Remote Operations Centres

PUBLISHER (ACTING)

Kelley Santos info@thejot.net

MANAGING EDITOR

Dawn Roche

Tel. +001 (709) 778-0763 info@thejot.net

Dr. David Molyneux

ASSISTANT EDITOR

Bethany Randell

Tel. +001 (709) 778-0769 bethany.randell@mi.mun.ca

TECHNICAL CO-EDITORS

Director, Ocean Engineering Research Centre

Faculty of Engineering and Applied Science

Memorial University of Newfoundland

WEBSITE AND DATABASE

Scott Bruce

Dr. Keith Alverson University of Massachusetts USA

Dr. Randy Billard

Virtual Marine Canada

Dr. Safak Nur Ertürk Bozkurtoglu Ocean Engineering Department

Istanbul Technical University Turkey

Dr. Daniel F. Carlson

Institute of Coastal Research Helmholtz-Zentrum Geesthacht Germany

Dr. Dimitrios Dalaklis World Maritime University Sweden

Randy Gillespie Windover Group Canada

Dr. Sebnem Helvacioglu

Dept. Naval Architecture and Marine Engineering

Istanbul Technical University Turkey

GRAPHIC DESIGN/SOCIAL MEDIA

Danielle Percy

Tel. +001 (709) 778-0561

danielle.percy@mi.mun.ca

Dr. Katleen Robert Canada Research Chair, Ocean Mapping School of Ocean Technology Fisheries and Marine Institute

FINANCIAL ADMINISTRATION

Michelle Whelan

EDITORIAL BOARD

S.M. Asif Hossain National Parliament Secretariat Bangladesh

Dr. John Jamieson

Dept. Earth Sciences Memorial University Canada

Paula Keener

Global Ocean Visions USA

Richard Kelly

Centre for Applied Ocean Technology Marine Institute Canada

Peter King University of Tasmania Australia

Dr. Sue Molloy Glas Ocean Engineering Canada

Dr. Kate Moran

Ocean Networks Canada Canada

EDITORIAL ASSISTANCE

Paula Keener, Randy Gillespie

Kelly Moret Hampidjan Canada Ltd. Canada

Dr. Glenn Nolan Marine Institute Ireland

Dr. Emilio Notti

Institute of Marine Sciences

Italian National Research Council Italy

Nicolai von OppelnBronikowski Memorial University Canada

Dr. Malte Pedersen Aalborg University Denmark

Bethany Randell

Centre for Applied Ocean Technology Marine Institute Canada

Prof. Fiona Regan

School of Chemical Sciences Dublin City University Ireland

Dr. Mike Smit

School of Information Management Dalhousie University Canada

Dr. Timothy Sullivan

School of Biological, Earth, and Environmental Studies University College Cork Ireland

Dr. Jim Wyse Maridia Research Associates Canada

Jill Zande MATE, Marine Technology Society USA

Academic and Scientific Credentials

The Journal of Ocean Technology is a scholarly periodical with an extensive international editorial board comprising experts representing a broad range of scientific and technical disciplines. Editorial decisions for all reviews and papers are managed by Dr. David Molyneux, Memorial University of Newfoundland, and Dr. Katleen Robert, Fisheries and Marine Institute.

The Journal of Ocean Technology is indexed with Scopus, EBSCO, Elsevier, and Google Scholar. Such indexing allows us to further disseminate scholarly content to a larger market; helps authenticate the myriad of research activities taking place around the globe; and provides increased exposure to our authors and guest editors. All content in the JOT is available online in open access format. www.thejot.net

A Note on Copyright

The Journal of Ocean Technology, ISSN 1718-3200, is protected under Canadian Copyright Laws. Reproduction of any essay, article, paper or part thereof by any mechanical or electronic means without the express written permission of the JOT is strictly prohibited. Expressions of interest to reproduce any part of the JOT should be addressed in writing. Peer-reviewed papers appearing in the JOT and being referenced in another periodical or conference proceedings must be properly cited, including JOT volume, number and page(s). info@thejot.net

Cover

SEA-KIT International is a leading designer and developer of uncrewed surface vessel (USV) solutions to the maritime, ocean science, and research industries. Situated in Essex, UK, the company's remote operations centre has been used to remotely control vessels on deployment all over the world, including some 16,000 km away in Tonga, where SEA-KIT's 12 metre testing and research X-Class USV surveyed an area of 800 km2 inside the caldera of the Hunga-Tonga Hunga Ha'apei subsea volcano. Through ongoing collaboration with industry partners, SEA-KIT is sharply focused on reducing the offshore sector’s carbon emissions and driving down the cost of geo-data collection. www.sea-kit.com

SEA-KIT INTERNATIONAL

Publishing Schedule at a Glance

The JOT production team invites the submission of technical papers, essays, and short articles based on upcoming themes. Technical papers describe cutting edge research and present the results of new research in ocean technology or engineering, and are no more than 7,500 words in length. Student papers are welcome. All papers are subjected to a rigorous peer-review process. Essays present well-informed observations and conclusions, and identify key issues for the ocean community in a concise manner. They are written at a level that would be understandable by a non-specialist. As essays are less formal than a technical paper, they do not include abstracts, listing of references, etc. Typical essay lengths are up to 3,000 words. Short articles are between 400 and 800 words and focus on how a technology works, evolution or advancement of a technology as well as viewpoint/commentary pieces. All content in the JOT is published in open access format, making each issue accessible to anyone, anywhere in the world. Submissions and inquiries should be forwarded to info@thejot.net.

Upcoming Themes

All themes are approached from a Blue Economy perspective.

Stay informed

Each issue of the JOT provides a window into important issues and corresponding innovation taking place in a range of ocean sectors –all in an easy-to-read format with full colour, high-resolution graphics and photography.

Editor's Note

Imagine controlling from Canada remotely operated vehicles (ROVs) and autonomous surface vessels in the waters of Norway. Or running a nearshore inspection of gas trunklines in Northwest Australia from Perth – 1,500 km south of the trunklines. Or navigating a vessel in inland waterways from dry land. Or performing subsea inspection surveys with an ROV located in Brazil and operated from Scotland. Or conducting an inspection of offshore wind farm assets remotely. Using a remote operations centre (ROC) enables all these activities plus many more.

It is impressive to learn how ROCs function, how they could be utilized, and their benefits, especially in terms of health and safety. One of the greatest benefits that sticks out for me is access to a global pool of experts who can work at ROCs. With a ROC, opportunities are opened up for those who are unable to work at sea for physical or medical reasons or who simply do not want to spend weeks at sea away from family.

Another benefit worthy of highlighting is the increase in operational efficiency. As David Hull states in his article, “it is now entirely feasible to envision a future where a two-person team could safely and efficiently attend to multiple short deployments in geographically separate locations within a single workday.” Systems need to be built “in such a way that it was as instinctive as possible for an experienced mariner to use,” explains Ashley Skett. Designing a system with the mariner in mind helps address the issue of feeling separate from the vessel.

Advancements in technology such as cloud content delivery networks (CDN) and edge architecture are a great boon to ROCs. Adam Rowe illustrates, “A CDN is a global network of servers designed to streamline the delivery of web content …” while edge architecture “brings computational power closer to where data is generated or needed.” Low Earth orbit high-speed satellite internet services enhance redundancy, while high quality data streams enable transmission of high-definition video, data, and audio, offering unparalleled situational awareness.

Our contributors from around the globe have much to say about ROCs. The author of our lead essay asks “what will be the role of remote operations centres.” Ørnulf Jan Rødseth investigates uncrewed operations of a short sea container feeder operating out of Rotterdam and calling on ports along the Norwegian coast. He explains, “The ROC will be an essential part of autonomous ship operations.”

RANDY GILLESPIE

Dawn Roche is the managing editor of the Journal of Ocean Technology, a role she has fulfilled for the past 16 years.

The Q&A column with Fionnuala Richard is definitely worth reading. Fionnuala shares her thoughts on her 25-year career, how technologies have changed, what technologies she would like to see, and some valuable input for those just starting their careers: “when opportunity knocks, you should answer the door.ˮ

Finally, while not directly related to our ROCs theme, I hope you enjoy the Rainbow Turtle artwork on the final page of this issue. Created by Olivia Parab, this 11-year-old has plenty of talent to spare. With her interest in the ocean, perhaps Olivia will one day be a ROC operator!

by Ørnulf Jan Rødseth

An Autonomous Voyage

Consider a short sea container feeder, operating out of Rotterdam and calling on ports along the Norwegian coast. This example is one of the cases we are investigating for uncrewed operation in Norway. As one can see from Figure 1, it consists of three basic operational modes:

1. Open sea sailing (green): This can be done using automation, with remote operations centres (ROC) operators on duty to assist if something unexpected should happen. ROC interventions may be on the order of once each five to 10 hours. Sailing is in open water and with low traffic density.

2. Coastal passage (yellow): This can also be done automatically, but ROC operators may need to intervene more frequently, perhaps on an hourly basis. Sailing is more complicated than open sea, but traffic density is not much higher than at sea.

3. Port approach and port operation (red): It is expected that this is done with direct remote control from the ROC during the whole phase.

