Offshore Archives - Tuco Marine Group https://tuco.dk/category/offshore/ Fast boats for professionals Thu, 10 Sep 2026 11:57:21 +0000 en-US hourly 1 https://wordpress.org/?v=7.1.3 https://tuco.dk/wp-content/uploads/2025/01/TucoFavicon_32x32.png Offshore Archives - Tuco Marine Group https://tuco.dk/category/offshore/ 32 32 Part 3/3: How a workboat becomes a precision instrument, the engineering behind clean survey data. https://tuco.dk/part-3-3-how-a-workboat-becomes-a-precision-instrument-the-engineering-behind-clean-survey-data/ Thu, 10 Sep 2026 11:53:31 +0000 https://tuco.dk/?p=14275 Buy the best multibeam on the market, bolt it to the wrong boat, and you will collect expensive noise. The uncomfortable truth of hydrography and ocean survey is that data quality is decided by the platform as much as by the sensor. What follows is a tour of what the modern kit can really do, how deep, how accurately, and the concrete physical problems a survey platform has to solve to let it. It is written to be readable without a hydrography degree, but the numbers are real. Keeping the hull acoustically quiet A multibeam echo sounder works by sending a fan of sound down at the seabed and timing the echoes across a wide arc. Its enemy is air. Cavitation bubbles and the sweep-down of aerated water from the bow get entrained under the hull, right across the transducer face, and because the sonar runs at high frequency (a modern shallow-water head sweeps roughly 150–700 kHz), even a thin curtain of microbubbles will scatter the beam and blank part of a swath. There is a physical trade-off underneath this: higher frequencies give finer resolution but are absorbed faster, so they reach less deep and are more easily disrupted by bubbles; lower frequencies reach further but resolve less. The faster and harder the boat works, the more air it drags under itself, so the problem is worst exactly when you want to survey efficiently. The solution is a hull decision, not a sensor decision: shape the flow under the transducer with computational fluid dynamics before the boat is built, recess the transducer into a faired sea-chest or gondola, and keep bow-generated bubbles from sweeping aft over it. Flow noise across the transducer face matters too, not just bubbles. Get this wrong and no amount of processing recovers the data, which is why it is the single most under-appreciated factor in survey-boat design. A structure stiff and silent enough to trust A survey system is calibrated so it knows the exact offsets and angles between the sonar, the motion sensor and the GNSS antennas, down to millimetres and hundredths of a degree. If the hull flexes as fuel burns off or the sun heats one side, those offsets drift and the seabed smears. A carbon-fibre sandwich composite hull, built in one shot by vacuum infusion, is exceptionally stiff and dimensionally stable, thanks to carbon’s high stiffness-to-weight and very low thermal expansion, it holds its geometry better than a heavier steel or aluminium equivalent. It is also light, which buys two things at once: a shallow draft to work the shallows, and enough weight margin that a ~15.6 m platform can still be lifted onto a mother ship’s davit at around 15 tonnes and yet transit at close to 39 knots on twin 600 hp drives. Noise and vibration matter too, but not in the way people assume. A multibeam works hundreds of kilohertz above engine noise, so the two rarely compete directly in the same acoustic band. What vibration really threatens is the calibrated sensor mount and the acquisition electronics, and a noisy cabin wears down a crew working a full survey shift. So the platform is engineered to decouple both: a floating floor separates the cabin from the hull to cut structure-borne noise, ProZero Research & Survey Workboats, SoMe Series and the transducer mount and electronics are isolated from machinery vibration. A gyro stabiliser adds to this by physically damping roll, which, as the next section explains, directly widens the part of each swath you can actually use. Knowing exactly where the sonar was, and how it was pointing, to the microsecond A sounding is only as good as your knowledge of where the transducer was and how it was tilted at the instant of the ping. That job falls to a GNSS-aided inertial navigation system, the class of kit exemplified by an Applanix POS MV OceanMaster. It fuses two GNSS antennas with an inertial measurement unit so that heading is held to about 0.01° (given a GNSS antenna separation of roughly 4 m) and, crucially, is immune to the magnetic errors that plague a compass; heave is measured with no settling time; position is resolved to a few centimetres using RTK corrections in real time or post-processed kinematic (PPK) afterwards; and every value is time-tagged to the microsecond so there is zero latency between the navigation data and the acoustic data. Why it matters is geometry. At the edge of a wide swath (±60° and beyond) a tiny attitude error is multiplied by the slant range, so a few hundredths of a degree can become decimetres of vertical error in deeper water. That is why the whole system has to be calibrated with a “patch test” before real work begins, running reciprocal lines over a slope, a flat and a discrete object to solve, in order, the timing latency and then the roll, pitch and yaw misalignment (the boresight) between the motion sensor and the sonar head. Latency alone, uncorrected, throws soundings along-track; even tens of milliseconds are visible in the data. The motion system and its calibration are what let a surveyor trust the outer beams instead of throwing them away. The sonar itself, how deep, how wide, how fine, and what else it sees Now the sensor can do its job. A modern dual-head shallow-water multibeam, the Kongsberg EM-series is the reference point, maps from about 0.5 m under the keel to several hundred metres at 300 kHz, extending to around 600 m in a lower-frequency (200 kHz) mode (in shallow coastal work the useful band is the top 100 m or so). It is frequency-agile across ~150–700 kHz: around 300 kHz for general mapping, 400 kHz for structure inspection, and 600–700 kHz for small-object detection and fine 3D work, with beamwidths as tight as 0.4° by 0.7°. It fires up to 50 pings a second and returns up to around 1,024 soundings per ping in standard mode, rising to some 4,000 in quad-swath modes, with

The post Part 3/3: How a workboat becomes a precision instrument, the engineering behind clean survey data. appeared first on Tuco Marine Group.

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Buy the best multibeam on the market, bolt it to the wrong boat, and you will collect expensive noise. The uncomfortable truth of hydrography and ocean survey is that data quality is decided by the platform as much as by the sensor. What follows is a tour of what the modern kit can really do, how deep, how accurately, and the concrete physical problems a survey platform has to solve to let it. It is written to be readable without a hydrography degree, but the numbers are real.

  1. Keeping the hull acoustically quiet

A multibeam echo sounder works by sending a fan of sound down at the seabed and timing the echoes across a wide arc. Its enemy is air. Cavitation bubbles and the sweep-down of aerated water from the bow get entrained under the hull, right across the transducer face, and because the sonar runs at high frequency (a modern shallow-water head sweeps roughly 150–700 kHz), even a thin curtain of microbubbles will scatter the beam and blank part of a swath.

There is a physical trade-off underneath this: higher frequencies give finer resolution but are absorbed faster, so they reach less deep and are more easily disrupted by bubbles; lower frequencies reach further but resolve less. The faster and harder the boat works, the more air it drags under itself, so the problem is worst exactly when you want to survey efficiently.

The solution is a hull decision, not a sensor decision: shape the flow under the transducer with computational fluid dynamics before the boat is built, recess the transducer into a faired sea-chest or gondola, and keep bow-generated bubbles from sweeping aft over it. Flow noise across the transducer face matters too, not just bubbles. Get this wrong and no amount of processing recovers the data, which is why it is the single most under-appreciated factor in survey-boat design.

  1. A structure stiff and silent enough to trust

A survey system is calibrated so it knows the exact offsets and angles between the sonar, the motion sensor and the GNSS antennas, down to millimetres and hundredths of a degree. If the hull flexes as fuel burns off or the sun heats one side, those offsets drift and the seabed smears. A carbon-fibre sandwich composite hull, built in one shot by vacuum infusion, is exceptionally stiff and dimensionally stable, thanks to carbon’s high stiffness-to-weight and very low thermal expansion, it holds its geometry better than a heavier steel or aluminium equivalent. It is also light, which buys two things at once: a shallow draft to work the shallows, and enough weight margin that a ~15.6 m platform can still be lifted onto a mother ship’s davit at around 15 tonnes and yet transit at close to 39 knots on twin 600 hp drives.

Noise and vibration matter too, but not in the way people assume. A multibeam works hundreds of kilohertz above engine noise, so the two rarely compete directly in the same acoustic band. What vibration really threatens is the calibrated sensor mount and the acquisition electronics, and a noisy cabin wears down a crew working a full survey shift. So the platform is engineered to decouple both: a floating floor separates the cabin from the hull to cut structure-borne noise, ProZero Research & Survey Workboats, SoMe Series and the transducer mount and electronics are isolated from machinery vibration. A gyro stabiliser adds to this by physically damping roll, which, as the next section explains, directly widens the part of each swath you can actually use.

  1. Knowing exactly where the sonar was, and how it was pointing, to the microsecond

A sounding is only as good as your knowledge of where the transducer was and how it was tilted at the instant of the ping. That job falls to a GNSS-aided inertial navigation system, the class of kit exemplified by an Applanix POS MV OceanMaster. It fuses two GNSS antennas with an inertial measurement unit so that heading is held to about 0.01° (given a GNSS antenna separation of roughly 4 m) and, crucially, is immune to the magnetic errors that plague a compass; heave is measured with no settling time; position is resolved to a few centimetres using RTK corrections in real time or post-processed kinematic (PPK) afterwards; and every value is time-tagged to the microsecond so there is zero latency between the navigation data and the acoustic data.

Why it matters is geometry. At the edge of a wide swath (±60° and beyond) a tiny attitude error is multiplied by the slant range, so a few hundredths of a degree can become decimetres of vertical error in deeper water. That is why the whole system has to be calibrated with a “patch test” before real work begins, running reciprocal lines over a slope, a flat and a discrete object to solve, in order, the timing latency and then the roll, pitch and yaw misalignment (the boresight) between the motion sensor and the sonar head. Latency alone, uncorrected, throws soundings along-track; even tens of milliseconds are visible in the data. The motion system and its calibration are what let a surveyor trust the outer beams instead of throwing them away.

