7.

3D at Depth:
The Future is Green

11.
OPENSEA Open Architecture:
Anything is Possible
on OPENSEA

17.
Task Force 59: Integration
of Unmanned Systems
and AI into Military Ops

39.
Exploring the Subsea
World with U-Boat Worx
Submersibles

The magazine of choice for Ocean Robotics focused Professionals

32 ISSUE
Q3 / 2022
 TABLE OF CONTENTS ISSN 2634-0283 (PRINT)
ISSN 2634-0291 (ONLINE)
EDITOR-IN-CHIEF
04. Events Calendar & Welcome to Ocean Robotics Planet Richie Enzmann
COPY EDITOR
Will Grant
07. 3D at Depth: The Future is Green
SALES DIRECTOR
Nick Search
11. OPENSEA Open Architecture: Anything is Possible on OPENSEA DESIGN & LAYOUT
Milan Farkas
Task Force 59: CONTRIBUTORS
17.
Integration of Unmanned Systems and AI into Military Ops Richie Enzmann, Alasdair Murrie,
Amanda Cetin, Daniel Wagner, Hayley Yule,
Jamie Zaccaria, Marc Deglinnocenti,
Hyper-Sub Platform Technologies Present Mark Bruce, Megan Cook, Neil Manning,
23.
the Fast Boat (Dry Cabin) Submarine Timothy Hawkins
SPECIAL THANKS TO
USV Technology Integration for Offshore Data Harvesting Åge Holsbrekken, Alexandra Bardsley,
27. Alexia Ballatore, Audrey Leon,
on the Valorous Floating Offshore Wind Project
Barbara Van Bebber, Bill Mallin, Colin McKinnon,
Dawn D'Angelillo, Gunvor Hatling Midtbo,
Powering Autonomous Subsea Inspection Gautier Dreyfus, Gill Vosper, Graceann Robertson,
31. Guy Frankland, James Colebourn, Jill Bell,
for Offshore Wind Farms
John Benson, Jostein Jansen, John Bloomfield,
Judith Patten, Julian Lalanne, Julie McLaughlin,
Creating the Perfect Setup: Kevin Parker, Kieran O’Neill, Marion Seyve,
34.
For Inspecting Spaces Too Small for Inspection Class ROVs Matt Bates, Niamh O’Hagan, Paul Fletcher,
Rachel McAlpine, Richard Mills, Rob Howard,
Roy Heijdra, Siv Tveit, Victor Sepulveda,
36. Poster: U-Boat Worx Willard Balthazar

3D at Depth Norwegian Offshore

39. Exploring the Subsea World with U-Boat Worx Submersibles Bayonet Ocean Rental
Vehicles Oceaneering
BEC Plastics OceanTools
45. Research Vessel Quips and Instrument Mooring Tips
Blueprint Subsea Ocean Exploration
BMTI-Alseamar Trust
Ocean Exploration Trust: Combining Technology QSTAR
51. Digital Edge Subsea
and Outreach for Ocean Exploration Film-Ocean RTS
Forssea Robotics Saab Seaeye
57. Fugro’s Integration of eROVs to USVs Greensea Systems TechnipFMC
Hayes Parsons Tritech
U-Boat Worx
61. Ten Types of USVs for Us to Explore in 2022 HydroSurv
Hydro Group U.S. Navy
Hyper Sub Platform Valeport
67. Digital Edges’s New Mobile DVR Workstation Technologies Verlume
iXBlue Voyis
Rental Technology & Services (RTS) Kongsberg Maritime Zetechtics
69.
Celebrates their 20 Years in Business Kystdesign

23. 31. 57.

Front Page Cover Image: Courtesy of 3D at Depth
W W W.O C E A N R O B O T I C S P L A N E T.CO M Poster Photo: Courtesy of U-Boat Worx
EVENTS CALENDAR 2022
For more information about all events visit www.oceanroboticsplanet.com

WINDENERGY
SEPTEMBER

Hamburg, Germany (27–30 September 2022)

My name is Richie Enzmann. Allow me to welcome
UNMANNED MARITIME you all to the latest issue of Ocean Robotics Planet!
SYSTEMS TECHNOLOGY – USA
Arlington, VA, USA (28–29 September 2022)

FLOATING OFFSHORE WIND

WELCOME TO OCEAN
OCTOBER

Aberdeen, UK (12–13 October 2022)

ROBOTICS PLANET!
SUSTAINABLE OCEAN SUMMIT – SOS 2022
Barcelona, Spain (17-18 October 2022) Dear Reader,

We have an exciting edition lined up for you, so let’s crack on.

MTS/IEEE OCEANS 2022
We spoke to the team at 3D at Depth, who recently debuted
Hampton Roads, VA, USA (17–21 October 2022)
their new Cuvier DEEP system. It’s been designed for shallow
EURONAVAL and deep-water inspections, primarily for the offshore wind
Paris, France (18–21 October 2022) market. We discuss the real-life inspiration for their modified
Saab Sabertooth Hybrid AUV/ROV, and exactly how deep it
GLOBAL BLUE FINANCE SUMMIT – can travel.
BLUEFIN 2022
In this issue we also have plenty of content about Unmanned
Barcelona, Spain (19 October 2022)
Surface Vessels (USVs). In recent years the development of
USVs has really taken off as the technology has matured. We
REUTERS EVENTS: EU OFFSHORE &
NOVEMBER

have several articles covering the different types of USVs

FLOATING WIND
specifically designed for the offshore wind and defence.
London, UK (2-3 November 2022)
In addition to that, we’ll hear from Fugro, who have inte-
MARINE AUTONOMY TECHNOLOGY grated their Blue Essence USV with their Blue Volta eROV, all
SHOWCASE (MATS) of which is controlled from a remote operations centre. And
Southampton, UK (8–10 November 2022) then we have a feature on the Hyper Sub Platform, a cross
between a manned vessel and a submarine. It’s designed
OFFSHORE SOUTH EAST ASIA (OSEA)
mainly for military applications and looks like something out
Singapore (15–17 November 2022)
of a James Bond movie. Very cool stuff!
OFFSHORE ENERGY I also had a chat with Commander Timothy Hawkins, a part of
Amsterdam, The Netherlands (29–30 November 2022) the U.S. Navy’s 5th fleet and Task Force 59. He tells me about
their trialling of commercially available USVs in real life military
OCEANOLOGY INTERNATIONAL
FEBRUARY

applications. So, if you have a great idea or solution that you

San Diego, CA, USA (14-16 February 2023) think could be implemented, you can get in touch with them.
SUBSEA EXPO Also in this issue, our North American correspondent, Marc
Aberdeen, UK (21–23 February 2023) Deglinnocenti, has put together a list of some interesting
USVs that are currently hot on the market. Marc also shares
U.S. HYDRO 2023 his experiences and what he learned from working with
MARCH

Mobile, AL, USA (12-16 March 2023) oceanographic instruments from research vessels.

Finally, I would like to say a special thanks to U-Boat Worx - a

SEA AIR SPACE
APRIL

leading manufacturer of manned submersibles - for being

National Harbor, MD, USA (3–5 April 2023) kind enough to host me at their Curacao Sub Center in the
Caribbean. They showed me around their state-of-the-art
OCEAN BUSINESS
facilities and took me on an unforgettable dive in their Super
Southampton, UK (18–20 April 2023)
Yacht Sub 3 to explore a nearby reef.
WINDEUROPE 2023 We hope that you enjoy reading this issue and look forward
Copenhagen, Denmark (25–27 April 2023) to meeting many of you at upcoming conferences and exhibi-
tions. As you can see from our editorial calendar, we will have
OTC 2023
MAY

a busy show season ahead of us this autumn. Hopefully we’ll

Houston, TX, USA (1-4 May 2023) see you out there!
UDT 2023 Best regards,
Rostock, Germany (9-11 May 2023) Richie Enzmann
 Cable solutions that
challenge the status quo

Which design considerations are the most important for your project?
And how does ROV Cable manufacturing work?

Discover all about ROV Cable manufacturing, requirements,

the latest trends and make your subsea project a success!
To help you select the perfect ROV cable, please download
our Ultimate Guide here or scan the herein QR code.

Connect with us : deregtcables.com / LinkedIn

Connecting What’s Needed with What’s Next™

NEED FOR SPEED?

The Isurus™ ROV enables
operations in high current
conditions, increasing your
working time for offshore
renewables projects up to six
additional hours.

Connect with what’s next at oceaneering.com/isurus

Copyright © 2021 Oceaneering International, Inc. All rights reserved.
 Courtesy of 3D at Depth

THE FUTURE
IS GREEN
The Cuvier DEEP™ Autonomous Underwater Vehicle System and its associated products address underwater
inspection needs for both deepwater energy and shallower water depths, targeting the offshore wind sector.
This autonomous underwater solution combines class-leading sensors and high-end system performance, with
operational efficiency and unparalleled data quality in one place: leveraging 3D at Depth’s new SL4 Subsea LiDAR.
This complete package goes beyond measurement and offers an end-to-end solution, from acquisition to answers.

HABITAT™
The Cuvier DEEP™ has an impressively low-drag hydro- inertial navigational sensors interfaced with market standard
dynamic subsea garage solution called Habitat™. The low Ultra Short Baseline (USBL), or Long Base Line (LBL) aiding
drag profile is designed for in-water towing. Water transit or options.
inspection speeds can be up to 4 knots, allowing for reduced
deployment and recovery timings, all of which minimize risks Habitat’s removable front nose section hosts a constant tension
and unnecessary emissions. winch, with up to 4km of fiber optical tether, power and sensor
interfacing, and Habitat’s brain. The extended optional tether
Habitat™ works in a multi-functional capacity, with the allows for high-speed data to be delivered from the Cuvier
ability to host power distribution, sensors, and wireless DEEP™ to the vessel with deep-water long layback touchdown
communication options - including optical and acoustic monitoring applications. Up to a 3.5km offset can be achieved
modems - all of which allow for supervised in-water oper- depending on operational conditions via the optical tether solu-
ations. Positional information is obtained from resident tion, thanks to the thin fiber lines' outer diameter of 4mm.

 | 7
THE FUTURE IS GREEN

The Habitat™ expanded functionality follows the principle of

an underslung remotely operated vehicle skid, with a bottom-
mounted optional sensor payload, or 600m power commu-
nications tether winch system for unlimited endurance. The
Habitat™ also impressively allows for semi-residency and multi-
vehicle deployment operations. A quick release top section with
load-bearing structures allows for multiple vehicles to be safely
launched, recovered, or serviced on deck. When used with the
rotating Launch and Recovery System™ (r-L&RS™), Habitat™
can provide charging, data downloads, and in-water transits
from the deck to water depths of up to 3,000m.

REMOTE, ROTATING LAUNCH AND

RECOVERY SYSTEM™ (R-L&RS™)
r-L&RS™ is a combination of a rotating deck-mounted solu-
tion with several design aspects tailored to the in-water
systems deployment and recovery requirements, r-L&RS™
has an integrated heave compensation and Habitat™ auto
depth or altitude control. Amazingly, the entire solution is
remotely controlled onshore via a satellite uplink.

This future-proofing allows for supervised or tethered deep

water operations. The r-L&RS™ can rotate its electrically
driven main lift winch and overboard A-frame an impressive
310 degrees allowing for flexible deck mounting options and
an overboard reach of distances of up to 5.5 meters. Having
the flexibility to mount the r-L&RS™ adjacent or perpen-
Courtesy of 3D at Depth
dicular to the vessel's side increases the vessel footprint and
deck design solutions. Transit speeds of up to 4 knots are
possible by using a high departure angle snubber solution.
This also hosts an auxiliary shorter lift line for on deck vehicle
rotation or maintenance.

Depending on the vessel or offshore work platform, this total

solution can be complemented with deck-mounted class-
certified workshops and control cabins for bare boat char-
ters. It can also be separated offering only what's required
and leveraging current vessel tooling such as over boarding
cranes or workspaces for the control room. The entire spread
is designed to fit onto standard ISO containers, allowing for
easier international shipping and road transport, without the
need for loading or permit restrictions.

CUVIER DEEP™ – LIKE NO OTHER

Cuvier DEEP™ is truly in a class of its own. It offers a fully
integrated marine robotics solution, enabling the harvesting
of high-quality data from the SL4 Subsea LiDAR and other
geophysical and electromagnetic measurements and inspec-
tion data, providing efficient decision-making solutions.

Cuvier DEEP™ evolved from the remote-controlled, 3000m

deep-water, dual-hull SAAB Sabertooth Underwater System.
The system design has been modified to enable greater
endurance and more diverse sensor payload integration,
meaning both better in-water operational time and higher
data capture accuracy. This innovation has been heavily influ-
enced by years of marine design and operational experience
Courtesy of 3D at Depth
to unlock an operationally unique platform with incredible

8 | 
agility. The result is a highly adaptive work platform that
greatly reduces the on-deck turnaround time due to a
modular power solution.

Furthermore, the increased endurance of up to 30 hours

(depending on the mission requirements) exceeds all compa-
rable solutions currently operating in the market space.
Cuvier DEEP™ is supported by impressive communication
options connecting it back to the Habitat™, including fully
untethered supervised autonomy. Rather than conventional
underslung ROV payload skids, which are often seen as
cumbersome and costly, Cuvier DEEP™ uses hydrodynamic
side pods which are removable depending on the mission.
Courtesy of 3D at Depth
These pods can include widespread sensors, foldable wing
innovations, or multi-function electric manipulation.

All of these solutions are set to rock the blue economy “norm”.
Cuvier DEEP™ delivers a new level of efficiency, alongside the
data quality standards expected by 3D at Depth’s clients, at
much lower in-water operational times.

INSPIRATION
Cuvier DEEP’s name is inspired jointly by George Cuvier (1769-
1832) and the Cuvier’s beaked whale. French-born academic
Cuvier had many accolades and areas of study during his
career; one particular focus of his was on establishing proof
that many species like dinosaurs had become extinct in ages
past. Cuvier, therefore, proposed, that after each series
of major ecological events, new species would have been
created. In the case of Cuvier’s beaked whale, a highly adap-
tive marine mammals’ performance is - in many aspects - like
the specification of the Cuvier DEEP™. With a similar size and
a diving depth of around 2,992m, the beaked whale holds the
record for the longest and deepest diving mammal on Earth.

For the blue economy, global climate change and the energy
transition have created an impact as major ecological events.
Cuvier’s work on extinctions was incorporated into Charles
Darwin’s theory of natural selection and survival of the
fittest. Cuvier also expressed that multiple evolutionary
changes would happen at the same time following a cata-
strophic event, stimulating forced evolution in species.

3D at Depth has been inspired by Cuvier with the multiple

modifications to the SAAB Sabertooth hybrid AUV/ROV. The
end-to-end approach to a complete solution has offered
flexibility, lower emissions, allowing inspection in deeper
water depths from smaller vessels with lower mobilization
footprints, spanning shipping, lifting and deck fastening.

