VideoRay Advances Under AV's All-Domain Strategy 09.
Electric ROVs Poised to Deliver Power and Performance 15.
Responding to the Rise of Undersea Infrastructure Warfare 21.
Empowering the Blue Economy Through Advanced Ocean Technology.
High resolution sonar system solutions for Mine Counter Measures and other military applications.
Supporting ocean scientists, engineers and the maritime industries overall by providing underwater technology.
Advanced instruments used in oceanography and subsea navigation to help measure movement in underwater environments.
Mission-ready Hybrid ROV system with fully integrated sensors for fast deployment.
Adaptive robotic arms for intervention and control in offshore energy and modern naval landscapes.
Robust, reliable underwater sensors for the planet’s harshest environments and most difficult applications.
Find out more
TABLE OF CONTENTS
06. Events Calendar & Welcome to Ocean Robotics Planet
09. Mission Specialist to Mission Critical: VideoRay Advances Under AV's All-Domain Strategy
15. Electric ROVs Poised to Deliver Power and Performance
21. Securing the Seabed: Responding to the Rise of Undersea Infrastructure Warfare
25. Kongsberg Sets CUI Milestone with New Oslofjord Test Bed for Safeguarding Key Assets
31. Surveillance Network: NATO’s Baltic Sentry Builds Connections to Counter CUI Threat
34. Poster: VideoRay
37. Metal Sniffing ROVs Just Got Better
41. The U.S. Navy’s “Hybrid Fleet” Concept: Implications for Industry
45. The U.S. Navy Achieves an Innovation Breakthrough in Uncrewed Surface Vehicle Autonomy
49. Out & About with Digital Edge
53. A Legacy of Purpose-Built Innovation in Subsea Video Systems
57. Dual-Use Dilemma: How Dual-Use Tech is Fuelling Military Threats Below the Surface
61. Delivering the Perfect Landing
66. Supply, Security & Defence Expo 2025
ISSN 2755-239X
EDITOR-IN-CHIEF
Richie Enzmann
COPY EDITOR
Will Grant
SALES DIRECTOR
Nick Search
DESIGN & LAYOUT
Milan Farkas
CONTRIBUTORS
Richie Enzmann, Andy Freeman, Andy McAra, Cathrine Lagerberg, Chris Gibson, Chris Lade, George Galdorisi, Lee Willett, Marc Deglinnocenti, Steve Williams
SPECIAL THANKS TO
Aidan Thorne, Anthony Hammond, Audrey Leon, Bill Mallin, Boden Dollie, Charlotte Sherwood, Curtis Lee, Dawn D’Angelillo, Francisco Bustamante, Helene Cox, Jack Rowley, James Colebourn, James Dellamorte, Jill Bell, John Benson, John Dellamorte, Jostein Jansen, Lee Willett, Margo Newcombe, Marion Seyve, Matt Bates, Morgane Ruiz, Nick Rouge, Patricia Sestari, Rachael Reader, Rachel McAlpine, Raymond Ruth, Richard Mills, Sienna Church, Sophie Hudson, Willard Balthazar
Agilica
Base Materials
Blueprint Subsea
Cellula Robotics
Digital Edge Subsea
EvoLogics
Exail
FET
General Oceans
Greensea IQ
HonuWorx
Hydramec
InSilent
IVM Technologies
JW Fishers
MarineNav
MARTAC
NATO
NETmc Marine
Norwegian Navy
Norwegian Offshore Rentals
Oceaneering
Popoto Modem
QYSEA
RTSYS
Saab Seaeye
Silicon Sensing
Sonardyne
TechnipFMC
Teledyne Marine
U.S. Navy
VideoRay Voyis
Front Cover Image: Courtesy of VideoRay Poster Image: Courtesy of VideoRay
EVENTS CALENDAR 2025/26
SEPTEMBER
OFFSHORE EUROPE
Aberdeen, UK (2–5 September 2025)
DSEI
London, UK (9–12 September 2025)
UNMANNED MARITIME SYSTEMS TECHNOLOGY USA
Arlington, VA, USA (15–17 September 2025)
OCTOBER
MTS/IEEE OCEANS
Great Lakes, USA (29 Sept – 2 Oct 2025)
SEABED SECURITY
Troia, Portugal (30 Sept – 1 Oct 2025)
TELEDYNE MARINE GLIDER USER CONFERENCE
Woods Hole, MA, USA (7-9 Oct 2025)
SUBMERSIBLE OPERATORS GROUP
Tenerife, Canary Islands, Spain (7–10 Oct 2025)
COUNTER UAS MARITIME
London, UK (20–21 Oct 2025)
NOVEMBER
SUSTAINABLE OCEAN SUMMIT / GLOBAL BLUE FINANCE SUMMIT
Barcelona, Spain (4-6 Nov 2025)
OFFSHORE ENERGY
Amsterdam, The Netherlands (25–26 Nov 2025)
DECEMBER
JANUARY
FEBRUARY
UNDERWATER INTERVENTION / WORKBOAT SHOW
New Orleans, LA (3–5 December 2025)
MARITIME RECONNAISSANCE AND SURVEILLANCE TECHNOLOGY
London, UK (27–28 January 2026)
NAVY TECH / SEABED DEFENCE
Gothenburg, Sweden (3-5 February 2026)
SUBSEA EXPO
Aberdeen, UK (4–6 February 2026)
MARCH OCEANOLOGY INTERNATIONAL
London, UK (10-12 March 2026)
APRIL UNDERSEA DEFENCE TECHNOLOGY (UDT)
London, UK (14-16 April 2026)
SEA AIR SPACE
National Harbor, MD, USA (19-22 April 2026)
MAY COMBINED NAVAL EVENT (CNE)
London, UK (19-21 May 2026)
SUPPLY SECURITY DEFENCE EXPO
Tallin, Estonia (26-27 May 2026)
My name is Richie Enzmann. Allow me to welcome you all to the latest issue of Ocean Robotics Planet!
WELCOME TO OCEAN ROBOTICS PLANET!
Dear Reader,
As geopolitical tensions stretch into the deep and technology continues to reshape the battlespace, maritime innovation has never been more mission critical. From the rise of uncrewed surface vehicles and hybrid fleet concepts to the growing threat of conflict beneath the waves, the undersea domain is rapidly becoming the new frontier for defence, intelligence, and infrastructure protection.
In this issue, we sit down with Chris Gibson, CEO of VideoRay— now a critical part of AV’s expanding all-domain strategy— to learn how their acquisition is redefining mission-critical underwater capabilities. We explore how Oceaneering’s electrified ROVs are setting new standards in power, performance, and sustainability. We confront the rising threat of undersea infrastructure warfare, calling for new approaches that blur the lines between military and industry. And we examine how Kongsberg is taking a proactive stance with its Oslofjord Test Bed—advancing Europe's ability to safeguard the seabed itself.
Meanwhile, NATO expands its surveillance network to counter CUI threats, the U.S. Navy achieves a significant breakthrough in uncrewed autonomy, signalling a turning point for industry collaboration.
As the seabed becomes a strategic asset—and a contested one—our coverage dives deep into the tools, tactics, and technologies shaping tomorrow's maritime security. Whether it's metal-sniffing ROVs, dual-use dilemmas, or testbeds for safeguarding critical infrastructure, one thing is clear: innovation isn’t optional. It’s essential!
Continue reading more on these stories and plenty of others. I sincerely hope you enjoy this quarter’s issue.
Best regards,
Richie Enzmann
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CHANGING THE PARADIGM OF SURVEY, SCIENCE AND SECURITY THROUGH LONG RANGE MODULAR AUTONOMOUS UNDERWATER VEHICLES
MISSION SPECIALIST TO MISSION CRITICAL VIDEORAY ADVANCES UNDER AV'S ALL-DOMAIN STRATEGY
We sat down with Chris Gibson, CEO of VideoRay – now part of AV – to discuss their wide array of capabilities, and how their most recent merger and acquisition will contribute to future developments.
RICHIE ENZMANN (RE): There have been a lot of changes at VideoRay recently. Can you walk us through what happened with the acquisition and merger?
CHRIS GIBSON (CG): Absolutely. In mid-November last year, VideoRay was acquired by BlueHalo. We felt it was a great fit in terms of complementary technology and growth potential. 48 to 72 hours after our acquisition was finalized, BlueHalo merged with AeroVironment. The merged entity is now called AV.
The new AV logo reflects elements from both original brands, and it truly represents a merging of capabilities. AeroVironment was already a strong defense technology company but now has both drone and anti-drone capabilities in space, air, surface (water and ground), and subsea. So, AV has become an all-domain defense technology company, operating from seabed to space. Each of these unique solutions offer capabilities unmatched by our competitors.
RICHIE ENZMANN (RE): How does VideoRay fit into this alldomain vision? Do you see this merger enhancing the capabilities of your ROVs?
CHRIS GIBSON (CG): We see tremendous opportunities. From the start, we saw BlueHalo as a partner that could help us grow, especially in delivering advanced capabilities to our customers. When AeroVironment entered the picture, the synergy became stronger since AV had drone hardware and software capabilities we can utilize.
They’re essentially a defense technology company – developing, manufacturing, selling and supporting aerial and ground robots worldwide. We saw overlapping capabilities in production, engineering, and mission-driven design. In just a few months, we’ve learned a lot from AV—everything from production methods to engineering approaches. They’ve already helped us solve technical challenges we were struggling with. It’s been a great fit.
RICHIE ENZMANN (RE): What specific new capabilities are being developed through this collaboration?
CHRIS GIBSON (CG): We’re now leveraging AV's expertise in autonomous systems, perception technologies, motor and battery design – all originally developed for aerial platforms –and adapting it for subsea use. These components and capabilities directly enhance our Mission Specialist system performance today, and we expect that to accelerate as we settle in.
RICHIE ENZMANN (RE): What’s happening with the VideoRay brand? Will it continue, or will everything be rebranded under AV?
CHRIS GIBSON (CG): That’s something we’re carefully working through. AV has asked us to keep running our business the way we always have while leveraging their broader resources. We have a significant number of defense-related customers, so that side of the rebrand is easier. However, many of our original long-time customers are commercial and academic, and we don’t want to alienate them. VideoRay will continue to focus on solving our customers’ most challenging problems, many of which span all industries.
We may evolve the brand over time, but the emphasis right now is continuity, customer focus, and leveraging new capabilities to deliver even better solutions.
RICHIE ENZMANN (RE): Will VideoRay products like the Mission Specialist Defender, Pro 5, and Ally continue to be supported and developed?
CHRIS GIBSON (CG): Yes, absolutely. One of the things we’ve been focused on is placing more emphasis on our product brands—especially Mission Specialist technology. For example, the Pro brand ran from 2002 until today and evolved into the Mission Specialist Pro 5.
What makes the Mission Specialist systems unique is our modularity, following the Modular Open System Approach (MOSA). We manufacture high-volume, reliable subsystems like thrusters, communication, and power modules, which can then be customized into mission-specific configurations. It’s a powerful design philosophy that delivers value, reliability, and flexibility for our customers – and aligns well with AV’s approach.
RICHIE ENZMANN (RE): What’s next for the product line? Are there any new ROVs in development?
CHRIS GIBSON (CG): Yes, there’s a major new model launching later this year with follow-on configurations launching next year. The Mission Specialist Wraith is a 10-thruster vehicle, roughly one-and-a-half to two times the size of the Defender. It features true six degrees of freedom (6 DOF) and is designed with a central payload bay that supports a wide range of mission modules. Its increased size will allow us to integrate larger accessories, and the modular design allows customers to scale the vehicle up or down to best address their mission needs.
VideoRay's Mission Specialist Defender has been selected by the US Navy for the Maritime Expeditionary Standoff Response (MESR) Program of record to support expeditionary missions, mine countermeasures, and underwater security. (Courtesy of VideoRay)
VideoRay’s Ally ROV made its maiden voyage supporting first responders after the Francis Scott Key Bridge collapse in Baltimore. (Courtesy of VideoRay)
All of VideoRay's Mission Specialist ROVs are one person deployable and able to be shipped via commercial flights for easy, cost effective deployment. (Courtesy of VideoRay)
We’re also increasing depth ratings across the board. At the end of this year, we’ll be delivering 4,000 meter rated Defender systems to a Navy. That’s technology that we’ll then be able to pass on to our commercial and academic customers in 2026.
