ROBERTS BANK TERMINAL 2 TECHNICAL DATA REPORT

Transcription

1 ROBERTS BANK TERMINAL 2 TECHNICAL DATA REPORT Underwater Noise Ship Sound Signature Analysis Study Prepared for: Port Metro Vancouver 100 The Pointe, 999 Canada Place Vancouver, B.C. V6C 3T4 Prepared by: Hemmera Envirochem Inc. 18 th Floor, 4730 Kingsway Burnaby, B.C. V5H 0C6 SMRU Canada Ltd West 6 th Avenue Vancouver, B.C. V6J 1R1 JASCO Applied Sciences (Canada) Ltd Markham Street Victoria, B.C. V8Z 7X8 File: December 2014

2 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Technical Report/Technical Data Report Disclaimer The Canadian Environmental Assessment Agency determined the scope of the proposed Roberts Bank Terminal 2 Project (RBT2 or the Project) and the scope of the assessment in the Final Environmental Impact Statement Guidelines (EISG) issued January 7, The scope of the Project includes the project components and physical activities to be considered in the environmental assessment. The scope of the assessment includes the factors to be considered and the scope of those factors. The Environmental Impact Statement (EIS) has been prepared in accordance with the scope of the Project and the scope of the assessment specified in the EISG. For each component of the natural or human environment considered in the EIS, the geographic scope of the assessment depends on the extent of potential effects. At the time supporting technical studies were initiated in 2011, with the objective of ensuring adequate information would be available to inform the environmental assessment of the Project, neither the scope of the Project nor the scope of the assessment had been determined. Therefore, the scope of supporting studies may include physical activities that are not included in the scope of the Project as determined by the Agency. Similarly, the scope of supporting studies may also include spatial areas that are not expected to be affected by the Project. This out-of-scope information is included in the Technical Report (TR)/Technical Data Report (TDR) for each study, but may not be considered in the assessment of potential effects of the Project unless relevant for understanding the context of those effects or to assessing potential cumulative effects.

3 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures - i - December 2014 EXECUTIVE SUMMARY The Roberts Bank Terminal 2 Project (RBT2 or the Project) is a proposed new three-berth marine terminal at Roberts Bank in Delta, B.C. The Project is part of PMV s Container Capacity Improvement Program, a long-term strategy to deliver projects to meet anticipated growth in demand for container capacity to Studies described in this technical data report contribute to an understanding of the environmental effects of the Project. As part of the proposed Project, underwater noise studies were undertaken in the vicinity of Roberts Bank and in other areas of the Salish Sea. To measure transmission loss (TL) and estimate source levels (SL) of vessels, acoustic measurements were collected for the Ship Sound Signature Analysis Study in four locations: one at Roberts Bank near RBT2, two in Haro Strait, and one in Juan de Fuca Strait south of Victoria. The objectives of the TL measurements were to: 1) improve sound propagation models at multiple noise modelling locations; and 2) allow accurate estimates of container ship and other ship SLs collected over multiple years by the Whale Museum and Beam Reach (TWMBR) in Haro Strait. The objectives of the SL measurements were to: 1) generate descriptive statistics of SLs of multiple ship size and type classes, including bulk carriers, cargo and container ships, fishing and passenger vessels, tankers, tugs, and vehicle carriers; 2) estimate SLs of container ships and tugs transiting at different speeds; and 3) estimate SLs of berthing activities at Deltaport Terminal. Results of this study provide Project area and regional area-specific measurements to fill data gaps and increase confidence in the construction and operational acoustic modelling to be completed for the Project. Estimates of Project acoustic effects rely on accurate estimates of SLs and the site-dependent TL, which attenuates these sounds. One-third octave band TL values were measured for input into the acoustic propagation model. Geoacoustic inversions were performed to estimate the acoustic parameters of seafloor layers that influence acoustic TL, as these were unknown at each site. The inversion results indicate that the seabed sediments are acoustically absorptive at all sites, and that the compressional wave speeds are consistent with soft, unconsolidated silts and clays. When possible, the range-dependent acoustic model (RAM) was used because of its suitability to low frequency propagation and its ability to take into account complex bathymetry and sub-bottom geoacoustic properties. At distances <100 m, a wavenumber integration propagation model was used. Site-specific TL measurements allowed for more accurate estimates of SL, and measures of TL and estimates of SL allowed for more accurate site-dependent sound propagation models (JASCO 2014a, b).

4 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures - ii - December 2014 SLs of three large container ships representative of those currently using Roberts Bank terminals (i.e., >320 m in length) were estimated for transiting speed (~20 knots) and lower speed (~10 knots). Overall, SLs were higher for ships transiting at ~20 knots (i.e., 206.0, 203.9, and db re 1 μpa at 1 m) versus ~10 knots (i.e., 198.2, 191.9, db re 1 μpa at 1 m). SLs were also estimated from 5,993 ship transits through Haro Strait recorded off of Lime Kiln Point State Park, Washington. A multiple linear mixed effects model was used to explore the relationships between ship SL and ship class, width, and speed over ground (SOG). There was a significant positive relationship between SL and SOG with a slope of 0.47 (95% confidence intervals (CI): 0.37 to 0.57) indicating that on average, SL increases by almost half a db for every one knot increase in speed. Likewise, there was a positive relationship between ship width and SL such that SL increased by 0.10 db (95% CI: 0.04 to 0.17) for every 1 m increase in width. Container ships >320 m and bulk carriers >250 m had the highest SL with means of and db re 1μPa at 1m, respectively. In comparison, transiting fishing vessels and tugs had some of the lowest SLs with means of and db re 1μPa at 1m, respectively. SLs were estimated for a harbour tug, the Seaspan Resolution for three scenarios: 1) transiting at different speeds (i.e., 4.0, 7.5, and 12.0 knots); 2) performing three simulations of berthing activities (i.e., half power, full power, and accelerating); and 3) berthing a container ship at Deltaport Terminal (included a second tug, the Seaspan Raven). SLs for the harbour tug Seaspan Resolution increased with speed (i.e., 3.4 db per 1 knot increase) with broadband SLs of 162.1, 171.3, and db re 1 μpa at 1 m for the tug transiting at 4.0, 7.5, and 12.0 knots, respectively. Broadband SLs for berthing simulation activities were 180.2, 199.7, and db re 1 μpa at 1 m for the half power, full power, and acceleration scenarios, respectively. Average broadband SL for the harbour tugs, Seaspan Raven and Seaspan Resolution, berthing the Vienna Express were db re 1 μpa at 1 m over the entire operation and db re 1 μpa at 1 m over the loudest period. The SLs of 5,993 transits of ships in Haro Strait are consistent with other studies (Bassett et al. 2012; McKenna et al. 2012); while SLs of the three large container ships are the maximum SLs measured for container ships >320 m and are between 10 and 16 db higher than the mean SL for this ship class. This may be due to the reduced ability of the TWMBR hydrophone at measuring ship noise below 50 Hz, where ship noise typically peaks. The increase in SL with speed for most ships is also consistent with previous studies (McKenna et al. 2013). The results of this study have provided more accurate inputs into the cumulative underwater noise study (JASCO 2014a), which uses known locations of ships, ship SL (adjusted by ship class and ship speed), and acoustic propagation models adjusted by site-dependent TL to model noise levels in the study area. Noise levels are then in turn used to estimate Project operational noise effects on southern resident killer whales (SMRU 2014).