For this type of voyage, it is not likely that we will see fully autonomous operation in the foreseeable future. Thus, these examples of cooperation between ROC and automation will represent the typical workday scenario for ROC operators.

Different Modes and Different Types of Operator Interfaces

From the above example it should also be obvious that the ROC needs to have different types of interfaces for the different operational modes (Figure 2).

For real-time and direct control, the operator needs to be in a “first-person player” mode where the interface presents the situation which is close to what one would see from the ship. The situation changes rapidly, and the operator needs to be fully immersed in the control loop. This requires the use of cameras and other high bandwidth sensors. However,

as these operations occur close to port or other installations, available communication bandwidth is high.

For sea and coastal passage, we expect that it is better with an interface that gives a more abstract situational overview rather than the first-person view. The situation develops relatively slowly, and high-level understanding and tactical planning will be more important than direct control. This also

Figure 1: This graphic shows a short sea container feeder operating out of Rotterdam and calling on Norwegian posts. Green=open sea sailing. Yellow=coastal passage. Red=port approach and port operation.

requires significantly less communication bandwidth, which matches the current situation further from land.

Trust in Autonomation

At sea, operators rarely need to intervene, and we should not rely on operators being able to continuously observe the ship’s progress and detect the situations that require intervention. Most of the time nothing happens, and they

will relatively soon become bored, lose situational awareness, and may, in many cases, fail to detect abnormal situations in time.

Also, to operate a ROC efficiently, one should not allocate the full attention of an operator to a single ship alone when it is not necessary. Most of the time, the operator can supervise several ships and, thus, provide some economics of scale to the ROC.

Figure 2: From a remote operations centre, operators need both (A) first-person player mode and (B) situational overview mode to function effectively.

ØRNULF JAN RØDSETH

ØRNULF JAN RØDSETH

This requires operators to trust automation to be in full control when the ships sail in autonomous mode. This includes that the automation can detect when assistance from the ROC will be required and alert the operator. This must be done in time for operators to get proper situational awareness before they need to take corrective measures.

This is also why we claim that autonomy is a binary concept. Either the automation is in control and warns the operators when assistance is needed (autonomous); or the operator is in control and only uses automation to assist in operations (operator control).

The Need for a Master

From recent discussions in the International Maritime Organization, it is also clear that autonomous ships still will need a master. However, this master can reside on land, but needs to have some means to control the ship remotely, i.e., from the ROC.

This supports the assumption that an autonomous ship will not be fully autonomous but rather operate autonomously in parts of its voyage. It will need continuous supervision by a ROC and, from time to time, intervention from ROC operators.

Conclusion

The ROC will be an essential part of autonomous ship operations – partly because we likely will not be able to develop automation that can handle all possible situations, and partly because we will need a master in any case.

As we will need ROC operators, automation for autonomous ships must be developed so that it can usefully cooperate with the operators. It must be clear for operators when automation can be left in control and when operators need to intervene. This also requires that automation can alert operators in time for them to safely take control.

There are also challenges in the current developments of operator interfaces. Different

operational modes require different types of interfaces. Other types of interfaces than the first-person player need more investigation. u

Ørnulf Jan Rødseth has an M.Sc. in cybernetics and electronic engineering from the Norwegian Institute of Technology (now NTNU) in 1983. He is a wellknown researcher in maritime information and communication technology and has worked in the area for more than 30 years. He is director for Maritime ITS in ITS Norway and is the general manager of the Norwegian Forum for Autonomous Ships. He is a member of ISO TC8 and IEC TC80 and regularly meets at the International Maritime Organization as an observer for ISO.

The Canada remote operations centre located in Fugro’s St. John’s, Newfoundland and Labrador, office.

Introduction

In March 2021, Fugro started an ambitious project to build a remote operations centre (ROC) in our St. John’s, Newfoundland and Labrador, office. As the world’s leading geodata specialist, Fugro believes “our future is remote and autonomous” and has backed up this belief by building a global network of ROCs, strategically positioned around the world. From the safety and comfort of these high-tech offices, personnel control a wide range of offshore survey activities. These include piloting uncrewed surface vessels (USVs); performing surface and subsea positioning duties for geophysical, geotechnical, and subsea construction activities; carrying out subsea inspections; and processing data, to name but a few.

ROC Details

With COVID-related supply chain restrictions impacting the project, the Canada ROC took

over a year to build and was officially launched in February 2023. The finished 1,550-squarefoot facility features an online operations room (Figure 1) with space for six ROC surveyors, as well as an offline data processing room with space for an additional six workstations.

In the online operations room, a customdesigned video wall comprising eight 55-inch 4K screens enhances situational awareness for ROC personnel. This video wall displays streaming video of remotely operated vehicles (ROVs) performing inspection, repair, and maintenance (IRM) work, along with vessel positioning and other real-time data from the Fugro Starfix® navigation software.

The content displayed on the video wall is accessible not only within the online operations room, but also in the ROC’s private office spaces, the data processing room (Figure 2),

FUGRO

Figure 1: With its custom-designed video wall, the online operations room enhances situational awareness for remote operations centre personnel.

and a nearby meeting room. Much of the real-time project information can be streamed directly to clients within their own offices but if they wish to witness or direct the action in person, they can utilize one of the private office spaces in the ROC for that purpose.

The entire ROC is equipped with Category 6 Ethernet and fibre optic cabling, safeguarded by an uninterruptible power supply (UPS). Electrical security is maintained through a comprehensive system, combining the whole ROC UPS system and an 80-kW backup power generator with an automatic transfer switch and various remote monitoring capabilities. In the event of a power outage, the UPS will keep the entire ROC running for approximately two hours, even without the backup generator. The automatic transfer switch will then sense the absence of power from the electrical utility and within 30 seconds start the backup generator,

which can power the ROC for as long as five days before refuelling is required.

To ensure the ROC network infrastructure’s reliability, it is designed to be “highly available” with multiple levels of redundancy and security, strategically isolated from Fugro’s general office network. Three internet sources are in place, including one provided by Starlink, a low Earth orbit high-speed satellite internet service accessed via a dish on the roof, to further enhance redundancy.

What are the Benefits?

A primary benefit of the Canada ROC is increased safety. The Grand Banks of Newfoundland is among the harshest offshore environments in the world. While our commitment to safety is both strong and proven, the offshore environment is dynamic, so it is important that we utilize technology

FUGRO

Figure 2: The offline data processing room allows near-real time processed data deliverables while ensuring the safety and comfort of the processors.

to mitigate as many risks as possible. Remote operations require fewer people on vessels and installations, resulting in fewer people potentially in harm’s way. This approach has the added benefit of reducing the logistical, financial, and environmental burdens associated with transporting personnel offshore. For some Fugro staff, helicopters and vessel transfers are rapidly becoming a thing of the past.

These advantages also apply to international projects. The ability to manage remote survey activities from the Canada ROC allows us to provide a very consistent service to our clients, both external and internal. Since our St. John’s team is familiar with the vessels, crew, and work scopes of other Fugro offices, we can react with confidence to capacity requests and troubleshooting requirements.

Remote operations also increase uptime through easier access to a global pool of survey experts and in-house remote data processing capabilities. A further benefit is that the ROC is used for training the next generation of offshore surveyors. There will always be a need for some skilled personnel on board traditional survey vessels and experiencing those operations in real time from the ROC is an ideal way to learn.

How is it Going?

Work for the ROC arrived quickly after opening in the form of IRM vessel and ROV positioning work for several of our local offshore energy operators. Some chose to move a portion of the survey team from vessel-based operations to the ROC, while others have removed the entire survey team, with all tasks now performed remotely. We are also providing remote surface and subsea positioning services for several geotechnical vessels working for offshore wind developers in the northeastern United States, and on these vessels all survey personnel have been removed.

Staffing

A common question from both staff and clients when the Canada ROC was proposed was whether fewer people required offshore would

result in a reduction in staff. All were assured at the time that with the expected increase in work we would actually hire additional staff, and this has indeed been the case. The ROC currently has a full-time staff of eight ROC surveyors working 24 hours a day, seven days a week, 365 days a year (Figure 3). Some are long-tenured staff looking for a change from offshore life and others are recent hires from the Marine Institute and College of the North Atlantic.

But the grass is not always greener, as the saying goes. When experienced staff were asked if it was better to work onshore, a common refrain was that even though spending 12 hours a day at the ROC is more comfortable, and the flexibility compared to being on a vessel is certainly appreciated, having to work and also contend with life outside of the ROC has its challenges. The dog still needs to be walked, the driveway shovelled, and there are still lunches to prepare. When working offshore, all they have to focus on is work, with all other needs taken care of for them. It is an interesting perspective and one I had not considered before.

What is Next?

In addition to expanding remote survey and positioning services to local offshore energy clients, we are actively on the lookout for clients and partnerships outside of the marine industry that could utilize the facility. Fugro also has an expanding fleet of USVs that are currently operated from our other ROCs and the Canada ROC can host those assets when the need arises. While work of this nature for our local offshore energy clients is not imminent, given the current regulatory environment, we do conduct it in other regions and are eager to bring that experience to Canada.