RICHIE ENZMANN (RE): How are you advancing autonomy and remote operations?
CHRIS GIBSON (CG): Safety has always been a core focus for VideoRay. We remove people from dangerous environments by putting Uncrewed Systems (UxS) in their place. Now, we’re taking that a step further by enabling remote and semiautonomous operations.
We’re working on USV (Uncrewed Surface Vehicle) flyout systems, submarine flyouts, and other deployment methods that remove the operator from harm’s way. These systems can be controlled remotely or semi-autonomously, aided by onboard processing and AI-based perception tools.
VideoRay's Modular Open System Approach (MOSA) allows for fast and easy field repairs and system interoperability. (Courtesy of VideoRay)
Users around the globe appreciate VideoRay's powerful software, intuitive user interface, and continuous training opportunities. (Courtesy of VideoRay)
We have been testing tetherless operations for a while now. We’ve already trialed Defender systems with the Navy in this configuration. This advancement is a game changer and will allow our customers to solve problems much more effectively than they do today.
RICHIE ENZMANN (RE): That’s a significant shift. Will these technologies also benefit your commercial customers?
CHRIS GIBSON (CG): For a long time, our innovations have flowed both ways between defense and commercial. The Defender was originally developed with input from the offshore energy industry. Now, many of the autonomous and safety-focused advancements we’re developing for the defense market will reach our commercial and academic customers.
The AV directive to us is clear: run your business and create synergy. We’re excited by the opportunity to do just that— and to serve all of our customers better as a result.
RICHIE ENZMANN (RE): Finally, as CEO, what excites you most about this new chapter for VideoRay?
CHRIS GIBSON (CG): The opportunity to go beyond what we’ve done before. We’ve moved from being a camera on a tether to a full-spectrum solution provider. Now, with AV, we’re not only pushing into deeper water, and advanced autonomy, we’re bringing it all together for multi-domain integration. When you look at all the technology AV has –that gets very exciting.
Most importantly, it means we can deliver even greater value and safety for our customers—whether they’re in uniform, in industry, or in research labs around the world.
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ELECTRIC ROVS POISED TO DELIVER POWER AND PERFORMANCE
By Nick Rouge, Oceaneering International
Across industries, electrification has reduced emissions and improved sustainability. Now a reliability-based approach to designing electric ROVs is demonstrating how electrification will fundamentally change work class ROV operations.
Work class ROVs are the eyes and hands of deepwater operations in industries including offshore oil and gas, offshore renewables, deep sea mining, and underwater infrastructure. The ROV is mission critical for the success of offshore operations, but ROV failures can result in environmental exposure, damage to equipment, and financial losses. Work class ROVs need to be strong, reliable, and dexterous to improve offshore operational efficiency and have the flexibility to be configured with work scope-specific sensors and tooling. These are some of the reasons designers are moving to electrification.
WHY ELECTRIFY
The automotive industry has already made this move, increasing performance, improving reliability, reducing costs and providing innovative user features through electrification. For offshore operations, ROVs must deliver the same results in a harsh environment.
Removing hydraulics from the ROV propulsion system reduces the volume of pressurized hydraulic fluid and eliminates leak paths to the environment. Electrification also improves system reliability, as water ingress into hydraulics is a major cause of unplanned maintenance and failures. Electric systems provide the ability to isolate failed components and reduce replacement times, which is important because electric components are more expensive than hydraulic ones. The additional cost must be offset by higher reliability and less maintenance. And the value generated by greater availability and longer continuous dive times of Electric ROVs.
Electric systems are more efficient than hydraulic systems, requiring less power at the surface to deliver more thrust and tooling power subsea. Reducing the power required at surface decreases the fuel consumption of vessels and rigs operating them; therefore, reducing the CO₂ footprint of operations.
An offshore lightning storm seen from an anchor handling vessel equipped with the Millennium 167 Work Class ROV.
(Courtesy of Oceaneering)
AN ELECTRIC TRACK RECORD
Oceaneering has delivered two generations of electric work class ROVs: eMagnum in 2002 and eNovus in 2018. Two eNovus systems are still in operation today with more than 50,000 dive hours. The eNovus 2 is part of the subsea Liberty™ Resident ROV system executing dives exceeding 90 days with no vessel on site for recovery or maintenance.
INCORPORATING FEEDBACK FOR BETTER DESIGNS
In 2020, Oceaneering kicked off a project to develop the next generation of electric work class capability. As designer, manufacturer, and operator of the largest global fleet of ROVs, the company began by collecting feedback on operations from internal and external customers. Offshore teams provide continuous feedback to teams that use that information to continuously improve ROV designs. Combining internal feedback with information gathered strategically from external customers allows Oceaneering to better understand challenges and goals for ROV service. Building on this unique operational feedback, the company has developed an electric ROV that delivers 30-day, no-touch maintenance, improves subsea vision, enables upgrade of the existing systems within 24 hours, and exceeds the capabilities of today’s hydraulic ROV systems.
The design followed a reliability-based framework based on data-driven decisions for mitigating inherent uncertainties and risks associated with new product development. This was particularly important in achieving 30-day deployments. By integrating reliability modeling and system-level predictions in the design process, it was possible to develop a vehicle with improved performance, reduced maintenance costs, and enhanced operational flexibility.
BUILDING BLOCKS
The design team settled on an 800V DC high power system with redundancy and the ability to isolate failures to allow the ROV to continue operations or perform a safe recovery to surface when components fail.
Taking learnings from the proprietary Freedom™ AUV, which demonstrated the value of pressure-tolerant electronics in improving reliability and reducing the size and weight of electronics required for operations, the team adapted Freedom’s intelligent power and ethernet modules (iPEMs) to deliver work class functionality. The iPEMs replace bulky one atmosphere cans with compact, lightweight pressuretolerant enclosures.
Pressurized electronics are not designed for the pressures experienced in 4,000-m water depth. Capacitors, for example, are a common point of failure as they often include one atmosphere voids that collapse when exposed to hydrostatic pressure. Oceaneering designed, tested, and redesigned multiple electric subcomponents, including capacitors, to qualify them for hydrostatic pressure.
Deployed off a vessel in the North Sea, a dedicated launch and recovery system (LARS) prepares to launch the Liberty short-term Resident System, which is paired with an eNovus ROV. (Courtesy of Oceaneering)
A dedicated LARS package deployed on a vessel of opportunity in the North Sea enables the launch and recovery of the Liberty system and eNovus ROV without the need for deep reach cranes. (Courtesy of Oceaneering)
An illustration depicting Oceaneering's latest Electric Work Class ROV, which is undergoing testing at Oceaneering's facility in Morgan City, Louisiana. (Courtesy of Oceaneering)
The system also incorporates high-definition IP-based cameras, including a forward-facing pan and tilt with 30x zoom, forward facing stereo cameras for depth perception and automation, and 360-degree wraparound cameras for situational awareness.
The camera systems on Oceaneering’s new electric ROV enable enhanced pilot assistance features such as birds-eye view, panoramic view, depth perception, headset visualization, and automated object detection and localization. The company is evaluating these visualizations in simulation, tank testing, and selected offshore implementations to assess their usability, operational efficiency gains, and operational risk reduction. These evaluations will identify the most valuable visualizations and automations for fleetwide implementation.
TESTING, QUALIFICATION, AND MONITORING
The design team built a qualification plan based on field data gathered from its fleet of 250 work class ROVs operating across industries. Since January 2025, the Millennium Electric Test Vehicle (MLETV) has executed more than 600 dive hours in a tank, performing tasks from drilling and completions tooling operations to high-speed transit simulations.
Because no test tank is sufficiently large to perform highspeed testing, the team constructed a system to retain the ROV in place when the ROV is thrusting with loads greater than1400 kgf. The ROV also is stress tested, undergoing repeated cycles of thrust and hydraulic outputs up to 100% capacity. These cycles are based on field data from four of the hardest working Millennium® ROVs in the current fleet, each of which typically executes 4,000 hours of high-speed transits and manipulator operations per year.
Endurance testing, which includes more than 6,700 cycles of the stress test, will require the ROV to operate in the tank continuously for 30 days. Software will execute cycles while on-site and remote teams monitor the vehicle 24 hours a day.
AI object recognition assists pilots in locating and identifying objects
The vertical, lateral, and forward/reverse thrust profile and HPU for manipulator operations were based on field collected data and stress the ROV propulsion system and HPU to simulate offshore operations
Acoustic bumper detects and ranges nearby objects to provide situational awareness in low visibility conditions
360-degree wraparound coverage of cameras enables improved situational awareness
Auto-hot stab using VTAP is an example of supervised autonomy behaviors
MLETV includes an edge device that uploads performance data to the cloud, where design and software teams can access it in real time. The data collected during stress and endurance testing will inform future designs, set maintenance strategies, and optimize vehicle operations. The data also will provide a baseline for artificial intelligence and machine learning to enable predictive maintenance of systems in the field.
Similar edge devices will collect and upload data from the fleet of electric and hydraulic vehicles. Offshore crews and onshore technical support teams will have access to this performance data for troubleshooting and proactive maintenance.
Accurately tracking the ROV operations in testing and offshore is critical to defining a pro-active maintenance plan. The data collected generates event tags that will enable the offshore teams to have an automatically produced event log in real time, reducing the paperwork required to track offshore operations. Event logs will link to the performance data and maintenance records to build a data archive for future developments.
PERFORMANCE
The plug-and-play iPEM and high-power backbone enables offshore installation of new sensors and tooling installations within one hour.
The electric ROV will deliver forward/aft and lateral thrust exceeding 1,018 kgf, and vertical thrust exceeding 1,416 kgf. An auxiliary hydraulic power unit (HPU) delivering 3,000 psi and 30 gpm will provide hydraulics to operate the manipulators and customer tooling.
The overall efficiency of thrust output relative to power delivered at the surface increases from ~ 35% in hydraulic systems to >60% in the electric ROV. Combined with eliminating the need for an idling hydraulic motor, the electric ROV will deliver more than 45% reduction in power required from the vessel.
An innovative design increases the through frame lift to 3,500 kgf and includes a quick offshore skid exchange mechanism. Lightweight, pressure-tolerant electronics deliver a payload exceeding 380 kgf.
Analysis indicates a 10-20% increase in reliability over a 30-day mission with a 50% reduction in component failure costs. Future development of electric work class manipulators and electric tooling, such as Oceaneering’s Omnio™ Tool Changer, will eliminate the need for an auxiliary hydraulic power unit, further improving reliability.
IMPLEMENTATION
The MLETV will remain at Oceaneering’s Morgan City, Louisiana, facility to qualify new components, subsystems, and visualizations for implementation into the fleet. The first article electric work class ROV will begin commercial operations on an Oceaneering chartered vessel in the Gulf of America in Q4 2025, primarily performing installation, maintenance and repair functions. Replacing the Millennium® Plus system with the electric ROV will take less than a day without the need to replace tether, cage, umbilical, or any launch and recovery components. The team will also upgrade the control room at the same time.
A PLATFORM FOR FUTURE DEVELOPMENT
The electric ROV includes expansion capacity for additional sensors to further develop pilot assistance features and autonomous behaviors. Tracking performance, maintenance, and operations of these vehicles will provide the opportunity to improve piloting, troubleshooting, maintenance, operational efficiency, and offshore operations planning. The data gathered provides a foundation for employing artificial intelligence and machine learning.
The introduction of the electric ROV is expected to result in notable changes to offshore operations planning and efficiency. This vehicle will serve as a platform for ongoing development of ROV capabilities aimed at enhancing the efficiency of future offshore operations.
Electrification nearly halves the power required at surface to deliver the same subsea thrust, an auxiliary HPU is still available to operate the manipulator.