5 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures - iii - December 2014 ACRONYMS AICc AIS AMAR CI CPA PSD RAM RL rms SL SNR SPL SOG TL TWMBR Akaike Information Criterion with correction for finite sample size Automatic Identification System Autonomous Multichannel Acoustic Recorder confidence interval closest point of approach power spectral density range-dependent acoustic model received level root-mean-square source level signal to noise ratio sound pressure level speed over ground transmission loss the Whale Museum and Beam Reach

6 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures - iv - December 2014 TABLE OF CONTENTS EXECUTIVE SUMMARY... I ACRONYMS... III 1.0 INTRODUCTION PROJECT BACKGROUND SHIP SOUND SIGNATURE ANALYSIS OVERVIEW Transmission Loss (TL) Source Level (SL) STUDY AREA TRANSMISSION LOSS: MEASUREMENTS AND MODEL TRANSMISSION LOSS MODELS TRANSMISSION LOSS MODEL IN HARO STRAIT SHIP SOURCE LEVELS SHIPS TRANSITING (HARO STRAIT) Container Ship Source Levels from AMARs Ship Source Levels from TWMBR Hydrophone Discussion of Ship Source Levels and Comparison to Other Studies APPROACHING PORT AND BERTHING (ROBERTS BANK) Tug Transiting Tug Berthing Simulations Tug Berthing DISCUSSION OF KEY FINDINGS DATA GAPS AND LIMITATIONS CLOSURE REFERENCES STATEMENT OF LIMITATIONS... 28

7 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures - v - December 2014 List of Tables Table 1 Ship Sound Signature Analysis Study Components and Major Objectives... 2 Table 2 Table 3 Geoacoustic Properties at Each Site that Result in the Best Match of Measured Singlefrequency TL to Model Predictions... 6 Specifications for SLs of Selected Container Ships Measured While Transiting at Different Speeds Table 4 Ship Speed (knots) and Sample Size (N) for Each Ship Class Included in Analyses Table 5 Table 6 Model Selection Table Output for the Four Models with the Lowest AIC Values (see below for explanations of model outputs) SL (db re 1m) by Ship Class. Mean SLs were Calculated before Conversion to db Scale Table 7 Mean Drop in the 1/3 Octave Band SL (db) from the 100 to 10,000 Hz Band List of In-Text Figures Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Study Area (AMAR Deployments). AMAR A = Roberts Bank, AMAR B = Lime Kiln, AMAR C and D = Haro Strait, AMAR E = Victoria, and AMAR F = Georgia Strait Measured (Blue Symbols) and Modelled (Black Lines) TL for Tones at 316, 501, 794, and 1995 Hz Along the Southwest Transect Near Victoria. Spherical Spreading Loss (20 Log R) is Shown as Red Lines... 6 Single-frequency TL Measurements for Roberts Bank (AMAR A), Lime Kiln (AMAR B), Haro Strait (AMARs C and D), and Victoria Pilot Site (AMAR E) Tracks Along with Spherical Spreading (20 Log R) Plus Absorption (α) for Frequencies Above 10,000 Hz... 7 Comparison of Modelled and Measured 1/3-Octave Band TL between the Southbound Haro Strait Shipping Lane and Lime Kiln Site*... 8 One-third Octave Band TL from the Northbound and Southbound Haro Strait Shipping Lanes to the TWMBR Hydrophone near Lime Kiln Calculated 1/3 Octave Band SLs for: a) the Osaka Express; b) the CMA CGM Attila; and c) the Zim Los Angeles, at Two Different Speeds. Haro Strait Values were Averaged between AMARs C and D Ship Speed (knots) Versus Calculated Broadband SL for the Three Ships Measured in Haro Strait and Near the Victoria Pilot Site Speed over Ground (knots) vs. SL (db re 1m). Red Line is the Linear Mixed Effects Model Estimate of this Relationship. Black Shadows around the Red Line are the 95% CI... 16

