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Template:Infobox airport/doc

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Usage
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The following blank template includes all of the available parameter names, except for repeating names used for runways and statistics. All parameters except name are optional; however, "IATA: none – ICAO: none", along with the heading "Summary", will always appear. Any unused parameters should be omitted, but can also be left blank if preferred. The use of flag icons with this infobox is discouraged.

Parameters
All parameters except name are optional.

Airport name
These parameters specify the airport name which is displayed at the top of the infobox.

 * name
 * The name of the airport in English, such as Warsaw Chopin Airport or Beijing Capital International Airport.

 * nativename
 * Airport name in a native language using Western characters (French, German, Spanish, etc.), such as Lotnisko Chopina w Warszawie. In such cases the native name should be in italics, see Manual of Style/Text formatting. Can also be used for two different names in the same language (see Region of Waterloo International Airport).

 * nativename-a
 * Airport name in a native language with non-Western characters (Chinese, Japanese, Korean, Arabic, etc.), such as 北京首都国际机场.

 * nativename-r
 * Use in conjunction with above for Romanized name of the airport, such as Běijīng Shǒudū Guójì Jīcháng. In such cases the Romanized name should be in italics, see Manual of Style/Text formatting.

Airport image
These parameters specify an airport photograph or logo which is displayed below the title. A second image can also be displayed below the first image by using the parameter names ending with a "2".
 * ensign
 * Optional small ensign

 * image / image2
 * The name of image file, such as  or   (do not include the   or   prefix).

 * image_alt / image2_alt
 * Alternative text for the images.

 * image_size / image2_size
 * image-width / image2-width
 * The image size or width in pixels, i.e., 175 (defaults to 220 if not specified).
 * May be used for smaller images which would appear distorted when expanded to a width of 220px.

 * caption / caption2
 * Text displayed beneath the image. If left blank or omitted, a caption will not be displayed.
 * This should only be used for photographs that require an explanation; it should be omitted for airport logos and may be omitted for photographs.

Airport codes
These parameters specify airport location identifiers which are displayed below the image (or below title if there is no image):

 * IATA
 * The airport's three character IATA location identifier. If omitted or left blank it will display as IATA: none.

 * ICAO
 * The airport's four character ICAO location identifier. If omitted or left blank it will display as ICAO: none.

 * FAA
 * The three or four character FAA location identifier for airports in the United States. If omitted or left blank, nothing is displayed.

 * TC
 * The three or four character Transport Canada location identifier for airports in Canada. If omitted or left blank, nothing is displayed.

 * LID
 * A location identifier for airports outside the US or Canada, if other than ICAO or IATA codes. If omitted or left blank, nothing is displayed.

 * GPS
 * A Global Positioning System code for the airport, if other than ICAO or IATA codes. If omitted or left blank, nothing is displayed.

 * WMO
 * The World Meteorological Organization five digit code for the weather station at the airport. If omitted or left blank, nothing is displayed.

Airport summary
These parameters specify airport details for the "Summary" section displayed below the airport codes.

 * type
 * Airport type should be one of the following: Public, Private, Military or Military/Public. Do not use Commercial, General or Civil.

 * owner-oper
 * If the airport is owned and operated by the same entity, use this in place of owner and operator.

 * owner
 * Name of the airport owner.

 * operator
 * Name of the airport operator, if not the owner.

 * city-served
 * If the airport is associated with a major city but actually located in a smaller town, list the major city here and the smaller town under location. This is not automatically linked, in order to allow multiple links if needed.
 * Example:
 * Result: Paris

 * location
 * Name of the town or city where the airport is located. Do not put the airport's street address in this field. This is not automatically linked, in order to allow multiple links if needed.
 * Example:
 * Result: Orly, France

 * opened
 * The date when the airport originally opened for commercial service.
 * Example:
 * Result: September 22, 1989

 * closed
 * The date when the airport closed, either temporarily or permanently, along with reason for closing (for presently closed airports only). Use.

 * passenger_services_ceased
 * The date when passenger services to the airport ceased due to conversion of the airport for another use, along with the new use for the airport. Only for airports that previously had passenger services. Use.

 * hub
 * If the airport serves as a hub, list the airlines here in alphabetical order. This is not automatically linked, in order to allow multiple links if needed. Use if the list is long.
 * Example:

 * Result:
 * British Airways
 * EasyJet
 * Virgin Atlantic

 * focus_city
 * If the airport serves as a focus city, list the airlines here in alphabetical order. See discussion at Wikipedia talk:WikiProject Airports. Use if the list is long.

 * operating_base
 * If the airport serves as an operating base for an airline, list it here in alphabetical order, unless the airline is already listed under hub or focus_city. This parameter is most commonly used for Ultra-low cost airlines which do not have hubs or focus cities. Use if the list is long.

 * timezone and utc
 * Will give the time zone that the airport is in, can be linked. A list can be found at List of time zones by country.
 * Timezone is optional, but if it is used, then utc must be used as well, can be linked. A list can be found at List of UTC time offsets.

 * summer and utcs
 * If the time zone observes daylight saving time this will give the zone that the airport is in, can be linked. A list can be found at List of time zones by country.
 * Summer is optional, but if it is used, then utcs must be used as well, can be linked. A list can be found at List of UTC time offsets.

 * elevation-f
 * Height above mean sea level, in feet.

 * elevation-m
 * Height above mean sea level, in metres.

 * website
 * External link to the airport's official website. See External links for more information.
 * Example:
 * Result: http://www.dfwairport.com/

Military airports
These optional parameters provide additional information for military airports. The parameter names are based on those used in Template:Infobox military structure. This allows the display of information from that template, without the need to include an additional infobox. See example 4 below.

 * built
 * The date when the structure was built, usually given in years.

 * used
 * The period during which the structure was in active military use, usually given in years.

 * commander
 * The current commanding officer, for structures currently in military use.

 * occupants
 * Any notable military units which occupy the structure.

Geographic coordinates
This template allows for the insertion of geographic coordinates in two different ways: you can either provide a complete template in the coordinates parameter, or you can provide the individual coordinate components (degrees, minutes, seconds, etc.) in the separate parameters described below. The latter method also allows you to insert a pushpin map with an automatically-placed airport icon and label (see below).

If you use both methods, then the coordinates parameter will be used in the infobox.

 * coordinates
 * Latitude and Longitude of airport, specified using the template. When entering the coordinates always ensure that the resultant map or image shows the airport. It is very easy to confuse "N" for "S" or "E" for "W". If used as shown below, this will also cause the airport to appear in Google Earth's Geographic Web Layer.
 * Example:
 * Result: 49.45444°N, 2.11278°W

Maps
This template provides three ways to include a map: as a simple image, or using interactive Mapframe maps, or using (with the coordinate parameters described above to automatically place a pushpin mark and label on a map).

Image map
Am image map can be displayed by providing a value for image_map. The remaining image_ parameters are optional.

 * image_map
 * The name of an image to use as a map, such as  (do not include the   or   prefix).

 * image_mapsize
 * (optional) The width to display the image map, in pixels. Just the number, no " ". If omitted or left empty, defaults to 220.

 * image_map_alt
 * (optional) Alt text for the image map. If left blank or omitted, this defaults to same text used in  (or Location of  if no caption).

 * image_map_caption
 * (optional) Caption to display below the image map. If left blank or omitted, a caption will not be displayed.

Location/pushpin map
A location map can be displayed by providing values for coordinates, and pushpin_map. The remaining pushpin_ parameters are optional.

 * pushpin_map
 * The name of a location map as per Template:Location map (e.g. Indonesia or Russia). The coordinates parameter values position a pushpin mark and label on the map automatically.

 * pushpin_mapsize
 * (optional) The width to display the pushpin map, in pixels. Just the number, without " ". If omitted or left empty, defaults to 220.

 * pushpin_map_alt
 * (optional) Alt text for the pushpin map.

 * pushpin_map_caption
 * (optional) Caption to display below the pushpin map. If left blank or omitted, a caption will not be displayed.

 * pushpin_relief
 * (optional) Any non-blank value (yes, 1, etc.) will cause the template to display a relief map image, where available (see example 1). For additional information, see Template:Location map.

 * pushpin_image
 * (optional) Name of an alternative map image, which must have the same edge coordinates as the location map template specified via pushpin_map (see example 5). Do not include the  or   prefix. For additional information, see Template:Location map.

 * pushpin_label
 * (optional) The text of the label to place next to the pushpin mark (see example 1). The default is the value of the name parameter.

