Rogue waves (also known as freak waves, monster waves, episodic waves, killer waves, extreme waves, and abnormal waves) are unusually large, unexpected and suddenly appearing surface waves that can be extremely dangerous, even to large ships such as ocean liners.
Rogue waves present considerable danger for several reasons: they are rare, unpredictable, may appear suddenly or without warning, and can impact with tremendous force. A 12-metre (39 ft) wave in the usual "linear" wave model would have a breaking pressure of 6 metric tons per square metre [t/m2] (59 kPa; 8.5 psi). Although modern ships are designed to tolerate a breaking wave of 15 t/m2 (150 kPa; 21 psi), a rogue wave can dwarf both of these figures with a breaking pressure of 100 t/m2 (0.98 MPa; 140 psi).
In oceanography, rogue waves are more precisely defined as waves whose height is more than twice the significant wave height (Hs or SWH), which is itself defined as the mean of the largest third of waves in a wave record. Therefore, rogue waves are not necessarily the biggest waves found on the water; they are, rather, unusually large waves for a given sea state. Rogue waves seem not to have a single distinct cause, but occur where physical factors such as high winds and strong currents cause waves to merge to create a single exceptionally large wave.
Rogue waves can occur in media other than water. They appear to be ubiquitous in nature and have also been reported in liquid helium, in nonlinear optics and in microwave cavities. Recent research has focused on optical rogue waves which facilitate the study of the phenomenon in the laboratory. A 2015 paper studied the wave behavior around a rogue wave, including optical, and the Draupner wave, and concluded that "rogue events do not necessarily appear without a warning, but are often preceded by a short phase of relative order". A 2012 study confirmed the existence of oceanic rogue holes, the inverse of rogue waves, where the depth of the hole can reach more than twice the significant wave height.
Rogue waves are an open water phenomenon, in which winds, currents, non-linear phenomena such as solitons, and other circumstances cause a wave to briefly form that is far larger than the "average" large occurring wave (the significant wave height or 'SWH') of that time and place. The basic underlying physics that makes phenomena such as rogue waves possible is that different waves can travel at different speeds, and so they can "pile up" in certain circumstances – known as "constructive interference". (In deep ocean the speed of a gravity wave is proportional to the square root of its wavelength—the distance peak-to-peak between adjacent waves.) However other situations can also give rise to rogue waves, particularly situations where non-linear effects or instability effects can cause energy to move between waves and be concentrated in one or very few extremely large waves before returning to "normal" conditions.
Once considered mythical and lacking hard evidence for their existence, rogue waves are now proven to exist and known to be a natural ocean phenomenon. Eyewitness accounts from mariners and damage inflicted on ships have long suggested they occurred. The first scientific evidence of the existence of rogue waves came with the recording of a rogue wave by the Gorm platform in the central North Sea in 1984. A stand-out wave was detected with a wave height of 11 metres (36 ft) in a relatively low sea state. However, the wave that caught the attention of the scientific community was the digital measurement of the "Draupner wave", a rogue wave at the Draupner platform in the North Sea on January 1, 1995, with a maximum wave height of 25.6 metres (84 ft) with a peak elevation of 18.5 metres (61 ft). During that event, minor damage was also inflicted on the platform, far above sea level, confirming that the reading was valid.
Their existence has also since been confirmed by video and photographs, and satellite imagery and radar of the ocean surface, by stereo wave imaging systems, by pressure transducers on the sea-floor and notably by oceanographic research vessels. In February 2000, a British oceanographic research vessel, the RRS Discovery, sailing in the Rockall Trough west of Scotland encountered the largest waves ever recorded by scientific instruments in the open ocean, with a SWH of 18.5 metres (61 ft) and individual waves up to 29.1 metres (95 ft). "In 2004 scientists using three weeks of radar images from European Space Agency satellites found ten rogue waves, each 25 metres (82 ft) or higher."
A rogue wave is a natural ocean phenomenon that is not caused by land movement, only lasts briefly, occurs in a limited location, and most often happens far out at sea. Rogue waves are considered rare but potentially very dangerous, since they can involve the spontaneous formation of massive waves far beyond the usual expectations of ship designers, and can overwhelm the usual capabilities of ocean-going vessels which are not designed for such encounters. Rogue waves are therefore distinct from tsunamis. Tsunamis are caused by massive displacement of water, often resulting from sudden movement of the ocean floor, after which they propagate at high speed over a wide area. They are nearly unnoticeable in deep water and only become dangerous as they approach the shoreline and the ocean floor becomes shallower; therefore tsunamis do not present a threat to shipping at sea (the only ships lost in the 2004 Asian tsunami were in port). They are also distinct from megatsunamis, which are single massive waves caused by sudden impact, such as meteor impact or landslides within enclosed or limited bodies of water. They are also different from the waves described as "hundred-year waves", which is a purely statistical prediction of the highest wave likely to occur in a hundred-year period in a particular body of water.