For example, in spring of 2021 a Fugro Blue Essence® USV completed an entirely remote nearshore inspection of three gas trunklines in the Northwest of Australia for Woodside’s North West Shelf Project. The USV was controlled from the Woodside-operated King Bay Supply Facility and Fugro’s remote

Figure 3: The online operations room has multiple levels of redundancy and security. With remote operations requiring fewer people on vessels and installations, there is an increase in personnel safety.

Figure 4: In other parts of the world, Fugro ROCs are being used to complete fully remote inspection surveys.

operations centre in Perth, approximately 1,500 km south of the Woodside trunklines. During the one-month project, Fugro’s remote operations team navigated approximately 1,300 nautical miles in the surrounds of Dampier Port, one of the busiest resource ports in Australia, without incident and consuming a total of only 3,300 litres of diesel, reducing CO2 emissions by 97% compared to a traditional vessel. Fugro’s bespoke remote operations and robotic control architecture allowed the USV and Blue Volta® electric remotely operated vehicle (eROV) to be operated over large distances with minimal latency and high reliability, ensuring the USV operators maintained control of the vehicles in real time, just as if they were controlling them from a conventional vessel bridge.

Fugro’s Blue Essence® also received approval from the United Kingdom’s Maritime and Coastguard Agency to operate fully remotely at an unrestricted distance from shore and undertake surveys in UK waters. In 2023 a Fugro Blue Essence® USV equipped with a Blue Volta® eROV completed the world’s first fully remote inspection of offshore wind farm assets in the North Sea from Fugro’s Aberdeen ROC (Figure 4).

These are only two of the surveys Fugro has conducted successfully using USVs in various parts of the world, and we believe it is only a matter of time before similar surveys are carried out in Canada as well. u

Rodney Spurvey is Fugro’s senior project manager for remote operations in Canada. In this role, he was responsible for the development and launch of the Canada ROC, and currently oversees all remote operations activities within the St. John’s office. Mr. Spurvey brings 25 years of Fugro experience as an offshore surveyor, project manager, and survey operations manager to the role, and with this experience has contributed to much of Newfoundland and Labrador’s offshore oil and gas infrastructure construction. He is a graduate of the Geomatics Engineering Technology program at the College of the North Atlantic.

by Adam Rowe

Subsea imaging, a critical component of underwater exploration, marine research, and offshore energy, presents unique challenges in content delivery and data processing. As remote operations expand, the demand for efficient and reliable access to subsea imagery has only increased. Two solutions have emerged to support this reliability: cloud content delivery networks (CDNs) and edge architecture. These approaches offer distinct advantages in optimizing content delivery, processing, and latency reduction. Understanding the characteristics and tradeoffs of CDNs and edge architecture is crucial for choosing the most suitable approach for remote operations centre (ROC) capabilities.

Understanding CDNs

A CDN is a global network of servers designed to streamline the delivery of web content, including images, videos, and files,

to end users. Through strategically positioned servers across various locations, CDNs minimize latency and enhance content delivery performance. The role of CDNs in subsea imaging encompasses optimizing content delivery speed, ensuring global accessibility, providing scalability, enhancing reliability, and implementing robust security measures.

Exploring Edge Architecture

Edge architecture brings computational power closer to where data is generated or needed, rather than relying solely on centralized cloud infrastructure. It involves deploying smallerscale computers or devices, called edge devices, at the network’s edge. These edge devices can process and analyze data right where it is generated, reducing delays and improving response times. Edge architecture plays a significant role in subsea imaging by enabling real-time processing, optimizing

SUBC IMAGING

Figure 1: Cloud content delivery networks streamline the delivery of content to end users with reduced latency and enhanced content delivery performance.

bandwidth usage, supporting remote and autonomous operations, and providing redundancy and resilience.

Choose Between Cloud CDNs vs. Edge Architecture

The decision between cloud CDNs and edge architecture for a ROC relies on the specific requirements and projects.

Cloud Content Delivery Networks for Remote Monitoring

Using CDNs is best for remote monitoring. In this scenario, it is likely that multiple

individuals, regardless of their location, need to monitor a specific object or location in real time. By leveraging a cloud content delivery network, the video, audio, and data streams can be efficiently routed through the closest CDN hub to each viewer (Figure 1). This ensures low latency, faster access, and improved user experience by reducing the distance between the source of the content and the viewers, enabling seamless remote monitoring from anywhere in the world.

Edge Architecture for Remote Piloting

One example where edge architecture has an

Figure 2: SubC Imaging’s real-time streaming and audio rooms technology use both cloud content delivery networks and edge architecture for optimal results.

SUBC IMAGING

advantage over CDN for subsea operations is remote piloting. Implementing edge architecture for remote piloting is highly advantageous as it aims to minimize latency, a critical factor in piloting operations. By deploying an edge server closer to the pilots, video, audio, and data can be transmitted with minimal delays, ensuring real-time responsiveness and enabling pilots to make immediate and precise decisions. This localized processing and direct communication pathway significantly enhance the overall efficiency and effectiveness of remote piloting tasks.

CDN and Edge Architecture for Remote Underwater Inspections

Sometimes a combination of both approaches is best: CDNs for global delivery and edge architecture for on-site processing. This provides the best of both worlds, ensuring efficient content delivery and localized analysis for subsea imaging needs. CDNs facilitate the efficient distribution of live video feeds and sensor data from the underwater inspection site to remote viewers located worldwide, ensuring low latency and reliable content delivery. Meanwhile, deploying edge architecture enables localized data processing and analysis at the underwater site, minimizing latency and facilitating real-time insights. This hybrid approach optimizes both content delivery and data analysis, empowering remote viewers to access the live feeds quickly while enabling immediate decision-making based on localized data processing capabilities.

Case Study: The World’s First Fully Remote Offshore Wind Farm Inspection

SubC Imaging integrated its Real-Time Streaming and Audio Rooms technology (Figure 2) – powered by the efficiency of cloud CDNs and edge architecture – with a Fugro ROC to successfully conduct the world’s first fully remote inspection of offshore wind farm assets.

The inspection took place in the North Sea in late 2023. SubC Imaging delivered lowlatency video, audio, and data transmission crucial for the remote piloting of the Fugro

uncrewed surface vessel and electric remotely operated vehicle. The technology ensured operators experienced real-time control, fostering an immediate connection with the site. Additionally, SubC’s solution offered a reliable online connection, virtually eliminating dropouts for uninterrupted data streaming during inspections. The distributed accessibility of the technology enabled multiple teams in different locations to monitor the live data stream simultaneously contributed to the collaborative success of the project by ensuring all stakeholders had access to critical information.

Read the full case study here. u

As co-owner and vice president of software at SubC Imaging, Adam Rowe has spent his career developing innovative software applications for oceanrelated professionals. He and his team focus on creating cutting-edge systems with an intuitive user experience, including recent leading work on adaptable remote operations technologies and live inspection solutions.

Testing Remote Operations

Newfoundland Norway to Across the Atlantic

by Bethany Randell

Project Overview

In November 2022, a delegation from the Marine Institute (MI) visited the Norwegian University of Science and Technology (NTNU) to grow the partnership between two similar institutions. The delegation came back with an ambitious plan: in May 2023, an MI representative in Newfoundland, Canada, would fly a remotely operated vehicle (ROV) in Norway.

Remote operations can provide many benefits to the ocean sector and are already being explored by several industry players. From a safety perspective, remote operations mean fewer people on board ships. Fewer people on board could lead to smaller ships, which in turn could mean a smaller environmental impact and fuel savings. Onshore remote operations also open the door of opportunity for those who would otherwise not be able to take part in the ocean sector. That could mean people with a physical limitation who would be prevented from safely working on a ship, or those who have commitments making weeks-long offshore deployments impossible, as examples. This joint project allowed team members to explore the challenges that must be overcome to make remote operations more feasible.

It took six months of hard work on both sides of the Atlantic, with resources from MI’s Centre for Applied Ocean Technology (CTec) and NTNU’s Applied Underwater Robotics Laboratory (AURLab) working closely together to make the remote operation happen.

AURLab has a fleet of ocean vehicles, both autonomous and remote controlled. Its autonomous vehicles include several OceanScan Light Autonomous Underwater Vehicles (LAUVs), and a 7 m long autonomous surface vehicle (ASV) called Grethe, made by Maritime Robotics. It also has a number of Blueye ROVs, a Sperre SUB-fighter 30K work class ROV, and an Eelume hybrid ROV/AUV (autonomous underwater vehicle). While the teams wanted to try operating as many vehicles as possible from Canada, the final demonstration would

have a pilot at The Launch (MI’s facility in Holyrood, Newfoundland, Canada) fly the Eelume on an inspection mission in Trondheim, Norway.

A virtual private network (VPN) is used to connect all of AURLab’s devices and vehicles. Most vehicles have their own subnet that includes the vehicle control computer and various onboard sensors. Each vehicle has a companion single board computer with a network bridge configured and VPN client installed to connect each vehicle network to the AURLab VPN. This allows anyone with a VPN connection to access all the devices on the vehicle’s subnet. The first step towards remote operation was to add CTec devices to AURLab’s VPN so that CTec operators could communicate with AURLab vehicles.