 * pushpin_label_position
 * (optional) The position of the label on the pushpin map relative to the pushpin mark (see example 5). Valid values are,  ,   and  . This defaults to either   or  , depending on the coordinates of the marker and its position relative to the right border of the map image.

 * pushpin_mark
 * (optional) The name of an image to display as the pushpin mark (see example 5). The default is  ( Airplane silhouette.svg ).

 * pushpin_marksize
 * (optional) The size of the mark in pixels (see example 5). The default is 10. Do not include, for example:  , not.

Infobox control
These parameters control how certain fields within the infobox are displayed.

 * metric-elev
 * Set to any value to display elevation in metric units (metres) before imperial/US units (feet); leave blank to display imperial/US units first. This can be seen in example 1.

 * metric-rwy
 * Set to any value to display runway length in metric units (metres) before imperial/US units (feet); leave blank to display imperial/US units first. Examples 1 and 2 below show the runway length with metres first; example 3 and 4 show it with feet before metres.

Runways
These parameters specify details for each runway in the "Runways" section displayed below the summary. This can also be used to specify water landing areas for seaplanes (see Fairbanks International Airport). Parameters start with r1- for the first runway, r2- for the second runway, up to r8- for the eighth runway (if more are needed, leave a message on the talk page). Each airport should have at least one runway.

 * rn-number (r1-number, r2-number, ...)
 * The designation of the runway, normally two numbers like this → 02/20, 1st number is 18 lower than the 2nd. Where there are parallel runways an additional letter is added to each number, for example "L" for left, "R" for right and "C" for center. In certain cases a runway will only have one number when it can only be used in one direction. For airports in the United States the leading zero is not used and the designation should read 2/20.

 * rn-length-f (r1-length-f, r2-length-f, ...)
 * Runway length in feet.

 * rn-length-m (r1-length-m, r2-length-m, ...)
 * Runway length in metres.

 * rn-surface (r1-surface, r2-surface, ...)
 * Runway surface type, such as: Concrete, Asphalt, Gravel, Grass (or Turf), Dirt, Water, etc. Avoid the generic type "Paved" if possible.

Helipads
These parameters specify details for each helipad in the "Helipads" section displayed below the runways. Parameters start with h1- for the first helipad, h2- for the second helipad, up to h12- for the twelfth helipad (if more are needed, leave a message on the talk page). This section is optional and only appears if the h1- parameters are specified. See example 1 and example 3 below.

 * hn-number(h1-number, h2-number, ...)
 * The designation of the helipad. In the United States this is usually the letter "H" followed by a number, i.e. "H1", "H2", etc.

 * hn-length-f (h1-length-f, h2-length-f, ...)
 * Helipad length in feet.

 * hn-length-m (h1-length-m, h2-length-m, ...)
 * Helipad length in metres.

 * hn-surface (h1-surface, h2-surface, ...)
 * Helipad surface type, such as: Concrete, Asphalt, etc. Avoid the generic type "Paved" if possible.

Statistics
These parameters specify details for an optional "Statistics" section displayed below the runways and helipads. Parameters start with stat1- for the first statistic, stat2- for the second statistic, etc. This section only appears if the stat1- parameters are specified. See example 1 and example 3 below.

 * statn-header (stat1-header, stat2-header, ...)
 * A brief description of each statistic, such as Passengers or Aircraft operations.

 * statn-data (stat1-data, stat2-data, ...)
 * The data associated with the corresponding header.

 * stat-year
 * The calendar year for the statistics. This is displayed in parentheses after the word "Statistics" in the section header.

Example 1
Warsaw Chopin Airport

This example shows the appearance of the infobox without an image.

It also shows the use of the parameters for latitude, longitude, and location/pushpin map.

Note: helipad information added to illustrate function of  parameter.

Example 2
Beijing Capital International Airport

This example shows the appearance of the infobox with an image and a caption.

It also uses both the  and   parameters.

Example 3
Dallas–Fort Worth International Airport

Example 4
Wright–Patterson Air Force Base

This infobox shows the use of an image and linked text over the blue background in title area. It also makes use of some of the fields used for military airports.

Example 5
Buri Ram Airport

This infobox shows the use optional parameters for the location/pushpin map.

