Overview

The WGT functionality enables Wave Glider to acoustically collect data from large arrays of seabed instruments in a highly cost-effective manner without the need to deploy a traditional surface ship to perform this operation. Instead, Wave Glider is controlled remotely from a shore station via Iridium satellite communications.

The WGT is capable to be used with directional transducer options for operating in both Medium Frequency (MF) (20-34 kHz) and Lower Medium Frequency (LMF) (12-20 kHz) bands to suit different seabed instruments and is fully Sonardyne Wideband® 2 compatible.

The WGT is tightly integrated into the Wave Glider vehicle communications and power systems thereby providing many of the standard acoustic commands and features associated with Sonardyne 6G® products.

Data is passed by Wave Glider to the Iridium satellite system for onwards transmission to the user in near real time.

At a glance

• Custom engineered for a Wave Glider standard aft payload space
• Provides subsea-surface-shore gateway link for Sonardyne long endurance sensors
• Enables direct remote data collection on demand, monitoring and control from shore based Wave Glider operations centre
• Integrated acoustic modem with data rates from 100 to 9,000 bps

Real-time wellhead fatigue monitoring and mitigation

The challenge

An operator wanted to cost-effectively drill a subsea side-track on an existing subsea well to increase reservoir recovery to a floating production facility in 150 m water depth.

That meant drilling from the existing well bore. However, there were concerns that the remaining fatigue life of the existing wellhead would be quickly consumed under the load and strain imposed by the physical size of the current generation of blowout preventers (BOPs) operating from a semisubmersible drilling rig.

A system was required that would significantly reduce the fatigue loading on the wellhead during the drilling operation.

The solution

Houston-headquartered engineering specialist Trendsetter Vulcan Offshore (TVO) provided and deployed its tethered BOP Wellhead Fatigue Mitigation System. Key to the system is our Subsea Monitoring, Analysis and Reporting Technology (SMART) and our Dunker 6 telemetry transceiver deployed temporarily from the vessel for the project.

TVO’s system alleviates the impact of a larger BOP on wellheads by arresting the motion of the BOP stack via four tethers, anchored to the nearby seabed. This reduces wellhead cyclic stresses and extends fatigue life, for both mature and newer wellhead systems.

To ensure safe operation within fatigue limits of the well system, any movement of the BOP and the lower drilling riser is monitored using our SMARTs. In this case, two were installed – one on the BOP and one just above the lower marine riser package (LMRP). They were used not only to monitor the movement of the BOP and bottom of the drilling riser, but also the angle between the two.

Value adding edge analytics

The SMARTs also provided onboard data processing so that just summary packets of information (minimum, maximum and standard deviations), for both rotation and acceleration in all axes were supplied wirelessly, every 15 minutes, to the topside via the Dunker 6, which was deployed from the semi-submersible drilling rig.

Transmitting the processed data alone helps to reduce data overheads and prolong battery life. This is because less data needs to be transmitted to the topside software, which results in the information being transferred and updates performed at a fraction of the time compared to raw data transfer.

At the topside, the data was put through TVO’s fatigue analysis software, installed on Sonardyne’s topside computer for the project, which included algorithms developed by TVO to determine fatigue damage accumulation based on measured motions. The results were then transferred into a 4D Nav user interface dashboard, where the data was displayed. This meant the drilling crew were able to be constantly aware of the fatigue load on the wellhead during their drilling program.

Post drilling, the operator was able to download all the raw data gathered for in depth analysis and calculation of the wellhead’s remaining fatigue life for its future operations.

The results

Combining TVO’s experience within this domain with our broader subsea engineering, communication and positioning technology expertise provided an off-the-shelf solution that could be tailored for this application and would be equally applicable for more complex scenarios.

There is a growing need for BOP fatigue mitigation systems globally, but especially in those markets where there are mature subsea wellhead systems, and this system provides an effective and proven solution.

SMARTs are highly configurable, low-power monitoring and analysis platforms that come with internal six degrees of freedom motion sensors. Get in touch to find out how they can aid your operation.

The challenge

LCEs are highly energetic anticyclonic (clockwise) rotating rings of warm water, roughly 300 km across and 500 – 1,000 m deep, with current speeds of up to 4 knots. These break away from the extended Loop Current about every 8-9 months and slowly drift west-southwestward towards Texas or Mexico at about 3-5 km per day.