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SECURING THE SEABED RESPONDING TO THE RISE OF UNDERSEA INFRASTRUCTURE WARFARE
Chris Lade, UK Head of Naval Business Development and Sales, Saab UK
Subsea cables, pipelines, offshore energy systems – these aren’t just assets anymore. They’re targets. As threats shift below the surface, critical undersea infrastructure (CUI) warfare is emerging as a new form of conflict. It demands more than traditional maritime defence. It needs new frameworks, clearer ownership, and better coordination between military and industry.
The approach is simple: Search, Monitor, Act. But delivering it at scale, and with persistence, is anything but. We need to look at what has to change, starting with how we think about responsibility, capability, and deterrence beneath the waves.
A NEW FRAMEWORK FOR THREAT RESPONSE
When it comes to defending undersea infrastructure, it’s difficult to protect what we can’t see. That’s why we need to break the problem down into three phases: Search, Monitor, Act. Together, they offer a practical model for building awareness and responding to threats in a domain that’s hard to access and even harder to understand.
Search is about building a clear picture of what’s on the seabed – where cables, pipelines, and sensors actually are, and what’s around them. That sounds straightforward, but it’s not. The marine environment is dynamic, cluttered and difficult to map. We’re dealing with a range of sensor technologies – acoustic, magnetic, optical – and getting them to work together requires an integrated, secure data network. The technical challenge is significant, but without that baseline we’re blind.
Monitor is where we start to move from awareness to understanding. Persistence is the key word here. It’s not enough to check in every few weeks. We need longduration systems – resident underwater vehicles, static sensors, and shore-based control that allows us to maintain
a watchful presence 24/7. We’re seeing navies, like in Italy, invest in residency to do just that: keep a footprint in the water, ready to react.
Act is the final phase. Once we detect a threat or confirm an anomaly, we need options – whether it’s to deter further action, conduct a close inspection, or investigate what happened and who was behind it. Sometimes just having assets in the area is enough to make an adversary think twice. Other times, we’ll need forensic capabilities to support attribution. Either way, action depends on confidence in what you’re seeing and trust in the tools you’ve got on station.
Search, Monitor, Act isn’t a theory – it’s a framework for realworld decision making in a complex environment. It’s the foundation we need to build if we’re serious about protecting what lies beneath.
SHARED ASSETS, BLURRED RESPONSIBILITY
One of the biggest challenges in CUI defence isn’t technical – its organisational. We’re dealing with shared assets that cross borders, sectors, and jurisdictions. Cables are privately owned, pipelines may be state-backed, and waters are governed by a patchwork of laws. The result is a blurred picture of who’s responsible for what.
When something goes wrong – whether its interference, tampering, or complete failure – who acts? Who funds the response? Who decides what counts as an attack? These aren’t questions you want to be asking in the middle of a crisis.
Courtesy of Saab
We need clear lines of accountability. Defence can’t solve this alone. Infrastructure owners, regulators, and government departments all have a role to play – but it needs to be coordinated, fast, and backed by policy. Some nations are starting to get ahead of this. Project CABOT in the UK is a two-part plan that forms a central part of the Royal Navy’s proposition into the UK’s Strategic Defence Review. It’s exploring how to bring together commercial and defence capabilities through a service model.
But as we think about protecting the seabed, we can’t lose sight of the complete maritime picture. It’s not just about what’s happening underwater – it’s also about what’s happening on the surface. We need to fuse that data and response effort because threats don’t stay neatly in one domain.
These are promising steps – but we’re still in the early stages. Until we have a joined-up approach, we’ll be reacting in silos to a threat that doesn’t respect boundaries.
INTEGRATING COMMERCIAL CAPABILITY AND EVOLVING NATO DOCTRINE
Defending CUI isn’t a job the military can tackle alone. The scale of the domain, and the pace of change in technology, means commercial providers are essential – from persistent monitoring to rapid response.
That won’t come cheap. Service provision models, like the one being explored under Project CABOT, are resource intensive. But if we want agility, reach and technical depth, we have to invest – and we have to plan it now.
That means building real trust between defence and industry. Clear requirements, defined procurement routes, and consistent engagement are critical. Industry can deliver capability, but only if they’re being treated as partners, not just suppliers.
At the same time, we need to evolve how we operate. NATO has already laid strong foundations but the rise of hybrid threats beneath the surface calls for continued development of doctrine in this space. We need a shared framework for delivering effects – clarity on who leads, how assets are tasked, and how deterrence is applied. As the threat environment shifts, so too must our collective response.
The threats are evolving. Our structures and thinking need to do the same.
SEARCH, MONITOR, ACT.
Courtesy of Saab
KONGSBERG SETS
CUI MILESTONE WITH NEW OSLOFJORD TEST BED FOR SAFEGUARDING KEY ASSETS
As threats to critical undersea infrastructure grow in complexity and scale, Norwegian technology group KONGSBERG has launched a dedicated facility to support the development and testing of integrated protection solutions. This article explores the capabilities and strategic purpose of the new Oslofjord CMI Protection Test Bed – and its role in strengthening Europe’s maritime resilience.
In response to this rising risk, KONGSBERG has established a unique facility in Horten designed to accelerate technological readiness, multi-agency coordination and
The deliberate sabotage of Nord Stream 1 and 2 in 2022 was a strategic wake-up call for Europe’s energy and security communities. It underscored a vulnerability of critical undersea infrastructure (CUI) that had long been underestimated. Gas pipelines, communication cables, power lines, offshore energy systems – these deepwater assets are not only vital to economic and operational continuity but also increasingly exposed to interference, degradation and direct attack.
Courtesy of Kongsberg
capability integration. Officially launched on 30 June 2025, the Oslofjord Critical Maritime Infrastructure (CMI) Protection Test Bed serves as a real-world testing ground for the advanced tools, systems and response frameworks needed to safeguard subsea (and surface) infrastructure in a more volatile world.
“With ongoing geopolitical uncertainty and an increasingly dynamic risk picture, the need for safeguarding Critical Maritime Infrastructure has never been greater,” says Geir Håøy, CEO of KONGSBERG. “This centre reflects our commitment to readiness through technology, and to working closely with ecosystem stakeholders to build the robust solutions infrastructure protection demands.”
A CHANGING THREAT ENVIRONMENT
Critical maritime infrastructure – often unmanned, widely spread and difficult to access – now faces a broader set of threats than ever before. These include not only state-sponsored sabotage but also low-cost hybrid operations involving spoofing and jamming, unauthorised seabed activity or the coordinated use of cyber and physical disruption modes. Subsea infrastructure failures are also increasingly linked to equipment age, accidental anchor strikes, cable abrasion and climate-driven seabed changes.
In parallel, maritime traffic has become more complex and difficult to monitor. The rise of the so-called “dark fleet” –sanctions-busting vessels typically operating without AIS transponders – has made it harder to assess risk in the vicinity of sensitive undersea assets. While surveillance and detection technologies have improved, many authorities and operators still struggle to convert wide-area sensor inputs into clear, actionable decisions.
As flagged in the Norwegian government's White Paper on Total Preparedness: Preparing for Crisis and War (published January 2025), there is an urgent need for more robust situational awareness, improved public-private cooperation and enhanced capabilities for real-time monitoring and postincident response.
This urgency has also been echoed in Brussels. In the wake of the Nord Stream sabotage, European Commission President Ursula von der Leyen stated: “We will step up our protection of critical infrastructure through increased preparedness, resilience and international cooperation.”
The political momentum triggered by that event has since led to a series of cross-border initiatives, including the EU-NATO Task Force on the Resilience of Critical Infrastructure and the adoption of the Critical Entities Resilience Directive (CER). These frameworks explicitly identify subsea infrastructure as strategic assets requiring more active protection. They also highlight a persistent capability gap: the lack of integrated test environments where technologies can be evaluated under operationally realistic maritime conditions.
Oslofjord CMI Test Bed was developed in direct response to this need. It offers a dedicated arena where surveillance, inspection and response systems can be brought together, tested and evolved, supporting both national objectives and Europe’s collective preparedness.
OPERATIONALLY REALISTIC TEST ENVIRONMENT
The facility offers a controlled but realistic maritime zone in which stakeholders can test equipment, rehearse incident scenarios, integrate data systems and evaluate new technologies in a live environment.
It is connected to a live network of coastal radars, satellite AIS feeds, seabed sensors and underwater assets – giving users access to a continuous flow of real data. This allows developers and operators to simulate threat events and validate how different systems respond in concert.
Unlike closed labs or short-term demonstrations, the test bed supports extended operations, multi-agency drills, cross-domain system testing and scenario-based evaluations. KONGSBERG has also opened the facility to partner organisations – including energy operators, defence bodies, R&D institutes and regulatory agencies – allowing them to trial their own equipment or validate compatibility with larger protection frameworks.
“The test bed gives us a practical environment to test how sensors, analytics, platforms and human decision-making interact – not in theory, but in context,” explains Håøy.
The
Courtesy of Kongsberg
Courtesy of Kongsberg
FROM STRATEGY TO STRUCTURE: KONGSBERG’S THREE-PILLAR FRAMEWORK
The test centre supports a unified infrastructure protection model built on KONGSBERG's three operational pillars: Situational Awareness, Response & Inspection and Surveillance & Monitoring. Each pillar addresses a specific operational requirement – but they are designed to work together as a coordinated, modular system.
1. Situational Awareness:
Building the operational picture
Effective protection begins with a clear understanding of what’s happening both above and below the waterline. KONGSBERG’s situational awareness systems aggregate data from multiple domains and sensor types, including:
ƀ Radar stations tracking vessel traffic around ports and coastal approaches.
ƀ Satellite-based AIS signals provided via KSAT, with global coverage including polar regions.
ƀ Seabed-deployed acoustic sensors monitoring structural activity and ambient noise.
ƀ Optical and SAR satellite imagery for surface-level verification.
ƀ Hydroacoustic and chemical sensors embedded along pipelines or power cables.
ƀ Environmental sensors carried by mobile Autonomous Underwater Vehicle (AUV) platforms.
All inputs are processed using KONGSBERG’s advanced sensor fusion and analytics platform, which integrates live and historical data to generate a shared situational picture. Machine learning models assist in identifying abnormal vessel behaviour, changes in seabed features or unusual patterns of activity around critical infrastructure.
Operators are not overwhelmed with raw data – instead, they access structured, role-specific interfaces designed to highlight deviations, recommend actions and support coordination between users. Features such as timeline reconstruction and mission replay further allow for post-event investigation, training and validation of incident response protocols.
As noted in recent European forums on undersea infrastructure security, operators and agencies across the region have emphasised the shortage of test environments that allow multi-sensor data to be integrated, validated and acted upon under operationally realistic conditions. The Oslofjord Test Bed is designed to close that gap.
2. Response & Inspection: From Detection to Confirmation
When a sensor alert or behavioural anomaly indicates a possible threat, rapid investigation is essential. KONGSBERG’s inspection systems are deployed to confirm and characterise the event, using both autonomous and operator-guided platforms.
The core platform is the HUGIN AUV – widely recognised for its reliability and sensor versatility. Current configurations support:
ƀ Mission ranges exceeding 2,200 kilometres.
ƀ Operating depths of up to 6,000 metres.
ƀ Payloads including synthetic aperture sonar (SAS), multibeam echo sounders, magnetometers and high-resolution cameras.
ƀ Inertial navigation systems combined with DVL and GNSS surface correction.
ƀ Full support for autonomous mission execution or operator-directed tasks.
Alongside HUGIN, KONGSBERG also deploys ROVs for highprecision visual inspection and mechanical interaction –particularly in scenarios requiring manipulation, retrieval or verification in complex environments.
The Oslofjord Test Bed allows operators to simulate full inspection workflows: from anomaly detection to AUV tasking, data return and multi-platform coordination. These sequences are monitored, recorded and analysed in detail – supporting both technology refinement and human performance assessment.
Beyond event-based response, the long-term integrity of infrastructure requires continuous or periodic monitoring.
Courtesy of Kongsberg
This is particularly important for subsea assets in remote or contested zones, where manual inspection is impractical or unsafe.
The test bed supports evaluation of persistent monitoring architectures, including:
ƀ Long-duration AUV patrols covering full pipeline or cable stretches.
ƀ Seabed acoustic nodes programmed for anomaly detection and satellite uplink.