  1. The sonar itself, how deep, how wide, how fine, and what else it sees

Now the sensor can do its job. A modern dual-head shallow-water multibeam, the Kongsberg EM-series is the reference point, maps from about 0.5 m under the keel to several hundred metres at 300 kHz, extending to around 600 m in a lower-frequency (200 kHz) mode (in shallow coastal work the useful band is the top 100 m or so). It is frequency-agile across ~150–700 kHz: around 300 kHz for general mapping, 400 kHz for structure inspection, and 600–700 kHz for small-object detection and fine 3D work, with beamwidths as tight as 0.4° by 0.7°. It fires up to 50 pings a second and returns up to around 1,024 soundings per ping in standard mode, rising to some 4,000 in quad-swath modes, with depth resolution of only a few millimetres. To place each of those soundings it detects the seabed differently across the fan, by echo amplitude near vertical, where the return is strong, and by phase (interferometry) out at the grazing angles where amplitude alone is unreliable.

The dual head is the point in shallow water. When the water is only a few metres deep, a single head’s fan touches only a narrow strip of seabed, so coverage collapses and you need many more passes; two heads angled outboard keep the swath very wide, up to around 220° with dual receivers, and the survey productive. Smart beam-steering (steering the beams toward the platform’s predicted pitch) keeps detections clean even on small, fast or uncrewed platforms that pitch sharply. And bathymetry is not all a multibeam records: the strength of each return (backscatter) is used to classify the seabed into sand, gravel, rock or reef, the raw material of habitat mapping, and the full water-column echo can reveal fish, gas seeps, wrecks standing proud or a mid-water target, turning a depth sensor into a broader observation tool.

  1. The sound-speed trap

Here is the problem that catches out the unwary: sound does not travel through seawater at a constant speed. It varies from roughly 1,450 to 1,550 m/s with temperature, salinity and pressure, and a beam launched at an angle bends as it crosses layers of different sound speed, temperature inversions, haloclines and freshwater lenses all create them. Assume the wrong profile and a flat seabed is recorded as a smile or a frown; the outer beams can be metres out while the centre still looks perfect.

The fix is two-fold. A sound-velocity probe at the transducer measures the surface sound speed continuously, which the sonar needs to form its beams at the correct angles in the first place. And sound-velocity casts through the water column let the processing software ray-trace each beam back to its true position. Because sound speed changes through the day and across a survey area, the casts have to be repeated often, which is why underway systems such as a moving-vessel profiler, dropping and recovering a probe while the boat keeps running, are used to avoid stopping the survey every time. It is unglamorous work, but it is the difference between a chart you can dredge to and one you cannot.

  1. Turning raw pings into a chart, datum and processing

Two more problems stand between the sonar and a usable chart. The first is vertical reference: a depth only means something relative to a datum. Traditional surveys tie soundings to tide gauges; modern practice increasingly uses ellipsoidally referenced survey, where the GNSS-INS gives height above the ellipsoid directly and a separation model converts that to chart datum, removing much of the uncertainty tide models introduce, especially offshore and in complex estuaries. The second is sheer volume: a day’s survey can produce hundreds of millions of soundings, far too many to check by hand. The industry standard, CUBE, Combined Uncertainty and Bathymetry Estimator, propagates the uncertainty of every sounding and uses it to estimate the most probable seabed, and it is increasingly paired with machine-learning cleaners that flag outliers a rule-based filter misses. The direction of travel is clear: more data, collected faster, cleaned more automatically, with the surveyor supervising rather than hand-editing every ping.

  1. Getting it in the water, protected, and increasingly, autonomous

The rest is integration discipline. Over-side universal sonar mounts on a rigid pole (a Z-pole of around 7.5 ft) deploy additional sensors clear of hull turbulence and retract cleanly for transit. The acquisition electronics live in a climate-controlled, dehumidified, shock-mounted 19-inch rack, because survey computers fail from heat, damp and vibration long before they fail from age; every cable run is sealed through certified penetrations; and the electrical system is engineered to stay quiet, because electrical noise ends up in the data just as surely as acoustic noise does.

And the platform is increasingly its own operator. An autonomy package, the Sea Machines class of system, with panoramic and bullet cameras lets the same boat run optionally-crewed or fully uncrewed along long, pre-planned survey lines, obeying the collision-avoidance rules of the road and holding an anti-grounding envelope, controlled over the horizon via satellite links. That is exactly the repetitive, tightly-planned work machines do better than tired people. In research programmes such as MERLIN (led by the University of Birmingham) the next step is being built now: platforms that don’t just map autonomously but grasp and sample the seabed themselves, turning a survey vessel from an observer into a tool that reaches in and acts.

The point
Every one of these choices is made before the sonar is switched on: hydrodynamics, stiffness, silence, motion reference and its calibration, sound-speed correction, vertical datum, protected and quiet electronics, autonomy. Get them right and an ordinary sensor delivers excellent data; get them wrong and the best sensor in the world cannot save the survey. That is the whole case for treating a survey vessel as an instrument that happens to float, whether it is mapping a harbour approach, monitoring a reef, or working the edge of an abyssal plain.

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]]> Part 2/3: The built ocean, the survey work behind everything we put on the seabed. https://tuco.dk/part-2-3-the-built-ocean-the-survey-work-behind-everything-we-put-on-the-seabed/ Tue, 25 Aug 2026 09:03:39 +0000 https://tuco.dk/?p=14256 We are building and defending more on and under the sea than at any time in history: wind farms, cables, pipelines, interconnectors, ports and coastal defences. Every one of them sits on a seabed that has to be mapped before it is touched and watched for as long as it is in service. Underneath the visible engineering, the built ocean is a survey business, and the standard it must meet is exacting. The standard that governs safe waterBefore anything else, waterways have to be charted accurately enough to trust. The benchmark is the International Hydrographic Organization’s S-44 standard, now in its 6th edition, which specifies every survey by five things: horizontal and vertical uncertainty, feature detection, feature search and bathymetric coverage. Vertical accuracy is not a single figure, it is defined so a fixed allowance combines with a term that grows with depth, keeping a survey honest whether the water is two metres or two hundred. The Orders set the bar: the new Exclusive Order, written for critical harbours and channels with minimal under-keel clearance, sets a fixed vertical-uncertainty floor of about ±10 cm, with the allowable uncertainty growing with depth, to roughly ±0.3 m at 40 m, plus full seafloor coverage and detection of objects as small as roughly half a metre; Special Order now also requires 100% coverage; and Order 1a demands a complete feature search that must find anything larger than a two-metre cube in water shallower than 40 m. In a busy channel where clearance under a laden hull is measured in tens of centimetres, that is the difference between a chart you can trust and one you cannot, and much of it is worked in half a metre of water, on a hull that can survive touching bottom. Offshore wind: a decade of survey, per project.The scale is set in policy. At the 2023 Ostend summit, nine North Seas countries committed to roughly 120 GW of offshore wind by 2030 and 300 GW by 2050, from under 30 GW today, a build-out measured in thousands of turbines and well over a hundred thousand kilometres of cable. And none of it is surveyed once. Site characterisation, before construction, runs a coordinated sensor spread: a multibeam echo sounder for bathymetry, side-scan sonar for seabed texture and debris, a sub-bottom profiler for the shallow geology, and a magnetometer or gradiometer to find buried steel, feeding geotechnical sampling and, critically in the North and Baltic Seas, dedicated unexploded-ordnance survey. Both World Wars left the seabed littered with munitions, and UXO clearance along every cable route and around every foundation needs far denser data than a normal chart: tighter line spacing and higher ping density to resolve small individual targets. Then comes operational monitoring, repeated for the 25-to-30-year life of the asset. The recurring questions never change: how deep is each cable buried now, its depth-of-lowering, how much scour has opened around each monopile since the last visit, and is any free span approaching the length at which vortex-induced vibration will fatigue it? Because those answers are needed again and again to a fixed plan, this is the work moving fastest onto uncrewed platforms: XOCEAN has run large seabed-survey campaigns for Vattenfall across wind farms in Denmark, Sweden and the UK using electric USVs, which can cut a survey’s carbon footprint by up to 99% versus a crewed vessel; and transoceanic USVs such as Exail’s DriX O-16 now offer around 30 days’ endurance and roughly 3,500 nautical miles of range carrying survey-grade multibeam. Floating wind will push the same work into deeper water still. According to Fortune Business Insights, the wider hydrographic survey-equipment market is forecast to grow from about USD 4.0 billion in 2026 to USD 6.6 billion by 2034 (other analysts put the current market somewhat lower). Holding the coastCoastlines are actively managed, and every intervention is bracketed by survey. Authorities run full-coverage measurement before sand nourishment and again afterwards, differencing the two seabed surfaces to confirm exactly how many cubic metres landed where they were meant to, and how the profile behaves a season later. They survey licensed sand-extraction areas repeatedly, often adding a sub-bottom profiler to map the thickness of workable sand beneath the seabed, and they inspect built structures, locks, groynes, breakwaters, revetments, where the multibeam is switched to a higher frequency (600–700 kHz) to resolve individual armour blocks and the scour developing around them. The Danish Coastal Authority has surveyed Danish waters since 1874, today to millimetre order; as sea level rises and storms intensify, that recurring evidence base is what coastal-protection budgets and safety cases are built on, and much of it happens in the turbid, shallow surf zone where general-purpose vessels cannot work. The seabed as critical infrastructure.What lies on the seabed is now a security question. Some 600 submarine cables carry on the order of 99% of intercontinental data and underpin well over USD 10 trillion in daily financial transactions, across more than a million kilometres of ocean floor, and the Baltic has shown how exposed they are. After Nord Stream in 2022, the C-Lion1 and BCS East-West cables were severed in November 2024, and on 25 December 2024 the Estlink 2 power cable and several telecom cables were cut when a tanker dragged its anchor for nearly 100 km; by early 2025 some eleven cables had been damaged in fifteen months, prompting NATO’s “Baltic Sentry” patrol mission. Protecting this infrastructure depends on knowing the shallow-water seabed in fine detail, holding an accurate baseline, and re-surveying on demand to detect what has changed. Shallow-water hydrography has become seabed intelligence and maritime domain awareness, work that rewards platforms able to carry autonomy and situational-awareness sensors and to be tasked at short notice. Why the platform is the enabler.The thread through all of it is that these are not one-off jobs but decades-long programmes of repeated, standardised, high-accuracy measurement, and that rewards platforms designed around their sensors, tolerant of shallow water and grounding, cheap enough per kilometre to run often, and increasingly

The post Part 2/3: The built ocean, the survey work behind everything we put on the seabed. appeared first on Tuco Marine Group.