Remote Operation of a Small, Inspection Class ROV

Since Blueye ROVs (small, inspection class) are meant to be controlled by a mobile device, the project team decided this would be a good place to start. The VPN client and the Blueye control app were installed on a CTec mobile device and a connection to the ROV through the VPN was established. While control of the thrusters was reliable and experienced negligible delay, establishing a reliable, lowlatency video connection proved challenging. While there were periods where the video was clear and smooth, this was interspersed with periods of several seconds where the video was choppy, laggy, and stuttering (Figure 1). Akin to flying in very turbid conditions, the pilot would have to hold station and wait for the video to clear. There was no predictability in when such periods would occur, or how long they would last. Even during smooth periods, latency varied between one to three seconds, depending on if the video was viewed in the native app on the mobile device, or streamed to a computer via the Real-Time Streaming Protocol (RTSP) and viewed through VLC media player or GStreamer. Interestingly, this seemed to be the case for both the remote system in Canada and a

computer connected in an identical fashion in Norway. This led the team to understand the distance between the remote operator and ROV was less of a problem than the many links and bottlenecks in the network. Video from the ROV’s camera runs through the copper tether to the Blueye topside unit, where it can be routed by either hardwire or Wi-Fi to a single board computer with a network bridge configured. This network bridge connects the Blueye network to the AURLab VPN. A remote controller, either in Norway or in Canada, needs to connect to the AURLab VPN through the internet. The nature of VPNs can lead to the introduction of latency and increased traffic to a network connection. Due to the complexity of the network, it was unsurprising to the project team that the video quality was poor.

Flying the Blueye around a former aquaculture tank was the first milestone for the joint NTNU/MI remote operations centre (ROC) project. A pilot in Holyrood, Canada, controlled an ROV in Trondheim, Norway, more than 4,000 km away, proving remote operations are possible. However, this first experiment showed the types of challenges the teams could expect moving forward.

Remote Operation of an ASV

The project team decided to try the next vehicle: the ASV Grethe. Grethe is outfitted with a 4G modem for wireless communication and a forward-looking camera, the output of which is streamed via RTSP. AURLab uses an open-source software tool chain developed by Underwater Systems and Technology Laboratory of Porto University on many of its autonomous systems. The vehicle runs DUNE: Unified Navigation Environment to handle low-level control of the vehicle’s systems such as navigation, communication, and movement. DUNE takes information from Neptus, the command, control, communications, computer, and intelligence software. Neptus allows a user to create mission plans involving different vehicle behaviours, such as transiting to waypoints, holding station, and loitering. Once a mission is running, a user can communicate with the vehicle through Neptus, to view data, pause or abort a mission, or change a mission on the fly. Post mission, Neptus provides mission review and analysis tools.

As with the Blueye, Grethe’s subnet is connected to the AURLab VPN through a network bridge, enabling remote access. A CTec team member installed an instance of

Figure 1: Real-Time Streaming Protocol (RTSP) video stream from Blueye ROV showing camera stutter.

MARINE INSTITUTE

Neptus and connection configuration files for AURLab’s autonomous systems on a computer with a VPN connection. The operator was able to observe the ASV and an LAUV performing manoeuvres live during a mission, and reliably watch the video stream from Grethe as it ran survey lines in Trondheim’s harbour. However, this experience revealed one of the human factor challenges of remote operations: motion sickness. This experience offers an important avenue of research as remote operations become more commonplace.

The next step for the CTec team was to create and remotely upload its own missions to Grethe. This started with simple missions while the ASV was out of the water so the AURLab team could observe the vehicle’s behaviour. Once the teams were satisfied the vehicle was operating as expected, it was launched to perform missions in the harbour. The CTec team uploaded a lawnmower-pattern mission plan, typical of surveys, and the vehicle immediately began executing the manoeuvre (Figure 2). At one point during the operation, an AURLab team member told the CTec operator that a ship was approaching and Grethe would need to hold station to wait for the ship to pass. The teams decided to attempt to pause the mission remotely, knowing that if there was a problem, AURLab could intervene before the ship arrived. The remote command succeeded, instantly causing Grethe to hold station as the ship passed (Figure 3). Once the ship was safely out of the operational zone, the mission resumed.

While there was a desire to include the LAUVs in the remote operation project, these were eliminated from the project goals in the interest of time. Remote operation of an LAUV is expected to be the same as Grethe since they both use the DUNE/Neptus software tool chain. The teams decided to move forward and test the Sperre 30K work class ROV.

Remote Operation of a Work Class ROV

The 30K ROV was installed on the R/V Gunnerus, NTNU’s research vessel, which provides an internet connection through a 4G modem. The AURLab team had already developed a robot operating system (ROS) control node for the 30K. To accomplish control from Canada, a ROS node was built on a CTec computer connected to the VPN that relayed commands to the 30K ROS control node. The ROV’s sonar, a network device, was made available via the VPN connection. Video from the ROV was passed through an IP video encoder on the same network, which added an overlay, and was viewable in Canada via RTSP. While taking control of the 30K from Canada experienced some initial technical challenges, once the connection was established the video and control was stable. So much so that the MI ROV pilot expressed surprise at the smoothness and stated it would be easily possible to perform real remote operations (Figure 4). Although there was some video stutter, this was deemed to have minimal impact since it was similar to the ROV disturbing the seafloor and having to wait for the debris to settle (Figure 5).

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Figure 2: A zoomed in view of the Neptus operator console, showing the mission plan (straight lines with red and green dots), the USV Grethe (green arrow), and the actual path of the USV as it tries to complete the plan (yellow-orange dotted line). This mission was created in Holyrood, NL, Canada, and executed in Trondheim, Norway.

The pilot was able to fly an inspection mission around the newly installed subsea observatory, part of NTNU’s OceanLab.

Remote Operation of a Hybrid ROV/AUV

With this significant milestone accomplished, the teams moved on to the final part of the project, remotely operating the Eelume. An Eelume is a segmented, articulated robot that can operate either as an ROV or an AUV,

tethered or untethered. It has forward and downward looking networked cameras and sonars, and is controlled through a propriety software, the Eelume suite, which combines a mission planner, sensor dashboard, and controller. Multiple instances of the Eelume suite can be connected to a single Eelume simultaneously, provided only one instance is sending control commands. This built-in feature allowed remote control by having the

Figure 5: ROV video stream with troubled connection. This view would last for a few seconds before becoming clear, during which time the pilot would hold station and wait.

Figure 3: ASV Grethe holding station while a ship passes.

Figure 4: Milestone achieved! ROV instructor and pilot, Corey Roche (right), flying a work class ROV in Trondheim, Norway, from Newfoundland, Canada. Topmost screen is a live sonar image from the ROV while the lower screen is the video feed.

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Figure 6: Remote pilot’s view from Eely, including cameras and mission control software.

Figure 7: Sonar image from Eely as the remote operator in Canada followed a pipeline in Trondheim harbour, Norway.

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CTec computer connected to the AURLab VPN. A CTec team member was able to operate AURLab’s Eelume, Eely, on two occasions (Figure 6), both times tethered. The operator used a joystick to fly Eely manually, following one of several pipelines (Figure 7) leading away from the AURLab building. In a second mission, the remote pilot sent a series of waypoints to Eely that it followed in AUV mode.

Over the six months of this project, the teams experienced good success, but unexpected problems caused the final demonstration to be less than expected. A brief flight of Eely showed that remote operations between Canada and Norway are feasible, albeit with some room for improvement.

Conclusion

Most of the technical challenges experienced were related to networking, either increased latency or lack of bandwidth caused by the complexity of the data route. This usually manifested as significant degradation of video quality or momentary losses of connectivity, both of which led to mission interruptions.

Both the CTec and AURLab teams agreed that having a more direct link between the remote operator and the vehicle would be highly beneficial. This could take the form of dedicated hardware that is specific to the task of handling data flow between networks instead of consumer grade single board computers. Other options include reducing traffic through the system by establishing more robust data routing rules, or isolating vehicle networks on their own VPNs instead of one VPN bridged to many networks.

Other challenges were related to personnel in significantly different time zones trying to do a new, technically challenging project together. The overlapping work hours between AURLab and CTec were typically only four hours per day, requiring team members to occasionally alter their work schedules to make more time for collaboration. This was complicated by the fact that doing something so novel and

complex required more sources of expertise to solve problems. It is likely that as remote operations become more commonplace and the technical issues are resolved, the number of experts required and time for troubleshooting will decrease. Finally, field days are difficult regardless of geographical location. Issues such as weather delays, equipment taking longer than expected to mobilize, and things breaking unexpectedly are compounded by short days.

Despite the challenges, this project proved to be a valuable experience for all parties and an excellent demonstration of the feasibility of remote operations. The Marine Institute is building on the success of this initial remote operations project by further developing its remote operations centre, located at The Launch. u

Bethany Randell, P.Eng., is currently living her dream job as a project engineer with the Centre for Applied Ocean Technology at the Fisheries and Marine Institute of Memorial University. Always fascinated with the ocean and eager to solve problems, she turned her hobby of building ROVs for competitions into a career when she graduated from Memorial as an electrical engineer and went to work for Kraken Robotics. During her eight years with Kraken, she worked on all of Kraken’s products, including the KATFISH, and was made lead electrical engineer of its AUV program. Since joining the Marine Institute (MI) and being stationed at The Launch in Holyrood, she has completed the first phase of MI’s Remote Operations Centre through which, in partnership with the Norwegian University of Science and Technology, she was able to operate ROVs and an ASV located in Norway.