ƀ Satellite-based change detection using radar imaging overlays.
ƀ Geofenced behavioural analysis tools that trigger alerts when vessels loiter or deviate from expected traffic lanes near sensitive areas.
One of the key technical objectives of the test bed is to improve change detection algorithms – helping systems distinguish between normal variation and actual threats, and to reduce false positives in noisy or high-traffic environments.
These systems are not just reactive. By comparing incoming sensor data to baseline surveys and incorporating long-term trend analysis, the platform supports predictive maintenance planning and infrastructure lifecycle optimisation.
STRATEGIC ALIGNMENT AND INTERNATIONAL COLLABORATION
The opening of the test bed follows clear policy signals from both national and EU institutions, as already stated. Norway’s white paper on preparedness called for more extensive testing capabilities and cross-sector collaboration. The test bed has also been designed to support European Defence Fund (EDF) projects and other joint initiatives focused on infrastructure security and surveillance autonomy.
“The Oslofjord Test Bed provides a concrete tool to strengthen maritime preparedness,” said Norwegian Minister of Energy Terje Aasland. “It shows how Norwegian technology and innovation can be applied to meet new threats and higher demands for security.”
Håøy adds that “we believe maritime infrastructure is part of the foundation of democratic society – it supports how we power our homes, connect our economies and defend our freedoms. The Oslofjord facility is our commitment to that foundation: a place where public bodies, industry and technology meet to strengthen resilience where it matters most.”
OUTLOOK: ENABLING INFORMED PROTECTION
As offshore energy systems expand, digital interconnectivity deepens and geopolitical risk increases, the need to protect CMI/ CUI is growing – both in scale and complexity. “There are many smart technologies in this space but very few environments where they can be tested together, under real conditions, by the people who will use them. That’s the role we’ve created here. This is where integration becomes capability,” Håøy emphasises.
Solutions will not come from individual technologies alone but from tested integration, operator preparedness and systems that deliver clarity in complex situations.
The Oslofjord test bed is not a showcase – it is a functional arena for engineering, learning and improving. By combining advanced autonomy, domain fusion, decision support and stakeholder engagement, it helps bridge the gap between today’s threats and tomorrow’s readiness.
“We see this not as a product centre but a preparedness platform,” Håøy concludes. “It allows us and our partners to work with focus and precision on the systems that critical infrastructure protection urgently requires.”
Courtesy of Kongsberg
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SURVEILLANCE NETWORK NATO'S BALTIC SENTRY BUILDS CONNECTIONS TO COUNTER CUI THREAT
Dr Lee Willett
Since January 2025, NATO has been conducting its ‘Baltic Sentry’ maritime presence, surveillance, and deterrence activity in the Baltic Sea, responding to a series of incidents in which critical underwater infrastructure (CUI) was damaged. Since January 2025 and the establishment of ‘Baltic Sentry’, there have been no further reported incidents of malign actions against CUI. While it is difficult to prove the reason why something did not happen, one factor that may have had significant presence, surveillance, and deterrence impact is a vast network of strategic, operational, and information-based connections that NATO has built around ‘Baltic Sentry’.
While the challenge in ‘Baltic Sentry’ is detecting interference with seabed CUI, understanding the threat requires layered, multidomain maritime situational awareness, underwater, on the surface, in the air, and in space. (Courtesy of NATO Maritime Command)
NATO's network of connections includes: key NATO allies across and outside the region; senior NATO operational commands and decision makers; maritime operations centres (MOCs), both national and multinational (the latter including NATO Allied Maritime Command [MARCOM] in the UK as the operational command ‘hub’, and Commander Task Force Baltic [CTFB] in Germany); and operational units at sea, including NATO and national assets.
Other network ‘nodes’ located in and around MARCOM itself, at the UK’s Northwood headquarters, include the NATO Shipping Centre and the NATO Maritime Centre for the Security of CUI (NMCSCUI). The latter is NATO’s CUI stakeholder operational co-ordination cell, the operationallevel counterpart of the Brussels-located CUI Co-ordination Cell (CUICC) that provides strategic-level stakeholder co-ordination.
Demonstrating that dealing with the CUI threat is a multidomain task, requiring layered, integrated surveillance and response capacity, the operational units at sea have another ‘network’ built around them. Operational and tactical level output is based around the ‘hub’ of two NATO task groups, Standing NATO Maritime Group 1 and Standing NATO Mine Counter Measures Group 1. Around this at-sea ‘hub’ are layered connections from the seabed to space, including: seabed sensors and uncrewed underwater vehicles (UUVs) below the surface; surface ships and support ships on the surface (with occasional additional presence from uncrewed surface vessels [USVs] being trialled by NATO Allied Command Transformation’s Task Force X Baltic programme, alongside but not part of ‘Baltic Sentry’ activities); maritime patrol aircraft and uncrewed aerial vehicles (UAVs) in the air; and satellite sensors in space.
Such assets are operated by NATO or by individual alliance member states. However, all are integrated together, bringing surveillance and response presence to build deterrence against the risk.
THE RISK
The Baltic Sea has been something of a case study in the rise of the global risk to CUI, in the context of the development of ‘grey zone’, asymmetric, hybrid activities in and around areas of crisis and conflict. Against the backdrop of the RussoUkraine war accelerating through mid-2022 (following its outbreak in February that year), in September 2022 two Nordstream gas pipelines off Denmark’s Bornholm island in the Baltic were ruptured by explosions. This incident put the CUI risk firmly at the centre of the global politico-strategic spotlight.
Next, between October 2023 and December 2024, three separate incidents occurred in the Baltic, in which gas pipelines and data and power cables were damaged by commercial ships allegedly dragging their anchors across the seabed.
What followed was significant political and public debate across northern Europe, regarding whether the ships were ‘shadow fleet vessels’ – vessels that support various malign activities on behalf of rogue states.
THE RESPONSE
While this debate continued, ‘Baltic Sentry’ was stood up at sea, and various NATO and national commands began work ashore to connect up strategic- and operationallevel stakeholders to knit together a surveillance and decision-making network wide enough and deep enough to deter the threat, through enhancing awareness and
NATO ships are pictured conducting activities during ‘Baltic Sentry’. The deployment is designed to build presence, surveillance, and deterrence to counter the CUI threat. (Courtesy of NATO Maritime Command)
understanding of the surface and sub-surface domains together, and through generating capacity to respond rapidly to any threat.
This network – and the required steps and procedures introduced to enable it to function effectively – enables stakeholders to communicate daily, including sharing information and intelligence in near real time, to support operational- and tactical-level direction and co-ordination so as to expedite response time of ‘Baltic Sentry’ units at sea, Commander Arlo Abrahamson, MARCOM’s chief spokesperson, told Ocean Robotics Planet.
“The reason we’re able to respond quickly is because, over a number of months, the alliance has been able to strengthen its network, not only in the Baltic countries but other allied countries that have contributed,” Cdr Abrahamson explained. “We know about [incidents] quicker and we understand the environment better, and we’re able to respond much faster because we’ve built this network.”
The urgency of the requirement to respond to the risk and the importance placed by allies on securing CUI drove the establishment of this network as the central node of NATO’s response, Cdr Abrahamson explained. “It is the core that allows us to deter and have assets in place, respond quickly, and then if necessary, after the response decide if an incident requires an investigation.”
This network is not a tactical communications network. NATO has a long-established structure of technological routes through which navies communicate at a tactical level. Instead, this particular network is about stakeholder engagement.
“I'm talking about the relationships, the allies being familiar with each other on these specific issues,” said Cdr Abrahamson. “When you have to communicate frequently on specific issues related to CUI to help understand the environment, that is the network that has become much stronger because of ‘Baltic Sentry’.’’
The importance of this network mirrors, and is driven by, the importance NATO places not only on CUI security but on the wider flow of commerce along other strategic-level sea lines of communication that dissect the Baltic Sea and connect it to regions beyond. To support these and wider NATO security interests, the alliance established – in the years preceding the Russo-Ukraine war, as instability increased –enhanced vigilance activity (EVA) presence in key regions across the Euro-Atlantic theatre. The Baltic is one such region, and ‘Baltic Sentry’ is feeding into and supporting the EVA requirement there.
“The vision for ‘Baltic Sentry’ is about sustaining the ability for NATO to have this network and to have sustained presence,” said Cdr Abrahamson. Such sustained presence is essential for NATO in building deterrence plus expedience and capacity in response to any suspicious activity. “Where there’s activity occurring that’s of interest to allies, our ability to share information, co-ordinate, and respond is better than it’s ever been, and that’s partly due to the strong networks built around ‘Baltic Sentry’,” Cdr Abrahamson added.
Going forward, Cdr Abrahamson continued, NATO sees an increased role for NMCSCUI and CTFB as key co-ordination nodes for allied protection of CUI.
The ‘Baltic Sentry’ strategic network includes NATO and national stakeholders. Pictured is a Swedish Visby-class corvette (foreground) sailing with ships from NATO’s SNMG1. (Courtesy of NATO Maritime Command)
VideoRay’s Ally ROV made its maiden voyage supporting first responders after the Francis Scott Key Bridge collapse in Baltimore. (Courtesy of VideoRay)
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METAL SNIFFING ROVS JUST GOT BETTER
By Capt. Marc Deglinnocenti, U.S. Merchant Marine (ret.), oldarmada@gmail.com
The National Oceanic and Atmospheric Administration (NOAA) of the USA says that the marine mammals known as Steller Sea Lions can dive down to about 1,400 feet (427 metres). JW Fishers new SeaLion 3 Remotely Operated Vehicle (ROV) cannot beat that marine wildlife record, but it can dive down to an impressive 1,000 feet (305 metres). Unlike its marine mammal namesake, the SeaLion 3 ROV can stay underwater almost indefinitely. It can do some other more practical manmade things too.
The SeaLion 3 has a seven vectored thruster system making it highly maneuverable. An additional 1,500 foot (457 metres) of tether just adds to that maneuverability. The shore side controller has not just one TFT video screen, but two of them. The main Upright screen is a 15.6 inches (39.6 cm) TFT Active-Matrix LCD monitor. The bottom laptop screen is a 12.1 inches (30.7 cm) TFT Active-Matrix LCD touchscreen. “Thin Film Transistor” or TFT screens offer better viewing angles with more consistent colour quality. The bottom screen is for controlling the ROV whilst the top screen provides a larger forward camera view with onscreen data readouts. But wait, that’s not all it does. That larger screen has a picture in picture (pip) view of the aft or rearward facing camera. That pip can be placed in any of the four corners of the screen and in three different pip size options. That has to add a whole new level of operator comfort without having to switch camera views back and forth all of the time. That high thruster number, the impressive depth rating, and all of those special features make the SeaLion 3 sound like a potentially expensive ROV. Maybe not so depending upon your budget.
The SeaLion-3 (Courtesy of JW Fishers)
The SeaLion 3 has a base price of 43,995 US Dollars (38,364.75 Euros or 28,903.91 British Pounds). So, that’s not a bad price for a lot of standard features already incorporated into the base unit. That’s not all to it though. There’s more to the SeaLion 3 than just being another good deal ROV. All of you marine treasure hunters and marine archeologists will be happy to learn that JW Fishers specializes in underwater metal detecting. Sure, they sell different types of underwater metal detecting equipment for scuba divers, but they would be remiss in not adding a metal detector for their SeaLion 3 ROV. You cannot call JW Fishers remiss in any way, because that’s just what they did. They added the RMD-1 high-performance pulse induction metal detector as an option for this ROV. This added on array can detect both ferrous and non-ferrous metals. Now you can possibly find pipelines, cables, tools, weapons, keys, unexploded ordnance, lost propellers, important artifacts, and maybe even some valuable silver and gold!
The RMD-1 is powered through the ROV’s tether. It can run off of 120 volts ac (standard), 220 volts ac, or 9-36 volts dc. All that power allows the ROV’s metal detector to scan as deep as five feet (1.5 metres) down depending upon benthic or soil
factors. I bet that many of you wish that you had an RMD-1 metal detector on your ROV without having to buy a whole new ROV. Don’t worry. There’s hope for you after all.
