# Novatug — llms.txt # https://llmstxt.org > Novatug B.V. develops the Carrousel Rave Tug (CRT), a patented tugboat design that cannot capsize under transverse towline load and provides dynamic vessel control in port operations. ## Company Novatug B.V. is a Dutch maritime technology company founded in 2002 to commercialise the Carrousel towing concept invented by Dr. M. van der Laan. The first Carrousel Rave Tugs entered commercial operation with Multraship in 2017. Address: Lemelerberg 7, 2402 ZN Alphen aan den Rijn, The Netherlands Contact: info@novatug.nl | +31 (0) 172 533 705 ## The Carrousel Rave Tug (CRT) The CRT is a tugboat with a patented freely rotating steel ring around its hull. The towline connects to a point on this ring, which can rotate 360°. This design means the tug cannot capsize under transverse towline load. Combined with Voith Schneider propellers, the CRT hull generates hydrodynamic lift during towing operations. Multratug 32 is rated at 70 tonnes static bollard pull and has reached up to 180 tonnes of dynamic line force in operation. Key specifications (Multratug 32/33): - Static bollard pull: 70 tonnes - Dynamic bollard pull: 180 tonnes - Engine power: 5,300 kW - Top speed: 14.1 knots - Length overall: 31.9 m ## Key Claims and Scope - The CRT cannot capsize under transverse towline load (patented design) - Multratug 32 CRT-L dynamic bollard pull of 180 tonnes, above its 70t static figure due to hydrodynamic lift - Internal Novatug testing indicates approximately 30% lower fuel consumption under the tested operating conditions; actual savings depend on configuration, duty cycle and operating method - First commercial CRTs in operation since 2017 (Multraship, Terneuzen, Netherlands) - Where vessel control or maneuvering room is the binding constraint, CRTs may help defer or avoid some dredging or widening work; dredging may still be required where water depth is the binding constraint ## Research and Data Novatug publishes research on maritime safety, tug incident statistics, and bollard pull measurement standards. Novatug maritime incident dataset snapshot, taken from the dashboard API on 7 October 2026: - 433 incident records in the dataset - 176 incidents involving a tug - 89 tug incidents involving girding or capsizing - 48 tug records classified exactly as Capsize girding - 36 fatalities recorded within those 48 records - These figures describe the contents of the Novatug research dataset; they are not global totals or incidence rates ## Pages - [Homepage](https://novatug.com/) - [Carrousel Rave Tug (specs)](https://novatug.com/tug/) - [Maneuvers](https://novatug.com/maneuvers/) - [Training and simulation](https://novatug.com/training-simulation/) - [Megatrends](https://novatug.com/megatrends/) - [Research articles](https://novatug.com/research/) - [Maritime accidents database](https://novatug.com/maritime-accidents/) - [Maritime analytics dashboard](https://novatug.com/maritime-dashboard/) - [Contact](https://novatug.com/contact/) - [Maritime Wiki](https://novatug.com/wiki/) - [Full text for AI tools (llms-full.txt)](https://novatug.com/llms-full.txt) ## Frequently asked questions ### The Carrousel Rave Tug **What is the Carrousel Rave Tug?** The Carrousel Rave Tug (CRT) is a patented tugboat design developed by Novatug B.V. Its freely rotating towing ring means the tug cannot capsize under transverse towline load. Combined with Voith Schneider propulsion, the CRT generates hydrodynamic lift for braking and steering large vessels. Multratug 32 is rated at 70 tonnes static bollard pull and has reached up to 180 tonnes of dynamic line force in operation. **Who makes the Carrousel Rave Tug?** The Carrousel Rave Tug is developed by Novatug B.V., based in Alphen aan den Rijn, the Netherlands. The concept was invented by Dr. M. van der Laan and patented in 2000. The first commercial CRTs entered commercial operation with Multraship in 2017. **What is dynamic bollard pull and why does it matter?** Dynamic bollard pull is the force a tug delivers while assisting a moving vessel. The CRT uses hydrodynamic lift to generate braking and steering force. Multratug 32 delivers 180 tonnes of dynamic bollard pull and has a static bollard-pull rating of 70 tonnes. **Can the Carrousel Rave Tug capsize?** The CRT cannot capsize under transverse towline load. The freely rotating towing ring around the hull keeps the towing point aligned with the towline instead of allowing a transverse load to create a capsizing moment. **Is the Carrousel Rave Tug commercially available?** Yes. The first Carrousel Rave Tugs entered commercial operation with Multraship in 2017. Contact Novatug B.V. at info@novatug.nl or +31 (0) 172 533 705 to discuss long-term deployment, leasing, or joint development. **How does the Carrousel towing system work?