OTC 24461
 
 
Advances in Autonomous Deepwater Inspection
D. McLeod, J. Jacobson, Lockheed Martin
 
 
Copyright 2013, Offshore Technology Conference
 
This paper was prepared for presentation at the Offshore Technology Conference Brasil held in Rio de Janeiro, Brazil, 29–31 October 2013.
 
This paper was selected for presentation by an OTC program committee following review of information contained in an abstract submitted by the author(s). Contents of the paper have not been
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Abstract
 
Advances in autonomous inspection of deepwater subsea facilities are examined to illustrate the
favorable enhancement of safety, reliability, reduction in risks, economic benefits and superior data
products compared to conventional means. These benefits provide operators with significant
improvements over general visual inspection by the addition of sensors that produce 3D models of the
structure being inspected. Examples are provided illustrating test data from operations conducted from
2011-2013.
 
Additional benefits include rapid response when a loss of well containment requires large standoff
distances between the host vessel and the sensing platform. Three dimensional georegistered models of
the entire scene can be rapidly collected within hours of the incident providing responders with a clear
vision of the underwater scene along with in-situ status of critical components.
 
Introduction of new sensors support even more advanced capabilities leading to autonomous metrology,
hydrocarbon detection tracking and fingerprinting, non-contact corrosion potential measurement, thermal
measurements and three dimensional underwater scanning lasers.
 
Application to deepwater life of field inspection will be presented with evidence gained from offshore
trials in 2011 and 2012. This emergent technology supports Subsea Facility Inspection Repair and
Maintenance, Integrity Management Inspections of Marine Risers, Moorings and anchors, Subsea
Pipelines, Flowlines, Umbilicals, and supporting subsea infrastructure.
 
Introduction
 
Frequent risk based assessment of the condition and integrity of subsea equipment is vital to predicting the life of the
equipment and prevention of uncontrolled release of hydrocarbons into the environment. Oil and Gas operators must know
the state of the equipment that is often thousands of meters below the ocean surface shrouded in the veil of darkness.
“Protection of health, safety, and the environment is a critical component of the processes and procedures used to monitor the
conditions of offshore surface and subsea facilities and structures” (1). Traditional means of inspecting this equipment
employs visual sensors such as video or still cameras mounted on Remotely Operated Vehicles (ROVs) that are hardwired to
the operators controlling the vehicle from a ship above the inspection site. Such General Visual Inspection (GVI) requires
significant topside support equipment and numerous skilled operators on site to control observe and maintain the ROV and
interpret the images along with a large vessel support crew (MTS Journal Article). While the quality of images has improved
with the advent of digital High-Definition or HD sensors the images are often degraded by movement of the cameras and the
turbidity of the water, reducing the effectiveness of the inspection. In addition, the data provided to clients is often hours
upon hours of recorded video that must be archived and revisited by humans for detailed examination.
The performance of IRM tasks in deepwater using current methods with ROVs can be costly and inefficient. Deepwater
ROVs require large DPII vessels, thousands of square feet of deck space, for support equipment that can weigh up to 90 tons.
Vessel operations are limited by weather, mobilization/demobilization timelines, and operational constraints due to umbilical
deployment in deepwater. Extended vessel deployments at high day rates are required to complete ROV-based IRM
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operations due to these inefficiencies, driving the costs of field operations and maintenance in deepwater to millions of
dollars per year. Under these circumstances, the development of smaller “marginal fields” or deepwater fields in remote
locations or hostile environments such as under arctic ice may not be commercially viable.
The implementation of AUV-based IRM will provide significant improvements in safety, operating efficiency, and
project economics for deepwater fields. No longer will large DPII vessels with expensive and cumbersome ROV spreads be
required for simple IRM. In the near term, AUVs can be deployed from smaller “utility class” vessels, be capable of
operations in higher sea state and current conditions, and perform IRM tasks much more efficiently without the operational
limitations and equipment hazards imposed by umbilical and tether management systems. Reduction in equipment
complexity, vessel size and crew size will also result in improved safety, reliability, and lower environmental impact.
Eventually, AUVs will become “field resident”, residing in the subsea field for periods of months or years, resulting in the
elimination of surface vessels, further improvements in environmental monitoring, equipment safety, and operating
efficiencies, and substantial reductions in cost.
Lockheed Martin Engineers have developed the Marlin® Autonomous Underwater Vehicle (AUV) (Fig. 1) that not only
carries the sensors, but also interacts with the sensors and the vehicles navigation and control system to produce high quality
motion compensated 3D models within minutes of retrieving the vehicle to the surface. “3D imaging on the fly” enables users
to collect a god’s eye view of the subsea field with accurate 3D modes generated for every structure imaged over the course
of a data collection mission. These models are not limited to the scanning field of view of a tripod mounted sensor and
leveraging our patented Feature Based Navigation system the models are accurate to millimeters or centimeters depending on
the 3D sensor employed.
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Fig. 1. Lockheed Martin Marlin AUV Operating in the Gulf of Mexico
 