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We are building and defending more on and under the sea than at any time in history: wind farms, cables, pipelines, interconnectors, ports and coastal defences. Every one of them sits on a seabed that has to be mapped before it is touched and watched for as long as it is in service. Underneath the visible engineering, the built ocean is a survey business, and the standard it must meet is exacting.

The standard that governs safe water
Before anything else, waterways have to be charted accurately enough to trust. The benchmark is the International Hydrographic Organization’s S-44 standard, now in its 6th edition, which specifies every survey by five things: horizontal and vertical uncertainty, feature detection, feature search and bathymetric coverage. Vertical accuracy is not a single figure, it is defined so a fixed allowance combines with a term that grows with depth, keeping a survey honest whether the water is two metres or two hundred. The Orders set the bar: the new Exclusive Order, written for critical harbours and channels with minimal under-keel clearance, sets a fixed vertical-uncertainty floor of about ±10 cm, with the allowable uncertainty growing with depth, to roughly ±0.3 m at 40 m, plus full seafloor coverage and detection of objects as small as roughly half a metre; Special Order now also requires 100% coverage; and Order 1a demands a complete feature search that must find anything larger than a two-metre cube in water shallower than 40 m. In a busy channel where clearance under a laden hull is measured in tens of centimetres, that is the difference between a chart you can trust and one you cannot, and much of it is worked in half a metre of water, on a hull that can survive touching bottom.

Offshore wind: a decade of survey, per project.
The scale is set in policy. At the 2023 Ostend summit, nine North Seas countries committed to roughly 120 GW of offshore wind by 2030 and 300 GW by 2050, from under 30 GW today, a build-out measured in thousands of turbines and well over a hundred thousand kilometres of cable. And none of it is surveyed once. Site characterisation, before construction, runs a coordinated sensor spread: a multibeam echo sounder for bathymetry, side-scan sonar for seabed texture and debris, a sub-bottom profiler for the shallow geology, and a magnetometer or gradiometer to find buried steel, feeding geotechnical sampling and, critically in the North and Baltic Seas, dedicated unexploded-ordnance survey. Both World Wars left the seabed littered with munitions, and UXO clearance along every cable route and around every foundation needs far denser data than a normal chart: tighter line spacing and higher ping density to resolve small individual targets.

Then comes operational monitoring, repeated for the 25-to-30-year life of the asset. The recurring questions never change: how deep is each cable buried now, its depth-of-lowering, how much scour has opened around each monopile since the last visit, and is any free span approaching the length at which vortex-induced vibration will fatigue it? Because those answers are needed again and again to a fixed plan, this is the work moving fastest onto uncrewed platforms: XOCEAN has run large seabed-survey campaigns for Vattenfall across wind farms in

Denmark, Sweden and the UK using electric USVs, which can cut a survey’s carbon footprint by up to 99% versus a crewed vessel; and transoceanic USVs such as Exail’s DriX O-16 now offer around 30 days’ endurance and roughly 3,500 nautical miles of range carrying survey-grade multibeam. Floating wind will push the same work into deeper water still. According to Fortune Business Insights, the wider hydrographic survey-equipment market is forecast to grow from about USD 4.0 billion in 2026 to USD 6.6 billion by 2034 (other analysts put the current market somewhat lower).

Holding the coast
Coastlines are actively managed, and every intervention is bracketed by survey. Authorities run full-coverage measurement before sand nourishment and again afterwards, differencing the two seabed surfaces to confirm exactly how many cubic metres landed where they were meant to, and how the profile behaves a season later. They survey licensed sand-extraction areas repeatedly, often adding a sub-bottom profiler to map the thickness of workable sand beneath the seabed, and they inspect built structures, locks, groynes, breakwaters, revetments, where the multibeam is switched to a higher frequency (600–700 kHz) to resolve individual armour blocks and the scour developing around them. The Danish Coastal Authority has surveyed Danish waters since 1874, today to millimetre order; as sea level rises and storms intensify, that recurring evidence base is what coastal-protection budgets and safety cases are built on, and much of it happens in the turbid, shallow surf zone where general-purpose vessels cannot work.

The seabed as critical infrastructure.
What lies on the seabed is now a security question. Some 600 submarine cables carry on the order of 99% of intercontinental data and underpin well over USD 10 trillion in daily financial transactions, across more than a million kilometres of ocean floor, and the Baltic has shown how exposed they are. After Nord Stream in 2022, the C-Lion1 and BCS East-West cables were severed in November 2024, and on 25 December 2024 the Estlink 2 power cable and several telecom cables were cut when a tanker dragged its anchor for nearly 100 km; by early 2025 some eleven cables had been damaged in fifteen months, prompting NATO’s “Baltic Sentry” patrol mission. Protecting this infrastructure depends on knowing the shallow-water seabed in fine detail, holding an accurate baseline, and re-surveying on demand to detect what has changed. Shallow-water hydrography has become seabed intelligence and maritime domain awareness, work that rewards platforms able to carry autonomy and situational-awareness sensors and to be tasked at short notice.

Why the platform is the enabler.
The thread through all of it is that these are not one-off jobs but decades-long programmes of repeated, standardised, high-accuracy measurement, and that rewards platforms designed around their sensors, tolerant of shallow water and grounding, cheap enough per kilometre to run often, and increasingly able to run uncrewed. European research is pushing that edge; programmes such as the Horizon Europe MERLIN project, led by the University of Birmingham, are developing long-endurance vehicles that not only map but physically intervene on the seabed. The built ocean, in other words, runs on exactly the kind of platform the final part of this series is about

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]]> Part 1/3: The living ocean we can barely see, and why studying it is now a platform problem. https://tuco.dk/survey-and-research-workboats-part-1-the-living-ocean-we-can-barely-see-and-why-studying-it-is-now-a-platform-problem/ Wed, 19 Aug 2026 07:44:45 +0000 https://tuco.dk/?p=14245 We are making decisions about the ocean, how to protect it, restore it, fish it, build in it, on the basis of remarkably little observation. The sea covers seven-tenths of the planet and holds most of its living space, yet it remains the least-known environment we depend on. Closing that gap is one of the great scientific and industrial undertakings of the century, and it runs, at its foundation, on getting the right platforms and sensors into the water. This is the part of the ocean story that gets the least attention and deserves a lot more.  The scale of what we don’t know.The numbers are genuinely startling. Only about 27% of the seabed has been mapped to modern resolution under the Seabed 2030 programme. Of the deep sea, everything below 200 m, which makes up roughly two-thirds of the planet, we have visually observed a fraction of one-thousandth of one percent of the floor. By the estimates the Ocean Census works from, as many as 90% of ocean species may still be undescribed, and on average around 2,000 new marine species are formally accepted each year. In its most recent year alone (April 2025 to March 2026), the Ocean Census initiative logged more than 1,100 new species across thirteen expeditions, and even that pace is limited by a process in which the average time from collecting a specimen to formally describing it has historically been about 13.5 years. The living ocean is not a solved problem; it is a frontier.  The ecosystems hidden in the deep.The deep sea is not empty. Seamounts, undersea mountains rising from the abyss, concentrate currents and nutrients and act as biodiversity hotspots and engines of speciation. Cold-water corals build reef structures in perpetual darkness, feeding on plankton and organic matter drifting down from above rather than on sunlight. At hydrothermal vents and cold seeps, entire communities live on chemosynthesis, bacteria turning chemicals from the Earth’s interior into energy, supporting highly endemic species such as the scaly-foot snail, known from just three vent sites in the Indian Ocean. These habitats are ancient, slow-growing and acutely vulnerable to disturbance, which is exactly why baseline surveys and long-term monitoring of them matter before, not after, any human activity reaches them.  The health of the seas we already use.Closer to home, the picture is one of measured decline. Under the EU Marine Strategy Framework Directive, “good environmental status” is assessed against eleven descriptors, from biodiversity, food webs and commercial fish stocks to eutrophication, seafloor integrity, contaminants, litter and even underwater noise, and across Europe’s regional seas that status has not been achieved on all of them. The Baltic is the stark case: more than 97% of it is affected by eutrophication, and its oxygen-starved “dead zone” has expanded over the last century to roughly 70,000 square kilometres, about the size of Ireland, leaving large parts of the deep seabed without visible life. Meanwhile the EU has committed to protect 30% of its seas by 2030, with 10% strictly protected, against about 13.7% protected and only around 1% strictly protected today. Every one of those targets is, in practice, a monitoring obligation: you cannot designate, manage or defend a protected area you have not surveyed, and you cannot claim recovery you cannot measure.  How marine life is actually measured now.Modern ecosystem work is a layered toolkit, and the platform has to carry and deploy all of it. Multibeam backscatter, the strength of the sonar return, not just the depth, is used to classify the seabed into sand, gravel, rock and reef, producing the habitat maps that underpin conservation. Physical sampling still matters: CTD probes and water-sampling rosettes profile the water column, ADCPs measure currents, and grabs, box corers and sleds recover sediment and the animals living in it. Video and stills from ROVs, AUVs and towed camera systems ground-truth the acoustics. And a quieter revolution is under way in environmental DNA: from a simple water sample, metabarcoding can detect the genetic traces of hundreds of species at once, rare, cryptic and invasive ones included, non-invasively, and increasingly through autonomous samplers that let a platform census biodiversity without a net ever touching the water. None of these replaces the others; together, mounted on a stable, sensor-friendly platform, they turn a stretch of sea into data.  From monitoring to restoration.Europe has now made restoration a legal duty. The EU Nature Restoration Regulation, in force since August 2024, sets an overall target to restore at least 20% of EU land and sea areas by 2030, and requires listed marine habitat types in poor condition to be brought to good condition across 30% of their area by 2030, rising to 90% by 2050, with national restoration plans due in 2026. Much of the value lies in “blue carbon” habitats: seagrass meadows can store up to around 83 tonnes of organic carbon per hectare in their soils, per unit area up to roughly twice that of a terrestrial forest, and can lock it away for millennia while the meadow persists. But restoring seagrass, oyster and biogenic reefs, or disturbed sediment beds, only counts if you can prove it, which means a survey-quality baseline and years of repeated, comparable observation. That is a platform-and-autonomy problem long before it is a biology problem, the thinking behind Horizon Europe programmes such as DIGI4ECO (a partner is the Oceanographic Institute of Barcelona, ICM-CSIC), which pairs robotic “physical twins” with a digital twin of the ocean to track the 4D recovery of fishery-depleted habitats over time.  From the surf zone to the abyss, one continuum of platforms.What ties this together is that the science spans an enormous range of scale, and no single hull covers it. Shelf and coastal monitoring, the habitat maps, the eDNA transects, the benthic sampling that feed national and EU obligations, is done efficiently from compact, shallow-draft research and survey boats that can work close inshore and in the shallows. Deep-ocean and expedition science is a different order of operation: large research vessels ranging worldwide, carrying ROVs, AUVs and submersibles rated to thousands of metres. But even at that scale the mother ship does not work alone. Launching and recovering those vehicles, running the fine survey lines, and putting scientists on the