The RMD-1 ROV metal detector can be retro fitted on many different brands of existing ROVs. You’ll have to contact JW Fishers to find out if your ROV is one of them. If it is adaptable, then the base price for the RMD-1 metal detector should interest you at $12,995.00 US Dollars (11,328.92 Euros or 9,788.03 British Pounds). However, the SeaLion 3 is the best way to mount and operate the RMD-1 along with their company support and two optional tether management systems. Those are some great ROV options, but you don’t even need an ROV to take advantage of some of the other products that JW Fishers offers.
You can find more underwater objects much faster than an ROV can by using a side scan sonar from a vessel. JW Fishers offers two models of side scan sonars. JW Fishers SSS-450/950 KHz side scan sonar is mainly for water depths less than 1,000 feet (300 metres). It was designed with direct input from many global search and rescue teams and commercial surveyors. That says a lot about JW Fishers’ commitment to excellence in their products. Their other side scan sonar is the SSS-600 KHz. This side scan sonar is popular with shipwreck hunters and archaeologists searching for old wooden ships on the bottom. The range settings of the SSS-600 KHz are 5, 10, 25, 50, and 75 metres. They also have a pole mounted or boat towed bottom profiler called the SBP-1. It looks like a yellow bat ray that skims along the bottom. It’s not just an attractive looking simple fathometer either. It can detect anomalies within the different layers of benthic strata. That can also be of great value to a variety of curious searchers. The cost of the SBP-1 is 18,995 US Dollars (16,556.10 Euros or 14,304.29 British Pounds). Are you still looking for more ways to find underwater buried treasure? JW Fishers has more ways to help you do just that.
If the side scan sonars are only showing you what’s protruding up a bit on the bottom, then a couple of models of fast towable magnetometers might just hit on some metal object beneath the benthic surface. The first magnetometer model is the Proton 5. When I said fast, I wasn’t kidding. It has a maximum 3,000 foot (914.4 metres) wide swath range at a maximum tow speed of ten knots. That’s a very efficient way of finding buried metal objects. Their optional GPS software can help pinpoint those metal objects too. Their Pulse 12 magnetometer may only have a 24-foot-wide swath and a 16 foot (4.87 metres) deep benthic detection depth, but it can detect buried aluminum too! It is priced just under 10,000 US Dollars (8,713.66 Euros or 7,526.81 British Pounds). That might be another good alternative for people on a strict budget. Some even better bargains can be had like some hand-held waterproof metal detectors for divers.
There are more products to see on their website along with some more technical specifications of their products available there too. JW Fishers is out of East Taunton, Massachusetts, USA. They ship worldwide, and they are worth taking a good look at www.JWFishers.com.
RMD-1 Remote Metal Detector installed on a SeaLion-2 ROV (Courtesy of JW Fishers)
JW Fishers side scan sonar 600 kHz (Courtesy of JW Fishers)
JW Fishers SSS-450/950 KHz side scan sonar is mainly for water depths less than 1,000 feet (300 metres). (Courtesy of JW Fishers)
Sub Bottom Profiler
(Courtesy of JW Fishers)
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THE U.S. NAVY’S NEW “HYBRID FLEET” CONCEPT IMPLICATIONS FOR INDUSTRY
By Captain George Galdorisi, U.S. Navy (ret.)
The U.S. Navy has embarked on a sea change in the composition of the future fleet, indicating that the Navy-AfterNext will be a “Hybrid Fleet.” This concept was first articulated by then-CNO Admiral Michael Gilday, embraced by his successor, Admiral Lisa Franchetti, and has now gained purchase with current Navy leadership. The basics of this initiative were described in the Chief of Naval Operations Force Design 2045 which calls for 350 crewed ships and 150 large uncrewed maritime vessels for the “Navy-After-Next.”
This innovative concept was born out of necessity. The concept of Hybrid Fleet evolved due the U.S. Navy’s ongoing challenge of building enough crewed ships to adequately meet the Navy’s global commitments, and especially the demands of U.S. Combatant Commanders. The Chief of Naval Operations Navigation Plan for America’s Warfighting Navy put it this way: “We cannot manifest a bigger traditional Navy in a few short years.”
The reason for this commitment to uncrewed maritime vessels is clear. During the height of the Reagan Defense Buildup in the mid-1980s, the U.S. Navy evolved a strategy to build a “600-ship Navy.” That effort resulted in a total number of Navy ships that reached 594 in 1987. That number has declined steadily during the past three-and-one-half decades, and today the Navy has less than half the number of commissioned ships than it had then. However, the rapid
The MARTAC T38 Devil Ray and USS Indianapolis (Courtesy of Jack Rowley)
growth of the technologies that make uncrewed surface vessels (USVs) increasingly capable and affordable has provided the Navy with a potential way to put more hulls in the water.
In 2025, the concept of a Hybrid Fleet has gained purchase within the Navy as well as with U.S. Combatant Commanders. For example, in an article in U.S. Naval Institute Proceedings, the U.S. Indo-Pacific Commander, Admiral Samuel Paparo, explained the Navy’s emphasis on scaling robotic and autonomous systems in order to achieve a Hybrid Fleet, noting:
The CNO is focusing on rapidly developing, fielding, and integrating UxSs. These systems will augment the multimission conventional force to increase lethality, sensing, and survivability. Project 33 [part of the Navigation Plan] will allow the Navy to operate in more areas with greater capability. Unmanned systems provide the ability to project fires and effects dynamically, at any time, from multiple axes, and with mass.
Juxtaposed against this aspiration is the fact that the U.S. Congress has been reluctant to authorize the Navy’s planned investment of billions of dollars in USVs until the Service can articulate a concept-of-operations (CONOPS) for using them. Congress has a point. The Navy has announced plans to procure large numbers of uncrewed systems—especially large and medium uncrewed surface vessels—but a CONOPS, one in even the most basic form, has not yet emerged.
THE U.S. NAVY’S COMMITMENT TO UNCREWED MARITIME VESSELS
The U.S. Navy has taken several actions to define what uncrewed maritime vessels will do and thus accelerate its journey to have uncrewed platforms populate the fleet. These include: publishing an UNCREWED Campaign
Framework; standing up an Uncrewed Task Force; establishing Surface Development Squadron One in San Diego and Uncrewed Surface Vessel Division One in Port Hueneme, California; and conducting many exercises, experiments and demonstrations where Navy operators have had the opportunity to evaluate uncrewed maritime vessels.
These initiatives will serve the Navy well in evolving a convincing CONOPS to describe how these innovative platforms can be leveraged. Fleshing out how this is to be done will require that the Navy describe how these platforms will get to the operating area where they are needed, as well as what missions they will perform once they arrive.
An evolving concept of operations is to marry various size uncrewed surface, subsurface and aerial uncrewed vehicles to perform missions that the U.S. Navy has—and will continue to have—as the Navy-After-Next evolves. The Navy can use a large- or medium-sized uncrewed surface vessel (LUSV/ MUSV) as a “truck” to move smaller USVs, UUVs and UAVs into the battle space to perform several important Navy missions such as intelligence, surveillance, and reconnaissance (ISR) and mine-countermeasures (MCM).
Further, the Navy does not have to wait for a lengthy acquisition process to field capable USVs. Rather, it can use commercial-off-the-self (COTS) USVs and field them soon. One candidate MUSV that as keen interest in Navy circles is the MARTAC T82 Leviathan, a purpose-built autonomous surface vessel capable of carrying 35,000 pounds of cargo, or a number of smaller USVs.
AN EVOLVING CONCEPT-OF-OPERATIONS
How would this CONOPS for a hybrid fleet evolve? Consider the case of an expeditionary strike group (ESG) comprised of several amphibious ships underway in the Western Pacific.
The MARTAC T82 Logistics Craft (Courtesy of Jack Rowley)
This strike group includes several LUSVs and/or MUSVs. Depending on the size that is ultimately procured, these vessels can carry several smaller USVs and deliver them to a point near the area of operations.
These vessels can then be sent independently to perform the ISR mission, or alternatively, can launch one or more smaller USVs to perform this mission. Building on work conducted by the Navy laboratory community and sponsored by the Office of Naval Research, these vessels will have the ability to launch uncrewed aerial vehicles to conduct overhead ISR.
For the MCM mission, the LUSV or MUSV can deliver several smaller MUSVs equipped with mine-hunting and mineclearing systems (all of which are COTS platforms such as the MCM-USV, T38 Devil Ray, Shadow Fox and others tested extensively in Navy exercises). Indeed, the T38 Devil Ray has performed this mission in Pacific Fleet-sponsored exercises. These vessels can then undertake the “dull, dirty and dangerous” work previously conducted by Sailors who had to operate in the minefield.
While the full details of how this CONOPS plays out is beyond the scope of this article, this innovative approach accomplishes an important goal. If the U.S. Navy wants to keep its multi-billion-dollar capital ships out of harm’s way, it will need to surge uncrewed maritime vessels into the contested battlespace while its crewed ships stay out of range of adversary anti-access/area denial platforms, systems, sensors and weapons.
To be clear, this is not a platform-specific solution, but rather a concept. When fleet operators see a capability with different size uncrewed COTS platforms in the water working together and successfully performing these missions, they will likely press industry to produce even more-capable platforms to
perform these missions, thereby accelerating the fielding of a hybrid fleet.
IMPLICATIONS FOR INDUSTRY
This U.S. Navy Hybrid Fleet initiative has significant implications for the industry. Anticipating the Navy’s need for unmanned maritime vessels (UMVs), the maritime industry has been proactive in developing small, medium and large UMVs to the extent that the Navy has “an embarrassment of riches” to choose from for a plethora of missions.
That said, industry has thus far produced only limited numbers of UMVs and fielded them in Navy and Marine Corps exercises, experiments, and demonstrations. With only a few exceptions, there are no USVs currently being produced “at scale” as industry waits for stronger signals from the Navy and Congress that funding for UMVs will reach higher levels.
The reason for optimism is that the demand function for UMVs of all sizes will materialize in the near future. The extensive use of unmanned systems in current conflicts in Europe and the Middle East, as well as the commitment interest of nations around the world to have UMVs complement their military capabilities, has sent a strong signal regarding the potential of these systems to change the character of warfare.
As UMVs begin to be produced at scale to meet Navy and Marine Corps operational requirements and instantiate the Hybrid Fleet, industry will be a serendipitous beneficiary. As the sea services purchase more UMVs, this will drive down the unit cost of these vessels which will, in turn, make them more affordable for civilian uses such as remote ocean monitoring, oceanographic surveys and sensing, protecting offshore infrastructure and a host of other missions currently conducted by crewed vessels.
The MARTAC T38 Devil Ray (Courtesy of Jack Rowley)
THE U.S. NAVY ACHIEVES AN INNOVATION BREAKTHROUGH
IN UNCREWED SURFACE VEHICLE AUTONOMY
By Captain George Galdorisi, U.S. Navy (ret.)
THE U.S. NAVY’S INNOVATION JOURNEY
The U.S. Navy has been at the forefront of innovation throughout its history. Whether it was the transition from sail to steam, or the advent of steel warships to replace wooden ones, or the change from the battleship to the aircraft carrier to the centerpiece of the Navy fleet, these changes helped the U.S. Navy dominate at sea.
In the Cold War era, this innovative journey gathered momentum: from the introduction of the first nuclear submarine, USS Nautilus, in 1954; to the first of the Nimitz-class nuclear aircraft carriers in 1975; to the first Aegis-class warship, USS Ticonderoga, in 1983. These innovative technological developments kept the Navy at the forefront of warfighting prowess.
These more recent innovations occurred while the U.S. was the dominant sea power. However, in 2025, that status is eroding. While the quality of U.S. Navy ships rivals that of any other naval power, that is only half the battle. The saying, "Quantity has a quality of its own," widely attributed to Joseph Stalin, now hamstrings the ability of the Navy to fulfill its global commitments.
During the Reagan Defense Buildup in the mid-1980s, the number of Navy ships reached 594. That number has declined steadily during the past three-and-one-half decades, and today the Navy has less than half the number of ships than it had then. Indeed, the Navy’s most recent budget submission has almost twice as many ships retiring as being commissioned.