TemplateData
{	"format": "\n", "params": { "name": { "label": "Name", "type": "string", "required": false, "description": "The name of the airport in English", "default": "" },		"nativename": { "label": "Nativename", "type": "string", "required": false, "description": "Airport name in a native language using Western characters (French, German, Spanish, etc.)" },		"nativename-a": { "label": "Nativename-a", "type": "string", "required": false, "description": "Airport name in a native language with non-Western characters (Chinese, Japanese, Korean, Arabic, etc.), such as ????????." },		"nativename-r": { "label": "Nativename-r", "type": "string", "required": false, "description": "Use in conjunction with above for Romanized name of the airport. In such cases the Romanized name should be in italics." },		"ensign": { "label": "Ensign", "type": "content", "required": false, "description": "A small ensign using image syntax.", "example": "" },		"image": { "label": "Image", "type": "wiki-file-name", "required": false, "description": "The name of image file, such as Airport.png or Logo.gif (do not include the File: or Image: prefix)." },		"image_size": { "label": "Image size or width", "aliases": ["image-width"], "type": "number", "required": false, "description": "The image size or width in pixels, e.g., 175 (defaults to 220 if not specified).", "example": "175", "default": "220" },		"image_alt": { "label": "Image alternative text", "type": "string", "required": false, "description": "Alternative text for the images." },		"caption": { "label": "Caption", "type": "string", "required": false, "description": "Text displayed beneath the image. If left blank or omitted, a caption will not be displayed. This should only be used for photographs that require an explanation; it should be omitted for airport logos and may be omitted for photographs." },		"image2": { "label": "Image2", "type": "wiki-page-name", "required": false, "description": "The name of image file, such as Airport.png or Logo.gif (do not include the File: or Image: prefix)." },		"image2_size": { "label": "Image2 size or width", "aliases": ["image2-width"], "type": "number", "required": false, "description": "The image size or width in pixels, e.g., 175 (defaults to 220 if not specified). This should only be used for smaller images which would appear distorted when expanded to a width of 220px.", "example": "175", "default": "220" },		"image2_alt": { "label": "Image2 alternative text", "type": "string", "required": false, "description": "Alternative text for the images." },		"caption2": { "label": "Caption2", "type": "string", "required": false, "description": "Text displayed beneath the image. If left blank or omitted, a caption will not be displayed. This should only be used for photographs that require an explanation; it should be omitted for airport logos and may be omitted for photographs." },		"IATA": { "label": "IATA", "type": "string", "required": false, "description": "The airport's three character IATA location identifier. If omitted or left blank it will display as IATA: none." },		"ICAO": { "label": "ICAO", "type": "string", "required": false, "description": "The airport's four character ICAO location identifier. If omitted or left blank it will display as ICAO: none." },		"FAA": { "label": "FAA", "type": "string", "required": false, "description": "The three or four character FAA location identifier for airports in the United States. If omitted or left blank, nothing is displayed." },		"TC": { "label": "TC", "type": "string", "required": false, "description": "The three or four character Transport Canada location identifier for airports in Canada. If omitted or left blank, nothing is displayed." },		"LID": { "label": "LID", "type": "string", "required": false, "description": "A location identifier for airports outside the US or Canada, if other than ICAO or IATA codes. If omitted or left blank, nothing is displayed." },		"GPS": { "label": "GPS", "type": "string", "required": false, "description": "A Global Positioning System code for the airport, if other than ICAO or IATA codes. If omitted or left blank, nothing is displayed." },		"WMO": { "label": "WMO", "type": "string", "required": false, "description": "The World Meteorological Organization five digit code for the weather station at the airport. If omitted or left blank, nothing is displayed." },		"type": { "label": "Type", "type": "string", "required": false, "description": "Airport type should be one of the following: Public, Private, Military or Military/Public. Do not use Commercial, General or Civil." },		"owner-oper": { "label": "Owner-Operator", "type": "string", "required": false, "description": "If the airport is owned and operated by the same entity, use this in place of owner and operator." },		"owner": { "label": "Owner", "type": "string", "required": false, "description": "Name of the airport owner." },		"operator": { "label": "Operator", "type": "string", "required": false, "description": "Name of the airport operator, if not the owner." },		"city-served": { "label": "city-served", "type": "string", "required": false, "description": "If the airport is associated with a major city but actually located in a smaller town, list the major city here and the smaller town under location. This is not automatically linked, in order to allow multiple links if needed.", "aliases": [ "area-served" ]		},		"location": { "label": "Location", "type": "string", "required": false, "description": "Name of the town or city where the airport is located. Do not put the airport's street address in this field. This is not automatically linked, in order to allow multiple links if needed." },		"opened": { "label": "Opened", "type": "string", "required": false, "description": "The date when the airport originally opened for commercial service." },		"closed": { "label": "Closed", "type": "string", "required": false, "description": "The date when the airport closed, either temporarily or permanently, along with reason for closing (for presently closed airports only). Use ." },		"passenger_services_ceased": { "label": "Passenger Services Ceased", "type": "string", "required": false, "description": "The date when passenger services to the airport ceased due to conversion of the airport for another use, along with the new use for the airport. Only for airports that previously had passenger services. Use ." },		"hub": { "label": "Hub", "type": "string", "required": false, "description": "If the airport serves as an hub, list the airlines here. This is not automatically linked, in order to allow multiple links if needed. Use if the list is long." },		"focus_city": { "label": "Focus City", "type": "string", "required": false, "description": "If the airport serves as a focus city" },		"built": { "label": "Built", "type": "line", "required": false, "description": "The date when the structure was built, usually given in years." },		"used": { "label": "Used", "type": "string", "required": false, "description": "The period during which the structure was in active military use, usually given in years." },		"commander": { "label": "Commander", "type": "string", "required": false, "description": "The current commanding officer, for structures currently in military use." },		"occupants": { "label": "Occupants", "type": "string", "required": false, "description": "Any notable military units which occupy the structure." },		"timezone": { "label": "Timezone", "type": "number", "required": false, "description": "Will give the time zone that the airport is in, can be linked. A list can be found at List of time zones by country. Timezone is optional, but if it is used, then utc must be used as well, can be linked. A list can be found at List of UTC time offsets." },		"utc": { "label": "UTC", "type": "number", "required": false, "description": "UTC time of the airport" },		"summer": { "label": "Summer", "type": "string", "required": false, "description": "If the time zone observes daylight saving time this will give the zone that the airport is in, can be linked. A list can be found at List of time zones by country. " },		"utcs": { "label": "UTCS", "type": "string", "required": false, "description": "Summer is optional, but if it is used, then utcs must be used as well, can be linked. A list can be found at List of UTC time offsets." },		"elevation-f": { "label": "Elevation In Feet", "type": "number", "required": false, "description": "Height above mean sea level, in feet." },		"elevation-m": { "label": "Elevation In Metres", "type": "number", "required": false, "description": "Height above mean sea level, in metres." },		"metric-elev": { "label": "Metric-elevation", "type": "number", "required": false, "description": "Set to any value to display elevation in metric units (metres) before imperial/US units (feet); leave blank to display imperial/US units first." },		"coordinates": { "label": "Coordinates", "type": "number", "required": false, "description": "Latitude and Longitude of airport, specified using the °N, °W template" },		"website": { "label": "Website", "type": "string", "required": false, "description": "External link to the airport's official website" },		"image_map": { "label": "Image Map", "type": "wiki-page-name", "required": false, "description": "The name of an image to use as a map, such as Airport_map.png (do not include the File: or Image: prefix)." },		"image_mapsize": { "label": "Image Mapsize", "type": "number", "required": false, "description": " The width to display the image map, in pixels. Just the number, no \"px\". If omitted or left empty, defaults to 220.", "default": "220" },		"image_map_alt": { "label": "Image Map Alternative", "type": "string", "required": false, "description": " Alt text for the image map. If left blank or omitted, this defaults to same text used in image_map_caption (or Location of if no caption."		},		"image_map_caption": {			"label": "Image Map Caption",			"type": "string",			"required": false,			"description": "Caption to display below the image map. If left blank or omitted, a caption will not be displayed."		},		"pushpin_map": {			"label": "Pushpin Map",			"type": "string",			"required": false,			"description": "The name of a location map as per Template:Location map (e.g. Indonesia or Russia). The coordinates field position a pushpin mark and label on the map automatically."		},		"pushpin_mapsize": {			"label": "Pushpin Mapsize",			"type": "number",			"required": false,			"description": " The width to display the pushpin map, in pixels. Just the number, without \"px\". If omitted or left empty, defaults to 220.",			"default": "220" },		"pushpin_map_alt": { "label": "Pushpin Map Alternative", "type": "string", "required": false, "description": " Alt text for the pushpin map." },		"pushpin_map_caption": { "label": "Pushpin Map Caption", "type": "string", "required": false, "description": "Caption to display below the pushpin map. If left blank or omitted, a caption will not be displayed." },		"pushpin_relief": { "label": "Pushpin Relief", "type": "string", "required": false, "description": " Any non-blank value (yes, 1, etc.) will cause the template to display a relief map image, where available (see example 1). For additional information, see Template:Location map#Relief parameter." },		"pushpin_image": { "label": "Pushpin Image", "type": "wiki-page-name", "required": false, "description": " Name of an alternative map image, which must have the same edge coordinates as the location map template specified via pushpin_map" },		"pushpin_label": { "label": "Pushpin Label", "type": "string", "required": false, "description": "The text of the label to place next to the pushpin mark. The default is the value of the name parameter." },		"pushpin_label_position": { "label": "Pushpin Label Position", "type": "string", "required": false, "description": " The position of the label on the pushpin map relative to the pushpin mark (see example 5). Valid values are left, right, top and bottom. This defaults to either left or right, depending on the coordinates of the marker and its position relative to the right border of the map image." },		"pushpin_mark": { "label": "Pushpin Mark", "type": "string", "required": false, "description": "The name of an image to display as the pushpin mark.", "default": "Airplane silhouette.svg" },		"pushpin_marksize": { "label": "Pushpin Marksize", "type": "number", "required": false, "description": " The size of the mark in pixels" },		"r1-number": { "label": "r1-Number", "type": "number", "required": false, "description": "The designation of the runway, normally two numbers like this ? 02/20, 1st number is 18 lower than the 2nd. Where there are parallel runways an additional letter is added to each number, for example \"L\" for left, \"R\" for right and \"C\" for center. In certain cases a runway will only have one number when it can only be used in one direction. For airports in the United States the leading zero is not used and the designation should read 2/20." },		"r1-length-f": { "label": "r1-Length-In Feet", "type": "number", "required": false, "description": "Runway length in feet." },		"r1-length-m": { "label": "r1-Length-In Metres", "type": "number", "required": false, "description": "Runway length in metres." },		"r1-surface": { "label": "r1-Surface", "type": "string", "required": false, "description": "Runway surface type, such as: Concrete, Asphalt, Gravel, Grass (or Turf), Dirt, Water, etc. Avoid the generic type \"Paved\" if possible." },		"metric-rwy": { "label": "Metric-runway", "type": "string", "required": false, "description": "Set to any value to display runway length in metric units (metres) before imperial/US units (feet); leave blank to display imperial/US units first" },		"h1-number": { "label": "h1-Number", "type": "number", "required": false, "description": "The designation of the helipad. In the United States this is usually the letter \"H\" followed by a number, i.e. \"H1\", \"H2\", etc." },		"h1-length-f": { "label": "h1-Length-In Feet", "type": "number", "required": false, "description": "Helipad length in feet." },		"h1-length-m": { "label": "h1-Length-Metre", "type": "number", "required": false, "description": "Helipad length in metres." },		"h1-surface": { "label": "h1-Surface", "type": "string", "required": false, "description": "Helipad surface type, such as: Concrete, Asphalt, etc. Avoid the generic type \"Paved\" if possible." },		"stat1-header": { "label": "Stat1-Header", "type": "string", "required": false, "description": "A brief description of each statistic, such as Passengers or Aircraft operations." },		"stat1-data": { "label": "Stat1-Data", "type": "string", "required": false, "description": "The data associated with the corresponding header." },		"stat-year": { "label": "Stat-Year", "type": "line", "required": false, "description": "The calendar year for the statistics. This is displayed in parentheses after the word \"Statistics\" in the section header." },		"footnotes": { "label": "Footnotes", "type": "string", "required": false, "description": "The most common use for this field is to give sources or references for the data displayed in the infobox" }	} }

title: Template:Infobox airport/doc


text:
Terme River

The Terme River (Terme Çayı; Thermeh; Θερμώδων, rendered Thermodon ) is a short river in Samsun Province, Turkey draining into the Black Sea. Its sources are in the Pontic Mountains. It runs through the fertile Çarşamba plain to Salıpazarı, where it splits into three tributaries. The city of Terme is on the river, about 5 km from its mouth.

