Samoniuc Marius-Cosmin

Grupa 2141
 The Carrousel-RAVE tug concept is the culmination of
many years of experience, research and innovation by three main
companies: Robert Allan Ltd of Canada, Voith Turbo Schneider
Propulsion GmbH & Co of Germany, and Multraship of the
Netherlands.
The design combines the Carrousel towing system
designed by Novatug and installed by Multraship on its
Multratug 12, with the unique longitudinal in-line Voith
Schneider Propeller configuration pioneered by Robert Allan
Ltd and Voith.
 Carrousel tug is a new type of tug provided with the
carousel system, which enables the towing point to be changed
according to the direction of the tow. This greatly reduces the
capsizing moment. It is even claimed that it is not possible to
capsize a carousel tug. The system uses a circular ring attached
around the base of the superstructure on the tug. This consists of
two parts: the fixed inner ring and the rotating outer ring. A
simple towing hook is mounted on the outer ring as the
attachment point for the towline.
Novatug’s Carrousel system increases the effectiveness and
lowers the cost of harbour and escort tugs. It works by placing a
ring around the tug’s superstructure that rotates freely, with the
towing wire connected to the ring by a hook or winch, allowing
the towing wire to rotate freely from the tug’s hull. This leaves
no need for rotation of the tug’s propulsion by means of
expensive, complex and high-maintenance thrusters.

The Carrousel system enables the towing wire to rotate 360

degrees around the tug. The prototype of the Carrousel tug,
´Multratug 12`, has executed numerous harbour towage
assistances during a test period. The results show that breaking
and steering powers can be multiplied by a factor of five, whilst
safety remains guaranteed. At the same time operating costs
(fuel, maintenance, surveys and damages) are substantially
decreased.
 The advantage of a Carrousel tug when working as a stern tug
during braking maneuvres is immediately obvious. It can
position it self directly behind the assisted vessel in a
transverse position (yaw angle almost 90 degrees), and thus
use the hull’s lateral resistance to create high braking forces.
 When the tug is sailing alongside in the same direction
as the assisted vessel, there is hardly any towline force
interaction. However, when assistance is required,the captain
can ‘open up’ by steering away from the assisted vessel with
the tug’s bow, thus creating lateral resistance resulting in
steering forces. By letting the tug drop down behind just a
little, and thus increasing the towline angle over 90 degrees,
the tug will create additional braking forces. This means the
bow tug can assist not only in steering, but also in braking the
assisted vessel.