Analysis of information sources in references of the Wikipedia article "Rogue wave" in English language version.
There is sufficient evidence to conclude that 66-foot-high waves can be experienced in the 25-year lifetime of oceangoing vessels and that 98-foot-high waves are less likely, but not out of the question. Therefore, a design criterion based on 36-foot-high waves seems inadequate when the risk of losing crew and cargo is considered.
The area of the Central North Sea is notorious for very high waves in certain wave trains. The short-term distribution of these wave trains includes waves far steeper than the Rayleigh distribution predicted. Such waves are often termed "extreme waves" or "freak waves". An analysis of the extreme statistical properties of these waves has been made. The analysis is based on more than 12 years of wave records from the Mærsk Olie og Gas AS operated Gorm Field, located in the Danish sector of the Central North Sea. From the wave recordings, more than 400 freak wave candidates were found. The ratio between the extreme crest height and the significant wave height (20-min value) is about 1.8, and the ratio between extreme crest height and extreme wave height is 0.69. The latter ratio is clearly outside the range of Gaussian waves, and it is higher than the maximum value for steep nonlinear long-crested waves, thus indicating that freak waves are not of a permanent form, and probably of short-crested nature. The extreme statistical distribution is represented by a Weibull distribution with an upper bound, where the upper bound is the value for a depth-limited breaking wave. Based on the measured data, a procedure for determining the freak wave crest height with a given return period is proposed. A sensitivity analysis of the extreme value of the crest height is also made.
In February 2000 those onboard a British oceanographic research vessel near Rockall, west of Scotland experienced the largest waves ever recorded by scientific instruments in the open ocean. Under severe gale force conditions with wind speeds averaging 21 ms1 a shipborne wave recorder measured individual waves up to 29.1 m from crest to trough, and a maximum significant wave height of 18.5 m. The fully formed sea developed in unusual conditions as westerly winds blew across the North Atlantic for two days, during which time a frontal system propagated at a speed close to the group velocity of the peak waves. The measurements are compared to a wave hindcast that successfully simulated the arrival of the wave group, but underestimated the most extreme waves.
In 1997, the Deep Submergence Operations Group of the Woods Hole Oceanographic Institution conducted an underwater forensic survey of the UK bulk carrier MV Derbyshire with a suite of underwater vehicles. This report describes the navigation systems and methodologies used to position the vessel and vehicles precisely. Precise navigation permits the survey team to control the path of the subsea vehicle to execute the survey plan, provides the ability to return to specific targets, and allows the assessment team to correlate observations made at different times from different vehicles. This report summarizes the techniques used to locate Argo and the repeatability of those navigation fixes. To determine repeatability, we selected a number of instances where the vehicle lines crossed. We can determine the true position offset by registering two images from overlapping areas on different track lines. We can determine the navigation error by comparing the position offset derived from the images to the offsets obtained from navigation. The average error for 123 points across a single tie line was 3.1 meters, the average error for a more scattered selection of 18 points was 1.9 meters.
General Terms and Conditions of the respective latest edition will be applicable. See Rules for Classification and Construction, I – Ship Technology, Part 0 – Classification and Surveys.
In February 2000 those onboard a British oceanographic research vessel near Rockall, west of Scotland experienced the largest waves ever recorded by scientific instruments in the open ocean. Under severe gale force conditions with wind speeds averaging 21 ms1 a shipborne wave recorder measured individual waves up to 29.1 m from crest to trough, and a maximum significant wave height of 18.5 m. The fully formed sea developed in unusual conditions as westerly winds blew across the North Atlantic for two days, during which time a frontal system propagated at a speed close to the group velocity of the peak waves. The measurements are compared to a wave hindcast that successfully simulated the arrival of the wave group, but underestimated the most extreme waves.
The Norwegian offshore standards consider extreme severe wave conditions by requiring that a 10,000-year wave does not endanger the structure's integrity (Accidental Limit State, ALS).
This paper introduces the need for a paradigm shift in thinking for the design of ships and offshore installations to include a Survival Design approach additional to current design requirements.
They cannot be felt aboard ships, nor can they be seen from the air in the open ocean.