Pioneering Remote Operations for Improved Asset Integrity in Offshore Energy Projects

by Eric Marques

Figure 1: Fugro Aquarius remotely operated vehicle (ROV) support vessel heading out to sea.

Introduction

Recent advances in remote technologies are making once unimaginable feats possible. From surgeons conducting life-saving operations remotely via the internet to humans piloting helicopters on Mars, these innovations are revolutionizing how we interact with and manipulate the world around us. In the offshore energy environment, the applications of remote technologies are no less inspiring – making it possible to conduct critical inspection, repair, and maintenance (IRM) operations from the safety and comfort of an onshore facility thousands of kilometres away.

That is exactly what happened in early 2023, when Fugro and Petrobras pioneered the

first-ever remote subsea inspection survey in Brazil. More than that, it was the first-ever intercontinental deployment of a work class remotely operated vehicle (ROV). How? The ROV was launched from the survey vessel Fugro Aquarius (Figure 1) and controlled by operators in Fugro’s remote operations centre (ROC) in Aberdeen, Scotland. This was facilitated by a high-speed internet connection, adhering to rigorous security protocols, to ensure safe navigation into the depths.

Bringing Remote ROV Operations to Brazil

Work class ROVs (Figure 2) are a specialized piece of equipment tethered to a support vessel. They are designed to perform a variety of subsea tasks, such as light construction, in

Figure 2: Work class remotely operated vehicle (ROV) on board the Fugro Aquarius. These ROVs can perform subsea tasks in challenging marine environments.

challenging marine environments, particularly for the oil and gas industry. Unlike smaller observation class ROVs, which are primarily used for visual inspection and data collection, work class ROVs are larger, more powerful, and equipped with heavy-duty manipulator arms and specialized tooling systems.

Traditionally these operations are performed by a team of skilled professionals working on an offshore production unit or vessel far from their home base. Remote ROV piloting utilizes satellite links to establish two-way communication between operators in the ROC and the ROV, eliminating the necessity for operators to deploy offshore (Figure 3). Instead, ROC-based operators can send

commands and instructions to the ROV and receive feedback and status updates in return. This bidirectional communication enables the control of the ROV’s movements, adjustment of mission parameters, and real-time responses to changing conditions.

Many Benefits

Managing ROV operations from a Fugro ROC instead of relying on site deployments of staff is an important advancement for IRM projects. It improves the efficiency of project management functions, allows us to optimize IRM operations, and reduces health and safety exposure for minimized project risk. By standardizing the approach to IRM projects across our global network of ROCs, we are able to offer

consistency of service regardless of location. Benefits of remote ROV operations include:

• Operational efficiency. The introduction of work class ROVs in the 2000s significantly improved operational efficiency on IRM projects. Equipped with advanced sensors, cameras, and manipulator arms, these ROVs excel in tasks such as pipeline inspections, equipment installation, and subsea repairs. Having a centralized team manage ROV projects through a Fugro ROC has proven to further streamline workflows, resulting in minimal downtime and optimized resource allocation. Real-time data collection and analysis provide decision-makers with actionable insights, enabling them to identify inefficiencies, proactively address issues, and fine-tune processes for best performance.

• Risk mitigation and safety advancements. Safety is paramount in the offshore energy industry. Remote operations of work class ROVs offer an effective solution to risk mitigation by minimizing worker exposure to high-risk environments.

Since the ROVs are equipped with cameras, sensors, and robotics, the remote piloting approach enables us to conduct inspections and interventions with fewer crew members required offshore. Because remote monitoring and control systems enable real-time oversight of ROV operations, operators can intervene promptly in the event of emergencies or equipment malfunctions.

• Environmental sustainability. By minimizing the need for transportation and physical infrastructure, remote piloting of work class ROVs enable a reduction in carbon emissions and environmental impact. This aligns with Fugro’s commitment to sustainability and supports our clients’ efforts towards environmentally responsible practices.

• Continued technology innovation and advancement. Remote operation of work class ROVs is pushing the boundaries of engineering and automation in the offshore energy space. From advancements in robotics and introduction of artificial intelligence for improvements in sensor technology and data analytics, ROV

Figure 3: As remote solutions advance, new opportunities exist for offshore crew (shown here) to accomplish critical work scopes from an onshore office setting.

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operators are constantly innovating to enhance the capabilities and performance of remote-operated systems.

• Global connectivity and collaboration. In an increasingly interconnected world, remote operations of work class ROVs enable global connectivity and collaboration by facilitating seamless communication and data exchange between remote sites in case of failure. Through high-speed communication networks and satellite technologies, we can establish real-time connections with ROVs from redundant locations.

Next Steps

Our 2023 pilot project with Petrobras offered valuable insights into the challenges of using advanced remote control technology, particularly regarding equipment behaviour when adding the variable of communication latency caused by considerable distances between the Aberdeen ROC and the Brazil offshore worksite. This necessitated adapting the pilot procedures and revising risk analysis protocols.

Building on this success, this spring, Fugro and Petrobras are conducting a second campaign to test high bandwidth satellite links for real-time transmission of essential data. This project will include high definition video feeds from the ROV’s cameras, sensor data, and telemetry information, which is important for navigation and control. By utilizing low orbit satellites

and high-speed internet, we plan to explore various communication methods that can reduce latency, improve vessel autonomy, and enhance the skills of remote operators working from the UK and now also from a ROC facility in Brazil (Figure 4).

Conclusion

The ability to remotely pilot work class ROVs shows much promise in driving efficiency, safety, sustainability, innovation, and global connectivity for offshore operations. As the oil and gas industry continues to evolve and adapt to changing market dynamics and environmental pressures, remote and autonomous innovations will help energy providers improve efficiency and sustainability of their existing projects for a safer and more sustainable energy future. u

Eric Marques is the commercial manager for Fugro’s offshore business in Brazil. An engineer with decades of experience in commercial roles, he is a graduate of Rio de Janeiro University and has specialized expertise in project management. Mr. Marques has worked in many sectors such as banking, IT, consumer goods, and energy. During his 13 years with Fugro, he has become a go-to expert for data analysis, decision-making, and business negotiations.

Figure 4: Fugro’s remote operations centre in Brazil. FUGRO

ENGY M. HELMY AWAD

PHD CANDIDATE SCHOOL OF MARITIME STUDIES FISHERIES AND MARINE INSTITUTE OF MEMORIAL UNIVERSITY ST. JOHN'S, NL, CANADA

Engy Helmy is a maritime affairs specialist with extensive experience in port management, port strategic planning, as well as coordination and optimization of activities at ports to ensure efficient and effective maritime operations.

After almost 19 years of experience at ports, Ms. Awad decided to embark on her PhD journey at the Fisheries and Marine Institute of Memorial University of Newfoundland in Canada. She has begun her PhD in maritime studies, working with the OpenRemote

research project in autonomous shipping. According to its website, “The OpenRemote project is set to revolutionize the design of remote operations centres by introducing open-source tools. Building upon the success of the OpenBridge Design System, this project will extend its reach to include remote and autonomous maritime operations.”

Her PhD study aligns with the concurrent international efforts in creating an accepted roadmap for the implementation of maritime autonomous surface ships (MASS). In particular, she explores the roadmap algorithms of autonomous surface ships and their regulation relevance to reveal how the maritime community can handle and adapt the integration process of MASS into the wider maritime domain and systems. Ms. Awad looks at algorithms that can be calibrated in terms of industrial/commercial, safety,

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security, technology, competence, etc., as well as challenges and opportunities – all of which may be deemed more compliant after regulation amendments.

The findings of her study are expected to assist efforts of successfully integrating MASS into the maritime transport chain. Additionally, the study will highlight opportunities related to society, emphasizing the green shift, social well-being, human augmentation, and collaboration with technology.

This study is expected to provide a multifaceted understanding of the integration process for maritime autonomous surface ships as an enabling technology for maritime stakeholders’ capabilities by addressing

critical issues and advocating for regulatory amendments and knowledge dissemination.

In addition to her current PhD studies, Ms. Awad is an active board member of the Arab Women in Maritime Association under the auspices of the International Maritime Organization (IMO) Women in Maritime Program. She has represented the Egyptian Maritime Authority Transport Sector at the IMO and, in 2021, was elected as an executive board member at the Women’s Association of the World Maritime University.

www.mi.mun.ca/programsandcourses/ programs/maritimestudiesphd emhawad@mun.ca

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With a background in hydrography and underwater studies, Fionnuala (Finn) Richard leads Fugro’s remote operations centres in the Americas. She has expertise in a wide range of marine services, including remotely operated vehicle operations, positioning and construction support, inspection services, and geophysical and geotechnical surveys. Having enjoyed a diverse career with Fugro – from fieldwork to project management, operations, and innovation – Ms. Richard is passionate about investing in people and making Fugro an employer of choice.

