Towards the identification of warning criteria: Analysis of a ship accident database

Toffoli, Alessandro; Lefèvre, Jean‐Michel; Bitner‐Gregersen, Elzbieta M.; Monbaliu, Jaak

doi:10.1016/j.apor.2006.03.003

Cited by 189 publications

(109 citation statements)

References 6 publications

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“…It is believed by now that rogue waves have been a major cause of more than 200 accidents over the past two decades, including the loss of supertankers and container ships exceeding 200 m in length (ABC Science Online, 2011). It has been documented that extreme waves can lead to a ship accident (Toffoli et al, 2005).…”

Section: Introductionmentioning

confidence: 99%

Rogue waves in 2006–2010

Nikolkina

Didenkulova

2011

Nat. Hazards Earth Syst. Sci.

141

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Abstract. The evidence of rogue wave existence all over the world during last five years (2006)(2007)(2008)(2009)(2010) has been collected based mainly on mass media sources. Only events associated with damage and human loss are included. The waves occurred not only in deep and shallow zones of the World Ocean, but also at the coast, where they were manifested as either sudden flooding of the coast or high splashes over steep banks or sea walls. From the total number of 131 reported events, 78 were identified as evidence of rogue waves (which are expected to be at least twice larger than the significant wave height). The background significant wave height was estimated from the satellite wave data. The rogue waves at the coast, where the significant wave height is unknown or meaningless, were selected based on their unexpectedness and hazardous character. The statistics built on the selected 78 events suggests that extreme waves cause more damage in shallow waters and at the coast than in the deep sea and can be used for hazard assessment of the rogue wave phenomenon.

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Section: Introductionmentioning

confidence: 99%

Rogue waves in 2006–2010

Nikolkina

Didenkulova

2011

Nat. Hazards Earth Syst. Sci.

141

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“…It has been realised that in many situations, extreme single waves can cause significant damage to marine structures and even lead to failure, and a numCorrespondence to: I. Didenkulova (ira@cs.ioc.ee) 1 taken to be waves whose height is 2 or more times greater than the significant wave height ber of ship accidents have been caused by freak waves (Toffoli et al, 2005;Didenkulova et al, 2006). As a result, much attention has been paid to freak wave occurrence in the deep part of the ocean with regards to ship accidents and damage to ocean platforms.…”

Section: Introductionmentioning

confidence: 99%

“…As a result, much attention has been paid to freak wave occurrence in the deep part of the ocean with regards to ship accidents and damage to ocean platforms. The North and Norwegian Sea, from which many accidents have been reported, has become a focus of intense study of freak waves (Magnusson et al, 1999;Bitner-Gregersen and Magnusson, 2004;Guedes Soares et al, 2004;Stansell, 2004;Walker et al, 2004;Petrova et al, 2006;Krogstad et al, 2008;Olagnon, 2008), but extreme wave data have also been analysed for the Mediterranean (Prevosto et al, 2000), Japan Sea (Mori and Yasuda, 2002), Gulf of Mexico (Al-Humoud et al, 2002) and Kuwaiti territorial waters (Neelamani et al, 2007). Different theoretical models of freak wave generation have been developed (Olagnon and Athanassoulis, 2001;MaxWave, 2003;Kharif and Pelinovsky, 2003;Kharif et al, 2009).…”

Section: Introductionmentioning

confidence: 99%

Freak waves of different types in the coastal zone of the Baltic Sea

Didenkulova

Anderson

2010

Nat. Hazards Earth Syst. Sci.

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Abstract. We present a statistical analysis of freak waves 1 measured during the 203 h of observation on sea surface elevation at a location in the coastal zone of the Baltic Sea (2.7 m depth) during June-July 2008. The dataset contains 97 freak waves occurring in both calm and stormy weather conditions. All of the freak waves are solitary waves, 63% of them having positive shape, 17.5% negative shape and 19.5% sign-variable shape. It is suggested that the freak waves can be divided into two groups. Those of the first group, which includes 92% of the freak waves, have an amplification factor (ratio of freak wave height to significant wave height) which does not vary from significant wave height and has values largely within the range of 2.0 to 2.4; while for the second group, which contain the most extreme freak waves, amplification factors depend strongly on significant wave height and can reach 3.1. Analysis based on the Generalised Pareto distribution is used to describe the waves of the first group and lends weight to the identification of the two groups. It is suggested that the probable mechanism of the generation of freak waves in the second group is dispersive focussing. The time-frequency spectra of the freak waves are studied and dispersive tracks, which can be interpreted as dispersive focussing, are demonstrated.

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“…In fact, there are many studies on the role of human factor in maritime accidents and incidents [9]. The related work pointed out that 75% to 96% of maritime causalities are linked to human error engaged with professional maritime transportation [2,5,10,11,12,13,14,15,16,17]. As reported by [18], human error contributes to 89-96% of collisions, 75% of fires and explosions, 79% of towing vessel groundings, 84-88% of tanker accidents, 75% of allusions.…”

Section: Introductionmentioning

confidence: 99%