Rogue waves have now been proven to be the cause of the sudden loss of some ocean-going vessels. Well-documented instances include the freighter MS München, lost in 1978 and the MV Derbyshire lost in 1980, the largest British ship ever lost at sea. A rogue wave has been implicated in the loss of other vessels including the Ocean Ranger which was a semi-submersible mobile offshore drilling unit that sank in Canadian waters on 15 February 1982. In 2007 the US National Oceanic and Atmospheric Administration compiled a catalogue of more than 50 historical incidents probably associated with rogue waves.
In 1826, French scientist and naval officer Captain Jules Dumont d'Urville reported waves as high as 108 ft (33 m) in the Indian Ocean with three colleagues as witnesses, yet he was publicly ridiculed by fellow scientist François Arago. In that era it was widely held that no wave could exceed 30 ft (9 m). Author Susan Casey wrote that much of that disbelief came because there were very few people who had seen a rogue wave, and until the advent of steel double-hulled ships of the 20th century "people who encountered 100-foot rogue waves generally weren't coming back to tell people about it."
Unusual waves have been studied scientifically for many years (for example, John Scott Russell's Wave of Translation, an 1834 study of a soliton wave), but these were not linked conceptually to sailors stories of encounters with giant rogue ocean waves, as the latter were believed to be scientifically implausible.
Since the 19th century, oceanographers, meteorologists, engineers and ship designers have used a statistical model known as the Gaussian function (or Gaussian Sea or standard linear model) to predict wave height, on the assumption that wave heights in any given sea are tightly grouped around a central (average) value, known as the 'significant wave height'. In a storm sea with a significant wave height of 12 metres (39 ft), the model suggests there will hardly ever be a wave higher than 15 metres (49 ft). One of 30 metres (98 ft) could indeed happen – but only once in ten thousand years (of wave height of 12 metres [39 ft]). This basic assumption was well accepted (and acknowledged to be an approximation). The use of a Gaussian form to model waves has been the sole basis of virtually every text on that topic for the past 100 years.
The first known scientific article on "Freak waves" was written by Professor Laurence Draper in 1964. In that paper which has been described as a 'seminal article' he documented the efforts of the National Institute of Oceanography in the early 1960s to record wave height and the highest wave recorded at that time which was about 20 m (67 ft). Draper also described freak wave holes.
However, even as late as the mid 1990s, most popular texts on oceanography such as that by Pirie did not contain any mention of rogue or freak waves. Even after the 1995 Draupner wave, the popular text on Oceanography by Gross (1996) only gave rogue waves a mention and simply stated that "Under extraordinary circumstances unusually large waves called rogue waves can form" without providing any further detail.
In 1995, strong scientific evidence for the existence of rogue waves came with the recording of what has become known as the Draupner wave. The Draupner E is one structure in a gas pipeline support complex operated by Statoil about 160 kilometres (100 mi) offshore and west by southwest from the southern tip of Norway. The Draupner E platform is the first major oil platform of the jacket-type attached to the seabed with a bucket foundation instead of pilings and a suction anchoring system. As a precaution, the operator (Statoil) fitted the platform with an extensive array of instrumentation. The instruments continuously check the platform's movements in particular any movement of the foundations during storm events. The state-of-the-art instrumentation fitted to the platform was able to continuously measure seven key parameters:
The rig was built to withstand a calculated 1 in 10,000 years wave with a predicted height of 20 m (64 ft) and was also fitted with a state-of-the-art laser wave recorder on the platform's underside. At 3 p.m. on 1 January 1995 it recorded a 26 m (85 ft) rogue wave (i.e. 6 m [21 ft] taller than the predicted 10,000 year wave) that hit the rig at 72 km/h (45 mph). This was the first confirmed measurement of a freak wave, more than twice as tall and steep as its neighbors with characteristics that fell outside any known wave model. The wave was recorded by all of the sensors fitted to the platform and it caused enormous interest in the scientific community.
Following the evidence of the Draupner wave, research in the area became widespread.
The first scientific study to comprehensively proved that freak waves exist that are clearly outside the range of Gaussian waves was published in 1997. Some research confirms that observed wave height distribution in general follows well the Rayleigh distribution, but in shallow waters during high energy events, extremely high waves are more rare than this particular model predicts. From about 1997 most leading authors acknowledged the existence of rogue waves with the caveat that wave models had been unable to replicate rogue waves.
Statoil researchers presented a paper in 2000 which collated evidence that freak waves were not the rare realizations of a typical or slightly non-gaussian sea surface population (Classical extreme waves) but rather they were the typical realizations of a rare and strongly non-gaussian sea surface population of waves (Freak extreme waves). A workshop of leading researchers in the world attended the first Rogue Waves 2000 workshop held in Brest in November 2000.