When an LCE forms at the height of hurricane season, it has the potential to fuel rapid intensification of hurricanes. This is what happened in 2005, just before Hurricane Katrina passed over and “bombed” into a Category 5 hurricane.

Warm circulating eddies can break off the LCS into the western, northern and central Gulf. These eddies are so highly energetic that they regularly disrupt oil and gas operations. But, they’re also critical to the Gulf of Mexico’s oceanographic system, including its nutrient and food cycles and, most importantly, hurricane intensity.

Despite 50 years of effort by the scientific community to understand the processes underlying the LCS, its behaviour remains unpredictable. To some extent, this is because of interactions with the deep eddies, which have been difficult to track from measurements near the sea surface. For this reason, a multi-year scientific study has been launched, led by the University of Rhode Island(URI). It includes a major deployment of Sonardyne’s Pressure Inverted Echo Sounders(PIES).

The solution

Following a recommendation by the US National Academies of Sciences, Engineering, and Medicine a long-term, US$ multi-million research program to plug the gaps in understanding and predicting the LCS is now underway.

The initial two-year project comprises an array of 15 URI CPIES, five Sonardyne CPIES and five Bureau of Ocean Management PIES. These are in an array, spaced 60 km apart, at depths down to 3,500 m in the area of the extended LCS. Initially deployed in June 2018, for a nominal two-year study, the units are fitted with batteries that can keep them powered for up to 36 months. This will allow for data gathering continuity in the event of a subsequent expansion of the program.

A core element of this scientific study is the array of seabed-mounted sensors, including Sonardyne’s PIES. PIES were originally developed for the marine seismic industry to measure average sound velocity in the water column. They do this by transmitting a wideband acoustic pulse from their position on the seabed. This pulse is reflected off the sea surface and returns to the seabed where it is detected by the PIES.

Oceanographers, however, use PIES differently. Their goal is to derive important physical data, including the strength and direction of currents. This is based on the principle that there’s a strong correlation between two-way travel time (usually known as tau) and vertical profiles of temperature, salinity and density. As a consequence, where this profile has been derived from historical data, an empirical relationship can be derived, which enables the density profile to be inferred from tau.

At a basic level, a laterally separated pair of PIES will, therefore, provide a vertical profile of velocity, and by deploying an array of PIES, local horizontal velocity and density fields can be mapped over the period of deployment.

URI has pioneered and refined the use of PIES for this purpose. While URI has a long history of developing its own PIES instruments, it decided to use Sonardyne’s PIES, as well as its own. This was primarily because a comparison study off the coast of Oregon* indicated that the Sonardyne PIES could generate similar accuracy data efficiently, potentially enabling longer deployments – and because of their telemetry capability.

Sonardyne’s integrated high-speed (up to 9,000 bps) acoustic telemetry capability also enables remote reconfiguration of the instruments and wireless retrieval of data to surface vessels, without interrupting the bottom pressure record.

These capabilities are based on Sonardyne’s extensive expertise in underwater acoustics, signal processing, hardware design and custom engineering, which URI recognises, have the potential to reinforce future PIES development.

Sonardyne’s expertise was central to reconfiguring a standard PIES as a CPIES (Current PIES) which was needed for this project to allow for near-seabed current data to be harvested alongside the PIES pressure and tau measurements. It also delivers important data on deep eddy currents above the seabed/water interface.

The reconfiguration involved connecting an Aanderaa Doppler current sensor to the PIES, which then served as a battery pack and data logger for the current sensor, deployed 50 m above the PIES on a float. Combining the deep current observations with the deep pressure observations enable data from the array to be referred to a common reference surface.

The results

An interim data retrieval campaign, using acoustic telemetry, was successfully completed in September. While the principal purpose of this was to recover an initial three-month-long data set, one notable feature found in the data was echoes, thought to be from fish, shrimp or squid.

This has been seen in other studies carried out by URI. We believe it is related to the transport of nutrients by deep currents crossing from the deeper to shallower thermocline side around the periphery of the Loop Current or a passing LCE.

The present array will inform planning for a longer-term, 10-year campaign. This could see a substantially expanded array of PIES deployed into Cuban, as well as Mexican and US waters. The aim of this larger array would be to provide near real-time data as input for LCS forecasting models.