The ancient name of the river is the Thermodon, and the surrounding region was the Pontus. In antiquity, its mouth was about "three plethra" wide (ca. 300 feet ), and it was navigable. The river, said by Strabo to have "its many sources near Phanaroea... [in] many streams" (which is not true; perhaps he was thinking of the Iris), was "very often noticed by ancient writers", and its mouth was near the town of Themiscyra. Starting with Dionysius Periegetes, in his Periegesis of the World, the Thermodon is often confused with the Iris River (modern Yeşilırmak), which is much larger, flows through Phanaroea, and carries much more sediment.

In Greek mythology, the Thermodon was the location of the plain and capital, Themiscyra, where the Amazons dwelt.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Terme River


text:
O'Neil Ford

O'Neil Ford (December 3, 1905 – July 20, 1982) was an American architect of the mid-20th century in Texas, and a leading architect of the American Southwest. He is considered one of the nation's best unknown architects, and his designs merged the modernism of Europe with the indigenous qualities of early Texas architecture. In 1974 he was designated a National Historic Landmark by the National Council on the Arts, the only individual to ever be given that title.

Biography
O'Neil Ford was born in Pink Hill, in Grayson County, Texas, in 1905. His family moved to Denton, in 1917 after the death of his father. He enrolled in North Texas State Teachers College (University of North Texas) for two years, but financial burdens forced him to abandon his efforts of a formal education. Instead, he earned an architectural certificate by mail from the International Correspondence Schools of Scranton, Pennsylvania.

In 1926, he began a long partnership with regional architects and was first mentored by architect David R. Williams. Together, they produced a number of fine regional houses of native brick, wood, and stone in north-central Texas. He entered into private practice in 1934 and worked with a series of partners within Texas beginning in 1936. His first residence designed in the modern style was at Turtle Creek Park in that year.

Ford was influenced by the tradition of the English Arts and Crafts movement and its attempt to combine architecture and visual arts. A strong preservationist, he helped launch Texas architecture on a new path by showing that its roots were deep and often beautiful. His well-crafted structures were composed of brick, glass, and wood, and were intimately tied to their settings. He enlisted his brother Lynn, a master carver and sculptor, to create custom doors, screens, and louvered grates.

Ford was elected a Fellow of the American Institute of Architects in 1960. He was appointed to the National Council on the Arts by President Lyndon B. Johnson, and in 1974, Ford himself was designated a National Historic Landmark by the council (the only individual to ever be given that title). In 1967, he was elected into the National Academy of Design as an Associate Academician.

O'Neil Ford resided in San Antonio until his death in 1982 at age 76. His funeral was held on the campus of Trinity University in Margarite B. Parker Chapel, which he designed. In 2001, his drawings were donated by his widow, Wanda Graham Ford, to the Alexander Architectural Archive at the University of Texas at Austin. The gift included 5,540 original architectural drawings, 5,484 prints, 40 presentation drawings, 39 presentation sketches, and 63 sheets of photographic materials.

Significant work
Ford designed several buildings in Denton, among them the Little Chapel in the Woods, renovations at the Emily Fowler Public Library, the Denton Civic Center, Denton's City Hall, and several buildings at the Selwyn School. Because his designs form much of Denton's identity, a Texas historical marker honoring Ford was dedicated at the Emily Fowler Library in 2009.

Other Dallas works by Ford include much of the University of Dallas campus in Irving, Texas. He designed the Braniff Memorial Tower, the Braniff Graduate Center, the Gorman Lecture Center, parts of the art village, the Haggar University Center, and the Haggerty Science Building. Ford was awarded an honorary doctorate by the university in 1976.

Many of Ford's works are in San Antonio, where he lived for much of his life. They include the renovation of La Villita, the campus of Saint Mary's Hall, the University of Texas at San Antonio main campus, and the Tower of the Americas. On the campus of Trinity University, also located in San Antonio, are 26 O'Neil Ford-designed buildings, whose distinctive "Bridgeport pink" bricks and innovative lift slab building process are representative of his iconic architectural style. In June 2018, the campus of Trinity University was added to the National Register of Historic Places to highlight the architectural legacy of O'Neil Ford.

While constructing the Saint Mary's Hall campus, O'Neil Ford strove to create a learning environment that merged the outdoors with the classroom. It is impossible to walk to classes at Saint Mary's Hall without being outdoors.

Other significant works include Hedrick House (a residence for the Hedrick family, a prominent family in Lewisville, Texas, now owned by the city), buildings at Skidmore College and several facilities around the world designed for Texas Instruments. Shortly before his death, he completed the design of the building of the Museum of Western Art in Kerrville in the Texas Hill Country.

The San Antonio architectural firm of Ford, Powell and Carson carries on his name.

title: O'Neil Ford


text:
User:Braaropolis/time archives

 05/24/2004 00:02 AM - 00:35 AM--0 hrs  33 mins

Total since 5/24/04-0 hrs  33 mins

title: User:Braaropolis/time archives


text:
MVP Baseball (video game series)

MVP Baseball was a baseball game series published by EA Sports, running from 2003 to 2007 with five games produced. In 2003, MVP became the official successor to EA's long-running Triple Play Baseball series, and it simulated Major League Baseball from 2003 to 2005. However, an exclusive licensing deal between Major League Baseball and Take-Two Interactive in 2005 prohibited EA Sports from making another MLB game until 2012. In response, EA made NCAA college baseball games in 2006 and 2007, but discontinued the series in 2008 because of poor sales.

MVP Baseball 2003
MVP Baseball 2003 was released in 2003 as the successor to EA's Triple Play games, though it bore little more than a graphical similarity to its predecessors, which had been heavily maligned by critics in the series' final years.

Introducing an innovative pitch meter and zone-based hitting system (see below), MVP 2003 was well received by critics, most of whom considered the game's overhaul to be a major improvement over Triple Play′s last entry. At the review-aggregation site Metacritic, MVP 2003 was given a score of 81/100 for the PlayStation 2 and 82/100 for the Xbox.

Randy Johnson and Miguel Tejada were the cover players.

The 2003 game is the last game that uses a points system for player's salary, starting with the 2004 game an actual dollar amount is used for salaries. The 2003 game does not penalize a user for releasing a player during the season in franchise mode, whereas the 2004 and 2005 games invoke a salary penalty for releasing a player under contract.

MVP Baseball 2004 & 2005
Building on MVP 2003's surprisingly successful rookie effort, the 2004 edition made major refinements to both the game's control scheme and its dynasty mode. In a baseball gaming first, MVP 2004 was licensed by both the MLB and Minor League Baseball, featuring real minor-league teams at the Class AA & AAA levels. These improvements netted the PS2 and Xbox versions of MVP 2004 twin scores of 90/100 at Metacritic, far outpacing the competing All-Star Baseball 2005 and ESPN Major League Baseball. GameSpot named MVP Baseball 2004 the best PlayStation 2 game of March 2004. It received a runner-up position in GameSpot's 2004 "Best Traditional Sports Game" award category across all platforms, losing to ESPN NFL 2K5.

Albert Pujols was the cover player for the 2004 installment of the series.

MVP Baseball 2005 brought subtle changes to the MVP 2004 formula, including a "hitter's eye" system with color codes that helped players identify pitch types out of the pitcher's hand, as well as an owner mode, the addition of Class A minor-league teams to dynasty mode, and spring training minigames. Reviewers continued to rate MVP highly, with Metacritic scores of 86 and 87 for the Xbox and PS2 versions, respectively, though MVP 2005′s marks were slightly lower than those of its predecessor. Even so, the game still edged out 2k Sports' Major League Baseball 2K5 among critics.

Reigning World Series MVP Manny Ramirez was featured on the cover of the 2005 installment of the series.

In 2005, MVP Baseball released for PlayStation Portable.

Exclusive licensing deal
In 2005, in response to EA Sports' exclusive license with the National Football League and ESPN, Take-Two Interactive signed an exclusive third-party licensing contract with Major League Baseball (MLB), MLBPA and MLBAM to produce MLB games in its 2K Sports series, making MVP Baseball 2005 the last MLB game in the series. The agreement, which ran from Spring 2006 to 2012, allowed only Take-Two Interactive and the console manufacturers Sony, Microsoft, and Nintendo to produce MLB titles for their respective platforms, but barred other third party developers such as EA Sports from continuing or developing their own MLB games.