The post Part 1/3: The living ocean we can barely see, and why studying it is now a platform problem. appeared first on Tuco Marine Group.

]]>

We are making decisions about the ocean, how to protect it, restore it, fish it, build in it, on the basis of remarkably little observation. The sea covers seven-tenths of the planet and holds most of its living space, yet it remains the least-known environment we depend on. Closing that gap is one of the great scientific and industrial undertakings of the century, and it runs, at its foundation, on getting the right platforms and sensors into the water. This is the part of the ocean story that gets the least attention and deserves a lot more. 
 
The scale of what we don’t know.
The numbers are genuinely startling. Only about 27% of the seabed has been mapped to modern resolution under the Seabed 2030 programme. Of the deep sea, everything below 200 m, which makes up roughly two-thirds of the planet, we have visually observed a fraction of one-thousandth of one percent of the floor. By the estimates the Ocean Census works from, as many as 90% of ocean species may still be undescribed, and on average around 2,000 new marine species are formally accepted each year. In its most recent year alone (April 2025 to March 2026), the Ocean Census initiative logged more than 1,100 new species across thirteen expeditions, and even that pace is limited by a process in which the average time from collecting a specimen to formally describing it has historically been about 13.5 years. The living ocean is not a solved problem; it is a frontier. 

The ecosystems hidden in the deep.
The deep sea is not empty. Seamounts, undersea mountains rising from the abyss, concentrate currents and nutrients and act as biodiversity hotspots and engines of speciation. Cold-water corals build reef structures in perpetual darkness, feeding on plankton and organic matter drifting down from above rather than on sunlight. At hydrothermal vents and cold seeps, entire communities live on chemosynthesis, bacteria turning chemicals from the Earth’s interior into energy, supporting highly endemic species such as the scaly-foot snail, known from just three vent sites in the Indian Ocean. These habitats are ancient, slow-growing and acutely vulnerable to disturbance, which is exactly why baseline surveys and long-term monitoring of them matter before, not after, any human activity reaches them. 

The health of the seas we already use.
Closer to home, the picture is one of measured decline. Under the EU Marine Strategy Framework Directive, “good environmental status” is assessed against eleven descriptors, from biodiversity, food webs and commercial fish stocks to eutrophication, seafloor integrity, contaminants, litter and even underwater noise, and across Europe’s regional seas that status has not been achieved on all of them. The Baltic is the stark case: more than 97% of it is affected by eutrophication, and its oxygen-starved “dead zone” has expanded over the last century to roughly 70,000 square kilometres, about the size of Ireland, leaving large parts of the deep seabed without visible life. Meanwhile the EU has committed to protect 30% of its seas by 2030, with 10% strictly protected, against about 13.7% protected and only around 1% strictly protected today. Every one of those targets is, in practice, a monitoring obligation: you cannot designate, manage or defend a protected area you have not surveyed, and you cannot claim recovery you cannot measure. 

How marine life is actually measured now.
Modern ecosystem work is a layered toolkit, and the platform has to carry and deploy all of it. Multibeam backscatter, the strength of the sonar return, not just the depth, is used to classify the seabed into sand, gravel, rock and reef, producing the habitat maps that underpin conservation. Physical sampling still matters: CTD probes and water-sampling rosettes profile the water column, ADCPs measure currents, and grabs, box corers and sleds recover sediment and the animals living in it. Video and stills from ROVs, AUVs and towed camera systems ground-truth the acoustics. And a quieter revolution is under way in environmental DNA: from a simple water sample, metabarcoding can detect the genetic traces of hundreds of species at once, rare, cryptic and invasive ones included, non-invasively, and increasingly through autonomous samplers that let a platform census biodiversity without a net ever touching the water. None of these replaces the others; together, mounted on a stable, sensor-friendly platform, they turn a stretch of sea into data. 

From monitoring to restoration.
Europe has now made restoration a legal duty. The EU Nature Restoration Regulation, in force since August 2024, sets an overall target to restore at least 20% of EU land and sea areas by 2030, and requires listed marine habitat types in poor condition to be brought to good condition across 30% of their area by 2030, rising to 90% by 2050, with national restoration plans due in 2026. Much of the value lies in “blue carbon” habitats: seagrass meadows can store up to around 83 tonnes of organic carbon per hectare in their soils, per unit area up to roughly twice that of a terrestrial forest, and can lock it away for millennia while the meadow persists. But restoring seagrass, oyster and biogenic reefs, or disturbed sediment beds, only counts if you can prove it, which means a survey-quality baseline and years of repeated, comparable observation. That is a platform-and-autonomy problem long before it is a biology problem, the thinking behind Horizon Europe programmes such as DIGI4ECO (a partner is the Oceanographic Institute of Barcelona, ICM-CSIC), which pairs robotic “physical twins” with a digital twin of the ocean to track the 4D recovery of fishery-depleted habitats over time. 

From the surf zone to the abyss, one continuum of platforms.
What ties this together is that the science spans an enormous range of scale, and no single hull covers it. Shelf and coastal monitoring, the habitat maps, the eDNA transects, the benthic sampling that feed national and EU obligations, is done efficiently from compact, shallow-draft research and survey boats that can work close inshore and in the shallows. Deep-ocean and expedition science is a different order of operation: large research vessels ranging worldwide, carrying ROVs, AUVs and submersibles rated to thousands of metres. But even at that scale the mother ship does not work alone. Launching and recovering those vehicles, running the fine survey lines, and putting scientists on the water far from the parent hull depend on fast, capable daughter-craft working alongside it, and in poor weather far offshore, the quality and seaworthiness of that support boat is what decides whether an expedition day is productive or lost. 

That support platform is precisely where a specialist boatbuilder fits. The deep-sea vehicles, the science and the expedition itself belong to others; the contribution here is the daughter-craft, the light, stiff, sensor-ready, davit-launched boat the whole operation leans on, built to the same instincts that make a good inshore survey platform. It is the same discipline applied at the other end of the scale: from a fjord in half a metre of water to a support boat working the surface above an abyssal plain. 

Why it matters.
Marine biology and ocean science are not a niche beside the “hard” business of energy and infrastructure, they are the health check on the system all of it depends on, and they are the least-observed part of it. That combination, a vast unmet need and a legal push to meet it, is precisely why demand for capable, sensor-rich, increasingly autonomous research platforms is rising. The organisms and the ecosystems set the questions; the platform is what makes them answerable. The next part turns to the other side of the ledger, what we build in the sea, and the survey work that underpins all of it. 

We are making decisions about the ocean, how to protect it, restore it, fish it, build in it, on the basis of remarkably little observation. The sea covers seven-tenths of the planet and holds most of its living space, yet it remains the least-known environment we depend on. Closing that gap is one of the great scientific and industrial undertakings of the century, and it runs, at its foundation, on getting the right platforms and sensors into the water. This is the part of the ocean story that gets the least attention and deserves a lot more. 
 
The scale of what we don’t know.
The numbers are genuinely startling. Only about 27% of the seabed has been mapped to modern resolution under the Seabed 2030 programme. Of the deep sea, everything below 200 m, which makes up roughly two-thirds of the planet, we have visually observed a fraction of one-thousandth of one percent of the floor. By the estimates the Ocean Census works from, as many as 90% of ocean species may still be undescribed, and on average around 2,000 new marine species are formally accepted each year. In its most recent year alone (April 2025 to March 2026), the Ocean Census initiative logged more than 1,100 new species across thirteen expeditions, and even that pace is limited by a process in which the average time from collecting a specimen to formally describing it has historically been about 13.5 years. The living ocean is not a solved problem; it is a frontier. 

The ecosystems hidden in the deep.
The deep sea is not empty. Seamounts, undersea mountains rising from the abyss, concentrate currents and nutrients and act as biodiversity hotspots and engines of speciation. Cold-water corals build reef structures in perpetual darkness, feeding on plankton and organic matter drifting down from above rather than on sunlight. At hydrothermal vents and cold seeps, entire communities live on chemosynthesis, bacteria turning chemicals from the Earth’s interior into energy, supporting highly endemic species such as the scaly-foot snail, known from just three vent sites in the Indian Ocean. These habitats are ancient, slow-growing and acutely vulnerable to disturbance, which is exactly why baseline surveys and long-term monitoring of them matter before, not after, any human activity reaches them. 