 
Benefits of Autonomous Inspection
 
Increased safety of operations with lower risk
C Fewer personnel at sea
C Large standoff distances from the facility being inspected
C No Divers or ROV umbilicals
C Underwater Homing and Docking of the Marlin
C Controlled Launch and Recovery
3D Model Data Products
C Georegistered inspection data
C Automatic Change Detection
C SACS Interface
C Compatible with multiple visualization and engineering tools
Reduced cost of operations
C Faster inspection
C Smaller Vessels
C Fewer personnel at sea
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C Reduced environmental impact
C Wider operational weather window
Reduced specification requirements on support vessel
C Simultaneous operations from a single support vessel
C Smaller footprint
C Reduced weight
C Dynamic Positioning not required
C Standard ISO structural interface
C Reduced Mobilization Costs
Faster response to emergency inspections
 
Advanced Inspection Sensors
 
With the advent of 3 Dimensional (3D) imaging sonar and 3D Light Detection and Ranging (LiDAR) the visual images
can be augmented or replaced altogether with 3D models of the subsea equipment geolocated in their respective positions on
the seabed. These 3D models can be imported into a variety of third party software tools that permit detailed engineering
analysis of the structures and even real time change detection (2).
 
3D Imaging Sonar
 
Lockheed Martin has developed and tested the Marlin AUV employing a Coda Octopus Echoscope® 3D imaging sonar
as the primary inspection sensor. The Echoscope produces a 128 x 128 matrix of receive beams at a rate of 5/second. The
high density returns imaged from multiple aspects result in a 3D image of the desired objects as the Marlin travels around the
structure to be inspected. The Marlin’s software georegisters each image pixel and constructs a three dimensional model
using advanced image processing techniques. The result is a high resolution 3D model of the target structure.
While the Marlin traverses around the platform or subsea structure at two knots the sonar images are being collected and
processed in real time to build 3D models on the fly. Fig. 2 represents a structure that was inspected in 2011 in the Gulf of
Mexico. The entire inspection process for this four pile platform in 135 ft. water depth required forty one minutes to
complete. A comparable inspection by divers or ROV could take anywhere from 4 to 24 hours depending on environmental
conditions.
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Fig. 2. 3D Sonar Image of a 4 pile platform in the Gulf of Mexico.

The image was generated autonomously using the Marlin AUV Structural Survey System
 
 
 
The resulting 3D models are processed on board the Marlin and used for feature based navigation, autonomous change
detection, and allow the vehicle to revisit specific areas of the platform for close in inspection using optional sensor.
 
