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Marine Noise (Atmospheric) - Marine Transportation
Technical Report for the Trans Mountain Pipeline ULC
Trans Mountain Expansion Project
Final Report
RWDI # 1202006
REP-NEB-TERA-00026
December, 2013
SUBMITTED TO
SUBMITTED BY
Jason Smith, M.Sc.
Vice President Consulting Services - Principal
TERA Environmental Consultants
jsmith@teraenv.com
Teresa Drew, B. Sc., INCE
Project Director
teresa.drew@rwdi.com
Craig Vatcher, CET
Senior Project Manager / Associate
craig.vatcher@rwdi.com
Nghi Nguyen, C.Tech.
Intermediate Noise Scientist
nghi.nguyen@rwdi.com
This document is intended for the sole use of the party to whom it is addressed and may contain information that is
privileged and/or confidential. If you have received this in error, please notify us immediately.
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i
TABLE OF CONTENTS
1.
INTRODUCTION ................................................................................................................................... 1
1.1 Project Description ........................................................................................................................ 1
1.2 Scope and Objectives ................................................................................................................... 3
1.3 Regulatory Standards ................................................................................................................... 4
1.3.1 National Energy Board ...................................................................................................... 4
1.3.2 BC Oil and Gas Commission ............................................................................................. 4
1.3.3 Port Metro Vancouver ....................................................................................................... 5
2.
CONSULTATION AND ENGAGEMENT .............................................................................................. 6
2.1 Public Consultation, Aboriginal Engagement and Landowner Relations ...................................... 6
2.2 Regulatory Consultation ................................................................................................................ 7
3.
METHODS ............................................................................................................................................ 8
3.1 Project Interactions and Identification of Potential Effects ............................................................ 8
3.2 Assessment Indicators and Measurement Endpoints ................................................................... 8
3.3 Criteria and Guidance ................................................................................................................... 8
3.3.1 Study Area Boundaries ..................................................................................................... 9
3.3.2 Permissible Sound Levels ............................................................................................... 10
3.4 Field Data Collection ................................................................................................................... 11
3.5 Emissions and Modelling ............................................................................................................ 12
3.5.1 Sound Emissions ............................................................................................................. 12
3.5.2 Sound Propagation Model ............................................................................................... 14
4.
ASSESSMENT OF EXISTING CASE ................................................................................................ 15
4.1 Existing Sound Levels ................................................................................................................. 15
4.1.1 Segments 1 and 2 ........................................................................................................... 15
4.1.2 Segments 3 and 4 ........................................................................................................... 15
4.1.3 Segments 5 and 6 ........................................................................................................... 16
4.1.4 Segment 7 ....................................................................................................................... 16
4.2 Existing Sound Emissions from Vessel Traffic ............................................................................ 16
4.2.1 Segments 1 and 2 ........................................................................................................... 16
4.2.2 Segments 5 and 6 ........................................................................................................... 17
5.
ASSESSMENT OF APPLICATION CASE ......................................................................................... 19
5.1 Project Sound Contributions ....................................................................................................... 19
5.2 Singular Sound Level Events ...................................................................................................... 21
6.
DISCUSSIONS AND RECOMMENDATIONS .................................................................................... 22
6.1 General Marine Noise Mitigation Options ................................................................................... 22
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6.2 Monitoring.................................................................................................................................... 22
7.
REFERENCES .................................................................................................................................... 23
Tables
Table 2-1
Summary of Consultation Activities Related to Marine Transportation Noise .................. 7
Table 3-1
BC OGC Permissible Sound Levels ................................................................................ 11
Table 3-2
BC OGC Ambient Sound Levels ..................................................................................... 11
Table 3-3
Insertion Loss of Standard Marine Engine Mufflers (dB) ................................................ 12
Table 3-4
Sound Transmission Loss of Standard Sheet Steel (dB) ................................................ 13
Table 3-5
Sound Power Levels for Project Vessels ........................................................................ 13
Table 3-6
Noise Model Configuration Parameters .......................................................................... 14
Table 5-1
Potential Changes in Sound Level based on Project-related Marine Vessel Traffic
Increases ........................................................................................................................... 20
Figures
Figure 4-1
Existing Sound Level Attenuation, Segments 1 and 2 (Tanker with Three Tugs) .......... 17
Figure 4-2
Existing Sound Level Attenuation, Segment 5 (Tanker with One Tug) ........................... 18
Figure 4-3
Existing Sound Level Attenuation, Segment 6 (Tanker) ................................................. 18
Attachment i: Figure
Figure 3-1
Atmospheric Marine Noise Route Segments and Study Areas
Attachment ii: Appendices
Appendix A:
Environmental Noise Descriptors and Terminology
Appendix B:
Engine Specifications and Emission Estimations
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DEFINITIONS AND ACRONYMS
Definition/Acronym
ASL
BC
BC OGC
CEA
dBA
Element
EPP
ESA
Indicator
LSA
Local Study Area
Mitigation Measures
NEB
PSL
PMV
RSA
Regional Study Area
TERA
TERMPOL
the Project
Trans Mountain
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Description
ambient sound level
British Columbia
British Columbia Oil and Gas Commission
Canadian Environmental Assessment
A-Weighted decibels
a technical discipline or discrete component of the biophysical or human environment
identified in the NEB Filing Manual
Environmental Protection Plan
Environmental and Socio-economic Assessment
a biophysical, social, or economic property or variable that society considers to be important
and is assessed to predict Project-related changes and focus the effects assessment on key
issues. One or more indicators are selected to describe the present and predicted future
condition of an element. Societal views are understood by the assessment team through
published information such as management plans and engagement with regulatory
authorities, public, Aboriginal communities, and other interested groups.
local study area
the zone of influence or area where the element and associated indicators are most likely to
be affected by Project-related marine vessel traffic.
measures for the elimination, reduction or control of a project’s adverse environmental
effects, including restitution for any damage to the environment caused by such effects
through replacement, restoration, compensation or any other means.
National Energy Board
Permissible Sound Level
Port Metro Vancouver
regional study area
the area extending beyond the Local Study Area boundary where the direct and indirect
influence of other activities could overlap with Project-specific effects and cause cumulative
effects on the environmental or socio-economic indicator
TERA Environmental Consultants
Technical Review Process of Marine Terminal Systems and Transshipment Sites
Trans Mountain Expansion Project
Trans Mountain Pipeline ULC
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1.
INTRODUCTION
1.1
Project Description
Trans Mountain Pipeline ULC (Trans Mountain) is a Canadian corporation with its head office located in
Calgary, Alberta. Trans Mountain is a general partner of Trans Mountain Pipeline L.P., which is operated
by Kinder Morgan Canada Inc. (KMC), and is fully owned by Kinder Morgan Energy Partners, L.P. Trans
Mountain is the holder of the National Energy Board (NEB) certificates for the Trans Mountain pipeline
system (TMPL system).
The TMPL system commenced operations 60 years ago and now transports a range of crude oil and
petroleum products from Western Canada to locations in central and southwestern British Columbia (BC),
Washington State and offshore. The TMPL system currently supplies much of the crude oil and refined
products used in BC. The TMPL system is operated and maintained by staff located at Trans Mountain’s
regional and local offices in Alberta (Edmonton, Edson, and Jasper) and BC (Clearwater, Kamloops,
Hope, Abbotsford, and Burnaby).
3
The TMPL system has an operating capacity of approximately 47,690 m /d (300,000 bbl/d) using
23 active pump stations and 40 petroleum storage tanks. The expansion will increase the capacity to
3
141,500 m /d (890,000 bbl/d).
The proposed expansion will comprise the following:

Pipeline segments that complete a twinning (or “looping”) of the pipeline in Alberta and
BC with about 987 km of new buried pipeline.

New and modified facilities, including pump stations and tanks.

Three new berths at the Westridge Marine Terminal in Burnaby, BC, each capable of
handling Aframax class vessels.
The expansion has been developed in response to requests for service from Western Canadian oil
producers and West Coast refiners for increased pipeline capacity in support of growing oil production
and access to growing West Coast and offshore markets. NEB decision RH-001-2012 reinforces market
support for the expansion and provides Trans Mountain the necessary economic conditions to proceed
with design, consultation, and regulatory applications.
Application is being made pursuant to Section 52 of the National Energy Board Act (NEB Act) for the
proposed Trans Mountain Expansion Project (referred to as “TMEP” or “the Project”). The NEB will
undertake a detailed review and hold a Public Hearing to determine if it is in the public interest to
recommend a Certificate of Public Convenience and Necessity (CPCN) for construction and operation of
the Project. Subject to the outcome of the NEB Hearing process, Trans Mountain plans to begin
construction in 2016 and go into service in 2017.
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Trans Mountain has embarked on an extensive program to engage Aboriginal communities and to consult
with landowners, government agencies (e.g., regulators and municipalities), stakeholders, and the
general public. Information on the Project is also available at www.transmountain.com.
The scope of the Project will involve:

using existing active 610 mm (NPS 24) and 762 mm (NPS 30) OD buried pipeline segments;

constructing three new 914 mm (NPS 36) OD buried pipeline segments totalling approximately
987 km:


Edmonton to Hinton – 339.4 km

Hargreaves to Darfield – 279.4 km

Black Pines to Burnaby – 367.9 km;
reactivating two 610 mm (NPS 24) OD buried pipeline segments that have been maintained in a
deactivated state:

