAVE TUG has an optimized hull shape for as little as possible resistance through the water.

VSP’s are the best option for dynamic conditions, like steering and braking operations in turbulent water and confined spaces (like locks), where water inflow and tug heading are frequently changing relative to each other. On top of this, VSP’s are also very accurate, controllable and fast in changing the tug’s heading, which is most crucial when using the tug for dynamic steering/braking. Finally, VSP’s are also extremely reliable with lower and predictable lifecycle costs. Any initial higher costs are balanced out during the tug’s lifetime by significantly lower repair, maintenance/overhaul costs. The CARROUSEL RAVE TUGs will be made available on long term leasing propositions that are meant to reflect (and make immediately tangible) the lower total lifecycle costs.

The simple answer to this is ultimately no. In the end it is after all a steel construction that can rotate around a steel ring, which is welded in the ships deck as an integral part of the hull structure. Safely dealing with the forces that may be generated by the Carrousel System is however complex. This however forms an integral part of the CARROUSEL RAVE TUG design and as such this has been the subject of years of real-life testing and the scrutiny of the world-class engineers of Novatug and its partners.

The investment costs for the Carrousel Towing System are in general in the order of magnitude of a current standard (double winch, fore and aft) towing configuration. The winch on the Carrousel System can act as bow as well as aft winch. The added dynamic operational possibilities and increased safety of the Carrousel System for crews are the priceless extras of the CARROUSEL RAVE TUG.

The Carrousel System itself will work on any known tug design, so in principle the system is suitable for retrofitting as proven in practice by the prototype Multratug 12. Whether a conventional shaft propeller tug, an azimuth thruster tug or a Voith Schneider Propeller tug, the safety aspect that the tug can not be capsized by the towline force will be valid on whatever tug it will be installed as long as the chosen position for the ring is correct. In the CARROUSEL RAVE TUG we have designed a tug that is optimized in all respects to make use of all the beneficial possibilities of the Carrousel System in terms of safety, operational possibilities and total cost of operation.