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Published on the Doomstead Diner on November 1, 2015
PART THREE OF THREE PARTS
Whatever is finally determined by scientists as the exact combination of factors that forms these monster waves, it is well known that wave height and ferocity is a function of the ferocity and duration of the winds.
ΔT = plus 2C or greater guarantees ferocious winds of long during over wide areas in a consistent direction.
We are already experiencing the beginning of the abrupt climate change that is bringing these destructive winds due to the increase in frequency and severity of cyclonic movements over the oceans.
Hurricanes and typhoons are the DIRECT result of overheated ocean surface water. As heat increases, so will they continue to increase in frequency and severity, setting new records. As soon as the surface temperature of the ocean is at or above 27.8C (82F), they can form.
Sea surface temperatures must be 82 degrees F (27.8C) or warmer for tropical cyclone formation and sustenance.
Recipe for a Hurricane
http://www.nasa.gov/vision/earth/environment/HURRICANE_RECIPE.html
The higher the ocean surface temperature, the more often they will form to wreak havoc with ships and coasts.
Patricia the Fastest-Intensifying Western Hemisphere Hurricane on Record
Susan Casey gives us an eye opening look at giant waves.
The book titled, "The Wave" is the overall scope; Casey links how the Earth's weather is changing to how waves are growing, and there's no denying the stats: there is a clear correlation. She visits various scientists and marine salvage folks and shares their stories; they all agree that we're seeing the oceans get nuttier, and it's only just beginning.
The Wave: In Pursuit of the Rogues, Freaks, and Giants of the Ocean by Susan Casey
Susan Casey, National Post · Monday, Sept. 20, 2010
57.5° N, 12.7° W, 175 MILES OFF THE COAST OF SCOTLAND FEBRUARY 8, 2000
The clock read midnight when the 100-foot wave hit the ship, rising from the North Atlantic out of the darkness. Among the ocean's terrors a wave this size was the most feared and the least understood, more myth than reality — or so people had thought. This giant was certainly real. As the RRS Discovery plunged down into the wave's deep trough, it heeled 28 degrees to port,
The above graphic is a scale simulation of 295 ft. ship heeling 28 degrees to port in the trough of a 100 ft. wave by yours truly.
rolled 30 degrees back to starboard, then recovered to face the incoming seas. What chance did they have, the 47 scientists and crew aboard this research cruise gone horribly wrong? A series of storms had trapped them in the black void east of Rockall, a volcanic island nicknamed Waveland for the nastiness of its surrounding waters. More than 1,000 wrecked ships lay on the seafloor below.
Captain Keith Avery steered his vessel directly into the onslaught, just as he'd been doing for the past five days. While weather like this was common in the cranky North Atlantic, these giant waves were unlike anything he'd encountered in his 30 years of experience.
And worse, they kept rearing up from different directions. Flanking all sides of the 295-foot ship, the crew kept a constant watch to make sure they weren't about to be sucker punched by a wave that was sneaking up from behind, or from the sides.
No one wanted to be out here right now, but Avery knew their only hope was to remain where they were, with their bow pointed into the waves. Turning around was too risky; if one of these waves caught Discovery broadside, there would be long odds on survival. It takes 30 tons per square metre of force to dent a ship.
A breaking 100-foot wave packs 100 tons of force per square metre and can tear a ship in half. Above all, Avery had to position Discovery so that it rode over these crests and wasn't crushed beneath them.
He stood barefoot at the helm, the only way he could maintain traction after a refrigerator toppled over, splashing out a slick of milk, juice and broken glass (no time to clean it up–the waves just kept coming).
Up on the bridge everything was amplified, all the night noises and motions, the slamming and the crashing, the elevator-shaft plunges into the troughs, the frantic wind, the swaying and groaning of the ship; and now, as the waves suddenly grew even bigger and meaner and steeper, Avery heard a loud bang coming from Discovery's foredeck. He squinted in the dark to see that the 50-man lifeboat had partially ripped from its 2-inch-thick steel cleats and was pounding against the hull.
Below deck, computers and furniture had been smashed into pieces. The scientists huddled in their cabins nursing bruises, black eyes and broken ribs. Attempts at rest were pointless. They heard the noises too; they rode the free falls and the sickening barrel rolls; and they worried about the fact that a 6-foot-long window next to their lab had already shattered from the twisting. Discovery was almost 40 years old, and recently she'd undergone major surgery. The ship had been cut in half, lengthened by 33 feet, and then welded back together. Would the joints hold? No one really knew. No one had ever been in conditions like these.