We at 3D at Depth are focusing on business growth through

innovation, with a target on lowering carbon emissions and
vessel time savings from crewed and un-crewed surface
vessels. We have a highly specialized and dedicated team
with many years of experience in subsea LiDAR and Marine
robotic solutions. Our ethos is based on respect and inno-
vation, and we truly believe that this will be the key to our
success in the future. Courtesy of 3D at Depth

 | 9
 Inclination Monitoring
Has Never Been
So Easy

Ready-to-use & Service Free Technology

for Marine Construction
V-LOC calculates your assets real-time coordinates
thanks to open-source tags which are affixed to them.
Our technology is embedded inside a calibrated
camera which exists in both air and subsea versions
for highly accurate marine surveys.
 VideoRay Defender (Courtesy of Greensea Systems)

OPENSEA OPEN
ARCHITECTURE
ANYTHING IS POSSIBLE
ON OPENSEA
Marine robotics technology specialist Greensea Systems Inc. (Greensea) is the only provider of a software suite
that enables true autonomy and advances underwater robotic systems and vehicles. The company was founded
in 2006 by current CEO and President, Ben Kinnaman, an entrepreneur with experience in marine robotics, whose
vision it was to help deliver reliable and precise integrated navigation and control systems for offshore vehicles.
This, together with improving the relationship between operator and machine, was to be achieved through an
open architecture software platform, OPENSEA.

 | 11
OPENSEA OPEN ARCHITECTURE – ANYTHING IS POSSIBLE ON OPENSEA

Greensea's EOD Workspace (Courtesy of Greensea Systems)

Ben Kinnaman is passionate about open architecture and the experts at Greensea. This allows end-users to focus on
is always keen to set the record straight on the frequent their field of expertise, and not have to resource for devel-
misconception that open architecture comes with the open- opments to the core operating software, ultimately helping
ness associated with open source. Unlike in open source, OEMs lower their non-recurring engineering. Instead, they
open architecture ensures the protection of the company’s can prioritise meeting the demand of their market and reduce
intellectual property right, and still comes with an amazing time to market of new cutting-edge robotic solutions.
spectrum of capability and power. It offers an expansive field
of collaboration and an exciting future for ROVs. Since the start of Greensea in 2006, more than 2500 systems
are running on OPENSEA, with the last few years seeing an
ANYTHING IS POSSIBLE ON OPENSEA increase in adoption of open architecture.
OPENSEA was designed and developed by Greensea’s team
of engineers and offers an open architecture software plat- A number of software platforms are available for robotics,
form with a modular framework that enables quick and easy including ROS – Robot Operating System and JAUS, software
integration of robotic systems. This provides the end-user libraries built on open source – note open source, not open
with an easy solution to deliver precision and accuracy to architecture. Open source platforms represent a different type
ROVs, AUVs, and marine robotics, whilst being operator of collaboration. The collaboration here refers to a commu-
friendly, reliable, and easy to maintain. nity of contributors all having access to, and working on, the
open-source software, making changes to meet their needs
The capabilities of today’s robots are defined by a combination and requirements. Possibly the biggest challenge with open
of two elements. The manufactured and designed hardware source is security, followed by the question of licensing to fully
for physical functionality, and the operational software that understand the IPR in commercial activities. The open architec-
delivers the control, navigation, and autonomy of the unit. ture of OPENSEA provides a platform infinitely scalable while
protecting the intellectual property between the developers.
An open architecture platform like OPENSEA, allows for
easier, quicker, and cheaper addition, upgrade, or replace- GREENSEA CONTROL AND
ment of components in marine robotics, providing flexibility COMMAND SYSTEM-INTEGRATION
and adaptability for continuously changing requirements, Greensea has developed its own range of products built on
drivers, pressures, and opportunities in the market. It encour- OPENSEA which can integrate with external robotics.
ages development and innovation, and supports collabora-
tion with end-users’ hardware that is ready to deploy. Greensea’s EOD Workspace human-machine interface, for
example, combines vehicle control, navigation, payload
The OPENSEA Platform provides a robust technology sensors, diagnostics, and data management within a single
framework for a range of applications. Because OPENSEA is a screen. It leverages supervised autonomy to allow explosive
modular framework onto which applications can be built, the ordnance disposal teams to concentrate more fully upon their
end-user is assured of a degree of futureproofing, with the critical subsea work. Described as a ‘smart robotic partner’, the
core software development and maintenance resting with EOD Workspace essentially enables EOD technicians to hand

12  | 
 Armach Robotics (Courtesy of Greensea Systems) Bayonet Ocean Vehicles (Courtesy of Greensea Systems)

over as many or as few automated tasks to an ROV itself in Integrating Armach’s robotics system with the established
any given mission. Accompanying this is the EOD Workspace operating platform, the hull cleaning service not only oper-
Simulator, a powerful training tool to develop and maintain ates for cleaning purposes but delivers post service data. This
user skills without the need to utilize an operational ROV. hull data provides intelligence and insights for shipowners
to analyse and evaluate, supporting efforts of inspection,
Greensea’s SafeC2 provides ‘over the horizon’ technology for fuel saving measures, sustainability objectives, operational
long-range command and control of subsea assets operated efficiency, and fleet readiness.
on OPENSEA, many miles away from the offshore deploy-
ment vessel. BAYONET OCEAN VEHICLES
C-2 Innovations Inc (C-2i) had developed a range of amphibious
RNAV2 provides navigation, control, communication, and crawling vehicles built on the OPENSEA platform, that operate
autonomy for the Diver Propulsion Device, one of the most in the surf zone, on the floor bed, in rivers and marshes.
widely used underwater mobility platform in the world. An
integrated system operability framework that supports In 2022, C-2i agreed to an acquisition by Greensea, and Bayonet
complex tasks in hostile conditions. Ocean Vehicles was launched. Two key figures from C2-i joined
the team to help support programs and engineering, providing
PROJECTS BUILT ON OPENSEA continuity of engineering skills and know-who.
Leading OEMs across the world have built their innovative
technologies on the OPENSEA platform, trusting in a stable, Bayonet Ocean Vehicles product range is now operational,
adaptable, and well-proven operating system in marine built on OPENSEA, with precise navigation, payload integra-
robotics. To date, the platform is being used as the basis for tion, autonomy, and over-the-horizon command and control,
thousands of systems across the subsea, surface, manned, a combination unique to the market. The vehicles cover a wide
and unmanned sectors, performing a wide range of objectives range of possible payloads and applications and can be fitted
requiring accurate subsea navigation, precise control, and with a variety of environmental, oceanographic, hydrographic
reliable autonomy. The open architecture enables OEMs to and industry specific sensors to accommodate the numerous
rely on a flexible, scalable, and maintained software solution, commercial and military applications of the vehicles.
thereby saving on resources in terms of personnel, financial
investment, time and risk, and paralleled assurance of the VIDEORAY
protection of the intellectual property between developers. VideoRay partnered with Greensea for their ongoing devel-
opment of their Mission Specialist Series ROVs. The collabo-
ARMACH ROBOTICS ration resulted in updates to OPENSEA’s add-on Workspace
One such technology built on OPENSEA is Armach Robotics to support VideoRay’s Expeditionary Splashproof Controller,
(Armach), a company launched as a spin-out company from ensuring user interactions are intuitive and natural, meeting
Greensea, when Ben Kinnaman saw an opportunity to fill a gap the needs of the VideoRay Defender technician.
in the market for hull cleaning in conjunction with hull intelligence.
OCEAN INFINITY
Armach offers an autonomous in-water robotic hull cleaning OPENSEA is the platform for the Armada Dynamic Payloads
and surveying subscription service. OPENSEA provides the Control by Ocean Infinity. Through collaboration with
precision navigation, autonomy, and long-range command Greensea, Ocean Infinity was able to create advanced capa-
and control to Armach’s Hull Service Robot. Through using bilities for robotic control and supervision for the Armada
OPENSEA, as opposed to developing its own in-water robotic fleet’s payload. The DPC provides a framework for super-
operating software, Armach was able to enter the market in vising and controlling a remotely operated vehicle system,
a timeframe otherwise impossible to achieve. including the deck gear and launch and recovery system by

  | 13
OPENSEA OPEN ARCHITECTURE – ANYTHING IS POSSIBLE ON OPENSEA

Seatronics Valor (Courtesy of Greensea Systems) Ben Kinnaman, CEO & Founder of Greensea Systems (Courtesy of Greensea Systems)

operators located at any of Ocean Infinity’s remote-control the latest in technology, reliably, timely and sustainably. Here,
centers through SafeC2’s over the horizon command and open architecture facilitates the speed and reliable quality
control suite. Through the OPENSEA API and OPENSEA SDK required.
interfaces, any partner can easily plug into the Armada DPC
to add functionality to the fleet. However, to maximise the open architecture software plat-
form, it requires collaboration. Collaborating has historically
OCEAN POWER TECHNOLOGIES been fraught with challenges over perceived risk, with the
Ocean Power Technologies chose OPENSEA to facilitate technical industry having spent decades in siloed planning
the development and launch of their next generation and development, trialling, and testing. This is where the
PowerBuoy®-based Maritime Domain Awareness Solution cultural ask comes in. Collaboration will require a rethink of
(MDAS) to provide intelligent maritime solutions and services. the definition of working together. Collaboration will have to
come with the willingness and vision to openly work together
KRAKEN ROBOTICS to help the industry develop and field solutions quickly, with
Kraken used OPENSEA to develop autonomy and software the use of open architecture.
control for the Thunderfish AUV vehicle, combining both
AUV and ROV capabilities into a single platform and can Collaborating on open architecture will create opportuni-
operate as a subsea resident, perform hovering manoeuvres ties. Anything is possible when the power of OPENSEA
for inspection, and carry significant payload for long-range combine to bring vehicle autonomy, long range command &
survey missions. Kraken and Greensea later entered into a control, through water communications, and ROV percep-
partnership for on-going collaboration for the advancement tion capabilities together through an open architecture
of capabilities of marine robotics. and vehicle agnostic software solution only available from
Greensea today.
ATLANTIC LIONSHARE
Atlantic Lionshare developed an ROV, the Reef Sweeper, SUBSEA ROBOTICS TECHNOLOGY
designed to harvest lionfish that pose a threat to the marine Ben never took his eyes off the long-term goal of building
ecosystem. Utilising real-time camera feeds and laser guides, Greensea into the leading global supplier of subsea robotics
the ROV is able to support more traditional methods of lion- technology it is today, with OPENSEA as its revolutionary
fish-cull in depths and/or habitats which are impossible or open-architecture software platform. He can now boast
dangerous to operate in. decades of experience in developing agile and adaptable
software solutions that seamlessly integrate with OEMs’
THE FUTURE OF OPEN ARCHITECTURE products that operate in and withstand the harshest ocean
It is easy to see how open architecture, and the collaboration environments.
it enables, creates new opportunities, drives design and inno-
vation, and can lower time to market for new products. Some Prioritizing collaboration and welcoming the input of part-
may see this as the future of technological advancement, ners and developers has delivered results. Barriers are
others perhaps less so. The biggest challenge, according to being removed, allowing multiple companies to collaborate
Ben Kinnaman, is twofold. It involves both a technical and a through open architecture such as OPENSEA.
cultural ask, a paradigm shift, as he likes to refer to it.
OPENSEA has enabled Greensea and those who collaborate
With technological advancements comes progress in oper- with them, to quickly field novel technologies and advance
ations. Efficiencies are being maximised and, in turn, are operational capabilities throughout the subsea industry,
increasing the demand on technology to evolve further. ensuring solutions are future-proofed and can easily be scaled
Operators need to remain competitive, pushing them to offer to meet the demands and challenges of the subsea sector.

14  | 
ACROSS SEA
AND LAND
Bayonet Ocean Vehicles are easily
customized with environmental,
oceanographic, and industry specific
payloads for commercial and military
applications.

AMPHIBIOUS ROBOTICS FOR

• COMMERCIAL
• MILITARY
• ENVIRONMENTAL bayonetocean.com
• OPERATIONS ©2022 Bayonet Ocean Vehicles, Inc.
SAE Media Proudly
SMi Group Group Proudly Presents
Presents the Inaugural
the Inaugural

Unmanned Maritime SEPT

Systems Technology USA
28-29,
Optimizing US Naval Capabilities With Next-Generation
Unmanned Maritime Systems 2022
The Hilton Arlington, Virginia, USA

U.S. SPEAKERS INCLUDE

Captain Michael Egan, Mine Warfare Branch OPNAV N952 Branch
Head, Office of the Chief of Naval Operations
Captain Thomas Remmers, Unmanned Systems Strategic Team
Lead, U.S. Coast Guard
Captain Ben Van Buskirk, Director, NavalX
Colonel Brad Green, Unmanned Aircraft Systems Branch Chief,
U.S. Marine Corps
Commander Brian Conlan, Commanding Officer, Unmanned Patrol
and Reconnaissance Squadron 19 (VUP-19), U.S. Navy
Dr Ayodeji Coker, Autonomy Portfolio Manager, Office of Naval
Research, U.S. Navy
Dr Jason D. Strickland, Maritime Staff Specialist, Platform &
Weapons Technology, Office of the Under Secretary of Defense
KEY REASONS TO ATTEND THE CONFERENCE: for Research and Engineering
Ms Dorothy Engelhardt, Director for Unmanned Systems DASN Ships,
• Listen to keynote briefings from leading U.S. military U.S. Navy
leaders driving the development of unmanned Ms. Schuyler Moore, Chief Strategy Officer, Task Force 59, U.S. Navy
maritime systems Mr Adam Outlaw, Subsea and Seabed Warfare Branch Head, N97,
• Hear updates and guidance from allied UMS Office of the Chief of Naval Operations
Mr Michael Stewart, Unmanned Task Force Executive Director,
program managers U.S. Navy
• Delve into the latest topics and trends shaping Mr Jason Strickland, Technical Director, Unmanned Surface Warfare,
NAVSEA, U.S. Navy
the future of unmanned maritime systems and
Mr Samuel Bendett, Associate Research Analyst, Center For
learn how to integrate these new technologies to Naval Analyses
enhance your operational effectiveness INTERNATIONAL MILITARY SPEAKERS INCLUDE:
Rear Admiral Rhett Hatcher, National Hydrographer and UKHO
• Discover the latest cutting-edge technology at the Deputy Chief Executive, UK Hydrographic Office
exhibition hall and explore opportunities for greater
Colonel Tom Ryall, Head of NavyX and Navy BattleLab, Royal Navy
coalition interoperability
Commander Filip Clauwaert, Director, NATO Naval Mine
• Benefit from the extensive networking opportunities Warfare Centre of Excellence (NATO NMW COE)
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 A Saildrone Explorer unmanned surface vessel and amphibious command ship USS Mount
Whitney (LCC 20) operate in the Red Sea in support of the newly established Combined Task
Force 153, April 21. CTF 153 focuses on maritime security and capacity building in the Red Sea,
Bab al-Mandeb and Gulf of Aden. (U.S. Army photo by Cpl. DeAndre Dawkins)

TASK FORCE 59
INTEGRATION OF
UNMANNED SYSTEMS
AND AI INTO
MILITARY OPERATIONS
We sat down with Commander Timothy Hawkins from U.S. 5th Fleet – the organization responsible for the U.S.
Navy’s integration of unmanned systems and AI in the Middle East – in Bahrain to discuss their wide array of
working partnerships, and how their most recent findings will contribute to future developments.

RICHIE ENZMANN: What is Task Force 59, and how does it unmanned undersea vehicles (UUVs) have also matured and
fit into the wider strategy of the U.S. Navy? been deployed. Where there hasn’t been much past progress in
terms of advancement and maturation is on the surface.
TIMOTHY HAWKINS: Task Force 59 is a U.S. 5th Fleet task We recognised about a year ago that there had been recent
force. It was established last September to focus our efforts progress made in the advancement of unmanned surface
on integrating unmanned systems and artificial intelligence vessels (USVs), especially on the smaller-sized end of the spec-
(AI). The way U.S. 5th Fleet is organised, we have a number trum. We felt it was worth exploring and accelerating their
of task forces: nine to ten depending on what’s going on. development by inviting the companies that are building them
These task forces each focus on a specific area of operations, out to a forward operating environment in the Middle East
and U.S. 5th Fleet is the first U.S. Navy fleet to establish a where U.S. 5th Fleet has crewed ships and forces stationed.
dedicated staff – in the form of a task force – to lead our Putting them in this environment is challenging when you
integration of unmanned systems and AI. look at the weather conditions, which are invariably sandy,
In the last 20 years unmanned aerial vehicles (UAVs) and their dusty, salty and hot. Providing operator feedback and obser-
systems have been developed and used in various campaigns vations to innovators and entrepreneurs moves the devel-
all over the world by multiple forces. In the past 10 years, opment process forward. Companies can take their systems

 | 17
TASK FORCE 59: INTEGRATION OF UNMANNED SYSTEMS AND AI INTO MILITARY OPERATIONS

His Royal Highness Prince Salman bin Hamad Al-Khalifa, Crown Prince, Deputy Supreme Commander and Prime Minister of Bahrain, center, receives a brief on the GHOST 4 unmanned aerial vehicle at
Naval Support Activity Bahrain, Jan. 31. (U.S. Navy photo by Mass Communication Specialist 1st Class Mark Thomas Mahmod)

Vice Adm. Brad Cooper, commander of U.S. Naval Forces Central Command, U.S. 5th Fleet
A Saildrone Explorer unmanned surface vessel sails by a Royal Jordanian Navy patrol craft and Combined Maritime Forces, right, meets with Indian Deputy Chief of the Naval Staff Vice
conducting counter illegal fishing training in the Gulf of Aqaba during International Maritime Adm. Sanjay Mahindru at Task Force 59's Robotics Operations Center in Manama, Bahrain,
Exercise/Cutlass Express 2022. IMX/Cutlass Express 2022 is the largest multinational training July 27. During the visit, the leaders discussed opportunities for maritime cooperation after
event in the Middle East, involving more than 60 nations and international organizations India's decision to partner with Combined Maritime Forces and the U.S. Navy's integra-
committed to enhancing partnerships and interoperability to strengthen maritime security tion of new unmanned technology and artificial intelligence. (U.S. Navy photo by Mass
and stability. (U.S. Navy photo by Mass Communication Specialist 2nd Class Dawson Roth) Communication Specialist 1st Class Mark Thomas Mahmod)

back, make some tweaks and then send them out again. now have two operating hubs for unmanned systems: one
This entire effort is consistent with U.S. 5th Fleet’s focus on in Jordan, which provides access on the western side of the
strengthening partnerships and accelerating innovation. Arabian Peninsula, and Bahrain on the eastern side. Fast
Our engagement with industry through Task Force 59 is an forward to January/February, and this is when we conducted
innovation accelerator. International Maritime Exercise 2022, the largest maritime
exercise in the region with more than 60 different nations
RE: Can you please give us an overview of what has been done and organisations.
over the past 12 months since TF59 was established? An important component of this large-scale exercise was
that we established a multinational unmanned systems and
TH: We are approaching the one-year mark and we have AI integration team called Task Force X. This group brought
made rapid progress. After we established the Task Force in more than 80 unmanned systems from 10 different countries
September 2021, that very month we brought out a number to the region to work alongside crewed ships. The training
of unmanned surface vessel kits. We put them in the water enabled us to sharpen our skills and test concepts for using
in October alongside our crewed ships in an exercise called the new systems in 13 different operational scenarios.
New Horizon. And we did all of this with a decades-long stra- We drew a lot of lessons that we were then able to apply
tegic partner, Bahrain, who hosts the headquarters of U.S. from March through June. During this time, we conducted
5th Fleet. The New Horizon exercise was historic. It was the additional exercises and operations at sea with a number
first time that U.S. 5th Fleet had ever put USVs alongside our of partners, including Israel and Egypt. We performed an
crewed ships in Middle Eastern waters. operational demonstration with Kuwait in June, followed by
In November, we built on New Horizon’s success by estab- another with Qatar in the Arabian Gulf. And of course, we were
lishing another operating hub to launch our drones. So, we constantly working with Bahrain and Jordan all throughout.