In 2000 the British oceanographic vessel RRS Discovery recorded a 29-metre (95 ft) wave off the coast of Scotland near Rockall. This was a scientific research vessel and was fitted with high quality instruments. The subsequent analysis determined that under severe gale force conditions with wind speeds averaging 21 metres per second (68.9 ft/s) a ship-borne wave recorder measured individual waves up to 29.1 metres (95.5 ft) from crest to trough, and a maximum significant wave height of 18.5 metres (60.7 ft). These were some of the largest waves recorded by scientific instruments up to that time. The authors noted that modern wave prediction models are "known" to significantly under-predict extreme sea states for waves with a 'significant' height (Hs) above 12 metres (39.4 ft). The analysis of this event took a number of years, and noted that "none of the state-of-the-art weather forecasts and wave models—the information upon which all ships, oil rigs, fisheries, and passenger boats rely—had predicted these behemoths." Put simply, a scientific model (and also ship design method) to describe the waves encountered did not exist. This finding was widely reported in the press which reported that "according to all of the theoretical models at the time under this particular set of weather conditions waves of this size should not have existed".
In 2004 the ESA MaxWave project identified more than ten individual giant waves above 25 metres (82 ft) in height during a short survey period of three weeks in a limited area of the South Atlantic. The ESA's ERS satellites have helped to establish the widespread existence of these 'rogue' waves. By 2007, it was further proven via satellite radar studies that waves with crest to trough heights of 20 metres (66 ft) to 30 metres (98 ft), occur far more frequently than previously thought. It is now known that rogue waves occur in all of the world's oceans many times each day.
Thus acknowledgement of the existence of rogue waves (despite the fact that they cannot plausibly be explained by reference to simple statistical models) is a very modern scientific paradigm. It is now well accepted that rogue waves are a common phenomenon. Professor Akhmediev of the Australian National University, one of the world's leading researchers in this field, has stated that there are about 10 rogue waves in the world's oceans at any moment. Some researchers have speculated that approximately three of every 10,000 waves on the oceans achieve rogue status, yet in certain spots—like coastal inlets and river mouths—these extreme waves can make up three out of every 1,000 waves because wave energy can be focused.
Rogue waves may also occur in lakes. A phenomenon known as the "Three Sisters" is said to occur in Lake Superior when a series of three large waves forms. The second wave hits the ship's deck before the first wave clears. The third incoming wave adds to the two accumulated backwashes and suddenly overloads the ship deck with tons of water. The phenomenon is one of various theories as to the cause of the sinking of the SS Edmund Fitzgerald on Lake Superior in November 1975.
Serious studies of the phenomenon of rogue waves only started about 20–30 years ago and have intensified since about 2005. One of the remarkable features of the rogue waves is that they always appear from nowhere and quickly disappear without a trace. Recent research has suggested that there could also be 'super-rogue waves' which are up to five times the average sea-state. Rogue waves has now become a near universal term given by scientists to describe isolated large amplitude waves, that occur more frequently than expected for normal, Gaussian distributed, statistical events. Rogue waves appear to be ubiquitous in nature and are not limited to the oceans. They appear in other contexts and have recently been reported in liquid helium, in nonlinear optics and in microwave cavities. It is now universally accepted by marine researchers that these waves belong to a specific kind of sea wave, not taken into account by conventional models for sea wind waves.
In 2012, researchers at the Australian National University proved the existence of rogue wave holes, an inverted profile of a rogue wave. Their research created rogue wave holes on the water surface, in a water wave tank. In maritime folk-lore, stories of rogue holes are as common as stories of rogue waves. They follow from theoretical analysis but had never been proven experimentally.
In 2019, researchers succeeded in producing a wave with similar characteristics to the Draupner wave (steepness and breaking), and proportionately greater height, using multiple wavetrains meeting at an angle of 120 degrees. Previous research had strongly suggested that the wave resulted from interaction between waves from different directions ("crossing seas"). Their research also highlighted that wave-breaking behavior was not necessarily as expected. If waves met at an angle less than about 60 degrees, then the top of the wave "broke" sideways and downwards (a "plunging breaker"). But from about 60 degrees and greater, the wave began to break vertically upwards, creating a peak that did not reduce the wave height as usual, but instead increased it (a "vertical jet"). They also showed that the steepness of rogue waves could be reproduced in this manner. Finally, they observed that optical instruments such as the laser used for the Draupner wave might be somewhat confused by the spray at the top of the wave, if it broke, and this could lead to uncertainties of around 1 - 1.5 metres in the wave height. They concluded that "that the onset and type of wave breaking play a significant role and differ significantly for crossing and non-crossing waves. Crucially, breaking becomes less crest-amplitude limiting for sufficiently large crossing angles and involves the formation of near-vertical jets".
