Takes of Marine Mammals Incidental to Specified Activities; Taking Marine Mammals Incidental to Waterfront Improvement Projects, 52614-52635 [2016-18815]

Agencies

• DEPARTMENT OF COMMERCE
• National Oceanic and Atmospheric Administration

[Federal Register Volume 81, Number 153 (Tuesday, August 9, 2016)]
[Notices]
[Pages 52614-52635]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-18815]


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DEPARTMENT OF COMMERCE

National Oceanic and Atmospheric Administration

RIN 0648-XE74


Takes of Marine Mammals Incidental to Specified Activities; 
Taking Marine Mammals Incidental to Waterfront Improvement Projects

AGENCY: National Marine Fisheries Service (NMFS), National Oceanic and 
Atmospheric Administration (NOAA), Commerce.

ACTION: Notice; proposed incidental harassment authorization; request 
for comments.

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SUMMARY: NMFS has received a request from the U.S. Department of the 
Navy (Navy) for authorization to take marine mammals incidental to 
construction activities as part of waterfront improvement projects at 
several berths. Pursuant to the Marine Mammal Protection Act (MMPA), 
NMFS is requesting public comment on its proposal to issue an 
incidental harassment authorization (IHA) to the Navy to incidentally 
take marine mammals, by Level B harassment only, during the specified 
activity at Portsmouth Naval Shipyard (the Shipyard) in Kittery, Maine.

DATES: Comments and information must be received no later than 
September 8, 2016.

ADDRESSES: Comments on the application should be addressed to Jolie 
Harrison, Chief, Permits and Conservation Division, Office of Protected 
Resources, National Marine Fisheries Service. Physical comments should 
be sent to 1315 East-West Highway, Silver Spring, MD 20910, and 
electronic comments should be sent to ITP.Pauline@noaa.gov.
    Instructions: NMFS is not responsible for comments sent by any 
other method, to any other address or individual, or received after the 
end of the comment period. Comments received electronically, including 
all attachments, must not exceed a 25-megabyte file size. Attachments 
to

[[Page 52615]]

electronic comments will be accepted in Microsoft Word or Excel or 
Adobe PDF file formats only. All comments received are a part of the 
public record and will generally be posted to the Internet at https://www.nmfs.noaa.gov/pr/permits/incidental/construction.htm without 
change. All personal identifying information (e.g., name, address) 
voluntarily submitted by the commenter may be publicly accessible. Do 
not submit confidential business information or otherwise sensitive or 
protected information.

FOR FURTHER INFORMATION CONTACT: Rob Pauline, Office of Protected 
Resources, NMFS, (301) 427-8401.

SUPPLEMENTARY INFORMATION: 

Availability

    An electronic copy of the Navy's application and supporting 
documents, as well as a list of the references cited in this document, 
may be obtained by visiting the Internet at: www.nmfs.noaa.gov/pr/permits/incidental/construction.htm. In case of problems accessing 
these documents, please call the contact listed above (see FOR FURTHER 
INFORMATION CONTACT).

National Environmental Policy Act

    The Navy has prepared a draft Environmental Assessment (Waterfront 
Improvement Projects, Portsmouth Naval Shipyard, Kittery, ME) in 
accordance with the National Environmental Policy Act (NEPA) and the 
regulations published by the Council on Environmental Quality. NMFS 
will independently evaluate the Environmental Assessment (EA) and 
determine whether or not to adopt it. We may prepare a separate NEPA 
analysis and incorporate relevant portions of Navy's EA by reference. 
Information in the Navy's application, EA, and this notice collectively 
provide the environmental information related to proposed issuance of 
this IHA for public review and comment. These documents will be posted 
at the foregoing Web site. We will review all comments submitted in 
response to this notice as we complete the NEPA process, including a 
decision of whether to sign a Finding of No Significant Impact (FONSI), 
prior to a final decision on the incidental take authorization request.

Background

    Sections 101(a)(5)(A) and (D) of the MMPA (16 U.S.C. 1361 et seq.) 
direct the Secretary of Commerce to allow, upon request, the 
incidental, but not intentional, taking of small numbers of marine 
mammals by U.S. citizens who engage in a specified activity (other than 
commercial fishing) within a specified geographical region if certain 
findings are made and either regulations are issued or, if the taking 
is limited to harassment, a notice of a proposed authorization is 
provided to the public for review.
    An authorization for incidental takings shall be granted if NMFS 
finds that the taking will have a negligible impact on the species or 
stock(s), will not have an unmitigable adverse impact on the 
availability of the species or stock(s) for subsistence uses (where 
relevant), and if the permissible methods of taking and requirements 
pertaining to the mitigation, monitoring and reporting of such takings 
are set forth. NMFS has defined ``negligible impact'' in 50 CFR 216.103 
as ``an impact resulting from the specified activity that cannot be 
reasonably expected to, and is not reasonably likely to, adversely 
affect the species or stock through effects on annual rates of 
recruitment or survival.''
    Except with respect to certain activities not pertinent here, the 
MMPA defines ``harassment'' as: Any act of pursuit, torment, or 
annoyance which (i) has the potential to injure a marine mammal or 
marine mammal stock in the wild [Level A harassment]; or (ii) has the 
potential to disturb a marine mammal or marine mammal stock in the wild 
by causing disruption of behavioral patterns, including, but not 
limited to, migration, breathing, nursing, breeding, feeding, or 
sheltering [Level B harassment].

Summary of Request

    On Wednesday February 17, 2016, NMFS received an application from 
the Navy for the taking of marine mammals incidental to Waterfront 
Improvement Projects. NMFS determined that the application was adequate 
and complete on April 1, 2016. The Navy is proposing to restore and 
modernize waterfront infrastructure associated with Dry Docks 1 and 3 
at the Shipyard in Kittery, York County, Maine. The proposed action 
would include two waterfront improvement projects, structural repairs 
to Berths 11, 12, and 13, and replacement of the Dry Dock 3 caisson. 
The waterfront improvement projects would be constructed between 
October 2016 and October 2022, with in-water work expected to begin no 
earlier than January 2017. The requested IHA would run from January 1, 
2017 through December 31, 2017.
    The use of vibratory and impact pile driving for pile installation 
and removal as well as drilling is expected to produce underwater sound 
at levels that have the potential to result in behavioral harassment of 
marine mammals. The term ``pile driving'' throughout this document 
shall include vibratory driving, impact pile driving, vibratory pile 
extraction as well as pile drilling unless unless specified otherwise. 
Species with the potential to be present during the project timeframe 
include harbor porpoise (Phocoena phocoena), gray seal (Halichoerus 
grypus), harbor seal (Phoca vitulina), hooded seal (Crystphora 
cristata) and harp seal (Pagophilus groenlandicus).

Description of the Specified Activity

Overview

    The U.S. Department of the Navy (Navy) is proposing to restore and 
modernize waterfront infrastructure associated with Dry Docks 1 and 3 
at the Shipyard in Kittery, York County, Maine (See Figure 1-1 in the 
Application). The proposed action would include two waterfront 
improvement projects, structural repairs to Berths 11, 12, and 13 and 
replacement of the Dry Dock 3 caisson.
    The purpose of the proposed action is to modernize and maximize dry 
dock capabilities for performing current and future missions 
efficiently and with maximum flexibility. The need for the proposed 
action is to correct deficiencies associated with the pier structure at 
Berths 11, 12, and 13 and the Dry Dock 3 caisson and concrete seats and 
ensure that the Shipyard can continue to support its primary mission to 
service, maintain, and overhaul submarines. By supporting the 
Shipyard's mission, the proposed action would assist in meeting the 
larger need for the Navy to provide capabilities for training and 
equipping combat-capable naval forces ready to deploy worldwide. 
Proposed activities included as part of the Waterfront Improvement 
Projects with potential to affect marine mammals within the waterways 
adjacent to the Shipyard include vibratory and impact pile driving as 
well as pile drilling operations in the project area.

Dates and Duration

    In-water construction associated with the Proposed Action would 
occur in phases over a six-year construction period. In-water 
construction is scheduled to begin in January 2017 and be completed by 
October 2022. This application is for the first year of in-water 
construction, from January 1, 2017 to December 31, 2017. No seasonal 
limitations would be imposed on the construction timeline. Construction 
schedules for in-water work at Berth 11 are under development and 
subject to change based on operational

[[Page 52616]]

requirements. Therefore, this IHA application covers all in-water 
construction planned for Berth 11 structural repairs. The Navy intends 
to apply for sequential IHAs to cover each of the subsequent years of 
construction.
    Table 1 summarizes the in-water construction activities including 
pile extraction, driving, and drilling, scheduled to take place during 
the timeframe covered by this IHA application. Note that pile driving 
days are not necessarily consecutive. Also note that certain activities 
may occur at the same time, decreasing the total number of pile driving 
days, thus making the total days described below a conservative 
estimate. Total driving time will be approximately 72 days which 
includes the installation of 327 piles and removal of 141 piles.

              Table 1--Activity Summary for Year 1 of the Berths 11, 12, and 13 Structural Repairs
----------------------------------------------------------------------------------------------------------------
                                                                                     Number of       Number of
       Activity/method              Timing       Number of days     Pile type          piles           piles
                                                                                     installed       extracted
----------------------------------------------------------------------------------------------------------------
Extract timber piles/          January 2017 to           \1\ 10  15-inch timber   ..............              77
 vibratory hammer.              December 2017.                    pile.
Install temporary sister       January 2017 to           \2\ 16  14-inch steel H-             64  ..............
 piles for trestle system/      December 2017.                    type.
 vibratory hammer.
Install permanent king piles   January 2017 to               10  36-inch steel H-             94  ..............
 for bulkhead/auger drilling.   December 2017.                    type piles.
Install steel sheet-pile       January 2017 to                6  24-inch steel               112  ..............
 bulkhead/vibratory hammer      December 2017.                    sheet-piles.
 (sheet piles and sheet pile
 returns).
Install permanent sister       January 2017 to           \2\ 13  14-inch steel H-             50  ..............
 piles/impact hammer.           December 2017.                    type.
Install timber dolphin.......  January 2017 to            \1\ 1  15-inch timber                7  ..............
                                January 2017.                     piles.
Extract temporary sister       January 2017 to           \2\ 16  14-inch steel H- ..............              64
 piles for trestle system/      December 2017.                    type.
 vibratory hammer.
                                                ----------------                 -------------------------------
    Totals...................  ................              72  ...............             327             141
----------------------------------------------------------------------------------------------------------------
\1\ Estimate based on assumption of 30 minutes to drive each pile and 30-minute transition and set up time,
  resulting in one pile per hour and eight piles per day (ICF Jones and Strokes and Illingworth and Rodkin, Inc.
  2012).
\2\ Estimate based on assumption of a one-hour transition and set up time, resulting in one pile per two hours
  and four piles per day (ICF Jones and Strokes and Illingworth and Rodkin, Inc. 2012).
Note: The Navy provided the following information in response to technical questions:
King Piles--estimate of 10 per day.
Sheet piles--estimate of 20 per day, based on 20 piles in 8 hours (i.e., one day) because they will be installed
  two at a time.

Specified Geographic Region

    The Shipyard is located along the Piscataqua River in Kittery, 
Maine. The Shipyard occupies the whole of Seavey Island, encompassing 
278 acres on what were originally five separate islands (Seavey, 
Pumpkin, Dennett's, Clarks, and Jamaica). Over the past 200 years, as a 
result of expansion from land-making activity, four of these islands 
(Seavey, Pumpkin, Dennett's, and Jamaica) were consolidated into one 
large island, which kept the name Seavey Island. Clarks Island is now 
attached to Seavey Island by a causeway. Seavey Island is located in 
the lower Piscataqua River approximately 547 yards from its southwest 
bank, 219 yards from its north bank, and approximately 2.5 miles from 
the mouth of the river.

Detailed Description of Activities

    The Navy's application focuses primarily on the in-water 
construction activities that will occur during the first year of 
construction, including completion of the king pile and concrete 
shutter panel bulkhead at Berth 11. Additional applications will be 
submitted for each subsequent year of in-water construction at Berths 
11, 12, and 13 as well as for the replacement of the Dry Dock 3 
caisson.

Pile Driving Operations

    Piles of differing sizes will be utilized during construction 
activities including 25-inch steel sheet piles driven by vibratory 
hammer at Berth 11; 14-inch steel H-type piles driven using impact 
hammer at Berth 11; 15-inch timber piles installed via vibratory hammer 
to reconstruct dolphins at the corner of Berth 11; and 36-inch steel H-
type piles at Berth 11. Additionally 14-inch steel H-type piles would 
be used to align and construct the trestle that would be extracted 
using vibratory hammer at Berth 11 and 15-inch timber fender piles, 
which would be extracted using a vibratory hammer at Berth 11 and the 
timber dolphin at the corners of Berths 11 and 12.
    The number of piles that can be driven per day varies for different 
project elements and is subject to change based on site conditions at 
the time. At the beginning of the in-water work, existing timber piles 
would be removed from the berth faces and the timber dolphin at the 
western end of the berth, and the contractor either would construct a 
temporary construction trestle or place a jack-up barge alongside the 
berths to provide additional construction workspace. Pile driving and 
extraction would also be needed to construct and disassemble the 
temporary construction trestle if the construction contractor selects 
this method over use of a jack-up barge, which would require no pile 
driving. The trestle system has been included in this analysis in order 
to model a conservative, worst-case scenario. If a jack-up barge is 
used instead of a trestle system, less pile driving will be needed, 
resulting in fewer marine mammal takes than predicted in this 
application.
    For the proposed king pile and concrete shutter panel bulkhead (see 
Figures 2-1 and 2-2 in Application), the contractor would likely create 
templates and work in increments along the berth from the trestle or 
jack-up barge. For example, an approximately 50-foot-long template 
would allow installation of about 10 king piles and 20 sheet piles 
(along segments of the berths where sheet piles would be installed). 
The work would consist of setting a template (including temporary piles 
and horizontal members), which might take one or two days. Then the 
contractor

[[Page 52617]]

would drill the rock sockets, which could take about one day per 
socket. King piles would be regularly spaced along the berths and 
grouted into sockets drilled into the bedrock (i.e., ``rock-
socketed'').
    The concrete shutter panels would then be installed in stacks 
between the king piles along most of the length of Berth 11. 
Installation of the concrete piles is not included in the noise 
analysis because no pile driving would be required. Along an 
approximately 16-foot section at the eastern end of Berth 11A and an 
additional 101 feet between Berths 11A and 11B, the depth to bedrock is 
greater, thus allowing a conventional sheet-pile bulkhead to be 
constructed. The steel sheet-piles would be driven to bedrock using a 
vibratory hammer. Sheet piles installed with a vibratory hammer also 
would be used to construct ``returns,'' which would be shorter 
bulkheads connecting the new bulkheads to the existing bulkhead under 
the pier. Installation of the sheeting with a vibratory hammer is 
estimated to take less than one hour per pair of sheets. The contractor 
would probably install two sheets at a time and so the time required 
install the sheeting (10 pairs = 20 sheets) using vibratory hammers 
would only be about 8 hours per 10 pairs of sheets. Time requirements 
for all other pile types were estimated based on information compiled 
from ICF Jones and Strokes and Illingworth and Rodkin, Inc. (2012).
    If sufficient construction funds are available, the Navy may 
install a king pile and concrete shutter panel bulkhead at Berth 11C as 
part of Phase 1. The bulkhead would extend from the western end of 
Berth 11B to the southern end of Berth 12. The in-water construction 
process would be the same as the process described above. The analysis 
in this application includes construction at Berth 11C. Once the Berth 
11 bulkheads are complete, the timber dolphins at the western end of 
the berth would be replaced with a similar dolphin constructed of 
approximately seven piles.
    Additional in-water work would be required to install steel H-type 
sister piles at the location of the inboard portal crane rail beam at 
Berth 11, including Berth 11C. The sister piles would provide 
additional support for the portal crane rail system and restore its 
load-bearing capacity. The sister piles would be driven into the 
bedrock below the pier, in water generally less than 10 feet deep, 
using an impact hammer. The timing of this work depends on operational 
schedules at the berths. The sister piles may be installed either 
before or after the bulkheads are constructed.