18  | 
 Lt. Donal Hanlon assigned to NATO Center for Maritime Research and Experimentation and members of the Royal Jordanian Navy lower a Slocum Glider unmanned undersea vehicle into the Gulf of Aqaba
during International Maritime Exercise/Cutlass Express 2022 Feb. 8. IMX/Cutlass Express 2022 is the largest multinational training event in the Middle East, involving more than 60 nations and interna-
tional organizations committed to enhancing partnerships and interoperability to strengthen maritime security and stability. (U.S. Navy photo by Mass Communication Specialist 2nd Class Dawson Roth)

Lt. Donal Hanlon assigned to NATO Center for Maritime Research and Experimentation, left,
and Chief Aerographer's Mate Shawn Mulholland assigned to Task Force 59 retrieve an Iver Lt. T.J. Brown, assigned to Task Force 59, lowers a floating sensor that collects maritime
unmanned undersea vehicle in the Gulf of Aqaba during International Maritime Exercise/ environmental data into the Gulf of Aqaba during International Maritime Exercise/Cutlass
Cutlass Express 2022 Feb. 8. IMX/Cutlass Express 2022 is the largest multinational training Express 2022 Feb. 13. IMX/Cutlass Express 2022 is the largest multinational training event in
event in the Middle East, involving more than 60 nations and international organizations the Middle East, involving more than 60 nations and international organizations committed
committed to enhancing partnerships and interoperability to strengthen maritime security to enhancing partnerships and interoperability to strengthen maritime security and
and stability. (U.S. Navy photo by Mass Communication Specialist 2nd Class Dawson Roth) stability. (U.S. Navy photo by Mass Communication Specialist 2nd Class Dawson Roth)

RE: It sounds like a busy year with a lot of progress on the those vessels and their sensors with other systems we have
technological front. What were the main benefits? under, on or above the water, networking all of that together
really allows us how have a much clearer picture of what is
TH: Not only did we establish a task force to integrate happening. The reason why it’s important to have a clearer
unmanned systems and AI, but Task Force 59 is also serving picture is if we can see something sooner then we can respond
as a vehicle to strengthen our partnerships, to do it in a sooner. Or if we can see something from further away, then we
way that allows us to work more closely with our regional can respond to the left of the problem, if you will.
partners. Why? Because the true purpose and value of inte- The other thing is what we call “deterrence”. An easy way
grating unmanned systems and AI is to really enhance our to understand deterrence is as the “security guard effect.” If
ability to monitor the surrounding seas. These new systems a shoplifter knows that someone is watching when they go
give us more eyes out there in a persistent and networked to the mall, they will likely be less inclined to commit a crime.
way that we otherwise would not have. The same principle applies at sea. By having more eyes out
We have already seen some of the platforms we are there through unmanned systems technology, coupled with
observing stay out to sea for six months at a time with no AI, someone that has ill intent is more likely to think twice
refuelling, no stops for maintenance, and no resupply. It is very before engaging in destabilizing activity out of concern for
uncommon for any of our crewed ships to just be out there being seen and getting caught.
for that length of time without significant logistical support. Having greater awareness of what’s happening at sea
The platforms we have out there are equipped with radar also puts us in a better position to send assets and direct
and sensors not only for navigational purposes, but also for resources where they need to be. A clearer picture with more
data collection. And it’s not just about having sensors on the data helps us identify what’s important and what requires our
unmanned surface vessels themselves. When you combine attention. Using AI and machine learning to process and sort

  | 19
TASK FORCE 59: INTEGRATION OF UNMANNED SYSTEMS AND AI INTO MILITARY OPERATIONS

A Saildrone Explorer, Devil Ray T-38 unmanned surface vessel, littoral combat ship USS Sioux A Devil Ray T-38 unmanned surface vessel, littoral combat ship USS Sioux City (LCS 11), and
City (LCS 11), and U.S. Coast Guard cutter USCGC Baranof (WPB 1318) sail in the Arabian Gulf, June U.S. Coast Guard cutter USCGC Baranof (WPB 1318) sail in the Arabian Gulf, June 26. U.S. naval
26. U.S. naval forces regularly operate across the Middle East region to help ensure security forces regularly operate across the Middle East region to help ensure security and stability.
and stability. (U.S. Navy photo by Chief Mass Communication Specialist Roland A. Franklin) (U.S. Navy photo by Chief Mass Communication Specialist Roland A. Franklin)

RE: Are there advantages in using these COTS equipment?

TH: Yes. Commercial-off-the-shelf or dual-use technology –

as we also call it – offer us solutions that exist today rather
than years from now. These platforms have enabled us to
make very significant progress in such a short time span.
The traditional U.S. military budgeting and acquisition
process is designed for big hardware like aircraft carriers
and fighter jets. Acquiring software and the latest commer-
cial technology is much different. Many of these emerging
technologies evolve and update every few months or even
A Triton unmanned surface vessel (USV), left, and a Devil Ray T-38 USV operate in the Red Sea,
Aug. 19. U.S. 5th Fleet is rapidly integrating new unmanned systems and artificial intelligence weeks. So, we’re able to remain on the cutting-edge of new
into U.S. naval operations across the Middle East to enhance vigilance of the surrounding seas.
(U.S. Navy photo by Lt. Cmdr. Ray Miller IV)
advancements through this approach, which is a tremendous
advantage for both us and our regional partners.
through vast amounts of data to illuminate what’s important Task Force 59 is taking technology that exists today and
for our decision makers can help them make smarter deci- applying it in a way that can be scaled up over time. In fact,
sions faster. So, this has proven very promising and we are we believe that what we are doing here in the Middle East
very excited about it. can serve as a bridge to what lies ahead for the U.S. Navy as
a whole: a future hybrid fleet of hundreds of manned and
RE: Did you have any maintenance crews from the companies unmanned ships deployed globally. Task Force 59 currently
on board your crewed ships? has 20,000 hours of hands-on experience with new our
systems. This equates to 10-years’ worth – Monday through
TH: It depends on the type of platform. When we’re talking Friday, nine to five – of figuring out what works and what
about unmanned surface vehicles (USVs), Task Force 59 is doesn’t. Our feedback helps rapidly move the development
primarily integrating two types: high endurance and high and innovation process forward.
speed. High endurance refers to the persistent intelligence,
reconnaissance, and surveillance (ISR) capabilities that gives RE: Are you still looking for other companies that provide
us the ability to collect data over long periods of time. Our unmanned systems solutions?
crewed ships can do that already. But when you send multiple
unmanned systems out there and you can do that without TH: Absolutely! We plan to bring out additional companies in
maintenance, refuelling, resupply, or giving the crew needed the next few months and are working through the process
time off, it really gives you capabilities that you wouldn’t have of formally inviting them. Innovators and companies who
otherwise. As for high speed USVs, the focus is on getting meet criteria announced weeks ago will have an opportunity
somewhere quickly, and we have the fastest USVs in the to come out and bring their systems along too. We don’t talk
world out here with us. about future operations and exercises for security reasons
But to your question, the type of USV and its mission are so I won’t go into specifics, but the bottom line is that our
key factors for what a maintenance cycle looks like, or what exploration process for new partners, new technology solu-
kind of support team you need nearby – whether ashore or at tions and innovative ideas continues. We want to build on
sea on a ship patrolling in the vicinity. We are in an innovative what we have already achieved.
environment that enables companies to test their systems
and understand what level and frequency of maintenance is “The appearance of U.S. Department of Defense (DoD)
needed in very challenging operational conditions. visual information does not imply or constitute DoD
endorsement.”

20  | 
AUTONOMOUS BUT
NOT ALONE
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you quickly exchange critical components—from
sensors to payloads to energy modules—for flexible,
in-stride adaptations that result in effective mine
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to expect from your true mission partner, HII.

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 Courtesy of Hyper-Sub Platform Technologies

HYPER-SUB PLATFORM
TECHNOLOGIES PRESENT THE
FAST BOAT (DRY CABIN)
SUBMARINE
HISTORY
Hyper-Sub Platform Technologies Inc. was founded in 2016 barrier cabin which unlike any competitors allows for superior,
in Lake City, Florida by marine engineering entrepreneur and extended submergence capability in dry comfort and without
subsea visionary Reynolds R. Marion. His obsession – first the dangers of decompression sickness.
sparked in his bedroom as an 11-year-old boy in West Virginia –
was to invent and build a highly capable and powerful, FBS comes with twin 480HP diesel engines capable of a top
long range, shallow draft speed boat that could seamlessly speed of 26kts on surface with a 525 gallon / 1,987-liter fuel
convert to a fully functioning, long duration, pressure tank. Alternatively, using its electric over hydraulic subsea
tolerant dry-cabin, electric mini-submarine. Additionally, it thrusters it’s capable of 5-7kts submerged. FBS can operate
would be capable of carrying multiple passengers in comfort over several hundred miles (dependent on payload, choice of
alongside a large payload of mission equipment to be used battery packs, and operating speeds, etc.)
for a multitude of tasks while ranging hundreds of miles on
and below the surface of the ocean. And so, the Fast Boat Since the end of the Cold War and the subsequent three
(Dry Cabin) Submarine – or FBS – was born. decades, there has been a well-documented increase in local-
ized political tensions and armed conflict around the world,
The FBS is equally capable and adaptable for use as a private including the coastal regions of the Eastern Mediterranean,
pleasure craft, commercial eco-tourism platform, subsea engi- the Middle East, the South China Sea, and of course, the
neering and recovery craft, or ocean science and exploration current conflict between Russia and Ukraine. This has
vessel. For the purposes of this article, however, we will explore heralded an increased occurrence of littoral zone incidents.
its wide-ranging capabilities in the Defence and Security Sector.
This is actively being addressed in the USA through the
BACKGROUND formation, this year, of the first of three Marine Corps Littoral
FBS is fully engineered and provisioned for a range of littoral, Regiments.
green or brown water sea to shore connector operations. Not
only can it successfully navigate in extremely shallow waters, Additionally, an article in the United States Naval Institute
with its 2.7ft (0.8m) draft option, but it can also operate fully News of May 20th 2021, quoted Vice Adm. Keith Blount RN,
submerged and undetected in less than 15ft (4.5m). Also, unlike Commander of NATO’s Allied Maritime Command (MARCOM)
its competitors, FBS does not require that crew and passen- who stated that there is “(A) required focus on command and
gers wear dive gear for flooded cabin operations during the control (C2) and networks in the littoral environment… whereby
dive phase. This is thanks to the fully dry, 1 atm. pressure navies can project power from the sea to the shore seamlessly.”,

 | 23
HYPER-SUB PLATFORM TECHNOLOGIES PRESENT THE FAST BOAT (DRY CABIN) SUBMARINE

and that “All (of) the above being most useful in considering
future littoral warfare in places like the Mediterranean Sea, the
Black Sea, the Baltic Sea, or even the High North.”

This approach to force projection in a contested littoral environ-

ment or Weapons Engagement Zone (WEZ) has led Hyper-Sub
to develop the family of long-range, Fast Boat (Dry Cabin)
Submarine connector vessels. The scalable and highly modular
payload design approach allows for a full range of packaged
mission sets, including offensive or defensive capability for blue,
green, and brown water, amphibious or special operations tasking.
FBS can be deployed from a Forward Operating Base, home port,
slipway, estuary, or delivered in theatre by the largest transporta-
Courtesy of Hyper-Sub Platform Technologies
tion aircraft, Landing Craft Dock, Offshore Patrol Vessel, or other
amphibious sea to shore connector solution.

Once in theatre, FBS can ingress the WEZ and roam hundreds
of miles above and below the water line, covert and alone, or
as part of a multi-system, multi-domain zone security force
multiplier for disparate surface, subsurface, offensive and
defensive, or humanitarian missions. Furthermore, it is ideally
suited for anti-terrorism, piracy, narcotics interdiction, and
border security patrol.

FBS DESIGN
The key to FBS unique design and capabilities is five-fold:

ƀ SEA FRAME: Ingeniously but practically designed, this is Courtesy of Hyper-Sub Platform Technologies
the functional base of the entire vessel providing a low
center of gravity while rigidly and robustly securing the
engines, ballast tanks, battery modules, and cabin. The ƀ MODULARITY: As previously mentioned, FBS can be
vessel has a low-profile design which helps to stabilize it supplied with a combination of cabin and cargo space to
in turbulent sea conditions and minimize detection. It also fit the required use of each client. Additionally, the client
allows for a payload of approximately 3,000lb (1,360kg) for can buy FBS with multiple modules for fast change out
any additional mission equipment. prior to or between different mission sets. It even comes
as standard with 68 ft2 / 6.5m2 flatbed storage available
ƀ DRY CHAMBER: The pressure inside the acrylic cabin above the engine deck, or further space available on the
remains constant (at 1 atmosphere) regardless of the flat, gunwale surfaces.
operating depth, keeping the crew and passengers warm
and dry, while enabling prolonged dive and deployment ƀ CERTIFIED COMPONENTS: As with any emerging techno-
times, thus increasing mission capabilities. Built for depths logical solution on the market, a proven track-record can
to 500ft (150m), single and multi-cabin options are avail- be a challenge. What FBS cleverly does is employ already
able and customizable for different missions or uses. established COTS components that have already individu-
This includes multiple, modular configurations for crew/ ally been approved for marine and subsea operations else-
passenger seating, equipment, electronics, or mission where. For example, the acrylic cabin, engines, hull, battery
specific workstations. Alternatively, floodable lock-in/out packs, subsea thrusters, etc., are all proven and certified
chambers for dive teams can be provided. options currently being used for other commercial marine
products.
ƀ BALLAST TANKS: An innovative 8 chamber, air compen-
sated, hyper-ballast tank design revolutionizes FBS safety All of the above allows FBS to get in close and ultra-shallow
with over 30,000lbs (15tons) of reserve lift available for for nearshore applications, whether ISR, coastal security,
rapid ascent. Additionally, the Controlled Dead Systems riverine/estuarine or covert, dry insertion of marines and
Submerged Recoverability means the boat can surface other amphibious assets. This FBS variant is outfitted with
with all primary air, electrical, and hydraulic systems shut a shallow V/W hull blend that enables surface navigation in
down in a controlled fashion. The vessel can still recover waters as shallow as 2.7ft (0.8m) and incorporates a single
even if the cabin is flooded, there being sufficient reserve cabin that allows for multiple workstations, or for a team of
air to blow the main ballast tanks twice at 500ft (152m) eight. This “ingressor” platform can provide multiple mission
depth using standard air loads. formats in a practical and versatile way.