There are a number of research programmes currently underway focussed on rogue waves including:
Because the phenomenon of rogue waves is still a matter of active research, it is premature to state clearly what the most common causes are or whether they vary from place to place. The areas of highest predictable risk appear to be where a strong current runs counter to the primary direction of travel of the waves; the area near Cape Agulhas off the southern tip of Africa is one such area; the warm Agulhas Current runs to the southwest, while the dominant winds are westerlies. However, since this thesis does not explain the existence of all waves that have been detected, several different mechanisms are likely, with localized variation. Suggested mechanisms for freak waves include the following:
The spatio-temporal focusing seen in the NLS equation can also occur when the nonlinearity is removed. In this case, focusing is primarily due to different waves coming into phase, rather than any energy transfer processes. Further analysis of rogue waves using a fully nonlinear model by R. H. Gibbs (2005) brings this mode into question, as it is shown that a typical wavegroup focuses in such a way as to produce a significant wall of water, at the cost of a reduced height.
A rogue wave, and the deep trough commonly seen before and after it, may last only for some minutes before either breaking, or reducing in size again. Apart from one single rogue wave, the rogue wave may be part of a wave packet consisting of a few rogue waves. Such rogue wave groups have been observed in nature.
There are three categories of freak waves:
The possibility of the artificial stimulation of rogue wave phenomena has attracted research funding from DARPA, an agency of the United States Department of Defense. Bahram Jalali and other researchers at UCLA studied microstructured optical fibers near the threshold of soliton supercontinuum generation and observed rogue wave phenomena. After modelling the effect, the researchers announced that they had successfully characterized the proper initial conditions for generating rogue waves in any medium. Additional works carried out in optics have pointed out the role played by a nonlinear structure called Peregrine soliton that may explain those waves that appear and disappear without leaving a trace.
Many of these encounters are only reported in the media, and are not examples of open ocean rogue waves. Often, in popular culture, an endangering huge wave is loosely denoted as a rogue wave, while it has not been (and most often cannot be) established that the reported event is a rogue wave in the scientific sense — i.e. of a very different nature in characteristics as the surrounding waves in that sea state and with very low probability of occurrence (according to a Gaussian process description as valid for linear wave theory).
This section lists a limited selection of notable incidents.
The loss of the MS München in 1978 provided some of the first physical evidence of the existence of rogue waves. The MS München was a state-of-the-art cargo ship with multiple water-tight compartments, an expert crew and was considered unsinkable. She was lost with all crew and the wreck has never been found. The only evidence found was the starboard lifeboat which was recovered from floating wreckage some time later. The lifeboats hung from forward and aft blocks 20 metres (66 ft) above the waterline. The pins had been bent back from forward to aft, indicating the lifeboat hanging below it had been struck by a wave that had run from fore to aft of the ship which had torn the lifeboat from the ship. To exert such force the wave must have been considerably higher than 20 metres (66 ft). At the time of the inquiry, the existence of rogue waves was considered so statistically unlikely as to be near impossible. Consequently, the Maritime Court investigation concluded that the severe weather had somehow created an 'unusual event' that had led to the sinking of the München.
In 1980 the MV Derbyshire was lost during Typhoon Orchid south of Japan along with all of her crew. The Derbyshire was an ore-bulk-oil combination carrier built in 1976. At 91,655 gross register tons, she was—and remains—the largest British ship ever to have been lost at sea. The wreck was found in June 1994. The survey team deployed a remotely operated vehicle to photograph the wreck. A private report was published in 1998 which prompted the British government to reopen a formal investigation into the sinking. The British government investigation included a comprehensive survey by the Woods Hole Oceanographic Institution which took 135,774 pictures of the wreck during two surveys. The formal forensic investigation concluded that the ship sank because of structural failure and absolved the crew of any responsibility. Most notably, the report determined the detailed sequence of events that led to the structural failure of the vessel. A third comprehensive analysis was subsequently done by Douglas Faulkner, professor of marine architecture and ocean engineering at the University of Glasgow. His 2001 report linked the loss of the MV Derbyshire with the emerging science on freak waves, concluding that the Derbyshire was almost certainly destroyed by a rogue wave.
In 2004 an extreme wave was recorded impacting the Admiralty Breakwater, Alderney in the Channel Islands. This breakwater is exposed to the Atlantic Ocean. The peak pressure recorded by a shore-mounted transducer was 745 kilopascals [kPa] (108.1 psi). This pressure far exceeds almost any design criteria for modern ships and this wave would have destroyed almost any merchant vessel.
