HUGIN USE OF UUV TECHNOLOGY IN MARINE APPLICATIONS

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1 HUGIN USE OF UUV TECHNOLOGY IN MARINE APPLICATIONS Per Espen Hagen, Nils J Størkersen Norwegian Defence Research Establishment (FFI) P O Box 25, NO-2027 Kjeller, Norway per-espen.hagen@ffi.no, nils-j.storkersen@ffi.no Karstein Vestgård Kongsberg Simrad AS P O Box 111, NO-3191 Horten, Norway karstein.vestgard@kongsberg-simrad.com Abstract The HUGIN untethered underwater vehicle (UUV) system is the result of a highly focused development program to provide a cost-effective tool for the offshore industry for high performance topographical seabed mapping and imaging. HUGIN is presently operated on a regular basis, providing commercial survey services to the offshore and scientific communities. The technology also holds great promise in future resource management and naval operations, being a hydrodynamically stable untethered platform that can carry a multitude of sensor systems and be operated ahead of or completely independent of surface ships. This paper describes the basic features of the HUGIN system and gives examples of practical results obtained from survey operations, maritime science data gathering, and deep water mine hunting research. I. Introduction Over little more than a decade, UUV technology has evolved from science fiction, via research toys, to commercial systems [1]. Having strong requirements, sufficient funds and strict time schedules, the offshore industry has been a driving force in this development. However, as the technology becomes commercially available, numerous other communities see the potential and applicability of UUV systems for their respective fields of work. The Norwegian Defence Research Establishment (FFI) early identified autonomous underwater vehicles as core future technology for many military applications, including mine countermeasures (MCM) and anti-submarine warfare (ASW). This was the primary motivation behind FFI s involvement in the HUGIN programme. MCM operations were thus already from the beginning envisioned as a future use of this technology. Other uses have emerged after the initial system development, and the HUGIN system is currently contributing within a wide range of applications, including ocean science and marine resource estimation. II. The HUGIN system A. Background HUGIN (High-precision Underwater Geosurvey and INspection system) is a prime example of the UUV evolution of the 1990s. Based on an early technology demonstrator built by FFI in [1], it is the product of a collaborative development program between FFI, Kongsberg Simrad AS, Norwegian Underwater Intervention AS (NUI), and Statoil. The system was conceived and designed in Two prototype vehicles, HUGIN I and HUGIN II (the latter has since been renamed NUI Explorer) were developed as part of the project. Sea trials with HUGIN I started in August, 1996, and system qualification and acceptance tests took place in June, HUGIN II, which features a newly developed and unique battery system, was officially delivered to the operating company, NUI, in June, B. The HUGIN UUV (a) (b) (c) (d) (e) (f) (g) (h) (i) Fig. 1. The HUGIN II UUV: (a) payload container, (b) ballast tank, (c) acoustic link transducers, (d) ALHP battery container, (e) MBE transducer, (f) DVL transducer, (g) emergency drop weight, (h) control section, (i) propulsion section The HUGIN class UUV is characterized by its optimized low-drag shape, which facilitates both long endurance and very high orientation stability both of which were crucial requirements for the initial application of the vehicles. The length of the vehicle is 480 cm, maximum diameter 80 cm. Total volume is 1.2 m 3, weight on land approxi-

2 mately 700 kg. Both vehicles are rated for operation at water depths up to 600 m. Cruise speed is 4 knots. The only major difference between the two vehicles produced, is the battery system. HUGIN I carries a 3 kwh NiCd battery, which is sufficient for 6 8 hours of operation. HUGIN II has a semi fuel cell battery delivering 18 kwh, whch allows for up to 36 hours of continuous operation and fast refueling between missions. For navigation, guidance and control, each vehicle is equipped with a motion reference unit (Seatex MRU-5), a Doppler velocity log (EDO 3050), a pressure sensor (Digiquartz 8DP700 I), and a 3-axis fluxgate compass (Leica DMC). Data from all sensors is used for real-time vehicle guidance and control, and also stored on the vehicle hard disk for post-processing. More information about sensor performance and post-processing can be found in [2]. Fig. 2. HUGIN I in the recovery container onboard M/V Seaway Commander in June, 1997 The standard payload of the HUGIN I and II vehicles is a customized version of the Kongsberg Simrad EM3000 multibeam echo sounder (MBE). The EM3000 range data is stored on the vehicle hard disk for retrieval after ascent. The vehicles are equipped with three independent acoustic communication links. A 2 kbps multiple frequency shift keying (MFSK) data link is used to transmit compressed control and payload sensor data to the surface in real-time. A 55 bps frequency shift keying (FSK) bidirectional command link is used for vehicle control and event monitoring. The HiPAP super short base line acoustic positioning transponder can be utilized as an emergency command link. The HUGIN vehicle is described in more detail in [3] and [4]. C. Operation The HUGIN vehicle has sufficient autonomy for shortand intermediate-term operation without operator intervention. However, to achieve maximum positioning accuracy, a surface vessel with high-quality (differential or kinematic) GPS and HiPAP systems installed normally follows the UUV throughout its mission. This facilitates the use of the acoustic links for continuous vehicle monitoring, mission quality assurance, and improved track line following. The HUGIN vehicles have up to now been operated from five different surface vessels, ranging from the 85-ft M/S Simrad to the 250-ft M/V Seaway Commander. While the UUV is on deck, the HUGIN Operator Station is used for programming a mission plan, which is transferred to the UUV along with other mission-specific parameters. The mission plan is basically a sequence of guidance references (heading/course, speed/rpm, and depth/altitude), with elapsed time and/or traveled distance as termination criteria for each entry. The pre-programmed mission may be altered in a variety of ways after the mission has started. Any future entry of the mission plan may be reprogrammed, and any part of the current entry may be overridden. In addition, more detailed control of the system is available (e.g., sensor configuration). Furthermore, certain frequently used maneuvers can be commanded (e.g., parallel shift). Fig. 3. Operator s display of the Mission Plan (green), along with map data (cyan), and UUV position and trajectory (yellow)