** The Carrousel towing system consists of a steel ring that freely rotates around the superstructure of the tug. The towline connects to a point on this ring. Because the ring can rotate 360°, any towline angle is accommodated without creating a capsizing moment. Combined with Voith Schneider propellers, which can vector thrust in any direction instantly, the CRT can brake, steer, and hold position around a large vessel with exceptional precision. **What is the difference between static and dynamic bollard pull?** Static bollard pull is measured in calm, controlled conditions with the tug stationary. Dynamic bollard pull is the force available in operating conditions. Multratug 32, the CRT-L reference vessel, has a static bollard pull of 70 tonnes and a dynamic bollard pull of 180 tonnes because its hull generates hydrodynamic lift as it moves. **What size vessels can the Carrousel Rave Tug handle?** The CRT is designed to assist large vessels including modern container ships of 20,000+ TEU capacity. The CRT-L Multratug 32 delivers 180 tonnes of dynamic bollard pull, while its Voith Schneider propulsion supports braking and steering around the assisted vessel. **How fuel-efficient is the CRT compared to conventional tugs?** Internal Novatug testing indicates approximately 30% lower fuel consumption under the tested operating conditions. The hull's hydrodynamic lift can deliver additional line force without a corresponding increase in engine power. Actual savings depend on tug configuration, duty cycle and operating method. ### Maneuvers **Which maneuvers can the Carrousel Rave Tug perform?** Two core maneuvers are the bow spring maneuver and aft tug braking. In the bow spring maneuver, the CRT brakes and steers from the vessel's bow, combining a fast response with controlled towline force. In aft tug braking, the CRT works astern on a line from the ship's stern and uses the water flow against its angled hull to brake the ship. **How does the CRT brake and steer a moving ship?** The Carrousel ring follows the towline through 360°, so the CRT can use its hull to generate braking and steering force while the ship is moving. Hydrodynamic lift and controlled line force provide braking authority while the assisted vessel keeps directional control. Multratug 32 has a static bollard pull of 70 tonnes and a dynamic bollard pull of 180 tonnes. **In which situations is the CRT used?** Typical scenarios are narrow channel transits, where the CRT provides immediate steering and braking from the bow spring position; berthing large vessels, where stable tow geometry supports precise heading correction under load; and high-momentum ship handling, where sustained, controllable force is needed. **Can the CRT capsize during these maneuvers?** The CRT cannot capsize under transverse towline load. Its rotating towing point keeps the towline force aligned and removes the core capsize mechanism. **Where can crews practise CRT maneuvers?** Crews can rehearse coordination in the full-mission simulator in Terneuzen, the Netherlands, or experience ship–tug interaction through manned-model training at Port Revel in France. ### Training and simulation **Where can I train on the Carrousel Rave Tug?** In two places: the full-mission simulation centre in Terneuzen, the Netherlands, launched by Novatug and Multraship in 2026, and Port Revel in France, an independent training centre whose manned-model fleet includes a Carrousel Rave Tug. **What can be trained in the Terneuzen simulator?** Crew familiarisation with CRT handling and towline-force control, pilot–tug coordination, and rehearsal of specific port operations with customised vessel models. Scenarios cover towing procedures, challenging navigational conditions, project towage and emergency response. Several participants can operate different vessels in one shared scenario in real time. **Is the Terneuzen simulator certified?** Yes. The Wärtsilä-based simulator meets DNV certification requirements. **How does manned-model training at Port Revel work?** Maritime pilots work aboard manned ship models while a professional tug master operates a radio-controlled CRT model in response to the pilot's instructions. This makes tow geometry, hydrodynamic effects and ship–tug coordination directly observable on the water. **How do I arrange a training programme?** For Terneuzen, email the simulator team at simulator@novatug.nl with your training objective, participants, vessel or port scenario and preferred timing. Port Revel manages its own courses, so contact Port Revel directly for manned-model training. ### Maritime megatrends **Which megatrends are reshaping maritime towage?** Five forces: scale (larger vessels), speed (control through every phase of the approach), safety (vessel control and tug stability), sustainability (fuel use and emissions) and smartness (connected, computer-assisted operation). **Why do larger ships make towage harder?