24  | 
In swimmer delivery configuration, divers stay dry and warm
until mission execution. FBS can submerge from over the
horizon, covertly ingress an area, and loiter until the time is
right to deploy the team and assets. FBS has been designed
to address many additional payload requirements, including
rapid UUV deployment. This variant features a deeper v-hull
design and incorporates a forward cabin (for a pilot and copilot)
plus rearward lock-in/lock-out cabin for swimmer delivery.

The dry cabin(s) produce greater mission flexibility and

outcome probabilities by keeping personnel comfortable
for longer, which is a significant advantage over all current
“go-fast” wet sub designs.

FBS is not only ideal for the nearshore, but it can also be stra-
tegically forward deployed from blue water in place of larger
assets. Multiple low profile FBS units with varied payloads Courtesy of Hyper-Sub Platform Technologies

can be deployed as required, to increase tactical mission

capabilities with reduced likelihood of detection.

ADVANCED TECHNOLOGIES INTEGRATION

Latest surface and subsea autonomy and remote navigation
capabilities are embedded into the FBS vessel. Defence and
security systems are to be as standard supplied with the latest:

ƀ SOFTWARE: A flexible and scalable SWaP-C based frame-

work for cooperative robotic mission planning/execution,
with open architecture and encryption enabled protec-
tion – as used by US Navy Expeditionary EOD UUV teams –
SF diver propulsion vehicles, and hand-held navigation
devices. This software also provides precise independent
underwater navigation capability and referencing, using
pre-set waypoints, to target location and navigation by
target or object of interest, station keeping, etc. using
camera or imaging sonar data. Courtesy of Hyper-Sub Platform Technologies

ƀ HARDWARE: FBS also exploits the very latest in subsea

navigation capabilities via the integration of an Inertial
Navigation System (INS) fed from the Attitude and
Heading Reference System (AHRS), Inertial Measurement
Unit (IMU) and the Doppler Velocity Log (DVL) seabed
tracking device, which may then be aided and refreshed
through deployable surface GPS or Ultra Short Baseline
(USBL) input. This package also allows for expansion to
include Over the Horizon Supervised Autonomy or pilot
free, remote command and control with mission re-tasking
on the fly capabilities.

FBS DEVELOPMENT ROADMAP

An ongoing program and product roadmap for continuous Courtesy of Hyper-Sub Platform Technologies

evolution is planned. This includes continuous review of

vessel architecture and materials, both internally and in sources, as well as green, alternative energy like meth-
partnership with clients. Additionally, the manufacturer anol, biofuel, and hydrogen fuel cells, etc. Developments
can work closely with relevant authorities and institu- will include the increased use of the latest AI algorithms
tions to monitor and improve thermal, acoustic, EMI/EMC enabling ‘’hands-off’ or full remote global control, and
footprints, and other detection avoidance capabilities. unmanned or supervised autonomy routines with built in
Propulsion methods will also remain in review, including machine learning capabilities for continued evolution of
the latest emerging, alternative battery power technology the product lifecycle.

  | 25
 HUGIN
Edge

Not just another AUV.

UNIQUE IN DESIGN NEW MISSION PLANNING TOOL

The smallest most lightweight member of the HUGIN HUGIN Edge is equipped with a unique goal-based
family, a fresh low drag body at four metres in length mission planning tool that requires less specialist
using a wet flooded carbon monocoque design, knowledge and input by the operator. In-mission
unique in its class. adaptive execution allows HUGIN Edge to make several
decisions autonomously, continuously replanning
AUTONOMOUS BY DESIGN during mission execution as more information about
the surrounding environment is gathered by the
The HUGIN Edge solution is autonomous by design. sensors.
That means that all parts of the system have been
designed with full autonomy and remote operations
in mind, all the way from autonomous launch and
recovery, through to uncrewed charging and data
offloading.
kongsberg.com/auv
 HydroSurv REAV-40 USV during pre-mobilisation testing (Courtesy of HydroSurv)

USV TECHNOLOGY
INTEGRATION
FOR OFFSHORE
DATA HARVESTING
ON THE VALOROUS FLOATING
OFFSHORE WIND PROJECT
This project demonstrated the application of HydroSurv Uncrewed Surface Vessel (USV) and Sonardyne acoustic
communications technology for rapid environmental data collection to Blue Gem Wind, Simply Blue Group and
Offshore Wind Consultants (OWC) focusing on the Valorous Floating Offshore Wind (FLOW) Project.

The demonstration, which took place in the Celtic Sea, was the environmental pressures that their export cables are
part of an extension to the ‘Robotics for a Safer World’ chal- required to withstand throughout the project’s lifetime.
lenge, co-funded by InnovateUK.
CHALLENGES
BACKGROUND Accurate spatial and temporal data is a key element to
Offshore renewable energy projects need data throughout the development of offshore renewable energy projects.
their lifespans, including detailed surveys at the development Accessibility is often difficult however, with the required
stage. Data harvesting surveys have traditionally been carried frequency of site surveys to gain sufficient data increasing
out using conventional vessels with crew onboard. However, as both risk and cost. In addition to this, projects are being placed
project sites become more challenging and complex to access, further from shore, exacerbating the accessibility challenges.
there is growing demand for survey solutions that keep people
out of harm’s way in safer onshore environments. Developers also need to ensure that no damage is done to
existing subsea infrastructure, as well as be able to monitor
Additionally, as the industry strives to reach its net zero emis- these assets and ensure they are operating correctly
sions targets, developers need low carbon alternatives to throughout the data collection campaign. Weather and
complete these critical tasks. Cost is also a key factor, and sea states need to be constantly monitored, particularly if
with suitable design support for robust data collection, a deploying a traditional, crewed vessel.
wind farm can reduce failures and associated downtime and
their resulting negative impacts on revenue. APPROACH
Exeter-based HydroSurv, an innovator in USV technology,
Offshore renewable energy projects need to determine the collaborated with Sonardyne to demonstrate the benefits
most suitable landfall location to bring the export cables ashore, of USV platforms in providing rapid environmental assess-
considering multiple factors including water velocity profiling to ments offshore. Their aim was to show integrated capability
assess risk of cable scour. As well as this, detailed understanding using a HydroSurv USV fitted with Sonardyne’s Mini-Ranger
of the current conditions helps offshore wind farms understand 2 Ultra-Short Base Line (USBL) positioning system.

  | 27
USV TECHNOLOGY INTEGRATION FOR OFFSHORE DATA HARVESTING

HydroSurv’s larger, longer endurance REAV-60 USV design

offers increased capability further offshore in harder to
reach locations and more challenging waters for low cost, low
carbon data harvesting capability. HydroSurv is now making
Mini-Ranger 2 and SprintNAV Mini integration available for
customers to specify for turnkey integration into its USV
platforms.

Alfie Wisdom, Delivery Manager at Blue Gem Wind:

“Innovation in the supply chain will play a key role in reducing
the costs and risks associated with offshore wind in the
Celtic Sea so we were delighted to provide feedback to local
companies from the Southwest as they bring new ideas to
this exciting sector.”

Jagadish Vallarampara, Senior Metocean Specialist at OWC:

“Understanding accurate oceanographic conditions in real-
time mode reduces uncertainty and helps the engineering
and scientific communities make decisions. Subsea commu-
nication for offshore data gathering is vital for upcoming
offshore operations where ocean floor information is critical
Testing at Smart Sound in Plymouth (Courtesy of HydroSurv) for informed decisions on investments and operations.”

Aidan Thorn, Business Development Manager, Marine

SOLUTION Robotics, Sonardyne: “The world is increasingly digital.
USVs can visit challenging offshore sites more frequently, at We now routinely use the cloud in our homes and even the
significantly lower cost and with a carbon impact reduction of high street, for example. We have all the data we need at
over 90%. HydroSurv’s zero emission, fully electric REAV-40 our fingertips. It’s time we took more of this capability to
USV design is capable of self-transiting to nearshore work- our offshore and underwater operations. This project is a
sites, offering a day-work capability that enables new ways step towards that vision. “Working with HydroSurv, we’ve
of collecting data for cable route engineering and more. shown how we can create intelligent networks of sensors
and uncrewed platforms. By doing this we can provide
Sonardyne’s Mini-Ranger 2 USBL system is popular for use users access to the actionable information they need
on mid-size USVs because it provides easy to install and use from seabed sensors, in near real-time, wherever they
capability to position, track, communicate with and health are in the world. What’s more, they can even configure or
check and configure/reconfigure mobile and seafloor-based reconfigure their remote sensors, all from their desktop.
instruments. Like all Sonardyne hardware, it uses Sonardyne’s “Put it this way, it’s like having access to your home ther-
6G Wideband spread-spectrum digital signal processing to mostat from your smart phone, except it’s on the seabed.
communicate, track and position any 6G-enabled instruments. This is a new digitally enabled way of working, bringing
decision-making about operations many kilometres away
RESULT and hundreds of metres beneath the sea surface, to your
In March 2022 the collaboration team streamed a live, online fingertips.”
demonstration to Blue Gem Wind, Simply Blue Group and
OWC audiences in multiple locations, harvesting data straight Ian Godfrey, Chief Operating Officer, HydroSurv: “This collab-
to a cloud portal and showing near real-time seabed data to orative, seabed to desk data collection project provided a
desk capability. fantastic opportunity for us to demonstrate a new integrated
survey solution for the offshore wind sector. The project
The integration demonstrated real-world capability of USVs, has provided a real-world example of the ability to monitor
as platforms for integrated systems and sensors, to execute subsea assets at greater frequency, at lower cost and with a
critical data harvesting campaigns safely and cheaply for the significant reduction in carbon emissions when compared to
offshore sector, providing near real-time data and informa- survey campaigns carried out with traditional, crewed vessels.
tion of immediate value to the customer. “We see this integrated solution with HydroSurv's USV tech-
nology and Sonardyne's subsea communications equipment
This project combined the proven environmental and finan- as a real enabler for the offshore wind sector and others
cial benefits of deploying USV platforms with USBL under- where a win-win reduction in cost and increased visibility of
water positioning and Acoustic Doppler Current Profiler live data and subsea survey asset health provide a new level
(ADCP) technologies. However, the approach is relevant to of service, well suited to the increasingly challenging environ-
many other instrument types and symbiotic systems. ments faced by offshore wind farm developers.

28  | 
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 Forssea Robotics ARGOS ROV equipped with iXblue Rovins Nano/Nortek DVL tight coupling solution (Courtesy of Forssea Robotics)

POWERING
AUTONOMOUS
SUBSEA INSPECTION
FOR OFFSHORE
WIND FARMS
Back in June 2021, Forssea Robotics (a smart ROV asset and visual positioning technologies provider who aims at
increasing productivity of underwater inspections and light intervention repeatable tasks) successfully completed
the annual underwater survey of the FLOATGEN floating wind turbine using its advanced ARGOS ROV. Anchored
12nm offshore from the Le Croisic coast on the Centrale Nantes Offshore test site, FLOATGEN is the only offshore
wind turbine to be installed in France.

 | 31
POWERING AUTONOMOUS SUBSEA INSPECTION FOR OFFSHORE WIND FARMS

The Argos ROV conducts the underwater inspection of the Floatgen wind turbine (Courtesy of Forssea Robotics)

The main goal of this underwater survey was to visually small vessels used in the windfarm industry.” comments
confirm the integrity of the mooring lines and dynamic Gautier Dreyfus, Forssea Robotics CEO. “And because they
umbilical system, besides characterising marine growth embed their own motion sensors, they do not require any
on the various components. To do so, Forssea deployed its on-the-field calibration, which provides precious time savings
smart ARGOS ROV, in partnership with Sulmara Subsea. They during operations. Combine that to their extreme accuracy in
are an international survey services contractor, who were shallow waters and horizontal tracking conditions, and you
responsible for supplying the survey and positioning services get an ideal positioning solution for wind farms applications.”
during the subsea operation. A long-standing partner of
iXblue, Forssea – who is used to relying on iXblue technology He goes on to say, “Globally, our client was very happy with the
for its offshore operations – equipped its ARGOS ROV with precision achieved by the Gaps M5 USBL system and Rovins
the Rovins Nano/Nortek DVL tight coupling solution to get Nano/DVL tight coupling solution. Despite challenging deploy-
highly accurate navigation information. iXblue’s new Gaps ment conditions – with strong winds and shallow water depths
M5 USBL system was also deployed to precisely position between 0 and 30 meters – the navigation and positioning
the ARGOS ROV during the three-day inspection operation. solution used, combined with the high skills of the Sulmara
personnel, offered very accurate and stable positioning. This
Reducing operational costs and increasing operational effi- was a key requirement for the successful autonomous inspec-
ciency using Crew Transfer Vessels (CTVs) alongside other tion of the FLOATGEN wind turbine.
smaller opportunity vessels to conduct accurate but efficient
operations in a reduced timeframe is key to wind farm devel- “In the end, our autonomous subsea inspection solution,
opments. The use of smaller and smarter technologies that combined with the high technology we deployed and the top-
do not require big vessels and large crews to be deployed, and notch personnel involved, enabled us to achieve substantial
that reduce the hours spent at sea is therefore central to the efficiency, conducting the inspection tasks 8 times faster
transition of the offshore industry. than what is usually observed using traditional methods.”

By providing autonomous survey capabilities that help auto-

mate windfarm mooring inspections and other light inter-
vention repeatable tasks, Forssea’s Light Intervention Class
smart ARGOS ROV – a compact yet powerful ROV suited for
IRM operations and especially for offshore wind farm O&M
work – offers improved performance and greater operational
efficiency to meet those requirements. But while deploying
advanced inspection means is one thing, accurately posi-
tioning them is also critical to conduct successful and efficient
subsea operations.

“One of the key strengths of iXblue positioning solutions, such

as their Gaps M5 USBL system, is that they are compact and
lightweight, and thus easy to deploy from a CTV and other Floatgen floating wind turbine offshore Le Croisic in France (Courtesy of Forssea Robotics)

32  | 
 The World’s Largest
Subsea Exhibition and Conference
P&J Live, Aberdeen
SubseaExpo.com 21-23 February 2023

Organised by
CREATING
THE PERFECT
SET UP

Courtesy of Film-Ocean
FOR INSPECTING SPACES TOO SMALL
FOR INSPECTION CLASS ROVS

In 2022 Film-Ocean successfully delivered the perfect ROV setup for a subsea Gravity Base Tank (GBT) inspec-
tion. This impressive endeavour was achieved thanks to the expertise built through year-on-year delivery by the
Film-Ocean team, who have refined and enhanced their innovative flyout system over the past seven seasons to
complete annual inspections of a GBT.

OVERCOMING COMPLEX REQUIREMENTS general visual inspection, and NDT (Non-Destructive

For the latest inspection, the GBT is divided into sections; it has Testing) of the conductors. The campaign was delivered
a small entry hole on the top of one of the compartments, with using a Seaeye Falcon ROV alongside a VideoRay micro ROV.
internal, smaller port holes between each subsequent section. To gain access to appropriate locations, a protective armour
As a result, only the smallest of micro ROVs can gain access. wrap had to be removed from some of the conductors. This
was accomplished with the assistance of the VideoRay oper-
An added complexity for the micro ROV gaining access is that ating inside of the gravity tank. The VideoRay was then
it’s interfaced with a weld inspection tool. Due to the multiple used to complete as found surveys, followed by Alternating
snagging hazards for the tether and the navigation required Current Field Measurement (ACFM) testing using an ROV
within the GBT, only the most experienced ROV pilots would mounted probe.
be able to complete this complicated task.
The campaign was successful achieving an overall uptime
In 2016 Film-Ocean provided an ROV solution to carry out utilisation of 94%, with the remaining time being used
inspections of conductor welds inside of a subsea gravity to create innovative solutions in order to complete the
base. The scope of work was for close visual inspection, inspections.

34  | 
 Courtesy of Film-Ocean

3D MODELLING AND A
MORE POWERFUL SYSTEM
Following the 2016 campaign, Film-Ocean made further manufactured for the system to allow for an enhanced LBV
advancements. A 3D model of the GBT was created, enabling tether configuration. They also modified the Cougar-XT
the team to run each scenario and plan for more efficient TMS to increase the height. This meant that all items could
and practical movements for the ROV. For the 2017 season, be housed with enough space to operate efficiently, while
a Sub-Atlantic Super Mohawk was selected, offering a more continuing to launch and recover safely within the system’s
powerful system with a steadier platform and increased limitations.
weather limits. The VideoRay was replaced with an LBV ROV,
a skilled installation with an independent TMS (Tethered Topside, the control container had an independent power
Management System) for the LBV. supply installed for the LBV, allowing both the Seaeye Cougar
and LBV to be run at full power if needed. A test tank trial
In addition, the Super Mohawk was modified to allow for a was completed successfully, and Film-Ocean mobilised the
suitable AC power supply to reach the LBV, which could be equipment spread.
switched via the ROV’s software. The 2017 campaign was
hailed as a success for the second year running. Using all of the lessons learned over the years meant
that Film-Ocean were able to complete the project in the
The next three subsequent campaigns used the 2017 setup quickest time ever. They were also able to conduct inspec-
with revisions to the assets, including enhanced LBV slip tions on those conductors that were inaccessible in previous
rings, telescopic legs fitted to the A-frame, and an optimised campaigns. The ROV flyout solution deployed was deemed
release mechanism for the NDT tool. ‘close to perfect’.