MVP Baseball 2005 was the last official MLB release from EA Sports, also official support for the game ended. Despite that, a very active modding community exists for the PC version of the game, who kept the game up-to-date the last decade. Modders have added much to the game, including roster updates, uniforms, players, and stadiums, as well as total conversions for foreign and classic teams.

MVP: NCAA Baseball
Barred from making MLB games, EA Sports made college baseball games for 2006 and 2007. Both editions of MVP: NCAA Baseball were officially licensed by the NCAA and released for the Xbox and PlayStation 2. The games featured actual NCAA teams and stadiums, though there were no real players.

A new "load and fire" batting system was integrated in 2006, to be followed by the addition of a "rock and fire" pitching system in 2007, both features that would later be emulated by MLB 11: The Show and Major League Baseball 2K11 on seventh-generation consoles. The 2007 installment also featured online integration with ESPN, including commentary from Mike Patrick and former Stanford All-American Kyle Peterson. Former University of Texas star David Maroul was featured on the cover of MVP 06, while MVP 07′s cover athlete was former Long Beach State pitcher Jered Weaver.

MVP Baseball Online
In South Korea, EA has released 3 games called MVP Baseball Online 2012–2014.

Possible revival
In March 2011, EA Sports released an MLB-licensed game for Facebook called World Series Superstars, which simulates team management, leading to speculation that MVP Baseball would return to consoles after the 2K Sports licensing deal expired in 2012.

In June 2013, EA Sports executive vice president Andrew Wilson told video game blog Polygon that "there is an inherent passion for baseball inside EA Sports", but that there were three barriers to EA's willingness to develop a new MLB title: the need for a modern game engine to power the game; EA's focus on other sports titles like NBA Live; and that the status of MLB's licensing agreement with 2K Sports was unclear to them. In April 2015, an EA Sports spokesman told Grantland that Wilson's comments were "still 'the most accurate reflection' of the company’s position on getting back into baseball: Maybe later, but not now".

Players
Until 2005, the game featured all players in the Major League Baseball Players Association (MLBPA), as well as fictionalized counterparts for players who are not in the union. Barry Bonds, while an MLBPA member, did not sign the common MLBPA licensing agreement and was replaced by the fictional Jon Dowd. Some players who are not members of the MLBPA were omitted completely. For example, Kevin Millar, who is not a member of the MLBPA, was omitted completely from the 2004 edition, with David Ortiz leaving his real-life designated hitter spot and filling in at first base for the Boston Red Sox. In MVP Baseball 2005, he was replaced by the fictional Anthony Friese.

MVP Baseball 2004 featured a unique addition to any baseball game, allowing users to play as the Minor League affiliations of Major League teams, a feature that was expanded in the following year. Various editions of the game have featured Randy Johnson, Miguel Tejada, Albert Pujols, and Manny Ramírez on its cover. Of those four, Tejada and Pujols have won Most Valuable Player (MVP) awards during their careers, and the other two have been named MVPs of the World series. Randy Johnson has also won the Cy Young Award five times.

Innovations
Upon its release in 2003, one of the game's most inventive aspects was its pitch/throw meter. Until then, most baseball games' pitching schemes required players simply to press the button corresponding to the pitch they wanted to throw, and hold the button down for a certain length of time to determine how hard the pitch was thrown. In MVP Baseball, the player first holds down the pitch button (or throw button) to judge the power; once the desired power level is attained, the player must release the button and attempt to tap the same button within a target area. The closer the player gets to the target area, the more accurate the pitch or throw will be. While innovative within the field of baseball games, EA in fact adapted this feature from golf games, which often feature a moving meter to determine the power and accuracy of shots (golf games largely abandoned shot meters around the time that MVP Baseball introduced it).

The game also incorporated a strike zone divided into nine areas of the plate designed as "hot and cold zones". The feature uses color-coding with the colors red, white, and blue to represent the player's ability to hit pitches in the given area; red, white, and blue indicate whether the player hits well, neutrally, or poorly, respectively, in the given segment of the strike zone.

Soundtracks
Like all recent EA Sports games, the soundtrack to each MVP Baseball title contains licensed songs, called EA Trax. The MVP Baseball series typically featured alternative rock, ranging from mainstream artists like Sum 41 to indie acts like stellastarr*. The games featured several minor hits before they became popular such as "C'mon C'mon" by The Von Bondies which is also used as the theme song for the TV show Rescue Me.

2003 soundtrack:
 * The All-American Rejects – "Swing, Swing"
 * Boy Sets Fire – "Handful of Redemption"
 * The Donnas – "Who Invited You"
 * The Exies – "Without"
 * Hed PE – "Blackout"
 * Revis – "Caught in the Rain"
 * Burning Brides – "Arctic Snow"
 * OK Go – "Don't Ask Me"
 * Pacifier – "Bulletproof"
 * Shinedown – "Fly From the Inside"
 * Socialburn – "Everyone"
 * Soundtrack of Our Lives – "Sister Surround"
 * Sum 41 – "All Messed Up"
 * Taproot – "Poem"

2004 soundtrack:
 * Chronic Future – "Time and Time Again"
 * Hoodoo Gurus – "Bittersweet"
 * Lucky Boys Confusion – "Hey Driver"
 * Maxeen – "Please"
 * Seven Wiser – "Take Me As I Am"
 * Snow Patrol – "Spitting Games"
 * Stellastarr – "My Coco"
 * Steriogram – "Walkie Talkie Man"
 * To My Surprise – "Get It to Go"
 * Trust Company – "Surfacing"
 * The Von Bondies – "C'mon C'mon"
 * Jonny Lives! – "Get Steady"
 * Home Town Hero – "Robbers"

2005 soundtrack:
 * ...And You Will Know Us by the Trail of Dead (called "...Trail of Dead" in the game) – "Let It Dive"
 * The Bravery – "An Honest Mistake"
 * Donots – "We Got the Noise"
 * Dropkick Murphys – "Tessie"
 * The High Speed Scene – "The IROC-Z Song"
 * Hot Hot Heat – "You Owe Me an IOU"
 * Louis XIV – "Finding Out True Love Is Blind"
 * Rock n Roll Soldiers – "Funny Little Feeling"
 * The Zutons – "Pressure Point"

2006 soundtrack:
 * Action Action – "Paper Cliche"
 * Aiden – "Die Romantic"
 * Bayside – "Devotion And Desire"
 * Hawthorne Heights – "This Is Who We Are"
 * Silverstein – "Smile In Your Sleep"
 * The Forecast – "These Lights"
 * The Audition – "Approach The Bench"
 * The Black Maria – "Organs"
 * The Junior Varsity – "Get Comfortable"
 * Waterdown – "Repeater"

title: MVP Baseball (video game series)


text:
Rogue wave

Rogue waves (also known as freak waves, monster waves, episodic waves, killer waves, extreme waves, and abnormal waves) are unusually large and unpredictable surface waves that can be extremely dangerous to ships and isolated structures such as lighthouses. They are distinct from tsunamis, which are often almost unnoticeable in deep waters and are caused by the displacement of water due to other phenomena (such as earthquakes). A rogue wave at the shore is sometimes called a sneaker wave.

In oceanography, rogue waves are more precisely defined as waves whose height is more than twice the significant wave height (H$s$ or SWH), itself defined as the mean of the largest third of waves in a wave record. Rogue waves do not appear 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. Recent research suggests sea state crest-trough correlation leading to linear superposition may be a dominant factor in predicting the frequency of rogue waves.

Among other causes, studies of nonlinear waves such as the Peregrine soliton, and waves modeled by the nonlinear Schrödinger equation (NLS), suggest that modulational instability can create an unusual sea state where a "normal" wave begins to draw energy from other nearby waves, and briefly becomes very large. Such phenomena are not limited to water and are also studied in liquid helium, nonlinear optics, and microwave cavities. A 2012 study reported that in addition to the Peregrine soliton reaching up to about three times the height of the surrounding sea, a hierarchy of higher order wave solutions could also exist having progressively larger sizes and demonstrated the creation of a "super rogue wave" (a breather around five times higher than surrounding waves) in a water-wave tank.

A 2012 study supported 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 holes have been replicated in experiments using water-wave tanks but have not been confirmed in the real world.