Juxtapose this against the naval forces fielded by the United States primary peer competitor. The PLAN (People’s Liberation Army, Navy) now fields over 350 front-line surface ships and submarines, along with hundreds of smaller vessels such as missile boats, gunboats and minesweepers. Based on numerous reports, this naval buildup is unlikely to slow down.
To deal with this “tyranny of numbers” the U.S. Navy has embarked on a sea change in the composition of the future fleet, indicating that the Navy-After-Next will be a “Hybrid Fleet.” This concept was first articulated by then-CNO Admiral Michael Gilday, embraced by his successor, Admiral Lisa Franchetti, and has now gained purchase with current Navy leadership.
The basics of this initiative were described in the Chief of Naval Operations Force Design 2045 which calls for 350 crewed ships and 150 large uncrewed maritime vessels. However, fielding “uncrewed” ships is not a panacea. A ship without sailors embarked is only half of the solution. The issue of how many sailors it takes to operate the craft is the pacing challenge.
MAKING UNCREWED SYSTEMS MORE AUTONOMOUS
One of the most pressing challenges for the DoD is to reduce the prohibitively burdensome manpower footprint currently necessary to operate unmanned systems. Military manpower makes up the largest part of the total ownership cost of systems across all the Services.
Lessons learned throughout the development process of most unmanned systems—especially unmanned aerial systems—demonstrate that unmanned systems can actually increase manning requirements. Indeed, the Air Force has estimated that the MQ-1B Predator requires a crew of about 168 personnel, while the MQ-9 Reaper requires a crew of 180 and the RQ-4 Global Hawk relies on 300 people to operate it.
As General Philip Breedlove, then-Vice Chief of Staff of the Air Force, emphasized: “The number one manning problem in our Air Force is manning our unmanned platforms.” The very systems designed to reduce the need for human operators require more manpower to support them. As one recent example of this conundrum, the Navy’s MQ-4C Triton UAV requires a squadron of 350 personnel to conduct operations with two Tritons, with only one aircraft in the air at a time.
With the prospect of rising costs of military manpower, and the increased DoD emphasis on Total Ownership Costs, the mandate to move beyond the “many operators, many-joysticks, one-vehicle” paradigm that has existed during the past decades for most unmanned systems is clear and compelling.
The need to increase the autonomy of its unmanned systems is especially acute for the U.S. Navy. The reason for this is quite straightforward. The Navy operates at sea, while other Services do not. Whether it takes two or four or six or some higher multiple of people to support one autonomous aerial system, in the case of UAVs flying in Afghanistan that are operated from a base in Nevada, the “tail” is obscured to most. When an operator or technician finishes his or her shift, they return to their home and the support they require is provided there.
Unfortunately, this is not true in the case for autonomous aerial and maritime systems deployed from U.S. Navy ships. Currently, every operator and technician must embark on the ship. Each person has a bunk, must be fed, generates administrative and overhead requirements, and has quality of life needs that must be met. This, in turn, generates its own manpower needs and adds weight and space to these ships.
RECENT BREAKTHROUGHS OFFER THE POTENTIAL FOR ENHANCED UNCREWED SYSTEMS AUTONOMY
The Joint Staff (J7)-sponsored MARTAC-TurbineOne demonstration showcased a breakthrough in surface system collaborative autonomy achieved through seamless collaboration and advanced technical integration. By merging artificial intelligence/machine learning (AI/ML)-driven automatic target recognition (ATR) with agile unmanned maritime platforms, these industry teams demonstrated real-world capability that is both tactically relevant and operationally transformative. This event proved that AI/ML-enabled maritime autonomy is not just a concept—it is field ready.
The exercise validated the effectiveness of integrating TurbineOne’s edge-optimized AI/ML software with MARTAC’s highly maneuverable, sensor equipped USVs for maritime security missions, including ISR and targeting operations.
The MARTAC T38 Devil Ray (Courtesy of Jack Rowley)
The integrated MARTAC-TurbineOne capability provides a force multiplying architecture for maritime domain awareness resulting in real-time autonomous threat detection and coordinated unmanned vessel response.
The objective of this Joint Staff exercise was to evaluate and document the combined capabilities of MARTAC’s USVs and TurbineOne’s Frontline Perception System (FPS) in delivering an integrated, AI/ML-enabled, autonomous maritime ISR and targeting solution in a simulated high threat environment.
During this exercise, the Frontline Perception Systemenabled USVs patrolled designated maritime areas detecting, identifying, and targeting specific maritime “threat” vessels. The threat vessels were identified by FPS’s ML models with high accuracy and low latency, validating the concept of AI/ ML-driven maritime ATR and targeting. Upon detection, MARTAC USVs conducted fully autonomous swarming operations to simulate threat mitigation. All primary objectives— integration feasibility, detection accuracy, and operational utility- were met or exceeded.
Three MARTAC USVs—high-speed platforms known for modular sensor integration and advanced autonomy— patrolled designated waypoints in dynamic zigzag formations. Each USV was equipped with a suite of electro-optical (EO), forward-looking infrared (FLIR), and marine radar sensors. TurbineOne’s FPS AI/ML software was installed onboard all three vessels, enabling each USV to process sensor inputs locally and autonomously detect, classify, and track simulated threat vessels in real time without reliance on cloud connectivity.
Through its integration with MARTAC’s TASKER control software, FPS triggered confirmation of the contact of interest (COI) on the detecting USV. This message was then relayed through MARTAC’s peer-to-peer USV mesh network triggering the autonomous swarm. The vessels accelerated into a coordinated intercept formation—executing an overtaking maneuver and maintaining persistent formation around the contact. All subsequent actions were supervised by a humanin-the-loop architecture, with operators able to validate
autonomous decisions before execution to ensure safety and mission compliance.
THE FUTURE OF UNCREWED SYSTEMS AUTONOMY
This successful demonstration established a credible technical pathway for scalable AI/ML-enabled maritime ISR operations, confirmed the readiness of autonomous USV swarming behaviors, and validated the ability of edge-deployed AI/ ML to support time-sensitive threat detection missions. The integrated MARTAC–TurbineOne solution represents a forward-leaning approach to operationalizing AI/ML for distributed sensing and force protection in complex maritime environments.
Most importantly, this demonstration reaffirmed that AI/ ML-enabled autonomy is not a distant goal, but a deployable reality—one that can be continuously refined through field feedback and mission-driven iteration. These takeaways will directly inform the next phase of development, positioning these systems for even broader and more complex maritime operations.
Building on the success of this demonstration, future integration opportunities will continue to push the boundaries of AI/ML and autonomous maritime operations. By scaling complexity, enhancing interoperability, and refining tactics, the U.S. military can ensure that the sum of these capabilities deliver maximum operational effectiveness, speed, and lethality to the warfighter.
Integrating AI and autonomous systems into maritime operations is now a strategic imperative for maintaining dominance in increasingly contested maritime environments. The MARTAC-TurbineOne demonstration marked a major leap forward in delivering that vision—showcasing real-time ATR, adaptable maritime autonomy, and resilient edge networking with exceptional speed and precision. The exercise validated mission-critical capabilities and proved the system is ready for joint experimentation and future operational deployment, accelerating the warfighter’s access to AI/ML-driven decision advantage at sea.
TurbineOne’s Frontline Perception System (FPS) autonomously detected, classified, and tracked simulated threat vessels—initiating command-and-control instructions to coordinate a USV swarm response. The green dots represent MARTAC USVs and the red dots are FPS detections and tracking of the targeted threat vessel. (Courtesy of TurbineOne)
TurbineOne’s FPS operationalized the “Pontoon-B” ML model, enabling rapid and accurate detection of a simulated maritime threat under operational conditions. Priority threat models are managed within FPS and seamlessly deployed based on unit priorities and the tactical needs of Joint Force warfighters. (Courtesy of TurbineOne)
OUT & ABOUT WITH DIGITAL EDGE
Digital Edge Subsea is the leading provider of digital video recording and inspection systems to the global offshore industry. As a relatively small business based in Cumbria, conferences and exhibitions are a great opportunity to connect with potential clients and meet with existing customers.
Andy Freeman, Business Development Manager, Digital Edge Subsea
Dave Bagley, Operations Manager, ready to meet with visitors to the stand at the Combined Naval Event in Farnborough. (Courtesy of Digital Edge Subsea)
The first half of 2025 has been particularly busy with Digital Edge Subsea exhibiting at or attending events in Aberdeen, London, Singapore, Japan, Galveston, Southampton, Farnborough and Halifax, Nova Scotia. The Navy Leaders’ Combined Naval Event in Farnborough was our first time exhibiting at a defence sector event and we were delighted with the response we received. Exhibiting at the COVE open day in Nova Scotia and attending the H2O event, gave us the opportunity to demonstrate our remote operations solution to the oceanography community. Again, Digital Edge Subsea was well received.
We have been privileged to present at a number of conferences, discussing our experience of digital video recording, subsea inspection and the transition to remote operations across a variety of industry sectors. We'll be back out meeting with customers at the Uncrewed Marine Vehicles Expo in London at the end of September, where we will again be presenting on the transition from fully offshore to fully remote operations. This is followed by ADIPEC in Abu Dhabi in November, where we are delighted to once again be part of the EIC pavilion. ADIPEC is a strategically important event for Digital Edge Subsea as we increase our presence in the Middle East.
REMOTE CAPABILITIES
Over the last few years, Digital Edge Subsea has seen an increase in demand for remote situational awareness and remote inspection. The former allows interested parties such as technical authorities and clients to observe offshore operations from an onshore location. This reduces the requirement to send technical authorities and client representatives offshore for extended periods, often to witness relatively small work scopes. The latter involves moving
inspection personnel from an offshore location to onshore to complete work scopes.
Digital Edge Subsea’s partnership with Australian video streaming experts, Harvest Technology facilitates remote situational awareness by allowing HD video to be streamed over low bandwidth (as low as 250kbps). This year the solution has been enhanced with the addition of audio streaming from offshore to the cloud.
The partnership has taken another leap forward in 2025 with the ability to offer full remote inspection through a single joined-up solution. The solution uses Harvest Technology’s all-new Flex hardware, where four HD video feeds and serial data can be streamed to shore over low bandwidth using a compact hardware solution. The four HDMI outputs from the onshore Flex decoder connect directly to the Digital Edge Subsea DVR and the frame synchronised serial data from offshore can be input via the DVR’s serial ports.
With full two-way audio communication, the inspection engineer can be located onshore, recording four HD video channels, with overlay and logging raw data from offshore, as easily as if they were based on the vessel. All of this can be achieved over very low bandwidth, negating the requirement for additional low earth orbit satellite communication to be added to the spread.
This development represents a significant reduction in costs to subsea service contractors, with inspection personnel and technical representatives able to work remotely, from anywhere in the world. By reducing travel requirements, the carbon footprint of offshore operations can be reduced, with the added benefit of fewer personnel working in potentially
New 2U rack mountable DVR designed for use with IP cameras.
(Courtesy of Digital Edge Subsea)
The 3u rack mountable DVR with the same features as the 4u but in a smaller form factor. (Courtesy of Digital Edge Subsea)
hazardous environments. This solution is already being rolled out to existing customers in the UK, with remote operations facilities established onshore in existing office space.
NEW HARDWARE SOLUTIONS
Production has been ramped up throughout 2025 to meet both sales and rental demand for our new 2u and 3 DVRs, with systems already shipped to customers and in use offshore. The 2u DVR is a slimmed-down rack-mountable DVR solution specifically designed for use with IP cameras, but still able to accept additional video input formats. The 3u hardware solution provides all the input functionality of our ever-popular 4u Edge DVRs but in a smaller form factor. Both of these new DVR solutions are available with the industry-leading Edge software in Lite, Standard and Pro licences.
DIGITAL EDGE SUBSEA ANNOUNCES PARTNERSHIP WITH ASHTEAD TECHNOLOGY
Digital Edge Subsea was pleased to announce that following their successful acquisition of Seatronics, Ashtead Technology will continue to supply customers with their industry leading digital video recording and inspection systems.