Hinton to Hargreaves – 150 km

Darfield to Black Pines – 43 km;

constructing two, 3.6 km long 762 mm (NPS 30) OD buried delivery lines from Burnaby Terminal to
Westridge Marine Terminal (the Westridge delivery lines);

installing 23 new sending or receiving traps (16 on the Edmonton-Burnaby mainlines), for in-line
inspection tools, at nine existing sites and one new site;

adding 35 new pumping units at 12 locations (i.e., 11 existing and one new pump station site);

reactivating the existing Niton Pump Station that has been maintained in a deactivated state;

four existing pump stations at Albreda, Stump, Hope, and Wahleach, may be deactivated if further
studies indicate that these stations are not required;

constructing 20 new tanks located at the Edmonton (5), Sumas (1) and Burnaby (14) Terminals,
preceded by demolition of 2 existing tanks at Edmonton (1) and Burnaby (1), for a net total of
18 tanks to be added to the system; and

constructing one new dock complex, with a total of three Aframax-capable berths, as well as a utility
dock (for tugs, boom deployment vessels, and emergency response vessels and equipment) at
Westridge Marine Terminal, followed by the deactivation and demolition of the existing berth.
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While Trans Mountain does not own or operate the vessels calling at the Westridge Marine Terminal, it is
responsible for ensuring the safety of the terminal operations. In addition to Trans Mountain’s own
screening process and terminal procedures, all vessels calling at Westridge must operate according to
rules established by the International Maritime Organization, Transport Canada, the Pacific Pilotage
Authority, and Port Metro Vancouver. Although Trans Mountain is not responsible for vessel operations, it
is an active member in the maritime community and works with BC maritime agencies to promote best
practices and facilitate improvements to ensure the safety and efficiency of tanker traffic in the Salish Sea.
Trans Mountain is a member of the Western Canada Marine Response Corporation (WCMRC), and
works closely with WCMRC and other members to ensure that WCMRC remains capable of responding
to spills from vessels loading or unloading product or transporting it within their area of jurisdiction.
Currently, in a typical month, five vessels are loaded with heavy crude oil (diluted bitumen) or synthetic
crude oil at the terminal. The expanded system will be capable of serving 34 Aframax class vessels per
month, with actual demand driven by market conditions. The maximum size of vessels (Aframax class)
served at the terminal will not change as part of the Project. Similarly, the future cargo will continue to be
3
crude oil, primarily diluted bitumen or synthetic crude oil. Of the 141,500 m /d (890,000 bbl/d) capacity of
3
the expanded system, up to 100,200 m /d (630,000 bbl/d) may be delivered to the Westridge Marine
Terminal for shipment.
In addition to tanker traffic, the terminal typically loads three barges with oil per month and receives one
or two barges of jet fuel per month for shipment on a separate pipeline system that serves Vancouver
International Airport (YVR). Barge activity is not expected to change as a result of the expansion.
1.2
Scope and Objectives
The Project will involve constructing one new dock complex, with a total of three Aframax-capable berths,
as well as a utility dock (for tugs, boom deployment vessels, and emergency response vessels and
equipment) at Westridge Marine Terminal, followed by the deactivation and demolition of the existing
berth. The atmospheric acoustic environment will be influenced by port activities once vessels are docked
at the Westridge Marine Terminal and marine vessel traffic in the shipping lanes. This assessment only
considers atmospheric sound levels from marine vessel traffic movements. Details of sound level effects
from the Westridge Marine Terminal and dock activity are evaluated in Volume 5C Terrestrial Noise and
Vibration Technical Report.
The objectives of this marine transportation noise report were to:

Characterize the existing atmospheric acoustic environment on shoreline areas nearest the
shipping lanes;

Evaluate the amount of atmospheric sound that may occur due to the Project’s marine
transportation;

Evaluate the potential for the Project to change the existing marine acoustic environment; and,

Discuss the potential of singular sound level events to cause annoyance to human receptors.
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This report addresses atmospheric noise only. Information pertaining to underwater noise is discussed in
Volume 8B Marine Resources - Marine Transportation Technical Report.
This report provides an overview of the acoustic marine environment through the assessment of existing
and anticipated atmospheric sound levels as a result of the Project. The report describes related data,
details of calculations, and technical aspects of predictions through modelling using software that utilizes
international standards.
1.3
Regulatory Standards
Marine atmospheric noise is not currently controlled by any regulatory authorities. The single main federal
standard that the Project must follow is the National Energy Board (NEB) Filing Manual (NEB, 2013a).
Specific noise criteria are not cited in the NEB Filing Manual; however, it does specifically refer to the
British Columbia (BC) Oil and Gas Commission (OGC) for Provincial guidance on noise control. The BC
OGC methods use threshold based criteria to establish an accepted ceiling or maximum noise level. Port
Metro Vancouver (PMV) is referenced in this report for requirements surrounding baseline environmental
assessments.
1.3.1
National Energy Board
The NEB Filing Manual (NEB, 2013a) provides content guidance regarding the acoustic environment
where a detailed submission is a required component of the ESA. Specifically, the NEB Filing Manual
indicates that noise be assessed where there is an outstanding public concern that has not been
addressed through consultation or where noise from construction, operation or maintenance is expected
to increase. The NEB’s assessment requirements for noise are outlined in the NEB Filing Manual, Table
A-2: Filing Requirements for Biophysical Elements.
The NEB provided further clarification of its requirements to consider the environmental and socioeconomic effects of the increase in marine tanker traffic in its Filing Requirements Related to the Potential
Environmental and Socio-Economic Effects of Increased Marine Shipping Activities, Trans Mountain
Expansion Project (September 10, 2013) (NEB, 2013b). The NEB Filing Manual also requires that
potential for cumulative effects with residual sound be evaluated.
1.3.2
BC Oil and Gas Commission
Noise from energy resource developments is regulated by the BC OGC through application of the Noise
Control Best Practices Guidelines (March 2009) and is guidance specifically cited by the NEB as
appropriate for Section 52 applications. This guideline outlines acceptable prediction methods, directions
for the consideration of existing sound, and requirements for the consideration of cumulative sound levels.
This guidance was developed by the BC OGC to establish reasonable levels of sound to minimize the
effect of energy resource developments on the acoustic environment.
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1.3.3
Port Metro Vancouver
PMV monitors environmental effects of port operations including and not limited to air, noise, and light
pollution. PMV does not have set standards or regulations but does expect terminal operators to control
noise and wherever possible, comply with local municipal or provincial guidance. PMV requirements are
considered in the development of the recommendations in this technical report.
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2.
CONSULTATION AND ENGAGEMENT
Trans Mountain and its consultants have conducted a number of engagement activities to inform
Aboriginal communities, stakeholders, the public and regulatory authorities about the approach to
assessing potential environmental and socio-economic effects of the Project, and to seek input
throughout the Project planning process.
2.1
Public Consultation, Aboriginal Engagement and Landowner Relations
Trans Mountain has implemented and continues to conduct open, extensive and thorough public
consultation, Aboriginal engagement programs. These programs were designed to reflect the unique
nature of the Project as well as the diverse and varied communities along the proposed pipeline and
marine corridors. These programs were based on Aboriginal communities, landowner and stakeholder
groups’ interests and inputs, knowledge levels, time and preferred methods of engagement. In order to
build relationships for the long-term, these programs were based on the principles of accountability,
communication, local focus, mutual benefit, relationship building, respect, responsiveness, shared
process, sustainability, timeliness, and transparency.
Feedback related to marine transportation that was raised through various Aboriginal engagement and
public consultation activities including public open houses, ESA Workshops and one-on-one meetings, is
summarized below and was considered in the development of this technical report, and the assessment
of marine atmospheric noise in Volume 8A:

Implement regulations to reduce noise emitted from tanker vessels;

Increased tanker traffic;