One of the two chief scientists, Penny Holliday, watched as a chair skidded out from under her desk, swung into the air and crashed onto her bunk. Holliday, fine boned, porcelain-doll pretty and as tough as any man on board the ship, had sent an e-mail to her boyfriend, Craig Harris, earlier in the day. "This isn't funny anymore," she wrote. "The ocean just looks completely out of control." So much white spray was whipping off the waves that she had the strange impression of being in a blizzard. This was Waveland all right, an otherworldly place of constant motion that took you nowhere but up and down; where there was no sleep, no comfort, no connection to land, and where human eyes and stomachs struggled to adapt, and failed.
Ten days ago Discovery had left port in Southampton, England, on what Holliday had hoped would be a typical 3-week trip to Iceland and back (punctuated by a little seasickness perhaps, but nothing major).
RRS Discovery in calm seas
Along the way they'd stop and sample the water for salinity, temperature, oxygen and other nutrients. From these tests the scientists would draw a picture of what was happening out there, how the ocean's basic characteristics were shifting, and why.
These are not small questions on a planet that is 71% covered in salt water. As the Earth's climate changes — as the inner atmosphere becomes warmer, as the winds increase, as the oceans heat up — what does all this mean for us?
Trouble, most likely, and Holliday and her colleagues were in the business of finding out how much and what kind. It was deeply frustrating for them to be lashed to their bunks rather than out on the deck lowering their instruments. No one was thinking about Iceland anymore.
The trip was far from a loss, however. During the endless trains of massive waves, Discovery itself was collecting data that would lead to a chilling revelation. The ship was ringed with instruments; everything that happened out there was being precisely measured, the sea's fury captured in tight graphs and unassailable numbers.
Months later, long after Avery had returned everyone safely to the Southampton docks, when Holliday began to analyze these figures, she would discover that the waves they had experienced were the largest ever scientifically recorded in the open ocean. The significant wave height, an average of the largest 33% of the waves, was 61 feet, with frequent spikes far beyond that.
At the same time, 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. In other words, under this particular set of weather conditions, waves this size should not have existed. And yet they did.
You could call them whatever you wanted — rogues, freaks, giants — but the bottom line was that no one had accounted for them. The engineers who'd built the Draupner rig had calculated that once every 10,000 years the North Sea might throw them a 64-foot curveball in 38-foot seas. That would be the maximum. Eighty-five-foot waves were not part of the equation, not in this universe anyway.
But the rules had changed. Now scientists had a set of numbers that pointed to an unsettling truth: Some of these waves make their own rules. Suddenly the emphasis shifted from explaining why giant waves couldn't simply leap out of the ocean to figuring out how it was that they did.
This was a matter of much brow sweat for the oil industry, which would prefer that its multimillion-dollar rigs not be swept away. It had happened before. In 1982 the Ocean Ranger, a 400-foot-long, 337-foot-high oil platform located 170 miles off the coast of Newfoundland, was struck by an outsize wave in heavy weather. We'll never know how big the wave was exactly, for there were no survivors. Approved for "unrestricted ocean operations," built to withstand 110-foot seas and 115-mile-per-hour winds, considered "indestructible" by its engineers, the Ocean Ranger had capsized and sank close to instantly, killing all 84 people on board.
In the nautical world things were even more troubling. Across the global seas ships were meeting these waves, from megaton vessels like the Munchen — oceangoing freighters and tankers and bulk carriers — down to recreational sailboats.
At best, the encounters resulted in damage; at worst, the boat vanished, taking all hands with it. "Two large ships sink every week on average [worldwide], but the cause is never studied to the same detail as an air crash. It simply gets put down to 'bad weather,' " said Dr. Wolfgang Rosenthal, senior scientist for the MaxWave Project, a consortium of European scientists that convened in 2000 to investigate the disappearing ships.
MS München
December 12, 1978: Considered unsinkable, the Munchen was a cutting-edge craft, the flagship of the German Merchant Navy. At 3:25 a.m. fragments of a Morse code Mayday, emanating from 450 miles north of the Azores, signaled that the vessel had suffered grave damage from a wave.
Artist's conception of MS München facing a giant wave.
But even after 110 ships and 13 aircraft were deployed — the most comprehensive search in the history of shipping — the ship and its 27 crew were never seen again.