The health of the seas we already use.
Closer to home, the picture is one of measured decline. Under the EU Marine Strategy Framework Directive, “good environmental status” is assessed against eleven descriptors, from biodiversity, food webs and commercial fish stocks to eutrophication, seafloor integrity, contaminants, litter and even underwater noise, and across Europe’s regional seas that status has not been achieved on all of them. The Baltic is the stark case: more than 97% of it is affected by eutrophication, and its oxygen-starved “dead zone” has expanded over the last century to roughly 70,000 square kilometres, about the size of Ireland, leaving large parts of the deep seabed without visible life. Meanwhile the EU has committed to protect 30% of its seas by 2030, with 10% strictly protected, against about 13.7% protected and only around 1% strictly protected today. Every one of those targets is, in practice, a monitoring obligation: you cannot designate, manage or defend a protected area you have not surveyed, and you cannot claim recovery you cannot measure. 

How marine life is actually measured now.
Modern ecosystem work is a layered toolkit, and the platform has to carry and deploy all of it. Multibeam backscatter, the strength of the sonar return, not just the depth, is used to classify the seabed into sand, gravel, rock and reef, producing the habitat maps that underpin conservation. Physical sampling still matters: CTD probes and water-sampling rosettes profile the water column, ADCPs measure currents, and grabs, box corers and sleds recover sediment and the animals living in it. Video and stills from ROVs, AUVs and towed camera systems ground-truth the acoustics. And a quieter revolution is under way in environmental DNA: from a simple water sample, metabarcoding can detect the genetic traces of hundreds of species at once, rare, cryptic and invasive ones included, non-invasively, and increasingly through autonomous samplers that let a platform census biodiversity without a net ever touching the water. None of these replaces the others; together, mounted on a stable, sensor-friendly platform, they turn a stretch of sea into data. 

From monitoring to restoration.
Europe has now made restoration a legal duty. The EU Nature Restoration Regulation, in force since August 2024, sets an overall target to restore at least 20% of EU land and sea areas by 2030, and requires listed marine habitat types in poor condition to be brought to good condition across 30% of their area by 2030, rising to 90% by 2050, with national restoration plans due in 2026. Much of the value lies in “blue carbon” habitats: seagrass meadows can store up to around 83 tonnes of organic carbon per hectare in their soils, per unit area up to roughly twice that of a terrestrial forest, and can lock it away for millennia while the meadow persists. But restoring seagrass, oyster and biogenic reefs, or disturbed sediment beds, only counts if you can prove it, which means a survey-quality baseline and years of repeated, comparable observation. That is a platform-and-autonomy problem long before it is a biology problem, the thinking behind Horizon Europe programmes such as DIGI4ECO (a partner is the Oceanographic Institute of Barcelona, ICM-CSIC), which pairs robotic “physical twins” with a digital twin of the ocean to track the 4D recovery of fishery-depleted habitats over time. 

From the surf zone to the abyss, one continuum of platforms.
What ties this together is that the science spans an enormous range of scale, and no single hull covers it. Shelf and coastal monitoring, the habitat maps, the eDNA transects, the benthic sampling that feed national and EU obligations, is done efficiently from compact, shallow-draft research and survey boats that can work close inshore and in the shallows. Deep-ocean and expedition science is a different order of operation: large research vessels ranging worldwide, carrying ROVs, AUVs and submersibles rated to thousands of metres. But even at that scale the mother ship does not work alone. Launching and recovering those vehicles, running the fine survey lines, and putting scientists on the water far from the parent hull depend on fast, capable daughter-craft working alongside it, and in poor weather far offshore, the quality and seaworthiness of that support boat is what decides whether an expedition day is productive or lost. 

That support platform is precisely where a specialist boatbuilder fits. The deep-sea vehicles, the science and the expedition itself belong to others; the contribution here is the daughter-craft, the light, stiff, sensor-ready, davit-launched boat the whole operation leans on, built to the same instincts that make a good inshore survey platform. It is the same discipline applied at the other end of the scale: from a fjord in half a metre of water to a support boat working the surface above an abyssal plain. 

Why it matters.
Marine biology and ocean science are not a niche beside the “hard” business of energy and infrastructure, they are the health check on the system all of it depends on, and they are the least-observed part of it. That combination, a vast unmet need and a legal push to meet it, is precisely why demand for capable, sensor-rich, increasingly autonomous research platforms is rising. The organisms and the ecosystems set the questions; the platform is what makes them answerable. The next part turns to the other side of the ledger, what we build in the sea, and the survey work that underpins all of it. 

The post Part 1/3: The living ocean we can barely see, and why studying it is now a platform problem. appeared first on Tuco Marine Group.

]]> Tuco Marine and Lysgaard ShipHolding Form Strategic Partnership https://tuco.dk/tuco-marine-and-lysgaard-shipholding-form-strategic-partnership/ Thu, 07 Aug 2025 08:10:06 +0000 https://tuco.dk/?p=11835 Tuco Marine Group ApS, designer and manufacturer of ProZero workboats, and Lysgaard ShipHolding A/S, a well-established shipowner in bareboat charters for the maritime industry, are pleased to announce a new strategic partnership. This collaboration will enable the chartering of ships from the ProZero workboat series, providing companies worldwide with a unique opportunity to benefit from Tuco Marine’s advanced workboats on flexible terms.   The agreement was signed today at Lysgaard ShipHolding’s office in Copenhagen by Lysgaard ShipHolding’s CEO, Carina Breiting, and Tuco Marine’s CEO, Jonas Pedersen.   The first ProZero vessel available for charter under this partnership is already in production at Tuco. It is a ProZero 11m Fast Rescue Daughter Craft, a popular model in the ProZero series, which currently operates in various configurations for customers in the UAE, the Netherlands, Angola, and England. This versatile Daughter Craft supports both standby and rescue operations as well as maritime personnel transport.   Equipped with dual diesel installations and waterjets, the vessel is ready to serve customers with the latest technologies, ensuring the highest degree of robustness and range, thereby meeting customers’ specific operational needs efficiently with minimal capital commitment.    Thus Offered:   A New Era of Flexibility and Availability  With this new agreement, the collaboration can now offer customers the opportunity to charter a ProZero workboat while their own specifically designed boat is under construction, or in cases of urgent needs where customers do not have workboats or Daughter Crafts available. This initiative is designed to meet such urgent needs and ensure continuity in operations and projects.   Advantages for Our Customers:  This new service responds to the market’s increasing demand for flexibility and rapid access to reliable workboats. Chartering a ProZero boat provides customers with:    – More Operational Time: With a chartered ProZero boat, operations can continue uninterrupted, even while awaiting a new build. This is also beneficial for temporary needs, saving time and resources.  – Flexible Solution: Available for urgent needs or special projects requiring extra capacity.  – Access to the Latest Technology: Benefit from the latest technologies and designs in the ProZero series without capital investment in a purchase.   About the ProZero Workboat Series:  The ProZero series from Tuco Marine comprises recognized workboats, robust and modularly designed for varied maritime tasks. Built with lightweight composite materials, ProZero boats offer improved fuel efficiency and lower operational costs, making them ideal for both commercial and specialized operations.   Expansion of Market Efforts  This partnership is part of Tuco Marine’s strategy to strengthen ProZero’s market position and offer increased flexibility to their customers. By partnering with Lysgaard ShipHolding, a broader spectrum of customer needs and services is now addressed. 

The post Tuco Marine and Lysgaard ShipHolding Form Strategic Partnership appeared first on Tuco Marine Group.

]]>

Tuco Marine Group ApS, designer and manufacturer of ProZero workboats, and Lysgaard ShipHolding A/S, a well-established shipowner in bareboat charters for the maritime industry, are pleased to announce a new strategic partnership. This collaboration will enable the chartering of ships from the ProZero workboat series, providing companies worldwide with a unique opportunity to benefit from Tuco Marine’s advanced workboats on flexible terms. 

 The agreement was signed today at Lysgaard ShipHolding’s office in Copenhagen by Lysgaard ShipHolding’s CEO, Carina Breiting, and Tuco Marine’s CEO, Jonas Pedersen. 

 The first ProZero vessel available for charter under this partnership is already in production at Tuco. It is a ProZero 11m Fast Rescue Daughter Craft, a popular model in the ProZero series, which currently operates in various configurations for customers in the UAE, the Netherlands, Angola, and England. This versatile Daughter Craft supports both standby and rescue operations as well as maritime personnel transport. 

 Equipped with dual diesel installations and waterjets, the vessel is ready to serve customers with the latest technologies, ensuring the highest degree of robustness and range, thereby meeting customers’ specific operational needs efficiently with minimal capital commitment. 

 

Thus Offered: 

 A New Era of Flexibility and Availability 

With this new agreement, the collaboration can now offer customers the opportunity to charter a ProZero workboat while their own specifically designed boat is under construction, or in cases of urgent needs where customers do not have workboats or Daughter Crafts available. This initiative is designed to meet such urgent needs and ensure continuity in operations and projects. 

 Advantages for Our Customers: 

This new service responds to the market’s increasing demand for flexibility and rapid access to reliable workboats. Chartering a ProZero boat provides customers with: 

 

– More Operational Time: With a chartered ProZero boat, operations can continue uninterrupted, even while awaiting a new build. This is also beneficial for temporary needs, saving time and resources. 

– Flexible Solution: Available for urgent needs or special projects requiring extra capacity. 

– Access to the Latest Technology: Benefit from the latest technologies and designs in the ProZero series without capital investment in a purchase. 

 About the ProZero Workboat Series: 

The ProZero series from Tuco Marine comprises recognized workboats, robust and modularly designed for varied maritime tasks. Built with lightweight composite materials, ProZero boats offer improved fuel efficiency and lower operational costs, making them ideal for both commercial and specialized operations. 

 Expansion of Market Efforts 

This partnership is part of Tuco Marine’s strategy to strengthen ProZero’s market position and offer increased flexibility to their customers. By partnering with Lysgaard ShipHolding, a broader spectrum of customer needs and services is now addressed. 