THE PERFECT SETUP THE 2022 CAMPAIGN

Using experience gained from the previous five campaigns, For the 2022 inspection campaign, the same ROV solution
in 2021 Film-Ocean decided to create the ‘Perfect Setup’. The was deployed with no changes to the setup. A full-scale
objective was a system that offered maximum power for mock-up of the GBT was replicated in a test tank. The
both the main ROV and the micro flyout ROV. The LBV has offshore team were fully trained on what to expect; Film-
a relatively high-power consumption, which was a limiting Ocean achieved this by working through various scenarios
factor when running directly from the mother system. The ahead of the project itself. As a result, on completion of the
optimal setup would be to have an independent power supply campaign it was hailed as the most successful to date.
to the LBV while ensuring the data transfer speeds were
high enough to allow for the required results from the NDT As you can see, Film-Ocean can support your inspection
inspection. campaigns. Even where there is a requirement for a micro
class ROV to access areas of subsea infrastructure that an
Film-Ocean selected a Seaeye Cougar-XT system with a observation class or work class ROV is too large to manoeuvre
garage tether management system. A unique skid was safely, Film-Ocean have solutions available for you.

  | 35
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EXPLORING THE
SUBSEA WORLD WITH
U-BOAT WORX
SUBMERSIBLES
Richie Enzmann, Ocean Robotics Planet

Many of us working in the subsea and offshore industries may have wondered just exactly
what the underwater world looks like up close. Some may have experienced it first-hand
while scuba diving. But for others - those not keen on swimming around in wetsuits - there
is now an alternative option. U-Boat Worx, based out of the Netherlands, have recently
opened a manned submersible base in Curaçao, in the Dutch Caribbean, that can make
this dream come true. And luckily enough, U-Boat Worx gave me the opportunity to visit
their new submersible training center. While there, I took a dive in their slick looking Super
www.subcentercuracao.com
Yacht Sub 3 manned submersible to see what all the fuss was about.

  | 39
EXPLORING THE SUBSEA WORLD WITH U-BOAT WORX SUBMERSIBLES

Founded by Bert Houtman, the U-Boat Worx story began recognised training programs are also available to anyone
in 2005 in the Netherlands, the place where it still has its who aspires to roam the subsea world in a state-of-the-
design and manufacturing base. The company offers a art private submarine. The land-based facility is located at
range of manned submersibles that can accommodate from the edge of a pristine deep-water reef that boasts amazing
one to eleven people, and operate at depths from 100 to marine life, a diverse range of corals and sponges, and
3,000m. The fleet of U-Boat Worx submersibles includes the crystal-clear visibility.
C-Explorer series, the Super Yacht Sub 3, the C-Researcher
series, the Cruise Sub series, and most recently the NEMO. Sub Center Curacao offer private individuals and marine
professionals the opportunity to become certified submers-
Every U-Boat Worx submersible is designed, engineered, ible pilots. The courses are catered to adventurous private
and built to the highest possible standards, and registered individuals that are looking for a unique experience that will
with the leading classification society, DNV. In addition to broaden their horizons. Moreover, courses are also avail-
U-Boat Worx’s stringent internal quality control and assur- able to individuals who aim for a career in the yacht or cruise
ance procedures, every submarine is subjected to extensive industry, within which the U-Boat Worx submersibles are
and exhaustive testing, including hydro-static pressure tests widely used.
and material qualifications prior to in-house bench testing,
followed by harbour then full sea trials before final delivery. Depending on the selected training course, the program can
be comprised of theory tutorials, hands-on walkarounds,
WORLD CLASS SUBMERSIBLE safety implementations, maintenance programs, training
PILOT TRAINING dives, and surface control duties, all combined with emer-
U-Boat Worx created the first submersible training center gency procedures and challenging training scenarios. The
in the world to offer year-round training opportunities to courses at Sub Center Curacao are taught to no more than 2-4
submersible owners. The industry-defining, internationally people at a time to ensure that candidates get the personal

40  | 
attention and real dive time they need. Although training is My training started in the classroom with Barbara van Bebber,
model specific, the high level of interchangeable systems the General Manager of Curacao Sub Station. She gave an
and common components between the entire U-Boat Worx overview of the company, the structure of command for
range of submersibles will allow for efficient cross certifica- dive operations, technical basics, and the principles of oper-
tion on different models. ating submersibles. She was an excellent instructor and a
very experienced and competent submersible pilot, as I later
This training is also ideal for any ROV/AUV pilot that might found out during our dive. After the brief introduction to the
want to move into manned submersible piloting, or for the submersible – which has many of the same components as
CEO and retired exec that might want to buy their own unmanned ROVs and AUVs – we took the Super Yacht Sub 3
submersibles. It also caters to any interested professional out of its onshore “garage” and prepared it for launch. The
that might want to experience a day in Curacao to see the Surface Officer from U-Boat Worx helped us in this task by
underwater world with their own eyes, instead of viewing it operating a crane. Once the Super Yacht Sub was floating in
via video footage captured by a camera. the water, we climbed in from the shore and got ready for the
dive. Barbara diligently went through the dive check list, and
THE INTRODUCTION PILOT once that was completed, we got permission to dive from the
COURSE (IPC) EXPERIENCE Surface Officer.
During this full-day activity, you will perform some of the
steps it takes to become a certified submersible pilot. This The Super Yacht Sub 3 is rated for 300m. It weighs just under
is the perfect option if you are eager to try operating a 4 tonnes, can run up to 12 hours on battery power and
submersible but are short on time or not quite ready for a oxygen for the pilot and its two passengers. It’s a compact
full certification course. The program consists of a brief class- and luxurious private submarine especially designed to fit
room session and introduction to the submersible, followed aboard superyachts. To experience the underwater world in
by hands-on diving activities. the optimal manner, one of U-Boat Worx’s design priorities
has always been to offer the clearest view possible. To ensure
Over the full-day course the trainee pilot will cover the basics of this, the remarkably clear, fully acrylic pressure hull has been
submersible diving. Under the supervision of the pilot instructor, positioned at the front of the submersible, providing an
you will be able to control the submersible yourself, and experi- unobstructed view in every direction, unimpeded by ballast
ence first-hand what it is like to operate a submersible. tanks, batteries, and other components.

  | 41
EXPLORING THE SUBSEA WORLD WITH U-BOAT WORX SUBMERSIBLES

Once the hatch was closed, Barbara piloted the sub out of We communicated with the Cruise Sub 7 via acoustic modems
the lagoon towards the open water. It was amazing to be and passed them as they ascended back towards the surface.
in this glass bubble with full visibility all around. It was a Continuing our journey, we arrived at the shipwreck of the
truly remarkable experience, especially as the sub dives Stella Maris that lay at around 150m deep and approximately
under the waves. Then as it descends into the deep, the 250m from the launch location. The sight of this majestic
ambient light gradually lessens, and the surroundings looking 90m long cargo shipwreck was breath-taking. It was
become darker. Visibility in the waters around Curacao like something from the Titanic movie.
was up to 50-60m – much greater than the North Sea for
example – so we were very lucky in that regard. My eyes It was also interesting to see some lionfish even at this
got used to the dark fairly quickly, but we switched on the depth. The story of how the invasive lionfish population have
external lights when we arrived at a significant point of destroyed the local coral reef is well known in the Caribbean.
interest. Outside of the Asian Pacific, the small fish species and other
organisms don’t recognise the lionfish as a predator, and thus
As we got deeper into the abyss, we came across a team can’t defend themselves. When scuba divers started hunting
working for a cruise ship operator doing their training them, the lionfish adapted by moving to depths outside of
dive in the 7-seater Cruise Sub. The Cruise Sub series their range. Nature behaves in remarkable ways.
offers cruise liners, high-end tourism operators, deep
sea ocean researchers, documentary film makers, and Our overall dive was around 3 hours, which we spent inves-
discerning private underwater explorers a broad selec- tigating sunken tugboats, anchors, and corals. The deepest
tion of submersibles for 5, 7, 9, or 11 people that can dive point we went down to was around 192m.
to depths between 300 and 1,700m. These unique subma-
rines can accommodate the largest number of occupants I recommend that everyone working in the subsea industry
of all U-Boat Worx submersibles, while delivering first- try a manned submersible dive at some point in their lives.
class performance, revolving seats, and the ultimate in With U-Boat Worx, this is now more feasible than ever before.
safety and comfort. Thanks to the double-ended viewport It’s a truly unique experience. We were lucky enough to see
design and numerous interior and exterior customisation so many beautiful sea creatures and points of interest. Sharks
options, these subs can be adapted to suit many different are not guaranteed, but I was told that sometimes they also
applications. appear for lucky divers. Maybe next time that could be you!

42  | 
 JOIN
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RESEARCH
VESSEL QUIPS
AND INSTRUMENT
MOORING TIPS
By Capt. Marc Deglinnocenti, U.S. Merchant Marine (Ret.), [email protected]

Snap! There goes a small fortune of scientific data collecting instruments, sophisticated buoys, cables, anodes,
anchors, and other expensive parts of your marine instrument mooring system. Scientific data collection moorings
are becoming more and more common these days, because they allow for onsite around the clock data collecting.
Losing them at sea can sometimes be traced back to many scientists and many mariners not being experienced in
the more practical aspects of constructing, deploying, and recovering their instrument mooring systems. There
are some general rules that you can follow right now that might help you while you’re handling them. Learning
what they are and what they do is a good first step toward that end. Mariners should at least know what they’re
supposed to be handling does. Maybe they don’t need to know how each instrument specifically works at an elec-
trical schematic level, but a little bit of knowledge can help the scientists on board a research vessel meet their goals.
Those goals should be the crew’s goals too. Most of these moorings basically consist of a weight at the bottom of
a long line or cable and a float at the top. There are three general types of scientific instrument moorings.

The surface buoy mooring is probably the least expensive the shape of a miniature pyramid. Naturally, it will also need
and simplest of the three. It consists of a buoy or float visibly a sonic release device to recover the scientific sensors when
riding on the water surface. A steel cable or common line the time comes. These bottom pyramid mounts are usually
leads from the buoy to a weight or anchor that rests on the deployed from ships using a release trip line. You can use a
bottom. The data collection instruments are then attached long trip line to carefully lower it to the bottom for shallow
along that cable at different depths. It’s sort of like how a depth waters. The other way is to release them when they
crab pot is set up. It’s a simple mooring, but it can become are just below the surface of the water for greater depth
a bit more complicated if we submerge the whole setup deployments. They have to descend in an upright position
including the buoy. The next general type of mooring takes all the way down though. Unfortunately, that doesn’t always
the first type of mooring and shortens the cable so that the work as planned.
buoy is now under the water and out of sight. These mid
water column moorings need radio or sonic receivers and Benthic mounting systems rely mostly on their proper place-
batteries to release the moorings from their anchors when ment on the ocean floor in the first place. The smoother and
recovering them. That can get a bit more expensive with more horizontal the bottom, the better it is. Uneven or sloped
the addition of these release mechanisms, but even more so bottoms can affect the upward scanning devices and there-
if you want to transmit the collected data in real time. That fore skew the data. It is recommended that weighted gimbal
real time data transmission can get even more complicated mounts be used for upward scanning instrument mounts.
and difficult with the third type of mooring. The third type Acoustic Doppler Current Profilers (ADCPs), which are scan-
of mooring is a benthic or bottom mooring. It sits on the sea ning sensors, are usually installed in these benthic mounts.
floor in a mount without any cable attached. It usually takes ADCPs are used to record how fast the current is moving at

  | 45
RESEARCH VESSEL QUIPS AND INSTRUMENT MOORING TIPS

The proper way to deploy the mooring system is when the scientific buoy gently goes over Deploying an elliptical deep water buoy for higher current areas of research. The ADCP is
first, then the mooring cable is carefully payed out so as not to tangle up, and then the steel mounted on top for upward scanning. Only one crew member (far left) gives the pre agreed
anchor weight is carefully released via a trip line. This ensures that the mooring and its upon hand signals to the A-Frame operator. This deep water buoy has a different foam
instruments are not damaged, and that everything is free and clear from your vessel and density than a shallow water elliptical buoy. The stainless steel framework is specifically
deck crew prior to release. (Courtesy of DeepWater Buoyancy) designed not to interfere with the ADCP beams. DeepWater Buoyancy of Biddeford, Maine,
USA are experts at designing mooring systems. (Courtesy of DeepWater Buoyancy)

different heights up and down the entire water column. They Another procedural rule is to deploy the mooring weight last.
can also record the direction of those currents using multiple If you dump a one ton weight overboard, you immediately
sonar transducers. So, it’s important that the research vessel run the risk of it dragging everything along with it in one fell
crew have good sonar scans of the bottom. The scientists will swoop. This can damage the entire mooring including the
already have a general location for these benthic mounts, instruments, the buoy, and the cable. This violent pull can snap
but the mariners should recommend a specific deployment the connectors between the instruments too. It can also very
location to help achieve an overall success of the mission. easily injure the deck crew. Deploying the buoy first avoids
The crew also must have accurate current datum for the time this potential catastrophe. I used to have just enough way on
of deployment. That information can mean the difference my vessel to keep the buoy line from wrapping around the
between a successful benthic mooring deployment and a propellers when I captained a research vessel. While slowly
failed one. There are more ways that a professional mariner towing the buoy along the deck officer can then payout the
crew can help with these types of moorings. Areas of high mooring in an orderly manner. For larger buoys or rougher
trawling vessel traffic can ruin a benthic mooring. These sea states you can always use stopper lines attached at key
fishing trawlers drag a net along the bottom to collect fish. locations along the mooring. This will give you even more
They can also scoop up benthic moorings. Local knowledge control of how much mooring line is deployed at one time. The
of vessel traffic patterns can help scientists choose optimal heavy anchor weight can then get released last after you can
deployment locations. The crew must learn to work hand in see that the towed mooring looks straight, untangled, and
glove with the scientists on board. That doesn’t mean that undamaged. There’s more than meets the eye when it comes
each vessel crew member must have a PHD in marine biology to these mooring weights too.
or marine geology, but the crew should know some simple
scientific terminology as well as some of the basic functions Many moorings have been lost, because both scientists and
of the equipment they are handling. There are some basic crew members alike have failed to understand the impor-
safety rules for that too. tance of utilizing the correct ground tackle. There’s a simple
formula for most moorings in slow to medium speed currents
It’s essential that there’s only one person in charge of the areas. Jon Wood of Ocean Data Technologies, Inc. says that a
mooring deployment process. The lead scientist must also good rule of thumb is to use twice the anchor weight as the
be able to signal a halt to the deployment at any time. That buoyancy used. So, if the buoy has a 1000 pound rated buoy-
scientist should only be allowed to verbally halt the opera- ancy, then the weight should be 2000 pounds or one ton. So,
tion but kept at a safe distance so as not being able to rush let’s say that an inexperienced mooring preparer attaches a
into the operation whilst it’s in motion. Having a mooring 2000 pound block of concrete to a 1000 pound float rated
deployment checkoff list will help limit these last-minute halts. buoy and you deploy it. Later upon returning for the recovery
Checkoff lists will also prevent forgetting important mooring that scientist finds that the whole mooring system is gone
and safety equipment such as the antifouling coating for the along with a very expensive instrument package. What
ADCP scanning sensors. Deploying the ADCP without it might happened? The weight to buoyancy ratio was calculated for
be reducing your three-year mooring lifespan down to six concrete on dry land. That calculation didn’t work at sea in
months of data collection due to marine growth on the trans- reality, because concrete loses one half of its weight in salt-
ducers. Jim Culter of the MOTE Marine Laboratory & Aquarium water. In actuality that scientist used a 1000 pound under-
says that a mixture of petroleum jelly and chili powder to keep water weight to moor a 1000 pound buoyancy rated buoy.
barnacles from clinging to the ADCP transducers is a good fix. It was all soon washed away. If a concrete weighted mooring