Description of Marine Mammals in the Area of the Specified Activity

    Five marine mammal species, including one cetacean and four 
pinnipeds, may inhabit or transit the waters near the Shipyard in the 
lower Piscataqua River during the specified activity. These include the 
harbor porpoise (Phocoena phocoena), Gray seal (Halichoerus grypus), 
harbor seal (Phoca vitulina), hooded seal (Crystphora cristata), and 
harp seal (Pagophilus groenlandicus). None of the marine mammals that 
may be found in the Piscataqua River are listed under the Endangered 
Species Act (ESA). Table 2 lists the marine mammal species that could 
occur in the vicinity of the Shipyard and their estimated densities 
within the Project area. As there are not specific density data for any 
of the species in the Piscataqua River, density data from the nearshore 
zone outside the mouth the Piscataqua River in the Atlantic Ocean have 
been used instead. Therefore, it can be assumed that the density 
estimates presented here for each species are conservative and much 
higher than densities that would typically be expected in an estuarine 
environment such as the lower Piscataqua River in the vicinity of the 
Shipyard.

                       Table 2--Marine Mammal Species Potentially Present in the Piscataqua River in the Vicinity of the Shipyard
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                            Approximate density in the vicinity of the
                                                                       Relative          Season(s) of        project area (individuals per km\2\) \3\
             Species                  Stock(s) abundance \1\         occurrence in        occurrence     -----------------------------------------------
                                                                   Piscataqua River                         Winter      Spring      Summer       Fall
--------------------------------------------------------------------------------------------------------------------------------------------------------
Harbor Porpoise, Phocoena         79,883 (CV = 0.32)............  Occasional use....  Spring to Fall          1.2122      1.1705      0.7903      0.9125
 phocoena, Gulf of Maine/Bay of                                                        (April to
 Fundy stock.                                                                          December). \4\
Gray Seal, Halichoerus grypus,    331,000 \2\...................  Common............  Year-round........      0.2202      0.2202      0.2202      0.2202
 Western North Atlantic stock.
Harbor Seal, Phoca vitulina,      75,834 (CV = 0.15)............  Common............  Year-round........      0.1998      0.1998      0.1998      0.1998
 Western North Atlantic stock.
Hooded Seal, Crystphora           592,100 \2\...................  Rare..............  Winter to Spring           N/A         N/A         N/A         N/A
 cristata, Western North                                                               (January-May).
 Atlantic stock.
Harp Seal, Pagophilus             7,100,000.....................  Rare..............  Winter to Spring        0.0125      0.0125      0.0125      0.0125
 groenlandicus, Western North                                                          (January-May).
 Atlantic stock.
--------------------------------------------------------------------------------------------------------------------------------------------------------
Source: Waring et al., 2015, except where noted.
Notes:
\1\ No population estimate is available for the U.S. western North Atlantic stock; therefore, the best population estimates are those for the Canadian
  populations as reported in Waring et al., 2015.
\2\ Source: Waring et al., 2007. The population estimate for the Western North Atlantic hooded seal population was not updated in Waring et al., 2015.
\3\ Density data are taken from the Navy Marine Species Density Database (Crain 2015; Krause 2015). It should be noted that these data overestimate the
  potential species density in the Piscataqua River. The Navy Marine Species Density Database data presented in the table are based on a relative
  environmental suitability study and represent data with low confidence. These data are generally used for broad-scale offshore activities; however,
  due to a lack of any other data within the general Project area, these data are presented as the best available data for the Piscataqua River.
\4\ Densities shown for seasons when each species would not be likely to occur in the river.
Key: CV = coefficient of variation. km\2\ = square kilometer.

    We have reviewed the Navy's detailed species descriptions, 
including life history information, for accuracy and completeness and 
refer the reader to Section 3 of the Navy's Application instead of 
reprinting the information here. Please also refer to NMFS' Web site 
(www.nmfs.noaa.gov/pr/species/mammals) for generalized species 
accounts.

Harbor Porpoise

    Harbor porpoises are found commonly in coastal and offshore waters 
of both the Atlantic and Pacific Oceans. In the western North Atlantic, 
the species is found in both U.S. and Canadian waters. More 
specifically, the species can be found between West Greenland and Cape 
Hatteras, North Carolina (NOAA Fisheries Service

[[Page 52618]]

2014a). Based on genetic analysis, it is assumed that harbor porpoises 
in the U.S. and Canadian waters are divided into four populations, as 
follows: (1) Gulf of St. Lawrence; (2) Newfoundland; (3) Greenland; and 
(4) Gulf of Maine/Bay of Fundy. For management purposes in U.S. waters, 
harbor porpoises have been divided into 10 stocks along both the East 
and West Coasts. Of those 10 stocks, only one, the Gulf of Maine/Bay of 
Fundy stock, is found along the U.S. East Coast, and thus only 
individuals from this stock could be found in the Project area. The 
species is primarily found over the Continental Shelf in waters less 
than approximately 500 feet deep (Waring et al., 2014). In general, the 
species is commonly found in bays, estuaries, and harbors (NOAA 
Fisheries Service 2014a).
    Line-transect surveys have been conducted in the Gulf of Maine 
between 1991 and 2011. Based on the 2011 aerial surveys, the best 
abundance estimate for the Gulf of Maine/Bay of Fundy stock of harbor 
porpoise is 79,883 animals (CV = 0.32). The aerial surveys included 
central Virginia to the lower Bay of Fundy. The minimum population 
estimate is 61,415 animals (Waring et al., 2014). Because no trend 
analysis has been conducted for this stock, no population trend is 
available. A Bayesian population model was used to determine the 
currently accepted population growth rate. Fertility data and age-at-
death data from stranded animals and animals taken in gillnets were 
used for the model (Waring et al., 2014). It was then determined that 
the potential natural growth rate for the Gulf of Maine/Bay of Fundy 
stock of harbor porpoises was 0.046 (Waring et al., 2014). The harbor 
porpoise is likely the most abundant cetacean within the Piscataqua 
River (Smith n.d.)

Gray Seal

    Gray seals, which are members of the ``true seal'' family 
(Phocidae), are a coastal species that generally remains within the 
Continental Shelf region. Gray seals can be found on both sides of the 
North Atlantic. Within this area, the species is split into three 
primary populations: (1) Eastern Canada, (2) northwestern Europe, and 
(3) the Baltic Sea (Katona et al., 1993). Gray seals within U.S. waters 
are considered the western North Atlantic stock and are expected to be 
part of the eastern Canadian population (Waring et al., 2014). In U.S. 
waters, year-round breeding of approximately 400 animals has been 
documented on areas of outer Cape Cod and Mukeget Island in 
Massachusetts. In general, this species can be found year-round in the 
coastal waters of the Gulf of Maine (Waring et al., 2014).
    There are currently no population estimates for the western North 
Atlantic gray seal stock (Waring et al., 2014). However, estimates are 
available for portions of the total population for certain time periods 
(Waring et al., 2014). For example, between 1993 and 2004, the Gray 
seal population in Canada was estimated at between 144,000 and 223,220 
individuals. This estimate was based on three separate surveys and also 
depended on the population-estimation model that was used (Mohn and 
Bowen 1996; Department of Fisheries and Oceans 2003; Trzcinski et al., 
2005). The most recent Canadian gray seal population estimate is 
331,000. This estimate is based on surveys conducted during 2012 in the 
Gulf of St. Lawrence, Nova Scotia Eastern Shore, and Sable Island 
(Waring et al., 2014). In U.S. waters, gray seals are known to pup at 
three separate locations: (1) Muskeget Island, Massachusetts; (2) Green 
Island, Maine; and (3) Seal Island, Maine. Surveys of these areas 
indicate that in these colonies pup production is increasing, as are 
the colony populations. General population increases in U.S. waters are 
likely a result of this natural increase and immigration of individuals 
from Canadian populations (Waring et al., 2014).

Harbor Seal

    Harbor seals are also members of the true seal family (Phocidae) 
and can be found in nearshore waters along both the North Atlantic and 
North Pacific coasts, generally at latitudes above 30[deg] N. (Burns 
2009). In the western Atlantic Ocean, the harbor seal's range extends 
from the eastern Canadian Arctic to New York; however, they can be 
found as far south as the Carolinas (Waring et al., 2014). In New 
England, the species can be found in coastal waters year-round (Waring 
et al., 2014). Overall, there are five recognized subspecies of harbor 
seal, two of which occur in the Atlantic Ocean. The western Atlantic 
harbor seal (Phoca vitulina concolor) is the subspecies likely to occur 
in the project area. There is some uncertainly about the overall 
population stock structure of harbor seals in the western North 
Atlantic Ocean. However, it is theorized that harbor seals along the 
eastern U.S. and Canada are all from a single population (Temte et al., 
1991).
    An aerial abundance survey was conducted in 2012 during the pupping 
season along the entire Maine coast. As a result of this survey, the 
best estimate of abundance for the western North Atlantic stock of 
harbor seal was 70,142 animals. The minimum population was estimated as 
55,409 animals (also based on the 2012 aerial abundance survey). No 
trend analysis has been conducted for this species, likely because of 
the long interval between the 2012 survey and the previous 2001 survey 
and the somewhat imprecise abundance estimates that were generated from 
them. In the Piscataqua River, harbor seals are the most abundant 
pinniped species (Smith n.d.).

Hooded Seal

    Hooded seals are also members of the true seal family (Phocidae) 
and are generally found in deeper waters or on drifting pack ice. The 
world population of hooded seals has been divided into three stocks, 
which coincide with specific breeding areas, as follows: (1) Northwest 
Atlantic, (2) Greenland Sea, and (3) White Sea (Waring et al., 2007). 
The hooded seal is a highly migratory species, and its range can extend 
from the Canadian arctic to Puerto Rico. In the U.S. waters, the 
species has an increasing presence in the coastal waters between Maine 
and Florida (Waring et al., 2007). In the United States, they are 
considered members of the western North Atlantic stock and generally 
occur in New England waters from January through May and further south 
in the summer and fall seasons (Waring et al., 2007).
    Population abundance of hooded seals in the western North Atlantic 
is derived from pup production estimates. These estimates are developed 
from whelping pack surveys. The most recent population estimate in the 
western North Atlantic was derived in 2005. There have been no recent 
surveys conducted or population estimates developed for this species. 
The 2005 best population estimate for hooded seals is 592,100 
individuals, with a minimum population estimate of 512,000 individuals 
(Waring et al., 2007). Currently, not enough data are available to 
determine what percentage of this estimate may represent the population 
within U.S. waters. A population trend also cannot be developed for 
this species due to a lack of sufficient data. Hooded seals are known 
to occur in the Piscataqua River; however, they are not as abundant as 
the more commonly observed harbor seal. Anecdotal sighting information 
indicates that two hooded seals were observed from the Shipyard in 
August 2009, but no other observations have been recorded (Trefry 
November 20, 2015).

[[Page 52619]]

Harp Seal

    Harp seals are also members of the true seal family and classified 
into three stocks, which coincide with specific pupping sites on pack 
ice, as follows: (1) Eastern Canada, including the areas off the coast 
of Newfoundland and Labrador and the area near the Magdalen Islands in 
the Gulf of St. Lawrence; (2) the West Ice off eastern Greenland, and 
(3) the ice in the White Sea off the coast of Russia (Waring et al., 
2014). The harp seal is a highly migratory species, and its range can 
extend from the Canadian arctic to New Jersey. In U.S. waters, the 
species has an increasing presence in the coastal waters between Maine 
and New Jersey (Waring et al., 2014). In the United States, they are 
considered members of the western North Atlantic stock and generally 
occur in New England waters from January through May in the winter and 
spring (Waring et al., 2014). The observed influx of harp seals and 
geographic distribution in New England to mid-Atlantic waters is based 
primarily on strandings and secondarily on fishery bycatch.
    Population abundance of harp seals in the western North Atlantic is 
derived from aerial surveys and mark-recapture (Waring et al., 2014). 
The most recent population estimate in the western North Atlantic was 
derived in 2012 from an aerial harp seal survey. The 2012 best 
population estimate for hooded seals is 7.1 million individuals (Waring 
et al., 2014). Currently, not enough data are available to determine 
what percentage of this estimate may represent the population within 
U.S. waters. A population trend also cannot be developed for this 
species due to a lack of sufficient data, as recent increases in 
strandings may not be indicative of population size. Harp seals are 
known to occur in the Piscataqua River; however, they are not as 
abundant as the more commonly observed harbor seal (Crain 2015).

Potential Effects of the Specified Activity on Marine Mammals and Their 
Habitat

    This section includes a summary and discussion of the ways that 
stressors, (e.g., pile driving,) and potential mitigation activities, 
associated with the proposed waterfront improvement project may impact 
marine mammals and their habitat. The ``Estimated Take by Incidental 
Harassment'' section later in this document will include a quantitative 
analysis of the number of individuals that are expected to be taken by 
this activity. The ``Negligible Impact Analysis'' section will include 
the analysis of how this specific activity will impact marine mammals 
and will consider the content of this section, the ``Estimated Take by 
Incidental Harassment'' section, and the ``Proposed Mitigation'' 
section to draw conclusions regarding the likely impacts of this 
activity on the reproductive success or survivorship of individuals and 
from that on the affected marine mammal populations or stocks. In the 
following discussion, we provide general background information on 
sound and marine mammal hearing before considering potential effects to 
marine mammals from sound produced by pile driving.