3 III. Current applications Over the past two years, the two prototype HUGIN UUVs have been used for numerous commercial and scientific applications. The list below illustrates the variety of markets already being addressed by the system. the route. To obtain very high resolution, the UUV was operated at only 30 m altitude, with 60 m line spacing. A. Seabed mapping for offshore applications In the fall of 1997, HUGIN I became the world s first UUV used in a fully commercial offshore operation. The vehicle was commissioned for detailed seabed topography surveying of the Åsgard Gas Transport Pipeline Route, operated from the survey vessel M/V Seaway Commander. Between September 27 and November 10, the UUV surveyed 460 line km and accumulated 140 hours of dive time, in weather conditions up to sea state 5. HUGIN was operated along lines 50 m above the seabed, 30 m to either side of the planned route center line. The data logged by HUGIN I was downloaded after each mission. All post-processing, including production of the final digital terrain model (DTM), was performed onboard the survey ship within hours after vehicle recovery. 160 maps in scale 1:2000, with 0.2 m depth contours, were produced from the HUGIN data. Fig. 5. Unfiltered bathymetry data recorded on the HUGIN Vest Prosess operation. Grid spacing is 100 m. White contours 5 m, grey contours 1 m During 16 mission hours spread out over three days, HUGIN I traveled 85 km in the area. A sample of the data recorded is displayed in Fig. 5. The four white diagonal lines indicate the trajectory of HUGIN I over the sea floor. The small gap around the middle of the rightmost track indicates the area covered by each line, and the overlap between adjacent lines. Further seabed mapping missions for the Norwegian oil companies are in the planning and preparation stages as this paper is being written. Fig. 4. Parts of the Åsgard Transport route surveyed by HUGIN I (displayed in red) HUGIN I demonstrated a data collection rate several times higher than what was achieved with the Solo 01 survey ROV also operated from the ship. The speed of the ROV averaged less than 1 knot, whereas HUGIN I operated at its regular speed of 4 knots. Even when HUGIN I was operated at twice the altitude of the ROV, the collected data was found to be of equal quality. In October 1998, both HUGIN I and II were used in the Vest Prosess seabed mapping operation. The survey area contained unusually rough terrain, with sea depth variations from 200 to 600 m within only a few kilometers along B. Seafloor subsidence monitoring There is significant interest in measuring the amount of seafloor subsidence in areas with heavy oil and gas extraction. In 1998, the potential use of HUGIN UUVs for subsidence monitoring was investigated. The subsidence is assumed to be on the order of 10 cm per year. Extreme depth accuracy was therefore required to be able to monitor this development. A detailed analysis of both the absolute and the relative depth accuracy provided by the HUGIN system was performed, and can be found in [5]. Of the two, the relative accuracy, or repeat accuracy, is the most important for this application. At depths of around 300 m, a relative accuracy approaching 15 cm (1 σ) was predicted. Given that the subsidence monitoring would take place over a number of years, HUGIN was found to meet the requirements. However, because of changing customer priorities, the actual missions have so far been postponed.