46  | 
 Deploying a Trawl Resistant Benthic Mount (TRBM). (Courtesy of DeepWater Buoyancy, Inc) This benthic tripod mount has an ADCP (Acoustic Doppler Current Profiler) pointing upward with
an inflatable buoyancy release mechanism already installed. (Photo sourced from Wikipedia)

arrives at your vessel, do not load it on board without first all it took. I obeyed her safety instructions to the letter, and
checking the underwater weight to buoyancy ratio. Scrap I even helped her find rays after she expressed her desire
steel weights are therefore preferred for most moorings, to record larger ones. So, I set out an otter trawl in a deep
because they are inexpensive and don’t gain buoyancy in trench to see what types of fish dwelled there. We caught a
saltwater. For areas of high-speed currents, then heavy record giant bat ray as a result. She was thrilled. I anchored
anchors must be used instead in order to utilize their superior the ship, and we got to work weighing and measuring this
holding shapes in addition to their dead weight calculations. monster large ray. I held down its head in the ichthyology
Mooring materials matter. tub while she measured its wingspan. My hand was exactly
where she told me it would be safe to hold it. All of a sudden,
Dan Cote of DeepWater Buoyancy, Inc. tells us that their buoy- this huge ray did a backflip right in that examination tank and
ancy foams are designed to resist harsh marine environments. swung its tail barb right at me. I reacted as best I could, but
They also have different pressure ratings. A shallow water the ray was much faster. He stabbed me on the inside of my
subsurface buoy has a different pressure rating, and therefore left middle finger with a theoretically impossible maneuver. I
a different depth rating, than a deep water buoy. If you get immediately grabbed the base of my sliced open finger with
the two mixed up, you could lose your instruments. Strong my other hand to form a tight tourniquet. This stopped the
stainless steel mounts are usually used on the buoys and for neurotoxin from reaching my heart where it could have shut
the instrument attachment points along the moorings while it down. I deliberately let my finger bleed out as much of the
lighter aluminum is mainly used on bottom tripod or pyramid poison it could. My blood dripped a path on the deck as I
type mounts. So, getting the materials correct, the order of the hurried below to the wet lab sink. I turned on the water over
buoys right, knowing the life expectancy of the bits and pieces, my finger as hot as I could stand it, because the neurotoxin is
and making sure that all of the shackles and swivels have their designed to work in cold water environments. The hot water
pins in place is vital. This will help ensure the safety of the breaks down the long chain molecules of the toxin easily and
instrument mooring system, but the captains can help too. quickly. That worked very well indeed. I then bled it out a bit
Captains of research vessels that insist upon checkoff lists and more and then disinfected it and bandaged it up. As a precau-
that log everything are ones that succeed. You’ll get a phone tion I ended the day’s research activities and weighed anchor
call months after the deployment asking about things like and headed for our dock.
what the speed and wind direction was at the time of deploy-
ment. They’ll want to know the sea state, time, currents, tide, She came up to the pilothouse to see how I was doing and
and even if there was an alga bloom that day! Log everything said that she never saw a ray do what it just did. She said
including your speed, course, weather, locations (fixes), and that it was almost a supernatural effort to sting someone.
even your engine rpms. This helps the scientists greatly. My finger was indeed stinging a bit as a direct result of
that ray’s effort. The term “stingers” on these rays is really
I remember one case in particular when I was asked to take a misnomer. They look more like long thin daggers than
a more direct role in the marine biology research itself. I needles. They are double edged, serrated, and razor sharp.
accepted a request to help with a bat ray study. The marine If the poison doesn’t get you then the cutting of an artery
biologist set the safety parameters for handling these will. Fortunately for me it was only a flesh wound, and I had
dangerous fish, because they were armed with sharp stingers dealt with the poison strait away. We of course modified
laced with a neurotoxin. We also discussed the first aid proce- our safe handling procedures for rays over a certain size
dures if one of us got stung. She said that after working for after that experience. So, we should all follow the safety
four years with the rays that she only got stung once. Not procedures, but obviously even that’s not a guarantee of
watching where her hand was in relationship to the ray was total safety. Never push the limits of those safety margins,

  | 47
RESEARCH VESSEL QUIPS AND INSTRUMENT MOORING TIPS

The three basic types of scientific instrument moorings are depicted here. The surface buoy (far left) method is for easy recovery in safe areas with stable sea states. The two middle instruments pack-
ages are benthic or seabed moorings. These require radio signaled release mechanisms for recovery. The third mooring (far right) depicts a midwater column buoy. This system also requires a remote
release mechanism. (Courtesy of the U.S. Coast Guard)

especially when handling dangerous marine life. That ray of the scientific terminology used on board and how to safely
didn’t care about what we humans thought was possible handle the scientific instruments. Scientist must learn some
or impossible for it to do. I still have the scar to remind me basic shipboard safety rules and emergency procedures too.
of its mutinous attack upon the captain. The entire crew You’ll operate as a much safer and better team that way. So,
then committed a mild act of mutiny too. Every five or ten my final tip or advice is to learn as much as you can when you
minutes one of them would stop working and come up step on board a research vessel. My final quip or comment is
to the pilothouse to see how I was doing. They would sit that if you take my advice, you’ll have a much better under-
there watching my every move. It didn’t matter how many standing of our marine environment and the many ways to
times that I explained how I handled the situation or how I study it after you step back ashore.
reassured them that I was feeling fine. They would watch
me to see if I was going to go into convulsions or maybe
collapse dead on the deck. My obstinate crew’s concern for
my welfare was more of a heartwarming situation than a
heart stopping one.
CAPT. MARC
So, if you have the heart to crew on board a research vessel DEGLINNOCENTI
it’s a good idea to learn as much as you can about what’s
going on around you. Follow all of the safety procedures as
best you can while watching out for the unexpected even if
you’re operating within the recommended safety param-
eters. Respect the scientific personnel on board and your
fellow crew members. Help them out when they need it while
still doing your own job well. Crew members must learn some

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 OET:
COMBINING TECHNOLOGY
AND OUTREACH FOR
OCEAN EXPLORATION
Jamie Zaccaria, Megan Cook, and Daniel Wagner, Ocean Exploration Trust

When it comes to ocean exploration, few names are more famous than
Dr. Robert Ballard. Although he is most well-known for his 1985 discovery of the
RMS Titanic, Dr. Ballard is now the President of Ocean Exploration Trust (OET) –
a non-profit he founded to explore the ocean, seek out new discoveries, and
push the boundaries of education, outreach, and technological innovation.
Technology has always been at the forefront of exploration, and we at OET
are committed to continuously testing emerging technologies and progres-
sively integrating them with approaches that have endured the test of time.

Courtesy of Ocean Exploration Trust

 | 51
OET: COMBINING TECHNOLOGY AND OUTREACH FOR OCEAN EXPLORATION

Courtesy of Ocean Exploration Trust

Courtesy of Ocean Exploration Trust Courtesy of Ocean Exploration Trust

Since its foundation in 2007, OET has led expeditions world- Beyond ROV exploration of the seafloor, OET’s expedi-
wide exploring the Mediterranean, Black Sea, Atlantic, tions include acoustic mapping. The ship is equipped with
Caribbean Sea, Eastern and Central Pacific Ocean. Now, as a hull-mounted Kongsberg EM3020 multibeam echosounder
part of NOAA’s Ocean Exploration Cooperative Institute capable of efficiently and accurately producing high-resolu-
(OECI), we contribute to the OECI’s mission of exploring, tion maps over large areas of previously uncharted seafloor.
mapping, and characterizing the US vast ocean territory to Tuned to map depths between 100 and 7,000 meters (300
develop and implement new technologies and to inspire the to 23,000 feet) while cruising at ship speeds up to 12 knots
next generation of explorers. Throughout the planning and (14 mph), our exploration of the fascinating and complex
execution of our expeditions, we work closely with govern- midwater ecosystem will be enhanced by the installation of
ment agencies and the scientific community to ensure basic an EK80 echosounder in late 2022.
seafloor exploration is prioritized to address management
and scientific needs in our dynamic ocean landscape. EXPLORING FOR EVERYONE
Innovation in technology empowers the central component
Expeditions are primarily launched aboard Exploration Vessel of our education and outreach mission. High-definition
(E/V) Nautilus – a 68-meter research vessel equipped with video feeds are streamed 24 hours a day, seven days a week
remotely operated vehicles (ROVs) and other state-of-the-art on every E/V Nautilus expedition, allowing anyone with
exploration technologies. Our team deploys ROVs, autonomous an Internet connection to follow expeditions. This is made
vehicles, and hull-mounted sensors to explore the ocean’s depths. possible thanks to the telepresence hub at the Inner Space
While collaborating with the broader research community, we Center at the University of Rhode Island, which receives data
aim to identify priority regions and phenomena and share our from the ship via satellite dish before re-broadcasting it over
expeditions with explorers worldwide via live telepresence. the Internet for everyone to see in near real-time. This not

52  | 
 Courtesy of Ocean Exploration Trust Courtesy of Ocean Exploration Trust

Courtesy of Ocean Exploration Trust Courtesy of Ocean Exploration Trust

only allows scientists from all over the world to help plan, made possible through its cameras, including a high-definition
guide, and execute missions, but is also a powerful outreach Zeus camera. Video from the ROV cameras is streamed up a
tool that allows anyone with an Internet connection to join in fiber-optic cable to the E/V Nautilus before being sent out to
the excitement of ocean exploration and discovery. scientists, students, and the public worldwide through our
round-the-clock live streaming system.
SCIENTIFIC ROBOTICS
Scientific ROV Hercules is at the center of the Nautilus The upper portion of Hercules is comprised of bright yellow
Exploration Program, working in tandem with ROV Argus to syntactic foam pack. Trimmed and balanced to be only
explore the ocean's geology, biology, archaeology, and chem- slightly positively buoyant, Hercules is driven up or down
istry. Designed and outfitted for delicate science sampling, the water column by thrusters. The ROV is built to with-
Hercules is equipped with a seven-function Kraft Predator stand pressures at depths up to 4,000 meters (13,100 feet),
manipulator arm, a seven-function ISE Magnum manipulator where forces exceed 6,000 pound-force per square inch.
arm, a suction sampling system, a Venturi dredge excavation Hercules measures 3.4 meters (11 feet) long by 1.8 meters (6
system, a variety of sensors, samplers and video cameras, feet) wide by 2.3 meters (7.5 feet) tall. It is thus of similar size
high-powered LED lights, and high-resolution mapping
sensor suite. To power all this exploration equipment, the
submersible connects to the surface through a fiber-optic
cable, which also transmits data and video, allowing pilots
to control the ROV remotely, and "fly" in any direction using
its six thrusters.

A pair of manipulator arms allows Hercules pilots to remotely

collect biological and geological samples with precise dexterity.
Hercules can retrieve up to 113 kilograms (250 pounds) of
samples from the seafloor and safely bring them back to the
surface in specially designed collection boxes. Other sensors
on Hercules measure pressure, depth, water temperature,
oxygen concentration, and salinity. Hercules is probably best
known for its ability to collect high-quality imagery, which is Courtesy of Ocean Exploration Trust

  | 53
OET: COMBINING TECHNOLOGY AND OUTREACH FOR OCEAN EXPLORATION

Courtesy of Ocean Exploration Trust Courtesy of Ocean Exploration Trust

to a Volkswagen beetle, but at 2,500 kilograms in air (5,500 "While the biggest part of our ocean remains completely unex-
pounds) it weighs almost twice as much. Hercules is housed plored, emerging technologies are increasing the pace by
in a 24 square meter (258 square foot) ROV hangar aboard which we can effectively survey this unexplored realm," says
E/V Nautilus. OET Chief Scientist Daniel Wagner. "On our recent missions,
we have worked with our partners to test and integrate some
ROV Little Hercules is a smaller sister to Hercules, designed emerging technologies into our operations. These missions
for gathering high-quality imagery with its 4K video camera, have demonstrated that using multiple robotic vehicles can
LED lights, and navigation and situational awareness sensors. be a powerful force multiplier in collecting ocean data."
Little Hercules was initially built in 2000, extensively refur-
bished and upgraded to 6000-meter capability in 2019. TRAINING THE NEXT GENERATION
Operating both ROV Little Hercules and ROV Hercules, the While telepresence technology is an indispensable tool that
exploration of over 90% of the ocean is within reach. allows OET to share its mission broadly, we realize there is
no perfect substitute for experiencing exploration first-
ROV operations aboard E/V Nautilus typically employ a hand. In our mission to train the next generation, students,
dual-body ROV system, with one ROV exploring the seafloor, young professionals, and educators sail on every expedition,
and a companion ROV sled hovering above. ROVs Argus gaining valuable hands-on experience in ocean exploration
or Atalanta serve in this companion role on E/V Nautilus and serving as role models in their home communities around
missions, and their primary responsibility is to absorb the the globe. NautilusLive.org offers an immersive experience
motion of the ship above, and providing extra light and year-round for explorers to learn more about our expedi-
cameras that enable a “birds-eye-view” of ROV Hercules tions, find educational resources, and marvel at discoveries.
for situational awareness. Argus is typically used in tandem By promoting a wide variety of STEM careers, we aim to not
with Hercules and absorbs the brunt of ship movements so only inspire the next generation of ocean explorers, but also
that Hercules can operate smoothly to provide steady live- promote the multi-disciplinary collaboration that is needed
streamed video. However, ROV Argus can also be capable of to better understand our largely unexplored ocean.
working solo, as it did in 2019 when it conducted over 120
consecutive hours of underwater side-scan sonar and visual
surveys of the island slopes of Samoa.
JOIN US IN 2023 AS WE CONTINUE
OUR EXPLORATION OF THE CENTRAL PACIFIC
FUTURE DIRECTIONS ALONGSIDE PARTNERS AND COLLABORATORS!
In addition to its ROVs and hull-mounted sonars, recent E/V
Nautilus expeditions have also worked closely with its OECI Ocean Exploration Trust's program is national and international,
partner institutions to deploy various other exploration tech- with funding support from federal agencies as well as the private
nologies, including uncrewed surface vehicles and autono- and public sectors. Since the NOAA Ocean Exploration Program
mous underwater vehicles. In 2022 we teamed up with our was authorized into US law by Congress in 2009, OET has been
OECI partners from the University of New Hampshire and partnering closely with NOAA Ocean Exploration as well as other
their uncrewed surface vessel DriX , as well as Woods Hole government agencies, academic institutions, and the private sector
Oceanographic Institution's hybrid vehicles Mesobot and to advance the field of deep-sea exploration and to engage the
NUI. With 210 hours in the water over the course of thirty public and next generation.
dives, exploration robots DriX , Mesobot, and NUI were all
put to the test, with E/V Nautilus serving as the command
center and launchpad. Together, we made huge strides in
how we can explore the ocean- from mapping, to sampling,
to vehicle-to-vehicle communication.