Description of Sound Sources

    Sound travels in waves, the basic components of which are 
frequency, wavelength, velocity, and amplitude. Frequency is the number 
of pressure waves that pass by a reference point per unit of time and 
is measured in hertz (Hz) or cycles per second. Wavelength is the 
distance between two peaks of a sound wave; lower frequency sounds have 
longer wavelengths than higher frequency sounds and attenuate 
(decrease) more rapidly in shallower water. Amplitude is the height of 
the sound pressure wave or the `loudness' of a sound and is typically 
measured using the decibel (dB) scale. A dB is the ratio between a 
measured pressure (with sound) and a reference pressure (sound at a 
constant pressure, established by scientific standards). It is a 
logarithmic unit that accounts for large variations in amplitude; 
therefore, relatively small changes in dB ratings correspond to large 
changes in sound pressure. When referring to sound pressure levels 
(SPLs; the sound force per unit area), sound is referenced in the 
context of underwater sound pressure to 1 microPascal ([mu]Pa). One 
pascal is the pressure resulting from a force of one newton exerted 
over an area of one square meter. The source level (SL) represents the 
sound level at a distance of 1 m from the source (referenced to 1 
[mu]Pa). The received level is the sound level at the listener's 
position. Note that all underwater sound levels in this document are 
referenced to a pressure of 1 [mu]Pa and all airborne sound levels in 
this document are referenced to a pressure of 20 [mu]Pa.
    Root mean square (rms) is the quadratic mean sound pressure over 
the duration of an impulse. Rms is calculated by squaring all of the 
sound amplitudes, averaging the squares, and then taking the square 
root of the average (Urick, 1983). Rms accounts for both positive and 
negative values; squaring the pressures makes all values positive so 
that they may be accounted for in the summation of pressure levels 
(Hastings and Popper, 2005). This measurement is often used in the 
context of discussing behavioral effects, in part because behavioral 
effects, which often result from auditory cues, may be better expressed 
through averaged units than by peak pressures.
    When underwater objects vibrate or activity occurs, sound-pressure 
waves are created. These waves alternately compress and decompress the 
water as the sound wave travels. Underwater sound waves radiate in all 
directions away from the source (similar to ripples on the surface of a 
pond), except in cases where the source is directional. The 
compressions and decompressions associated with sound waves are 
detected as changes in pressure by aquatic life and man-made sound 
receptors such as hydrophones.
    Even in the absence of sound from the specified activity, the 
underwater environment is typically loud due to ambient sound. Ambient 
sound is defined as environmental background sound levels lacking a 
single source or point (Richardson et al., 1995), and the sound level 
of a region is defined by the total acoustical energy being generated 
by known and unknown sources. These sources may include physical (e.g., 
waves, earthquakes, ice, atmospheric sound), biological (e.g., sounds 
produced by marine mammals, fish, and invertebrates), and anthropogenic 
sound (e.g., vessels, dredging, aircraft, construction). A number of 
sources contribute to ambient sound, including the following 
(Richardson et al., 1995):
     Wind and waves: The complex interactions between wind and 
water surface, including processes such as breaking waves and wave-
induced bubble oscillations and cavitation, are a main source of 
naturally occurring ambient noise for frequencies between 200 Hz and 50 
kHz (Mitson, 1995). In general, ambient sound levels tend to increase 
with increasing wind speed and wave height. Surf noise becomes 
important near shore, with measurements collected at a distance of 8.5 
km from shore showing an increase of 10 dB in the 100 to 700 Hz band 
during heavy surf conditions.
     Precipitation: Sound from rain and hail impacting the 
water surface can become an important component of total noise at 
frequencies above 500 Hz, and possibly down to 100 Hz during quiet 
times.
     Biological: Marine mammals can contribute significantly to 
ambient noise levels, as can some fish and shrimp. The frequency band 
for biological contributions is from approximately 12 Hz to over 100 
kHz.

[[Page 52620]]

     Anthropogenic: Sources of ambient noise related to human 
activity include transportation (surface vessels and aircraft), 
dredging and construction, oil and gas drilling and production, seismic 
surveys, sonar, explosions, and ocean acoustic studies. Shipping noise 
typically dominates the total ambient noise for frequencies between 20 
and 300 Hz. In general, the frequencies of anthropogenic sounds are 
below 1 kHz and, if higher frequency sound levels are created, they 
attenuate rapidly (Richardson et al., 1995). Sound from identifiable 
anthropogenic sources other than the activity of interest (e.g., a 
passing vessel) is sometimes termed background sound, as opposed to 
ambient sound.
    The sum of the various natural and anthropogenic sound sources at 
any given location and time--which comprise ``ambient'' or 
``background'' sound--depends not only on the source levels (as 
determined by current weather conditions and levels of biological and 
shipping activity) but also on the ability of sound to propagate 
through the environment. In turn, sound propagation is dependent on the 
spatially and temporally varying properties of the water column and sea 
floor, and is frequency-dependent. As a result of the dependence on a 
large number of varying factors, ambient sound levels can be expected 
to vary widely over both coarse and fine spatial and temporal scales. 
Sound levels at a given frequency and location can vary by 10-20 dB 
from day to day (Richardson et al., 1995). The result is that, 
depending on the source type and its intensity, sound from the 
specified activity may be a negligible addition to the local 
environment or could form a distinctive signal that may affect marine 
mammals.
    In the vicinity of the Project area, the average broadband ambient 
underwater noise levels are commonly 52.8 to 80.5 dB SEL re 1[mu]Pa 
with substantially higher maximum peak readings (79.9 to 103.9 
Lpeak dB re 1[mu]Pa) due to passing boats and industrial 
noise (ESS Group, Inc. 2015). However, boat traffic was limited the day 
of the study; three boats passed at a distance greater than 66 yards 
from site. Therefore, given the short duration of the measurements, it 
would be difficult to determine whether vessel noise associated with 
the Proposed Action would add greatly to the existing background vessel 
noise in the lower Piscataqua River. However, based on these 
measurements, it cannot be assumed that the sound produced by vibratory 
pile driving would be completely masked by background vessel noise, 
especially in areas close to the vibratory hammer.
    There are two general categories of sound types: Impulse and non-
pulse. Vibratory pile driving is considered to be continuous or non-
pulsed while impact pile driving is considered to be an impulse or 
pulsed sound type. The distinction between these two sound types is 
important because they have differing potential to cause physical 
effects, particularly with regard to hearing (e.g., Ward, 1997 in 
Southall et al., 2007). Please see Southall et al., (2007) for an in-
depth discussion of these concepts.
    Pulsed sound sources (e.g., explosions, gunshots, sonic booms, 
impact pile driving) produce signals that are brief (typically 
considered to be less than one second), broadband, atonal transients 
(ANSI, 1986; Harris, 1998; NIOSH, 1998; ISO, 2003; ANSI, 2005) and 
occur either as isolated events or repeated in some succession. Pulsed 
sounds are all characterized by a relatively rapid rise from ambient 
pressure to a maximal pressure value followed by a rapid decay period 
that may include a period of diminishing, oscillating maximal and 
minimal pressures, and generally have an increased capacity to induce 
physical injury as compared with sounds that lack these features.
    Non-pulsed sounds can be tonal, narrowband, or broadband, brief or 
prolonged, and may be either continuous or non-continuous (ANSI, 1995; 
NIOSH, 1998). Some of these non-pulsed sounds can be transient signals 
of short duration but without the essential properties of pulses (e.g., 
rapid rise time). Examples of non-pulsed sounds include those produced 
by vessels, aircraft, machinery operations such as drilling or 
dredging, vibratory pile driving, and active sonar systems (such as 
those used by the U.S. Navy). The duration of such sounds, as received 
at a distance, can be greatly extended in a highly reverberant 
environment.
    Impact hammers operate by repeatedly dropping a heavy piston onto a 
pile to drive the pile into the substrate. Sound generated by impact 
hammers is characterized by rapid rise times and high peak levels, a 
potentially injurious combination (Hastings and Popper, 2005). 
Vibratory hammers install piles by vibrating them and allowing the 
weight of the hammer to push them into the sediment. Vibratory hammers 
produce significantly less sound than impact hammers. Peak SPLs may be 
180 dB or greater, but are generally 10 to 20 dB lower than SPLs 
generated during impact pile driving of the same-sized pile (Oestman et 
al., 2009). Rise time is slower, reducing the probability and severity 
of injury, and sound energy is distributed over a greater amount of 
time (Nedwell and Edwards, 2002; Carlson et al., 2005).

                                              Table 3--Representative Sound Levels of Anthropogenic Sources
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Frequency
               Sound source                  range (Hz)       Underwater sound level                                Reference
--------------------------------------------------------------------------------------------------------------------------------------------------------
Small vessels............................       250-1,000  151 dB rms at 1 m...........  Richardson et al., 1995.
Tug docking gravel barge.................       200-1,000  149 dB rms at 100 m.........  Blackwell and Greene, 2002.
Vibratory driving of 72-in steel pipe            10-1,500  180 dB rms at 10 m..........  Reyff, 2007.
 pile.
Impact driving of 36-in steel pipe pile..        10-1,500  195 dB rms at 10 m..........  Laughlin, 2005.
Impact driving of 66-in cast-in-steel-           10-1,500  195 dB rms at 10 m..........  Reviewed in Hastings and Popper, 2005.
 shell (CISS) pile.
--------------------------------------------------------------------------------------------------------------------------------------------------------

    The likely or possible impacts of the proposed project on marine 
mammals could involve both non-acoustic and acoustic stressors. 
Potential non-acoustic stressors could result from the physical 
presence of the equipment and personnel. Any impacts to marine mammals, 
however, are expected to primarily be acoustic in nature.

Marine Mammal Hearing

    Hearing is the most important sensory modality for marine mammals, 
and exposure to sound can have deleterious effects. To appropriately 
assess these potential effects, it is necessary to understand the 
frequency ranges marine mammals are able to hear. Current data indicate 
that not all marine mammal species have equal hearing capabilities 
(e.g., Richardson et al., 1995; Wartzok

[[Page 52621]]

and Ketten, 1999). To reflect this, Southall et al., (2007) recommended 
that marine mammals be divided into functional hearing groups based on 
measured or estimated hearing ranges on the basis of available 
behavioral data, audiograms derived using auditory evoked potential 
techniques, anatomical modeling, and other data. The lower and/or upper 
frequencies for some of these functional hearing groups have been 
modified from those designated by Southall et al., (2007). The 
functional groups and the associated frequencies are indicated below 
(note that these frequency ranges do not necessarily correspond to the 
range of best hearing, which varies by species):
     Low-frequency cetaceans (mysticetes): Functional hearing 
is estimated to occur between approximately 7 Hz and 25 kHz (extended 
from 22 kHz; Watkins, 1986; Lucifredi and Stein, 2007; Ketten and 
Mountain, 2009; Tubelli et al., 2012);
     Mid-frequency cetaceans (larger toothed whales, beaked 
whales, and most delphinids): Functional hearing is estimated to occur 
between approximately 150 Hz and 160 kHz;
     High-frequency cetaceans (porpoises, river dolphins, and 
members of the genera Kogia and Cephalorhynchus; now considered to 
include two members of the genus Lagenorhynchus on the basis of recent 
echolocation data and genetic data [May-Collado and Agnarsson, 2006; 
Kyhn et al., 2009, 2010; Tougaard et al., 2010]): Functional hearing is 
estimated to occur between approximately 200 Hz and 180 kHz; and
     Pinnipeds in water: Functional hearing is estimated to 
occur between approximately 75 Hz to 100 kHz for Phocidae (true seals) 
and between 100 Hz and 48 kHz for Otariidae (eared seals), with the 
greatest sensitivity between approximately 700 Hz and 20 kHz. The 
pinniped functional hearing group was modified from Southall et al., 
(2007) on the basis of data indicating that phocid species have 
consistently demonstrated an extended frequency range of hearing 
compared to otariids, especially in the higher frequency range 
(Kastelein et al., 2009; Reichmuth et al., 2013).
    The single cetacean species likely to occur in the proposed project 
area and for which take is requested, is classified as a high-frequency 
cetacean (i.e., harbor porpoise) (Southall et al., 2007). Additionally, 
gray seals, harbor seals, hooded seals, and harp seals are classified 
as members of the phocid pinnipeds in-water functional hearing group.

Acoustic Effects, Underwater

    Potential Effects of Pile Driving Sound--The effects of sounds from 
pile driving might result in one or more of the following: Temporary or 
permanent hearing impairment, non-auditory physical or physiological 
effects, behavioral disturbance, and masking (Richardson et al., 1995; 
Gordon et al., 2004; Nowacek et al., 2007; Southall et al., 2007). The 
effects of pile driving on marine mammals are dependent on several 
factors, including the size, type, and depth of the animal; the depth, 
intensity, and duration of the pile driving sound; the depth of the 
water column; the substrate of the habitat; the standoff distance 
between the pile and the animal; and the sound propagation properties 
of the environment. Impacts to marine mammals from pile driving 
activities are expected to result primarily from acoustic pathways. As 
such, the degree of effect is intrinsically related to the received 
level and duration of the sound exposure, which are in turn influenced 
by the distance between the animal and the source. The further away 
from the source, the less intense the exposure should be.
    The substrate and depth of the habitat affect the sound propagation 
properties of the environment. Shallow environments are typically more 
structurally complex, which leads to rapid sound attenuation. In 
addition, substrates that are soft (e.g., sand) would absorb or 
attenuate the sound more readily than hard substrates (e.g., rock) 
which may reflect the acoustic wave. Soft porous substrates would also 
likely require less time to drive the pile, and possibly less forceful 
equipment, which would ultimately decrease the intensity of the 
acoustic source. Much of the shoreline in the project area has been 
characterized as hard shores (rocky intertidal). In general, rocky 
intertidal areas consist of bedrock that alternates between marine and 
terrestrial habitats, depending on the tide. Rocky intertidal areas are 
characterized by bedrock, stones, or boulders that singly or in 
combination cover 75 percent or more of an area that is covered less 
than 30 percent by vegetation.
    In the absence of mitigation, impacts to marine species would be 
expected to result from physiological and behavioral responses to both 
the type and strength of the acoustic signature (Viada et al., 2008). 
The type and severity of behavioral impacts are more difficult to 
document due to limited studies addressing the behavioral effects of 
impulse sounds on marine mammals. Potential effects from impulsive 
sound sources can range in severity from effects such as behavioral 
disturbance or tactile perception to physical discomfort, slight injury 
of the internal organs and the auditory system, or mortality (Yelverton 
et al., 1973).
    Hearing Impairment and Other Physical Effects--Marine mammals 
exposed to high intensity sound repeatedly or for prolonged periods can 
experience hearing threshold shift (TS), which is the loss of hearing 
sensitivity at certain frequency ranges (Kastak et al., 1999; Schlundt 
et al., 2000; Finneran et al., 2003, 2005). TS can be permanent (PTS), 
in which case the loss of hearing sensitivity is not recoverable, or 
temporary (TTS), in which case the animal's hearing threshold would 
recover over time (Southall et al., 2007). Marine mammals depend on 
acoustic cues for vital biological functions, (e.g., orientation, 
communication, finding prey, avoiding predators); thus, TTS may result 
in reduced fitness in survival and reproduction. However, this depends 
on the frequency and duration of TTS, as well as the biological context 
in which it occurs. TTS of limited duration, occurring in a frequency 
range that does not coincide with that used for recognition of 
important acoustic cues, would have little to no effect on an animal's 
fitness. Repeated sound exposure that leads to TTS could cause PTS. PTS 
constitutes injury, but TTS does not (Southall et al., 2007). The 
following subsections discuss in somewhat more detail the possibilities 
of TTS, PTS, and non-auditory physical effects.
    Temporary Threshold Shift--TTS is the mildest form of hearing 
impairment that can occur during exposure to a strong sound (Kryter, 
1985). While experiencing TTS, the hearing threshold rises, and a sound 
must be stronger in order to be heard. In terrestrial mammals, TTS can 
last from minutes or hours to days (in cases of strong TTS). For sound 
exposures at or somewhat above the TTS threshold, hearing sensitivity 
in both terrestrial and marine mammals recovers rapidly after exposure 
to the sound ends. Few data on sound levels and durations necessary to 
elicit mild TTS have been obtained for marine mammals, and none of the 
published data concern TTS elicited by exposure to multiple pulses of 
sound. Available data on TTS in marine mammals are summarized in 
Southall et al., (2007).
    Given the available data, the received level of a single pulse 
(with no frequency weighting) might need to be approximately 186 dB re 
1 [mu]Pa\2\-s (i.e., 186 dB sound exposure level [SEL] or approximately 
221-226 dB p-p [peak]) in order to produce brief, mild TTS.