Where were you born?

I was born in the southwest region of Ireland and grew up in a little village called Adare, renowned for its thatched cottages and slower pace of life. I was fortunate to live five years along the “Wild Atlantic Way” in the coastal town of Kilkee which spurred my lifelong love of the ocean.

Where is home today?

Following my love of all things maritime, I moved to Plymouth, England, to pursue a degree in hydrography. I chose Plymouth for its reputation of having a 100% recruitment rate for seven consecutive years in this field. I ultimately chose a position in Houston, Texas. With the growing

flexibility of remote work, I currently live north of Houston, in the countryside surrounded by nature, bringing me back once again to my roots.

What is your occupation?

I have held many roles throughout my career. I am currently the regional manager, Americas Remote Operations Centres. In this role I manage remote operations centres (ROCs) in Canada, the United States, and Brazil. The purpose of the centres is to transition offshore roles to onshore facilities, enabling personnel to return home after their shift each day. In doing so, we not only improve the work-life balance for employees but also reduce our carbon footprint. Fewer crew on board means

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we can operate smaller vessels, and in some cases limiting offshore deployments altogether through the use of uncrewed surface vessels (USV). It is an extremely exciting endeavour and to see the joy it brings employees to be a part of this innovative development has made it one of the most fulfilling times in my career.

Why did you choose this occupation?

I have always had a very curious mind, persistently asking how and why things work as they do. In school, I was drawn to physics and chemistry. This, together with a deep love for the ocean, paved the way to a career in the field of hydrography. I wanted a career that incorporated both theory and practical skill sets, but one that would also keep me close to nature. It seemed like a pipe dream to be able to incorporate all of these elements into a career that I could truly love. As I progressed through my degree in hydrography, I received hands-on experience with the various disciplines within the field, ultimately leading to a career with Fugro.

Where has your career taken you?

I started offshore as a navigator where I had the opportunity to apply all the theory I had learned at university to the practical aspects of the job. From there, I progressed into project management and started to learn the business and financial side of things, followed by a focus on more strategic and developmental aspects of the company. As an academic by nature, I never thought the most fulfilling part of my career would be to help people grow and develop within their careers, but this has truly become the most rewarding part of my job.

Throughout my career, I have never remained stagnant – there is always room to grow, ways to contribute, and truly make a difference. To me, that is the key to a fulfilling career. I never expected to remain at one company throughout my career, but after 25 years of personal and professional growth with Fugro, I can’t imagine being anywhere else.

If you had to choose another career, what would it be?

I guess I am extremely lucky in that the career I originally thought I would pursue in my late

teenage years actually came to fruition and I have remained in this field for 25 years building my skill sets and pushing out of my comfort zones. I am grateful that my company places such a high value on professional development, which allowed me to experience different aspects of the business and find a fulfilling path without needing to search elsewhere.

The world is ever-changing, and industries grow and adapt. I have been fortunate to be a part of a company that truly places value on creating a safe and liveable world, where sustainability is a primary focus and, above all, where input on how to achieve this is valued from all employees. For me, what defines a fulfilling career is the feeling that you actually make a difference, and on this note, mission accomplished.

What is your personal motto?

“Start by doing what is necessary, then do what is possible, and suddenly you are doing the impossible.” In other words, start small, but empower yourself to grow. Don’t start with goals to change the world or to be a superstar right out of the gate – master what is right in front of you, what is needed to get the job done, then push yourself outside of your comfort zone and capture every opportunity to grow. In doing so, you will open the doors to achieve what you once thought was impossible.

What hobbies do you enjoy?

I love all things outdoors, from walking to hiking, running, and boating, to the simplicity of sitting by the fire outside where the only sound to be heard is Mother Nature herself. Spending time with my husband and kids is important to me as well as rescuing abandoned pets and travelling.

Where do you like to vacation?

Being originally from Ireland, I must take at least one vacation a year to return to Ireland to visit family and friends. We also take a family vacation once a year with the kids, and thankfully the number of vacationers grows with the years as they start families of their own. I am so grateful they still want to go on vacation with us. Then we always have a vacation for just my husband

and me. We started this early in our relationship and it is something I will always insist on – it has been immensely beneficial for ourselves and our children. We love to go to beaches in Mexico, skiing on the West Coast, or exploring a state or country we have not been to before. The primary objective as always is creating memories together.

Who inspires you?

I have had many who inspire me over the years. However, my current inspiration comes from two polar opposite experiences, a colleague who was the poster child for authentic leadership and one who was not. If I had not experienced both I do not think I would have appreciated the true impact a leader can have on their colleagues and employees. Authentic leaders are self-actualized individuals who are aware of their strengths, their limitations, and their emotions. People trust us when we are true to ourselves, and that trust makes it possible to get things done. When you work together to achieve what is possible, then and only then can you achieve what at first seemed like the impossible.

What has been the highlight of your career so far?

The true highlight of my career has been providing a path for employees to find renewed excitement about their work, highlighting how their work truly makes a difference, helping them grow in their current field, and developing them for future roles. The greatest achievement I have experienced is when a past employee calls me to thank me for the impact I had on their life – it does not get better than that.

What technological advancements have you witnessed?

To list them all over the past 25 years would be a very long list indeed! I started my career working on survey vessels in the Gulf of Mexico. Offshore life was like stepping back in time from a technological perspective, with no cellular phones, no TV service, and an extremely slow internet connection. Email was the primary, and sometimes only, way to communicate with friends and family. VHS movies (yes, we still had those), CDs, and a good book were the primary forms of entertainment. With the dawn of the

new millennium, we witnessed VSAT transition from a niche technology to mainstream adoption offshore. The advent of high throughput satellites and most recently low Earth orbit satellites such as Starlink, OneWeb, and the soon-to-arrive Project Kuiper have revolutionized data transfer rates. As the costs associated with satellite communication began to decrease, these systems became widely adopted offshore, which in turn made it possible to revolutionize the way we work. Through proprietary software developments, advancements in networking, and cloud technology, we began the exciting path of incorporating remote operations. Instead of sending personnel offshore to work on a vessel, we transitioned roles to an onshore location, carrying out the same work tasks, but from the safety and comfort of an office environment, enabling personnel to return home every day after work. We have further developed this model to now offer low carbon emission USVs complemented with an electric remotely operated vehicle (ROV), controlled entirely from an onshore ROC.

What does the future hold for Fugro and its ROCs?

Our objective is to establish a new operational ecosystem that reduces the health and safety exposure for employees, increasing work-life balance, and reducing carbon emissions through the deployment of more eco-friendly vessels. We aim to expedite our transition to remote operations and the provision of services simultaneously through USVs and lightly crewed vessels, with a hybrid fleet managed from our ROCs.

What new technologies would you like to see?

The International Energy Agency reports that to reach net zero emissions by 2050, annual clean energy investment worldwide will need to more than triple by 2030. Most of the reductions in CO2 emissions through 2030 come from technologies already on the market today. But in 2050, almost half of the reductions are expected to come from technologies that are currently at the demonstration or prototype phase. Major innovation efforts must take place this decade to bring these new technologies to market in time. The market can deliver green energy, just not fast enough. Carbon capture utilization and storage will play a critical role in the transition to Net Zero 2050.

What advice do you have for those just starting their careers?

For those just starting in this industry, while you may have mastered relevant academic theory, it is now time to get hands-on experience to build a portfolio that showcases your capabilities to potential employers. Look for internships, volunteer opportunities, or entry-level positions that allow you to gain practical experience. Seek out a company whose vision, goals, and values align with your own. Choose a company where you feel a sense of connection and belonging. Find experienced professionals who can offer guidance, advice, and mentorship as you navigate your career path. Learning from their experiences and insights can be invaluable in helping you grow professionally. Most importantly, don’t be afraid to step outside of your comfort zone. When opportunity knocks you should answer the door, even if you are not sure you can do it, for in the words of Mark Twain “Twenty years from now you will be more disappointed by the things you didn’t do than by the ones you did do. So throw off the bowlines, sail away from the safe harbor. Catch the trade winds in your sails. Explore. Dream. Discover.”

Trade Winds

Developing Workforce Assurance in Remote Operations and Uncrewed Marine Systems

SeaBot Maritime

In the ever-evolving realm of maritime operations, both in defence and commercial sectors, the interplay between human capabilities and advanced technology stands as a pivotal element for current and future successes. This crucial synergy is not merely a trend but an essential strategy in meeting the intricate challenges of today’s and tomorrow’s maritime environments. For the current maritime workforce, as well as for the next and subsequent generations, grasping this dynamic is vital. The integration of advanced automation, particularly within naval and commercial maritime contexts, signifies a transformative shift in the execution and management of maritime missions.

Human-technology partnerships in this field transcend the simple use of sophisticated tools; they represent a fundamental change in operational paradigms. In this context, technology is not seen as a substitute for human expertise but as an augmentative force, enhancing human skills and broadening operational capabilities. This perspective becomes critically important when considering advanced automation, where the complexity and sophistication of technology is overshadowing the human component.