The post Tuco Marine and Lysgaard ShipHolding Form Strategic Partnership appeared first on Tuco Marine Group.

]]> Tuco Marine Targets International Growth with Strong Investors and Former Navy Chief on Board https://tuco.dk/tuco-marine-targets-international-growth-with-strong-investors-and-former-navy-chief-on-board/ Thu, 03 Jul 2025 15:25:13 +0000 https://tuco.dk/?p=11816 Significant reinforcement of our Organization and Growth Platform Tuco Marine, a specialist in the development and production of autonomous vessels and high-speed boats for defense, offshore professionals, and other maritime industries, today announces a significant reinforcement of its organization and growth platform. This comes as Bonnesen Mølby Invest joins as a shareholder, acquiring shares from previous minority owners. The company’s majority ownership remains with founders Jonas Pedersen and Jakob Frost. The new investment brings strong leadership and board-level expertise to Tuco Marine. Jens Mølby joins as the new Chairman of the Board, bringing extensive business experience—including his previous role as Director at the Danish Growth Fund—where he gained solid insight into financing and scaling growth companies. Additionally, Lars Bonnesen, co-owner of the international shipping company United Heavy Lift, becomes a shareholder and contributes significant global maritime industry knowledge. The board is further strengthened by the appointment of Henrik Ryberg, former Commander of the Royal Danish Navy. Ryberg brings operational and strategic experience from the defense sector, most recently leading the Danish Navy’s modernization efforts, international collaboration, and technological advancements. His deep understanding of naval requirements, strategic leadership, and international relations positions him as a key figure in Tuco Marine’s increased focus on the defense sector. His presence ensures that the company’s products and development strategy align with the evolving demands of both national and international defense clients. At the same time, Tuco Marine continues to build on its strong position in professional offshore workboats and other maritime industries. Strategically, the company maintains a balance between civil and defense markets.As part of the ownership change, the new investors have also completed a capital increase in Tuco Marine to support its ambitious growth plans. The new funding will be used to develop new products and technologies and to strengthen global sales and marketing efforts. The goal is to enhance Tuco Marine’s international competitiveness and meet increasing demand from both the defense and commercial sectors. “We are thrilled to welcome Bonnesen and Mølby as co-owners,” says Jonas Pedersen, CEO and co-founder of Tuco Marine. “Their investment and experience provide a strong foundation for accelerating our growth—both in new defense projects and within our core business of workboats. At the same time, bringing Henrik Ryberg on board significantly enhances our strategic capabilities in the defense arena. His experience and network give us a unique opportunity to position Tuco Marine even more strongly on the international stage.” “Tuco Marine has built impressive expertise in lightweight, high-speed vessels and autonomous surface platforms,” says Jens Mølby, new Chairman and investor. “I look forward to contributing to the company’s next chapter. With our combined efforts and additional capital, we can focus on unlocking Tuco Marine’s full potential—both by strengthening our international presence and addressing the growing needs of modern naval forces.”

The post Tuco Marine Targets International Growth with Strong Investors and Former Navy Chief on Board appeared first on Tuco Marine Group.

]]>

Significant reinforcement of our Organization and Growth Platform

Tuco Marine, a specialist in the development and production of autonomous vessels and high-speed boats for defense, offshore professionals, and other maritime industries, today announces a significant reinforcement of its organization and growth platform. This comes as Bonnesen Mølby Invest joins as a shareholder, acquiring shares from previous minority owners. The company’s majority ownership remains with founders Jonas Pedersen and Jakob Frost. The new investment brings strong leadership and board-level expertise to Tuco Marine.

Jens Mølby joins as the new Chairman of the Board, bringing extensive business
experience—including his previous role as Director at the Danish Growth Fund—where he gained solid insight into financing and scaling growth companies. Additionally, Lars Bonnesen, co-owner of the international shipping company United Heavy Lift, becomes a shareholder and contributes significant global maritime industry knowledge.

The board is further strengthened by the appointment of Henrik Ryberg, former Commander of the Royal Danish Navy. Ryberg brings operational and strategic experience from the defense sector, most recently leading the Danish Navy’s modernization efforts, international collaboration, and technological advancements. His deep understanding of naval requirements, strategic leadership, and international relations positions him as a key figure in Tuco Marine’s increased focus on the defense sector. His presence ensures that the company’s products and development strategy align with the evolving demands of both national and international defense clients.


At the same time, Tuco Marine continues to build on its strong position in professional offshore workboats and other maritime industries. Strategically, the company maintains a balance between civil and defense markets.

As part of the ownership change, the new investors have also completed a capital increase in Tuco Marine to support its ambitious growth plans. The new funding will be used to develop new products and technologies and to strengthen global sales and marketing efforts. The goal is to enhance Tuco Marine’s international competitiveness and meet increasing demand from both the defense and commercial sectors.

“We are thrilled to welcome Bonnesen and Mølby as co-owners,” says Jonas Pedersen, CEO and co-founder of Tuco Marine. “Their investment and experience provide a strong foundation for accelerating our growth—both in new defense projects and within our core business of workboats. At the same time, bringing Henrik Ryberg on board significantly enhances our strategic capabilities in the defense arena. His experience and network give us a unique opportunity to position Tuco Marine even more strongly on the international stage.”

“Tuco Marine has built impressive expertise in lightweight, high-speed vessels and autonomous surface platforms,” says Jens Mølby, new Chairman and investor. “I look forward to contributing to the company’s next chapter. With our combined efforts and additional capital, we can focus on unlocking Tuco Marine’s full potential—both by strengthening our international presence and addressing the growing needs of modern naval forces.”

The post Tuco Marine Targets International Growth with Strong Investors and Former Navy Chief on Board appeared first on Tuco Marine Group.

]]> Introducing the newest ProZero 7,5m RHIB Boat https://tuco.dk/7-5m-rhib-boat/ Mon, 01 Jul 2024 12:33:21 +0000 https://demosites.royal-elementor-addons.com/digitalagency-v3/?p=146 As many of you know, we have very high activity on Unmanned Surface Vessels (USVs) and Defence and Security projects within our ProZero USV series. However, We are thrilled to share that we continue to design and deliver exceptional manned vessels as well. Today, We are proud to introduce the newest addition to our ProZero series – the ProZero 7.5m RHIB. This video showcases the capabilities of this impressive vessel The ProZero 7.5m RHIB boasts an extra beam, offering more deck space and unparalleled power with an option for two engines. It’s meticulously designed for high-speed SAR, security, and patrol missions in both coastal and offshore waters.Key features include:– Spacious Deck: Enhanced storage space and a 360° walk-around deck with optional extra seating and stretcher positions.– Superior Comfort: Shock mitigating helmsman seats and a full-sized T-top for protection from the elements.– High-Performance Hull: Non-stepped, variable deadrise deep V-bottom hull for excellent ride quality and safety in even the most agitated sea states.– Versatile Layout: Adjustable deck that can transform into mission-specific environments with cargo rails, seating arrangements, and weapon mounts. At Tuco Marine, we are dedicated to advancing maritime technology while ensuring the highest standards of performance and safety. Whether manned or unmanned, our vessels are built to exceed expectations. https://www.youtube.com/watch?v=Hn0k4EhnCR8

The post Introducing the newest ProZero 7,5m RHIB Boat appeared first on Tuco Marine Group.

]]>

As many of you know, we have very high activity on Unmanned Surface Vessels (USVs) and Defence and Security projects within our ProZero USV series. However, We are thrilled to share that we continue to design and deliver exceptional manned vessels as well.


Today, We are proud to introduce the newest addition to our ProZero series – the ProZero 7.5m RHIB. This video showcases the capabilities of this impressive vessel

The ProZero 7.5m RHIB boasts an extra beam, offering more deck space and unparalleled power with an option for two engines. It’s meticulously designed for high-speed SAR, security, and patrol missions in both coastal and offshore waters.
Key features include:
– Spacious Deck: Enhanced storage space and a 360° walk-around deck with optional extra seating and stretcher positions.
– Superior Comfort: Shock mitigating helmsman seats and a full-sized T-top for protection from the elements.
– High-Performance Hull: Non-stepped, variable deadrise deep V-bottom hull for excellent ride quality and safety in even the most agitated sea states.
– Versatile Layout: Adjustable deck that can transform into mission-specific environments with cargo rails, seating arrangements, and weapon mounts.

At Tuco Marine, we are dedicated to advancing maritime technology while ensuring the highest standards of performance and safety. Whether manned or unmanned, our vessels are built to exceed expectations.

The post Introducing the newest ProZero 7,5m RHIB Boat appeared first on Tuco Marine Group.