8 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures - vi - December 2014 Figure 9 Ship Width (m) vs. SL (db re 1m). Red Line is the Linear Mixed Effects Model Estimate of this Relationship. Black Shadows around the Red Line are the 95% CI Figure 10 Mean 1/3 Octave Band SLs by Ship Class Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 One-third Octave Band SLs of Repeat Transits of the Vancouver Express, a 334 m Container Ship. The Colour Represents Seasons: Black is Winter, Magenta is Spring, Red is Summer, and Blue is Fall One-Third Octave Band SLs for the Three Container Ships Measured in this Study and the Average Container Ship SLs Reported in McKenna et al. (2012) Calculated 1/3 Octave Band SLs for Seaspan Resolution Transiting at 4.0, 7.5, and 12.0 knots Calculated 1/3 Octave Band SLs for Seaspan Resolution Performing Berthing Simulations at Half Power (Blue), Full Power (Red), and Accelerating (Orange) Calculated 1/3 Octave Band Composite SLs for Seaspan Resolution and Seaspan Raven Berthing the Vienna Express. SLs Were Calculated from RLs Averaged Over The Loudest Section (2 minutes, Red Line, 1596 m Slant Range) and Over the Section of the Tugs Pushing Easy to Full (30 minutes, Blue Line, 1607 m Slant Range) List of Appendices Appendix A Warner, A., C. O Neill, A. McCrodan, H. Frouin-Mouy, J. Izett, and A. MacGillivray Underwater Acoustic Measurements in Haro Strait and Strait of Georgia: Transmission Loss, Vessel Source Levels, and Ambient Measurements. JASCO Document 00659, Version 3.0. Technical report by JASCO Applied Sciences for Hemmera.

9 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December INTRODUCTION This section provides project background information, an overview of the study, and study components and major objectives. 1.1 PROJECT BACKGROUND The Roberts Bank Terminal 2 Project (RBT2 or Project) is a proposed new three-berth marine terminal at Roberts Bank in Delta, B.C. that could provide 2.4 million TEUs (twenty-foot equivalent unit containers) of additional container capacity annually. The Project is part of Port Metro Vancouver s Container Capacity Improvement Program, a long-term strategy to deliver projects to meet anticipated growth in demand for container capacity to Port Metro Vancouver has retained Hemmera to undertake environmental studies related to the Project. JASCO Applied Sciences (Canada) Ltd and SMRU Canada Ltd have been subcontracted by Hemmera to conduct the Ship Sound Signature Analysis Study, the results of which provide Project area and regional area-specific measurements to fill data gaps and increase confidence in the construction and operational acoustic modelling. 1.2 SHIP SOUND SIGNATURE ANALYSIS OVERVIEW A review of existing information and state of knowledge was completed for underwater ship noise to identify key data gaps and areas of uncertainty related to Project activities. Several limitations of available data and data gaps exist. Ships generate sound in the water from propulsion and power generation. While research has been conducted to measure ship source levels (SLs) and to understand how operational parameters (i.e., operational speed, propeller design, etc.) change ship SLs (Urick 1983; Ross 1976), many of these studies have been conducted on older ship designs not relevant to Project activities. Recent studies on newer ships more relevant to the Project had small sample sizes, used simplistic TL models, or did not include all ship classes or activities needed for accurate estimates of Project noise (Bassett et al. 2012; McKenna et al. 2012, 2013); therefore, this study was conducted in Project-related areas to fill these data gaps. Proxy measurements will still be needed for container ships and tugs that will be berthing at RBT2 because no SL measurements are available for the larger Mærsk E-class, and tug designs for RBT2 are not available. This chapter summarises study findings for key components identified from this gap analysis and that will inform operational and regional noise modelling (JASCO 2014a) for the Project including: Sound propagation properties at Roberts Bank from the RBT2 site; and

10 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Sound levels from: current and future container ships traveling at different speeds; other ship classes using the study area; tugs travelling at different speeds; and ships during berthing. An acoustic measurement program was undertaken during May and June 2013 to address data gaps related to underwater noise within the general RBT2 area. These acoustic measurements in relation to ship sound signatures had the following objectives: Determine the most appropriate sound propagation models to use within the study area; Measure SLs of container ships and tugs transiting at different speeds; and Measure SLs of berthing container ships. More details on the methods and results of the acoustic measurement program are provided in Appendix A. Study components, major objectives, and a brief overview are provided in Table 1. Table 1 Ship Sound Signature Analysis Study Components and Major Objectives Component Major Objective Brief Overview 1) Transmission loss (TL) measurements 2) Source level (SL) estimates To improve the accuracy and sitespecificity of sound propagation models in the Project and larger regional area. To allow for accurate estimates of ship SLs collected over multiple years by the Whale Museum and Beam Reach (TWMBR). To generate descriptive statistics of SLs of container ships and other ship classes To measure SLs of container ships and tugs transiting at different speeds To measure SLs of berthing container ship activities at Deltaport Terminal Wide-band (0.3 to 30 khz) TL data were collected at Roberts Bank, Haro Strait, Lime Kiln, and the Victoria pilot site. Vessels transiting Haro Strait were recorded over a 26 month period and SLs were estimated High-speed and low-speed SLs for three container ships were measured in Haro Strait and at the Victoria pilot site. Multiple SLs for a harbour tug were measured at Roberts Bank. Berthing SLs were measured at Deltaport Terminal.

11 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December Transmission Loss (TL) TL is a measure of how sound levels diminish between a source and receiver over distance. TL depends on the frequency of the sound and the physical environment, including water sound speed profile, bathymetry, and sub-bottom geoacoustic properties. TL is calculated from source and received levels according to the equation: TL SL RL where SL is the source level (db re 1 μpa at 1 m) and RL is the received sound pressure level or SPL (db re 1 μpa), and TL is the transmission loss (db re 1 m). Conducting TL measurements in an area provides site-specific data on sound propagation and allows for more accurate SL measurements and noise modelling Source Level (SL) SL is a measure of the intensity of sound that a source emits at a standard reference distance of 1 m. For point sources, such as a small transducer, SLs can be measured directly with a hydrophone at 1 m distance. For larger sources, SLs must be determined indirectly by measuring RLs at larger distances and back-propagating the levels to a reference distance of 1 m. For example, because ships radiate sound from their hull and propeller, their SLs must be measured at a distance such that the TL from the different points on the ship emitting sound is roughly the same. SLs are calculated by re-arranging the previous equation to the following: SL RL TL 1.3 STUDY AREA Acoustic measurements for the Ship Sound Signature Analysis Study were collected in four locations using Autonomous Multichannel Acoustic Recorders (AMARs): Roberts Bank near RBT2, in Haro Strait (two recorders), and in Juan de Fuca Strait south of Victoria (Figure 1).

