Radiated noise characteristics of a modern cargo ship

Arveson, Paul T.; Vendittis, David J.

doi:10.1121/1.428344

Cited by 310 publications

(191 citation statements)

References 9 publications

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“…The low-frequency striations during the speed-up are distorted, which are probably due to the complicated source spectra transition between different navigation speeds [36]. However, the overall striation structure is well preserved.…”

Section: Experiments Descriptionmentioning

confidence: 95%

Ocean bottom geoacoustic characterization using surface ship noise of opportunity

Ren

Hermand

2012

2012 Oceans - Yeosu

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Abstract-The broadband noise field of a ship of opportunity often exhibits environment dependent striation structure in the frequency-range plane. For the soft-layered sediment environment studied in this paper, the striation structure is critically determined by sub-bottom sound speed (Cbot), sediment thickness (H) and sediment sound speed (Csed). Numerical simulations demonstrate that striations in different frequency bands have different sensitivities to the three critical parameters. The sensitivity differences are used here to progressively estimate the Cbot, H and Csed. We first use low-frequency striation structure to estimate the Cbot, then obtain a preliminary estimation of the H and Csed with a set of low-frequency striations, and finally find the best-fit solutions from previous estimates using high frequency striation structure. We processed passive ship run data collected in Mediterranean Sea in 2007. The good agreement between our results with active inversion methods demonstrates the accuracy of the method for ocean bottom geoacoustic characterization.

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Section: Experiments Descriptionmentioning

confidence: 95%

Ocean bottom geoacoustic characterization using surface ship noise of opportunity

Ren

Hermand

2012

2012 Oceans - Yeosu

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“…The average source level for each of these ship types was computed (on the linear scale) based on data contained in McKenna et al (2012) and was found to be 185.6, 181.0 and 185.7 dB re 1 Pa @ 1 m for container ships, oil tankers, and bulk carriers respectively. These data were selected because they are based on relatively new ships and represent values that are lower than those presented in earlier estimates (e.g., Arveson and Vendittis, 2000), thus adding a degree of conservatism to these projections. Finally, the projected fleet-wide source levels were computed by multiplying this average source level on the linear scale by the projected number of ships in each segment of the fleet and then returning the source levels to the decibel scale.…”

Section: Methodsmentioning

confidence: 99%

“…Further, the projected fleet growth is expected to be dominated by larger vessels (Lloyds Register Group, 2013), which are generally noisier (Arveson and Vendittis, 2000). For example, container ships with capacities greater than 7600 twenty-foot equivalent units (TEU) are projected to increase from 20% of the container fleet to approximately 48% by 2030 (Lloyds Register Group, 2013).…”

Section: Methodsmentioning

confidence: 99%

Coral reef soundscapes : spatiotemporal variability and links to species assemblages

Kaplan¹

2017

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Coral reefs are biodiverse ecosystems that are at risk of degradation as a result of environmental changes. Reefs are constantly in a state of flux: the resident species assemblages vary considerably in space and time. However, the drivers of this variability are poorly understood. Tracking these changes and studying how coral reefs respond to natural and anthropogenic disturbance can be challenging and costly, particularly for reefs that are located in remote areas. Because many reef animals produce and use sound, recording the ambient soundscape of a reef might be one way to efficiently study these habitats from afar. In this thesis, I develop and apply a suite of acoustics-based tools to characterize the biological and anthropogenic acoustic activity that largely comprises marine soundscapes. First, I investigate links between reef fauna and reef-specific acoustic signatures on coral reefs located in the U.S. Virgin Islands. Second, I compare those findings to a more expansive study that I conducted in Maui, Hawaii, in which the drivers of bioacoustic differences among reefs are explored. Third, I investigate the distances over which sounds of biological origin may travel away from the reef and consider the range within which these acoustic cues might be usable by pelagic larvae in search of a suitable adult habitat. Fourth, I assess the extent to which the presence of vessel noise in shallow-water habitats changes the ambient soundscape. Finally, I present the results of a modeling exercise that questions how ocean noise levels might change over the next two decades as a result of major projected increases in the number and size of and distance traveled by commercial ships. The acoustics-based tools presented here help provide insight into ecosystem function and the extent of human activity in a given habitat. Additionally, these tools can be used to inform an effective regulatory regime to improve coral reef ecosystem management.

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“…Small craft with high-speed engines and propellers generally produce higher frequency noise than large vessels (Erbe 2002, Erbe et al 2013. Large vessels, including the cruise ships and tour vessels, generate substantial low frequency noise because of their size and their large, low rpm engines and propellers (Arveson & Vendittis 2000).…”

Section: Introductionmentioning

confidence: 99%

Predicting the acoustic exposure of humpback whales from cruise and tour vessel noise in Glacier Bay, Alaska, under different management strategies

Frankel¹,

Gabriele²

2017

Endang. Species. Res.

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Vessel traffic management regimes intended to protect baleen whales can have unexpected consequences on whale exposure to underwater noise. Using the Acoustic Integration Model, we simulated whale and vessel movements in Glacier Bay National Park (GBNP). We estimated vessel noise exposures to humpback whales Megaptera novaeangliae while varying the number, speed (13 vs. 20 knots [kn]), and timing of cruise ships, and keeping a constant number, speed, and timing of smaller tour vessels. Using calibrated noise signatures for each vessel and the known sound velocity profile and bathymetry of Glacier Bay, we estimated received sound levels for each simulated whale every 15 s in a 24 h period. Simulations with fast ships produced the highest maximal sound pressure level (MSPL) and cumulative sound exposure levels (CSEL). Ships travelling at 13 kn produced CSEL levels 3 times lower than those traveling at 20 kn. We demonstrated that even in cases where a ship is only a few dB quieter at a slower speed, CSEL is lower, but the ship's transit may take substantially longer. Synchronizing ship arrival times had little effect on CSEL or MSPL but appreciably decreased cumulative sound exposure time (CSET). Overall, our results suggest that the most effective way to reduce humpback whale acoustic exposure in GBNP is to reduce the numbers of cruise ships or their speed, although adjusting ship schedules may also be beneficial. Marine protected area managers may find these results illustrative or adapt these methods to better understand the acoustic effects of specific vessel management circumstances.

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Radiated noise characteristics of a modern cargo ship

Cited by 310 publications

References 9 publications

Ocean bottom geoacoustic characterization using surface ship noise of opportunity

Ocean bottom geoacoustic characterization using surface ship noise of opportunity

Coral reef soundscapes : spatiotemporal variability and links to species assemblages

Predicting the acoustic exposure of humpback whales from cruise and tour vessel noise in Glacier Bay, Alaska, under different management strategies

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