A haunting clue was left behind: Searchers found one of the Munchen's lifeboats, usually stowed 65 feet above the water, floating empty. Its twisted metal fittings indicated that it had been torn away. "Something extraordinary" had destroyed the ship, concluded the official report. *
The Munchen's disappearance points to the main problem with proving the existence of a giant wave: If you run into that kind of nightmare, it's likely to be the last one you'll have.
The force of waves is hard to overstate. An 18-inch wave can topple a wall built to withstand 125-mile-per-hour winds, for instance, and coastal advisories are issued for even five-foot-tall surf, which regularly kills people caught in the wrong places.
The number of people who have witnessed a 100-foot wave at close range and made it back home to describe the experience is a very small one.
*Agelbert NOTE: The container ship El Faro sank during Hurricane Juaquin on October 1, 2015. All 33 crewmembers perished. The lifeboats on El Faro were also 65 feet above the water line. From the condition of the lifeboat that was recovered, the evidence indicates a giant wave sank the El Faro. The authorities have not admitted this as of yet. But I am not the only one that strongly suspects that the condition of the lifeboat is evidence that a giant wave sank El Faro (Spanish for "Lighthouse").
"A heavily damaged lifeboat from the El Faro was discovered, with no one …"
Coast Guard Investigates El Faro Life Boat
Published on Oct 5, 2015
A Coast Guard Air Station Miami MH-60 Jayhawk helicopter crew investigates a life boat Sunday, Oct. 4, 2015, that was found from the missing ship El Faro. El Faro lost propulsion and communications prior to Hurricane Joaquin passing directly over it. U.S. Coast Guard video.
https://www.youtube.com/watch?feature=player_detailpage&v=BQv_NxVBge0
Warming oceans are with us now and increasing the violence of the oceans. By chance, I recorded the SST (Sea Surface Temperature) off the East Coast of the USA the day before Hurricane Juaquin sank the El Faro container ship. Here's the September 30, 2015 (8 day average – proof that it was really consistently hot out there!) screenshot:
Here's two days later (one day after the El Faro Container ship sank). I superimposed the hurricane location. It is a one day average SST so the conditions when the El Faro sank are displayed. I was not aware that the El Faro had been lost at the time I made these screenshots. Notice the cooler spot on the ocean precisely where Hurricane Juaquin is lashing El Faro. A hurricane transfers several degrees of water temperature directly to the atmosphere, which, in turn, increases the ferocity of the winds. Ferocious winds produce ferocious waves.
El Faro departed Jacksonville en route to San Juan, Puerto Rico.
The El Faro was one of TWO cargo ships that went down because of Hurricane Juaquin (the 215 ft. MV Minouche that went down didn't make national headlines, because people, perhaps, might start to get "unnecessarily alarmed" about the increasing shipping losses from our increasingly violent oceans). All 12 crew of the MV Minouche were rescued.
MV Minouche:
The Coast Guard pilot's voice shakes as he describes conditions they have never before experienced in rescue attempts when they were searching for the El Faro and rescuing the crew of the MV Minouche.
US Coast Guard search for El Faro; 12 rescued from MV Minouche
Published on Oct 5, 2015
A US Coast Guard C-130 pilot describes a flight through Hurricane Joaquin in 100 knot winds and over 40-foot waves in search of the cargo ship El Faro, which has been reported sunk after debris was found. Part two of this video features footage from an Oct. 1 rescue of 12 people from the MV Minouche near the Bahamas.
The El Faro, that went down with a crew of 33, all lost, 294 cars, trailers and trucks, along with hundreds of containers, had a type of lifeboat that is a death boat in stormy seas.
Here's a comment by a fellow who's handle is deckofficer:
Hurricane Joaquin vs. M/V El Faro's final voyage, weather and decision-making…
I guess the only point I would like to make is some owners don't seem to value the lives of their crews. Schedules are tight and safety equipment is in many cases the bare minimum for certification. In the case of SS El Faro (it is my understanding this is a steam ship, not diesel) the open life boats as high on the super structure as they were meets requirements but certainly doesn't offer the all sea state conditions of deployment as free fall enclosed life boat capsules. If these souls are lost at sea, it is maddening that the simple added investment of better emergency egress would have saved their lives. I have done more lifeboat drills than I can remember, and for the older style gravity systems there was a good reason these drills only occurred on calm days.
When sea state is overwhelming and you have lost propulsion and need to abandon ship, do you want this….