54  | 
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 Courtesy of Fugro

FUGRO’S
INTEGRATION
OF EROVS
INTO USVS
Mark Bruce, ROV Global Product Owner – Next Generation Systems, [email protected]

The last decade has seen an increasing trend towards the development and deployment of remotely operated
vehicles (ROVs) and uncrewed surface vessels (USVs) for marine operations. The benefits of these robotic crafts
are clear: remotely operated from onshore, crew are removed from the potentially hazardous offshore environ-
ment and the operational carbon footprint is significantly lower as ROVs and USVs use far less fuel than traditional
crewed vessels. At Fugro, we’re taking these remote solutions a step further by integrating electric remotely
operated vehicles (eROVs) into our USVs to provide a fully remote offering for offshore clients. This article takes
a deeper look into some of the key design requirements for integrating eROVs into an uncrewed platform via a
remote onshore connection which is revolutionising Fugro’s strategy for acquiring Geo-data for offshore projects.
Reflecting also on some of the design considerations and challenges we needed to overcome to realise next genera-
tion of remote marine robotic solutions.

 | 57
FUGRO’S INTEGRATION OF EROVS INTO USVS

CURRENT STATUS placement and correct payload, but our engineers at Fugro
We’re now into our second commercial year of deploying the used their experience and ingenuity to come up with a suit-
Blue Essence™, our next-generation USV, and our integrated able design that fitted all of these pre-existing constraints.
eROV, the Blue Volta™. Together, they’ve completed projects
within the Dutch sector of the North Sea, which included the FLEXIBILITY
world’s first fully remote inspection campaign, where eROV Offshore operations are highly changeable and at times
and USV both acquired multibeam echosounder (MBES) data unpredictable, so it’s important to have a solution which is
and detailed depth-of-burial pipeline data from the same solu- flexible and can adapt to changing work scopes in real time.
tion during the same project. In Western Australia, we used Being able to complete a wide range of inspection tasks from
remote solutions to complete multiple inspection campaigns, the same platform is also vital; the Blue Volta™ achieves this by
including MBES, visual and cathodic protection (CP), inspec- having one of the highest specification sensor payloads for a
tion of structures, and even seven function manipulator work. vehicle of its class. The wide beam MBES is one of the standout
All of which were again the first time these operations had sensors on the vehicle, providing users with accurate seabed
been completed fully remotely in a commercial setting. By topology data acquired at the lowest operational carbon foot-
deploying remote solutions, our client received near-real-time print currently seen in the industry. The vehicle also comprises
video footage and Geo-data as they were acquired, plus they a fully electric seven-function manipulator, which allows the
could do this from the comfort of their own home or office. Blue Volta™ to complete light dexterous intervention tasks
This unique combination of robotic vehicles is fundamental to such as CP, valve operations, and potentially light cleaning and
our vision of supporting clients to design, build and operate flooded member detection (FMD) operations.
their offshore assets safely, efficiently, and sustainably.
RELIABILITY
DESIGN REQUIREMENTS One of our aims when designing the USV and eROV to work
The Blue Volta™ was designed at Fugro’s in-house innova- together was to achieve an endurance of up to 14 operational
tion centre in the Netherlands and then produced from our days from an offshore distance of 75 nautical miles. This mini-
production factory in Singapore. It is specifically designed to mises the number of returns to port needed for refuelling,
work with remote operations delivered from a USV. It inte- which increases productivity, as the schedule is less inter-
grates the latest electronic hardware, software, and flight rupted, and more tasks can be completed within the same
control applications to carry out a range of remote inspection transit, which is ultimately more cost-effective. Therefore,
and light intervention tasks in subsea environments. The reliability of the Blue Volta™ was at the top of the design
unique design and differentiated set-up of the Blue Volta™ team’s mind when they developed the vehicle: every design
means it can complete a wide range of tasks from a small plat- decision was driven by the need to provide a stable and solid
form, which simplifies operations and is more cost-effective platform as, with no crew onboard, any problems, repairs or
for our clients. At the same time as increasing productivity, reconfigurations to the vessel would result in a costly return to
this fully remote solution also lowers HSSE exposure by port. We also sought to minimise parts and design complexity
removing any need for offshore crew. to provide the widest possible base for a variable work scope,
which was one of the main requirements requested by our
Nonetheless, to start with, there were some initial design clients. To help achieve this, the sides of the eROV’s base frame
constraints that we had to work around. The nature of the can be removed and replaced with various sensor or tooling
USV solution being at only 12 metres in length, meant that set-ups, depending on each project’s unique requirements.
the parameters of the eROV in respect of the size and weight For example, we integrated the pipe tracker system to provide
of the system were quite strict, but needed to be complied flexibility on mounting options for the communication and
with to fit the USV’s footprint and endurance. This led to power bottle. Also, in the not-too-distant future, it could also
some hard design decisions regarding, for example, sensor provide flexibility to mount side scan sonar systems and boom
arms, without overhaul because of the modular design.

LAUNCH AND RECOVERY

It’s well known that the launch and recovery of remote and
autonomous craft is a critical part of any remote offshore
operation. Weather conditions, swell, current and wind all
affect launch and recovery; furthermore, with no crew
onboard, minimising the effect of these environmental factors
and designing a repeatable, simple process is essential for an
eROV’s and USV’s safe and successful launch-and-recovery.

Fugro’s Blue Volta™ is deployed from the USV by a dedicated

launch sled and umbilical management system (UMS). This
has evolved from vast experience on the vessel builder’s
Courtesy of Fugro
involvement with AUV’s. The UMS is a lightweight, all-electric

58  | 
 Courtesy of Fugro

design which ensures the efficient use of the USVs power- to fit with Fugro’s roadmap towards increased autonomy,
train and maintains the efficiency and sustainability creden- including less “in the loop” control and moving towards “out of
tials of the Blue Volta™. The sled consists of a simple lowering the loop” pilot control, reducing the need for constant operator
mechanism, which lowers the Blue Volta™ thrusters beneath input, yet ensuring the safety of the asset. Finally, being able to
the waterline, while the vessel is ballasted at the aft end to combine the Blue Essence™ with the Blue Volta™ gives us the
allow for smooth launching of the vehicle within its targeted advantage of being able to deliver all the tasks expected of a
weather conditions. Being able to reliably return the Blue USV, while also conducting operations that can only be carried
Volta™ to the vessel, especially with no crew to assist, meant by a ROV, such as close visual inspections of pipelines.
the self-alignment design and shape of the rear of the USV
complimented the safe recovery of the vehicle in a wide range FUTURE OUTLOOK
of conditions, ensuring a simple, robust, and efficient setup. The second half of 2022 promises to be an exciting time. Fugro
expects to have four Blue Essence™ USVs and respective
ROBUSTNESS Blue Volta™/eROVs working on commercial projects across
To be able to launch and recover the eROV from the USV in the world, including Europe, the Middle East and Australia.
sea conditions of up to 2 metres significant wave height, the These will all be remote inspection campaigns controlled
vehicle must be robust and recoverable directly into the stern from Fugro’s global network of remote operations centres
of the USV. The Blue Volta™ will perform thousands of launch (ROCs), which deliver industry-leading solutions and real-
and recovery sequences at sea, so our mechanical team built time insights so our clients can safely manage their offshore
the frame to a resilient specification that can withstand its projects. Further ahead, in 2023 we’ll be adding a new addi-
offshore operational environment. However, the robust tion to our next generation eROV fleet, the Blue Amp™,
design had to accommodate certain constraints; for example, which will be integrated into our forthcoming 18 metre USV,
as the USV is only 12 metres long, its size, simply doesn’t the Blue Eclipse™. The ability of the Blue Amp™ to operate
allow for the Blue Volta™ to have a subsea tether manage- in harsh subsea conditions is designed to complement
ment system. Therefore, the system has no main lift umbil- the higher speed, endurance, and high-powered thruster
ical, making it a “free swimming” launch system. Ensuring capacity of the Blue Eclipse™. The addition of a new launch
every scenario was covered both from a standard operational and recovery system will also mean it can operate in waves
recovery to an emergency recovery, the key goal is to ensure of up to 3 metres, so it can support operations all year round.
the safe retrieval of the asset. This design requirement is a key As the Blue Amp™ has a larger payload capacity and poten-
driver both with the eROV and the launch and recovery system. tial to fit skid systems, this should provide a wider range of
inspection capabilities, such as dual head MBES to capture
DIFFERENTIATORS larger swath and full circumferential pipeline surveys, further
The eROV’s in house designed control system sits on a software closing the gap between conventional crewed vessels and
platform specifically chosen for it’s flexibility for remote and our eROV/USV solution. With increased autonomy between
autonomous operations. The need for a stable and highly effi- the two robotic systems, and almost double the endurance
cient software platform was key to being able to transfer high of our original 12 metre solution, the Blue Eclipse™ and Blue
speed Geo-data to and from the parent vessel back to shore, Amp™ will be yet another game-changer from Fugro. As the
ensuring the lowest possible latency. This efficient platform expansion and influence of marine robotics stretches ever
allows clients early insights into their assets to support fast and further across the offshore industry, we are committed to
effective decision-making. The design is also future proofed leading the industry’s remote and autonomous revolution.

  | 59
TEN TYPES OF USVS
FOR US TO EXPLORE
IN 2022
By Capt. Marc Deglinnocenti, U.S. Merchant Marine (Ret.), [email protected]

Where’s the captain?! No, it’s not a mistake that some boats at sea have no one on board. They were once over-
whelmingly named Unmanned Surface Vehicles (USVs) which are now more commonly known by their more
all-encompassing term as Uncrewed Surface Vehicles whilst still using the same acronym. These USVs started
out small but grew quickly. They were originally built just big enough to carry a small sonar, a battery to power
a small propulsion motor, a laptop computer to collect the sonar readings, and a remote control (RC) receiver.
They were piloted with a simple hobby controller from the nearby shore or a small boat. Simply put, they were
slightly larger than their small hobby RC boat cousins. Maybe they were a metre in length, but that’s about it.
They grew up fast into larger, smarter, and more versatile vehicles. They can now collect seabed topography
data, water quality data, weather information, and even current data. They can do all this cheaper than a crewed
research vessel can in some cases and in most cases cheaper and more efficiently for shallow water surveys.
In the beginning that shallow water niche was the driving market force for their sales. Now they can ply deep
ocean waters well over the horizon and far out of the range of those original RC hobby controllers. Since they
have branched out so quickly and into many different functions, it’s only right that there should be a list of USVs
for us to explore as those same USVs explore our waters. Not every USV could possibly be listed here, but this
list will give you a good look into some of the many different types of USVs available. Let’s end our list with the
larger USVs and start it off with the smaller ones.

10.
Small USVs have the advantage of being easy to transport by a single
person. Teledyne Marine of San Diego, California, USA offers up a
very popular small transportable USV called the Z-Boat 1250. The
trimaran hull is made of ABS (Acrylonitrile Butadiene Styrene) and is just 127
centimeters in length. What’s nice about this small trimaran is that the outside
pontoons slide inward for ease of transportation and then slide back out for
maximum stability on the water. The two brushless 9-40 VDC motors can power
the Z-Boat 1250 to a top speed of 2.3 metres (7.5 ft.) per second. If you slow down
the USV to one metre per second, which is still pretty fast, then you can run it for
4 hours per charge. These speeds equate to relatively great performance numbers
especially for working in areas of fast currents. Go even slower to conserve your
Teledyne Marine Z-Boat 1250 with pontoons extended three batteries and you can stretch out the Z-Boat 1250’s operational time to
for maximum stability. (Courtesy of Teledyne Marine)
10-12 hours. It still uses an RC controller, but that range is an impressive 750 m. I
operated the Z-Boat 1250 on Mission Bay in San Diego, and it was extremely
responsive to the controls as advertised. Teledyne Marine also makes a myriad
of different marine data collection instruments for this USV. So, they can recom-
mend and supply the instruments that you might need for you specific missions
or even sell you one of their other USVs altogether. It’s a one stop shop for most
of your marine surveying needs.

  | 61
TEN TYPES OF USVS FOR US TO EXPLORE IN 2022

09.
Multiple marine surveying needs is an understatement when it comes
to a drone that is being developed by Hybrid Robotics of Travis City,
Michigan, USA. They are developing an ambitious and innovative
USV called the Catalina, but what is it? Is it a flying drone, a USV, or an ROV
(Remotely Controlled Vehicle) with a tether? It’s all three in one package! Just think
of the multiple missions that this drone can accomplish. You can fly it directly over
any land or water obstacles all while surveying any discrepancies in the ocean
environment from the air. It can then survey a dam or seawall from the air via its
real time video transmission to your home base via its two-tiered communications
Hybrid Robotics’ ambitious all-in-one flying USV Catalina
with its tethered ROV. (Courtesy of Hybrid Robotics)
system. The controls are on a 900 MHz frequency whilst all the other sensor data
is transmitted in real time via a 2.4 GHz stream. You then set it down in the water
to take a closer look all along the waterline of that dam in the self-propelled USV
mode. After you do that up close survey, you can then launch its small ROV to complete the survey on the underwater portion
of the dam. How can all those functions be practical or even possible? Catalina uses four ducted fans to fly up to 30 miles per
hour (48 km per hour). That’s faster than any of the USVs listed here can move. The range is of course shorter than most, but
it can still fly two miles out and then fly two miles back to base. But that’s not all that Hybrid Robotics has up their sleeves.
They just introduced a new USV control system and a new USV tether management system that can be retro fitted onto your
existing USV. Now you can accomplish towing operations and instrument mooring deployments from your existing USV
without having to invest in a whole new one.

08.
You cannot invest in this USV, because it’s not for sale. The USV
CETUS was built by the University of Plymouth, United Kingdom
and is not just another ordinary student project. This USV puts
some commercial USVs to shame. Let’s look at what the young brain power of
the UK came up with. This USV isn’t propelled by an electric motor like so many
others. It’s propelled by a 35 horsepower Yanmar marine diesel engine powering
a waterjet. That design can scoot the CETUS along at 7 knots for 48 hours. This
impressive power drivetrain along with its 4.17-metre-long aluminum monohull
can carry a heavy payload within a waterproof .5 cubic metre space. That diesel
The Uncrewed Surface Vehicle CETUS from
engine’s alternator can generate 400 Watts of continuous power for all the
the University of Plymouth, United Kingdom. instruments and additional equipment needed on board. The engine and
(Courtesy of University of Plymouth)
waterjet drive can also tow equipment behind easier than many other battery
operated USVs. It deploys its standard on board equipment in a smart way too.
Why cause a lot of drag cruising to and from data collection positions with permanently mounted under the hull trans-
ducers and sensors when you can just lower them through its built-in moon pool when needed? CETUS has a radar and
multiple cameras including infrared for a 360-degree operator’s view. It can also be piloted semi-autonomously or fully
autonomously. CETUS is in constant communication with its operators for real time data transfer and collision avoid-
ance. Navigation lights and the Automatic Identification System (AIS) are smart additions too. It is also uniquely equipped
with air conditioning to keep everything cool in hot climates. It may not be for sale, but it’s certainly a well-conceived
and well-built USV.

07.
Not all USVs are conceived and built for marine survey work. TEXTRON
Systems of Providence, Rhode Island, USA is a global corporation that
delivers a dizzying array of military products and services to its
customers. They make what they call the Common Unmanned Surface Vehicle
(CUSV) for the United States Navy. This 4.26 m (14 ft.) long CUSV has a 6 foot (1.8
m) wide payload bay and can tow 4000 pounds (1814 kg) at 20 knots. The hull is
designed to cut through relatively high seas with improved stability. They claim
that it can handle up to a Sea State 5 (13 ft. or 4 m) high waves. The CUSV has a
satellite communications system for over the horizon missions. They use the same
TEXTRON Systems “CUSV” is named the Common control system in the CUSV that they use in their flying drones. That Common
Unmanned Surface Vehicle and will soon be armed.
(Courtesy of TEXTRON Systems) Command and Control System has been proven to be reliable for over one million
flight hours. It’s rumored that this well proven CUSV will soon become an armed
CUSV with a 20-hour endurance.

62 | 
 06.
Well proven USVs don’t only come from military contractors. I know
because I’ve toured the Seafloor Systems factory headquarters in
Shingle Springs, California, USA. I saw a wide range of small yet proven
extremely capable USVs there such as their 2.4 m (7.87 ft.) monohull EchoBoat-240
and their 1.3 m (51.2 in.) trimaran Trident. I also observed their now successful 5.5 m
(18 ft.) USV prototype called the HydroCat-180 being built. It’s worth taking note of.
Yes, it has a catamaran hull, but it’s a very unusual one. If you saw it underway, you
might think that someone forgot to tighten all the bolts. One pontoon might be
pitching up while the other one pitches down. The bridgedeck or crosspiece
Seafloor Systems’ Hydrocat-180 with independently
connecting the two pontoons also looks like it has a mind of its own. All this inde-
articulating pontoons and a gimbaled bridge deck. pendent movement is intentionally planned into the USV’s design to keep your top
(Courtesy of Seafloor Systems)
mounted instruments as stable as possible. All these gimbaled and articulating parts
really come in handy if you need to use a LiDAR or Laser Ranging device. Unlike a
radar that uses radio waves on a somewhat broader scanning swath, LiDAR uses a pinpoint laser beam that’s subject to data
loss if tipped up or down too far. LiDAR is a great device for scanning dams, seawalls, pilings, and over the water bridge spans.
LiDAR can detect minute cracks and flaws in those structures. The HydroCat-180 is a great stable platform for those types of
marine surveys as well as many others. This USV can also be preprogramed to conduct fully autonomous marine surveys. If
you need the instruments to go along with it, Seafloor Systems is also a Teledyne Marine instrument dealer.