Work by Smith in 2007 confirmed prior forensic work by Faulkner in 1998 and determined that the MV Derbyshire was exposed to a hydrostatic pressure of a static head of water of about 20 metres (66 ft) with a resultant static pressure of 201 kilopascals (18.7 kN/sq ft).[nb 1] This is in effect 20 metres (66 ft) of green water (possibly a super rogue wave)[nb 2] flowing over the vessel. The deck cargo hatches on the Derbyshire were determined to be the key point of failure when the rogue wave washed over the ship. The design of the hatches only allowed for a static pressure of less than 2 metres (6.6 ft) of water or 17.1 kilopascals (1.59 kN/sq ft),[nb 3] in other words the typhoon load on the hatches was more than ten times the design load. The forensic structural analysis of the wreck of the Derbyshire is now widely regarded as irrefutable.
In addition fast moving waves are now known to also exert extremely high dynamic pressure. It is known that plunging or breaking waves can cause short-lived impulse pressure spikes called Gifle peaks. These can reach pressures of 200 kilopascals (19 kN/sq ft) (or more) for milliseconds, which is sufficient pressure to lead to brittle fracture of mild steel. Evidence of failure by this mechanism was also found on the Derbyshire. Smith has documented scenarios where hydrodynamic pressure of up to 5,650 kilopascals (525 kN/sq ft) or over 500 metric tonnes per 1 square metre (11 sq ft) could occur.[nb 4]
Very few ship-wrecks have ever been fully investigated. The most recent bulk-carrier loss on the open seas to have been subjected to thorough investigation (as at March 2011) was the UK-owned M.V. Derbyshire, which sank in 1980. Its entire crew of forty-four, all British citizens, perished. It took 14 years of pressure from the British public and a privately funded expedition to locate the wreck before a formal remote-camera search and investigation was done by the British government. At least a couple of hundred bulk carriers have been lost since 1980 and none have been properly investigated. A survey of 125 bulk carriers that sank between 1963 and 1996 found that seventy-six probably flooded, another four because of hatch-cover failure, the rest from unidentified causes. Nine other vessels broke completely in two. Causes of the remaining forty losses are unknown. Montgomery-Swan has outlined the generic mechanism of ship failure when encountering a rogue wave:
The scenario is very simple: the weight of the ship accelerates her down the back slope of the previous wave, the bow sticks into the lower part of the front of the giant incoming wave, and thousands of tons of green water fall onto the fore part of the ship. What happens next depends on the structure of the vessel.
Professor Faulkner who did the forensic independent analysis of the loss of the M.V. Derbyshire explains why this is such a problem for bulk carriers. He states that "It is quite possible that some of the many unexplained heavy weather losses (of bulk carriers) may have been caused by hatch cover or coaming failures because fore end plunging due to flooding of large holds can be rapid." He noted in his report that "because of their high inertias and natural pitch periods, these large ships do not rise to the waves, as appropriately experienced masters have confirmed. They tend to bury into them." Faulkner concluded that "beyond any reasonable doubt, the direct cause of the loss of the M.V. Derbyshire was the quite inadequate strength of her cargo hatch covers to withstand the forces of Typhoon Orchid." He also noted that "It is not possible to say which of the eighteen covers failed first, or from which direction the waves came; but evidence and other arguments suggest that the no. 1 hatch covers were probably the first to yield, probably from waves over the bow with the ship hove-to."
In November 1997 the International Maritime Organization (IMO) adopted new rules covering survivability and structural requirements for bulk carriers of 150 metres (490 ft) and upwards. The bulkhead and double bottom must be strong enough to allow the ship to survive flooding in hold one unless loading is restricted.
It is now widely held that rogue waves present considerable danger for several reasons: they are rare, unpredictable, may appear suddenly or without warning, and can impact with tremendous force. A 12-metre (39 ft) wave in the usual "linear" model would have a breaking force of 6 metric tons per square metre [t/m2] (8.5 psi). Although modern ships are designed to (typically) tolerate a breaking wave of 15 MT/m2, a rogue wave can dwarf both of these figures with a breaking force far exceeding 100 MT/m2.[nb 5] Smith has presented calculations using the International Association of Classification Societies (IACS) Common Structural Rules (CSR) for a typical bulk carrier which are consistent.[nb 6]
Peter Challenor, a leading scientist in this field from the National Oceanography Centre in the United Kingdom was quoted in Casey's book in 2010 that "We don’t have that random messy theory for nonlinear waves. At all", he says. "People have been working actively on this for the past 50 years at least. We don’t even have the start of a theory".