{{cite journal}}: Cite journal requires |journal= (help)"Draupner E had only been operating in the North Sea for around half a year, when a huge wave struck the platform like a hammer. When we first saw the data, we were convinced it had to be a technological error," says Per Sparrevik. He is the head of the underwater technology, instrumentation, and monitoring at the Norwegian NGI ... but the data were not wrong. When NGI looked over the measurements and calculated the effect of the wave that had hit the platform, the conclusion was clear: The wave that struck the unmanned platform Draupner E on 1 January 1995 was indeed extreme.
Recent research has demonstrated that extreme waves, waves with crest-to-trough heights of 20 to 30 m, occur more frequently than previously thought.
Dumont d'Urville, in his narrative, expressed the opinion that the waves reached a height of 'at least 80 to 100 feet'. In an era when opinions were expressed that no wave would exceed 30 feet, Dumont d'Urville's estimations were received, with some skepticism. No one was more outspoken in his rejection than François Arago, who, calling for a more scientific approach to the estimation of wave height in his instructions for the physical research on the voyage of the Bonité, suggested that imagination played a part in estimations as high as '33 metres' (108 feet). Later, in his 1841 report on the results of the Vénus expedition, Arago made further reference to the 'truly prodigious waves with which the lively imagination of certain navigators delights in covering the seas'
The author's starting point, therefore, was to look for an extraordinary cause. He reasoned that nothing could be more extraordinary than the violence of a fully arisen and chaotic storm-tossed sea. He therefore studied the meteorology of revolving tropical storms and freak waves and found that steep elevated waves of 25 to 30 m or more were quite likely to have occurred during Typhoon Orchid.
The MV Derbyshire was registered at Liverpool and, at the time, was the largest ship ever built; it was twice the size of the Titanic.
{{cite web}}: CS1 maint: archived copy as title (link), Müller, et al., "Rogue Waves," 2005Dumont d'Urville, in his narrative, expressed the opinion that the waves reached a height of 'at least 80 to 100 feet'. In an era when opinions were expressed that no wave would exceed 30 feet, Dumont d'Urville's estimations were received, with some skepticism. No one was more outspoken in his rejection than François Arago, who, calling for a more scientific approach to the estimation of wave height in his instructions for the physical research on the voyage of the Bonité, suggested that imagination played a part in estimations as high as '33 metres' (108 feet). Later, in his 1841 report on the results of the Vénus expedition, Arago made further reference to the 'truly prodigious waves with which the lively imagination of certain navigators delights in covering the seas'
"Draupner E had only been operating in the North Sea for around half a year, when a huge wave struck the platform like a hammer. When we first saw the data, we were convinced it had to be a technological error," says Per Sparrevik. He is the head of the underwater technology, instrumentation, and monitoring at the Norwegian NGI ... but the data were not wrong. When NGI looked over the measurements and calculated the effect of the wave that had hit the platform, the conclusion was clear: The wave that struck the unmanned platform Draupner E on 1 January 1995 was indeed extreme.
{{cite web}}: CS1 maint: archived copy as title (link), Müller, et al., "Rogue Waves," 2005The author's starting point, therefore, was to look for an extraordinary cause. He reasoned that nothing could be more extraordinary than the violence of a fully arisen and chaotic storm-tossed sea. He therefore studied the meteorology of revolving tropical storms and freak waves and found that steep elevated waves of 25 to 30 m or more were quite likely to have occurred during Typhoon Orchid.
This paper introduces the need for a paradigm shift in thinking for the design of ships and offshore installations to include a Survival Design approach additional to current design requirements.
In 1997, the Deep Submergence Operations Group of the Woods Hole Oceanographic Institution conducted an underwater forensic survey of the UK bulk carrier MV Derbyshire with a suite of underwater vehicles. This report describes the navigation systems and methodologies used to position the vessel and vehicles precisely. Precise navigation permits the survey team to control the path of the subsea vehicle to execute the survey plan, provides the ability to return to specific targets, and allows the assessment team to correlate observations made at different times from different vehicles. This report summarizes the techniques used to locate Argo and the repeatability of those navigation fixes. To determine repeatability, we selected a number of instances where the vehicle lines crossed. We can determine the true position offset by registering two images from overlapping areas on different track lines. We can determine the navigation error by comparing the position offset derived from the images to the offsets obtained from navigation. The average error for 123 points across a single tie line was 3.1 meters, the average error for a more scattered selection of 18 points was 1.9 meters.
General Terms and Conditions of the respective latest edition will be applicable. See Rules for Classification and Construction, I – Ship Technology, Part 0 – Classification and Surveys.