12 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Figure 1 Study Area (AMAR Deployments). AMAR A = Roberts Bank, AMAR B = Lime Kiln, AMAR C and D = Haro Strait, AMAR E = Victoria, and AMAR F = Georgia Strait.

13 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December TRANSMISSION LOSS: MEASUREMENTS AND MODEL To validate sound propagation models, TL measurements were conducted at Roberts Bank, in Haro Strait, and in Juan de Fuca Strait south of Victoria. TL was measured by playing underwater sounds from a Lubell underwater speaker at several distances (200 to 5,000 m) from the AMARs and calculating the difference between the RL on the AMAR and the SL measured by a hydrophone 1 m from the underwater speaker. Detailed methodologies can be found in Appendix A. 2.1 TRANSMISSION LOSS MODELS One-third octave band TL was required to determine SLs for the ships included in this study; however, measured single-frequency TL at 1/3-octave band centre frequencies may not accurately represent TL for an entire 1/3-octave band. TL at specific ranges, particularly at low frequencies, can be large due to destructive interference between different propagation paths; therefore, single-frequency TL would not be representative of 1/3-octave band TL if the measurement geometry aligned with these nulls. One-third octave band TL values were calculated with an acoustic propagation model, more appropriate for lower frequencies. The range-dependent acoustic model (RAM) was used because of its suitability to low frequency propagation and its ability to take into account complex bathymetry and sub-bottom geoacoustic properties, except at distances less than 100 m where a wavenumber integration model (Jensen et al. 2000) was used. Geoacoustic inversions were performed to estimate the acoustic parameters of seafloor layers that influence acoustic TL, as these were unknown at each site. Table 2 lists the TL tracks used for each site, and the model-measurement mismatch and geoacoustic properties that provided the best match to TL measurements. The inversion results indicate that the seabed sediments are acoustically absorptive at all sites, and that the compressional wave speeds are consistent with soft, unconsolidated silts and clays (Table 2). Because the TL data were not very sensitive to sediment density and attenuation coefficient, those parameters were less well-defined by the inversion; however, these uncertainties do not adversely affect the model predictions, as water depth and the AMAR height above the seafloor were more important parameters and better constrained by the inversion algorithm. TL measurements on AMAR D (Figure 1) were not used for the inversion because the source-receiver range was not accurately known as that AMAR s depth was affected by tidal currents. Figure 2 shows examples of the TL measurements and predictions at four frequencies using the inversion results for the Victoria TL transect. Figure 3 shows single-frequency TL measurements versus range for all transects at frequencies above 10 khz. Because spherical spreading (20 log R, where R is range in m) with absorption matched TL measurements well at frequencies above 5 khz, that method was used in the SL back-propagation calculations to calculate 1/3-octave band TL for bands at 6.3 khz and above.

14 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Table 2 Geoacoustic Properties at Each Site that Result in the Best Match of Measured Singlefrequency TL to Model Predictions Site Roberts Bank Haro Strait Tracks North of AMAR A, West of AMAR A North of AMAR C, South of AMAR C, West of AMAR B Best rms mismatch (db) Compressiona l speed (m/s) Density (g/cm3) Attenuation (db/λ) Victoria Southwest of AMAR E Figure 2 Measured (Blue Symbols) and Modelled (Black Lines) TL for Tones at 316, 501, 794, and 1995 Hz Along the Southwest Transect Near Victoria. Spherical Spreading Loss (20 Log R) is Shown as Red Lines

15 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Figure 3 Single-frequency TL Measurements for Roberts Bank (AMAR A), Lime Kiln (AMAR B), Haro Strait (AMARs C and D), and Victoria Pilot Site (AMAR E) Tracks Along with Spherical Spreading (20 Log R) Plus Absorption (α) for Frequencies Above 10,000 Hz

16 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December TRANSMISSION LOSS MODEL IN HARO STRAIT Due to the near shore shallow placement of TWMBR Lime Kiln hydrophone and complex local bathymetry, a TL study was conducted between the site and the shipping lane to allow for accurate SL estimates in that location. One-third octave band TL was modelled from ships in the northbound and southbound shipping lanes of Haro Strait to the location of the TWMBR hydrophone near Lime Kiln. TL to Lime Kiln was measured by subtracting container ship RLs measured on AMAR B (at Lime Kiln) from SLs of the same container ships measured on AMAR C and D (in the middle of Haro Strait). One-third octave band RLs were averaged over a 30 second period when three container ships were at the closest point of approach (CPA) along the southbound lane. Ship distances to AMAR B were 4.2, 4.4, and 4.2 km for the Osaka Express, CMA CGM Attila, and Zim Los Angeles, respectively. Computed TL is compared with the modelled TL from the southbound lane in Figure 4. TL measurements were computed from container ship RLs on AMAR B. The TL modelled using RAM showed good agreement with the computed TL at frequencies between 125 Hz and 5 khz. At lower frequencies ( 100 Hz) the signal to noise ratio (SNR) of the container ship data was poor due to the high levels of flow noise on AMAR B and the low-frequency cut-off effect caused by the near-shore bathymetry drop-off at Lime Kiln. As a consequence, TL could not be measured below 50 Hz for two of the container ships at Lime Kiln, and the remaining low-frequency TL data exhibited a substantial amount of scatter. Figure 4 Comparison of Modelled and Measured 1/3-Octave Band TL between the Southbound Haro Strait Shipping Lane and Lime Kiln Site* * Frequency bands where the background noise on AMAR B obscured sound from the container ships were excluded from the analysis.