Bridge of the El Faro with an open lifeboat on the port side
Or this…
Bob
USCG Unlimited Tonnage Open Ocean (CMA)
Free fall enclosed life boat capsules are a great idea. They should be mandatory. The fact that they aren't is mute evidence of the neoliberal Empathy Deficit disordered "cost/benefit analysis" that values goods more than lives. As long as people continue to line up to crew the ships, management will cut corners on life support.
And the Libertarians will cheer them on demanding all those "government regulations" be eliminated so the shippers can make more money without "government interference". 
But the greedball shippers are increasingly going to have a bit more to worry about than whether they have a labor force or not. Thanks to the fossil fuel industry socialized cost of CO2 pollution (even though Big Oil is getting a bit of payback from the oceans with oil rig difficulties and tanker losses), this is no longer going to be about whether the "demand" for products "justifies" cargo shipping.
I am grateful to Paul Beckwith of the University of Ottawa for alerting me to the threat from violent oceans that mankind faces.
Paul Beckwith is a part time professor at the University of Ottawa and a post graduate studying and researching abrupt climate change, with a focus on the arctic.
An Ocean Full of 30 meter Tall Waves
by Paul Beckwith
Published on Jul 23, 2015
"Near the end of the previous warm period (Late-Eemian) when the sea level was +5 to +9 meters higher than today, persistent long period long wavelength waves 30 meters high battered the Bahamas coastline. Will we see these massive storm generated waves soon? No ship could survive this…"
If the ships cannot handle the seas (NO ship is designed, or can cost effectively be designed, to handle anywhere near 100 tons per square meter of force on her hull), shipping itself will no longer be cost effective unless cargo ships morph into cargo submarines. The cost of doing that is staggering. Even if they designed them to ride just beneath the wave turbulence, they still would have to submerge to one half the wavelength of ocean waves.
Deep-Water Waves
If the water depth (d) is greater then the wave base (equal to one-half the wavelength, or L/2), the waves are called deep-water waves. Deep-water waves have no interference with the ocean bottom, so they include all wind-generated waves in the open ocean. Submarines can avoid large ocean waves by submerging below the wave base.
http://www2.fiu.edu/~kpanneer/lab_assignment/Lab8_Waves.pdf
The wave that hit the Draupner platform in 1995 was over 90 ft. high and had a wavelength of 231 meters (which it covered in only 12 seconds! – 45 mph). To avoid these waves, a submerged cargo vessel or tanker would have to withstand pressures at a minimum of 116 meters below sea level.
That may be a piece of cake for a normal submarine but it would cost multiples of what cargo and tanker vessels cost now to make cargo submarines and tankers capable of routinely submerging to 400 or 500 feet.
And in water that is too shallow to get under the wave action, they will not avoid being damaged or sunk. Those waves Paul Beckwith mentions will be visiting the coastlines regularly in a ΔT = plus 2C (and beyond) world.
During WW2 the Germans actually made submarine tankers. They nicknamed them "Milk Cows". The German type XIV U-Boat could resupply other boats with 432 t (425 long tons) of fuel. I'm sure ExxonMobil will look into it when the going gets REALLY rough on the oceans, instead of doing the right thing and giving up fossil fuels. They aren't known for their ability to consider the wider consequences of their greed based, short term profit motive stupidity. But I digress. 
Besides the large increase in sea level, the wave action predicted makes every hull design of modern shipping inadequate. It will be very hard to sustain our level of civilization without the benefits of modern shipping.
Redesigning hulls will not work for the simple reason that the waves, now called "rogue" waves, of those oceans will be routine. 30 to 35 meter tall waves exert forces on a hull of about 100 tons per square meter. No modern hull design exceeds 30 tons per square meter.
Hellespont Alhambra (now TI Asia), a ULCC TI class supertanker, which are the largest ocean-going oil tankers in the world
To give you a better idea of the huge threat a giant wave or three is to a large tanker or cargo vessel, I took some screenshots from a video of a wave laboratory testing the effects of 72 ft. waves on a modern supertanker. I'm sure Big Oil is paying attention, regardless of what they say in public.
The tanker completely capsized. In a real world situation, this is a death blow to the crew because it happens too fast to get survival gear on or reach the lifeboats, even if they are the emergency egress sealed type you saw earlier. That is why both tanker and cargo ships do everything they can to avoid being broadsided. In the real world, when the engines are lost in these types of seas, the only way to survive is to immediately abandon ship on a free fall enclosed life boat capsule.