Increased noise from ships at the proposed Westridge Marine Terminal; and,

Increased noise, disruption and traffic from construction of the Westridge Marine Terminal.
In addition, concerns related to the spills in the marine environment (e.g., spill response times and
proportion of product that can be cleaned up; WCMRC equipment locations and response capacity;
liability regime in Canada in the event of a spill; and ability to fund the cost of a spill) were also raised and
detailed information on marine spills is provided in Volume 8A.
The full description of the public consultation, Aboriginal engagement and landowner relations programs
are located in Volumes 3A, 3B and 3C, respectively. Section 3.0 of Volume 8A summarizes the
consultation and engagement activities that have focused on identifying and assessing potential issues
and concerns related to marine atmospheric noise which may be affected by the construction and
operation of the Project. Information collected through the public consultation, and Aboriginal engagement
programs for the Project was considered in the development of this technical report, and the assessment
of marine atmospheric noise Volume 8A.
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2.2
Regulatory Consultation
Table 2-1 summarizes the feedback from regulatory authorities relating to marine atmospheric noise were
considered in the development of this report.
Table 2-1
Summary of Consultation Activities Related to Marine Transportation Noise
Stakeholder
Group /
Method
Date of
Agency
of
Consultation
Reason For
Name
Contact
Activity
Engagement
PROVINCIAL CONSULTATION – BRITISH COLUMBIA
Port Metro
Meeting November
Marine - Air
Vancouver
21, 2012
Emissions/GHG
Marine - Contaminated
Sediments
Marine - Dredging
Marine - Spills Environmental Effects
Marine - Spills - Safety
Marine - Tanker traffic
Nuisance - Noise
Terrestrial - Acoustic
Environment
City of
Meeting February 14, Regulatory - NEB
Burnaby
2013
process
Regulatory - Port
Metro Vancouver EA
process
Routing - Existing
Pipelines
Routing - Roadway
Routing - Water
Crossings
Socio-Econ. Marine Human Health
(including Noise)
Socio-Econ. Terrestrial
- Human Health
(including Noise)
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Commitments
/ Follow-up
Actions /
Comments
Issues /
Concerns
Concerned with
noise and light
emissions from
additional
hoteling and
anchorage of
marine vessels
in the Burrard
Inlet and Gulf
Islands
Provided
comments and
input on the
ESA. Approach
for sections
describing the
assessment of
these potential
effects.
Provided an
Follow-up with
overview of
timing around
and sought
ESA.
feedback about
the
Environment
and SocioEconomic
Assessment,
provided
routing update
and an update
on stakeholder
engagement
plans for Phase
3.
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3.
METHODS
The assessment study area for the atmospheric acoustic environment follows shipping lanes spanning
from Westridge Marine Terminal (eastern boundary) to Juan de Fuca Strait (western boundary). The
assessment methods considered are summarized in the following subsections.
3.1
Project Interactions and Identification of Potential Effects
Atmospheric sound has the potential to affect people and wildlife living near vessel traffic in the shipping
lanes. Changes in existing sound levels can result in annoyance and sleep disturbance for people, and
changes in behaviour for wildlife.
Project-related sound emissions contribute to the local environment and have the potential to affect the
nature of the acoustic environment by changing atmospheric sound levels. This assessment considers
the potential for sound levels in the atmospheric acoustic environment to change due to increased
Project-related marine vessel traffic. Changes in atmospheric sound levels can be noticed at specific
thresholds by humans. Singular sound events in the acoustic environment during mooring or departure
currently noticed by people in some onshore areas have the potential to increase in the frequency of
occurrence.
3.2
Assessment Indicators and Measurement Endpoints
Atmospheric marine sound is the single indicator for this assessment. The key issue anticipated in the
marine acoustic environment is the potential for changes in atmospheric levels as a result of increased
Project-related sounds. Ambient sound levels (ASLs) and permissible sound levels (PSLs) will be used in
comparison against atmospheric noise associated with increased marine vessel traffic to determine
potential effects.
The measurement endpoints for the marine acoustic environment include both quantitative and qualitative
evaluation of potential Project effects. Quantitative assessment examines potential for changes in day
and night sound levels based on proposed changes in ship traffic. Regarding singular, or impulsive sound
level events, there is a lack of regulatory thresholds and data regarding these events for all marine activity
within the Marine RSA. Singular events can occur when ship horns are used in specific weather
conditions or as part of normal navigation. Given the intermittent nature of these events, potential effects
are challenging to predict. Consequently, a qualitative discussion of the potential increase in singular
sound events is provided.
3.3
Criteria and Guidance
The BC OGC Noise Control Best Practices Guideline (BC OGC, 2009) provides receptor based guidance
for the assessment of PSLs where there is a permanent or seasonally occupied dwelling (receptor). As
such, the assessment for the marine acoustic environment is focused on human receptors. The potential
effects of atmospheric sound on marine mammals and marine birds are discussed under Volume 8A
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Section 4.3.5 of the Marine Transportation Assessment. Where a receptor (dwelling) is not present, the
PSL should be met at 1.5 km from the shipping lanes.
A cumulative approach to the assessment of sound levels was used as outlined in the BC OGC guidance.
In the case of atmospheric sound for marine transportation, this included existing vessel traffic. Any
existing seaside facilities currently producing sound are considered to be included in the ambient sound
levels together with current vessel traffic in the shipping lanes. The cumulative sound levels were
compared with the predicted sound levels in Section 5 of this report.
In addition to using BC OGC guidelines, the change in ambient sound levels was evaluated. A 3 dBA
change in Leq noise level is considered to be the “just noticeable difference” for human perception
(Crocker, 2007). Changes in noise levels at receptors were reviewed to identify locations where changes
in sound levels greater than 3 dBA may occur.
The BC OGC guidance evaluates changes in continuous sound level, as experienced over hours or
day/night periods. Sleep disturbance can also occur based on singular sound events that may not result
in substantive changes to day or night long averages. The evaluation of singular events is based on a
review of World Health Organization recommendations regarding noise and sleep disturbance (WHO,
1999).
3.3.1
Study Area Boundaries
The spatial boundaries for the assessment of potential Project effects on the marine acoustic environment
includes a local study area (LSA) and regional study area (RSA), and are described below. The spatial
boundaries and marine shipping lanes are illustrated in Figure 3-1. As shown in the figure, the marine
shipping lanes are divided into 6 Segments, for ease of discussion. More information on marine
transportation is provided in Marine Transportation Assessment of Volume 8A.

Marine LSA: includes the inbound and outbound marine shipping lanes, the area between the
shipping lanes, where it exists, and a 2 km buffer extending from the outermost edge of each
shipping lane. The shipping lanes extend from the Westridge Marine Terminal in Burnaby,
through Burrard Inlet, south through the southern part of the Strait of Georgia, the Gulf Islands
and Haro Strait, then westward past Victoria and through the Juan de Fuca Strait out to the
12 nautical mile limit of Canada’s territorial sea, corresponding to the line of longitude of Buoy J.