17 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Above 5 khz, spherical spreading slightly overestimated the TL between the shipping lanes and Lime Kiln. A least-squares fit of the TL measurements above 5 khz determined that an 18 Log R curve, plus a frequency-dependent absorption coefficient, gave the best fit to the data (Figure 4); therefore, TL from the southbound and northbound lanes to Lime Kiln was calculated using RAM at frequencies 5 khz and using 18 Log R with absorption at frequencies 6.3 khz. The resulting 1/3 octave band TL values from the two shipping lanes to Lime Kiln are shown in Figure 5 and detailed in Appendix A. Due to the complex pattern in the modelled 1/3 octave band TL values, use of these 1/3 octave band TL values to estimate SL for ships recorded at Lime Kiln resulted in an erroneous and consistent peak is source spectrum levels between ~400 to 800 Hz. To generate a set of working 1/3 octave band TL levels that would not generate this erroneous peak, a polynomial equation was fit to the TL values (Figure 5), resulting in smoothing TL values at lower frequencies and fitting more closely with the TL values at higher frequencies. These polynomial smoothed TL values from 50 Hz to 20 khz were then added to ship RL measured on TWMBR hydrophone at Lime Kiln to estimate SLs for these ships. Only ships clearly in the northbound lane (1.48 to 2.96 km) and southbound lane (4.07 to 3.70 km) were included in SL estimates. Figure 5 One-third Octave Band TL from the Northbound and Southbound Haro Strait Shipping Lanes to the TWMBR Hydrophone near Lime Kiln. A Polynomial Equation was Fit to the 1/3 Octave Band TL to Smooth the Values at Lower Frequencies Transmission Loss (db) Northbound Lane to TWMBR hydro Southbound Lane to TWMBR hydro Northbound Polynomial Southbound Polynomial Frequency (Hz)

18 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December SHIP SOURCE LEVELS The continuous noise produced by the container ships or tugs passing the AMARs was quantified by computing root-mean-square sound pressure levels (rms SPLs) over consecutive one second time windows in 1/3 octave bands. The RLs were averaged over a 30 second time window centred around the time of the CPA. Detailed methods are outlined in Appendix A. Data collection on ship RLs on TWMBR hydrophone at Lime Kiln was achieved with a custom Python program. An Automatic Identification System (AIS) receiver connected to a computer allowed the recording system to trigger a 30 second acoustic recording whenever the AIS data indicated that a ship was transiting in Haro Strait and was abeam of Lime Kiln (i.e., 240º from Lime Kiln). AIS ship data (i.e., ship name, Maritime Mobile Service Identity (MMSI; a nine digit ship or coast guard station unique identifier), number, speed, location, etc.) were also automatically collected for each of these recordings. The audio recordings were made with a Reson TC4032 hydrophone and a MOTU Traveller soundboard that digitised the signal at 192 khz sampling rate. Two second time windows were used to calculate rms SPL, which were then averaged over the 30 seconds of CPA. 3.1 SHIPS TRANSITING (HARO STRAIT) Container Ship Source Levels from AMARs Three container ships from the largest container ship size class currently using the area (i.e., >320 m in length) with high quality AMAR sound measurements were selected for analysis. The goal was to estimate SL in the deep waters of Haro Strait at small CPA and regular operating speeds for comparison with estimates from TWMBR hydrophone and with AMAR data from the Victoria Pilot site where these ships would be traveling at lower speeds. SLs were estimated for the Osaka Express, CMA CGM Attila, and Zim Los Angeles, as they travelled at transiting speeds (~20 knots) in Haro Strait and at lower speeds (~10 knots) south of Victoria where ships must transfer pilots (Table 3). The estimated 1/3 octave band SLs of the three ships transiting in Haro Strait and past the Victoria Pilot Site are depicted in Figure 6. Overall, these ships have higher SL while travelling at ~20 knots than when travelling at ~10 knots. Peak energy in the SL of these ships is below 100 Hz, but the slope of the spectrum tends to fall off more slowly with increasing frequency while the ships are near the Victoria Pilot Site compared to these same ships in Haro Strait. This trend is especially evident in the 1/3 octave band SL for the Osaka Express where levels are higher at the Victoria Pilot Site than Haro Strait for frequencies >200 Hz, which is likely due to propeller cavitation as the ships accelerate away from the pilot station. Cavitation is caused by rapid pressure changes in the water as the propeller spins, creating bubbles in the water which implode resulting in noise.

19 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Table 3 Specifications for SLs of Selected Container Ships Measured While Transiting at Different Speeds Ship Length (m) Draft (m) Operation Location Speed (knots) SL (db re 1μPa at 1m) Date (2013) Osaka Express Transiting Haro Strait Victoria June CMA CGM Attila Transiting Haro Strait Victoria June Zim Los Angeles Transiting Haro Strait Victoria June

20 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Figure 6 Calculated 1/3 Octave Band SLs for: a) the Osaka Express; b) the CMA CGM Attila; and c) the Zim Los Angeles, at Two Different Speeds. Haro Strait Values were Averaged between AMARs C and D. a) b) c)

21 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Figure 7 Ship Speed (knots) Versus Calculated Broadband SL for the Three Ships Measured in Haro Strait and Near the Victoria Pilot Site Broadband SL (db re 1 μpa) Atilla Osaka Express Zim LA Ship Speed (knots) Ship Source Levels from TWMBR Hydrophone Between March 8, 2011 and October 8, 2013, 5,993 transits of ships past Lime Kiln were recorded during which no other AIS transmitting ships were within six nautical miles (11.11 km) of Lime Kiln. Of these transits, 2,187 were of unique ships (i.e., the rest were of ships already recorded in the dataset). On average, container ships travelled at the highest speeds and tugs at the lowest, but there was typically little variability in ship speed within each ship class (Table 4). For comparison to the AMAR ship speed analysis and with other studies, a multiple linear mixed effects statistical model was implemented in R (R Core Team 2012) to explore the relationships between ship SL and ship class, length, width, deadweight, year built, and speed over ground (SOG). This type of statistical model is an extension of a linear regression that allows for the input of more than one independent variable. A mixed effects model was chosen because it was assumed that the variance in SL for each individual ship (i.e., repeated measures of the same ship) would be smaller than the variance between ships. During model selection, deadweight, length, and width were determined to be collinear (i.e., they are correlated enough that one variable would predict another). As width had the highest explanatory value, it was retained in the statistical model while the other two terms were dropped. The dredge function in R was used to select