[[Page 52622]]

Exposure to several strong pulses that each have received levels near 
190 dB rms (175-180 dB SEL) might result in cumulative exposure of 
approximately 186 dB SEL and thus slight TTS in a small odontocete, 
assuming the TTS threshold is (to a first approximation) a function of 
the total received pulse energy (Southall et al. 2007).
    The above TTS information for odontocetes is derived from studies 
on the bottlenose dolphin (Tursiops truncatus) and beluga whale. There 
is no published TTS information for other species of cetaceans. 
However, preliminary evidence from a harbor porpoise exposed to pulsed 
sound suggests that its TTS threshold may have been lower (Lucke et 
al., 2009). Furthermore, harbor porpoise are high frequency hearing 
specialists so they are not as sensitive to lower frequency sounds 
produced by pile driving as much as belugas and bottlenose dolphins 
are. As summarized above, data that are now available imply that TTS is 
unlikely to occur unless odontocetes are exposed to pile driving pulses 
stronger than 180 dB re 1 [mu]Pa rms.
    Permanent Threshold Shift--When PTS occurs, there is physical 
damage to the sound receptors in the ear. In severe cases, there can be 
total or partial deafness, while in other cases the animal has an 
impaired ability to hear sounds in specific frequency ranges (Kryter, 
1985). There is no specific evidence that exposure to pulses of sound 
can cause PTS in any marine mammal. However, given the possibility that 
mammals close to a sound source can incur TTS, it is possible that some 
individuals might incur PTS. Single or occasional occurrences of mild 
TTS are not indicative of permanent auditory damage, but repeated or 
(in some cases) single exposures to a level well above that causing TTS 
onset might elicit PTS.
    Relationships between TTS and PTS thresholds have not been studied 
in marine mammals but are assumed to be similar to those in humans and 
other terrestrial mammals, based on anatomical similarities. PTS might 
occur at a received sound level at least several decibels above that 
inducing mild TTS if the animal were exposed to strong sound pulses 
with rapid rise time. Based on data from terrestrial mammals, a 
precautionary assumption is that the PTS threshold for impulse sounds 
(such as pile driving pulses as received close to the source) is at 
least 6 dB higher than the TTS threshold on a peak-pressure basis and 
probably greater than 6 dB (Southall et al., 2007). On an SEL basis, 
Southall et al., (2007) estimated that received levels would need to 
exceed the TTS threshold by at least 15 dB for there to be risk of PTS. 
Thus, for cetaceans, Southall et al., (2007) estimate that the PTS 
threshold might be an M-weighted SEL (for the sequence of received 
pulses) of approximately 198 dB re 1 [mu]Pa\2\-s (15 dB higher than the 
TTS threshold for an impulse). Given the higher level of sound 
necessary to cause PTS as compared with TTS, it is considerably less 
likely that PTS could occur.
    Although no marine mammals have been shown to experience TTS or PTS 
as a result of being exposed to pile driving activities, captive 
bottlenose dolphins and beluga whales exhibited changes in behavior 
when exposed to strong pulsed sounds (Finneran et al., 2000, 2003, 
2005). The animals tolerated high received levels of sound before 
exhibiting aversive behaviors. Experiments on a beluga whale showed 
that exposure to a single watergun impulse at a received level of 207 
kPa (30 psi) p-p, which is equivalent to 228 dB p-p, resulted in a 7 
and 6 dB TTS in the beluga whale at 0.4 and 30 kHz, respectively. 
Thresholds returned to within 2 dB of the pre-exposure level within 
four minutes of the exposure (Finneran et al., 2003). Although the 
source level of pile driving from one hammer strike is expected to be 
much lower than the single watergun impulse cited here, animals being 
exposed for a prolonged period to repeated hammer strikes could receive 
more sound exposure in terms of SEL than from the single watergun 
impulse (estimated at 188 dB re 1 [mu]Pa\2\-s) in the aforementioned 
experiment (Finneran et al., 2003). However, in order for marine 
mammals to experience TTS or PTS, the animals have to be close enough 
to be exposed to high intensity sound levels for a prolonged period of 
time. Based on the best scientific information available, these SPLs 
are far below the thresholds that could cause TTS or the onset of PTS.
    Non-auditory Physiological Effects--Non-auditory physiological 
effects or injuries that theoretically might occur in marine mammals 
exposed to strong underwater sound include stress, neurological 
effects, bubble formation, resonance effects, and other types of organ 
or tissue damage (Cox et al., 2006; Southall et al., 2007). Studies 
examining such effects are limited. In general, little is known about 
the potential for pile driving to cause auditory impairment or other 
physical effects in marine mammals. Available data suggest that such 
effects, if they occur at all, would presumably be limited to short 
distances from the sound source and to activities that extend over a 
prolonged period. The available data do not allow identification of a 
specific exposure level above which non-auditory effects can be 
expected (Southall et al., 2007) or any meaningful quantitative 
predictions of the numbers (if any) of marine mammals that might be 
affected in those ways. Marine mammals that show behavioral avoidance 
of pile driving, including some odontocetes and some pinnipeds, are 
especially unlikely to incur auditory impairment or non-auditory 
physical effects.

Disturbance Reactions

    Disturbance includes a variety of effects, including subtle changes 
in behavior, more conspicuous changes in activities, and displacement. 
Behavioral responses to sound are highly variable and context-specific 
and reactions, if any, depend on species, state of maturity, 
experience, current activity, reproductive state, auditory sensitivity, 
time of day, and many other factors (Richardson et al., 1995; Wartzok 
et al., 2003; Southall et al., 2007).
    Habituation can occur when an animal's response to a stimulus wanes 
with repeated exposure, usually in the absence of unpleasant associated 
events (Wartzok et al., 2003). Animals are most likely to habituate to 
sounds that are predictable and unvarying. The opposite process is 
sensitization, when an unpleasant experience leads to subsequent 
responses, often in the form of avoidance, at a lower level of 
exposure. Behavioral state may affect the type of response as well. For 
example, animals that are resting may show greater behavioral change in 
response to disturbing sound levels than animals that are highly 
motivated to remain in an area for feeding (Richardson et al., 1995; 
NRC, 2003; Wartzok et al., 2003).
    Controlled experiments with captive marine mammals showed 
pronounced behavioral reactions, including avoidance of loud sound 
sources (Ridgway et al., 1997; Finneran et al., 2003). Observed 
responses of wild marine mammals to loud pulsed sound sources 
(typically seismic guns or acoustic harassment devices, but also 
including pile driving) have been varied but often consist of avoidance 
behavior or other behavioral changes suggesting discomfort (Morton and 
Symonds, 2002; Thorson and Reyff, 2006; see also Gordon et al., 2004; 
Wartzok et al., 2003; Nowacek et al., 2007). Responses to continuous 
sound, such as vibratory pile installation, have not been documented as 
well as responses to pulsed sounds.
    With both types of pile driving, it is likely that the onset of 
pile driving

[[Page 52623]]

could result in temporary, short term changes in an animal's typical 
behavior and/or avoidance of the affected area. These behavioral 
changes may include (Richardson et al., 1995): Changing durations of 
surfacing and dives, number of blows per surfacing, or moving direction 
and/or speed; reduced/increased vocal activities; changing/cessation of 
certain behavioral activities (such as socializing or feeding); visible 
startle response or aggressive behavior (such as tail/fluke slapping or 
jaw clapping); avoidance of areas where sound sources are located; and/
or flight responses (e.g., pinnipeds flushing into water from haul-outs 
or rookeries). Pinnipeds may increase their haul-out time, possibly to 
avoid in-water disturbance (Thorson and Reyff, 2006).
    The biological significance of many of these behavioral 
disturbances is difficult to predict, especially if the detected 
disturbances appear minor. However, the consequences of behavioral 
modification could be expected to be biologically significant if the 
change affects growth, survival, or reproduction. Significant 
behavioral modifications that could potentially lead to effects on 
growth, survival, or reproduction include:
     Drastic changes in diving/surfacing patterns (such as 
those thought to cause beaked whale stranding due to exposure to 
military mid-frequency tactical sonar);
     Habitat abandonment due to loss of desirable acoustic 
environment; and
     Cessation of feeding or social interaction.
    The onset of behavioral disturbance from anthropogenic sound 
depends on both external factors (characteristics of sound sources and 
their paths) and the specific characteristics of the receiving animals 
(hearing, motivation, experience, demography) and is difficult to 
predict (Southall et al., 2007).

Auditory Masking

    Natural and artificial sounds can disrupt behavior by masking, or 
interfering with, a marine mammal's ability to hear other sounds. 
Masking occurs when the receipt of a sound is interfered with by 
another coincident sound at similar frequencies and at similar or 
higher levels. Chronic exposure to excessive, though not high-
intensity, sound could cause masking at particular frequencies for 
marine mammals that utilize sound for vital biological functions. 
Masking can interfere with detection of acoustic signals such as 
communication calls, echolocation sounds, and environmental sounds 
important to marine mammals. Therefore, under certain circumstances, 
marine mammals whose acoustical sensors or environment are being 
severely masked could also be impaired from maximizing their 
performance fitness in survival and reproduction. If the coincident 
(masking) sound were anthropogenic, it could be potentially harassing 
if it disrupted hearing-related behavior. It is important to 
distinguish TTS and PTS, which persist after the sound exposure, from 
masking, which occurs only during the sound exposure. Because masking 
(without resulting in TS) is not associated with abnormal physiological 
function, it is not considered a physiological effect, but rather a 
potential behavioral effect.
    Masking occurs at the frequency band which the animals utilize so 
the frequency range of the potentially masking sound is important in 
determining any potential behavioral impacts. Because sound generated 
from in-water vibratory pile driving is mostly concentrated at low 
frequency ranges, it may have less effect on high frequency 
echolocation sounds made by porpoises. However, lower frequency man-
made sounds are more likely to affect detection of communication calls 
and other potentially important natural sounds such as surf and prey 
sound. It may also affect communication signals when they occur near 
the sound band and thus reduce the communication space of animals 
(e.g., Clark et al., 2009) and cause increased stress levels (e.g., 
Foote et al., 2004; Holt et al., 2009).
    Masking affects both senders and receivers of the signals and can 
potentially have long-term chronic effects on marine mammal species and 
populations. Recent research suggests that low frequency ambient sound 
levels have increased by as much as 20 dB (more than three times in 
terms of SPL) in the world's ocean from pre-industrial periods, and 
that most of these increases are from distant shipping (Hildebrand, 
2009). All anthropogenic sound sources, such as those from vessel 
traffic, pile driving, and dredging activities, contribute to the 
elevated ambient sound levels, thus intensifying masking.
    The most intense underwater sounds in the proposed action are those 
produced by impact pile driving. Given that the energy distribution of 
pile driving covers a broad frequency spectrum, sound from these 
sources would likely be within the audible range of marine mammals 
present in the project area. Impact pile driving activity is relatively 
short-term, with rapid pulses occurring for approximately fifteen 
minutes per pile. The probability for impact pile driving resulting 
from this proposed action masking acoustic signals important to the 
behavior and survival of marine mammal species is likely to be 
negligible. Vibratory pile driving is also relatively short-term, with 
rapid oscillations occurring for approximately one and a half hours per 
pile. It is possible that vibratory pile driving resulting from this 
proposed action may mask acoustic signals important to the behavior and 
survival of marine mammal species, but the short-term duration and 
limited affected area would result in insignificant impacts from 
masking. Any masking event that could possibly rise to Level B 
harassment under the MMPA would occur concurrently within the zones of 
behavioral harassment already estimated for vibratory and impact pile 
driving, and which have already been taken into account in the exposure 
analysis.

Acoustic Effects, Airborne

    Marine mammals that occur in the project area could be exposed to 
airborne sounds associated with pile driving that have the potential to 
cause harassment, depending on their distance from pile driving 
activities. Airborne pile driving sound would not impact cetaceans 
because sound from atmospheric sources does not transmit well 
underwater (Richardson et al., 1995); thus, airborne sound may only be 
an issue for pinnipeds either hauled-out or looking with heads above 
water in the project area. Most likely, airborne sound would cause 
behavioral responses similar to those discussed above in relation to 
underwater sound. For instance, anthropogenic sound could cause hauled-
out pinnipeds to exhibit changes in their normal behavior, such as 
reduction in vocalizations, or cause them to temporarily abandon their 
habitat and move further from the source. Studies by Blackwell et al., 
(2004) and Moulton et al., (2005) indicate a tolerance or lack of 
response to unweighted airborne sounds as high as 112 dB peak and 96 dB 
rms. However, since there are no regular haul-outs in the vicinity of 
the site of the proposed project area, we believe that incidents of 
incidental take resulting from airborne sound or visual disturbance are 
unlikely.

Vessel Interaction

    Besides being susceptible to vessel strikes, cetacean and pinniped 
responses to vessels may result in behavioral changes, including 
greater variability in the dive, surfacing, and respiration patterns; 
changes in vocalizations; and changes in swimming speed or direction 
(NRC 2003). There

[[Page 52624]]

will be a temporary and localized increase in vessel traffic during 
construction.

Potential Effects on Marine Mammal Habitat

    The proposed activities at Portsmouth Naval Shipyard would not 
result in permanent impacts to habitats used directly by marine 
mammals, but may have potential short-term impacts to food sources such 
as forage fish and may affect acoustic habitat (see masking discussion 
above). There are no known foraging hotspots or other ocean bottom 
structure of significant biological importance to marine mammals 
present in the marine waters of the project area. Therefore, the main 
impact issue associated with the proposed activity would be temporarily 
elevated sound levels and the associated direct effects on marine 
mammals, as discussed previously in this document. The most likely 
impact to marine mammal habitat would be the effect of pile driving on 
likely marine mammal prey (i.e., fish) and minor impacts to the 
immediate substrate during installation and removal of piles.

Potential Pile Driving Effects on Prey

    Construction activities may produce both pulsed (i.e., impact pile 
driving) and continuous (i.e., vibratory pile driving) sounds. Fish 
react to sounds which are especially strong and/or intermittent low-
frequency sounds. Short duration, sharp sounds can cause overt or 
subtle changes in fish behavior and local distribution. Hastings and 
Popper (2005) identified several studies that suggest fish may relocate 
to avoid certain areas of sound energy. Additional studies have 
documented effects of pile driving (or other types of sounds) on fish, 
although several are based on studies in support of large, multiyear 
bridge construction projects (e.g., Scholik and Yan, 2001, 2002; Popper 
and Hastings, 2009). Sound pulses at received levels of 160 dB re 1 
[mu]Pa may cause subtle changes in fish behavior. SPLs of 180 dB may 
cause noticeable changes in behavior (Pearson et al., 1992; Skalski et 
al., 1992). SPLs of sufficient strength have been known to cause injury 
to fish and fish mortality. The most likely impact to fish from pile 
driving activities at the project area would be temporary behavioral 
avoidance of the area. The duration of fish avoidance of this area 
after pile driving stops is unknown, but a rapid return to normal 
recruitment, distribution and behavior is anticipated. In general, 
impacts to marine mammal prey species are expected to be minor and 
temporary due to the short timeframe for the project.

Effects to Foraging Habitat

    During the course of the proposed project, various activities are 
expected to disturb the sediment. These activities include pile 
driving, dredging, and filling. In order to minimize the amount of 
debris, sediment, and silt escaping when backfilling the Berth 11 
bulkhead, the Navy will install geotextile fabric against the interior 
of the bulkhead to catch debris, sediment, and silt forced through 
seams in the bulkhead when the backfill is compacted. In addition, a 
temporary silt curtain and boom would be installed outside of Berth 11, 
approximately 18 feet off the berth, during backfilling to catch 
additional debris, sediment, and silt that escapes the bulkhead.
    Pile driving and dredging activities may re-suspend disturbed 
sediment and result in turbid conditions within the immediate project 
area. Suspended sediments may be transported and re-deposited 
downstream of the prevailing currents, which could increase siltation 
in the vicinity of the Shipyard. Resulting sedimentation is also 
expected to be localized and temporary. Since the currents are so 
strong in the area, suspended sediments in the water column should 
dissipate and quickly return to background levels. Following the 
completion of sediment-disturbing activities, the turbidity levels 
within the temporary offshore workspace are expected to return to 
normal ambient levels following the end of construction in all 
construction scenarios. Turbidity within the water column has the 
potential to reduce the level of oxygen in the water and irritate the 
gills of cetacean or pinniped prey fish species in the project area. 
However, turbidity plumes associated with the project would be 
temporary and localized, and fish in the project area would be able to 
move away from and avoid the areas where plumes may occur. Therefore, 
it is expected that the impacts on prey fish species from turbidity, 
and therefore on marine mammals, would be minimal and temporary. In 
general, the area likely impacted by the project is relatively small 
compared to the available habitat in Great Bay Estuary. As a result, 
activity at the project site would be inconsequential in terms of its 
effects on marine mammal foraging.
    In summary, given the short daily duration of sound associated with 
individual pile driving events and the relatively small areas being 
affected, pile driving activities associated with the proposed action 
are not likely to have a permanent, adverse effect on any fish habitat, 
populations of fish species or marine mammal foraging habitat at the 
project area. Furthermore, any impacts to marine mammal habitat that 
may occur are not expected to cause significant or long-term 
consequences for individual marine mammals or their populations.