If the above series of screen shots are not convincing enough to the reader of the threat shipping faces from giant waves, the following video series will leave no doubt in your mind that world shipping is incapable of handling the routine 30 to 35 meter waves that the Hansen et al June 2015 paper predicts for a ΔT = plus 2C (and beyond) world.
The following video series is the first of an excellent BBC series that describes the difficulties that shipping faces with giant waves. Some of the material I have covered is presented with some added background provided. You will learn much from these videos. You will learn that absolutely nothing I have told you is exaggeration or hyperbole.
The threat is real and it is getting worse. I urge you to set aside some time to view them because this concerns our future as a civilization. We are not prepared for a ΔT = plus 2C world (and beyond).
https://www.youtube.com/watch?v=0YVZn46KgTs&list=PLF7FBE5EA5E56AF7E&feature=player_detailpage
CONCLUSIONS
Global Civilization is threatened within 25 years or less by the scientifically predicted ocean surface wave activity in the Hansen et al June 2015 study * and the Dutton et al July 2015 study ** evidencing a 6 to 25 meter (19 to 82 feet!) sea level increase in the geological record when the CO2 parts per million (PPM) atmospheric concentration was between 300 and 400PPM. As of October of 2015, the CO2 concentration is at 400PPM. It is increasing at over 3PPM per year.
*Atmos. Chem. Phys. Discuss., 15, 20059–20179, 2015 doi:10.5194/acpd-15-20059-2015 © Author(s) 2015. CC Attribution 3.0 License.
Ice melt, sea level rise and superstorms: evidence from paleoclimate data, climate modeling, and modern observations that 2 C global warming is highly dangerous
J. Hansen1, M. Sato1, P. Hearty2, R. Ruedy3,4, M. Kelley3,4, V. Masson-Delmotte5, G. Russell4, G. Tselioudis4, J. Cao6, E. Rignot7,8, I. Velicogna8,7, E. Kandiano9, K. von Schuckmann10, P. Kharecha1,4, A. N. Legrande4, M. Bauer11, and K.-W. Lo3,4
www.atmos-chem-phys-discuss.net/15/20059/2015/
http://www.atmos-chem-phys-discuss.net/15/20059/2015/acpd-15-20059-2015.pdf
** Science 10 July 2015: Vol. 349 no. 6244 DOI: 10.1126/science.aaa4019
Sea-level rise due to polar ice-sheet mass loss during past warm periods
A. Dutton1,*, A. E. Carlson2, A. J. Long3, G. A. Milne4, P. U. Clark2, R. DeConto5, B. P. Horton6,7, S. Rahmstorf8, M. E. Raymo9
http://www.sciencemag.org/content/349/6244/aaa4019.abstract
Furthermore, the rate of increase is also rising, evidencing, not only the lack of concerted action by the governments of the industrialized nations of the world to stop using fossil fuels, but an increase in their use, along with the incredibly destructive policies of subsidizing the exploration for fossil fuels.
If drastic action is not taken to avert this violent oceans catastrophe for human civilization, our global civilization will collapse into "sea-locked" regions unable to conduct trade across the oceans except via air transportation, a method that is not economically feasible to use for bulk cargo.
Port facilities and coastal airport facilities will become unusable. In addition, the salt water fishing industry would also collapse, both from the violent oceans and the increasing rate of marine extinctions, creating joblessness, food shortages and widespread hunger.
At least 25 percent of the world's arable land, all of which is low lying and near sea coasts, will be lost due to salt water invasion of the water table, even several miles from the coasts.
RECOMMENDATIONS
To prevent a collapse of global civilization into a group of "sea locked" areas, we must act now to prevent the oceans from being too stormy for shipping.
This requires the following:
1. The manufacture of internal combustion engines, and spare parts, used to power utility scale power plants, land, sea and air vehicles and emergency generators for public or private use, be they large or small, is to be outlawed, unless they are designed to run exclusively (low temperature alloys ONLY – 2/3 lighter engine blocks – they break down due to high waste heat if run on fossil fuels) on ethanol or some other biofuel. All aircraft must be powered by biofuels until electrically powered or hydrogen powered aircraft replace current jet engines. All ocean going oil tankers are to be recycled for low cost EV metals. All remaining ships of all sizes must be electrically powered as well, unless they can be modified to run on biofuels. Biofuels must be used to bridge the gap while phasing out the internal combustion engine in industry, the military and transportation by air, land or sea.