Loop Current and LCE forecasts have the potential to benefit a wide range of users, from oil and gas operations and hurricane forecasters to fishing and tourism. Furthermore, improving ocean modelling in the Gulf of Mexico has the potential to provide a standard for improving prediction efforts in other ocean basins also.

The challenge

In today’s far more climate conscious world, sentiment and interest in CCS has very much changed. Significant projects are now being planned. Projects are moving forward in Norway, Netherlands and the UK. Carbon storage licenses are being awarded and wells are being drilled specifically for carbon capture and storage.

Since 1996, CCS projects have been relatively small, yet their potential is vast. On the UK Continental Shelf alone there’s at least 78 gigatonnes of CO2 potential storage capacity – some 200 times the UK’s 2016 emissions*.

From capture to transport by pipeline and injection into a suitable geological formation offshore, there’s a lot to process. But the challenges do not end there. What happens to the CO2 once injected? How will we know if it finds a leak path to the surface?

To answer these challenges and achieve the visions that operators from Equinor in Norway to BP in the UK are promoting, increased capability for marine robotics is required.

The solution

Thanks to the Energy Technologies Institute (ETI) funded three-year research programme back in 2014, this challenge for increased capability of marine robotics has been attained. The project was delivered by a consortium of experienced companies including Fugro, National Oceanography Centre (NOC), British Geological Survey (BGS), Plymouth Marine Laboratory (PML) and ourselves, Sonardyne.

Along with increasing the capability of marine robotics for successful CO2 storage, four key technology elements for large carbon storage and monitoring projects were identified.

The first is a low-power and hence long-endurance autonomous underwater vehicle (AUV). This is required for cost-effective wide-area coverage surveys during baseline and repeat environmental surveys. We found using a combination of our Solstice side scan sonar and chemical sensing worked extremely well.

Second and third elements are seabed landers capable of detecting and monitoring any leakage at high-risk locations. These consist of two different landers, one using an active sonar and the second combining passive sonar and chemical sensing.

The active sonar lander, based on our Sentry integrity monitoring system (IMS), gives sensitive and reliable automated leak detection capability across a wide area. For instance, around an injection well, Sentry can monitor an area of over 2.3 million square metres, to help visualise that’s equivalent to around 325 football pitches. The passive sonar and chemical lander, uses the smarts from our underwater acoustics capabilities. It’s capable of both detection of leaks, but offers improved verification and has the potential to estimate leak rates at shorter ranges.

The fourth and final element is a surface gateway to enable communication between a shore-based monitoring office and the underwater systems. Such a gateway can be deployed from a fixed platform, from a moored buoy or from an uncrewed surface vessel (USV), many variants of which are now readily available in the market for over-the-horizon data harvesting missions.

We have a range of payloads suited specifically for use on operator’s USVs for their requirements. We also offer our own end-to-end data-harvesting service, when you just want the data without the worry about the interfaces involved in getting it.

Our system of systems approach to CCS was tested on the ETI project. Wideband acoustic communications between the underwater landers and a buoy on the surface was used to forward all data via satellite communications to a server. This type of set-up is well-proven and used globally on tsunami monitoring systems. Display and interpretation of the monitoring data can be simply integrated into a third-party system to allow non-expert users access via a web portal. From here they can see data visualizations and run reports.

The leak target was deployed in the North Sea, east of Bridlington. The NOC’s Autosub Long Range (ALR) was deployed from the small port at Bridlington and towed a short distance off the coast. After the ALR performed a series of tests to demonstrate safe navigation, the leak – a small CO2 leak – was turned ‘on’ with a flow rate of between 16 and 20 litres per minute of gas at depth, depending on the state of the tide.

With the leak “on”, ALR performed a series of different wide-area and fine-area search patterns over five days to seek out the leak. The sensor hub on the vehicle processed in real-time a complex set of Solstice sonar, physical and chemical sensor data, into useful information.

Automatic target recognition algorithms were used to identify any leaks or regions of interest. The system then scored these regions of interest and saved a small “snippet” of the sonar image data. At regular intervals throughout the survey, ALR would surface and send back data via satellite, including navigation data, chemical and physical sensor data and details of snippets of sonar data from detected leaks – an example of which can be seen below.