]]> Enhancing Offshore Efficiency and Security with Unmanned Surface Vessels https://tuco.dk/enhancing-offshore-efficiency-and-security-with-unmanned-surface-vessels/ Wed, 05 Jun 2024 12:53:00 +0000 https://staging-1736925983.tuco.dk/?p=4450 The maritime industry is continually seeking innovative solutions to enhance the efficiency and security of offshore operations. One such solution that has been gaining significant attention is the use of Unmanned Surface Vessels. These advanced vessels have the potential to revolutionize offshore data collection and monitoring, providing numerous benefits to both commercial and security sectors.   Boosting Efficiency in Offshore Data Collection USVs can be equipped with cutting-edge technology that allows for precise and comprehensive data collection in offshore environments. Traditional methods of data collection often involve manned vessels, which can be costly, time-consuming, and sometimes hazardous. USVs, on the other hand, can operate continuously without the need for onboard crew, significantly reducing operational costs and minimizing risks to human life.   These vessels can be deployed to collect a wide range of data, including environmental monitoring, hydrographic surveys, and seabed mapping. Their ability to operate in harsh and remote environments makes them ideal for collecting high-quality data in areas that are otherwise difficult to access. Additionally, USVs can be equipped with various sensors and instruments, enabling them to gather detailed and accurate data essential for research and operational planning.   Enhancing Surveillance and Security In addition to data collection, USVs offer substantial benefits for offshore surveillance and security. They can be utilized to monitor offshore installations, such as oil rigs and wind farms, providing real-time information on potential threats and ensuring the safety of these critical infrastructures. With the ability to patrol large areas autonomously, USVs can detect unauthorized vessels, monitor marine traffic, and even assist in search and rescue operations.   The integration of advanced technologies such as radar, sonar, and optical sensors allows USVs to perform comprehensive surveillance tasks. They can operate in conjunction with other maritime assets, creating a robust network of security measures that enhance the overall safety and security of offshore environments.   Remote-Controlled vs. Autonomous Operations While the concept of fully autonomous USVs is an exciting prospect, it is important to note that many current USVs are operated remotely rather than autonomously. These remote-controlled vessels are managed by operators who guide their missions from onshore control centers. Despite this, the potential for autonomous operation is significant, and advancements in artificial intelligence and machine learning are continually pushing the boundaries of what USVs can achieve.   Remote-controlled USVs still offer considerable advantages. They provide flexibility and control to operators, allowing for real-time decision-making and adjustments during missions. As technology evolves, the transition to fully autonomous USVs will likely become more feasible, opening up even greater possibilities for their application.   Commercial Opportunities The commercial potential for USVs is vast, spanning various industries and applications. In the private sector, USVs can be employed for tasks such as environmental monitoring, underwater inspections, and resource exploration. Their ability to provide cost-effective and efficient data collection solutions makes them an attractive option for businesses looking to optimize their offshore operations.   In the security and military domains, USVs offer strategic advantages for maritime defense and surveillance. They can be deployed to monitor territorial waters, protect critical infrastructures, and support naval operations. The ability to operate without risking human lives makes USVs an invaluable asset in potentially dangerous scenarios.   Conclusion Unmanned Surface Vessels represent a transformative technology in the maritime industry, offering significant enhancements in offshore data collection, surveillance, and security. While many USVs today are operated remotely, the future holds exciting prospects for fully autonomous operations. The commercial and security opportunities presented by USVs are vast, making them a pivotal element in the advancement of offshore operations. As technology continues to evolve, USVs will undoubtedly play an increasingly important role in shaping the future of maritime activities. – Contact us at Tuco Marine / ProZero Workboats to learn more of our range of Unmanned Surface Vessels.

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The maritime industry is continually seeking innovative solutions to enhance the efficiency and security of offshore operations. One such solution that has been gaining significant attention is the use of Unmanned Surface Vessels. These advanced vessels have the potential to revolutionize offshore data collection and monitoring, providing numerous benefits to both commercial and security sectors.

 

Boosting Efficiency in Offshore Data Collection

USVs can be equipped with cutting-edge technology that allows for precise and comprehensive data collection in offshore environments. Traditional methods of data collection often involve manned vessels, which can be costly, time-consuming, and sometimes hazardous. USVs, on the other hand, can operate continuously without the need for onboard crew, significantly reducing operational costs and minimizing risks to human life.

 

These vessels can be deployed to collect a wide range of data, including environmental monitoring, hydrographic surveys, and seabed mapping. Their ability to operate in harsh and remote environments makes them ideal for collecting high-quality data in areas that are otherwise difficult to access. Additionally, USVs can be equipped with various sensors and instruments, enabling them to gather detailed and accurate data essential for research and operational planning.

 

Enhancing Surveillance and Security

In addition to data collection, USVs offer substantial benefits for offshore surveillance and security. They can be utilized to monitor offshore installations, such as oil rigs and wind farms, providing real-time information on potential threats and ensuring the safety of these critical infrastructures. With the ability to patrol large areas autonomously, USVs can detect unauthorized vessels, monitor marine traffic, and even assist in search and rescue operations.

 

The integration of advanced technologies such as radar, sonar, and optical sensors allows USVs to perform comprehensive surveillance tasks. They can operate in conjunction with other maritime assets, creating a robust network of security measures that enhance the overall safety and security of offshore environments.

 

Remote-Controlled vs. Autonomous Operations

While the concept of fully autonomous USVs is an exciting prospect, it is important to note that many current USVs are operated remotely rather than autonomously. These remote-controlled vessels are managed by operators who guide their missions from onshore control centers. Despite this, the potential for autonomous operation is significant, and advancements in artificial intelligence and machine learning are continually pushing the boundaries of what USVs can achieve.

 

Remote-controlled USVs still offer considerable advantages. They provide flexibility and control to operators, allowing for real-time decision-making and adjustments during missions. As technology evolves, the transition to fully autonomous USVs will likely become more feasible, opening up even greater possibilities for their application.

 

Commercial Opportunities

The commercial potential for USVs is vast, spanning various industries and applications. In the private sector, USVs can be employed for tasks such as environmental monitoring, underwater inspections, and resource exploration. Their ability to provide cost-effective and efficient data collection solutions makes them an attractive option for businesses looking to optimize their offshore operations.

 

In the security and military domains, USVs offer strategic advantages for maritime defense and surveillance. They can be deployed to monitor territorial waters, protect critical infrastructures, and support naval operations. The ability to operate without risking human lives makes USVs an invaluable asset in potentially dangerous scenarios.

 

Conclusion

Unmanned Surface Vessels represent a transformative technology in the maritime industry, offering significant enhancements in offshore data collection, surveillance, and security. While many USVs today are operated remotely, the future holds exciting prospects for fully autonomous operations. The commercial and security opportunities presented by USVs are vast, making them a pivotal element in the advancement of offshore operations. As technology continues to evolve, USVs will undoubtedly play an increasingly important role in shaping the future of maritime activities. – Contact us at Tuco Marine / ProZero Workboats to learn more of our range of Unmanned Surface Vessels.

The post Enhancing Offshore Efficiency and Security with Unmanned Surface Vessels appeared first on Tuco Marine Group.

]]> Introducing the newest ProZero 6,5m RHIB Boat https://tuco.dk/6-5m-rhib-boat/ Sat, 16 Apr 2022 11:46:00 +0000 https://tuco.dk/?p=8241 The ProZero 6.5m RIB with its extra length features more deck-space than its smaller sisters. This is an immensely spacious and capable vessel. Its well-sized center console holds the navigation equipment and engine controls and the boat features optional shock mitigating helmsman seats as well as various deck and console configurations. The optional full-sized T-top offers protection from the elements, and the spacious 360° walk-around deck features the option to add extra seating’s and stretcher position. The boat is carefully designed and build for high-speed SAR, security and patrol missions in coastal and offshore waters. Good ride quality and ergonomics is key to enduring exhausting high-speed missions, and the ProZero Rib is designed to provide just that. With its non-stepped, variable deadrise deep V-bottom hull featuring good forward entry, a flared bow, wide chines and lifting strakes/spray rails, the hull provides a safe and reliable base for high-speed operations and will tackle even very agitated sea states. Particular attention has been paid to crew comfort, shock mitigation and safety during high-speed SAR, Patrolling and boarding missions while enhancing mission-capability and preserving structural rigidity, integrity and strength. The deck layout is adjustable and can be transformed through optional cargo rails into mission-specific environments with shock mitigating seating arrangements, weapon mounts or extra cargo areas. The ProZero 6.5m RIB is light and compact, making it easy to launch and tow on the road, but it is also designed and built to offer high performance even in rough seas.The ProZero hull allows the 6.5m RIB to perform effortlessly in rough waters and maneuver easily in high traffic areas.

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The ProZero 6.5m RIB with its extra length features more deck-space than its smaller sisters. This is an immensely spacious and capable vessel. Its well-sized center console holds the navigation equipment and engine controls and the boat features optional shock mitigating helmsman seats as well as various deck and console configurations. The optional full-sized T-top offers protection from the elements, and the spacious 360° walk-around deck features the option to add extra seating’s and stretcher position.
 
The boat is carefully designed and build for high-speed SAR, security and patrol missions in coastal and offshore waters. Good ride quality and ergonomics is key to enduring exhausting high-speed missions, and the ProZero Rib is designed to provide just that. With its non-stepped, variable deadrise deep V-bottom hull featuring good forward entry, a flared bow, wide chines and lifting strakes/spray rails, the hull provides a safe and reliable base for high-speed operations and will tackle even very agitated sea states.
 
Particular attention has been paid to crew comfort, shock mitigation and safety during high-speed SAR, Patrolling and boarding missions while enhancing mission-capability and preserving structural rigidity, integrity and strength. The deck layout is adjustable and can be transformed through optional cargo rails into mission-specific environments with shock mitigating seating arrangements, weapon mounts or extra cargo areas.
 
The ProZero 6.5m RIB is light and compact, making it easy to launch and tow on the road, but it is also designed and built to offer high performance even in rough seas.
The ProZero hull allows the 6.5m RIB to perform effortlessly in rough waters and maneuver easily in high traffic areas.

The post Introducing the newest ProZero 6,5m RHIB Boat appeared first on Tuco Marine Group.