Background
Rogue waves are open-water phenomena, in which winds, currents, nonlinear phenomena such as solitons, and other circumstances cause a wave to briefly form that is far larger than the "average" large 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, 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 peak-to-peak distance between adjacent waves.) However, other situations can also give rise to rogue waves, particularly situations where nonlinear 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, rogue waves are now proven to exist and are known to be natural ocean phenomena. Eyewitness accounts from mariners, and damage inflicted on ships have long suggested they occur. Still, the first scientific evidence of their existence 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 m in a relatively low sea state. However, what caught the attention of the scientific community was the digital measurement of a rogue wave at the Draupner platform in the North Sea on January 1, 1995; called the "Draupner wave", it had a recorded maximum wave height of 25.6 m and peak elevation of 18.5 m. During that event, minor damage was inflicted on the platform far above sea level, confirming the validity of the reading made by a downwards pointing laser sensor.

Their existence has also since been confirmed by video and photographs, satellite imagery, radar of the ocean surface, stereo wave imaging systems, pressure transducers on the sea-floor, and 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 any scientific instruments in the open ocean, with a SWH of 18.5 m and individual waves up to 29.1 m. "In 2004 scientists using three weeks of radar images from European Space Agency satellites found ten rogue waves, each 25 m 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 a massive displacement of water, often resulting from sudden movements 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 (e.g., 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 are a purely statistical prediction of the highest wave likely to occur in 100 years in a particular body of water.

Rogue waves have now been proven to cause the sudden loss of some ocean-going vessels. Well-documented instances include the freighter MS München, lost in 1978. Rogue waves have been implicated in the loss of other vessels, including the Ocean Ranger, a semisubmersible mobile offshore drilling unit that sank in Canadian waters on 15 February 1982. In 2007, the United States' National Oceanic and Atmospheric Administration compiled a catalogue of more than 50 historical incidents probably associated with rogue waves.

Early reports
In 1826, French scientist and naval officer Captain Jules Dumont d'Urville reported waves as high as 33 m in the Indian Ocean with three colleagues as witnesses, yet he was publicly ridiculed by fellow scientist François Arago. In that era, the thought was widely held that no wave could exceed 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 survived; until the advent of steel double-hulled ships of the 20th century, "people who encountered 100 ft rogue waves generally weren't coming back to tell people about it."

Pre-1995 research
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). Still, 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 value equal to the average of the largest third, known as the significant wave height (SWH). In a storm sea with an SWH of 12 m, the model suggests hardly ever would a wave higher than 15 m occur. It suggests one of 30 m could indeed happen, but only once in 10,000 years. This basic assumption was well accepted, though acknowledged to be an approximation. Using 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, 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 67 ft. Draper also described freak wave holes.

Even as late as the mid-1990s, though, 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, "Under extraordinary circumstances, unusually large waves called rogue waves can form" without providing any further detail.

The 1995 Draupner wave
The Draupner wave (or New Year's wave) was the first rogue wave to be detected by a measuring instrument. The wave was recorded in 1995 at Unit E of the Draupner platform, a gas pipeline support complex located in the North Sea about 100 miles southwest from the southern tip of Norway.

The rig was built to withstand a calculated 1-in-10,000-years wave with a predicted height of 64 ft and was fitted with state-of-the-art sensors, including a laser rangefinder wave recorder on the platform's underside. At 3 pm on 1 January 1995, the device recorded a rogue wave with a maximum wave height of 25.6 m. Peak elevation above still water level was 18.5 m. The reading was confirmed by the other sensors. The platform sustained minor damage in the event.

In the area, the SWH was about 12 m, so the Draupner wave was more than twice as tall and steep as its neighbors, with characteristics that fell outside any known wave model. The wave caused enormous interest in the scientific community.

Subsequent research
Following the evidence of the Draupner wave, research in the area became widespread.

The first scientific study to comprehensively prove that freak waves exist, which 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. Still, in shallow waters during high energy events, extremely high waves are rarer than this particular model predicts. From about 1997, most leading authors acknowledged the existence of rogue waves with the caveat that wave models could not replicate rogue waves.

Statoil researchers presented a paper in 2000, collating evidence that freak waves were not the rare realizations of a typical or slightly non-gaussian sea surface population (classical extreme waves). Still, 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, British oceanographic vessel RRS Discovery recorded a 29 m wave off the coast of Scotland near Rockall. This was a scientific research vessel fitted with high-quality instruments. Subsequent analysis determined that under severe gale-force conditions with wind speeds averaging 21 m/s, a ship-borne wave recorder measured individual waves up to 29.1 m from crest to trough, and a maximum SWH of 18.5 m. 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 m. 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." Simply put, 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 10 individual giant waves above 25 m 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 to 30 m occur far more frequently than previously thought. Rogue waves are now known to occur in all of the world's oceans many times each day.

Rogue waves are now accepted as a common phenomenon. Professor Akhmediev of the Australian National University has stated that 10 rogue waves exist in the world's oceans at any moment. Some researchers have speculated that roughly three of every 10,000 waves on the oceans achieve rogue status, yet in certain spots —such as coastal inlets and river mouths —these extreme waves can make up three 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 theorized causes of the sinking of the SS Edmund Fitzgerald on Lake Superior in November 1975.

A 2012 study reported that in addition to the Peregrine soliton reaching up to about 3 times the height of the surrounding sea, a hierarchy of higher order wave solutions could also exist having progressively larger sizes, and demonstrated the creation of a "super rogue wave"—a breather around 5 times higher than surrounding waves —in a water tank. Also 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 folklore, stories of rogue holes are as common as stories of rogue waves. They had followed from theoretical analysis but had never been proven experimentally.

"Rogue wave" has become a near-universal term used by scientists to describe isolated, large-amplitude waves that occur more frequently than expected for normal, Gaussian-distributed, statistical events. Rogue waves appear ubiquitous and are not limited to the oceans. They appear in other contexts and have recently been reported in liquid helium, nonlinear optics, and microwave cavities. Marine researchers universally now accept that these waves belong to a specific kind of sea wave, not considered by conventional models for sea wind waves. A 2015 paper studied the wave behavior around a rogue wave, including optical and the Draupner wave, and concluded, "rogue events do not necessarily appear without warning but are often preceded by a short phase of relative order".

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°. Previous research had strongly suggested that the wave resulted from an 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°, then the top of the wave "broke" sideways and downwards (a "plunging breaker"). Still, from about 60° 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 1.0 to 1.5 m in the wave height. They concluded, "... the onset and type of wave breaking play a significant role and differ significantly for crossing and noncrossing waves. Crucially, breaking becomes less crest-amplitude limiting for sufficiently large crossing angles and involves the formation of near-vertical jets".

Most extreme rogue wave events
On 17 November 2020, a buoy moored in 45 m of water on Amphitrite Bank in the Pacific Ocean 7 km off Ucluelet, Vancouver Island, British Columbia, Canada, at 48.9°N, -125.6°W recorded a lone 17.6 m tall wave among surrounding waves about 6 m in height. The wave exceeded the surrounding significant wave heights by a factor of 2.93. When the wave's detection was revealed to the public in February 2022, one scientific paper and many news outlets christened the event as "the most extreme rogue wave event ever recorded" and a "once-in-a-millennium" event, claiming that at about three times the height of the waves around it, the Ucluelet wave set a record as the most extreme rogue wave ever recorded at the time in terms of its height in proportion to surrounding waves, and that a wave three times the height of those around it was estimated to occur on average only once every 1,300 years worldwide.

The Ucluelet event generated controversy. Analysis of scientific papers dealing with rogue wave events since 2005 revealed the claims for the record-setting nature and rarity of the wave to be incorrect. The paper Oceanic rogue waves by Dysthe, Krogstad and Muller reports on an event in the Black Sea in 2004 which was far more extreme than the Ucluelet wave, where the Datawell Waverider buoy reported a wave that was 3.91 times the significant wave height, as detailed in the paper. Thorough inspection of the buoy after the recording revealed no malfunction. The authors of the paper that reported the Black Sea event assessed the wave as "anomalous" and suggested several theories on how such an extreme wave may have arisen. What sets the Black Sea event apart is that it, like the Ucluelet wave, was recorded with a high-precision instrument. The Oceanic rogue waves paper also reports even more extreme waves from a different source, but these were possibly overestimated, as assessed by the data's own authors. Furthermore, a paper by I. Nikolkina and I. Didenkulova also reveals waves more extreme than the Ucluelet wave. From the paper, they infer that in 2006 a 21 m wave appeared in a sea with a significant wave height of 3.9 m. The factor difference is 5.38, almost twice that of the Ucluelet wave. The paper also reveals the MV Pont-Aven incident as marginally more extreme than the Ucluelet event. The paper also assesses a report of an 11 m wave in a significant wave height of 1.9 m, but casts doubt on that claim. Finally, perhaps the most extreme rogue wave event ever recorded (but not by a high-precision instrument), is revealed by Craig B. Smith's paper. The incident saw a 30 m wall of water arise in "calm seas." Such "extreme" rogue waves are rare but could pose a danger to any ship in the oceans.