Marine RSA: comprised of a large portion of the Salish Sea, including the inland marine waters of
the southern Strait of Georgia and the Juan de Fuca Strait and their connecting channels, passes
and straits. The RSA is generally centered on the marine shipping lanes, which extend from the
Westridge Marine Terminal through Burrard Inlet, south through the southern part of the Strait of
Georgia, the Gulf Islands and Haro Strait, westward past Victoria and through the Juan de Fuca
Strait out to the 12 nautical mile (22.2 km) limit of Canada’s territorial sea. The western boundary
of the Marine RSA extends further out to sea than the western boundary of the Salish Sea and
the northern boundary of the Marine RSA is limited to the southern portion of the Strait of Georgia.
Puget Sound is excluded from the Marine RSA.
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The study areas also follow guidance indicated by the NEB in its Filing Requirements Related to the
Potential Environmental and Socio-Economic Effects of Increased Marine Shipping Activities, Trans
Mountain Expansion Project (September 10, 2013) which indicates that the marine transportation
assessment should take place out to the 12 nautical mile limit of Canada’s territorial seas.
Meteorological factors such as temperature, humidity, wind speed and direction affect noise propagation.
Atmospheric stability and temperature inversions can also affect atmospheric sound propagation, but are
minor compared to the effects of ground cover absorption over land. The BC OGC guideline
recommended study area distance of 1.5 km was developed for land based oil and gas related
development. To account for the tendency of increased transmission of sound over water, the marine
atmospheric noise LSA was extended to the 2 km distance and coincides with the Marine LSA.
Compliance with the OGC guideline is still evaluated at the 1.5 km distance. The expanded study area is
selected to verify potentially affected receptors are identified.
3.3.2
Permissible Sound Levels
As atmospheric sound in the acoustic environment varies over time, a single number descriptor known as
the Energy Equivalent Sound Level, or Leq, is used to quantify noise. The Leq value, expressed in
A-weighted decibels (dBA), is the energy-averaged A-weighted sound level for a specified time period.
The A-weighting is an adjustment to the sound level to account for the frequency response of the human
ear, which is most sensitive to mid-frequency sounds. Leq is defined as the steady continuous sound level,
over a specified time period, that has the same acoustic energy as the actual time-varying sound levels
occurring over the same time period. Further definitions of environmental noise descriptors are in
Appendix A.
The BC OGC Guideline has different allowable sound levels for daytime, which it defines as the hours of
07:00 to 22:00, and nighttime, defined as 22:00 to 07:00. The Leq for daytime is the 15-hour A-weighted
Leq. Similarly, the Leq during nighttime periods is a 9-hour A-weighted Leq.
The BC OGC Guideline sets the PSLs based on dwelling density and proximity to heavily travelled road,
rail or aircraft routes (BC OGC, 2009). Of the standard adjustments, only the daytime adjustment applies.
Therefore, dwelling density and proximity to transportation routes is used to determine the calculated
nighttime PSL and the 10 dBA daytime adjustment is applied accordingly.
There are no shoreline areas or islands located within segments of the Marine LSA including English Bay
through to the Strait of Georgia (Segments 3 and 4) or Juan de Fuca Strait (Segment 7). Therefore, PSLs
are not established for these areas. The PSLs for the Project are presented in Table 3-1.
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Table 3-1
BC OGC Permissible Sound Levels
Dwelling
Density
Per 1/4
Section
Transportation
Proximity
(m)
Second Narrows (Segment 1)
>160
First Narrows (Segment 2)
>160
Haro Strait to Boundary Pass (Segment 5)
Victoria to Race Rocks (Segment 6)
Shipping Lane Segment
BC OGC Permissible
Sound Levels
(dBA)
Daytime
Nighttime
30 to 500
61
51
30 to 500
61
51
1-8
>500
50
40
1-8
>500
50
40
Where an ambient noise level (ASL) measurement is not available, an ASL of 5 dB below the PSL is
assumed for determination of cumulative sound levels. The ASLs are presented in Table 3-2.
Table 3-2
BC OGC Ambient Sound Levels
Shipping Lane Segment
BC OGC Ambient Sound Levels
(dBA)
Daytime
Nighttime
Second Narrows (Segment 1)
56
46
First Narrows (Segment 2)
56
46
Haro Strait to Boundary Pass (Segment 5)
45
35
Victoria to Race Rocks (Segment 6)
45
35
3.4
Field Data Collection
The method for assessment of noise from proposed projects as outlined in the BC OGC guidance
indicates that ambient sound levels at receptors are pre-defined based on dwelling density and proximity
to highways or rail lines. Based on this approach, a field program was undertaken where notable urban or
industrial development existed near Project elements to verify that the pre-determined values in the
BC OGC guideline were representative of ambient sound levels in the Marine LSA.
A field monitoring program based on BC OGC Guidelines at the Westridge Marine Terminal was
completed to define the onshore existing acoustic environment. A minimum of 24 hour measurements
were captured using a Brüel & Kjær 2250 modular precision sound level analyzer with audio recording.
Local meteorological data was used to exclude measurements not complying with BC OGC Guideline.
Also excluded were short-duration high level events (e.g., technician activity, dog barks, and bird calls)
that are not normally a part of the ambient acoustic environment. These atypical sound level events
artificially raise the measured ambient noise levels if not excluded.
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Results of the monitoring program at the Westridge Marine Terminal were used to define the existing
environment along the shipping lanes by verifying BC OGC pre-determined ASL values. The BC OGC
guideline limits were found to be applicable for this Project. Full details on the baseline measurement
program methods and results are provided in the Volume 5C Terrestrial Noise and Vibration Technical
Report.
3.5
Emissions and Modelling
3.5.1
Sound Emissions
Sources of vessel sound emissions were identified from project design data and available equipment
specifications. Sound emissions were estimated based on referenced empirical acoustical formulae. The
types of Project vessels include Aframax tankers, Panamax tankers, Hawk tugs, Kestrel tugs, and
Commodore tugs.
The major sound source for all type of marine vessels is the main engine while in transit in the shipping
lanes. Vessels in this region are typically equipped with large turbo-charged marine diesel engines that
reside inside the engine bay of the ship’s hull. Attenuation as a result of sound propagation through the
hull and engine bay location relative to the ocean’s water line was applied.
The major components of the engine used in the assessment include the combustion exhausts, air inlets
and engine casing. The exhausts and fresh air inlets on vessels are directly exposed atmosphere and are
typically located higher above the ship’s deck. Standard marine silencers were assumed for tugboats
based on the observations and baseline survey results which included existing tugs and vessels. A
silencer insertion loss sufficient to result in “on deck’ sound levels meeting occupational health and safety
related sound levels of 85 dBA was calculated and is provided in Table 3-3. The engines, which reside
inside the engine bay, are sound-isolated by multiple layers of steel. The engine bay on a laden tankers is
lower in the water column while in the shipping lanes which increases the sound-isolation of the engine
casing noise. These considerations were accounted for in the modelling of the vessel sound levels.
Table 3-3
Insertion Loss of Standard Marine Engine Mufflers (dB)
Frequency (Hz)
63
125
250
500
1000
2000
4000
8000
JC Super Critical Grade Silencer
20
40
40
40
28
25
25
25
Note:
Insertion loss based on Silex Manufacturing Data Sheet.
The noise-isolating characteristics of a steel partition are typically represented by a sound transmission
loss in dB. Table 3-4 shows the standard panel transmission loss used in the assessment.
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Table 3-4
Sound Transmission Loss of Standard Sheet Steel (dB)
Frequency (Hz)
63
125
250
500
1000
2000
4000
8000
Galvanized Steel Sheet (16g steel)
9
14
21
27
32
37
43
42
Note:
Sound transmission loss based on Bies & Hansen, 2007.
The estimated sound emissions from the tugs and tankers used in the assessment are summarized in
Table 3-5. Equipment manufacturer’s specifications and engineering calculations are provided in
Appendix B. The table provides sound power level (PWL) for each type of vessel considered. The
estimated PWL considers the engine’s performance, operating loads, location of engine in engine bay,
length of pipes or ducts, hull drafts, and hull thicknesses. Engine loads and typical vessel speeds are
based on several TMEP TERMPOL (TERMPOL, 2013) documents and are provided in Appendix B of this
report and Volume 8C. Existing vessel traffic discussed in this report also references these documents.
Table 3-5
Sound Power Levels for Project Vessels
Source
Hawk Stern-pull
Harbour Tugboat
Kestrel Bow-pull
Harbour Tugboat
Commodore
Haro-Strait
Tugboat
Panamax Tanker
in Open Water
Panamax Tanker
in Haro-Strait
Aframax Tanker
in Open Water
Aframax Tanker
in Haro-Strait
References:
Overall
Sound Power
Octave Spectrum (dB)
Reference
31.5
63
125
250
500
1000
2000
4000
8000
dBA
dB
127.8
115.2
107.8
101.9
99.3
101.9
102.1
100.6
92.6
107.9
128.2
(a),(b)
129.9
117.5
110.6
104.3
101.2
103.5
103.4
101.8
93.8
109.4
130.3
(a),(b)
128.5
115.6
107.7
102.1
99.7
102.6
102.7
101.3
93.3
108.5
128.8
(a),(b)
113.4
109.4
115.4
111.4
103.4
99.6
94.2
87.7
79.7
107.1
119.1
(a),(b)
110.4
106.4
112.4
108.4
100.4
96.5
91.2
84.7
76.7
104.1
116.1
(a),(b)
118.6
114.6
120.6
116.6
108.6
104.7
99.1
91.6
83.6
112.3
124.3
(a),(b)
115.6
111.6
117.6
113.6
105.6
101.7
96.1
88.6
80.6
109.2
121.3
(a),(b)
(a) Manufacturer’s data were used for engine performance.
(b) Sound power was calculated from engine specifications using empirical formulae (Crocker, 2007).
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3.5.2
Sound Propagation Model
Predictive modelling was conducted to estimate sound level attenuation curves using Cadna/A
(Version 4.3.143) noise prediction software. This software uses the environmental sound propagation
calculation methods prescribed by the International Organization for Standardization (ISO)
Standard 9613 (ISO 1993, 1996). The ISO 9613 sound propagation method was used to approximate
noise levels under moderately developed temperature inversion and conservative downwind conditions,
which enhance sound propagation to the receptor. Table 3-6 describes the configuration of the calculation
parameters used to complete noise modeling.
The marine atmospheric environment presents conditions that are favourable to sound propagation as a
result of low ground absorption factor over water surface compared to over land. This characteristic has
been accounted for in the modeling by using no (zero) ground absorption.
Table 3-6
Noise Model Configuration Parameters
Parameter
Calculation Standard
Source Directivity
Ground Absorption
Temperature/Humidity
Model Settings
Description/Notes
ISO 9613 only
All sources and attenuators are treated as
required by the cited standard
Vertical sources applied to
larger structures
Directivity of the source emission and the
barrier effect of the unit itself were included
0.0 (index value 0 to 1)
Water noise absorption is relatively low and in
most situations sound will be propagating over
ocean water
10°C / 70% Relative
Humidity
Default ISO 9613
Wind Conditions
Terrain
Reflections
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inversion condition
N/A
1
Average summer conditions for area
The propagation conditions in the ISO (1996)
standard are valid for wind speeds between 4
and 18 km/h; all points are considered
downwind
Terrain is excluded for worst-case sound level
propagation
One reflection is taken into account
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4.
ASSESSMENT OF EXISTING CASE
4.1
Existing Sound Levels
Atmospheric marine sound levels in general will vary along the length of the marine shipping lanes, due to
the following:

Variations in proximity to the shore;

Variations in existing ship traffic cruising speed;

Types of vessels, such as tugboats, that only operate in some parts of the shipping lanes; and,