At the heart of this partnership is the combination of human and machine strengths. Machines bring precision, speed, and the ability to process large data volumes, while humans contribute with critical thinking, contextual insights, and adaptability. This amalgamation is particularly relevant in high-stake environments like naval defence and commercial maritime operations, where decision-making carries significant consequences.

This analysis aims to unpack the multifaceted role of human-technology partnerships in the

realm of advanced automation in this setting. The focus is both on the technical aspects of such automation, emphasizing the integration of uncrewed surface and subsurface vehicles, and also on the strategic implications. Importantly, it highlights the role of the human operator as a significant and empowered player in this technological era.

Furthermore, the discussion explores the trajectory of artificial intelligence and its symbiosis with human competence, underlining the importance of behavioural assessments in evaluating aptitude within these advanced technological environments. By combining theoretical insights with practical anecdotal case studies, this analysis seeks to provide a comprehensive understanding of the criticality of human-technology partnerships for the effective implementation and adoption of advanced automation in the maritime sector, impacting the current workforce and shaping the future for upcoming generations.

About SeaBot Maritime

SeaBot Maritime works with those who operate within safety critical industries to meet the challenges of the fast-moving digital age. Its mission is to play its part in making maritime safer, cleaner, and smarter and it champions the crucial role that humans play in creating successful technology partnerships. With a customer base across both commercial and defence, the company helps to create and implement purposeful change and digital transformation, by empowering people to work hand-in-hand with new technology. SeaBot Maritime’s pioneering approaches to learning development and workforce assurance services, eLearning, distance learning, and portfolio of training courses cover digital transformation and the learning journey from end to end. They are helping organizations understand, underpin, and maintain the competency requirements of their workforce, from hire to retire. Services activate deeper understanding in the shift to automation and the use of collaborative systems, using cutting-

edge approaches to create effective technology partnerships, repeatedly delivering learning solutions that ensure companies can respond to dynamic workforce competency requirements, in an evolving technology landscape.

MASSPeople Co-Founder

The Maritime Autonomous Surface Ships (MASS) International Competency Standards Working Group (MASSPeople) was launched in Q1 of 2021 with the task of bringing focus to the importance of people in the journey to autonomy in maritime. Co-proposed by SeaBot Maritime and chaired by Gordon Meadow, this working group has created a partnership of Flag State Administrations from around the world to share in the challenge of developing, proposing, and implementing future proofed competency standards that will support tomorrow’s global workforce.

The aim of MASSPeople is to explore the human dimension of remote and autonomously enabled marine surface vessels. MASSPeople is working to develop new job roles and future profiles for the people involved in ensuring safe operation of MASS. These profiles are informed by creating recommendations on new sets of competency standards that are aimed at supplementing the International Convention of Standards on Training, Certification, and Watchkeeping for Seafarers.

Training Courses in MASS

SeaBot Maritime offers world leading autonomy training developed and delivered both from its headquarters at the National Oceanographic Centre in the United Kingdom and at a number of locations around the globe. Fully aligned to the standards being shaped through its work with MASSPeople, this training is available and being delivered to organizations right now. Voluntarily recognized by the UK Maritime and Coastguard Agency and linked to the assurance of the technology, SeaBot Maritime’s training is being used to provide a key part of the evidence in achieving certification to operate. Courses are designed to support a whole sector framework, from smaller MASS to complex beyond the horizon operations. The future connected mariner, part of the next generation maritime workforce, is being implemented through SeaBot Maritime’s training. In addition to the underpinning of safe operations, SeaBot Maritime also offers executive level training, such that senior decision-makers and company owners, as well as operators, can understand the benefits and risks of implementing these new technologies.

For more information: www.seabotmaritime.com training@seabotmaritime.com

SEABOT MARITIME

Powering Remote Operations Centres with Network Optimized Livestreaming

by Damiain Brown

In recent years, the offshore industry has increasingly turned to advanced remote inspection and monitoring technologies to examine, maintain, and repair vital assets and infrastructure. These cutting-edge solutions are designed to not only slash operational costs and reduce risks to health, safety, and the environment but also ensure compliance with strict regulations. One of the primary hurdles in this arena is establishing a secure and uninterrupted connection between various locations to facilitate the real-time monitoring of offshore assets. This essentially means linking teams in remote operations centres (ROCs) with offshore staff seamlessly and instantaneously.

Operators are in need of dependable, secure, and high-quality data streams for real-time situational awareness, inspection, and reporting, which enables them to make well-informed decisions. Achieving this has been problematic, especially with the implementation of ROCs, due to generally insufficient network capacities in remote locations. These networks frequently suffer from latency, jitter, packet loss, and bandwidth constraints, and can be prohibitively expensive to operate.

The emergence of low Earth orbit satellite systems has alleviated some of these networking issues. These systems are primarily designed for downloading, pulling data from the internet at remote sites, which is contrary to remote operations that depend on the ability to upload from a remote site to onshore teams. Moreover, as satellite networks become increasingly congested,

the key to successful remote operation hinges on optimizing bandwidth efficiency and network dependability.

Harvest Technology Group has emerged as a pioneer in this field, with its proprietary Nodestream™ technology. Originating from the offshore industry, this technology is engineered to transmit high-definition video, frame-synchronous data, and high-fidelity audio over congested networks, enabling true remote operations.

Traditional subsea surveys and inspections are notoriously expensive, slow, resourceheavy, and pose significant risks to personnel and assets. The norm typically involves a large vessel, equipped with remotely operated vehicles (ROVs) and an entire inspection crew, leading to substantial costs and health, safety, and environmental (HSE) concerns. Gathering information through these methods can be lengthy, often forcing reliance on outdated data for critical decision-making.

With the help of Nodestream™, operators can now remotely perform these inspections

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and surveys from ROCs, revolutionizing the operational model. Early adopters among Harvest’s Tier-1 clients have been able to eliminate the need for large offshore teams and vessels. Onshore personnel can now remotely operate uncrewed surface vessels (USVs) and ROVs, obtaining real-time, high-quality data. This live-streaming capability enables close collaboration between onshore experts and offshore staff and assets, enhancing the deliverables to clients and reducing the environmental footprint of their operations.

Nodestream™ provides unparalleled situational awareness, overcoming the challenge of streaming video across limited networks. It allows for the removal of personnel from dangerous settings, enabling them to support multiple projects from the safety of onshore ROCs.

This advancement also brings benefits to personnel, such as less travel, more time at home, and the availability of expert support when needed. ROCs further promote workforce diversification by bringing jobs onshore, which opens up opportunities for a more varied pool

of candidates, including those who may not be suitable for offshore work.

By employing Nodestream™ for remote USV operations and smaller vessel projects, Harvest’s customers have managed to slash CO2 emissions by over 99% compared to traditional operations. They have achieved this while ensuring operational efficiency even with up to 90% packet loss, thanks to the system’s remarkable reliability over low bandwidth connections.

Through the remote completion of inspection projects utilizing Harvest’s technology, customers have collectively saved over Can$540 million and reduced field HSE exposure hours by more than five million. This marks a significant milestone in the industry’s move towards more sustainable and efficient operations.

Damiain Brown, chief product officer at Harvest Technology Group, has over 20 years of experience in both operational project management and technology development, with a key interest in using remote operations to impact safety, efficiency, and personnel welfare.

Germany’s First Centre for Remote-controlled Inland Waterway Shipping

In conjunction with its project partners – HGK Shipping and Reederei Deymann – Belgian company SEAFAR opened the first remote operations centre (ROC) for inland waterway shipping in Germany. The new ROC enables captains to navigate vessels on inland waterways from dry land.

The Duisburg ROC offers three workplaces for skippers (ROC operators) to remotely control vessels. There is one workplace for the traffic controller, who monitors the vessels’ movements in the background. Using state-of-the-art IT operations, which meet the highest safety requirements, the skippers can remotely navigate the inland waterway vessels using control technology that resembles a wheelhouse and an extensive camera system as if they were operating on the water. https://seafar.eu

The Innovation Centre will be a globally focused, world-leading space that integrates, increases, and diversifies Newfoundland and Labrador’s innovation capacity. It is strategically focused on developing leading edge programming to support and advance the application of remote operations across sectors, and it will provide space and support for established and growing companies that want to advance remote operations in their fields. The newly renovated building is a collaborative physical space designed to address the technology development needs across sectors (including ocean tech, energy, mining, healthcare, defence, etc.) through unique programming, access to special technology assets, proximity to other innovators, provision of opportunities for collaboration, and as a demonstration space providing visibility. The official opening and launch of the Centre will be held later this spring. https://technl.ca/innovationcentr

Remote Operations Centres

The

Key to Productivity in Uncrewed Operations

by David Hull

Over the past decade, marine robotics has repeatedly proven its potential to revolutionize data collection for ports and harbours, shoreline management, and the offshore industry. Among these innovations, uncrewed surface vessels (USVs) stand out as one of the industry’s most important technological advancements to date, with the capability to increase capacity for continuous monitoring and scale ocean data acquisition. Beyond their clear cost efficiency benefits, USVs are proving themselves to be a viable solution to reduce the carbon emissions and environmental impact of vessel operations.