In 2006 Smith proposed that the International Association of Classification Societies (IACS) recommendation 34 pertaining to standard wave data be modified so that the minimum design wave height be increased to 65 feet (19.8 m). He presented analysis that there was sufficient evidence to conclude that 66 feet (20.1 m) high waves can be experienced in the 25-year lifetime of oceangoing vessels, and that 98 feet (29.9 m) high waves are less likely, but not out of the question. Therefore, a design criterion based on 36 feet (11.0 m) high waves seems inadequate when the risk of losing crew and cargo is considered. Smith has also proposed that the dynamic force of wave impacts should be included in the structural analysis. The Norwegian offshore standards now take into account extreme severe wave conditions and require that a 10,000-year wave does not endanger the ships integrity. Rosenthal notes that as at 2005 rogue waves were not explicitly accounted for in Classification Societies’ Rules for ships’ design. As an example, DNV GL, one of the world's largest international certification body and classification society with main expertise in technical assessment, advisory, and risk management publishes their Structure Design Load Principles which remain largely based on the 'Significant Wave height' and as at January 2016 still has not included any allowance for rogue waves.
The U.S. Navy historically took the design position that the largest wave likely to be encountered was 21.4 m (70 ft). Smith observed in 2007 that the navy now believes that larger waves can occur and the possibility of extreme waves that are steeper (i.e. do not have longer wavelengths) is now recognized. The navy has not had to make any fundamental changes in ship design as a consequence of new knowledge of waves greater than 21.4 m (70 ft) because they build to higher standards.
A characteristic of the shipping industry is that there are no uniform codes or international standards. There are more than 50 classification societies worldwide, each has different rules. Ship design has historically largely been led by the ship insurers who inspected, classified and insured vessels. Hence the widespread adoption of new rules to allow for the existence of rogue waves is likely to take many years.
They cannot be felt aboard ships nor can they be seen from the air in the open ocean.
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 m 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.
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 being expressed that no wave would exceed 30 feet, Dumont d'Urville's estimations were received, it seemed, with some scepticism. 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 was 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.
The area of the Central North Sea is notorious for the occurrence of very high waves in certain wave trains. The short-term distribution of these wave trains includes waves which are far steeper than predicted by the Rayleigh distribution. 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 yr of wave records from the Mærsk Olie og Gas AS operated Gorm Field which is 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) has been found to be about 1.8, and the ratio between extreme crest height and extreme wave height has been found to be 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 which successfully simulated the arrival of the wave group but underestimated the most extreme waves.
Recent research has demonstrated that extreme waves, waves with crest to trough heights of 20 to 30 meters, occur more frequently than previously thought.
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.
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 creq and cargo is considered.
The Norwegian offshore standards take into account extreme severe wave conditions by requiring that a 10,000-year wave does not endanger the structure’s integrity (Accidental Limit State, ALS).
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.
Aenid was a wooden cutter belonging to Commodore William Wiseman, the commanding officer of the Australia Station. The vessel was wrecked at Long Reef, New South Wales, Australia. on 13 November 1865, whilst carrying cargo between Sydney and Broken Bay.Andi Gutmans
Andi Gutmans (Hebrew: אנדי גוטמנס) is an Israeli programmer and entrepreneur, born in Switzerland and currently residing in the United States. He helped to co-create PHP, and co-founded Zend Technologies and is a General Manager at Amazon Web Services. A graduate of the Technion, the Israel Institute of Technology in Haifa, Gutmans and fellow student Zeev Suraski created PHP 3 in 1997. In 1999 they wrote the Zend Engine, the core of PHP 4, and founded Zend Technologies, which has since overseen PHP advances, including the PHP 5 and most recent PHP 7 releases. The name Zend is a portmanteau of their forenames, Zeev and Andi.Gutmans served as CEO of Zend Technologies until October 2015 when Zend was acquired by Rogue Wave Software. Before being appointed CEO in February 2009, he led Zend's R&D including development of all Zend products and Zend's contributions to the open-source Zend Framework and PHP Development Tools projects. He has participated at Zend in its corporate financing and has also led alliances with vendors like Adobe, IBM, Microsoft, and Oracle.Gutmans served on the board of the Eclipse Foundation (October 2005 - October 2008), is an emeritus member of the Apache Software Foundation, and was nominated for the FSF Award for the Advancement of Free Software in 1999.
In 2004 he wrote a book called "PHP 5 Power Programming" together with Stig Bakken and Derick Rethans.
Gutmans was recognized by ComputerWorld magazine in July 2007 in their article “40 Under 40: 40 Innovative IT People to Watch, Under the Age of 40.” In March 2016, Gutmans left Rogue Wave to join Amazon Web Services. Explaining his motivations, Gutmans cited "Cloud infrastructure adoption is at a tipping point" and "the data 'center of gravity' is moving to the cloud", where Amazon "appears to effectively balance innovation and invention: a focus on customer value with a bias to action". In his role at Amazon Web Services, Gutmans manages Amazon Elasticsearch Service, Amazon Redshift, Amazon CloudSearch, Amazon ElastiCache and Amazon Neptune.Bark Marques
The Marques was a British-registered barque that sank during the Tall Ships' Races in 1984.