Presence of natural sound from wind, waves, and spray (surface agitation).
The focus of this assessment is on shoreline areas nearest the shipping lanes, as these are the areas
where receptors may be present. A combination of available measured baseline data and published data
were used to establish the expected existing atmospheric noise levels within the Marine LSA.
As the amount of shoreline exposure varies throughout the Marine LSA, the existing sound levels are
described for the shipping lane segments below (see Figure 3-1).
4.1.1
Segments 1 and 2
Segments 1 and 2 (Second and First Narrows) located in the Burrard Inlet shorelines represent the
eastern boundary of the Marine LSA. This section is dominated by vessel traffic from tugboats. Land use
in these segments is generally dense urban development with a mix of residential, commercial, industrial,
and urban park development. Ambient sound level measurements made at the Westridge Marine
Terminal are expected to be representative of atmospheric sound levels in residential areas along Burrard
Inlet. Results of the measurement program indicate the existing daytime and nighttime sound levels
respectively are approximately 51 dBA and 46 dBA. The measurements included a ship at the Westridge
Marine Terminal as well as normal traffic in the inlet. This is similar to the calculated ASLs using the
BC OGC guidance of 56 dBA for day and 46 dBA at night. Therefore, the ASLs for receptors within this
segment would be the relevant value calculated from BC OGC guidance.
4.1.2
Segments 3 and 4
No shoreline areas or islands are located within the Marine LSA through English Bay and the Strait of
Georgia (Segments 3 and 4). Existing sound levels over water are expected to be similar to 45 dBA for
day and 35 at dBA night as defined for rural and undeveloped areas in the BC OGC guidance (BC OGC,
2009); however, no permanent receptors exist within these segments.
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4.1.3
Segments 5 and 6
In the Haro Strait to Boundary Pass (Segment 5) and Victoria to Race Rocks (Segment 6), various islands
are located within the Marine LSA. These locations are either not inhabited or sparsely developed.
Ambient measurements have not been conducted for these locations based on the rural and undeveloped
setting. Measured baseline values in the urban setting of Westridge Marine Terminal are similar to and
representative of the BC OGC Guidance ASLs; therefore, it is reasonable to expect the ASLs for the
rural/undeveloped setting of this segment to be as defined for rural and undeveloped areas in the
BC OGC guidance (BC OGC, 2009). The ASL values of 45 dBA day and 35 dBA night are applicable,
should any receptors (residences) be located within the Marine LSA.
4.1.4
Segment 7
The final segment is the Juan de Fuca Strait (Segment 7). Similarly to English Bay and Strait of Georgia
there are no shoreline areas or islands located within this segment of the Marine LSA. Existing sound
levels over water are expected to be similar to 45 dBA for day and 35 dBA at night as defined for rural
and undeveloped areas in the BC OGC guidance (BC OGC, 2009); however, no permanent receptors
exist within these segments.
4.2
Existing Sound Emissions from Vessel Traffic
The shipping lanes to be used by the Project-related marine vessels are currently well-travelled routes
with thousands of ships travelling from the open ocean through Juan de Fuca Strait to the BC Lower
Mainland. Existing atmospheric sound in the vicinity of the marine shipping lanes is a combination of
natural and anthropogenic sound. All vessel activity in the Marine RSA is a source of sound including the
existing Trans Mountain related shipping sound that forms part of the existing acoustic environment.
To establish existing marine vessel sound attenuation over distance, sound emissions from the Project
Aframax or Panamax tankers alone or combined with tugboats were estimated based on empirical
formulae. The existing sound level attenuation curves from the Project vessels travelling along the
shipping lanes were propagated over distances in the atmospheric marine environment.
As no shoreline noise-sensitive areas (receptors as defined by BC OGC) are located within the Marine
LSA through Segments 3, 4 and 7, only Segments 1, 2, 5 and 6 were evaluated. The resulting attenuation
curve figures for these segments, which have shoreline areas within the Marine LSA, are illustrated in the
following subsections. These figures provide an estimate of “pass-by” sound levels or amount of
atmospheric sound generated by a vessel calling to the Westridge Marine Terminal over distances within
the Marine LSA.
4.2.1
Segments 1 and 2
In the First and Second Narrows of Burrard Inlet (Segments 1 and 2), there are currently a maximum of
two tankers within the shipping lanes on any given day, with a total of five tankers entering and exiting per
month that generate sound. The greatest proportion of tankers in a worst-case month compared to the
total traffic through this part of the shipping lane is considered minimal (about 1%). Tugboats escorting
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tankers are the dominant type of vessels operating through this segment. Sound contribution from
tugboats has greater influence in the overall noise level through this segment.
Current sound contribution from tanker/tug traffic pass-bys associated with vessels calling to the
Westridge Marine Terminal has been evaluated by calculating the maximum one minute L eq sound level
that would occur at a fixed point as the tanker/tug combination travelled past that point. This was
completed for multiple distances and the resulting attenuation curve is illustrated in Figure 4-1.
60
Predicted Sound Level (dBA)
55
50
45
Panamax or
Aframax with Tugs
40
35
30
25
0
500
1000
1500
2000
Distance (m)
Figure 4-1
4.2.2
Existing Sound Level Attenuation, Segments 1 and 2 (Tanker with Three Tugs)
Segments 5 and 6
In the Haro Strait to Boundary Pass (Segment 5) and Victoria to Race Rocks (Segment 6), cargo ships
make up the majority of the total vessel traffic (60%) and only a few tankers (4% of traffic) navigate
through these parts of the shipping lanes. Tugboats are required through the Haro Strait due to tight turns
and narrow island passages through this section. Existing marine traffic levels in the Marine LSA are high
and dominated by cargo ships, with a small contribution from vessels calling to the Westridge Marine
Terminal. The attenuation curves calculated for vessels and tugs calling at Westridge Marine Terminal, for
Segments 5 and 6, are illustrated in Figures 4-2 and 4-3, respectively. The resulting attenuation curves
show slightly higher sound levels generated by tugboats in Haro Strait as shown in Figure 4-2.
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60
Predicted Sound Level (dBA)
55
50
Aframax with Tug
45
Panamax with Tug
40
35
30
25
0
500
1000
1500
2000
Distance (m)
Figure 4-2
Existing Sound Level Attenuation, Segment 5 (Tanker with One Tug)
60
Predicted Sound Level (dBA)
55
50
Aframax
45
Panamax
40
35
30
25
0
500
1000
1500
2000
Distance (m)
Figure 4-3
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5.
ASSESSMENT OF APPLICATION CASE
BC OGC requires that the cumulative sound levels, including the existing environment plus the Project,
be assessed and compared to the PSLs. The assessment includes consideration of both existing and
Project-related sound levels within the Marine LSA. The potential changes in day/night atmospheric
sound levels, due to increased vessel traffic in the shipping lanes, were therefore assessed. Noise from
shipping can be expected to increase due to the tankers and associated tugs, resulting in increased
average sound levels. The analysis is based on pass-by events, where a combination of tanker and tugs
was taken as a single event or ‘trip’.
5.1
Project Sound Contributions
The Project will add approximately 29 tankers per month to the shipping lanes. This changes the number
of Project-related round trips made by a tanker from about two per week to one, occasionally two, per
24 hour period. The typical case was defined as one round trip (or two pass-by events at a particular point)
taken within a 24 hour period for the assessment. On this basis, the number of individual events that
occur within a 24 hour period is expected to remain relatively constant once the operation of Projectrelated marine vessel traffic begins.
The change in total traffic on a daily basis for Segments 1, 2 5 and 6, where onshore sensitive areas
exists, are provided in Table 5-1. This table shows that no change in atmospheric sound levels is
expected due to increased Project-related marine vessel traffic and thus will remain within the BC OGC
PSL values. The calculated changes were less than 0.5 dBA. Significance of an increase in sound levels
is primarily defined by the magnitude, reversibility and probability of the change. The change in ambient
conditions of less than 0.5 dBA is under the 3 dBA “just noticeable difference” (Crocker, 2007) so the
additional Project traffic is not expected to result in perceptible changes in Leq sound levels.
The potential for changes in day and night atmospheric sound levels are based on proposed changes in