Proposed Mitigation Measures

    In order to issue an IHA under section 101(a)(5)(D) of the MMPA, 
NMFS must set forth the permissible methods of taking pursuant to such 
activity, ``and other means of effecting the least practicable impact 
on such species or stock and its habitat, paying particular attention 
to rookeries, mating grounds, and areas of similar significance, and on 
the availability of such species or stock for taking'' for certain 
subsistence uses. NMFS regulations require applicants for incidental 
take authorizations to include information about the availability and 
feasibility (economic and technological) of equipment, methods, and 
manner of conducting such activity or other means of effecting the 
least practicable adverse impact upon the affected species or stocks, 
their habitat. 50 CFR 216.104(a)(11). For the proposed project, the 
Navy worked with NMFS and proposed the following mitigation measures to 
minimize the potential impacts to marine mammals in the project 
vicinity. The primary purposes of these mitigation measures are to 
minimize sound levels from the activities, and to monitor marine 
mammals within designated zones of influence corresponding to NMFS' 
current Level A and B harassment thresholds which are depicted in Table 
9 found later in the Estimated Take by Incidental Harassment section.
    In addition to the measures described later in this section, the 
Navy would employ the following standard mitigation measures:
    Time Restrictions--Pile driving/removal (vibratory as well as 
impact), drilling, and vibratory extraction will only be conducted 
during daylight hours.
    Establishment of Shutdown Zone--During pile driving and removal, 
the shutdown zone shall include all areas where the underwater SPLs are 
anticipated to equal or exceed the Level A (injury) harassment criteria 
for marine mammals (180 dB rms isopleth for cetaceans; 190 dB rms 
isopleth for pinnipeds). During all pile driving and removal 
activities, regardless of predicted SPLs, the entire Level A zone, or 
shutdown zone, will be monitored to prevent injury to marine mammals 
from their physical interaction with construction equipment during in-
water

[[Page 52625]]

activities. Pile driving or removal operations will cease if a marine 
mammal approaches the zone. Pile driving/removal operations will 
restart once the marine mammal is visibly seen leaving the Level A 
zone, or after 15 minutes have passed with no sightings
    During all in-water construction or demolition activities having 
the potential to affect marine mammals, a shutdown zone of 10 m will be 
implemented to ensure marine mammals are not present within this zone. 
These activities could include, but are not limited to: (1) Pile 
driving and removal and the the removal of a pile from the water 
column/substrate via a crane (i.e., a ``dead pull''). These 
precautionary measures would also further reduce the possibility of 
auditory injury and behavioral impacts as well as limit the unlikely 
possibility of injury from direct physical interaction with 
construction operations. For in-water heavy machinery work other than 
pile driving (using, e.g., standard barges, tug boats), if a marine 
mammal comes within 10 m, operations shall cease and vessels shall 
reduce speed to the minimum level required to maintain steerage and 
safe working conditions.
    Establishment of Disturbance Zone or Zone of Influence--Disturbance 
zones or zones of influence (ZOI) are the areas in which SPLs equal or 
exceed 160 dB rms for impact driving and 120 dB rms for vibratory 
driving. Disturbance zones provide utility for monitoring conducted for 
mitigation purposes (i.e., shutdown zone monitoring) by establishing 
monitoring protocols for areas adjacent to the shutdown zones. 
Monitoring of disturbance zones enables observers to be aware of and 
communicate the presence of marine mammals in the project area but 
outside the shutdown zone and thus prepare for potential shutdowns of 
activity. However, the primary purpose of disturbance zone monitoring 
is for documenting incidents of Level B harassment; disturbance zone 
monitoring is discussed in greater detail later (see ``Proposed 
Monitoring and Reporting''). Nominal radial distances for disturbance 
zones are shown in Table 9 in this Notice. Due to the increased costs 
associated with monitoring the entire Level B zone, or buffer zone, the 
zone will be monitored during two-thirds of all pile driving days. If a 
marine mammal is observed entering the buffer zone, an exposure would 
be recorded and behaviors documented. The Navy will extrapolate data 
collected during monitoring days and extrapolate and calculate total 
takes for all pile driving days.
    All shutdown and disturbance zones will initially be based on the 
distances from the source that were predicted for each threshold level.
    Soft Start--The use of a soft start procedure is believed to 
provide additional protection to marine mammals by providing a warning 
and/or giving marine mammals a chance to leave the area prior to the 
hammer operating at full capacity. The Navy will use soft-start 
techniques (ramp-up/dry fire) recommended by NMFS for impact driving. 
Soft start must be conducted at beginning of day's activity and at any 
time pile driving has ceased for more than 30 minutes. For impact 
hammer driving, contractors are required to provide an initial set of 
three strikes from the impact hammer at 40 percent energy, followed by 
a 30-second waiting period, then two subsequent 3-strike sets. The 30-
second waiting period is proposed based on the Navy's recent experience 
and consultation with NOAA Fisheries Service on a similar project at 
Naval Base Kitsap at Bangor (Department of the Navy 2010).

Monitoring Protocols

    Visual Marine Mammal Observation--The Navy will collect sighting 
data and behavioral responses to construction for marine mammal species 
observed in the region of activity during the period of activity. All 
observers will be trained in marine mammal identification and behaviors 
and are required to have no other construction-related tasks while 
conducting monitoring. The Navy will monitor the shutdown zone and 
disturbance zone before, during, and after pile driving, with observers 
located at the best practicable vantage points. Based on NMFS 
requirements, the Marine Mammal Monitoring Plan would implement the 
following procedures for pile driving and removal:
     Impact Installation: Monitoring will be conducted within 
the Level A harassment shutdown zone during all pile driving operations 
and the Level B harassment buffer zone during two-thirds of pile 
driving days. Monitoring will take place from 15 minutes prior to 
initiation through 30 minutes post-completion of pile driving/removal 
activities.
     A minimum of two marine mammal observers (MMOs) will be in 
place during all pile-driving/removal operations. MMOs designated by 
the contractor will be placed at the best vantage point(s) practicable 
to monitor for marine mammals and implement shutdown/delay procedures 
when applicable by calling for the shutdown to equipment operators. The 
MMOs shall have no other construction-related tasks while conducting 
monitoring and will be trained on the observation zones, species 
identification, how to observe, and how to fill out the data sheets by 
the Navy Natural Resources Manager prior to any pile driving 
activities.
     The Navy shall conduct a pre-construction briefing with 
the contractor. During the briefing, all contractor personnel working 
in the Project area will watch the Navy's Marine Species Awareness 
Training video. An informal guide will be included with the monitoring 
plan to aid in identifying species if they are observed in the vicinity 
of the Project area.
     Prior to the start of pile driving/removal activity, the 
shutdown and safety zones will be monitored for 15 minutes to ensure 
that they are clear of marine mammals. Pile driving will only commence 
once observers have declared the shutdown zone clear of marine mammals; 
animals will be allowed to remain in the disturbance zone and their 
behavior will be monitored and documented.
     In the unlikely event of conditions that prevent the 
visual detection of marine mammals, such as heavy fog, activities with 
the potential to result in Level A or Level B harassment will not be 
initiated. Pile driving would be curtailed, but vibratory pile driving 
or extraction would be allowed to continue if such conditions arise 
after the activity has begun.
     The waters will continue to be scanned for at least 30 
minutes after pile driving has completed each day.

Mitigation Conclusions

    NMFS has carefully evaluated the applicant's proposed mitigation 
measures and considered a range of other measures in the context of 
ensuring that NMFS prescribes the means of affecting the least 
practicable impact on the affected marine mammal species and stocks and 
their habitat. Our evaluation of potential measures included 
consideration of the following factors in relation to one another:
     The manner in which, and the degree to which, the 
successful implementation of the measure is expected to minimize 
adverse impacts to marine mammals;
     The proven or likely efficacy of the specific measure to 
minimize adverse impacts as planned; and
     The practicability of the measure for applicant 
implementation.
    Any mitigation measure(s) prescribed by NMFS should be able to 
accomplish, have a reasonable likelihood of accomplishing (based on 
current

[[Page 52626]]

science), or contribute to the accomplishment of one or more of the 
general goals listed below:
    1. Avoidance or minimization of injury or death of marine mammals 
wherever possible (goals 2, 3, and 4 may contribute to this goal).
    2. A reduction in the numbers of marine mammals (total number or 
number at biologically important time or location) exposed to received 
levels of pile driving, or other activities expected to result in the 
take of marine mammals (this goal may contribute to 1, above, or to 
reducing harassment takes only).
    3. A reduction in the number of times (total number or number at 
biologically important time or location) individuals would be exposed 
to received levels of pile driving, or other activities expected to 
result in the take of marine mammals (this goal may contribute to 1, 
above, or to reducing harassment takes only).
    4. A reduction in the intensity of exposures (either total number 
or number at biologically important time or location) to received 
levels of pile driving, or other activities expected to result in the 
take of marine mammals (this goal may contribute to a, above, or to 
reducing the severity of harassment takes only).
    5. Avoidance or minimization of adverse effects to marine mammal 
habitat, paying special attention to the food base, activities that 
block or limit passage to or from biologically important areas, 
permanent destruction of habitat, or temporary destruction/disturbance 
of habitat during a biologically important time.
    6. For monitoring directly related to mitigation--an increase in 
the probability of detecting marine mammals, thus allowing for more 
effective implementation of the mitigation.
    Based on our evaluation of the applicant's proposed measures, as 
well as other measures considered by NMFS, our preliminarily 
determination is that the proposed mitigation measures provide the 
means of effecting the least practicable impact on marine mammals 
species or stocks and their habitat, paying particular attention to 
rookeries, mating grounds, and areas of similar significance.

Proposed Monitoring and Reporting

    In order to issue an ITA for an activity, section 101(a)(5)(D) of 
the MMPA states that NMFS must set forth, ``requirements pertaining to 
the monitoring and reporting of such taking.'' The MMPA implementing 
regulations at 50 CFR 216.104 (a)(13) indicate that requests for ITAs 
must include the suggested means of accomplishing the necessary 
monitoring and reporting that will result in increased knowledge of the 
species and of the level of taking or impacts on populations of marine 
mammals that are expected to be present in the proposed action area. 
The Navy submitted a marine mammal monitoring plan as part of the IHA 
application. It can be found in Section 13 of the application. https://www.nmfs.noaa.gov/pr/permits/incidental/construction.htm.
    Monitoring measures prescribed by NMFS should accomplish one or 
more of the following general goals:
    1. An increase in the probability of detecting marine mammals, both 
within the mitigation zone (thus allowing for more effective 
implementation of the mitigation) and in general to generate more data 
to contribute to the analyses mentioned below;
    2. An increase in our understanding of how many marine mammals are 
likely to be exposed to levels of pile driving that we associate with 
specific adverse effects, such as behavioral harassment, TTS, or PTS;
    3. An increase in our understanding of how marine mammals respond 
to stimuli expected to result in take and how anticipated adverse 
effects on individuals (in different ways and to varying degrees) may 
impact the population, species, or stock (specifically through effects 
on annual rates of recruitment or survival) through any of the 
following methods:
    [ssquf] Behavioral observations in the presence of stimuli compared 
to observations in the absence of stimuli (need to be able to 
accurately predict received level, distance from source, and other 
pertinent information);
    [ssquf] Physiological measurements in the presence of stimuli 
compared to observations in the absence of stimuli (need to be able to 
accurately predict received level, distance from source, and other 
pertinent information);
    [ssquf] Distribution and/or abundance comparisons in times or areas 
with concentrated stimuli versus times or areas without stimuli;
    4. An increased knowledge of the affected species; and
    5. An increase in our understanding of the effectiveness of certain 
mitigation and monitoring measures.

Acoustic Monitoring

    The Navy will implement in situ acoustic monitoring efforts to 
measure SPL from in-water construction activities. The Navy will 
collect and evaluate acoustic sound record levels for 10 percent of the 
pile-driving activities conducted, sufficient to confirm measured 
contours associated with the acoustic ZOIs. Acoustic sound recordings 
will be collected sufficient to document sound source levels for 10 
percent of the proposed piles to be driven and extracted. The Navy will 
conduct acoustic monitoring at the source (33 feet) and, where the 
potential for Level A harassment exists, at a second representative 
monitoring location at an intermediate distance between the cetacean 
and pinniped shutdown zones. In conjunction with measurements of SPLs 
at the source and shutdown monitoring locations, there will also be 
intermittent verification for impact driving or pile driving and 
extraction to determine the actual distance to either the 120 dB re 
1[mu]Pa rms isopleth or the point at which the SPL (maximum rms) from 
the equipment diminishes to the median ambient SPL (rms) and hence 
becomes indistinguishable. Acoustic measurements will continue during 
subsequent years of in-water construction for the Project.

Visual Marine Mammal Observations

    The Navy will collect sighting data and behavioral responses to 
construction for marine mammal species observed in the region of 
activity during the period of construction. All observers will be 
trained in marine mammal identification and behaviors. NOAA Fisheries 
Service requires that the observers have no other construction-related 
tasks while conducting monitoring.
    The Navy will monitor the shutdown zone and safety zone before, 
during, and after pile driving activities. Based on NOAA Fisheries 
Service requirements, the Marine Mammal Monitoring Plan would include 
the following procedures:
     MMOs will be primarily located on boats, docks, and piers 
at the best vantage point(s) in order to properly see the entire shut 
down zone(s);
     MMOs will be located at the best vantage point(s) to 
observe the zone associated with behavioral impact thresholds;
     During all observation periods, observers will use 
binoculars and the naked eye to search continuously for marine mammals;
     Monitoring distances will be measured with range finders;
     Distances to animals will be based on the best estimate of 
the MMO, relative to known distances to objects in the vicinity of the 
MMO;
     Bearing to animals will be determined using a compass; and

[[Page 52627]]

     Pile driving activities will be curtailed under conditions 
of fog or poor visibility that might obscure the presence of a marine 
mammal within the shutdown zone;

Post-Activity Monitoring

    Monitoring of the shutdown and disturbance zones will continue for 
30 minutes following the completion of the activity.

Data Collection

    MMOs will use NMFS' approved data forms. Among other pieces of 
information, the Navy will record detailed information about any 
implementation of shutdowns, including the distance of animals to the 
pile and description of specific actions that ensued and resulting 
behavior of the animal, if any. At a minimum, the following information 
would be collected on the sighting forms:
     Date and time that monitored activity begins or ends;
     Construction activities occurring during each observation 
period;
     Weather parameters (e.g., percent cover, visibility);
     Water conditions (e.g., sea state, tide state);
     Species, numbers, and, if possible, sex and age class of 
marine mammals;
     Description of any observable marine mammal behavior 
patterns, including bearing and direction of travel and distance from 
pile driving activity;
     Distance from pile driving activities to marine mammals 
and distance from the marine mammals to the observation point;
     Locations of all marine mammal observations; and
     Other human activity in the area.