The Marques was built in Valencia, Spain, in 1917, as a polacca-rigged brig. She was used to carry fruit from the Canary Islands to northern Europe. Damaged during World War II, she was repaired in 1947 and subsequently used in the Mediterranean. She was badly maintained and by 1971 she was in poor condition.
In 1971 Englishman Robin Cecil-Wright bought the Marques and had her extensively repaired and re-rigged in Southampton, England. She saw use in films, most notably Dracula, and in television shows such as The Onedin Line and Poldark. In 1977 Mark Litchfield (who would later also own the Maria Asumpta and be convicted after he steered her on her fateful last journey) bought a one-half share in the ship. She was again re-rigged, this time as a barque, largely for her part in the BBC series The Voyage of Charles Darwin as his ship HMS Beagle. At this time she was renamed the Bark Marques.Draupner wave
The Draupner wave or New Year's wave was the first rogue wave to be detected by a measuring instrument, occurring at the Draupner platform in the North Sea off the coast of Norway on 1 January 1995. In an area with significant wave height of approximately 12 metres (39 ft), a freak wave with a maximum wave height of 25.6 metres (84 ft) occurred (peak elevation above still water level was 18.5 metres (61 ft)). Prior to that measurement, no instrument-recorded evidence for rogue waves existed–just anecdotal evidence provided by those who had encountered them at sea, although ships such as the British Ocean Weather Reporter had recorded very large waves that did not differ quite enough from their neighbors to be considered rogue.Minor damage was inflicted on the platform during this event, confirming the validity of the reading made by a downwards-pointing laser sensor.Flannan Isles Lighthouse
Flannan Isles Lighthouse is a lighthouse near the highest point on Eilean Mòr, one of the Flannan Isles in the Outer Hebrides off the west coast of mainland Scotland. It is best known for the mysterious disappearance of its keepers in 1900.MS Amera
MS Amera (formerly Seabourn Sun, Royal Viking Sun and Prinsendam) is a cruise ship for Phoenix. She was launched in 1988 as Royal Viking Sun for the Royal Viking Line, and was renamed Seabourn Sun when Seabourn Cruise Line acquired the ship in 1999. In 2002, Seabourn wished to concentrate on smaller vessels and transferred the ship to Holland America Line, which was renamed as Prinsendam.MS Bremen
MS Bremen, is a cruise ship operated by Hapag Lloyd since 1993. She was built as Frontier Spirit at the Mitsubishi Shipyard, Kobe, Japan, in 1990.
During a storm in the Southern Atlantic in March 2001, a rogue wave caused heavy damage, even breaking a window on the bridge. It left the ship adrift for two hours without propulsion. A previously uncharted island in the Antarctic was discovered by Bremen in 2003, and was named Bremen Island in 2004. Bremen was also featured in the TV show Killer Waves.
In 2006 she successfully ran the Northwest Passage , helped by satellite images telling where sea ice was.
In July 2018, a crew member shot and killed a polar bear in the Svalbard archipelago. The company claimed that the incident could not have been avoided and was an act of self-defense.MS Stolt Surf
MS Stolt Surf was a chemical tanker, operated by Stolt-Nielsen Inc. She achieved a measure of infamy when she was struck and damaged by a rogue wave, an event that was photographed by a crew member and subsequently added to the ongoing debate over the possibility of such waves out in the deep ocean.MV Pont-Aven
MV Pont-Aven is a cruiseferry operated by Brittany Ferries. She was built at Meyer Werft shipyard in Germany and has been sailing for Brittany Ferries since March 2004. She is the current Brittany Ferries flagship. Prior to being named the Pont-Aven was referred to as Bretagne 2, this was then the codename for the new Brittany Ferries vessel for Plymouth–Roscoff, the M/V Armorique.
Pont-Aven's layout is similar in many respects to that of another Brittany Ferries vessel, M/V Bretagne.National Geographic Endeavour
MS National Geographic Endeavour was a small expedition ship operated by Lindblad Expeditions for cruising in remote areas, particularly the polar regions.
The ship was originally a fishing trawler built in 1966 as Marburg, and converted to carry passengers in 1983. First named North Star, then Caledonian Star; she received her present name in June 2001.
On March 2, 2001, the ship was struck by a 30-metre-high rogue wave while crossing the Drake Passage; the wave smashed the windows of the bridge and ruined the navigation and communications equipment, but did not cripple the ship. She was assisted by the Argentine Navy ocean fleet tug ARA Alferez Sobral and reached Ushuaia three days later.When National Geographic Endeavour was retired, the piano was donated to the Tomas de Berlanga school in Santa Cruz, Galapagos. The bridge ceiling, notched with polar bear sightings from her time in Svalbard, is with Sven Lindblad. The model, valuable art and other mementos were saved, some items were transferred to National Geographic Endeavour II.