Research efforts
A number of research programmes are currently underway focused on rogue waves, including:
 * In the course of Project MaxWave, researchers from the GKSS Research Centre, using data collected by ESA satellites, identified a large number of radar signatures that have been portrayed as evidence for rogue waves. Further research is underway to develop better methods of translating the radar echoes into sea surface elevation, but at present this technique is not proven.
 * The Australian National University, working in collaboration with Hamburg University of Technology and the University of Turin, have been conducting experiments in nonlinear dynamics to try to explain so-called rogue or killer waves. The "Lego Pirate" video has been widely used and quoted to describe what they call "super rogue waves", which their research suggests can be up to five times bigger than the other waves around them.
 * The European Space Agency continues to do research into rogue waves by radar satellite.
 * United States Naval Research Laboratory, the science arm of the Navy and Marine Corps published results of their modelling work in 2015.
 * Massachusetts Institute of Technology research in this field is ongoing. Two researchers there partially supported by the Naval Engineering Education Consortium have considered the problem of short-term prediction of rare, extreme water waves and have developed and published their research on an effective predictive tool of about 25 wave periods. This tool can give ships and their crews a two- to three-minute warning of potentially catastrophic impact allowing crew some time to shut down essential operations on a ship (or offshore platform). The authors cite landing on an aircraft carrier as a prime example.
 * The University of Colorado and the University of Stellenbosch
 * Kyoto University
 * Swinburne University of Technology in Australia recently published work on the probabilities of rogue waves.
 * The University of Oxford Department of Engineering Science published a comprehensive review of the science of rogue waves in 2014. In 2019, A team from the Universities of Oxford and Edinburgh recreated the Draupner wave in a lab.
 * University of Western Australia
 * Tallinn University of Technology in Estonia
 * Extreme Seas Project funded by the EU.
 * At Umeå University in Sweden, a research group in August 2006 showed that normal stochastic wind-driven waves can suddenly give rise to monster waves. The nonlinear evolution of the instabilities was investigated by means of direct simulations of the time-dependent system of nonlinear equations.
 * The Great Lakes Environmental Research Laboratory did research in 2002, which dispelled the long-held contentions that rogue waves were of rare occurrence.
 * The University of Oslo has conducted research into crossing sea state and rogue wave probability during the Prestige accident; nonlinear wind-waves, their modification by tidal currents, and application to Norwegian coastal waters; general analysis of realistic ocean waves; modelling of currents and waves for sea structures and extreme wave events; rapid computations of steep surface waves in three dimensions, and comparison with experiments; and very large internal waves in the ocean.
 * The National Oceanography Centre in the United Kingdom
 * Scripps Institute of Oceanography in the United States
 * Ritmare project in Italy.
 * University of Copenhagen and University of Victoria

Causes
Because the phenomenon of rogue waves is still a matter of active research, stating clearly what the most common causes are or whether they vary from place to place is premature. 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, but 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:

 * Diffractive focusing: According to this hypothesis, coast shape or seabed shape directs several small waves to meet in phase. Their crest heights combine to create a freak wave.

 * Focusing by currents: Waves from one current are driven into an opposing current. This results in shortening of wavelength, causing shoaling (i.e., increase in wave height), and oncoming wave trains to compress together into a rogue wave. This happens off the South African coast, where the Agulhas Current is countered by westerlies.

 * Nonlinear effects (modulational instability):Possibly, a rogue wave may occur by natural, nonlinear processes from a random background of smaller waves. In such a case, it is hypothesized, an unusual, unstable wave type may form, which "sucks" energy from other waves, growing to a near-vertical monster itself, before becoming too unstable and collapsing shortly thereafter. One simple model for this is a wave equation known as the nonlinear Schrödinger equation (NLS), in which a normal and perfectly accountable (by the standard linear model) wave begins to "soak" energy from the waves immediately fore and aft, reducing them to minor ripples compared to other waves. The NLS can be used in deep-water conditions. In shallow water, waves are described by the Korteweg–de Vries equation or the Boussinesq equation. These equations also have nonlinear contributions and show solitary-wave solutions. The terms soliton (a type of self-reinforcing wave) and breather (a wave where energy concentrates in a localized and oscillatory fashion) are used for some of these waves, including the well-studied Peregrine soliton. Studies show that nonlinear effects could arise in bodies of water.  A small-scale rogue wave consistent with the NLS on (the Peregrine soliton) was produced in a laboratory water-wave tank in 2011.

 * Normal part of the wave spectrum: Some studies argue that many waves classified as rogue waves (with the sole condition that they exceed twice the SWH) are not freaks but just rare, random samples of the wave height distribution, and are, as such, statistically expected to occur at a rate of about one rogue wave every 28 hours. This is commonly discussed as the question "Freak Waves: Rare Realizations of a Typical Population Or Typical Realizations of a Rare Population?" According to this hypothesis, most real-world encounters with huge waves can be explained by linear wave theory (or weakly nonlinear modifications thereof), without the need for special mechanisms like the modulational instability. Recent studies analyzing billions of wave measurements by wave buoys demonstrate that rogue wave occurrence rates in the ocean can be explained with linear theory when the finite spectral bandwidth of the wave spectrum is taken into account. However, whether weakly nonlinear dynamics can explain even the largest rogue waves (such as those exceeding three times the significant wave height, which would be exceedingly rare in linear theory) is not yet known. This has also led to criticism questioning whether defining rogue waves using only their relative height is meaningful in practice.
 * Constructive interference of elementary waves: Rogue waves can result from the constructive interference (dispersive and directional focusing) of elementary three-dimensional waves enhanced by nonlinear effects.
 * Wind wave interactions: While wind alone is unlikely to generate a rogue wave, its effect combined with other mechanisms may provide a fuller explanation of freak wave phenomena. As the wind blows over the ocean, energy is transferred to the sea surface. When strong winds from a storm blow in the ocean current's opposing direction, the forces might be strong enough to generate rogue waves randomly. Theories of instability mechanisms for the generation and growth of wind waves – although not on the causes of rogue waves – are provided by Phillips and Miles.

The spatiotemporal focusing seen in the NLS equation can also occur when the non-linearity 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 wave group 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 a single one, 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.

Other media
Researchers at UCLA observed rogue-wave phenomena in microstructured optical fibers near the threshold of soliton supercontinuum generation, and characterized the initial conditions for generating rogue waves in any medium. Research in optics has 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.

Reported encounters
Many of these encounters are reported only 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 the case has not been 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 a very low probability of occurrence.

This section lists a limited selection of notable incidents.

19th century

 * Eagle Island lighthouse (1861) – Water broke the glass of the structure's east tower and flooded it, implying a wave that surmounted the 40 m cliff and overwhelmed the 26 m tower.
 * Flannan Isles Lighthouse (1900) – Three lighthouse keepers vanished after a storm that resulted in wave-damaged equipment being found 34 m above sea level.

20th century

 * SS Kronprinz Wilhelm, September 18, 1901 – The most modern German ocean liner of its time (winner of the Blue Riband) was damaged on its maiden voyage from Cherbourg to New York by a huge wave. The wave struck the ship head-on.
 * RMS Lusitania (1910) – On the night of 10 January 1910, a 75 ft wave struck the ship over the bow, damaging the forecastle deck and smashing the bridge windows.
 * Voyage of the James Caird (1916) – Sir Ernest Shackleton encountered a wave he termed "gigantic" while piloting a lifeboat from Elephant Island to South Georgia.
 * USS Memphis, August 29, 1916 – An armored cruiser, formerly known as the USS Tennessee, wrecked while stationed in the harbor of Santo Domingo, with 43 men killed or lost, by a succession of three waves, the largest estimated at 70 feet.
 * RMS Homeric (1924) – Hit by a 80 ft wave while sailing through a hurricane off the East Coast of the United States, injuring seven people, smashing numerous windows and portholes, carrying away one of the lifeboats, and snapping chairs and other fittings from their fastenings.
 * USS Ramapo (1933) – Triangulated at 112 ft.
 * RMS Queen Mary (1942) – Broadsided by a 92 ft wave and listed briefly about 52° before slowly righting.
 * SS Michelangelo (1966) – Hole torn in superstructure, heavy glass smashed 80 ft above the waterline, and three deaths
 * SS Edmund Fitzgerald (1975) – Lost on Lake Superior, a Coast Guard report blamed water entry to the hatches, which gradually filled the hold, or errors in navigation or charting causing damage from running onto shoals. However, another nearby ship, the SS Arthur M. Anderson, was hit at a similar time by two rogue waves and possibly a third, and this appeared to coincide with the sinking around 10 minutes later.
 * MS München (1978) – Lost at sea, leaving only scattered wreckage and signs of sudden damage including extreme forces 66 ft above the water line. Although more than one wave was probably involved, this remains the most likely sinking due to a freak wave.
 * Esso Languedoc (1980) – A 25 to 30 m wave washed across the deck from the stern of the French supertanker near Durban, South Africa, and was photographed by the first mate, Philippe Lijour.
 * Fastnet Lighthouse – Struck by a 48 m wave in 1985
 * Draupner wave (North Sea, 1995) – The first rogue wave confirmed with scientific evidence, it had a maximum height of 26 m.
 * Queen Elizabeth 2 (1995) – Encountered a 29 m wave in the North Atlantic, during Hurricane Luis. The master said it "came out of the darkness" and "looked like the White Cliffs of Dover." Newspaper reports at the time described the cruise liner as attempting to "surf" the near-vertical wave in order not to be sunk.