Along with the development of USV platform capabilities, advancements in the design of remote operations centres (ROCs) now enable the efficient execution of tasks by shore-based operators benefiting from advanced, remote situational awareness from the worksite. As a disruptive enabler to productive and efficient USV operations, the evolution of ROC facilities could potentially be more transformative in coming years than the platform technologies under command.

It is now entirely feasible to envision a future where a two-person team could safely and efficiently attend to multiple short deployments in geographically separate locations within a single workday.

Driving Change in Regulation and Resources

Industry interest in increased levels of

autonomy, or swarm tactics applied to USVs, is understandable, but some of the most important opportunities facilitated by ROCs are arguably being overlooked. In the UK, the implementation of regulations concerning remotely operated uncrewed vessels allows for the transition of traditionally seafaring roles to land-based operations centres. However, regulations permitting the operation of multiple vessels by the same crew remain a distant prospect.

Moreover, the widespread deployment of ROCs in the near term signals a paradigm shift in accessible and inclusive marine skills that are tolerant to future need. In enabling operators to conduct missions remotely and encouraging participation in the industry from diverse locations, not only is workforce inclusivity enhanced, but opportunities for skilled professionals from various backgrounds and abilities to enter the sector are also created. With highly skilled personnel in short supply relative to demand, this is timely and critically important.

Fleet-level Autonomy Demonstration

HydroSurv is a USV technology company based in the United Kingdom. The company entered the market in 2020 and has developed a portfolio of inland and coastal USVs for a wide range of hydrographic, geophysical, and environmental applications. Over the past year, HydroSurv has gained experience in operating USVs beyond visual line of sight from ROC facilities completely removed from the area of operation. In July 2023, the company was part of a consortium (including EcoSUB, the National Oceanography Centre, Sonardyne, Royal Holloway University, and the UK’s Offshore Renewable Energy Catapult) which demonstrated fleet-level autonomy.

The demonstration had two key phases. In the first phase, deployment of a swarm of autonomous underwater vehicles (AUVs)

Reverberations then and now

force-multiplied the coverage of wide spatial areas to capture targets and anomalies rapidly, guided by predefined mission plans generated by the autonomy engine. In the second phase, a separate, hover capable AUV took over to provide comprehensive inspection of the targets. During both phases, HydroSurv’s REAV-60 USV platform (Figure 1) played a crucial role in aiding underwater localization and relaying mission progress and adaptive tasking to the autonomy engine.

The fleet-level autonomy engine served as the mission’s central nervous system, making

real-time decisions and replanning when necessary due to factors such as inaccurate mission execution, vehicle faults, changing operating environment, or the addition and removal of stations.

The division of labour enabled by this approach showed significant promise in productivity gains. This was made possible by robotics and artificial intelligence working in combination with a human team, based at the ROC, to maintain a safe watch and approve adaptive decisions from the autonomy engine. Since the demands placed on human

HYDROSURV

Figure 1: HydroSurv has a portfolio of inland and coastal uncrewed surface vessels (USVs), including the REAV-60 shown here, one of its most advanced multi-purpose USVs.

operators of USVs are so often overlooked, HydroSurv’s proprietary vessel control system (VCS) goes beyond purely relaying vessel system information. Named “Virtual Watchkeeper,” the VCS edge-processes various data sources to provide greater context to a single operator prompt (Figure 2).

Fixed and Mobile ROCs for Productivity

Following the success of the fleet-level autonomy demonstration, HydroSurv began commissioning two new ROC facilities. A purpose-built ROC to satisfy the requirements of Workboat Code Edition 3 is undergoing commissioning at the company’s headquarters in Exeter, while a designated mobile ROC support vehicle is also being commissioned to support the launch and recovery and line of sight operations of USVs on inland and categorized waters.

Central to the operator’s command spread, HydroSurv’s Virtual Watchkeeper, now in its third phase of development, has introduced a series of new watchdog software components

that monitor sensor data from various sources to cross check and validate signals from the USV’s critical systems. Combining these datasets reduces the burden on the human operator, as the system will separate false alarms or sensor issues from real-world warnings and alarms.

The new facilities and reliability and fault analysis software will converge with an extensive program of on-water testing throughout 2024, providing the foundations for the company’s next enabling technology.

David Hull is the founder and CEO of HydroSurv Unmanned Survey (UK) Ltd. He is an accomplished entrepreneur working in the field of uncrewed surface vessels.

HYDROSURV

Figure 2: HydroSurv’s command and control system “Virtual Watchkeeper” has redundancy and watchdog features embedded into an architecture that provides control and monitoring of multiple shipboard systems and mission-specific equipment.

UNDER The Future of Remote Vessel Operations CONTROL

by Ashley Skett

In the world of space exploration, I believe that few can rival the speed and efficiency of SpaceX projects. The company’s “fail fast” approach, using extensive testing and incremental development to determine whether an idea has value, has been both effective and spectacular, an explosive development in every sense of the word.

Although not quite as spectacular, the development of SEA-KIT International’s proprietary control system for the company’s uncrewed surface vessel (USV) designs followed a similar methodology. Our team also used a “fail fast” approach to increase the probability of the system’s eventual success, learning important lessons along the way.

The challenge of the Shell Ocean Discovery XPRIZE competition in 2019 provided the catalyst for SEA-KIT’s innovative, uncrewed vessel technology (Figure 1). The huge task of developing and building a fully uncrewed autonomous underwater vehicle (AUV) launch and recovery platform in a six-month timeframe required a bold approach.

The first iteration of the SEA-KIT USV control system saw our GEBCO-NF Alumni team win the competition, but it was far from perfect. The main autopilot product, provided to us by a third party, lacked the provision of essential situational awareness systems such as radar control and feedback from navigational instruments. We decided, therefore, to develop these elements ourselves, and G-SAVI (Global Situational Awareness Via Internet) was born (Figure 2).

As an incoming uncrewed vessel operator at the time of the G-SAVI launch, it was an eye-opening experience. Among a maze of laptops, portable server racks and Ethernet cables, a highly skilled and enthusiastic team of technicians from the UK and Norway enabled every onboard system to talk to its software counterpart through dual redundant communications links. Watching this innovation take shape was both a thrilling experience and an honour. I never cease to be amazed by the dedication and commitment which such technical minds bring to their work.

Stepping from an offshore background into a remote vessel operator role and using a basic control system was somewhat surreal. The feeling of separation from the vessel was initially quite disconcerting, and I made a personal pledge to ensure that all development features going forward were designed with the mariner in mind. The system had to be built in such a way that it was as instinctive as possible for an experienced mariner to use.

The experience we gained from the XPRIZE competition and during subsequent operations was hard won. Initially, it was quite unnerving that essential systems, such as generators and

ALEX LORMAN, THAYERMAHAN INC.

Figure 1: Uncrewed surface vessel Javelin, a SEA-KIT X-Class vessel.

thrusters, were generally not built with remote operation in mind. As a result, trying to get authorizations and knowledge regarding the various communications protocols required for integration into G-SAVI was sometimes near-impossible. Nonetheless, with responsible vessel deployments, supported by guard vessels, we continued to propel ourselves forward with exciting and groundbreaking projects, forcing the development along with commercial commitments never seen before in the industry. The first uncrewed offshore pipeline inspection with an AUV in Norway in 2019 was just one of these.

G-SAVI uses industry-standard hardware and talks natively to all onboard and remote systems with advanced communications protocols, rapidly processing masses of data on board to fine tune and optimize performance, monitor trends, and pre-empt potential operational and navigational issues.

The use of edge-based computing on board means that reliance on external communication is reduced. This enables realtime decision making and effective operation from the remote operations centre (ROC),

even in communication-restricted areas, resulting in faster response times and longer mission endurance.

The addition of autopilot and drive modules to G-SAVI takes SEA-KIT a step closer to the first Type-Approved vessel control system for USVs, harnessing the latest technological advances, both on board and in onshore ROCs, to enhance vessel capability.

Like Space-X’s Falcon 9 (but on a much smaller scale!) we have also seen significant commercial success with our 12-metre X-Class design and the team now has a wealth of realworld experience from the remote operation of USVs on commercial and scientific projects around the world. We are set to start sea trials on SEA-KIT’s 18-metre XL-Class USV, which has a payload capacity of up to seven tonnes and powerful bollard pull for effective operation in heavy seas, in early 2024.

Ashley Skett was one of the very first remote uncrewed surface vessel (USVs) captains in the world and now holds the position of operations director at SEA-KIT International, a leading designer and builder of USVs for the commercial, scientific research, and defence and security sectors.

Figure 2: HM King Charles III witnessing the remote operation of a SEA-KIT X-Class uncrewed surface vessel using G-SAVI (Global Situational Awareness Via Internet).

Parting Notes

Rainbow Turtle

Olivia Parab

Age 11

St. John's, NL

I painted this sea turtle as part of my art lessons at Different Strokes Art Studio in St. John's, Newfoundland. Our teacher, Ms. Power, taught us many different forms of visual art, including drawing, painting, and mixed media. I especially love this sea turtle because of the bright colours. I like to think of her happily gliding through a rainbow of colours in the warm, tropical sea.