As well as continuing to support existing customers, this partnership is already allowing Digital Edge Subsea to service more regions, with new rental stock having been
delivered to Ashtead Technology's bases in Abu Dhabi and Halifax, Nova Scotia. We have also completed updates to Ashtead Technology’s rental stocks in both Aberdeen and Singapore.
With access to the full range of products including 2u and 3u DVRs, as well as the existing 4u, workstation and laptop solutions, Digital Edge looks forward to working with Ashtead Technology in what is proving to be a busy inspection season. Through our global network of agents, Digital Edge is able to support projects at short notice, with the same levels of service and technical support our customers have come to expect.
SUPPORT FOR PHOTOGRAMMETRY
In response to a customer request, the Digital Edge Subsea software team worked to develop a solution for exporting image frames from the Edge DVR with a UTC timestamp and associated data, ready to be imported into third party photogrammetry software. The application can be applied to data already recorded and saved or to live video whilst it’s being recorded, without any impact on live recording performance. The photogrammetry export application provides another advantage for Digital Edge Subsea customers and additional functionality of the versatile Edge DVR products.
View of the COVE research centre in Halifax, Nova Scotia. (Courtesy of Digital Edge Subsea)
A LEGACY OF PURPOSE-BUILT INNOVATION IN SUBSEA VIDEO SYSTEMS
By Andy McAra, FET Product Director
Underwater photography is almost as old as photography itself, beginning in 1856 when William Thompson lowered his camera into Weymouth Bay, producing the first underwater image. In the century and a half since, capturing subsea environments has been fine-tuned far beyond anything Thompson could have imagined.
Courtesy of FET
It was another 50 years before, in 1909, Tunisian filmmaker Albert Samama Chikly would take the first underwater video. Filmmakers continued leading the way, such as Folco Quilici with the release of Sesto Continente in 1954, one of the first full-length underwater documentaries.
For the subsea sector, major technological advancements began in the 1970s, as remotely operated vehicles (ROVs) equipped with cameras were introduced, allowing for deeper and longer exploration, freed from the need for human divers unable to handle the high-pressures associated on depths beyond 300m.
This technology was mostly used in the oil and gas sector, with deep sea inspection of offshore infrastructure made possible from the comfort and safety of a control room. As widespread adoption of ROV video recording began, camera systems became more robust and reliable.
THE ARRIVAL OF VISUALSOFT
At the turn of the millennium, despite great strides forward, subsea inspections were still a logistical headache. Engineers relied on VHS tapes to record footage, using one tape per ROV camera, creating a cluster of physical media that had to be manually queued and synchronised during reviews. What’s more, these VHS tapes took up a lot of physical space. Entire rooms would be filled with archives of footage, creating a time consuming and inefficient system for operators.
Then, in March 2000, VisualSoft carved out a niche with the launch of VisualWorks, its proprietary purpose-built solution for acquisition of video and associated data for pipeline inspections.
VisualWorks’ key component, VisualEncoder, digitised standard-definition video and paired it with timestamped data, while VisualReview enabled multiple video streams to be viewed and analysed in sync. These tools revolutionised efficiency and accuracy in subsea inspection.
The industry quickly embraced the shift from analogue to digital, driven by VisualSoft’s user-focused tools. Digitisation meant better video quality, streamlined access and dramatically reduced storage footprints. Instead of cabinets of VHS tapes, data could be stored on LTO tapes, DVDs or hard drives. This leap forward simplified everything, from logistics to long-term data retrieval. Complimentary applications –VisualData, VisualArchive and VisualEdit – were developed to allow acquisition, management and processing of ROV sensor and Pipeline Data.
As demand grew, managing software licences became a priority. Initially tracked via spreadsheets – another manual inefficiency – licences became increasingly complex to manage until a central licence management application was introduced in 2012. Once again, this streamlined a previously arduous process and gave customers more freedom to electronically move licenses between locations for maximum efficiency.
Today, over 3,000 licences have been sold, with around 1,000 still under active support, ensuring compatibility with the latest operating systems and technologies. Clients range from major subsea construction and survey contractors to research and defence organisations – some with a handful of licences, others with more than 100. Since 2008, VisualSoft has been part of the Forum Energy Technologies (FET) Subsea product line portfolio.
Courtesy of FET
VISUALSOFT’S CORE SYSTEMS
VisualSoft offers a suite of tightly integrated applications designed for specific tasks: VisualDVR for digital video recording and dynamic overlay (requiring robust FET hardware), VisualArchive for data management tools and backup, VisualData Logger and VisualReview/VisualEdit for detailed post-operation analysis.
FET has maintained a decision to keep VisualDVR software exclusive to its own hardware. This is to ensure high performance and reliability; every software version undergoes extensive stress testing before release. Furthermore, VisualSoft’s inbuilt trouble shooting tools allows users to collect and send audit logs to our support team should problems arise. With these logs and exact knowledge of the system architecture and configuration, a solution can usually be found very quickly.
While VisualSoft doesn’t chase trends, it does embrace meaningful innovation. Version 11.0, released in 2023, introduced a modernised UI and expanded features. This year, Version 11.1 added IP camera support, adding support for newer video cameras coming into the market.
PROGRAMMED RELIABILITY
Reliability is the hallmark of VisualSoft. Systems are tested extensively and proven in field conditions. Offshore teams rely on VisualSoft’s rapid response and 24/7 support. Seamless integration with asset management systems such as Integrity Elementz and Wood Group’s Nexus further sets it apart, along with a flexible open API for automation and metadata tagging. Fast delivery of hardware and software ensures optimal efficiency for clients.
VisualSoft is now considered the go-to subsea video solution. Its applications support a wide range of operations, from
pipeline and structural inspections to cable lay operations and offshore renewables. Since around 2016, the offshore wind sector has become a key user base, with VisualSoft’s systems adapting seamlessly to similar inspection workflows.
THE FUTURE OF REMOTE OPERATIONS
As the industry moves toward remote operations and reduced offshore crewing, VisualSoft is already enabling the future. Developments include low-latency video streaming over satellite, remote DVR configuration and operations on unmanned or semi-autonomous vessels. These innovations aim to extend VisualSoft’s reliability into the next era of subsea operations.
Whilst FET is also exploring possibilities for using advanced technologies such as AI and cloud-based processing and storage for inspection deliverables, our current focus remains the provision of robust, high-integrity tools for logging of digital video and supporting our customer’s operations around the clock.
BUILT FOR PURPOSE, PROVEN BY TIME
At the core of VisualSoft’s success is a team that’s grown with the company. Our management team of five share 98 years with VisualSoft. With these decades of experience between them, the continuity ensures deep technical knowledge and consistent client relationships. The company’s values have remained the same: react quickly to requirements and ensure the best possible quality and support.
As VisualSoft marks 25 years of innovation, it remains a product built on listening to users and solving real-world problems. In a world driven by trends, VisualSoft has thrived by staying focused on performance, reliability and results. With new frontiers like remote ops and renewables on the horizon, the next chapter looks as purposeful as the last.
Courtesy of FET
DUAL-USE DILEMMA HOW DUAL-USE TECH IS FUELING MILITARY THREATS BELOW THE SURFACE
Cathrine Lagerberg, Dual-use, Risk & Security Expert and Partner, InSilent AS
In July the Baltic Sentinel revealed that the new Russian Shahed drones – technically classified as autonomous unmanned aerial vehicles (UAV), – were powered by American Nvidia microchips.
NVIDIA Orin chips are dual-use classified items and require export licenses to restricted countries due to their military use potential. Yet despite export control and corporate compliance, these and other dual-use components continue to find their way to Russia. Why does that happen, and does it matter?
1) EXPORT CONTROL IS REACTIVE
Regulations are deemed to be circumvented because export control is reactive. But many forget that what we export can be used against us.
Take sonars and underwater instruments for instance. We know that both Russia and Chinese vessels are using Western underwater technology, remotely operated vehicles (ROVs), autonomous underwater vehicles (AUVs) and sensors. These are technologies that the west has excelled at producing. Therefore, whether it is scientific vessels, luxury yachts owned by Russian oligarchs, or top modern fishing vessels, they are all equipped with western sensors and mapping instruments.
Despite increasingly comprehensive export control regimes and tougher sanctions, dual-use technologies like drones, sonar, and high-performance microelectronics are still reaching Russia.
2) CIRCUMVENTING EXPORT CONTROL IS OFTEN SIMPLE
Profit-driven actors, brokers, and intermediaries in third countries that are not sanctioned – like the UAE, Singapore, Turkey, and China – remain a regulatory export “grey zone”. Many companies know these countries are high risk and widely known to be used for circumvention, but they are not blacklisted nor illegal to sell to. Thus, they fall into the category of “problematic, suspected, tedious to screen, but not required and not prohibited to sell to”.
Furthermore, this level of complexity can increase depending on a country’s individual geopolitical circumstances. For example, Turkey being a member of NATO; China being an important trade partner. This makes sales versus skepticism a difficult part of international trade because this is also politically sensitive and a matter of ongoing debates. As a result, exports pass through, screening is often avoided, and companies continue to sell. The consequences are also few, and where they do exist, they are minimal.
3) THIS EXPORT-CONTROL
GAP POSES A GROWING RISK TO CRITICAL UNDERWATER INFRASTRUCTURE (CUI)
The same technology needed for protection of subsea cables, pipelines, and other infrastructure underwater is also critical for detection, mapping, and targeting of the same systems.
Whether it’s inertial navigation units, microelectronics, Doppler instruments, echo sounders, positioning and communication systems, ROV manipulators and tools, thickness gauges, sub-bottom profilers, or aerial drones: these are all dual-use items. All this technology can be as easily used to defend our infrastructure as it can be used to target it.
These components and instruments are needed by threat actors who want to identify our weaknesses, map coordinates and targets, and prepare for future operations like sabotage.
Many of these components are non-listed, commercially available, and often assessed by companies as “civilian, harmless, and not particularly dual-use”. Whether this reflects genuine ignorance or turning a blind eye is sometimes difficult to tell. But having spoken to many companies, one thing is clear: many are under pressure. They are striving to deliver and satisfy management and investors, and are simply required to prioritize profit over security.
4) EXPORT CONTROL SYSTEMS ARE BUREAUCRATIC, COMPLICATED, AND SLOW
Many larger defense and aerospace technology companies – the so-called primes – typically have liaisons and established connections to export control authorities and security services, dedicated compliance officers, lawyers and due-diligence expertise. At the same time, many small and medium sized companies do not have the same resources, situational awareness, or threat understanding.
As the global threat landscape evolves and sanctioned countries change and adapt their circumvention methods and third countries, one thing is certain: sanctioned and blacklisted entities and companies know that they are on the lists and avoid procuring directly through these.
Traditional export control screening processes often rely on outdated databases and remain reactive. In today’s threat landscape, legal compliance alone is not enough. Threat actors disregard laws and use whatever means necessary:
Subsea cables and pipelines have become a frontline in modern geopolitics. (Shutterstock AI Generator/Shutterstock.com)
Remember; a manipulator ROV arm can have many applications... (Bannykh Alexey Vladimirovich/Shutterstock.com)
false end-user certificates, shell companies, or illicit proxies. Therefore, extended risk assessments should be carried out beyond the purely legal requirements, in order to uncover connections and risks that conventional checks do not capture. A due diligence assessment may be sufficient under current legal frameworks, but in many cases traditional background checks fail to identify all of today’s risks.
What’s needed is therefore a more proactive and strategic approach where screening and background checks (integrity, enhanced and risk based due diligence) require much more sophisticated collection and analysis. They require companies to risk assess more broadly, and to include nonsanctioned but high-risk countries.
This is where private sector capabilities can complement the existing national export control bodies and traditional law firms assisting companies within sanctions and export control. By leveraging or investing in export, intelligence and screening consultants, either in-house or expert consultants, companies can not only remain compliant but conduct export checks and end-user verifications much quicker than most authorities and export control government bodies can.
Private companies can leverage company models that are less burdened by bureaucracy. They can also leverage technologically advanced OSINT platforms and AI collection tools, for much quicker and sometimes even more rigorous screening of people and companies. This allows for comprehensive, extensive, and high-resolution screening of companies and supply chains, without unnecessary delays or future reputational harm.