Reporting Measures

    The Navy would provide NMFS with a draft monitoring report within 
60 days prior to any subsequent authorization, whichever is sooner. A 
monitoring report is required before another authorization can be 
issued to the Navy. This report will detail the monitoring protocol, 
summarize the data recorded during monitoring, and estimate the number 
of marine mammals that may have been harassed. If no comments are 
received from NMFS within 30 days, the draft final report will 
constitute the final report. If comments are received, a final report 
must be submitted within 30 days after receipt of comments. The report 
should include data and information listed in Section 13.3 of the 
application.
    In the unanticipated event that the specified activity clearly 
causes the take of a marine mammal in a manner prohibited by the IHA 
(if issued), such as an injury, serious injury or mortality (e.g., 
ship-strike, gear interaction, and/or entanglement), the Navy shall 
immediately cease the specified activities and report the incident to 
the Chief of the Permits and Conservation Division, Office of Protected 
Resources, NMFS, and the Northeast/Greater Atlantic Regional Stranding 
Coordinator. The report would include the following information:
     Time, date, and location (latitude/longitude) of the 
incident;
     Name and type of vessel involved;
     Vessel's speed during and leading up to the incident;
     Description of the incident;
     Status of all sound source use in the 24 hours preceding 
the incident;
     Water depth;
     Environmental conditions (e.g., wind speed and direction, 
Beaufort sea state, cloud cover, and visibility);
     Description of all marine mammal observations in the 24 
hours preceding the incident;
     Species identification or description of the animal(s) 
involved;
     Fate of the animal(s); and
     Photographs or video footage of the animal(s) (if 
equipment is available).
    Activities would not resume until NMFS is able to review the 
circumstances of the prohibited take. NMFS would work with the Navy to 
determine what is necessary to minimize the likelihood of further 
prohibited take and ensure MMPA compliance. The Navy would not be able 
to resume their activities until notified by NMFS via letter, email, or 
telephone.
    In the event that the Navy discovers an injured or dead marine 
mammal, and the lead MMO determines that the cause of the injury or 
death is unknown and the death is relatively recent (i.e., in less than 
a moderate state of decomposition as described in the next paragraph), 
the Navy would immediately report the incident to the Chief of the 
Permits and Conservation Division, Office of Protected Resources, NMFS, 
and the Greater Atlantic Regional Stranding Coordinator. The report 
would include the same information identified in the paragraph above. 
Activities would be able to continue while NMFS reviews the 
circumstances of the incident. NMFS would work with the Navy to 
determine whether modifications in the activities are appropriate.
    In the event that the Navy discovers an injured or dead marine 
mammal, and the lead MMO determines that the injury or death is not 
associated with or related to the activities authorized in the IHA 
(e.g., previously wounded animal, carcass with moderate to advanced 
decomposition, or scavenger damage), The Navy would report the incident 
to the Chief of the Permits and Conservation Division, Office of 
Protected Resources, NMFS, and the Greater Atlantic Regional Stranding 
Coordinator within 24 hours of the discovery. The Navy would provide 
photographs or video footage (if available) or other documentation of 
the stranded animal sighting to NMFS and the Marine Mammal Stranding 
Network.

Estimated Take by Incidental Harassment

    Except with respect to certain activities not pertinent here, 
section 3(18) of the MMPA defines ``harassment'' as: ``any act of 
pursuit, torment, or annoyance which (i) has the potential to injure a 
marine mammal or marine mammal stock in the wild [Level A harassment]; 
or (ii) has the potential to disturb a marine mammal or marine mammal 
stock in the wild by causing disruption of behavioral patterns, 
including, but not limited to, migration, breathing, nursing, breeding, 
feeding, or sheltering [Level B harassment].''
    All anticipated takes would be by Level B harassment resulting from 
pile driving and are likely to involve temporary changes in behavior. 
Physical injury or lethal takes are not expected due to the expected 
source levels and sound source characteristics associated with the 
activity, and the proposed mitigation and monitoring measures are 
expected to further minimize the possibility of such take.
    Given the many uncertainties in predicting the quantity and types 
of impacts of sound on marine mammals, it is common practice to 
estimate how many animals are likely to be present within a particular 
distance of a given activity, or exposed to a particular level of 
sound, where NMFS believes take is likely.
    The Navy has requested authorization for the incidental taking of 
small numbers of harbor porpoise, harbor seal, gray seal, hooded seal 
and harp seal that may result from vibratory and impact pile driving 
and removal during activities associated with the waterfront 
improvement project.
    In order to estimate the potential incidents of take that may occur 
incidental to the specified activity, we must first estimate the extent 
of the sound field that may be produced by the activity and then 
consider in combination with information about marine mammal density or 
abundance in the project area. We first provide information on 
applicable sound thresholds for determining effects to marine mammals 
before describing the

[[Page 52628]]

information used in estimating the sound fields, the available marine 
mammal density or abundance information, and the method of estimating 
potential incidences of take.

Sound Thresholds

    We use generic sound exposure thresholds to determine when an 
activity that produces sound might result in impacts to a marine mammal 
such that a take by harassment might occur. To date, no studies have 
been conducted that explicitly examine impacts to marine mammals from 
pile driving sounds or from which empirical sound thresholds have been 
established. These thresholds (Table 4) are used to estimate when 
harassment may occur (i.e., when an animal is exposed to levels equal 
to or exceeding the relevant criterion) in specific contexts; however, 
useful contextual information that may inform our assessment of effects 
is typically lacking and we consider these thresholds as step 
functions. NMFS is working to revise these acoustic guidelines; for 
more information on that process, please visit www.nmfs.noaa.gov/pr/acoustics/guidelines.htm.

 Table 4--Underwater Injury and Disturbance Threshold Decibel Levels for
                             Marine Mammals
------------------------------------------------------------------------
          Criterion             Criterion definition       Threshold *
------------------------------------------------------------------------
Level A harassment..........  PTS (injury) **.........  190 dB RMS for
                                                         pinnipeds.
                                                        180 dB RMS for
                                                         cetaceans.
Level B harassment..........  Behavioral disruption     160 dB RMS.
                               for impulse noise
                               (e.g., impact pile
                               driving).
Level B harassment..........  Behavioral disruption     120 dB RMS.***
                               for non-pulse noise
                               (e.g., vibratory pile
                               driving, drilling).
------------------------------------------------------------------------
* All decibel levels referenced to 1 micropascal (re: 1 [mu]Pa). Note
  all thresholds are based off root mean square (RMS) levels.
** PTS = Permanent Threshold Shift conservatively based on TTS
  (Temporary Threshold Shift) Distance to Sound Thresholds.

    Underwater Sound Propagation Formula--Pile driving generates 
underwater noise that can potentially result in disturbance to marine 
mammals in the project area. Transmission loss (TL) is the decrease in 
acoustic intensity as an acoustic pressure wave propagates out from a 
source. TL parameters vary with frequency, temperature, sea conditions, 
current, source and receiver depth, water depth, water chemistry, and 
bottom composition and topography. This formula neglects loss due to 
scattering and absorption, which is assumed to be zero here. The degree 
to which underwater sound propagates away from a sound source is 
dependent on a variety of factors, most notably the water bathymetry 
and presence or absence of reflective or absorptive conditions 
including in-water structures and sediments.
    Cylindrical spreading occurs in an environment in which sound 
propagation is bounded by the water surface and sea bottom, resulting 
in a reduction of 3 dB in sound level for each doubling of distance 
from the source. The formula for practical spreading transmission loss 
is TL = 10 log10 (R/10), where R is the distance from the source 
assuming the near source levels are measured at 10 meters (33 feet). 
This transmission loss model was used for piles being driven in a water 
depth less than approximately 3 meters (10 feet). Specifically, the 
model was used for the 14-inch H-type (sister) piles that would be 
driven using an impact hammer at Rail Beam 1 at Berth 11,12, and 13.
    A practical spreading value of fifteen is often used in the absence 
of reliable data and under conditions where water increases with depth 
as the receiver moves away from the shoreline, resulting in an expected 
propagation environment that would lie between spherical and 
cylindrical spreading loss conditions. Practical spreading loss (4.5 dB 
reduction in sound level for each doubling of distance) was used in 
water depths ranging from 3 meters to 15 meters which is the greatest 
depth at which pile driving activities will take place for this 
project. The formula for cylindrical spreading transmission loss is TL 
= 15 log10 (R/10), where R is the distance from the source assuming the 
near source levels are measured at 10 meters (33 feet).
    This transmission loss model was used for the piles being driven 
(or drilled) in water depths of between approximately 10 and 50 feet. 
These pile types and sizes included:
     25-inch steel sheet piles, which would be driven using a 
vibratory hammer at Berth 11.
     14-inch steel H-type piles, which would be driven using an 
impact hammer at Berth 11during trestle alignment and construction.
     15-inch timber piles, which would be installed using a 
vibratory hammer to reconstruct timber dolphins at the corner of Berths 
11 and 12.
     36-inch steel H-type (king) piles at Berth 11 which would 
be drilled and rock-socketed into the bedrock.
    This model was also used for piles extracted in water depths of 10 
to 50 feet and included:
     14-inch steel H-type piles, which would be used to align 
and construct the trestle that would be extracted using a vibratory 
hammer at Berth 11.
     15-inch timber fender piles, which would be extracted 
using a vibratory hammer at Berth 11 and the timber dolphin at the 
corners of Berths 11 and 12.
    Source levels for the two pile driving methods that are proposed 
for use during the project were obtained from the ``Compendium of Pile 
Driving Sound Data,'' which is included as Appendix I to ``Technical 
Guidance for Assessment and Mitigation of the Hydroacoustic Effects of 
Pile Driving on Fish'' (ICF Jones & Stokes and Illingworth & Rodkin, 
Inc. 2012). The information presented in the compendium is a 
compilation of sound pressure levels recorded during various in-water 
pile driving projects in California, Oregon, Washington, and Nebraska. 
The compendium is a commonly used reference document for pile driving 
source levels when analyzing impacts on protected species, including 
marine mammals, from pile driving activities.
    Source levels were collected for the four types of piles that would 
be installed and two pile driving methods proposed for the project:
     14-inch steel H-type piles will be used as sister piles to 
align and construct the trestle; installed via impact hammer.
     15-inch timber piles will be used for re-installation of 
dolphins and installed via vibratory hammer.
     25-inch steel sheet piles will be used for the bulkhead at 
Berth 11 and installed via vibratory hammer.
    Reference source levels for the Project were determined using data 
for piles of similar sizes, the same pile driving method as that 
proposed for the Project, and at similar water depths. While the

[[Page 52629]]

pile sizes and water depths chosen as proxies do not exactly match 
those for the Project, they are the closest matches available, and it 
is assumed that the source levels shown in Table 5 and 6 are the most 
representative for each pile type and associated pile driving method.

                                  Table 5--Source Levels for In-Water Impact Hammer 14-Inch Steel H-Type (Sister) Piles
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                        Distance
          Pile size and pile type             Water     measured  Peak (dB)   RMS (dB)   SEL (dB)                         Location
                                            depth (m)     (m)
--------------------------------------------------------------------------------------------------------------------------------------------------------
12-inch Steel H-type pile--Thick..........          5         10        200        183        170  CA (Specific location unknown).
15-inch Steel H-type pile--Thick..........          3         10        195        180        170  Ballena Isle Marina, Alameda, CA, San Francisco Bay.
12- to 15-inch H-type pile--Thick                   4         10        198        182        170  .....................................................
 (Average).
--------------------------------------------------------------------------------------------------------------------------------------------------------
Source: ICF Jones & Stokes and Illingworth & Rodkin, Inc. 2012.
Note: All source levels are referenced to 1 microPascal (re 1 [micro]Pa).
\1\ As printed in source material.
Key: dB = decibel; m = meter; RMS = root mean square; SEL = sound exposure level.


           Table 6--Source Levels for In-Water Vibratory Hammer 25-Inch Steel Sheet Piles, 20-Inch Steel Sheet Piles and 15-Inch Timber Piles
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                        Distance
          Pile size and pile type             Water     measured  Peak (dB)   RMS (dB)   SEL (dB)                         Location
                                            depth (m)     (m)
--------------------------------------------------------------------------------------------------------------------------------------------------------
24-inch AZ * Steel Sheet \1\..............         15         10        177        163        162  Berth 23, Port of Oakland, CA.
24-inch AZ Steel Sheet \1\................         15         10        175        162        162  Berth 30, Port of Oakland, CA.
24-inch AZ Steel Sheet \1\................         15         10        177        163        163  Berth 35/37 Port of Oakland, CA.
24-inch AZ Steel Sheet--Typical \1\.......         15         10        175        160        160  CA (Specific location unknown).
24-inch AZ Steel Sheet--Loudest \1\.......         15         10        182        165        165  CA (Specific location unknown).
24-inch AZ Steel Sheet (Average) \1\......         15         10        178        163        163  .....................................................
15-inch Timber Pile \2\...................         10         16        164        150         NP  WSF Port Townsend Ferry Terminal, WA.
--------------------------------------------------------------------------------------------------------------------------------------------------------
Source:
\1\ ICF Jones & Stokes and Illingworth & Rodkin, Inc. 2012.
\2\ WSDOT 2010.

    The exact source level for a given pile and pile driving method 
largely depends not only on the pile size and water depth but also on 
site-specific conditions such as environmental and physical factors, 
including water temperature and sediment composition. Therefore, in 
this analysis, several source levels for each pile type and associated 
pile driving method were averaged when multiple levels were available. 
These averaged source levels were used as inputs to determine 
transmission loss, which, in turn, was used in the propagation models 
described above.

Drilling

    Drilling is considered an intermittent, non-impulsive noise source, 
similar to vibratory pile driving. Very little information is available 
regarding source levels of in-water drilling activities associated with 
nearshore pile installation such as that proposed for the Berths 11, 
12, and 13 structural repairs project. Dazey et al., (2012) attempted 
to characterize the source levels of several marine pile-drilling 
activities. One such activity was auger drilling (including 
installation and removal of the associated steel casing). The average 
sound pressure levels re 1 [mu]Pa RMS were displayed for casing 
installation, auger drilling (inside the casing), and casing removal. 
For the purposes of this plan, it is assumed that the casing 
installation and removal activities would be conducted in a manner 
similar to that described in Dazey et al., (2012), primarily via 
oscillation. These average source levels are reported in Table 7.

              Table 7--Average Source Levels for Auger Drilling Activities During Pile Installation
----------------------------------------------------------------------------------------------------------------
                                          Water depth      Distance
           Drilling activity                  (m)        measured (m)      RMS (dB)             Location
----------------------------------------------------------------------------------------------------------------
Casing Installation...................             1-5               1             157  Bechers Bay Santa Rosa
                                                                                         Island, CA.
Auger Drilling........................             1-5               1             151  Bechers Bay Santa Rosa
                                                                                         Island, CA.
Casing Removal........................             1-5               1             152  Bechers Bay Santa Rosa
                                                                                         Island, CA.
----------------------------------------------------------------------------------------------------------------
Source: Dazey et al., 2012.
Note: All source levels are referenced to 1 microPascal (re 1 [micro]Pa).

    IHA applications for other construction projects have reported 
that, due to a lack of information regarding pile drilling source 
levels, it is generally assumed that pile drilling would produce less 
in-water noise than both impact and vibratory pile driving. Based on 
the general lack of information about these activities and the 
assumption that in-water noise from pile drilling would be less than 
either impact or vibratory pile driving, it is assumed that the

[[Page 52630]]

source levels presented in Table 7 are the most applicable for acoustic 
impact analysis at Berths 11, 12, and 13. For the purposes of this 
proposed IHA we will conservatively assume that drilling has similar 
source levels as vibratory driving when calculating zones of 
influences.