3D LIDAR Sensors
 
A 3D LiDAR is under development in a project partially funded by the Research Partnership to Secure Energy for
America (RPSEA) (ref Oceans paper). The DP-2 3D LiDAR product under development by 3D at Depth will revolutionize
high accuracy model building when employed on the Lockheed Martin Marlin AUV. Lasers used underwater are subject to
reduced range and poor image quality due to turbidity and absorption characteristics of the seawater. However, when video
or still images reach the limit of their usefulness under identical conditions the 3D Laser will still provide sufficient
performance to construct high accuracy 3D models. The DP2 Laser system will be tested on the Marlin system in early 2014.
When compared to General Visual Inspection (GVI) both sonar inspection and 3D LiDAR inspection offer superior
performance in murky waters when video images are barely perceptible (Fig. 3).
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Fig. 3. 3D at Depth InSCAN LiDAR performance in varying conditions against varying targets.
 
Lockheed Martin recently completed the adding the DP2 Laser simulation into our Marlin Simulation Lab. De-risking of
offshore operations start with a laboratory simulation that incorporates georegistered 3D models of the subsea scene and
bathymetry, vehicle motion and trajectory, simulated models of the actual laser performance (transmission and scattering) in
the sea water medium, simulated performance of the DP2™ 3D LiDAR, and the onboard signal processing used by the
Marlin. A simulated image produced by the DP2 LiDAR from a Marlin moving at 2.0 kts is shown in Fig. 4.
 
 

Fig. 4. Subsea well head simulated image produced by the DP2 LiDAR while mounted on a Marlin moving at 2.0 kts.
This image was produced in the Marlin Simulation Lab.
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Advanced Magnetic Sensors
 
Lockheed Martin has applied new technology toward the development of a new revolutionary magnetic sensor that has
multiple applications within the Subsea Industry. Future technical papers will chronicle the development of this sensor.
 
Hydrocarbon Sensors
 
There are a variety of hydrocarbon sensors on the market that have achieved varying success underwater. Further
development is required to mature these sensors to a level that allows not only hydrocarbon detection but hydrocarbon
fingerprinting on-the-fly.
 
Deepwater Life of Field Integrity Management
 
Equipped with a variety of sensors the Marlin AUV offers a new and affordable inspection tool for the deepwater subsea
operators. Instead of simple video or photographic images the operators will now receive 3D models based on sonar, laser,
or photographic imaging. As noted earlier these models provide the basis for engineering analysis leading to deterministic
conclusions versus conjecture based on the eye of an observer. Once problem areas are identified the engineers have the
tools necessary to determine the severity of the problem and objectively establish the risk of integrity breach. The models
also become a baseline for future surveys and enable automatic change detection.
 
The versatile and highly capable Marlin Inspection System is suitable for a variety of shallow water and deepwater tasks
including:
 
C Geotechnical Survey
o Baseline environmental surveys
o AUV 3D Micro-volume surveys to locate and define vents, outcrops, mass transport deposits, gas hydrate
chimneys, on-bottom faults, etc.
o Time-reference fluid expulsion events
C Construction Support Missions
o Touchdown monitoring of pipeline installation
o Heavy lift mode, critical path validation of operator’s geospatial installation specification for subsea well
manifolds, PLEM’s and PLET’s
o Jumper measurement pre and post installation
o As-installed location surveys (entire field referenced)
o In-field route surveys for jumpers, flying leads, Flowlines, chemical lines and auxiliary seabed equipment
 
C Post Construction – As Installed Surveys
o 3D model of subsea drill centers and in-situ subsea hardware
o Incorporation of model rendering into scene visualization using GPU based display applications
o True baseline geo-registered models can be sourced from client data systems to “plug and play” scenarios
for hardware additions in brownfield development needs
 
C IRM survey
o Hydrate migration surveys
o Pre-intervention as-found survey for planning purposes
o Dropped object damage assessment
o SURF facilities comprehensive inspection tailored to custom video/acoustic/laser survey specifications
o NDT inspection of SURF components using emerging technologies adapted to the remote sensing
requirements of the subsea environment
o Data harvesting tasks based on FEED generated field resident design applications
 
C Decommissioning survey
o Downed structure site mapping
o Structural survey of standing structures to determine the state of the structure
o Pre decommissioning survey
o In stride survey during decommissioning activities
o Post decommissioning site clearance survey
 