Some compliance departments have halted all export to Turkey out of fear of media coverage and future potential damage to company reputation if their components were to reach Russia via re-export and diversion. By conducting thorough risk assessments of distributors, supply chains, and end-uses, companies can reduce the export risk and conduct case-by-case assessments.
In short: modern, intelligence-led export compliance doesn’t have to mean slower trade. It can mean smarter, faster, and more secure trade.
5) SECURITY CAN BE A COMPETITIVE ADVANTAGE
While export lists and licensing regimes evolve, illicit networks evolve faster, and circumvention is deemed likely. But as seen with Nvidia, media coverage can quickly escalate and cause severe reputational damage, impacting both public trust and company’s stock prices and value.
Despite varying degrees of legal consequences across countries, Denmark recently announced significant tightening of criminal penalties and fines related to export violations. This included stricter jail sentences for executives who fail to conduct adequate screening. This reflects a shift where regulatory tolerance is narrowing, while expectations for proactive due diligence are increasing.
Given today’s threat landscape, security and compliance are no longer just about checklists, compliance and regulatory obligations; they are part of allies’ commitment, and a collective responsibility to protect shared critical CUI and security interests.
Modern export control must reflect the realities of geopolitics. The technologies used to protect CUI — sonars, drones, microelectronics, positioning systems, etc. — are the same technologies that adversaries seek to procure and use against us. Therefore, export control is no longer a desk office function. Rather, it’s a front-line tool of strategic deterrence. As such, companies are our last line of defense.
Businesses that invest in proactive, intelligence-based export control can do more than just reduce risk. They can also build trust, contribute to allied resilience, and position themselves as committed actors in a world where certainty is becoming a scarce resource.
Underwater cable system connecting countries and continents are critical to protect but easy targets.
(Shutterstock AI/Shutterstock.com)
DELIVERING THE PERFECT LANDING
A service operation vessel rolls over a two metre North Sea swell as a maintenance quadcopter lifts off, vanishes behind a 15 MW wind turbine, then re appears seven minutes later with gigabytes of blade imagery on board. Fifty metres out, the drone pauses in a hover, seeming to gauge the rolling deck, and glides down as if reeled in by an invisible tether—no manual stick input, no drama. “Inspection drone recovered, ready for next sortie in eight minutes,” crackles the headset.
Courtesy of Agilica
That invisible tether is provided by Agilica’s AGL System: a deployable constellation of ultrawideband (UWB) anchors temporarily installed on the deck, tell the drone exactly where it is relative to the ship, in real time, even when GNSS is unavailable. This local “mini constellation” gives the UAV down to 10cm RMSE position-fix within a 125,000m3 airspace volume resilient to multipath.
For offshore wind operators, those centimetres translate into downtime hours saved, technicians spared, and weather windows widened. For Agilica, a deep tech start up from Brussels, they point to a future where teams of drones handle the dirtiest, dullest, and most dangerous maritime jobs, with precision and resilience.
FROM ACADEMY LAB BENCH TO OFFSHORE DECKS
Agilica’s technology originated in 2018 at Belgium’s Royal Military Academy (RMA), where senior researcher Hafeez Chaudhary under supervision of Prof. Bart Scheers demonstrated decimetre accurate indoor positioning using ultrawideband (UWB) wireless access technology. Their prototype codenamed iPoint reliably landed a small quad rotor on a moving trailer without dependence on GNSS.
In just a few years the team executed an open water trial. Six prototype UWB anchors were temporarily affixed to the aft deck and, in sea state 3, enabled three consecutive autonomous landings with a lateral error below 20 cm. The successful demonstration confirmed maritime viability and provided the momentum to commercialise the innovation, and joined by a third co-founder, strategy and marketing consultant Boden Dollie, Agilica was incorporated in 2024 and the deeptech start-up’s go-to-market began.
Agilica’s mission is straightforward: provide maritime robotics with the same situational awareness that experienced seafarers and aviators possess. The AGL System turns any vessel’s deck into its own decimetre level reference frame, enabling safe, repeatable autonomous operations in GNSS challenged environments.
WHY THE FINAL APPROACH IS THE HARD PART
Autonomous deck landings face failure risk due to three intertwined reasons:
1. MULTIPATH & VESSEL MOTION – GNSS signals get blocked, shaded by the ship structures, ricochet off steel, turbine nacelles, all while the vessel is moving in six degrees of freedom. The result: only the most experienced pilots can be used to complete the job with narrow operational windows.
2. MARKER & VISION FRAGILITY – Many current deck landing aids depend on visual targets, high contrast landing pads, or monocular SLAM. Glare, sea spray, exhaust haze, or dusk lighting can blind these systems, forcing manual override just when conditions are already challenging.
3. PRECISION REQUIREMENTS– A 50m local reference is sufficient for approach but greater accuracy is needed for future drone in a box (DiaB) docking, which require ≥100 m range and <5 cm accuracy.
The AGL System neutralises pain points #1 and #2 today and sets a clear roadmap for the third.
Agilica flight test trials landing on a moving trailer no-GPS (Courtesy of Agilica)
Position hold during open-sea trials on coast guard vessel (Courtesy of Agilica)
Agilica test drone hovering before landing with vessel in motion (Courtesy of Agilica)
STEP WHAT HAPPENS
1. DROP & LOCK Six UWB anchors fix to the deck
2. UWB ALL WEATHER FIX
3. SEAMLESS HANDOVER
4. CONTINUOUS GUARD
CREW EFFORT
Multipath resilient UWB pulses deliver accuracy in glare, spray, or dusk—no visual markers required Automatic
Drone’s nav module receives AGL as a standard NMEA/ MAVLink GPS feed; Zero code change
Up to 100 Hz updates; anchors maintain positioning infrastructure with redundancy built in; anchors hot swappable Automatic
Roadmap note: A forthcoming hybrid UWB + infra red upgrade, targets a 1–5 cm accuracy and range out to 120m, enabling the next step in moving deck drone docking.
TWO MISSIONS THAT NOW MAKE GREATER SENSE
1 | Blade Inspection, Faster Turn Around
Wind farm O&M must slash costs 40 % by 2030 to meet net zero targets, greater adoption of drone inspection will help this, but the downtime and ease of use are key measurables for long term viability. With AGL, a 65 turbine field could see inspection cycles shrink down to 15 minutes each—a saving of ≈11 crew hours per day per vessel.
2 | Man Overboard—Seconds Count
A man overboard alarm flashes; a rescue drone launches from its bridge locker in seconds. Typically, there would be a few minutes delay as the drone waits for a GNSS fix for GPS, but because the drone is already receiving AGL coordinates it takes off immediately. The personnel carry AGL tracking tags either as wearables or integrated into an existing comms unit, so when the man overboard alarm activated, the last known location of the person is fed to the drone – which immediately flies to that point to begin its mission. At that point GNSS guides the outbound leg; AGL takes over inbound, punching through spray and exhaust haze to land unaided. With this type of deployment, flotation pods could reach casualties up to two minutes faster than the five-minute fast-rescue-boat launch requirement set in the LSA Code, time that can mean preservation of life.
HOW DOES IT WORK – UWB TECHNOLOGY?
UWB technology operates by transmitting short-duration, low-energy pulses across a wide spectrum of frequencies (typically 500MHz band-width channel in frequency range from 3.1 GHz to 10.6 GHz). These pulses are transmitted between fixed anchor nodes and mobile tags (carried by drones or other assets) within the operational area.
ƀ DISTANCE CALCULATION: The system calculates distances based on the time of flight (ToF) of the UWB pulses between anchor nodes and tags. By precisely measuring the propagation time of these pulses, the system can determine the distance between each tag and multiple anchor nodes with exceptional accuracy.
ƀ DECIMETRE-LEVEL PRECISION: Unlike traditional GPS systems that typically offer meters-level accuracy, UWB technology enables centimeters-level precision (often up to 10 centimeters). This high level of accuracy is critical for applications requiring precise positioning, such as autonomous drone operations, indoor navigation, and dynamic positioning on moving platforms.
AGL Developer Kit in peli-case ready for deployment (Courtesy of Agilica)
COMMERCIAL FIRST, DEFENCE READY
The AGL System was engineered for offshore wind, but the technology is dual use at its core and solves critical challenges for defence, coast guard, and scientific fleets. Three mission classes highlight the immediate operational and financial value.
1
| Silent Logistics
ƀ GAP. Service operation vessels (SOVs) can lose an hour or more diverting to transfer urgent spares or medical supplies.
ƀ AGL ADVANTAGE. Multirotors carrying up to 10 kg launch on GNSS, switch to AGL within 100 m of the receiving deck, and land safely in sea state 4/5. Avoiding a single crew transfer detour can save several thousand pounds in vessel charter time while eliminating crane lifts and personnel baskets.
2 | ISR Micro UAVs
ƀ GAP. Small patrol craft need persistent surveillance, yet manned helicopters are costly and compromise stealth; whilst GNSS jamming is a growing risk.
ƀ AGL ADVANTAGE. AGL provides a spoof proof local reference, allowing 15 kg micro UAVs to launch, stream encrypted video, and auto recover even in satellite denied conditions. Replacing one helicopter sortie with a drone flight can cut operating costs by more than 90 % while keeping crews out of harm’s way.
3
| USV Drone Taxis & Swarm Logistics
ƀ GAP. Uncrewed surface vessels (USVs) extend reach but still rely on motherships or tugs for battery swaps and sensor changes.
ƀ AGL ADVANTAGE. With mesh to mesh hand over planned in the road map, each USV becomes a mobile landing station. Drones can hop vessel to vessel without re initialising, extending survey missions by days and deferring expensive tug call outs.
Across all three scenarios, centimetres grade deck autonomy transforms minutes, miles, and manpower into hard operational savings while adding resilience that vision only or GNSS only systems cannot match.
THE TAKEAWAY: AUTONOMY STARTS AND FINISHES AT HOME
We talk a lot about the edge in robotics—the edge computer, the edge sensor. But in maritime UAV ops, the edge is literally the ship’s edge, where aluminium meets atmosphere and a wrong gust or a missed timed landing can send a +25,000€ asset into the sea. Agilica’s AGL System tethers that edge to physics grade certainty. In doing so, it frees up the rest of the autonomy stack—path planning, data capture, even swarm logic—to focus on the mission, not the landing.
As blade spans stretch past 120 metres, as service vessels venture out further offshore, and as the world grows ever more reliant on infrastructure we cannot see from shore, the drone will be the workhorse of the blue economy. It only needs a place it can trust to come home to. Agilica is betting its future that a deck can be that place.
AGL UWB Anchor and AGL UWB Drone Navigation Tag (Courtesy of Agilica)
Recent long range flight tests with larger drone (Courtesy of Agilica)
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SUPPLY, SECURITY & DEFENCE EXPO 2025
THE LARGEST DEFENCE EXPO HELD IN THE BALTICS
Richie Enzmann, Ocean Robotics Planet
The Supply, Security & Defence Expo 2025 was held at Bekker Port in Tallinn from May 14–16, marking the largest defence expo in the Baltic states with over 1,000 professionals attending the invitationonly event. The event, focused on supply security, internal security, and defence among Baltic Sea countries, featured over 80 companies showcasing technologies, including drones and underwater systems.
Supported by Estonian ministries and several NATO Embassies, the expo also hosted a three-day international conference titled "Uniting Baltic Sea Coastal States for Enhanced Defence and Resilience" covering land, air, and sea defence.
Key takeaways included:
ƀ Continued support for Ukraine is essential.
ƀ Drones and unmanned systems are reshaping warfare; 70% of current losses stem from drone attacks.
ƀ Importance of space, cyber, and multidomain capabilities.
ƀ Modern and traditional military tools must complement each other.
ƀ Emphasis on range, accuracy, and speed in combat.
ƀ Existing military doctrines are being challenged, with political implications ahead.
Panel Discussions (Photo: Richie Enzmann)
Quayside drone demos (Photo: Richie Enzmann)
Richie Enzmann (ORP) and Hanno Pevkur, Minister of Defence of Estonia
