The hydro-acoustic noise radiating from underwater tunnels during vehicle passage may be harmful to aquatic fauna, and this is a particular concern for endangered species. Therefore, the effects of underwater noise radiation and propagation on aquatic biodiversity must be investigated. In this study, the dynamic response of the sediment and tunnel structure in the Yangtze River in China was explored by conducting a field test, and the associated noise radiation from the tunnel was recorded and investigated. A three-dimensional numerical model was then developed to simulate the vibration of the tunnel-sediment coupling system induced by random traffic-flow models. Next, a modal acoustic transfer vector-based method was used to predict underwater noise radiation by use of a three-dimensional finite-element acoustic model. Finally, the accuracy of the simulated results was verified by comparison with measurements. The results showed that the noise radiation induced by passing vehicles was approximately 14 dB greater than the background noise, with a main frequency range of 12–25 Hz. The random traffic-flow model had obvious influence of the simulated noise level above 20 Hz. Vehicle-induced underwater noise may thus have a direct effect on fish species that can perceive low-frequency sound pressure. The proposed method can be used for further investigation of methods to reduce the effect of underwater noise on aquatic fauna, especially endangered species.

Among the noisiest man-made activities in the seas, emitting very high acoustic energy are the underwater explosions of various objects and ship shock trials. Sound energy emitted by high explosives can be predicted or measured at sea. Sometimes, it can be convenient to apply empirical formulas and scaling laws to approximate the energy of underwater explosions. In addition, at some instances the determination of the spectral properties of the explosions is useful, i.e. when possible animal exposure to impulsive noise has to be evaluated. This paper presents an example of an application of freely available scaling laws and equations for prediction of noise levels of underwater explosions of historical ordnance in the shallow sea environments.Main findings of the study: An available scaling laws applied to model underwater explosion properties; spatial extent of explosion mapped; arising issues of modelling of underwater explosions in the shallow marine areas discussed.

This paper reports trends in the input of underwater noise source energy emission from global shipping, based on bottom-up modeling of individual ships. In terms of energy, we predict the doubling of global shipping noise emissions every 11.5 years, on average, but there are large regional differences. Shipping noise emissions increase rapidly in Arctic areas and the Norwegian Sea. The largest contributors are the containerships, dry bulk and liquid tanker vessels which emit 75% of the underwater shipping noise source energy. The COVID-19 pandemic changed vessel traffic patterns and our modeling indicates a reduction of −6% in global shipping noise source energy in the 63 Hz ⅓ octave band. This reduction was largest in the Greenland Sea, the Coastal Waters of Southeast Alaska and British Columbia as well as the Gulf of California, temporarily disrupting the increasing pre-pandemic noise emission trend. However, in some sea areas, such as the Indian Ocean, Yellow Sea and Eastern China Sea the emitted noise source energy was only slightly reduced. In global scale, COVID-19 pandemic reduced the underwater shipping noise emissions close to 2017 levels, but it is expected that the increasing trend of underwater noise emissions will continue when the global economy recovers.

Motorized vessels are a major source of anthropogenic noise and can have adverse effects on species relying on sound for communication and feeding. Monitoring noise levels received by endangered southern resident killer whales (SRKWs) requires knowing the number, distance, and speed of surrounding vessels, including small boats that do not have Automatic Identification Systems (AIS). A method for estimating their speed is required to predict received noise levels and compliance with vessel regulations. We compared theodolite and photogrammetry methods to estimate the number, distance, and speed of vessels in SRKW Salish Sea summertime critical habitat. By treating AIS as “truth”, we found photogrammetry-derived ranges and speeds were more variable than theodolite estimates. Error in photogrammetry-derived speeds increased with range. Overall, we found time saved in the field using photogrammetry was more than offset by long analysis time. Theodolite data were relatively easy to collect, and produced accurate and precise results.

Anthropogenic underwater noise has been shown to negatively affect marine organisms globally; yet little to no noise research has been conducted in most African waters including South Africa's. This study aimed to quantitatively describe sources of underwater noise and effects of underwater noise on the acoustic detectability of Antarctic blue, fin, minke, humpback, and sperm whales off South Africa's west coast. Noise from vessel traffic (<35 km to the location of recorders) dominated the soundscape below 500 Hz while wind-generated noise increased with wind speed above 5 m s⁻¹ and dominated the soundscape above 500 Hz. Acoustic detectability of humpback, minke and sperm whales decreased with increasing ambient noise levels whereas blue and fin whale acoustic detectability increased with the ambient noise levels. We provide baseline information on underwater noise sources and the effects of underwater noise on whale acoustic detectability off the west coast of South Africa.