ship traffic. Table 5-1 summarizes the existing and Project-related vessel volume, sound levels and the
applicable PSLs.
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Table 5-1
Potential Changes in Sound Level based on Project-related Marine Vessel Traffic
Increases
Average
Existing
Vessel
Numbers
per 24-hr
1
Period
Average
Project
Vessel
Pass-bys
per 24-hr
Period
%
Increase
in Vessel
Traffic
Ambient
Sound
Level
Day/Night
(dBA)
Project
Cumulative
Day/Night
Sound
2
Level
(dBA)
BCOGC
PSL
Day/Night
(dBA)
Second Narrows
(Segment 1)
20
2
10%
56/46
56/46
61/51
First Narrows
(Segment 2)
51
2
4%
56/46
56/46
61/51
Haro Strait to
Boundary Pass
(Segment 5)
24
2
8%
45/35
45/35
50/40
Victoria to Race
Rocks
3
(Segment 6)
26
2
8%
45/35
45/35
50/40
Shipping Lane
Segment
Notes:
1. Includes existing Westridge Marine Terminal traffic.
2. Project Day/Night Sound Level is the logarithmic increase of the ambient sound level based on the percent increase in
vessel traffic.
3. This segment may use one extra tug as escort. Modeling will be updated when confirmed.
The analysis above is a high level overview of potential changes in sound levels due to Project-related
marine vessel movements. Atmospheric sound levels will also attenuate with distance from the tankers
and tug boats, and will occur only for short periods (less than ½ hour) at a particular receptor location.
These events occur as variations in sound during the day and night. There would be occasional 24-hour
periods (about four times per month) where the number of events within the defined day and nighttime
periods may increase from two to four. This is not normal operation of the Project, but in the event these
scenarios occur, increases in Project sound levels would double from less than 0.5 dBA to less than
1 dBA. Cumulative sound levels would still meet BC OGC guidance (less than 3 dBA).
In reviewing the existing atmospheric sound level contributions for the three tanker pass-by configurations
(Figures 4-1 to 4-3), the amount of variability in sound levels would depend on the proximity of the
receptor to the shipping lanes. The nearest shoreline receptors are located within Burrard Inlet, past the
Second Narrows. Vessel/tug configurations would be within 400 m of residences, where, based on
Figure 4-1, atmospheric sound level as the tanker plus three tugs pass-by would momentarily be 39 dBA.
When compared with the Westridge Marine Terminal ambient monitoring data (Section 4.1.1), this degree
of variation is within the normal range of values that occur during the day or night. Marine users may be
present at a variety of distances from the shipping lanes, however, the occurrences of pass-by related
atmospheric sound events for marine users are at most a 10% increase in the number of events based on
average daily total vessel traffic along the shipping lanes.
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5.2
Singular Sound Level Events
Singular sound level events, such as the movement of anchor chains, audible ship signals or ship horns,
can be sources of annoyance and have been noted by community stakeholders during the Vancouver
ESA Workshop. The effect of sudden changes in noise level is usually evaluated through quantitative
means that establish the number of events that result in a greater than 10 dBA change indoors. Effects of
noise events of greater than 10 dBA change can result in sleep disturbance if more than 10 of these
events occur within the nighttime period (WHO 1999).
Data detailing the number of these types of events throughout Burrard Inlet does not exist for the existing
environment and can only be estimated for the proposed Project-related vessel movements; therefore, a
qualitative assessment was conducted of the potential effects. The changes in noise events is evaluated
based on the change in Project-related marine vessel traffic, using the assumption that any existing noise
events associated with the ships would increase at the same rate.
The type of singular sound level events from vessels that currently exist in Burrard Inlet is not expected to
change due to the Project; however, the frequency of occurrences is expected change proportionally to
the total ship traffic in an area, which is estimated at 10% (Table 5-1) but not for anchorages outside
Burrard Inlet.
The number of singular sound level events occurring at night is expected to increase from tankers in the
vicinity of the Westridge Marine Terminal. Project-related singular sound level events are anticipated to
occur on occasion due to ship anchors or ship horns being used. These events are expected to be mostly
during daylight hours, as Aframax tankers are not able to transit Second Narrows at night and will anchor
off English Bay if they arrive at night. Even if two Project-related events took place on the same night and
resulted in a 10 dBA indoor change in sound levels, inside a home, the number of events would still be
less than the level where sleep disturbance occurs (WHO 1999). The change from existing conditions
increases the potential of noise events occurring up to twice per day.
The changes in atmospheric sound level from singular sound level events are not expected to change
within a day or night period when Project-related marine vessels are active, however, the number of days
or nights on which they occur does increase.
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6.
DISCUSSIONS AND RECOMMENDATIONS
Based on projected future traffic summarized in Section 5, increased Project-related marine vessel
day/night sound levels are estimated to be less than 0.5 dBA and singular sound level events in Burrard
Inlet are estimated to be noticeable. The following subsections discuss potential for noise mitigation
options and monitoring.
6.1
General Marine Noise Mitigation Options
Detailed mitigation plans for Project-related vessels are not required since there is at most a 0-1 dB net
increase predicted over existing levels due to Project-related vessels. It is also difficult to predict shipping
schedules, weather conditions and type of vessels throughout the Project’s lifespan. Mitigation is
therefore limited to best practices that consider nuisance effects from activities. This study assumes that
Project-related vessels, specifically tugboats, will be fitted with exhaust silencers similar to those used by
vessels already in place. Subsequently, all sound emitted by all vessels passing through the Marine RSA
calling at the Westridge Marine Terminal currently will be equivalent to future.
6.2
Monitoring
No monitoring program is recommended based on minimal predicted effects from the Project on marine
atmospheric noise levels.
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7.
REFERENCES
Bies, D.A. and C.H. Hansen. 2009. Engineering Noise Control: Theory and Practice, New York USA.
British Columbia Oil and Gas Commission. 2009. British Columbia Noise Control Best Practices
Guideline, March 17, 2009. Victoria, BC.
Canadian Environmental Assessment Agency. 2013. Addressing Cumulative Environmental Effects
Under the Canadian Environmental Assessment Act, 2012. Canadian Environmental Assessment
Agency. May 2013. Website: https://www.ceaa-acee.gc.ca/Content/1/D/A/1DA9E048-4B72-49FAB585-B340E81DD6AE/CEA_OPS_May_2013-eng.pdf. Accessed: November 2013.
Crocker, M.J. 2007. Handbook of Noise and Vibration Control. Wiley and Sons, New York, October, 2007.
International Organization for Standardization (ISO). 1993. International Standard ISO 9613-1,
Acoustics – Attenuation of Sound During Propagation Outdoors – Part 1: Calculation of
Absorption of Sound by the Atmosphere. Geneva, Switzerland.
International Organization for Standardization (ISO). 1996. International Standard ISO 9613-2, Acoustics
– Attenuation of Sound During Propagation Outdoors – Part 2: General Method of Calculation.
Geneva, Switzerland.
National Energy Board. 2013a. Filing Manual. Inclusive of Release 2013-03 (August 2013). Calgary, AB.
National Energy Board. 2013b. Filing Requirements Related to the Potential Environmental and
Socio-Economic
Effects
of
Increased
Marine
Shipping
Activities,
Trans
Mountain
Expansion
Project.
Website:
https://www.neb-one.gc.ca/lleng/livelink.exe?func=ll&objId=1035381&objAction=browse. Accessed: November 2013.
Seaspan Marine. 2013. Home page. Website: http://www.seaspan.com/seaspanmarine/index.php.
Accessed: November 2013.
Trans
Mountain Pipeline ULC.
2013.
Trans Mountain
http://www.transmountain.com. Accessed: June 2013.
Expansion
Project.
Website:
Wenz, G.M. 1962. Acoustic ambient noise in the ocean: spectra and sources. Journal of the Acoustical
Society of America 34(12): 1936-1956.
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Employee Job Title
Attachment i: Figure
in
F
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t Ri
ve
r
99
P
O
ri n
co
P
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Island
r
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COWICHAN
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14
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C A P I TA L
REGIONAL DISTRICT
539
ry
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17
P
O
SAA NI C H
O AK B AY
VI C TO R I A
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1202006_TMEP_MR_NOISE_Study_Areas_FIG3-1.mxd
