Human activities introduce high levels of noise into the ocean. Commercial shipping, in particular, has increased to the point that ships make a larger contribution to ocean noise than natural noise sources for most ocean locations and over a broad range of frequencies. Primeval ocean noise levels, those that would have been experienced before the advent of human-made noise in the ocean, are largely unknown. Ocean noise monitoring efforts began post-industrialization, leaving baseline sound levels under which marine organisms evolved unclear. This study modeled primeval (wind-driven) ocean noise levels and modern (ship noise plus wind noise) ocean noise levels in the Santa Barbara Channel off Southern California. The modern noise levels were validated with acoustic measurements from two sites equipped with High-frequency Acoustic Recording Packages. There was good agreement between the modern noise level models when compared to measured levels for high frequencies, and at a site shielded by islands from long range sound propagation. The lower frequency acoustic environment, modeled at 50 Hz, was more degraded than the higher frequency noise levels, modeled at 1000 Hz. This model can be used to identify target regions and times for noise reduction efforts, as well as model future scenarios for noise reduction to identify techniques with the greatest potential for conservation.

To understand the extent of anthropogenic noise in the ocean, it is essential to compare the differences between modern noise environments and their pre-industrial equivalents. The Santa Barbara Channel, off the coast of Southern California, is a corridor for the transportation of goods to and from the busiest shipping ports in the Western hemisphere. Commercial ships introduce high levels of underwater noise into the marine environment. To quantify the extent of noise in the region, we modeled pre-industrial ocean noise levels, driven by wind, and modern ocean noise levels, resulting from the presence of both ships and wind. By comparing pre-industrial and modern underwater noise levels, the low-frequency (50 Hz) acoustic environment was found to be degraded by more than 15 dB. These results can be used to identify regions for noise reduction efforts, as well as to model scenarios to identify those with the greatest potential to support marine conservation efforts.

Sound speed is a critical parameter in ocean acoustic studies, as it determines the propagation and interpretation of recorded sounds. The potential for exploiting oceanic vessel noise as a sound source of opportunity to estimate ocean sound speed profile is investigated. A deep learning-based inversion scheme, relying upon the underwater radiated noise of moving vessels measured by a single hydrophone, is proposed. The dataset used for this study consists of Automatic Identification System data and acoustic recordings of maritime vessels transiting through the Santa Barbara Channel between January 2015 and December 2017. The acoustic recordings and vessel descriptors are used as predictors for regressing sound speed for each meter in the top 200 m of the water column, where sound speeds are most variable. Multiple (typically ranging between 4 and 10) transits were recorded each day; therefore, this dataset provides an opportunity to investigate whether multiple acoustic observations can be leveraged together to improve inversion estimates. The proposed single-transit and multi-transit models resulted in depth-averaged root-mean-square errors of 1.79 and 1.55 m/s, respectively, compared to the seasonal average predictions of 2.80 m/s.

Commercial shipping is the dominant source of low-frequency noise in the ocean. It has been shown that the noise radiated by an individual vessel depends upon the vessel's speed. This study quantified the reduction in source levels (SLs) and sound exposure levels (SELs) for ships participating in two variations of a vessel speed reduction (VSR) program. SLs and SELs of individual ships participating in the program between 2014 and 2017 were statistically lower than non-participating ships (p < 0.001). In the 2018 fleet-based program, there were statistical differences between the SLs and SELs of fleets that participated with varying degrees of cooperation. Significant reductions in SL and SEL relied on cooperation of 25% or more in slowing vessel speed. This analysis highlights how slowing vessel speed to 10 knots or less is an effective method in reducing underwater noise emitted from commercial ships.

The container shipping line Maersk undertook a Radical Retrofit to improve the energy efficiency of twelve sister container ships. Noise reduction, identified as a potential added benefit of the retrofitting effort, was investigated in this study. A passive acoustic recording dataset from the Santa Barbara Channel off Southern California was used to compile over 100 opportunistic vessel transits of the twelve G-Class container ships, pre- and post-retrofit. Post-retrofit, the G-Class vessels' capacity was increased from ~9,000 twenty-foot equivalent units (TEUs) to ~11,000 TEUs, which required a draft increase of the vessel by 1.5 m on average. The increased vessel draft resulted in higher radiated noise levels (<2 dB) in the mid- and high-frequency bands. Accounting for the Lloyd's mirror (dipole source) effect, the monopole source levels of the post-retrofit ships were found to be significantly lower (>5 dB) than the pre-retrofit ships in the low-frequency band and the reduction was greatest at low speed. Although multiple design changes occurred during retrofitting, the reduction in the low-frequency band most likely results from a reduction in cavitation due to changes in propeller and bow design.