4 Fig. 6. Bathymetry of area with coral reefs off the coast of Hordaland, Norway. The vertical (depth) scale is exaggerated by a factor of 2. The white lines show the trajectory of HUGIN II C. Environmental monitoring The Institute of Marine Research (IMR) is Norway s national center for research on coastal and ocean life and the marine environment. One of IMR s many responsibilities is monitoring of coral reefs. In June, 1998, IMR used HUGIN II from their research vessel R/V Johan Hjort off the West coast of Norway, mapping an area that was presumed to be scattered with coral reefs. In a single 6-hour mission, the UUV mapped an area of 7000 x 600 m (4.2 km 2 ). An excerpt of the data recorded is displayed in Fig. 6. The object of this first mission was mainly to gain experience with the possibilities and data quality offered by the system. In the near future, HUGIN II may be used more extensively in similar missions. The data will be used partly to create documentation on the number of coral reefs and their locations, partly to assess the amount of damage done to the reefs by trawlers. D. Fishery research Fish stock abundance estimation is another of IMR s responsibilities. A general problem with the direct observation methods currently used in this area, is that the platforms from which the sensors are operated may actually scare away the fish, causing biased and very uncertain estimates. IMR is therefore in search of a more silent approach to data gathering for stock abundance estimation, and use of the HUGIN UUVs seemed an interesting proposition. In January, 1999, initial tests were performed for IMR. For these missions, the EM3000 MBE normally on-board the HUGIN II was replaced with a 38 khz Simrad fishery sonar. Apart from realistic testing of this system configuration, the objective of the operation was to determine the noise levels attainable with this platform. Excellent quality echograms were recorded, and noise measurements verified that HUGIN was completely silent for the application. Based on these successful results, new missions are planned for fishery research [6]. E. Mine countermeasures research In MCM route survey, vulnerable routes or areas are surveyed regularly in peace-time, and all objects registered. In a time of conflict, the area will be re-surveyed, in order to detect and classify any new mine-like objects (MILOs). Up to now, route survey has primarily been performed with imaging sensors (forward-looking and side scan sonars). Bathymetric sensors, such as MBEs, have so far not been able to resolve details the size of mines, with typical cross-section of approximately 0.5 m. With the latest generation of MBEs, which includes the EM3000 present in the HUGIN vehicles, this is changing. A Canadian study [7] established that modern MBEs can resolve objects the size of mines, but only in very shallow water, and even then with insufficient reliability. The Canadian study was performed with MBEs mounted on a surface vessel. Significantly better performance can be expected from an MBE mounted on a UUV or AUV. The HUGIN I and II vehicles have been used in a series of mine hunting research operations, conducted by FFI in A number of dummy mines were lowered to the seabed at depths ranging from 80 to 200 m, with HiPAP mini-beacons attached for accurate positioning. HUGIN was run over the dummy minefield at altitudes ranging from 9 m to 30 m.

5 An example of the data collected with EM3000 from low altitude is shown in Fig. 7. The images display the data recorded from one pass (from bottom left to top right) over a Manta dummy mine. The response from the mine is clearly seen in the left half of the image. From the backscatter data (bottom image), even the recovery chain running from the Manta is seen to give a significantly higher echo strength than the surrounding seafloor. Furthermore, the peak at one end of the depth response can be attributed to the HiPAP beacon and flotation device, which was floating a few decimeters above the mine dummy. (a) (b) Fig. 7. EM3000 response from Manta mine dummy: (a) Depth color coded, (b) Backscatter (echo strength) color coded The data set collected in these missions has been used extensively in the development of algorithms for automatic mine detection and classification from bathymetric and imaging data. The results of this work will be published later this year. IV. Future developments A. Offshore operations A second generation HUGIN system (HUGIN-2000) is presently under development to enable extended capabilities to meet the challenges of future survey operations. The focus of the offshore community is steadily moving towards deeper waters and HUGIN-2000 will provide a 3000 m depth capability and a suite of sensors for establishing a complete seabed documentation for site- and pipeline developments. This documentation will include high precision bathymetry as well as high resolution acoustic imaging and subbottom profiling. A further extension of the HUGIN-2000 system will be to provide high resolution imaging documentation from pipeline and cable inspection operations. B. Advanced fishery research The fishing sector represents the second largest export industry in Norway and sustainable management of marine resources is therefore an important priority of the Norwegian authorities. This management is based on scientific advice, using various methods of fish stock measurements, together with predictions of future productivity and harvest. Inappropriate methods and uncertainty in the biological data sources may lead to inaccurate management decisions of great negative impact to the industry [8]. Motivated from this need for improvements in monitoring methodology of marine resources, the Institute of Marine Research will continue to use the HUGIN system to provide the capability of a silent approach to monitor the marine resources without influencing the study objects and thereby introduce uncertainty in the measurement data. Also studies of coral reefs based on survey data from HUGIN will be undertaken, as well as regular environmental monitoring of the native ocean areas. Work is underway to augment HUGIN s sensor suite for improved suitability for these applications. C. Mine hunting AUV technology holds great promise for future MCM operations through the capability to operate the mine detection and classification sensors ahead of or completely independent of surface ships and without the operational limitations introduced by tethered sensor platforms. This capability has been instrumental in the efforts in Norway to establish a national deep water mine hunting capability and to provide force multiplier benefits to the current MCM assets at all water depths, to improve mine detection and classification quality, and contribute to increased safety of the mine hunting operations. This is done through the development of a dedicated mine reconnaissance concept based on the HUGIN system. In order to meet the specific requirements of this application, the HUGIN system will be further developed to improve upon vehicle autonomy, navigation performance and sensor capabilities. The vehicle must be able to sys-