2. All ships must have enclosed egress lifeboats capable of surviving 35 meter waves.
3. Small engines, like those used for lawn mowers. leaf blowers or weed whackers are to be outlawed. All ordinances requiring lawns are to be outlawed. All lawn, gardening or snow removal power equipment not running on E100 is to be electrically powered without any exceptions or grace period.
4. A program to phase out of all uses of fossil fuels within one year must begin immediately. All gasoline stations are to have at least two E100 pumps. A gasoline tax of one dollar per gallon is to be levied to existing gasoline or other distillate fuels tax. The tax is to be increased by one additional dollar per gallon every month.
5. All governments must provide an EV for gas guzzlers consumer trade program at no cost to the owner until all on road and off road vehicles that are not fueled exclusively with E100 (100% ethanol) have been recycled.
6. All public and private buildings (including the military) are to be modified to have 100% renewable energy for heating and cooling. Zero percent financing and a 30 year amortization period is to be provided to all private households and landlords for the purchase and installation of Renewable Energy infrastructure. No household is entitled to heat and cool more than 500 square feet per occupant. No exceptions. Monitoring devices are to placed on all large houses in general and mansions in particular with heavy fines for violations.
7. After all buildings are heated and cooled with renewable energy, the remaining energy needs, plus a surplus, are to be generated by renewable energy in order to begin the process of returning to less than 350PPM of CO2. Carbon will be sequestered with renewable energy machines.
8.The manufacture, sale or use of fossil fuel based pesticides or chemical fertilizers for agriculture is to be outlawed with a six month phase out grace period.
9. The manufacture and sale of any product, including, but not limited to, pharmaceuticals and plastics, using fossil fuels as a feed stock is to be prohibited by law. A one year grace period will be allowed for transition to the use of plant based carbohydrates as feed stock.
10. Water use is to be heavily regulated.
11. Military budgets are to be limited to no more than 5% of tax receipts.
12. All subsidies for fossil fuels are be declared null and void in every country in the world. All rigs, refineries, tanker trucks, pipelines and other fossil fuel industry plant and equipment are to be recycled within a five year period. The fossil fuel industry stock holders are to shoulder the cost of this. Corporate bankruptcies of fossil fuel corporations will not limit the liability of the corporation stock holders sccording to a worldwide proclamation of Force Majeure. Executives, board members and all other stock holders will be liable for all recycling costs according to ownership records over the last 50 years.
And that is just the start. Massive conservation efforts must be undertaken to preserve and protect all animals now threatened with extinction. All governments must put these efforts on the level of war time demands simply because our survival as a civilization and possibly as a species is threatened.
We cannot function without the use of the oceans. We will not be able to use those oceans if we don't lower the CO2 atmospheric content to at least 350 PPM.
And even then, with the 6 meter or more (over 19 feet!) rise in sea level locked into the ΔT = plus 2C world, we will lose the use of all port facilities, coastal cities and arable land near sea level within a decade or, optimistically speaking in regard to the IPCC RPC-8.5 "Business as Usual" scenario, by 2050. Our civilization does not have the money to rebuild and replant and relocate millions of people as the seas go up and fly all cargo when the seas can't be used, PERIOD.
It is only possible to avoid a collapse of global civilization by the drastic measures I listed, and only if those measures are undertaken within a decade.
If not, then mankind will be split into several "sea locked" groups watching the oceans acidify and the temperature increase to the point when the methane bursts from the thawed clathrates in the Arctic ocean bottom. Then the ΔT = plus 2C world will be a distant mild memory in comparison to the ΔT = plus 4C and beyond runaway GHG hell.
Sadly, I do not see any of evidence that any government is championing drastic action. 
Oil Tanker named "Prestige" sinks. Is this the Writing on the Oil Tanker Hull Wall for Big Oil?
It is small consolation to me that these oil tankers will not survive the coming oceans. But there is a certain logic to it.
If you find this article of importance to our survival as a species or the survival of civilization, please pass it on with or without attribution. People need to properly understand the nature of our climate problem in general, and the fossil fuel industry's blame for profiting from it in particular, in order to embrace the outlawing of the burning of fossil fuels.
They must be held accountable and they must NOT be allowed to influence energy policy ever again. They will try to sabotage or water down all the reforms proposed at the December 2015 COP21 Climate Conference, as they have done at all the other global climate conferences through corruption or threats. Our survival and the welfare of the children of the world depends on stopping these criminals NOW.