Pile Extraction

    Vibratory pile extraction is considered an intermittent, non-
impulsive noise source. Little information is available specific to 
vibratory extraction for most types of piles. The source level for 
timber-pile extraction was obtained from ``Port Townsend Test Pile 
Project: Underwater Noise Monitoring Draft Final Report,'' prepared by 
Jim Loughlin for the Washington State Department of Transportation 
Office of Air Quality and Noise (WSDOT 2010) and is shown in Table 8.
    Source levels for vibratory extraction of H-type piles were 
obtained from ``Underwater Acoustic Measurements of Vibratory Pile 
Driving at the Pipeline 5 Crossing in the Snohomish River, Everett, 
Washington,'' prepared by Greeneridge Science, Inc., for the City of 
Everett (Burgess et al., 2005).
    For vibratory pile extraction of the 24-inch steel sheet piles 
(used as a proxy for the 20-inch steel sheet piles that would be 
extracted at the circular, cellular cofferdam), the average value for 
the vibratory installation source levels from Table 6 was used. Sources 
including ICF Jones & Stokes and Illingworth & Rodkin, Inc. (2012) 
report the same values for vibratory installation and extraction, 
assuming that the two activities would produce similar source levels if 
water depth, pile size, and equipment remain constant.
    Reference source levels for the project were determined using data 
for piles of similar size, the same extraction method as that proposed 
for the project, and at similar water depths. While the pile sizes and 
water depths chosen as proxies do not exactly match those for the 
project, they are the closest matches available, and it is assumed that 
the source levels shown in Table 8 and are representative of the 
vibratory pile extraction method used for the project.

                               Table 8--Average Source Level for Vibratory Pile Extraction 15-Inch Timber Fender Piles \1\
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                       Distance
             Pile size and pile type              Water depth (m)    measured (m)      Peak (dB)         RMS (dB)                  Location
--------------------------------------------------------------------------------------------------------------------------------------------------------
15-inch Timber Fender Pile \2\..................             10m              16m              164              150   WSF Port, Townsend Ferry Terminal,
                                                                                                                       WA.
--------------------------------------------------------------------------------------------------------------------------------------------------------
Notes:
\1\ All source levels are referenced to 1 microPascal (re 1 [mu]Pa).
\2\ WSDOT 2010.

Zones of Influence

    Attenuation distances to the NOAA Fisheries thresholds for Level B 
takes for pile driving are described in Table 9. These attenuation 
distances have been developed using the propagation models described 
above. Modeling was performed for each driving, drilling, installing, 
and removing activity described above using the depth-appropriate 
model. Activities that would result in the longest attenuation 
distances were selected as the worst-case sound exposure distances that 
would determine the ZOI for each project location.

                                 Table 9--Pile Driving Sound Exposure Distances
                                                   [In-water]
----------------------------------------------------------------------------------------------------------------
                                        Behavioral thresholds
          Drilling activity               for cetaceans and        Propagation model       Attenuation distance
                                              pinnipeds                                        to threshold
----------------------------------------------------------------------------------------------------------------
Vibratory Hammer.....................  120 dB RMS.............  Practical Spreading      4.57 mi (7.35 km).
                                                                 Loss (3 m to 15 m
                                                                 water depth).
Impact Hammer........................  160 dB RMS.............  Cylindrical Spreading    0.984 mi (1.58 km).
                                                                 Loss (<3 m water
                                                                 depth).
----------------------------------------------------------------------------------------------------------------
Note: All source levels are referenced to 1 microPascal (re 1 [mu]Pa).

    During vibratory hammer operation modeled sound would attenuate to 
120 dB at approximately 4.57 miles from the Berth 11 Structural Repairs 
Project. During operation of the impact hammer, modeled sound would 
attenuate to 160 dB at approximately 0.98 miles from the Berths 11 
Structural Repairs Project site. Note that these attenuation distances 
are based on sound characteristics in open water. The Project area is 
located in a river surrounded by topographic features and not in open 
water; therefore, given the numerous land features and islands within 
the vicinity of the Project sites in the Piscataqua River, these 
attenuation distances are extremely conservative.
    No Level A takes are expected because attenuation out to the 
pinniped injury threshold of 190 dB rms is calculated at 5 feet (1.58 
meters), and attenuation out to the 180 dB RMS injury threshold for 
cetaceans is calculated at 52 feet (15.8 meters). These very small 
areas can easily be monitored for marine mammals, and mitigative 
measures would be implemented to ensure that no Level A takes occur.
    The ZOIs for each of the two separate sound sources (impact driving 
and vibratory driving/drilling) at Berth 11 are shown on Figure 6-1 in 
the application. Work would occur in phases over several years. All of 
the construction-related in-water sound occurring within the waters of 
these ZOIs would exceed the designated NOAA Fisheries thresholds for 
behavioral take. The ZOIs were used to calculate potential takes from 
each sound source and would be monitored during in-water work at Berth 
11 to estimate actual harassment takes of marine mammals. The total 
area ensonified by these two sources is 0.36 square miles (mi\2\) 
(233.4 acres).

[[Page 52631]]

    The numerous topographic features present in and along the 
Piscataqua River would greatly limit the area that would be impacted 
from in-water sound. Sound from either source would be truncated with 
minimal attenuation. Due to the numerous islands and other land 
features at and around the site, the actual ZOIs for both the vibratory 
hammer and impact hammer are identical even though the calculated ZOIs 
are different. This is illustrated in Figure 6-1 in the Application.
    No sound is expected to fully attenuate to the 120-decibel 
threshold for vibratory pile driving because topographic features (e.g. 
islands, shorelines) in the river would prevent attenuation to the full 
distance of 4.57 miles. Very little sound would reach the 160 dB 
threshold at the full distance of 0.984 miles for the impact hammer due 
to these same sound-blocking topographical features. The longest 
attenuation distance from the Berth 11 Project site would occur to the 
southeast where, during impact pile driving, sound would attenuate 
through the waters east of Pierce Island to the 160 dB threshold (a 
distance of 0.88 miles) at Goat Island (See Figure 6-1 in application). 
The actual ZOI used to estimate exposure excludes water areas blocked 
by topographical features.

Airborne Exposure

    Airborne transmission loss was calculated using the spherical 
spreading model above. Using this model, the greatest possible 
distances to airborne harassment thresholds were estimated, using a 
source level of 111 dB 20 [mu]Pa rms for 24'' round steel piles, as 
552.5 ft (168.3 m) to the 90 dB threshold for harbor seals and 174.5 ft 
(53.2 m) to the 100 dB threshold for all other seals. Other types of 
pile driving and extraction that would occur during the project would 
generate lower airborne sound pressures, with smaller distances and 
areas of potential disturbance, and for that reason are not considered 
further in this application. Since protective measures are in place out 
to the distances calculated for the underwater Level B thresholds, the 
distances for the airborne thresholds will be effectively covered by 
monitoring. The closest known haul-out site for seals within the 
Piscataqua River is 1.5 miles (2414 m) downstream of the Project area 
while the attenuation distance to the 90 dB threshold is 0.108 miles 
(174.5 m) and the 100 dB threshold is 0.033 miles (53.2 m). While there 
are no documented haul-outs, animals do occasionally haul-out on nearby 
rocks/jetties and could be flushed into the water. However, it is 
assumed that any hauled out animals within the disturbance zone will 
also enter the water and be exposed to underwater noise. Therefore, 
acoustic disturbance to pinniped resulting from airborne sound from 
pile driving and drilling are not considered further in this 
application.
    The take calculations presented here relied on the best data 
currently available for marine mammal populations within close 
proximity to the Piscataqua River. There are not population data for 
any marine mammal species specifically within the Piscataqua River; 
however, the population data used are from the most recent NMFS Stock 
Assessment Reports (SAR) for the Atlantic Ocean. The most recent SAR 
population number was used for each species. The specific SAR used is 
discussed within each species take calculation in Sections 6.6.1 
through 6.6.5 of the application. The formula was developed for 
calculating take due to pile driving, extraction, and drilling and 
applied to the species-specific noise-impact threshold. The formula is 
founded on the following assumptions:
     All piles to be installed would have a noise disturbance 
distance equal to the pile that causes the greatest noise disturbance.
     Pile driving could potentially occur every day of the in-
water work window; however, it is estimated no more than a few hours of 
pile driving would occur per day.
     An individual can only be taken once per day due to sound 
from pile driving, whether from impact or vibratory pile driving, or 
vibratory extraction
    The conservative assumption is made that all pinnipeds within the 
ZOI would be underwater during at least a portion of the noise 
generating activity and, hence, exposed to sound at the predicted 
levels.
    The calculation for marine mammal takes is estimated by:

Take estimate = (n * ZOI) * X days of total activity

Where:

n = density estimate used for each species
X = number of days of pile driving, estimated based on the total 
number of piles and the average number of piles that the contractor 
can install per day.
ZOI = noise threshold zone of influence (ZOI) impact area

    The calculation n * ZOI produces an estimate of the abundance of 
animals that could be present in the area of exposure per day. The 
abundance is then multiplied by the total number of days of pile 
driving to determine the take estimate. Because the estimate must be a 
whole number, this value was rounded up.
    The ZOI impact area is the estimated range of impact on marine 
mammals during in-water construction. The ZOI is the area in which in-
water sound would exceed designated NOAA Fisheries Service thresholds. 
The formula for determining the area of a circle ([pi] * radius\2\) was 
used to calculate the ZOI around each pile, for each threshold. The 
distances specified were used for the radius in the equation. The ZOI 
impact area does not encompass landforms that may occur within the 
circle. The ZOI also took into consideration the possible affected area 
of the Piscataqua River from the furthest pile driving/extraction site 
with attenuation due to land shadowing from islands in the river as 
well as the river shoreline.

Harbor Porpoise

    Harbor porpoises may be present in the Project area during spring, 
summer, and fall, from April to December. Based on density data from 
the Navy Marine Species Density Database, their presence is highest in 
spring, decreases in summer, and slightly increases in fall. However, 
in general, porpoises are known to occasionally occur in the river. 
Average density for the predicted seasons of occurrence was used to 
determine abundance of animals that could be present in the area for 
exposure, using the equation abundance = n * ZOI. Estimated abundance 
estimate for harbor porpoises was 0.90 animals generated from the 
equation (0.9445 km\2\ * 0.9578 animals/km\2\). Therefore, the number 
of Level B harbor porpoises exposures within the ZOIs is (72 days * 
0.90 animals/day) which equals 65 animals. Therefore, the total 
requested harbor seal takes is 65.

Gray Seal

    Gray seals may be present year-round in the project vicinity, with 
constant densities throughout the year. Gray seals are less common in 
the Piscataqua River than the harbor seal. Average density for the 
predicted seasons of occurrence was used to determine abundance of 
animals that could be present in the area for exposure, using the 
equation abundance = n * ZOI. Estimated abundance for gray seals was 
0.21/day generated from the equation (0.9445 km\2\ * 0.2202 animals/
km\2\). The number of Level B harbor porpoises exposures within the 
ZOIs is (72 days * 0.21 animals/day) resulting in up to 15 Level B 
exposures of gray seals within the ZOIs. Total requested gray seal 
takes is 15.

[[Page 52632]]

Harbor Seal

    Harbor seals may be present year-round in the project vicinity, 
with constant densities throughout the year. Harbor seals are the most 
common pinniped in the Piscataqua River near the Shipyard. Average 
density for the predicted seasons of occurrence was used to determine 
abundance of animals that could be present in the area for exposure, 
using the equation abundance = n * ZOI. Abundance for harbor seals was 
0.19/day generated from the equation (0.9445 km\2\ * 0.1998 animals/
km\2\). The number of Level B harbor seal exposures within the ZOIs is 
(72 days * 0.19 animals/day) resulting in 14 harbor seals. Therefore, 
total requested harbor seal takes is 14.

Harp Seal

    Harp seals may be present in the Project vicinity during the winter 
and spring, from January through February. In general, harp seals are 
much rarer than the harbor seal and gray seal in the Piscataqua River. 
Average density for the predicted seasons of occurrence was used to 
determine abundance of animals that could be present in the area for 
exposure, using the equation abundance = n * ZOI. Abundance for harp 
seals was 0.012/day generated from the equation (0.9445 km\2\ * 0.0125 
km\2\). The number of Level B harp seal exposures within the ZOI is (72 
days * 0.012 animals/day) resulting in one Level B exposure. Therefore, 
the total requested harp seal takes is 1.

Hooded Seal

    Hooded seals may be present in the project vicinity during the 
winter and spring, from January through May, though their exact 
seasonal densities are unknown. In general, hooded seals are much rarer 
than the harbor seal and gray seal in the Piscataqua River. Anecdotal 
sighting information indicates that two hooded seals were observed from 
the Shipyard in August 2009, but no other observations have been 
recorded (Trefry November 20, 2015). Average density for the predicted 
seasons of occurrence was used to determine abundance of animals that 
could be present in the area for exposure. Since the average density 
for hooded seals is unknown and the animal is described as being rare, 
no authorized take of hooded seals is requested.
    The total numbers of takes proposed for the five marine mammal 
species that may occur within the Navy's project area during the 
duration of proposed in-water construction activities are presented in 
Table 10.

                              Table 10--Calculations for Incidental Take Estimation
----------------------------------------------------------------------------------------------------------------
                                                    Animals in                       Proposed authorized takes
                     Species                        ensonified    Number of days -------------------------------
                                                     area/day       of activity       Level A         Level B
----------------------------------------------------------------------------------------------------------------
Harbor Porpoise.................................            0.90              72               0              65
Gray Seal.......................................            0.21              72               0              15
Harbor Seal.....................................            0.19              72               0              14
Harp Seal.......................................           0.012              72               0               1
                                                 ---------------------------------------------------------------
    Total Exposures.............................  ..............  ..............  ..............              95
----------------------------------------------------------------------------------------------------------------

Analysis and Preliminary Determinations

Negligible Impact

    Negligible impact is ``an impact resulting from the specified 
activity that cannot be reasonably expected to, and is not reasonably 
likely to, adversely affect the species or stock through effects on 
annual rates of recruitment or survival'' (50 CFR 216.103). A 
negligible impact finding is based on the lack of likely adverse 
effects on annual rates of recruitment or survival (i.e., population-
level effects). An estimate of the number of Level B harassment takes, 
alone, is not enough information on which to base an impact 
determination. In addition to considering estimates of the number of 
marine mammals that might be ``taken'' through behavioral harassment, 
NMFS must consider other factors, such as the likely nature of any 
responses (their intensity, duration, etc.), the context of any 
responses (critical reproductive time or location, migration, etc.), as 
well as the number and nature of estimated Level A harassment takes, 
the number of estimated mortalities, effects on habitat, and the status 
of the species.
    To avoid repetition, the discussion of our analyses applies to all 
the species listed in Table 2, given that the anticipated effects of 
this pile driving project on marine mammals are expected to be 
relatively similar in nature. There is no information about the size, 
status, or structure of any species or stock that would lead to a 
different analysis for this activity, else species-specific factors 
would be identified and analyzed.
    Pile driving activities associated with the Navy's Waterfront 
Improvement Projects, as outlined previously, have the potential to 
disturb or displace marine mammals. Specifically, the specified 
activities may result in take, in the form of Level B harassment 
(behavioral disturbance) only, from underwater sounds generated from 
pile driving. Harassment takes could occur if individuals of these 
species are present in the ensonified zone when pile driving is 
happening.
    No injury, serious injury, or mortality is anticipated given the 
nature of the activity and measures designed to minimize the 
possibility of injury to marine mammals. The potential for these 
outcomes is minimized through the implementation of the following 
planned mitigation measures. The Navy will employ a ``soft start'' when 
initiating impact driving activities. Given sufficient ``notice'' 
through use of soft start, marine mammals are expected to move away 
from a pile driving source. The Navy will delineate and monitor 
shutdown and disturbance zones while the likelihood of marine mammal 
detection by trained observers is high under the environmental 
conditions described for waters around the project area. Furthermore, 
shutdowns will occur if animals come within 10 meters of operational 
activity to avoid injury, serious injury, or mortality. The Navy's 
proposed activities are localized and of relatively short duration. The 
total time duration will amount to approximately 72 days.
    The project also is not expected to have significant adverse 
effects on affected marine mammals' habitat, as analyzed in detail in 
the ``Anticipated Effects on Marine Mammal Habitat'' section. No 
important feeding and/or reproductive areas for marine mammals are 
known to be near the proposed project area. Project-related activities 
may cause some fish to leave the area