21st century

 * U.S. Naval Research Laboratory ocean-floor pressure sensors detected a freak wave caused by Hurricane Ivan in the Gulf of Mexico, 2004. The wave was around 27.7 m high from peak to trough, and around 200 m long. Their computer models also indicated that waves may have exceeded 40 m in the eyewall.
 * Aleutian Ballad, (Bering Sea, 2005) footage of what is identified as an 60 ft wave appears in an episode of Deadliest Catch. The wave strikes the ship at night and cripples the vessel, causing the boat to tip for a short period onto its side. This is one of the few video recordings of what might be a rogue wave.
 * In 2006, researchers from U.S. Naval Institute theorized rogue waves may be responsible for the unexplained loss of low-flying aircraft, such as U.S. Coast Guard helicopters during search-and-rescue missions.
 * MS Louis Majesty (Mediterranean Sea, March 2010) was struck by three successive 8 m waves while crossing the Gulf of Lion on a Mediterranean cruise between Cartagena and Marseille. Two passengers were killed by flying glass when the second and third waves shattered a lounge window. The waves, which struck without warning, were all abnormally high in respect to the sea swell at the time of the incident.
 * In 2011, the Sea Shepherd vessel MV Brigitte Bardot was damaged by a rogue wave of 11 m (36.1 ft) while pursuing the Japanese whaling fleet off the western coast of Australia on 28 December 2011. The MV Brigitte Bardot was escorted back to Fremantle by the SSCS flagship, MV Steve Irwin. The main hull was cracked, and the port side pontoon was being held together by straps. The vessel arrived at Fremantle Harbor on 5 January 2012. Both ships were followed by the ICR security vessel MV Shōnan Maru 2 at a distance of 5 nautical miles (9 km).
 * In 2019, Hurricane Dorian's extratropical remnant generated a 100 ft rogue wave off the coast of Newfoundland.
 * In 2022, the Viking cruise ship Viking Polaris was hit by a rogue wave on its way to Ushuaia, Argentina. One person died, four more were injured, and the ship's scheduled route to Antarctica was canceled.

Quantifying the impact of rogue waves on ships
The loss of the MS München in 1978 provided some of the first physical evidence of the existence of rogue waves. München was a state-of-the-art cargo ship with multiple water-tight compartments and an expert crew. She was lost with all crew, and the wreck has never been found. The only evidence found was the starboard lifeboat recovered from floating wreckage sometime later. The lifeboats hung from forward and aft blocks 20 m 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 and had torn the lifeboat from the ship. To exert such force, the wave must have been considerably higher than 20 m. 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 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 published in 1998 prompted the British government to reopen a formal investigation into the sinking. The 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 Derbyshire with the emerging science on freak waves, concluding that the Derbyshire was almost certainly destroyed by a rogue wave.

Work by sailor and author Craig B. Smith in 2007 confirmed prior forensic work by Faulkner in 1998 and determined that the Derbyshire was exposed to a hydrostatic pressure of a "static head" of water of about 20 m with a resultant static pressure of 201 kPa. This is in effect 20 m of seawater (possibly a super rogue wave) 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 less than 2 m of water or 17.1 kPa, meaning that the typhoon load on the hatches was more than 10 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. Plunging or breaking waves are known to cause short-lived impulse pressure spikes called Gifle peaks. These can reach pressures of 200 kPa (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 up to 5650 kPa or over 500 metric tonnes/m2 could occur.

In 2004, an extreme wave was recorded impacting the Alderney 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 kPa. This pressure far exceeds almost any design criteria for modern ships, and this wave would have destroyed almost any merchant vessel.

Design standards
In November 1997, the International Maritime Organization adopted new rules covering survivability and structural requirements for bulk carriers of 150 m 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.

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 m wave in the usual "linear" model would have a breaking force of 6 MT/m2. Although modern ships are designed to (typically) tolerate a breaking wave of 15 t/m2, a rogue wave can dwarf both of these figures with a breaking force far exceeding 100 t/m2. Smith has presented calculations using the International Association of Classification Societies (IACS) Common Structural Rules for a typical bulk carrier, which are consistent.

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 as saying: "We don’t have that random messy theory for nonlinear waves. At all." He added, "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 IACS recommendation 34 pertaining to standard wave data be modified so that the minimum design wave height be increased to 65 ft. He presented analysis that sufficient evidence exists to conclude that 66 ft high waves can be experienced in the 25-year lifetime of oceangoing vessels, and that 98 ft high waves are less likely, but not out of the question. Therefore, a design criterion based on 36 ft 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 consider extreme severe wave conditions and require that a 10,000-year wave does not endanger the ships' integrity. Rosenthal notes that as of 2005, rogue waves were not explicitly accounted for in Classification Society's rules for ships' design. As an example, DNV GL, one of the world's largest international certification bodies 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. 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 due to new knowledge of waves greater than 21.4 m because they build to higher standards.

The more than 50 classification societies worldwide each has different rules. However, most new ships are built to the standards of the 12 members of the International Association of Classification Societies, which implemented two sets of common structural rules - one for oil tankers and one for bulk carriers, in 2006. These were later harmonised into a single set of rules.

Other uses of the term "rogue wave"
Rogue waves can occur in media other than water. They appear to be ubiquitous and have also been reported in liquid helium, in quantum mechanics, in nonlinear optics, in microwave cavities, in Bose–Einstein condensate, in heat and diffusion, and in finance.

Extreme seas project

 * Design for Ship Safety in Extreme Seas

MaxWave report and WaveAtlas

 * Freak waves spotted from space, BBC News Online
 * Ship-sinking monster waves revealed by ESA satellites
 * MaxWave project
 * Rogue Wave Workshop (2005)
 * Rogue Waves 2004

Other

 * – documentary on rogue wave sizes, impacts, and causes by Facts in Motion (YouTuber).
 * BBC News Report on Wave Research, 21 August 2004
 * The BBC's Horizon "Freak waves" first aired in November 2002
 * 'Giant Waves on the Open Sea', lecture by Professor Paul H Taylor at Gresham College, 13 May 2008 (available for video, audio or text download)
 * TV program description
 * Non-technical description of some of the causes of rogue waves
 * New Scientist article 06/2001
 * Freak Wave Research in Japan
 * Optical Science Group, Research School of Physics and Engineering at the Australian National University
 * "Rogue Giants at Sea", The New York Times, July 11, 2006
 * Illustrations of the ways rogue waves can form – with descriptions for layman, photos and animations.
 * "The Wave" – photograph of a solitary and isolated rogue wave appearing in otherwise calm ocean waters (photographer: G Foulds)
 * Katherine Noyes (25 February 2016), "A new algorithm from MIT could protect ships from 'rogue waves' at sea ", CIO magazine.
 * Wood, Charles, The Grand Unified Theory of Rogue Waves. Rogue waves – enigmatic giants of the sea – were thought to be caused by two different mechanisms. But a new idea that borrows from the hinterlands of probability theory has the potential to predict them all. February 5, 2020. Quanta Magazine.
 * Wood, Charles, The Grand Unified Theory of Rogue Waves. Rogue waves – enigmatic giants of the sea – were thought to be caused by two different mechanisms. But a new idea that borrows from the hinterlands of probability theory has the potential to predict them all. February 5, 2020. Quanta Magazine.

title: Rogue wave