22 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 the model with the lowest Akaike Information Criterion with correction for finite sample size (AICc) values and the statistical model that included ship class, SOG, and width was determined to be the most appropriate model to use (i.e., it was ranked number 1; Table 5). Table 4 Ship Speed (knots) and Sample Size (N) for Each Ship Class Included in Analyses Ship Class Mean 95th %ile 75th %ile 50th %ile 25th %ile 5th %ile N Bulk carrier <200 m Bulk carrier m Bulk carrier >250 m , Cargo Container ship <250 m Container ship m Container ship >320 m Fishing Passenger Tanker Tug Vehicle carrier Table 5 Model Selection Table Output for the Four Models with the Lowest AIC Values (see below for explanations of model outputs) Rank Intercept Ship Class SOG Width Year Built AICc Delta To help the reader interpret the statistical model outputs in Table 5, the output parameters are explained. Rank is the ranking of the statistical models based on their AICc (see explanation below). The Intercept is the y intercept estimate for that statistical model, and is the estimate of the independent variable (in this case SL) if all the dependent variables are held at their default value. Ship Class has a + when this categorical independent variable is included in the statistical model. If the SOG, Width, or Year Built has an output in the table, it indicates that this continuous independent variable is included in the statistical

23 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 model. These three outputs are the slope estimates for those variables. For example, an SOG output of indicates that for every 1 knot increase in SOG, the SL increases by db. The AICc output is a measure of the relative quality of a statistical model using a particular dataset and is what is used by the dredge function in R to rank the statistical models. The lower the AICc, the better the statistical model is for that dataset. Delta is the difference in AICc score from the highest ranked model to the model in question. The significant positive relationship between SL and SOG with a slope of 0.47 (95% CI: 0.37 to 0.57) indicates that, on average, SL increases by almost half a db for every one knot increase in speed (Figure 8). Likewise, there was a positive relationship between ship width and SL such that SL increased by 0.10 db (95% CI: ) for every 1 m increase in width (Figure 9). The R-squared value for the fixed effects (i.e., ship class and speed) was 0.14 and the R-squared value for both fixed and random effects (i.e., multiple measures of the same ship) was Container ships >320 m and bulk carriers >250 m had the highest SLs with means of and db re 1m, respectively, while fishing vessels and tugs had some of the lowest with means of and db re 1m, respectively (Table 6). When viewed in 1/3 octave band SLs, the broadband trends in SL tend to hold (Figure 10). The increase in 1/3 octave spectrum levels above 10 khz has not been reported in other literature and may be due to large estimated TL and absorption at those high frequencies. To investigate differences in spectrum level slopes, the 1/3 octave band SL in the 100 Hz band was subtracted from the 10,000 Hz band (Table 7). Tankers and bulk carriers had the highest db drop, while tugs and fishing vessels had the smallest decrease, indicating that tankers and bulk carriers generate relatively less high frequency sound than low frequency sound when compared to tugs and fishing vessels. This result has relevance for investigating frequency overlap between vessel noise and marine mammal sounds (i.e., killer whale calls and clicks).

24 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Figure 8 Speed over Ground (knots) vs. SL (db re 1m). Red Line is the Linear Mixed Effects Model Estimate of this Relationship. Black Shadows around the Red Line are the 95% CI Figure 9 Ship Width (m) vs. SL (db re 1m). Red Line is the Linear Mixed Effects Model Estimate of this Relationship. Black Shadows around the Red Line are the 95% CI

25 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Table 6 SL (db re 1m) by Ship Class. Mean SLs were Calculated before Conversion to db Scale Ship Class Mean 95th %ile 75th %ile 50th %ile 25th %ile 5th %ile Bulk carrier <200 m Bulk carrier m Bulk carrier >250 m Cargo Container ship <250 m Container ship m Container ship >320 m Fishing Passenger Tanker Tug Vehicle carrier Figure 10 Mean 1/3 Octave Band SLs by Ship Class

26 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Table 7 Mean Drop in the 1/3 Octave Band SL (db) from the 100 to 10,000 Hz Band Ship Class Mean Bulk carrier <200 m Bulk carrier m -9.9 Bulk carrier >250 m -9.5 Cargo -9.8 Container ship <250 m -6.0 Container ship m -5.1 Container ship >320 m -4.8 Fishing -3.9 Passenger -4.9 Tanker Tug -4.2 Vehicle carrier -8.4 Sound speed profiles can change with seasons and therefore could cause changes in TL by season. To investigate this possibility, the SLs of the five most commonly recorded container ships >320 m in length were plotted for each ship. One-third octave levels were plotted with different colours by season. Figure 11 is an example of these plots. While there is a large amount of variability in SL between transits, a consistent seasonal change in the SL, either in general or at specific frequencies, is not apparent.

27 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Figure 11 One-third Octave Band SLs of Repeat Transits of the Vancouver Express, a 334 m Container Ship. The Colour Represents Seasons: Black is Winter, Magenta is Spring, Red is Summer, and Blue is Fall Discussion of Ship Source Levels and Comparison to Other Studies The broadband SLs for all three container ships transiting at high speed in Haro Strait were similar (within 4 db); however, levels above 1 khz for the Osaka Express were approximately 20 db lower than those from the CMA CGM Attila and Zim Los Angeles. The high frequency SL of the Osaka Express was higher when its speed was 9.0 knots at the Victoria pilot site than when it transited at 22.0 knots in Haro Strait. This result, which is likely caused by increased cavitation from high load on the propellers as the Osaka Express accelerated, was not observed with the other two container ships. These findings emphasise the importance of cavitation in determining radiated noise levels at high frequencies that overlap with and potentially mask killer whale call and clicks. Broadband SLs from the three ships recorded on AMARs in Haro Strait are 15 to 20 db higher than mean SLs reported by McKenna et al. (2012) for container ships transiting at 20.0 knots and are above the 5 th percentile of container ships >320 m recorded with TWMBR hydrophone. The same transits of these three ships were also recorded on TWMBR hydrophone. From that dataset, the estimated SLs of the Osaka Express, CMA CGM Attila, and Zim Los Angeles were 187.0, and db re 1 μpa at 1 m respectively, which are 19, 10.8 and 10.4 db lower than AMAR estimates in the middle of Haro Strait. This may be due to the shallow depth of TWMBR hydrophone which would make it difficult to measure frequencies below 50 Hz. Comparison of the 1/3 octave bands shows that the AMAR measurements of