Upon completion of the various inspection tasks the 3D geo-registered models can provide:
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C Quantifiable measurement of structures, features, flaws, scour, dropped objects, berms, free-spans, anode depletion,
pipe buckling, overbend, etc.
C Scene visualization for an entire site, including standing or downed structures, subsea infrastructure, and seabed
features, etc.
C Identification and volumetric evaluation of hydrocarbon gas plumes from natural seeps or infrastructure leaks
C Debris field mapping for large areas that have incurred a significant event such as a storm or environmental incident
C Mensuration of critical distances, angles, and orientations for applications such as spool piece measurement, subsea
equipment installation, etc.
 
Comparison of a 3D model against an “as-built” 3D CAD model or a previously imaged 3D model can provide Real-
Time Change detection, resulting in:
C In-situ detection of changes, enabling autonomous “revisit” of areas of interest to obtain greater detail and additional
sensor information
C Real-time notification of the operator regarding changes that have been discovered during autonomous inspection
C Rapid modeling of changes against a known “as built” baseline
 
The Marlin AUV using the Coda Octopus Echoscope® 3D Sonar was deployed in the Gulf of Mexico in 2011 and 2012
conducting surveys of fixed platforms and the surrounding seabed. 3D models generated by the Marlin are provided in the
following figures (Fig. 6, Fig. 7, Fig. 8, Fig. 9, Fig. 9).
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Fig. 5. Multi pile production platform jacket and surrounding seabed imaged using Marlin and Echoscope
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Fig. 6. Partially decommissioned platform scene showing surrounding debris field.
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Fig. 7. Platform Decommission site.
Third party software enables users to obtain detailed measurements across the image.
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Fig. 8. Reefed Platforms, exemplary of rapid assessment after a catastrophic event.
 
 

 
Fig. 9. Reefed Platform scene view (left image) and close up (right image).
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Future capabilities for deepwater AUVs will be substantially enhanced through the use of subsea docking stations and
local Wi-Fi “hot spots”. The ability to upload high volumes of mission sensor data, download supervisory instructions, and
recharge batteries will extend AUV mission life to days or weeks, and eventually to months and/or years. The ability to have
localized real-time high bandwidth wireless communications for critical IRM operations such as subsea production
equipment monitoring, sampling, valve operations, and other intervention operations will eliminate the need to mobilize
expensive surface vessels and large ROV spreads to accomplish routine maintenance tasks. The value of these capabilities
for remote deepwater and/or arctic locations cannot be overstated, since it provides immediate in-field access to complete
tasks that would otherwise take days or weeks to accomplish.
 
Lockheed Martin has provided the subsea industry with a robust, cost effective, and game changing tool to allow users to
create timely and durable 3D geolocated models of subsea fields.
 
Stand by for future disclosures about our deepwater version of the Marlin Product Line (Fig. 10).
 

Fig. 10. Lockheed Martin's 4000m Deep Marlin will bring advanced imaging capabilities to deepwater users.
 
Acknowledgments
 
This work is being conducted with partial funding under a Department of Energy contract administered by the Research
Partnership to Secure Energy for America (RPSEA) with direct oversight and inputs from RPSEA Project Manager Mr.
Donald Richardson.
 
The authors would like to acknowledge the entire Lockheed Martin and 3D at Depth teams for their professional and tireless
efforts to advance technology.
 
References
 
(1). Boschee, Pam. "Offshore Asset Integrity Management Advances with new Technologies", Oil and Gas Facilities., Vol. 1, 4., August, 2012
(2). McLeod, Dan, Jacobson, John and Hardy, Mark. "Autonomous Inspection using an Underwater 3D LiDAR". Unpublished, San Diego:
Marine Technology Society Oceans 2013 MTS/IEEE, 2013. 130503-107.
(3). McLeod, Dan and Jacobson, John., "The role of Autonomous Underwater Vehicles in Deepwater Life of Field Integrity Management".
Rio de Janeiro : Offshore Technology Conference, 2011. OTC Brasil Proceedings. OTC 22438.