International Boundary
5450000
Marine Vessel Inbound Shipping Lane
Marine Traffic Separation Lane
Marine Traffic Separation Zone
Marine Traffic Lane - Precautionary
Area/Crossing/Two-way Route
Marine Noise LSA
Marine Noise RSA
Marine Noise Route Segments
Indian Reserve / Métis Settlement
National Park
Provincial / State Park
Protected Area/Natural Area/
Provincial Recreation Area/Wilderness
Provincial Park/Conservancy Area
MO U NT
VE R NO N
Regional District Boundary
Salish
Sea
SEGMENT 5
O AK
HA R B O R
STA NW O O D
V
U
20
C AMA NO
PO R T
ANG E LE S
SEGMENT 6
Lake
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0
450000
LAK E
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PO R T
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£
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Trans Mountain Expansion Project - Alberta and British Columbia, Canada
Limit of Exclusive Economic Zone (EEZ)
City / Town / District Municipality
ANA C O R TE S
C O LW O O D
Highway
Marine Vessel Outbound Shipping Lane
11
112
Atmospheric Marine Noise Route Segments and Study Areas
.
!
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Bellingham
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ME TC H O SI N
Ozette
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350000
.
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Trans Mountain Expansion
Proposed Pipeline Corridor
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SU R R E Y
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Port Kells
Kilometre Post (KP)
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91
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PO R T
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Lake
ANM O R E
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Coquitlam
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5350000
PO R T
AL B E R N I
Nahmint
Lake
PARKSVILLE
B O WE N
I SL AN D
4A
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ALB E RNI -C LAYO QU OT
SUNSHINE
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550000
DI STR I C T
O F N O R TH
VA NC O UV E R
WE S T
VA NC O UV E R
ra
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IT NA
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45 km
Copyright:© 2013 Esri
550000
Map Notes:
Projection: NAD 1983 UTM 10N.
Routing: Baseline TMPL provided by KMC, May 2012; Study Corridor V6
provided by UPI, August 23, 2013.; Facilities: Provided by KMC, 2012;
Transportation: BC Forests, Lands and Natural Resource Operations, 2012 &
ESRI, 2005; Geopolitical Boundaries: IHS Inc., 2011, BC FLNRO, 2007,
ESRI, 2005, & ESRI, 2013, Natural Resources Canada, 2012; First Nation
Lands: Government of Canada, 2013 & IHS Inc., 2011; Hydrology: IHS Inc.,
2004, United States National Imagery and Mapping Agency, 2000, Natural
Resouces Canada, 2010; Parks and Protected Areas: Natural Resources
Canada, 2013, BC FLNRO, 2008 & ESRI, 2005; Hillshade: ESRI, 2013.
True North
[
Project #1202006
Drawn by: CAM Figure:
3-1
Approx. Scale:
1:750,000
Date Revised:
Nov. 29, 2013
Employee Job Title
Attachment ii: Appendices
APPENDIX A
Environmental Noise Descriptors and Terminology
Abnormal noise events
Noises that are sufficiently infrequent as to be uncharacteristic of an area or that occur so close
to the microphone as to dominate the measurements in an unrealistic manner. Consideration
must be given to deleting occurrences of abnormal noise from the measurements to obtain a
reasonably accurate representation of the sound environment. Examples of abnormal noises
include a dog barking close to the microphone, a vehicle passing nearby, people talking in the
vicinity of the microphone in a quiet environment, or a passing road grader.
Airborne Sound
Sound that reaches the point of interest by propagation through air
Ambient noise or sound
All noises that exist in an area and are not related to a facility under study. Ambient noise may
include sound from other existing industrial facilities, transportation sources, animals, and nature.
Context for ambient noise should be defined for each project.
Attenuation
The reduction of sound intensity by various means (e.g., air, humidity, porous materials, etc.)
A-weighted sound level
The sound level as measured on a sound level meter using a setting that emphasizes the middle
frequency components similar to the frequency response of the human ear.
A-weighting shows that the measured sound pressure levels have been filtered using a
frequency weighting network that mimics the response of the human ear.
The resultant sound pressure level with the associated unit “dBA” is therefore a representative of
the subjective response of the human ear. The weightings are assigned in a way to reflect the
higher sensitivity of human ear to sound in the mid and high frequency band as shown in the
curve labelled A-weighting below:
Figure A-1
Sound Weighting Network
Calibration
The procedure used for the adjustment of a sound level meter using a reference source of a
known sound pressure level and frequency. Calibration must take place before and after the
sound level measurements.
– 1–
Daytime
Defined as the hours from 07:00 to 22:00.
dB (decibel)
A unit of measure of sound pressure that compresses a large range of numbers into a more
meaningful scale. Hearing tests indicate that the lowest audible pressure is approximately 2 x 105 Pa (0 dB), while the sensation of pain is approximately 2 x 102 Pa (140 dB). Generally, an
increase of 10 dB is perceived as twice as loud.
dBA
The decibel (dB) sound pressure level filtered through the A filtering network to approximate
human hearing response at low frequencies.
Dwelling
Any permanently or seasonally occupied residence with the exception of an employee or
worker residence, dormitory, or construction camp located within an industrial plant boundary.
Trailer parks and campgrounds may qualify as a dwelling unit if it can be demonstrated that
they are in regular and consistent use during the applicable season.
Energy equivalent sound level (Leq)
The Leq is the average A-weighted sound level over a specified period of time. It is a singlenumber representation of the cumulative acoustical energy measured over a time interval. If a
sound level is constant over the measurement period, the Leq will equal the constant sound
level where f is the fraction of time the constant level L is present.
Far Field
Describes a region in free space where the sound pressure level from a source obeys the
inverse-square law (the sound pressure level decreases 6 dB with each doubling of distance
from the source). Also, in this region the sound particle velocity is in phase with the sound
pressure. Closer to the source where these two conditions do not hold constitutes the “near
field” region.
Frequency
The number of times per second that the sine wave of sound or of a vibrating object repeats
itself. The unit is expressed in hertz (Hz), formerly in cycles per second (cps).
Human Perception of Sound
The human perception of noise impact is an important consideration in qualifying the noise
effects caused by projects. The following table presents a general guideline.
Table A-1
Human Perception of Sound
Increase in Noise Level
(dBA)
Perception
1 to 3
Imperceptible to possibly perceptible
4 to 5
just-noticeable difference
6 to 9
marginally significant
10 or more
significant, perceived as a doubling of
sound level
– 2–
Impulsive Noise
Single or multiple sound pressure peak(s) (with either a rise time less than 200 milliseconds or total
duration less than 200 milliseconds) spaced at least by 500 millisecond pauses. A sharp sound
pressure peak occurring in a short interval of time.
Leq
See Energy equivalent sound level.
Night-time
Defined as the hours from 22:00 to 07:00.
Noise
Generally defined as the unwanted portion of sound.
Noise Level
This is the same as sound level except that it is applied to unwanted sounds, general the sound
level at a point of reception.
Sound
A dynamic (fluctuating) pressure.
Sound level meter
An instrument designed and calibrated to respond to sound and to give objective, reproducible
measurements of sound pressure level. It normally has several features that would enable its
frequency response and averaging times to be changed to make it suitable to simulate the
response of the human ear.
Sound Pressure Level (SPL)
The logarithmic ratio of the RMS sound pressure to the sound pressure at the threshold of hearing.
The sound pressure level is defined by equation (1) where P is the RMS pressure due to a sound
and P0 is the reference pressure. P0 is usually taken as 2.0 × 10-5 Pascals.
(1) SPL (dB) = 20 log(PRMS/P0)
Sound Power Level (PWL)
The logarithmic ratio of the instantaneous sound power (energy) of a noise source to that of an
international standard reference power. The sound power level is defined by equation (2)
where W is the sound power of the source in watts, and W0 is the reference power of 10-12
watts.
(2) PWL (dB) = 10 log(W/W0)
Interrelationships between sound pressure level (SPL) and sound power level (PWL) depend on
the location and type of source.
Spectrum
The description of a sound wave's resolution into its components of frequency and amplitude.
Speed of Sound in Air
344 m/s at 70°F (21°C) in air at sea level.
Tonal Components