28 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 these three ships are consistent with McKenna et al. (2012) above 200 Hz, but are higher from 20 to 160 Hz (Figure 12). Although the measurements from TWMBR hydrophone showed a great deal of variation, the 50 th percentile measurements are consistent with the different ship class measurements reported in McKenna et al. (2012), suggesting that either the TWMBR hydrophone estimated SLs are underestimates at low frequencies, or the AMAR estimates of SL are overestimates, or both. The relative shiphydrophone geometry could play a role in this anomaly (i.e., the AMAR s much closer position was almost directly underneath the ships, whereas the TWMBR hydrophone was to the side of them). Likewise, the shallow water bathymetry around Lime Kiln could be filtering out lower frequencies that would cause an underestimate of SL. The McKenna et al. (2012) recordings were in deep waters off California. Findings of the multiple linear mixed effects model on TWMBR hydrophone data are generally in agreement with McKenna et al. (2013), with increases in ship speed and size (either length or width, both of which are correlated) leading to increased broadband SL. McKenna et al. (2013) found that for a 294 m container ship, there is an increase of 1.1 db for every 1 knot increase in ship speed. These values are roughly double the slope predicted by the mulitple linear mixed effects model (0.47), which may be because there was little variation in ship speed within ship class in Haro Strait (Table 4). The mixed effects model is also lower than the power-law model developed by Ross (1976) to predict increased SL with increased ship speed. Given the small variation in ship speed within each ship class in the linear mixed effects model, it is probably best to use the Ross (1976) power-law model to adjust ship SL for speed.

29 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Figure 12 One-Third Octave Band SLs for the Three Container Ships Measured in this Study and the Average Container Ship SLs Reported in McKenna et al. (2012) 3.2 APPROACHING PORT AND BERTHING (ROBERTS BANK) SLs were measured for a harbour tug Seaspan Resolution, which is similar to those anticipated to be used for berthing at RBT2, transiting at different speeds (4.0, 7.5, and 12.0 knots), performing simulations of berthing activities at Roberts Bank, and berthing a container ship. To simulate berthing, the Seaspan Resolution performed three activities in close proximity to the AMAR: 1) it oriented its twin propellers in opposing directions (pushing against each other); 2) ran its engines at half and full power, generating cavitation noise similar to that generated while manoeuvering a container ship into its berth; and 3) accelerated from 7.1 to 11.9 knots. Engine rpm in the half power simulation, full power simulation, and during acceleration were approximately 608 rpm, 795 rpm, and 891 rpm, respectively Tug Transiting SLs for the Seaspan Resolution increased with its transit speed, with broadband SLs of 162.1, 171.3, and db re 1 μpa at 1 m at 4.0, 7.5, and 12.0 knots, respectively. These values result in an increase of 3.4 db per knot increase on average. Cavitation noise at frequencies above 3 khz varied substantially (by as much as 45 db) between the 4.0 and 12.0 knot scenarios (Figure 13).

30 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Figure 13 Calculated 1/3 Octave Band SLs for Seaspan Resolution Transiting at 4.0, 7.5, and 12.0 knots Tug Berthing Simulations One-third octave band TL was calculated for the source-receiver geometry at CPA for the three berthing simulation scenarios. SLs were calculated by taking the average of the RLs around the CPA and adding them to TL (Figure 14). SLs for the three berthing scenarios of half power, full power, and acceleration were 180.2, and db re 1μPa at 1m, respectively.

31 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Figure 14 Calculated 1/3 Octave Band SLs for Seaspan Resolution Performing Berthing Simulations at Half Power (Blue), Full Power (Red), and Accelerating (Orange) Tug Berthing SLs were estimated for berthing of the Vienna Express (335 m) at Deltaport Terminal with the assistance of the tugs Seaspan Raven and Seaspan Resolution. Average broadband SL for this berthing was db re 1 μpa at 1 m over the entire operation and db re 1 μpa at 1 m over the loudest period. Bathymetry data and source-receiver geometry were insufficiently detailed at Deltaport Terminal to use the acoustic model RAM to accurately predict TL during the berthing operation; therefore, TL in 1/3 octave bands was calculated instead assuming simple spherical spreading loss (20 Log R). The 1/3 octave band SLs are depicted in Figure 15.

32 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December 2014 Figure 15 Calculated 1/3 Octave Band Composite SLs for Seaspan Resolution and Seaspan Raven Berthing the Vienna Express. SLs Were Calculated from RLs Averaged Over The Loudest Section (2 minutes, Red Line, 1596 m Slant Range) and Over the Section of the Tugs Pushing Easy to Full (30 minutes, Blue Line, 1607 m Slant Range) Cavitation noise levels (> 1 khz) measured during the berthing simulation, where cavitation was induced by opposing the twin propellers on the tugs, were higher than those measured during this actual berthing operation, particularly above 10 khz (Figure 14 and Figure 15). SLs for the half power berthing simulation were lower than the SLs from the berthing operation except at frequencies above 10 khz.