]]> Introducing the ProZero 11m Fast Rescue Daughter Craft https://tuco.dk/11m-fast-rescue-daughter-craft/ Fri, 09 Apr 2021 14:33:02 +0000 https://demosites.royal-elementor-addons.com/digitalagency-v3/?p=144 Offshore work 2 work vessel provider Royal Wagenborg from Delfzijl, in The Netherlands, have taken delivery of a new ProZero 11m FRDC Fast Rescue Daughter Craft. The Vessel is delivered By Tuco Marine Denmark, from the companies ProZero International subsidiary, known for their ProZero line of Workboats and Offshore Daughter Crafts.   ProZero International has delivered the ProZero 11m Fast Rescue Daughter Craft that are built under Bureau Veritas certification to the ERRV (Emergency Response and Rescue Vessel) rules. The new boat is designed on Tuco Marine´s ProZero second generation Daughter Craft concept and have been built to allow full use of the latest technology to support the Emergency and SAR operations. The ProZero 11m FRDC is constructed from carbon fiber composites due to the offshore industry’s focus on fuel efficiency obtained by less operational power needed. Further the low weight achieved by this construction, also makes it possible to fit the fairly large daughter craft to vessels not capable of handling heavier daughter crafts. The ProZero 11m Fast Rescue Daughter Craft offers a spacious aft deck to carry out rescue missions and a purpose-build fender system for optimum protection during missions as well and under Launch and recovery of the FRDC. The vessels feature twin waterjet installation fitted to inboard diesel engines, operates at a service speed above 30 kts, and have a capacity of up to 24 rescued according to SOLAS requirements. The advanced onboard equipment includes electronic communication and navigation equipment, as well as an inflatable self-rightening system, Jasons cradle, and single point lifting. The ProZero 11m Daughter Craft, is as well outfitted with painter line system which allows the operator to remotely release the Daughter Craft from the bow line of the Mothership during Launch and Recovery operations. The 11m ProZero are built from lightweight composite materials which ensure the low weight, high fuel efficiency, and low emission of greenhouse gasses. Additionally, the need for maintenance is minimized. Thanks to the low weight and the well proven Deep-V ProZero hull, the new boat was capable of reaching speeds in excess of 32 knots during the sea trials. ”We are tremendously excited and proud that Royal Wagenborg has chosen ProZero. This 11m ProZero Daughter Craft is a seal of approval of the technology and the products we have been developing and refining for years. We hope that this new boat can contribute to bringing ProZero vessels into the Offshore industry at an even higher level, supporting the offshore business and safety in the very best way. We look forward to a strong collaboration with Royal Wagenborg, not only now, but also in the future”, says Jonas Pedersen, CEO at ProZero International and Tuco Marine. https://www.youtube.com/watch?v=Fk54gpculgc

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Offshore work 2 work vessel provider Royal Wagenborg from Delfzijl, in The Netherlands, have taken delivery of a new ProZero 11m FRDC Fast Rescue Daughter Craft. The Vessel is delivered By Tuco Marine Denmark, from the companies ProZero International subsidiary, known for their ProZero line of Workboats and Offshore Daughter Crafts.

 

ProZero International has delivered the ProZero 11m Fast Rescue Daughter Craft that are built under Bureau Veritas certification to the ERRV (Emergency Response and Rescue Vessel) rules.

The new boat is designed on Tuco Marine´s ProZero second generation Daughter Craft concept and have been built to allow full use of the latest technology to support the Emergency and SAR operations.

The ProZero 11m FRDC is constructed from carbon fiber composites due to the offshore industry’s focus on fuel efficiency obtained by less operational power needed. Further the low weight achieved by this construction, also makes it possible to fit the fairly large daughter craft to vessels not capable of handling heavier daughter crafts.

The ProZero 11m Fast Rescue Daughter Craft offers a spacious aft deck to carry out rescue missions and a purpose-build fender system for optimum protection during missions as well and under Launch and recovery of the FRDC.

The vessels feature twin waterjet installation fitted to inboard diesel engines, operates at a service speed above 30 kts, and have a capacity of up to 24 rescued according to SOLAS requirements.

The advanced onboard equipment includes electronic communication and navigation equipment, as well as an inflatable self-rightening system, Jasons cradle, and single point lifting.

The ProZero 11m Daughter Craft, is as well outfitted with painter line system which allows the operator to remotely release the Daughter Craft from the bow line of the Mothership during Launch and Recovery operations.

The 11m ProZero are built from lightweight composite materials which ensure the low weight, high fuel efficiency, and low emission of greenhouse gasses. Additionally, the need for maintenance is minimized. Thanks to the low weight and the well proven Deep-V ProZero hull, the new boat was capable of reaching speeds in excess of 32 knots during the sea trials.

”We are tremendously excited and proud that Royal Wagenborg has chosen ProZero. This 11m ProZero Daughter Craft is a seal of approval of the technology and the products we have been developing and refining for years. We hope that this new boat can contribute to bringing ProZero vessels into the Offshore industry at an even higher level, supporting the offshore business and safety in the very best way. We look forward to a strong collaboration with Royal Wagenborg, not only now, but also in the future”, says Jonas Pedersen, CEO at ProZero International and Tuco Marine.

The post Introducing the ProZero 11m Fast Rescue Daughter Craft appeared first on Tuco Marine Group.

]]> Introducing the ProZero 7,5m SOLAS FRC https://tuco.dk/7-5m-solas-frc/ Sun, 17 Mar 2019 08:20:00 +0000 https://staging-1736925983.tuco.dk/?p=5026 Tuco Marine Group has added a new member to the ProZero series of carbon fibre-based workboats – the ProZero 7,5m SOLAS FRC MrK 3. The new ProZero FRC showcases the trademark lightweight materials technology of Tuco Marine Group. Reliable, flexible and lightweight construction combined with full SOLAS compliance produces a boat which goes beyond the existing standards and adds a range of benefits for the end users. https://www.youtube.com/watch?v=ucOQEKojBoc Tuco Marine Group has just launched the SOLAS compliant ProZero Mrk 3 Fast Rescue Boat as part of the carbon fibre-based ProZero line. With its lightweight construction, operational capacity is increased – the rescue craft can respond faster and cover more area over longer periods of time.   The new FRC is a third-generation design built around the already well proven ProZero 7,5-meter Fast Rescue Boat. The first two iterations of the 7,5-metre FRC design have been developed and tested thoroughly during the ProZero development project for which Tuco received funding under the Horizon2020 SME Instrument programme. This development project ended in 2018, but Tuco Marine has continued to refine the project results and implement them in the ProZero series. The third generation FRC represents the highest level of refinement yet.   The carbon fibre materials technology secures ultra-high levels of strength and durability at a very low structural weight. The new design presents a very large deck area which will accommodate large payloads or up to 16 persons. New bow and fender configurations have been added for improved safety during transfer operations across the bow. Typically, FRCs are deployed from motherships where it is crucial to have a balanced and easily operated lifting system. The new 3rd generation ProZero FRC is delivered with a single-point hoisting system of the owner’s choice. As standard the FRC features a single water jet installation, but twin water jet installations are available upon request. Tuco is planning to follow up on the new 7,5m FRC platform with both smaller and larger siblings. 6,5 and 8,5 metre versions are planned in the near future. Demonstrators are available for testing at request.   With the ProZero series, Tuco Marine Group offers custom designs. Everything is built in strict accordance with the specific requirements and clients can chose between multiple options for e.g. wheel house, steering console layout and much more. Additionally, the ProZero vessels are available in different lengths and in different widths based on a range of proven and standardised hull designs. The core ambition of Tuco is to offer ProZero vessels that outperform the current market standards in terms of both performance, reliability and ease of service. We also strive to be market leaders in supplying the lightest, most durable and most reliable FRCs. To achieve the best balance between design customisation and delivery time, Tuco has arranged the entire design and building process around a module-based system. With the modular methodology, adjustments and customisations are quick, easy and inexpensive to make.   “The module-based design makes it possible for us to offer clients a relatively short delivery time compared to the market average while providing them with a product that is tailored to their specific needs. Modularity makes it easy to maintain a very high quality standard and to keep the high level of reliability that we strive for” says Managing Director at Tuco, Jonas Pedersen.

The post Introducing the ProZero 7,5m SOLAS FRC appeared first on Tuco Marine Group.

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Tuco Marine Group has added a new member to the ProZero series of carbon fibre-based workboats – the ProZero 7,5m SOLAS FRC MrK 3. The new ProZero FRC showcases the trademark lightweight materials technology of Tuco Marine Group. Reliable, flexible and lightweight construction combined with full SOLAS compliance produces a boat which goes beyond the existing standards and adds a range of benefits for the end users.

Tuco Marine Group has just launched the SOLAS compliant ProZero Mrk 3 Fast Rescue Boat as part of the carbon fibre-based ProZero line. With its lightweight construction, operational capacity is increased – the rescue craft can respond faster and cover more area over longer periods of time.

 

The new FRC is a third-generation design built around the already well proven ProZero 7,5-meter Fast Rescue Boat. The first two iterations of the 7,5-metre FRC design have been developed and tested thoroughly during the ProZero development project for which Tuco received funding under the Horizon2020 SME Instrument programme. This development project ended in 2018, but Tuco Marine has continued to refine the project results and implement them in the ProZero series. The third generation FRC represents the highest level of refinement yet.

 

The carbon fibre materials technology secures ultra-high levels of strength and durability at a very low structural weight. The new design presents a very large deck area which will accommodate large payloads or up to 16 persons. New bow and fender configurations have been added for improved safety during transfer operations across the bow.

Typically, FRCs are deployed from motherships where it is crucial to have a balanced and easily operated lifting system. The new 3rd generation ProZero FRC is delivered with a single-point hoisting system of the owner’s choice.

As standard the FRC features a single water jet installation, but twin water jet installations are available upon request.

Tuco is planning to follow up on the new 7,5m FRC platform with both smaller and larger siblings. 6,5 and 8,5 metre versions are planned in the near future. Demonstrators are available for testing at request.

 

With the ProZero series, Tuco Marine Group offers custom designs. Everything is built in strict accordance with the specific requirements and clients can chose between multiple options for e.g. wheel house, steering console layout and much more. Additionally, the ProZero vessels are available in different lengths and in different widths based on a range of proven and standardised hull designs.

The core ambition of Tuco is to offer ProZero vessels that outperform the current market standards in terms of both performance, reliability and ease of service. We also strive to be market leaders in supplying the lightest, most durable and most reliable FRCs.

To achieve the best balance between design customisation and delivery time, Tuco has arranged the entire design and building process around a module-based system. With the modular methodology, adjustments and customisations are quick, easy and inexpensive to make.

 

“The module-based design makes it possible for us to offer clients a relatively short delivery time compared to the market average while providing them with a product that is tailored to their specific needs. Modularity makes it easy to maintain a very high quality standard and to keep the high level of reliability that we strive for” says Managing Director at Tuco, Jonas Pedersen.

The post Introducing the ProZero 7,5m SOLAS FRC appeared first on Tuco Marine Group.

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