This introduction to a special issue on approaches to managing underwater noise in Canada provides a brief overview of recent efforts to better understand and reduce anthropogenic underwater noise. Recent programs have aimed to increase understanding of anthropogenic noise in the habitats of highly endangered whales and have supported management actions such as vessel slow downs. Technical workshops have advanced the development of quiet ship design and associated technologies. Collaborative research examined noise levels in the St. Lawrence Estuary and the Arctic Ocean. Efforts to better manage noise have gone beyond shipping: enhanced mitigation measures have been put in place for naval exercises near habitats used by southern resident killer whales, while other work has focused on the identification of appropriate metrics for measuring noise. To coordinate and advance these and other efforts, the Government of Canada is developing a national Ocean Noise Strategy.

The Arctic has been a refuge from anthropogenic underwater noise; however, climate change has caused summer sea ice to diminish, allowing for unprecedented access and the potential for increased underwater noise. Baseline underwater sound levels must be quantified to monitor future changes and manage underwater noise in the Arctic. We analyzed 39 passive acoustic datasets collected throughout the Canadian Arctic from 2014 to 2019 using statistical models to examine spatial and temporal trends in daily mean sound pressure levels (SPL) and quantify environmental and anthropogenic drivers of SPL. SPL (50–1000 Hz) ranged from 70 to 127 dB re 1 μPa (median = 91 dB). SPL increased as wind speed increased, but decreased as both ice concentration and air temperature increased, and SPL increased as the number of ships per day increased. This study provides a baseline for underwater sound levels in the Canadian Arctic and fills many geographic gaps on published underwater sound levels.

Underwater noise assessment is particularly important in coastal areas where a wide range of natural and anthropogenic sounds generate complex and variable soundscapes. In the last century, the number and size of noise sources has increased significantly, thereby increasing the ocean's background noise. Shipping is the main source of lower-frequency underwater noises (<500 Hz). This research aimed to provide an initial assessment of underwater noise levels in a coastal area of the northern Tyrrhenian Sea (Italy) using short-term recordings. Spatial and temporal variations in the noise level, and the type and number of ships sailing through the port were recorded. A significant correlation was found between ferry boats and sound pressure levels, indicating their role as a prevalent source of low frequency underwater noise in the project area. This research could provide the baseline for implementation of distribution and point-source underwater noise models that are required for sustainable coastal management.

As the Arctic warms and sea ice decreases, increased shipping will lead to higher ambient noise levels in the Arctic Ocean. Arctic marine mammals are vulnerable to increased noise because they use sound to survive and likely evolved in a relatively quiet soundscape. We model vessel noise propagation in the proposed western Canadian Arctic shipping corridor in order to examine impacts on marine mammals and marine protected areas (MPAs). Our model predicts that loud vessels are audible underwater when >100km away, could affect marine mammal behaviour when within 2km for icebreakers vessels, and as far as 52km for tankers. This vessel noise could have substantial impacts on marine mammals during migration and in MPAs. We suggest that locating the corridor farther north, use of marine mammal observers on vessels, and the reduction of vessel speed would help to reduce this impact.

Underwater radiated noise from shipping is globally pervasive and can cause deleterious effects on marine life, ranging from behavioural responses to physiological effects. Acoustic modelling makes it possible to map this noise over large areas and long timescales, and to test mitigation scenarios such as ship speed reduction or spatial restrictions. However, such maps must be validated against measurements to ensure confidence in their predictions. This study carried out a multi-site validation of the monthly and annual shipping noise maps for 2019 produced as part of the Joint Monitoring of Ambient Noise in the North Sea (JOMOPANS) programme. Spectral, spatial, and temporal differences between predictions and measurements were analysed, with differences linked to uncertainty in model input data and additional sources of anthropogenic noise in the measurements. Validating shipping noise models in this way ensures they can be applied with confidence in future management decisions to address shipping noise pollution.