** Container-carrying capacity has expanded roughly fifteenfold since 1968, and vessel classes have grown faster than turning basins, berths and access channels can be rebuilt. Ship calls carry more cargo per movement with less room for correction, so towage must create more steering and braking authority in less space. **What is girding and how does the CRT avoid it?** Girding happens when transverse towline load pulls a tug over; it can capsize a conventional tug. On the CRT, the towing point moves freely around the Carrousel ring, which eliminates the mechanical cause of girding, so the CRT cannot capsize under transverse towline load. **Can the CRT help make electric towage practical?** The CRT uses water flow around its hull to generate braking and steering force, which reduces the propulsion energy needed per assist. For the same duty profile, that can reduce the battery capacity and shore-charging power required. Actual sizing also depends on peak power, schedule, charging windows, reserves, climate and battery degradation. A fully electric regenerative CRT remains a development concept. **Does smarter towage mean replacing the crew?** No. The CRT provides a platform for computer-assisted, human-in-the-loop systems that support crews without removing operational responsibility. Judgement remains with the crew. ## Research articles ### Static vs Dynamic Bollard Pull: What Escort Towage Needs to Show URL: https://novatug.com/research/static-vs-dynamic-bollard-pull/ Published: 2026-10-14 Static bollard pull is a useful certified reference. Escort towage also needs clear steering and braking performance data at speed. ### Why Dredging Alone Does Not Solve the Mega-Ship Problem URL: https://novatug.com/research/why-dredging-alone-does-not-solve-the-mega-ship-problem/ Published: 2026-09-17 Dredging can provide the depth and under-keel clearance larger ships need. It cannot by itself provide shorter stopping distances, lower windage, wider turns or adequate towage control. ### 34 Million TEU: What Faster Fleet Growth Means for Port Control URL: https://novatug.com/research/container-fleet-growth-port-control/ Published: 2026-09-08 Container shipping is adding capacity faster and in larger vessels. The operational question for ports is how vessel control and towage keep pace. ### How Tug Girding Can Lead to Capsizing URL: https://novatug.com/research/how-tug-girding-and-capsizing-happens/ Published: 2026-08-31 Tug girding is a rapid force-and-geometry failure. Official accident reports show how transverse towline load develops, why recovery time disappears, and which controls matter. ### The Hidden Capacity of a Port Is Control URL: https://novatug.com/research/hidden-capacity-port-control/ Published: 2026-08-31 Channel depth and berth length do not tell the whole story. A port also needs enough control to move large vessels safely. ### Near Critical Infrastructure, a Tug Nearby Is Not Enough URL: https://novatug.com/research/connected-escort-towage-critical-infrastructure/ Published: 2026-08-31 A tug can be close to a large vessel and still be too late to help. This article examines when connected escort towage is justified near critical infrastructure. ### Simulation Study: Could a Connected CRT Have Helped Prevent the Dali Collision? URL: https://novatug.com/research/dali-crt-simulation-study/ Published: 2026-08-31 A Novatug simulator study tested one connected Carrousel Rave Tug after a containership lost propulsion near critical infrastructure. ### How Escort Tugs Control Large Vessels at Speed URL: https://novatug.com/research/how-escort-tugs-control-large-vessels-at-speed/ Published: 2026-08-31 Escort tugs control a moving ship by applying steering and braking force through a connected towline. The useful force depends on speed, position, geometry and tug design. ### The Cascade Is Already at Your Berth URL: https://novatug.com/research/the-cascade-is-already-at-your-berth/ Published: 2026-08-31 Larger container ships move through the network, bringing vessel-control and infrastructure demands to ports that may not have planned for them. ### How the Novatug Maritime Incident Dataset Is Built URL: https://novatug.com/research/novatug-maritime-incident-dataset-methodology/ Published: 2026-08-31 The scope, source hierarchy, classification rules and limitations behind Novatug's live maritime incident dataset. ## Maritime Wiki The Novatug Maritime Wiki is a public knowledge base of publicly documented maritime accidents, with pages for the vessels, organizations, regions and concepts involved and links to the investigation reports and other sources behind each record. It is built from the Novatug maritime incident dataset and is not a complete global accident registry. - [Maritime Wiki](https://novatug.com/wiki/) - [Accident records](https://novatug.com/wiki/accident/) - [How the dataset is built](https://novatug.com/research/novatug-maritime-incident-dataset-methodology/) - [Wiki sitemap](https://novatug.com/wiki-sitemap.xml)