6 tematically survey areas of interest over extended periods (days) without continuous interaction from a parent ship and with a minimum use of local networks of acoustic longor super short baseline systems and GPS updates. The baseline navigation onboard the vehicle will be an aided inertial navigation system with a sensor suite including an inertial measurement unit (1 nmi/h class performance), a pressure sensor, an acoustic doppler velocity log, a GPS receiver, and a redundant motion reference unit. A standard mode of operation will be bottom referenced doppler velocity aiding of the inertial navigation system. In this mode, the system will have bounded attitude accuracy, but a drift in the horizontal position of the order of 0,1% of distance traveled. Operational qualification of the HUGIN vehicle with this sensor suite is part of the 1999 work programme. In addition to this baseline sensor suite, a seabed referenced aiding system will be introduced to provide a bounded error navigation system. This terrain aided navigation system will use real time measurement of topography from a suitable sensor, together with a seabed map from prior survey operations of the area. The position accuracy of the terrain aided navigation system will be given by the uniqueness of the topography, the accuracy of the seabed map and the time between terrain navigation updates to the inertial navigation system. Development of these proprietary terrain navigation algorithms is completed, and the system has been tested off line on real data from the HUGIN system. The system will be integrated in the HUGIN vehicle as part of the aided inertial navigation system and will perform in real time in exercise mine hunting operations by the end of year The use of feature based navigation will be investigated as well, as a supplement to bathymetric navigation. D. Long endurance applications Over the last few years, battery technology has progressed rapidly to enable long endurance, long range capabilities consistent with operation in small sized underwater vehicle systems. At FFI there has been a strong focus to contribute to this development in order to have commercially available battery systems to meet the complete range of requirements for continuous submerged endurance, ranging from hours to weeks. The most significant achievements to meet this goal have been the development of a semi fuel cell technology which has the potential of providing endurance capabilities of 1 4 days ( nautical miles), and a seawater battery system providing endurances of several weeks and range capabilities of more than 1000 nautical miles. The semi fuel cell battery has been developed for the current version of the HUGIN system, while the seawater battery system was demonstrated as early as 1993 [9]. The seawater battery in particular will be an enabling technology in applications relating to marine research and undersea surveillance. V. Concluding remarks The HUGIN UUV system was developed for a very specific purpose bathymetric mapping for offshore oil and gas applications. The two prototype vehicles developed have already been used repeatedly for this application, and the cost-effectiveness of the concept has been proven to be well beyond most early expectations. However, the UUVs have also been put to extensive use in a variety of other areas, some of which were not even imagined at the inception of the system. Furthermore, new uses of the system continue to emerge as its capabilities are expanded. In [1], it was predicted that UUVs would be used in commercial settings by year HUGIN has beaten that prediction by 2-3 years. Arguably, it is still not generally realized just how much the introduction of affordable UUV operations will influence the future of the marine sciences. References [1] Glenn Zorpette: Autopilots of the deep. IEEE Spectrum, August 1994, pp [2] Bjørn Jalving and Kenneth Gade: Positioning Accuracy for the HUGIN Detailed Seabed Mapping UUV. Proc. Oceans 98, Nice, France, 1998 [3] Nils Størkersen et al.: Hugin UUV for Seabed Surveying. Sea Technology, February 1998 [4] Karstein Vestgård, Rolf Arne Klepaker, Nils Størkersen: High Resolution Cost Efficient Seabed Mapping with the HUGIN UUV. Proc. UUVS 98, Southampton, UK, September 1998 [5] Bjørn Jalving: Depth Accuracy in Seabed Mapping with Underwater Vehicles. Proc. Oceans 99, Seattle, WA, USA, 1999 [6] Olav Rune Godø: What Can Technology Offer the Future Fisheries Scientist Possibilities for Obtaining Better Estimates of Stock Abundance by Direct Observations. J. Northwest. Atl. Fish. Sci., 23: [7] Michel B. Brissette: The Application of Multibeam Sonars in Route Survey. M. Eng. thesis, University of New Brunswick, Canada, 1997 [8] Olav Rune Godø et al.: Methods for Fishery Resources Assessment. Status and Potentials of Marine Resource and Environment Monitoring. Research Council of Norway, 1998 [9] Øistein Hasvold: A Magnesium-Seawater Power Source for Autonomous Underwater Vehicles. Power Sources 14, International Power Sources Symposium Committee, UK, 1993 Acknowledgment The authors want to thank Olav Rune Godø, Institute of Marine Research, for valuable input on the use of HUGIN for fishery and environmental research.

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