National Geographic Endeavour was scrapped on 6 May 2017.Norwegian Dawn
Norwegian Dawn is a cruise ship that entered service in 2002 and is in operation with Norwegian Cruise Line.Norwegian Spirit
Norwegian Spirit is a cruise ship currently operated by Norwegian Cruise Line. She was built for Star Cruises as SuperStar Leo.Ocean Ranger
Ocean Ranger was a semi-submersible mobile offshore drilling unit that sank in Canadian waters on 15 February 1982. It was drilling an exploration well on the Grand Banks of Newfoundland, 267 kilometres (166 mi) east of St. John's, Newfoundland, for Mobil Oil of Canada, Ltd. (MOCAN) with 84 crew members on board when it sank. There were no survivors.Permalight
Permalight is the fourth album by indie rock band Rogue Wave. It is the first to feature new bassist Cameron Jasper. The album was released on March 2, 2010.
All tracks are written by Zach Rogue.Rogue Wave (band)
Rogue Wave is an indie rock band from Oakland, California, and headed by Zach Schwartz (a.k.a. Zach Rogue) who created the band after losing his job in the dot-com bust. Their first album was Out of the Shadow which was released privately in 2003 and re-released in 2004. In the fall of 2004 they went on a national tour of the United States. Their most recent album, Cover Me, was released on February 17, 2017, through Easy Sound Recording Company.Rogue Wave Software
Rogue Wave Software is an American software development company based in Louisville, Colorado. It provides cross-platform software development tools and embedded components for parallel, data-intensive, and other high-performance computing (HPC) applications.
The company was founded in 1989 in Seattle, Washington, producing a C++ class library in 1989 called Math.h++. In 1990, they moved to Corvallis, Oregon, and released Tools.h++, which predated the Standard Template Library. In November 1996, they had an initial public offering, listing their shares on the NASDAQ under symbol RWAV. In 2001, the ".h++" products were combined into the product family SourcePro C++. In 2003, the company was acquired by Quovadx, which was in turn acquired by private equity firm Battery Ventures in July 2007.
Rogue Wave Software then became an independent company again. In 2009, the company acquired Visual Numerics, developer of IMSL Numerical Libraries and PV-WAVE data analytics software, and TotalView Technologies, Inc (formerly Etnus, Inc.), which provides debugging tools for C, C++ and Fortran (TotalView, MemoryScape and ReplayEngine).
In 2010, the company acquired Acumem, a multicore performance software company and developer of performance optimization software, ThreadSpotter. In May 2012, they acquired IBM's ILOG C++ visualization products, followed by their Java and Flex visualization products in September 2014.
In August 2013, the company acquired OpenLogic, and Klocwork in January 2014. With expanding business scope and need for new hires, in October 2015, Rogue Wave moved from Boulder to a somewhat larger and newer space in Louisville, closer to the Denver talent pool; it also acquired Zend Technologies, a maker of PHP tools and services. In November 2016, Rogue Wave Software announced the acquisition of Akana, a leading API management software vendor. In November 2017, the company acquired ZeroTurnaround, creator of Java developer tools for profiling and deployment.
In January 2019, the company was acquired by Minneapolis-based application software developer Perforce.Rogue wave (disambiguation)
Rogue wave may be:
Rogue wave, an abnormally large ocean wave
Optical rogue waves, are rare pulses of light analogous to rogue or freak ocean waves.
Rogue Wave (band), an American indie rock band
Rogue Wave Software, a software company
"Rogue Wave", a song by American progressive rock band The Hsu-namiUSS Ramapo (AO-12)
USS Ramapo (AO-12), a Patoka Replenishment oiler, built under U.S. Shipping Board contract, was laid down on 16 January 1919 by the Newport News Shipbuilding & Dry Dock Co., Newport News, Virginia; launched on 11 September 1919; and commissioned on 15 November 1919, Lt. Comdr. J. D. Smith, USNRF, in command.Wave–current interaction
In fluid dynamics, wave–current interaction is the interaction between surface gravity waves and a mean flow. The interaction implies an exchange of energy, so after the start of the interaction both the waves and the mean flow are affected.
For depth-integrated and phase-averaged flows, the quantity of primary importance for the dynamics of the interaction is the wave radiation stress tensor.
Wave–current interaction is also one of the possible mechanisms for the occurrence of rogue waves, such as in the Agulhas Current. When a wave group encounters an opposing current, the waves in the group may pile up on top of each other which will propagate into a rogue wave.