[[Page 52633]]

of disturbance, thus temporarily impacting marine mammals' foraging 
opportunities in a limited portion of the foraging range; but, because 
of the short duration of the activities and the relatively small area 
of the habitat that may be affected, the impacts to marine mammal 
habitat are not expected to cause significant or long-term negative 
consequences.
    These localized Level B exposures may cause brief startle reactions 
or short-term behavioral modification by the animals. Effects on 
individuals that are taken by Level B harassment, on the basis of 
reports in the literature as well as monitoring from other similar 
activities, will likely be limited to reactions such as increased 
swimming speeds, increased surfacing time, or decreased foraging (if 
such activity were occurring) (e.g., Thorson and Reyff, 2006; Lerma, 
2014). Most likely, individuals will simply move away from the sound 
source and be temporarily displaced from the areas of pile driving, 
although even this reaction has been observed primarily only in 
association with impact pile driving. These reactions and behavioral 
changes are expected to subside quickly when the exposures cease. The 
pile driving activities analyzed here are similar to, or less impactful 
than, numerous construction activities conducted in other similar 
locations, which have taken place with no reported injuries or 
mortality to marine mammals, and no known long-term adverse 
consequences from behavioral harassment. Repeated exposures of 
individuals to levels of sound that may cause Level B harassment here 
are unlikely to result in hearing impairment or to significantly 
disrupt foraging behavior. Thus, even repeated Level B harassment of 
some small subset of the species is unlikely to result in any 
significant realized decrease in fitness for the affected individuals, 
and thus would not result in any adverse impact to the stock as a 
whole. Level B harassment will be reduced to the level of least 
practicable impact through use of mitigation measures described herein. 
Finally, if sound produced by project activities is sufficiently 
disturbing, animals are likely to simply avoid the project area while 
the activity is occurring.
    In summary, the negligible impact analysis is based on the 
following: (1) The possibility of injury, serious injury, or mortality 
may reasonably be considered discountable; (2) the anticipated 
incidents of Level B harassment consist of, at worst, temporary 
modifications in behavior; (3) the absence of any significant habitat 
within the project area, including rookeries, significant haul-outs, or 
known areas or features of special significance for foraging or 
reproduction; and (4) the anticipated efficacy of the proposed 
mitigation measures in reducing the effects of the specified activity. 
In combination, we believe that these factors, as well as the available 
body of evidence from other similar activities, demonstrate that the 
potential effects of the specified activity will have only short-term 
effects on individuals. The specified activity is not expected to 
impact rates of recruitment or survival and will therefore have a 
negligible impact on those species.
    Therefore, based on the analysis contained herein of the likely 
effects of the specified activity on marine mammals and their habitat, 
and taking into consideration the implementation of the proposed 
monitoring and mitigation measures, NMFS preliminarily finds that the 
total marine mammal take from the Navy's proposed Waterfront 
Improvement Projects will have a negligible impact on the affected 
marine mammal species or stocks.

Small Numbers

    Table 11 illustrates the numbers of animals that could be exposed 
to Level B behavioral harassment thresholds from work associated with 
the proposed Waterfront Improvement Projects. The analyses provided 
represents <0.01% of the populations of these stocks that could be 
affected by Level B behavioral harassment. These are small numbers of 
marine mammals relative to the sizes of the affected species and 
population stocks under consideration.

   Table 11--Estimated Number of Exposures and Percentage of Stocks That May Be Subject to Level B Harassment
----------------------------------------------------------------------------------------------------------------
                                                                     Proposed        Stock(s)      Percentage of
                             Species                                authorized       abundance      total stock
                                                                       takes         estimate        (percent)
----------------------------------------------------------------------------------------------------------------
Harbor Porpoise, Gulf of Maine/Bay of Fundy stock...............              65          79,883           <0.01
Gray Seal, Western North Atlantic stock.........................              15         331,000           <0.01
Harbor Seal, Western North Atlantic stock.......................              14          75,834           <0.01
Harp Seal, Western North Atlantic stock.........................               1       7,100,000           <0.01
----------------------------------------------------------------------------------------------------------------

    Based on the methods used to estimate take, and taking into 
consideration the implementation of the mitigation and monitoring 
measures, we preliminarily find that small numbers of marine mammals 
will be taken relative to the populations of the affected species or 
stocks.

Impact on Availability of Affected Species for Taking for Subsistence 
Uses

    There are no relevant subsistence uses of marine mammals implicated 
by this action. Therefore, NMFS has determined that the total taking of 
affected species or stocks would not have an unmitigable adverse impact 
on the availability of such species or stocks for taking for 
subsistence purposes.

Endangered Species Act (ESA)

    No species listed under the ESA are expected to be affected by 
these activities. Therefore, NMFS has determined that a section 7 
consultation under the ESA is not required.

National Environmental Policy Act (NEPA)

    The Navy has prepared a draft Environmental Assessment (Waterfront 
Improvement Projects, Portsmouth Naval Shipyard, Kittery, ME) in 
accordance with the National Environmental Policy Act (NEPA) and the 
regulations published by the Council on Environmental Quality. NMFS 
will independently evaluate the EA and determine whether or not to 
adopt it. We may prepare a separate NEPA analysis and incorporate 
relevant portions of Navy's EA by reference. Information in the Navy's 
application, EA, and this notice collectively provide the environmental 
information related to proposed issuance of this IHA for public review 
and comment. We will review all comments submitted in response to this 
notice as we complete the NEPA process, including a decision of whether 
to sign a Finding of No Significant Impact (FONSI), prior to a

[[Page 52634]]

final decision on the incidental take authorization request.

Proposed Authorization

    As a result of these preliminary determinations, NMFS proposes to 
issue an IHA to the Navy for Waterfront Improvements Projects at the 
Portsmouth Naval Shipyard in Kittery, Maine, provided the previously 
mentioned mitigation, monitoring, and reporting requirements are 
incorporated. The proposed IHA language is provided next.
    1. This Incidental Harassment Authorization (IHA) is valid from 
January 1, 2017 through December 31, 2017.
    2. This Authorization is valid only for in-water construction work 
associated with Waterfront Improvement Projects at the Portsmouth Naval 
Shipyard in Kittery, Maine.
    3. General Conditions
    (a) A copy of this IHA must be in the possession of the Navy, its 
designees, and work crew personnel operating under the authority of 
this IHA.
    (b) The species authorized for taking are harbor porpoise (Phocoena 
phocoena), gray seal (Halichoerus grypus), harbor seal (Phoca 
vitulina), and harp seal (Pagophilus groenlandicus).
    (c) The taking, by Level B harassment only, is limited to the 
species listed in condition 3(b). See Table 1 below:

                    Table 1--Authorized Take Numbers
------------------------------------------------------------------------
                                                  Authorized  Authorized
                     Species                        takes--     takes--
                                                    Level A     Level B
------------------------------------------------------------------------
Harbor Porpoise.................................           0          65
Gray Seal.......................................           0          15
Harbor Seal.....................................           0          14
Harp Seal.......................................           0           1
------------------------------------------------------------------------

    (d) The taking by injury (Level A harassment), serious injury, or 
death of any of the species listed in condition 3(b) of the 
Authorization or any taking of any other species of marine mammal is 
prohibited and may result in the modification, suspension, or 
revocation of this IHA.
    (e) The Navy shall conduct briefings between construction 
supervisors and crews, marine mammal monitoring team, and staff prior 
to the start of all in-water pile driving, and when new personnel join 
the work, in order to explain responsibilities, communication 
procedures, marine mammal monitoring protocol, and operational 
procedures.
    4. Mitigation Measures
    The holder of this Authorization is required to implement the 
following mitigation measures:
    (a) Time Restriction: For all in-water pile driving activities, the 
Navy shall operate only during daylight hours.
    (b) Pile Driving Weather Delays: Pile driving shall only take place 
when the entire ZOI is visible and can be adequately monitored. If 
conditions (e.g., fog) prevent the visual detection of marine mammals, 
activities with the potential to result in Level A or Level B 
harassment will not be initiated. If such conditions arise after the 
activity has begun, impact pile driving would be curtailed, but 
vibratory pile driving or extraction would be allowed to continue.
    (c) If a marine mammal approaches the shutdown zone during the 
course of pile driving/removal operations, pile driving shall be halted 
and delayed until either the animal has voluntarily left and been 
visually confirmed beyond the shutdown zone or 15 minutes have passed 
without re-detection of the animal.
    (d) Establishment of Level A and B Harassment (ZOI)
    (i) For all pile driving, the Navy shall implement a minimum 
shutdown zone of 10 m radius around the pile. If a marine mammal comes 
within or approaches the shutdown zone, such operations will cease. See 
Table 9 for minimum radial distances required for Level A and Level B 
disturbance zones.
    (e) Use of Soft-start
    (i) The project shall utilize soft start techniques for impact pile 
driving. The Navy shall conduct an initial set of three strikes from 
the impact hammer at 40 percent energy, followed by a 1-minute waiting 
period, then two subsequent three strike sets. Soft start shall be 
required for any impact driving, including at the beginning of the day, 
and at any time following a cessation of pile driving of thirty minutes 
or longer.
    (ii) Whenever there has been downtime of 30 minutes or more without 
impact driving, the contractor shall initiate the driving with soft-
start procedures described above.
    (f) Standard mitigation measures
    (i) For in-water heavy machinery work other than pile driving 
(using, e.g., standard barges, tug boats), if a marine mammal comes 
within 10 m, operations shall cease and vessels shall reduce speed to 
the minimum level required to maintain steerage and safe working 
conditions.
    (g) Visual Marine Mammal Monitoring and Observation
    (i) A minimum of two MMOs shall be in place at the best practicable 
vantage points.
    (ii) Monitoring will be conducted during all impact driving 
activity and during two-thirds of all vibratory driving activity
    (iii) MMOs shall begin observing for marine mammals within the 
Level A and Level B harassment zones for 15 minutes before in-water 
pile driving begins. If a marine mammal(s) is present within the 10 
meter shutdown zone prior to pile driving or during the ``soft start'' 
the start of pile driving shall be delayed until the animal(s) leaves 
the 10 meter shutdown zone. Pile driving shall resume only after the 
MMOs have determined, through sighting or by waiting 15 minutes, that 
the animal(s) has moved outside of and is on a path away from the 10 
meter shutdown zone.
    (iv) The individuals shall scan the waters within each monitoring 
zone activity using binoculars (25x or equivalent), hand held 
binoculars (7x) and visual observation
    (v) The waters shall continue to be scanned for at least 30 minutes 
after pile driving has completed each day.
    5. Monitoring and Reporting
    The holder of this Authorization is required to submit a draft 
report on all monitoring conducted under the IHA 60 days prior to the 
issuance of a subsequent authorization, A final report shall be 
prepared and submitted within thirty days following resolution of 
comments on the draft report from NMFS. This report must contain the 
informational elements described in the Monitoring Plan, at a minimum 
and shall also include:
    (a) Acoustic Monitoring
    (i) The Navy shall conduct acoustic monitoring to ensure source 
levels are in line what is expected and therefore the Level A and Level 
B zones are accurate.
    (b) Data Collection
    (i) For all marine mammal and acoustic monitoring, information 
shall be recorded as described in the Monitoring Plan.
    (c) Reporting Measures
    (i) In the unanticipated event that the specified activity clearly 
causes the take of a marine mammal in a manner prohibited by the IHA, 
such as an injury (Level A harassment), serious injury or mortality 
(e.g., ship-strike, gear interaction, and/or entanglement), the Navy 
shall immediately cease the specified activities and the Navy shall 
report the incident to the Chief of the Permits and Conservation 
Division, Office of Protected Resources, NMFS, and the NMFS Northeast/
Greater Atlantic Regional Stranding Coordinator within 24 hours of the 
discovery. The report would include the following information:
    1. Time, date, and location (latitude/longitude) of the incident;

[[Page 52635]]

    2. Name and type of vessel involved;
    3. Vessel's speed during and leading up to the incident, if 
applicable;
    4. Description of the incident;
    5. Status of all sound source use in the 24 hours preceding the 
incident;
    6. Water depth;
    7. Environmental conditions (e.g., wind speed and direction, 
Beaufort sea state, cloud cover, and visibility);
    8. Description of all marine mammal observations in the 24 hours 
preceding the incident;
    9. Species identification or description of the animal(s) involved;
    10. Fate of the animal(s); and
    11. Photographs or video footage of the animal(s) (if equipment is 
available).
    (ii) Activities would not resume until NMFS is able to review the 
circumstances of the prohibited take. NMFS shall work with the Navy to 
determine what is necessary to minimize the likelihood of further 
prohibited take and ensure MMPA compliance. The Navy would not be able 
to resume their activities until notified by NMFS via letter, email, or 
telephone.
    (iii) In the event that the Navy discovers an injured or dead 
marine mammal, and the lead MMO determines that the cause of the injury 
or death is unknown and the death is relatively recent (i.e., in less 
than a moderate state of decomposition as described in the next 
paragraph), the Navy shall report the incident to the Chief of the 
Permits and Conservation Division, Office of Protected Resources, NMFS, 
and the NMFS Northeast/Greater Atlantic Regional Stranding hotline and/
or by email to the Northeast/Greater Atlantic Regional Stranding 
Coordinator within 24 hours of the discovery. The report shall include 
the same information identified in the paragraph above. Activities 
would be able to continue while NMFS reviews the circumstances of the 
incident. NMFS would work with the Navy to determine whether 
modifications in the activities are appropriate.
    (iv) In the event that the Navy discovers an injured or dead marine 
mammal, and the lead MMO determines that the injury or death is not 
associated with or related to the activities authorized in the IHA 
(e.g., previously wounded animal, carcass with moderate to advanced 
decomposition, or scavenger damage), the Navy shall report the incident 
to the Chief of the Permits and Conservation Division, Office of 
Protected Resources, NMFS, and the NMFS Northeast/Greater Atlantic 
Regional Stranding hotline and/or by email to the Northeast/Greater 
Atlantic Regional Stranding Coordinator within 24 hours of the 
discovery. The Navy would provide photographs or video footage (if 
available) or other documentation of the stranded animal sighting to 
NMFS and the Marine Mammal Stranding Network.
    6. This Authorization may be modified, suspended or withdrawn if 
the holder fails to abide by the conditions prescribed herein, or if 
NMFS determines the authorized taking is having more than a negligible 
impact on the species or stock of affected marine mammals.

Request for Public Comments

    NMFS requests comment on our analysis, the draft authorization, and 
any other aspect of the Notice of Proposed IHA for the Navy's 
Waterfront Improvement Projects at Portsmouth Navy Shipyard in Kittery, 
Maine. Please include with your comments any supporting data or 
literature citations to help inform our final decision on the Navy's 
request for an MMPA authorization.

    Dated: August 3, 2016.
Donna S. Wieting,
Director, Office of Protected Resources, National Marine Fisheries 
Service.
[FR Doc. 2016-18815 Filed 8-8-16; 8:45 am]
 BILLING CODE 3510-22-P