Please help the children.
"We call on you to take immediate action to protect COP21 and all future negotiations from the influence of big polluters. Given the fossil fuel industry’s years of interference intended to block progress, push false solutions, and continue the disastrous status quo, the time has come to stop treating big polluters as legitimate “stakeholders” and to remove them from climate policymaking."
Today, we are facing the prospect of the destruction of life as we know it and irreversible damage to our planet due to climate change. Scientists are telling us with ever more urgency that we must act quickly to stop extracting fossil fuels and reduce greenhouse gas emissions. But the world’s largest polluters have prevented progress on bold climate action for far too long.
We call on the Parties to the UNFCCC to protect the UN climate talks and climate policymaking around the world from the influence of big polluters. The world is looking to the next round of negotiations – in Paris this December – for decisive action on climate. This is a pivotal moment to create real solutions. We need a strong outcome from the Paris talks in order to seize the momentum of a growing global movement, and to urge leaders to take bolder action to address the climate crisis.
But the fossil fuel industry and other transnational corporations that have a vested interest in stopping progress continue to delay, weaken, and block climate policy at every level. From the World Coal Association hosting a summit on "clean coal" around COP19 to Shell aggressively lobbying in the European Union for weak renewable energy goals while promoting gas – these big polluters are peddling false solutions to protect their profits while driving the climate crisis closer to the brink.
A decade ago, the international community took on another behemoth industry – Big Tobacco – and created a precedent-setting treaty mechanism that removed the tobacco industry from public health policy. This can happen again here.
Corporate Accountability International will deliver this message and the list of signatures at the climate talks in Bonn, Germany, the first week of June. We will do another delivery by the end of COP21 in Paris this December.
Participating organizations:
350.org
Amazon Watch
Chesapeake Climate Action Network
Climate Action Network International
Corporate Accountability International
CREDO Action
Daily Kos
Environmental Action
Food & Water Watch
Federation of Young European Greens
Forecast the Facts
Greenpeace USA
League of Conservation Voters
Oil Change International
People for the American Way
Rainforest Action Network
RH Reality Check
SumOfUs
The Natural History Museum
CC: UNFCCC Executive Secretary Christiana Figueres
UN Secretary General Ban Ki-moon
Outgoing COP20 President Manuel Pulgar-Vidal
Incoming COP21 President Laurent Fabius
Many will read this and scoff. They do not accept the FACT that Business as usual is a death sentence for global civilization. They do not accept the FACT that nature does not negotiate. They do not accept the FACT that Incremental/half measures are like being half pregnant with Rosemary's baby.
They will say that there is absolutely no way that the governments of the world will undertake even a tiny portion of the recommendations I list as sine qua non for our survival as a global civilization.
Perhaps they are right about the governments. If they are, then perhaps we will, because of the successful degrading of democracy and the biosphere by the fossil fuel industry over the course of about a century, experience the roaring oceans and the collapse of all of civilization, not just global civilization.
If so, then the ocean violence, now predicted by science, was prophesied about a long time ago.
And there will be signs in sun and moon and stars, and on the earth distress of nations in perplexity because of the roaring of the sea and the waves, people fainting with fear and with foreboding of what is coming on the world. For the powers of the heavens will be shaken. Luke 21:25-26 English Standard Version
But whether you believe the above prophesy is valid or not, I think it safe to assume that our future ocean surface will be very unsafe.
For more background, read these articles:
The Real Sea Monsters: On the Hunt for Rogue Waves
By Lynne Peeples | September 2, 2009
http://www.scientificamerican.com/article/rogue-waves-ocean-energy-forecasting/
Rogue waves are no fish tale
Once regarded as extremely rare, satellite photos and radar imagery have documented the existence of numerous rogue waves, and it turns out that they are far more common than previously thought.
http://mentalfloss.com/article/15284/rogue-waves-are-no-fish-tale
If you missed the first two parts of this article, you may read them at the following links:
PART ONE: Climate Change, Blue Water Cargo Shipping and Predicted Ocean Wave Activity
http://www.doomsteaddiner.net/blog/2015/10/26/climate-change-blue-water-cargo-shipping-and-predicted-ocean-wave-activity/
Part TWO: Climate Change, Blue Water Cargo Shipping and Predicted Ocean Wave Activity