33 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December DISCUSSION OF KEY FINDINGS TL measurements in five locations in the Salish Sea combined with acoustic inversion analysis allowed development of a site-specific acoustic transmission model and determination of geoacoustic properties in particular areas. Acoustic transmission models require this information to determine how the ocean bottom reflects and absorbs sound as it travels away from its source. While the acoustic inversion determined that all sites contained acoustically absorptive silts and clays, variation between sites will help better parameterise noise models (see JASCO 2014a, b). The attenuation model that best fit the TL data depended on frequency. Wave-equation based models (parabolic equation or wavenumber integration) worked best for frequencies below 5 khz. Above 5 khz, simple spherical spreading with absorption was the best match. The difficulties with fine-tuning the TL model at Lime Kiln are indicative of the challenge of modelling acoustic transmission in complex bathymetry. SL estimates of vessels in this study were consistent with other recent studies but provided larger sample sizes (and therefore more robust estimates), extended SL measurements to other ship types and activities including tugs and berthing, and characterised the relationship between ship speed and size, which will again help to better parameterise noise models. During transit, container ships have some of the highest SLs while tugs have some of the lowest; however, when tugs are accelerating or berthing a ship, cavitation of their propellers generates higher SL. The increase in tug SL with speed is about three times higher than for container ships, which is likely due to the very different vessel designs. 5.0 DATA GAPS AND LIMITATIONS Measuring TL from playback studies and the RL of vessels in the inland waters of the Salish Sea presents a number of challenges because of the complex and sometimes shallow bathymetry. Acoustic inversion analysis resulted in geoacoustic estimates in only three locations. To model noise in the entire study area, these geoacoustic properties will need to be applied over much larger areas with variable geoacoustic properties, which may lead to errors in noise model estimates in some areas. There were discrepancies in the SL estimates of the three large container ships in Haro Strait between the AMAR and TWNBR datasets and a great deal of variability within TWMBR dataset. An estimate of SL for these large ships that combines the strengths of these different datasets will be the most appropriate approach to noise modelling.

34 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December CLOSURE Major authors and reviewers of this technical data report are listed below, along with their signatures. Report prepared by: SMRU Canada Ltd. Jason Wood, PhD Senior Research Scientist Hemmera Envirochem Inc. Elly Chmelnitsky, M.Sc. Marine Biologist The following persons contributed to this TDR and are authors of the report, Underwater Acoustic Measurements in Haro Strait and Strait of Georgia, included in Appendix A of this document: JASCO Graham Warner Caitlin O Neill Andrew McCrodan Heloise Frouin-Mouy Jonathan Izett Alexander MacGillivray Report peer reviewed by: Hemmera Envirochem Inc. Sonya Meier, M.Sc., R.P.Bio., Senior Biologist Acknowledgements: Data collection at TWMBR hydrophone made possible by: Val Veirs, PhD Professor Emeritus, Colorado College Scott Veirs, PhD President, Beam Reach

35 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December REFERENCES Bassett, C., B. Polagye, M. Holt, and J. Thomson A vessel noise budget for Admiralty Inlet, Puget Sound, Washington (USA). Journal of the Acoustical Society of America 132: JASCO. 2014a. Roberts Bank Terminal 2 technical report: Regional commercial vessel traffic underwater noise exposure study. Prepared for Port Metro Vancouver, Vancouver, B.C. in Port Metro Vancouver (PMV) Roberts Bank Terminal 2 Environmental impact statement: Volume 2. Environmental Assessment by Review Panel. Submitted to Canadian Environmental Assessment Agency. JASCO. 2014b. Roberts Bank Terminal 2 technical report: Construction activities and terminal vessel operations noise modelling study. Prepared for Port Metro Vancouver, Vancouver, B.C. in Port Metro Vancouver (PMV) Roberts Bank Terminal 2 Environmental impact statement: Volume 2. Environmental Assessment by Review Panel. Submitted to Canadian Environmental Assessment Agency. Jensen, F. B., W. A. Kuperman, M. B. Porter, and H. Schmidt Computational Ocean Acoustic. AIP Series in Modern Acoustics and Signal Processing. AIP Press - Springer. McKenna, M.F., D. Ross, S.M. Wiggins, and J.A. Hildebrand Underwater radiated noise from modern commercial ships. Journal of the Acoustical Society of America 131: McKenna, M. F., S. M. Wiggins, and J. A. Hildebrand Relationship between container ship underwater noise levels and ship design, operational and oceanographic conditions. Scientific Reports 3: R Core Team R: A language and environment for statistical computing. Vienna, Austria. Ross, D Mechanics of Underwater Noise. Pergamon, New York. SMRU Roberts Bank Terminal 2 technical report: Southern resident killer whale underwater noise exposure and acoustic masking study. Prepared for Port Metro Vancouver, Vancouver, B.C. in Port Metro Vancouver (PMV) Roberts Bank Terminal 2 Environmental impact statement: Volume 3. Environmental Assessment by Review Panel. Submitted to Canadian Environmental Assessment Agency. Urick, R. J Principles of Underwater Sound. 3rd edition. McGraw-Hill, New York, NY.

36 Port Metro Vancouver Hemmera, SMRU Canada, and JASCO RBT2 Ship Sound Signatures December STATEMENT OF LIMITATIONS This report was prepared by Hemmera Envirochem Inc. ( Hemmera ) and SMRU Canada Ltd. ( SMRU ), based on fieldwork conducted by JASCO, for the sole benefit and exclusive use of Port Metro Vancouver. The material in it reflects Hemmera, SMRU and JASCO s best judgment in light of the information available at the time of preparing this Report. Any use that a third party makes of this Report, or any reliance on or decision made based on it, is the responsibility of such third parties. Hemmera, SMRU and JASCO accept no responsibility for damages, if any, suffered by any third party as a result of decisions made or actions taken based on this Report. Hemmera, SMRU and JASCO have performed the work as described above and made the findings and conclusions set out in this Report in a manner consistent with the level of care and skill normally exercised by members of the environmental science profession practicing under similar conditions at the time the work was performed. This Report represents a reasonable review of the information available to Hemmera, SMRU and JASCO within the established Scope, work schedule and budgetary constraints. The conclusions and recommendations contained in this Report are based upon applicable legislation existing at the time the Report was drafted. Any changes in the legislation may alter the conclusions and/or recommendations contained in the Report. Regulatory implications discussed in this Report were based on the applicable legislation existing at the time this Report was written. In preparing this Report, Hemmera, SMRU and JACO have relied in good faith on information provided by others as noted in this Report, and have assumed that the information provided by those individuals is both factual and accurate. Hemmera, SMRU and JASCO accept no responsibility for any deficiency, misstatement or inaccuracy in this Report resulting from the information provided by those individuals.

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