Most industrial facilities typically exhibit a tonal component. Examples of tonal components are
transformer hum, sirens, and piping noise. The EUB ID 99-8 specifies that the test for the presence
of tonal components consists of two parts. The first part must demonstrate that the sound
– 3–
pressure level of any one of the slow-response, A-weighted, 1/3-octave bands between 20 and
16000Hz is 10 dBA or more than the sound pressure level of at least one of the adjacent bands
within two 1/3-octave bandwidths. In addition, there must be a minimum of a 5 dBA drop from
the band containing the tone within 2 bandwidths on the opposite side. The second part is that
the tonal component must be a pronounced peak clearly obvious within the spectrum.
– 4–
RELATIONSHIPS BETWEEN EVERYDAY SOUNDS
Moderate
Loud
Very Loud
Deafening
Sound Le v els
(dBA)
Sourc es of Noise
—
T hre sho l d o f Fee l in g / Pai n
Ma xi mu m l evel , ha rd rock b an d con ce rt
1 10
—
Acce l era ti n g Mo torcycl e a t a fe w fe et a wa y
105
—
L ou d a uto h orn at 3 m (10 ft) awa y
1 00
—
Dan ce cl ub / ma xi mu m h um an vocal ou tpu t a t 1 m (3 ft) d i sta nce
95
—
Ja ck h amm er at 1 5 m (50 ft) di sta nce
90
—
Ind oo rs in a n oi sy factory
85
—
Hea vy truck pa ss-by a t 1 5 m (5 0 ft) d ista nce
80
—
75
—
—
Sch oo l cafe te ria / n oi sy b a r
Vacuu m Cl ea ne r a t 1 .5 m (5 ft)
Nea r ed ge of ma jo r Hi g hwa y / In sid e a uto mo bi l e trave l l in g a t 6 0 km /h
70
—
Noi sy re sta u ra nt
65
—
Norm al hu ma n sp ee ch (u nra ise d voi ce ) a t 1 m (3 ft) d i sta nce
60
—
T yp ical ba ckg rou nd no i se l evel s i n a l a rg e d ep a rtme n t store
55
—
On ta ri o Pro vi n ci al Ob je cti ve fo r o utd oo r so u nd l e ve ls
50
—
—
Insi d e a vera ge urb an ho me /M od era te rai nfa l l/Qu i et stre et
T yp ical ba ckg rou nd no i se l evel s i n an offi ce (d ue to HVAC no i se)
40
—
T yp ical sou n d l evel in a l i bra ry
35
—
Ave ra g e ba ckg rou nd sou nd l eve l in re mo te Al be rta (Pe r AEUB)
30
—
Bed roo m o f a cou ntry h om e
25
—
Ave ra g e whi sp er
20
—
Dee p wo od s on a ve ry cal m d ay
5
—
Hum an bre athi n g
0
—
T hre sho l d o f He ari ng
Qu ie test so un d tha t can be he ard
1 20
115
Faint
45
Very Faint
15
10
– 5–
APPENDIX B1
B1: Equipment Specifications
Engine Capacities
Vessel
Panamax Tanker
Aframax Tanker
Stern-pull Harbour Tug, Hawk
Bow-pull Harbour Tug, Kestrel
Haro-strait tug, Commodore
Standard Barge (Ocean -going Tug)
(kW)
Main Engine Capacity
rpm
10,800
14,914
2,300
4,700
4,290
3,183
105
91
1,800
1,600
900
notes
turbo diesel
turbo diesel
turbo diesel
turbo diesel
turbo diesel
Load Factors
Vessel
Tanker (Panamax, Aframax)
Tugboat Underload
Main Engine
Slow Cruise
Fast Underway
Underway
Manouvering
0.8
0.4
0.1
0.8
0.8
0.8
Vessel Speeds
Vessel
Tanker
Stern-pull Harbour Tug
Bow-pull Harbour Tug
Haro-strait tug
Speed
(knots)
Segment
1 and 2
3, 5, 6
4
7
1 and 2
1 and 2
5
km/h
6
10
12
14.5
6.0
6.0
10
11.1
18.5
22.2
26.9
11.1
11.1
18.5
Approximate Heights
Height (m)
Vessel
Panamax Tanker
Aframax Tanker
Stern-pull Harbour Tug, Hawk
Bow-pull Harbour Tug, Kestrel
Haro-strait tug, Commodore
Draft
Air Draft
12
15
4.0
5.4
6.2
58
48
20
25
30
Approximate
stack above
water
42
37
14
18
22
APPENDIX B2
Page 1 of 2
B2: Sound Level Emissions - Tugs
Vessel Type
Hawk
Kestrel
Commodore
Main Engine, Stern-pull Harbour Tug
Tug
Main Engine, Bow-pull Harbour Tug
Main Engine, Haro-Strait Tug
1A.
Capacity
2,300 kW
4,700 kW
4,290 kW
RPM
1800
1600
900
Air Inlet
Based on Equation 11 from Crocker; greater than 340 kW w/ turbocharger
Lw= 92+5*log(kW)-(dinl/1.8)
Lw
Lw
Lw
Hawk,80%
Kestrel,80%
Commodore,80%
1B.
>> dinl (length of inlet ducting, m)
Load (%)
dinl (m)
Hawk,80%
=
106.5 dBA
80
2.4
Kestrel,80%
=
107.7 dBA
80
3.0
Commodore,80%
=
107.2 dBA
80
3.6
Harbour
Harbour
Haro-Strait
31.5
63
125
250
500
1000
2000
4000
8000
105.5
98.5
96.5
96.5
97.5
100.5
101.5
100.5
92.5
106.7
99.7
97.7
97.7
98.7
101.7
102.7
101.7
93.7
106.2
99.2
97.2
97.2
98.2
101.2
102.2
101.2
93.2
Load (%)
T
dexh (m)
Engine Exhaust
Based on Equation 12 from Crocker
LwA= 108+10*log(kW)-T-(dexh/1.2) >> T (turbocharged correction)
>> T=6 if turbocharged, else T=0
>> dexh (length of exhaust pipe, m)
Lw
Hawk,80%
=
130.6 dBA
80
6
4.8
Lw
Kestrel,80%
=
132.7 dBA
80
6
6.1
Commodore,80%
=
131.3 dBA
80
6
7.2
Lw
Hawk,80% (unmuffled)
Silencer
Hawk,80% (muffled)
Kestrel,80% (unmuffled)
Silencer
Kestrel,80% (muffled)
Commodore,80% (unmuffled)
Silencer
Commodore,80% (muffled)
31.5
63
125
250
500
1000
2000
4000
8000
137.6
133.6
139.6
135.6
127.6
123.6
117.6
107.6
99.6
99.6
95.6
87.6
95.6
92.6
82.6
74.6
141.7
137.7
129.7
125.7
119.7
109.7
101.7
101.7
97.7
89.7
97.7
94.7
84.7
76.7
140.3
136.3
128.3
124.3
118.3
108.3
100.3
96.3
88.3
96.3
93.3
83.3
75.3
JC Super Critical
Harbour
127.6
113.6
139.7
135.7
JC Super Critical
Harbour
129.7
115.7
138.3
134.3
JC Super Critical
Haro-Strait
128.3
114.3
30 - 35 dBA
30 - 35 dBA
30 - 35 dBA
100.3
Page 2 of 2
1C.
Engine Casing Noise
Based on Equation 10 from Crocker; full load
Lw= 90+10*log(kW)+A+B+C+D
Hawk,80% (casing)
Transmission Loss
Hawk,80% (casing+SHEET_GSP16)
Kestrel,80% (casing)
Transmission Loss
Kestrel,80% (casing+SHEET_GSP16)
Commodore,80% (casing)
Transmission Loss
Commodore,80% (casing+SHEET_GSP16)
2.
Harbour, Hawk, 80%
Harbour, Kestrel, 80%
Haro-Strait, Commodore, 80%
3.
Lw
Lw
Lw
Hawk,80%
=
>> A-D (correction term)
Load (%)
124.6 dBA
80
Kestrel,80%
=
127.8 dBA
80
2
0
0
0
Commodore,80%
=
124.4 dBA
80
-1
0
0
0
D
0
63
125
250
500
1000
2000
4000
8000
118.6
120.6
119.6
120.6
120.6
118.6
114.6
108.6
113.6
109.6
116.8
121.8
116.8
112.8
113.4
118.4
SHEET_GSP16
Haro-Strait
C
0
31.5
SHEET_GSP16
Harbour
B
0
113.6
SHEET_GSP16
Harbour
A
2
113.4
109.4
16 ga. 1.6 mm galvanized steel sheet; 13 kg/m2
106.6
98.6
93.6
88.6
81.6
71.6
66.6
123.8
122.8
123.8
123.8
121.8
117.8
111.8
16 ga. 1.6 mm galvanized steel sheet; 13 kg/m2
109.8
101.8
96.8
91.8
84.8
74.8
69.8
120.4
119.4
120.4
120.4
118.4
114.4
108.4
16 ga. 1.6 mm galvanized steel sheet; 13 kg/m2
106.4
98.4
93.4
88.4
81.4
71.4
66.4
Combined Air Inlet, Engine Exhaust and Casing
Harbour
Harbour
Haro-Strait
31.5
63
125
250
500
1000
2000
4000
8000
127.8
115.2
107.8
101.9
99.3
101.9
102.1
100.6
92.6
129.9
117.5
110.6
104.3
101.2
103.5
103.4
101.8
93.8
128.5
115.6
107.7
102.1
99.7
102.6
102.7
101.3
93.3
Harbour Tugboats (Shallow): Combined Air Inlet, Engine Exhaust and Casing
Shallow, 1 Hawk @ stern, 1 Kestrel @ bow, tanker on idle
31.5
63
125
250
500
1000
2000
4000
8000
132.0
119.5
112.4
106.3
103.3
105.8
105.8
104.2
96.2
APPENDIX B3
Page 1 of 2
B3a: Sound Level Emissions - Panamax Tanker
Vessel Type
Tanker
1B.
Capacity
Panamax
Main Engine
RPM
10,800 kW
105
Air Inlet
Based on Equation 11 from Crocker; greater than 340 kW w/ turbocharger
Lw= 92+5*log(kW)-(dinl/1.8)
Lw
Lw
Load (%)
dinl (m)
80%
=
91.8 dBA
80
35.0
40%
=
88.7 dBA
40
35.0
Open Water, 80%
Haro-Strait, 40%
1C.
>> dinl (length of inlet ducting, m)
31.5
63
125
250
500
1000
2000
4000
8000
90.8
83.8
81.8
81.8
82.8
85.8
86.8
85.8
77.8
87.7
80.7
78.7
78.7
79.7
82.7
83.7
82.7
74.7
Engine Exhaust (Unmuffled)
Based on Equation 12 from Crocker
LwA= 108+10*log(kW)-T-(dexh/1.2)>> T (turbocharged correction)
>> T=6 if turbocharged, else T=0
>> dexh (length of exhaust pipe, m)
Open Water, 80%
Haro-Strait, 40%
2.
Lw
Load (%)
T
dexh (m)
80%
=
106.4 dBA
80
6
42.0
40%
=
103.4 dBA
40
6
42.0
31.5
63
125
250
500
1000
2000
4000
8000
113.4
109.4
115.4
111.4
103.4
99.4
93.4
83.4
75.4
110.4
106.4
112.4
108.4
100.4
96.4
90.4
80.4
72.4
Tanker Only: Combined Air Inlet and Engine Exhaust
Open Water, 80%
Haro-Strait, 40%
3.
Lw
31.5
63
125
250
500
1000
2000
4000
8000
113.4
109.4
115.4
111.4
103.4
99.6
94.2
87.7
79.7
110.4
106.4
112.4
108.4
100.4
96.5
91.2
84.7
76.7
Tanker + Tugs (Haro-Strait): Combined Air Inlet and Engine Exhaust
Haro-Strait, 40% tanker, 80% tug
31.5
63
125
250
500
1000
2000
4000
8000
128.6
116.1
113.6
109.3
103.1
103.5
103.0
101.4
93.4
Page 2 of 2
B3b: Sound Level Emissions - Aframax Tanker
Vessel Type
Tanker
1B.
Capacity
Aframax
Main Engine
RPM
14,914 kW
91
Air Inlet
Based on Equation 11 from Crocker; greater than 340 kW w/ turbocharger
Lw= 92+5*log(kW)-(dinl/1.8)
Lw
Lw
Load (%)
dinl (m)
80%
=
94.6 dBA
80
31.2
40%
=
91.6 dBA
40
31.2
Open Water, 80%
Haro-Strait, 40%
1C.
>> dinl (length of inlet ducting, m)
31.5
63
125
250
500
1000
2000
4000
8000
93.6
86.6
84.6
84.6
85.6
88.6
89.6
88.6
80.6
90.6
83.6
81.6
81.6
82.6
85.6
86.6
85.6
77.6
Engine Exhaust (Unmuffled)
Based on Equation 12 from Crocker
LwA= 108+10*log(kW)-T-(dexh/1.2)>> T (turbocharged correction)
>> T=6 if turbocharged, else T=0
>> dexh (length of exhaust pipe, m)
Open Water, 80%
Haro-Strait, 40%
2.
Lw
Load (%)
T
dexh (m)
80%
=
111.6 dBA
80
6
37.4
40%
=
108.6 dBA
40
6
37.4
31.5
63
125
250
500
1000
2000
4000
8000
118.6
114.6
120.6
116.6
108.6
104.6
98.6
88.6
80.6
115.6
111.6
117.6
113.6
105.6
101.6
95.6
85.6
77.6
Tanker Only: Combined Air Inlet and Engine Exhaust
Open Water, 80%
Haro-Strait, 40%
3.
Lw
31.5
63
125
250
500
1000
2000
4000
8000
118.6
114.6
120.6
116.6
108.6
104.7
99.1
91.6
83.6
115.6
111.6
117.6
113.6
105.6
101.7
96.1
88.6
80.6
Tanker + Tugs (Haro-Strait): Combined Air Inlet and Engine Exhaust
Haro-Strait, 40% tanker, 80% tug
31.5
63
125
250
500
1000
2000
4000
8000
128.7
117.1
118.0
113.9
106.6
105.2
103.6
101.5
93.5