All of the uploaded data was simultaneously transferred to an internet server which allowed for presentation and interpretation using Fugro’s Metis software. This is an intuitive data delivery platform that allows metocean, vehicle navigation, chemical and sonar snippet data to be combined and displayed. This allowed data sharing across a wide team and supported operational decision making.

During the five days of testing, the ALR travelled a total of 270 km and could have surveyed 54 sq km of seabed in normal operation. However, for the purposes of the demonstration, a total of 16.1 sq km was actually surveyed. Throughout its mission, the ALR was remotely controlled from the shore, mostly from the NOC’s control room in Southampton.

The results

The ETI project consortium demonstrated a functional “system of systems” which can provide operators of offshore CO2 storage sites with a high level of confidence in their safe operation and assist in the provision of regulatory compliance.

We’ve proven it is possible to conduct shore-to-field-to-shore environmental survey operations using a long-endurance AUV. We’ve also shown it’s more than possible to operate well in excess of normal AUV deployments.

This method of working makes it possible to rely on a small local deployment team for CCS projects. The small team can then be supported by remote shore-based operations and a data interpretation team. This cuts both the time and cost of CCS operations considerably.

It is also entirely possible, and has been demonstrated elsewhere, that a further reduction of human decision making can be achieved to reduce operator intervention.

The ETI project demonstrated that it is possible to build highly cost-effective and autonomous sensing systems with on-board intelligence. These systems are both simple to deploy and operate and are very cost competitive with vessel-based or vessel supported AUV survey operations.

The project members have also developed two flexible seabed lander packages capable of extended duration deployments of six months to a year. These can provide localised and still also wide-area monitoring, automated processing of data subsea and communication of that information to surface.

Looking beyond carbon capture, the potential applications of such integrated marine robotic and intelligent remote sensing technologies are many and varied across ocean science, renewables, security and naval domains.

The challenge

Crewed vessels used in offshore construction projects are costly and can even hinder progress. But it doesn’t have to be that way. Other sectors that operate in the marine space are now finding new, smaller, smarter, cleaner tools. They’ve been using uncrewed surface vessels (USVs), so the big, crewed vessels can stick to the jobs they’re good at.

So why are we not using them heavily in offshore construction?

One reason may be because offshore construction was in fact an early adopter. But, at the time, there were only a handful of commercial USV operators whose vehicles were just too big for what was needed, making them unwieldy to deploy from an offshore vessel, defeating the point of the exercise.

Another may be the worry of the complexity involved in offshore construction. Creating complex structures on shore is one thing. Creating them under metres of salt water is entirely another.

Then there is the issue of communication and control over the construction process. Making sure each step is taken exactly as planned is fundamental to the overall success of a construction project.

The solution

USV technology has come a long way since their inception. They’ve been used in defence for some time now, for a range of tasks from surveillance to mine countermeasures. USVs are being used to survey coastal and offshore waters in hydrographic surveys, for ocean science and in oil and gas. They’re being used to go out and gather data, either as a platform for oceanographic instruments or by carrying acoustic communications systems to harvest data from sensors deployed at the seabed. You could think of them being like a remote-controlled Dunker.

USVs are now part of the toolbox across a number of sectors and the levels of sophistication and capability are increasing. Worries about lack of control, the complexity of operations or large clunky kit that isn’t up to the delicate tasks required in offshore construction are today unfounded.

In offshore renewables and oil and gas USVs are being used as part of site and seismic surveys, and then through field life, for inspection operations. They’re also being used for maintenance and repair, by acting as deployment platforms for autonomous underwater vehicles (AUVs), remotely operated vehicles (ROVs) and even aerial drones (UAVs).

The results

Today there’s a wide choice of USVs to choose from. From one-man portable USVs to full sized vessels, and on to fully electric coastal systems and hybrid long-range ocean-going vehicles that can operate for weeks on end. The range of commercial models has also grown. You can buy them outright or purchase a data service where you just order the end result – be it data or an inspection campaign.

USVs can now play a central role in construction operations. They can streamline operations and reduce risk for manned offshore construction teams. When deployed they reduce reliance on heavier, costlier tools and free-up crewed assets to be used on elements of a project where they’ll bring more value.