05.
Also, a dealer of multiple types of marine scientific instruments and
software is iXblue of France. This company sells the unmistakably
bright red USV DriX. I first saw and learned about this USV in London
at the Oceanology International (Oi) convention in 2019. There have been many
improvements made to Drix since then. DriX has a 7.7 m long composite narrow hull
that’s great for cutting though rough sea states. It even has survived a recorded 4.5
m high wave! It has excellent stability with a strong righting arm for minimum rolling.
It has a self-righting capability due to its weighted keel that extends 2 m below the
hull. The multibeam sonar housing (gondola) pod at the bottom of the keel provides
USV DriX from iXblue of France.
for a far less noisy environment due to its shape, material used, and deep distance
(Photo by Capt. Marc Deglinnocenti) from the noisy surface waves. Needless to say, all of this quiet and stable sonar
scanning can really help reduce data errors well beyond other USVs. The endurance
and speed statistics for DriX are equally as impressive. Its top speed is 14 knots, but
it can cruise for 7 days at an optimal speed of 7 knots. Lower that speed even more to 4 knots, and it can handle a 10-day mission.
DriX can communicate during those missions via satellite for real time data collection, manual piloting, semi-autonomous
piloting, or for fully autonomous operations. iXblue offers two comprehensive training courses for DriX operators. DriX can
help itself avoid collisions at sea without any operators though. With the addition of Artificial Intelligence Maneuvering (AIM),
which is a collision avoidance system, it can collect information from several on board sources such as LiDAR, radar, cameras,
AIS, etc. It interprets all this information and then takes action to avoid a collision whilst complying with the navigation regula-
tions. It’s no wonder why the United States National Oceanographic and Atmospheric Administration (NOAA) took delivery of
a USV DriX in July of 2021. USVs equipped with various AIM devices are now all the rage.

04.
Kongsberg Marine of Norway has become a giant in the world of
all things autonomous and AIM related in the marine and maritime
marketplace. So, of course they offer a USV of their own, and it’s
aptly named the Sounder. The Sounder has an 8 m long monohull made of glass
reinforced polyester with a positive floatation foam core. The hull has a wrapa-
round fender for protection too. It’s powered by a 125 horsepower Steyer marine
diesel engine. The engine also supplies the electrical power via a mounted gener-
ator. This USV’s endurance is listed at a maximum of 20 days at 4 knots. Sounder’s
top speed is 12 knots. The USV Sounder has satellite communications and is
Kongsberg of Norway offers up their multipurpose
equipped with their famous AIM controller known as K-MATE. They claim that
USV Sounder. (Courtesy of Kongsberg) K-MATE is an “autonomous decision making and artificial Intelligence and
machine learning system” for plotting and executing courses and for collision
avoidance. Sounder is equipped with a forward-looking infrared camera as well
as other cameras. It has a Simrad radar, Automatic Identification System (AIS), GNSS (Global Navigation Satellite System),
an acoustic positioning system, multiple sonars, and much more. This USV also has a moon pool for more sensor access
to the waters bellow. The USV Sounder has three rudders and a single four-bladed propeller. Kongsberg Marine supplies
other USV builders worldwide including Fugro of Brazil.

 | 63
TEN TYPES OF USVS FOR US TO EXPLORE IN 2022

03.
Fugro a global Geo-data company, acquires, analyses and provides
advice on the data acquired for its customers worldwide, and they are
also a Kongsberg Marine customer. One of the services Fugro provides
is hydrographic surveying. So, in partnership with L3 Harris they built two of their
very own wave piercing 8.85 m USVs called the Blue Shadow. It has been designed
to operate as a force-multiplier and ‘shadow’ parent vessel operations to improve
both acquisition efficiency and schedule. Its 80-horsepower diesel engine gives
it a cruising speed of 8 knots with an endurance of approximately 7-days and has
multiple modes of operation, including up to IMO autonomy level 4 where the
Fugro’s USV Blue Shadow is suitable for hydrographic
vessel’s operating system can make decisions and determine actions by itself. The
surveying as a force multiplier. (Courtesy of Fugro) Blue Shadow is deployed with state-of-the-art hydrographic surveying and
supporting equipment, including a fully integrated obstacle and collision avoidance
solution using 360 camera, radar and AIS. With its survey equipment, it is capable
of acquiring very high precision and high resolution datasets in support of hydrography, seabed mapping and coastal resil-
ience. Depending on your survey requirement Fugro also has two additional 12 m (11.75 m actual) USVs that they designed
and built with SEA-KIT International for inspection surveys, capable of deploying electric remotely operated vehicles (eROVs)

02.
SEA-KIT International is a United Kingdom based company with its
production facility in Tollesbury, England. SEA-KIT X is a very
popular 11.75 m in length USV with up to a 14-day endurance
depending upon the mission profile. It has a long narrow well deck specifically
designed to carry untethered Autonomous Underwater Vehicles (AUVs) or teth-
ered Remotely Operated Vehicles (ROVs) up to 2 tons in weight. Established in
2017 and winning the Shell Ocean Discovery XPRIZE competition in 2019, SEA-KIT
International have sold five of their 12 m SEA-KIT X units to Fugro, but they are
offering even more choices for you. They are now offering a SEA-KIT XL at 17.625
The SEA-KIT 12 m Fugro Blue Essence equipped with m in length which can cruise at sea for 28 days at 5 knots. That’s an impressive
satellite communications. (Courtesy of Fugro)
3360 nautical mile endurance. Their SEA-KIT Ω is 23.7 m in length and has a
102-day endurance using a hybrid propulsion system. Their most ambitiously
designed USV is the SEA-KIT Σ at 36 m (118 ft.) in length! It also has a 102-day endurance. Propulsions options include a
hybrid hydrogen engine or a diesel electric drive. All SEA-KIT USVs are self-righting, which is impressive, but that 102-day
endurance is quite impressive for an engine powered USV.

01.
The so-called impressive endurance limits of other USVs has now been
turned upside down by Saildrone headquartered in Alameda, California,
USA. Their ultimate USV is called the Surveyor, and it has a ridged sail
and several solar panels. It uses both the free wind to propel itself at 5 knots and the
free sunshine for electrical power. It also has a diesel electric drive for more specific
maneuvering and for higher speeds up to 10 knots. Not even the usual communica-
tions restrictions can hold it back either. It communicates in real time to its operator
via satellite for over the horizon global missions. It will keep going and going until
its human operator needs to be relieved rather than itself. Saildrone boasts a greater
than a 180 day endurance for their USV Surveyor! Maybe that’s why Saildrone
Founder and CEO Richard Jenkins was recognized with the 2022 Albert A. Michelson
Award for Innovation by the Navy League of the United States. (This author is a life
Saildrone’s USV Surveyor from Alameda, California
literally takes the prize for the best USV endurance. member of the Navy League of the United States). The Saildrone Surveyor is 72 ft
(Courtesy of Saildrone)
(22 m) in length and was the first USV to cross the Pacific Ocean from San Francisco
to Hawaii. It also crossed the Atlantic Ocean and circled the Antarctic continent. It
can perform benthic surveys down to 7000 m (23000 ft). The Kongsberg Marine sonar along with other instruments are situ-
ated in the gondola at the bottom of its approximate 3 m (11 ft) deep keel. Those are some pretty innovative statistics right there.

It’s true that the above USVs all have their own unique innovations and varied capabilities, but
there’s so much more to see out there. Describing ten USVs is only just scratching the surface of all
surface vehicles being developed worldwide. They may not be able to do everything that a fully
crewed research vessel can do, but these ten USVs along with other USVs on the market might be
able to perform the type and scope of marine research that you’re looking for. Visit the above USV
company websites or search for other USV websites on your own. You might be pleasantly surprised
at what you find. After all, USVs are getting larger and more capable every day.

64  | 
 14-16 FEBRUARY 2023 | SAN DIEGO CONVENTION CENTRE, CA

CONNECTING THE OCEAN TECHNOLOGY,

ENGINEERING & SCIENCE
COMMUNITIES ACROSS THE AMERICAS

AQUACULTURE HYDROGRAPHY, IMAGING & MARINE MARITIME OCEAN ICT OCEAN OFFSHORE OFFSHORE PORTS & POSITIONING UNCREWED
GEOTECHNICS METROLOGY RENEWABLES SECURITY & DATA OBSERVATION ASSET OIL & GAS HARBOURS & VEHICLES
& SURVEY & NAVAL & SENSING INTEGRITY NAVIGATION & VESSELS

CALLING ALL OCEAN TECH AND SCIENCE SOLUTIONS SUPPLIERS

Scan me
to learn more
MEET your next collaborator

REACH new multiple buyers from across the Americas

FIND new leads

DISCOVER new solutions for your business

Organised by: Learned Society Patron Country Pavilion

For more information visit: Ambassador
oceanologyinternationalamericas.com
 The Marine Autonomy Technology Showcase,
hosted by the National Oceanography Centre in
Southampton, is returning this November!

Join us for a packed three days of insightful

presentations and networking opportunities,
focusing on new developments and innovations.

Learn more about our exhibitor packages

and register to attend today
NOC-EVENTS.CO.UK/MATS-2022
 DIGITAL EDGE’S
NEW MOBILE DVR
WORKSTATION
In late 2021, Digital Edge Subsea announced that they would soon add another new industry-first product to
their growing range of digital video inspection systems. As a world leader in offshore digital video recording
and inspection systems, they continue to innovate, develop, and manufacture products for use throughout the
offshore oil and gas industry.

If you need portability or have projects short on space, Digital SD, HD-SDI, HDMI, and IP camera inputs. You can also create
Edge Subsea now offer the Mobile Edge DVR Workstation. This a command-and-control field computing solution by adding
portable workstation features 17” integrated triple-monitor a further mobile display unit of another three 17” screens.
display units in a small form factor for field deployment. The three
screens fold out from the main unit to create a compact system Furthermore, the system has three removable hard drives
capable of displaying sonar, ROV topside, and DVR displays. which store the survey video and photos. The Windows 10
Pro OS is stored on a solid-state hard drive for increased
The Mobile Edge DVR workstation has all of the capability of a speed and reliability, with a second solid state hard drive for
4U rack mounted unit and a total storage capacity of 30TB. It redundancy. The system is supplied in a custom Pelicase and
is available in SD, HD, and 4K configurations, with composite is only available to rent.

 | 67
DIGITAL EDGE’S NEW MOBILE DVR WORKSTATION

As with all their hardware,

three levels of software are available:

1. EdgeLite: an entry level unit, suitable for surveys and

inspections, where there is no requirement for eventing;

2. EdgeDVR: able to record four channels of HD simultane-

ously. It still offers the option to create Workpacks and
offline editing;
handles the transfer of data from the internal DVR drives
3. EdgePro: has an extended database that allows tasks to client storage, either on a NAS or a Raid, or via phased
to be assigned to components currently under inspec- delivery to multiple external hard drives. Being a native app,
tion. This allows customers to either create their own the data transfer ensures that the quality of live recordings
Workpacks, or commission them in-house at Digital Edge. is not impacted by a third-party program trying to access
It also provides an automatically generated report to the same file as the DVR app while in use. An EdgeArchive
capture inspection results. licence is available at extra cost when requested by the client.

Whatever you choose, you can be assured of a reliable system. Digital Edge Subsea work with clients of any size to provide
Digital Edge also supply excellent technical support where the system that suits them best.
all systems can be remotely accessed. All units have been
designed to be simple to use by personnel of any skill level,
and further training is also offered for increased peace of mind.

EdgeArchive is a data storage and back-up solution that

uses an integral app within the Edge architecture to avoid
the need for an additional third -party app. Edge Archive WWW.DIGITALEDGESUBSEA.COM

68 | 
RENTAL TECHNOLOGY
& SERVICES (RTS)
CELEBRATES
20 YEARS IN
BUSINESS
The island of Karmøy lies off the west coast of Norway and has a rich history dating back over 3,500 years. It’s here that
the Viking “sea king” Harald Fairhair established his seat of power centuries ago. The name Karmøy originates from the
Old Norse word Kormt which means shelter. This long and narrow island protects the mainland from the North Sea and
forms the fairway Karmsundet. It was against this imposing backdrop that RTS was established, back in September 2002.

The founders of Rental Technology & Services (RTS) are

Freddy Knutsen and Odd Kåre Øygarden. Both have similar
backgrounds in survey and systems engineering, and initially
worked together at Stolt Offshore.

When Stolt Offshore decided to relocate from Haugesund to

Stavanger, Freddy and Odd Kåre both saw an opportunity in
the market to help with mobilisations, and the organisation of
infrastructure on survey and construction vessels. Of course, the
importance of having a local supplier was especially pronounced
in the rental market at the time. Back then, there was a lack
competent and qualified support and technical equipment that
actually worked, so having local support was of great importance. L-R: Freddy Knutsen, Alistair Coutts (Seatronics), and Odd Kåre Øygarden
(Courtesy of Odd Kåre Øygarden)

The first RTS product to hit the market was a self-developed

videolink. It was designed to assist Stolt Comex Seaway with
ROV operations on the drilling rigs of several Norwegian
oil companies. In 2002, RTS delivered a computer system
that could live stream video footage via the Internet from
ROVs to their onshore support offices. This provided the
opportunity for ROV superintendents and onshore support
teams to assist several offshore operational teams at the
same time, without having to fly out to each drilling rig to
address minor issues.

When this method was initially suggested, representatives

from the oil companies couldn’t believe it was possible. After L-R: Freddy Knutsen, David Currie (Seatronics), and Odd Kåre Øygarden
it was tested on rigs with good internet connections, the (Courtesy of Odd Kåre Øygarden)

  | 69
RENTAL TECHNOLOGY & SERVICES (RTS) CELEBRATES 20 YEARS IN BUSINESS

The RTS headquarter in Norway (Courtesy of Gunnlaug Broshaug) L-R: Odd Kåre Øygarden, David Currie, and Freddy Knutsen (Courtesy of Gunnlaug Broshaug)

focused on catering to the subsea industry, their products

can easily be adapted into new energy markets such as the
offshore wind, wave and tidal power and aqua culture.

One of the key milestones for RTS included the world

first subsea deflection monitoring system (SDM) that was
designed for large structural subsea installations. The
SDM was also used in the installation of the Åsgard Subsea
Compression System, weighing 1800 tonnes with the height
15 meters and the size of a football field.

RTS is also internationally known for its Gen 5 MUX, which

has become one of the leading ROV survey multiplexers in
Tore Hafte Staalesen (Courtesy of Gunnlaug Broshaug) the market. The new Gen 6 MUX will be launched later this
year. It will offer more channels, more bandwidth, more DC
system was then implemented onboard many of the Stolt power and all in the same compact size.
Comex Seaway group vessels.
There are more exciting new products currently being devel-
Freddy and Odd Kåre wanted to expand their offering and oped for the RTS portfolio. One is the NEMO subsea navi-
range of equipment so contacted several international rental gator: an inertial navigation system used for remote opera-
companies and suppliers who could potentially work with RTS tions. And the NAUTILUS sequel to the NEMO but with higher
and benefit from a local representative in Norway. However, accuracy, greater DVL range and deeper rated will also be
only David Currie, the Managing Director of Seatronics, launching soon.
responded positively. Subsequently, the Operations Manager
of Seatronics, Alistair Coutts, came to Norway, and the collab- With a local presence, top end products, and an extremely
oration between the two companies became official in 2003. focused 24/7 service and delivery capability, RTS now stands
firm as they mark their 20th anniversary. But they are not
Over the years RTS has greatly benefitted from access to the resting on their laurels.
international network that Seatronics had to offer. Meanwhile
Seatronics was able to expand its portfolio of products into This spring the first engineer was hired in Spain, and the
the Norwegian market. Initially, it was mainly Seatronics equip- team will embark on the adventure of having a new, fully
ment that was rented out, and this helped RTS to establish a equipped office in Aberdeen this autumn. Not only that, but
good name and reputation within the industry. At the same the Managing Director of the newly established RTS UK is
time RTS started a separate organisation within the company the same David Currie who believed in the concept and the
was built to provide equipment support, with the addition of company almost 20 years ago. Perhaps this says something
an electronic workshop and tooling facilities. about the RTS excellent cooperation on an interpersonal level.

In 2004, RTS started their own engineering business covering

electronics, hydraulics, and mechanics. This was intended to WE WISH THE BEST OF LUCK TO RTS.
serve the communications and data market with niche solu- HERE’S TO ANOTHER SUCCESSFUL 20 YEARS!
tions. Since then, they have built up a product portfolio that
Fun fact:
has proven itself internationally, and RTS has become a well- Freddy was Norway’s youngest ROV-Pilot at just the age of 17!
recognised global supplier. Although the company initially

70  | 
Powering
autonomy
at sea.
Able to conduct both remote-controlled
and supervised autonomous operations
the DriX USV offers outstanding
seakeeping and speed capabilities.
It is a versatile and efficient USV that can
host a wide range of payloads and that
offers optimum conditions for high
quality data acquisition in both shallow
and deep waters.