An air–sea interaction model that includes turbulent transport due to capillary waves (surface ripples) is developed. The model differs from others in that the physical premises are applicable to low wind speeds (10-m wind speed, U10 < 5 m s−1) as well as higher wind speeds. Another new feature of the model is an anisotropic roughness length, which allows a crosswind component of the stress to be modeled. The influence of the angle between the mean wind direction and the mean direction of wave propagation is included in the anisotropic roughness length. Most models are not accurate at low wind speeds and tend to underestimate fluxes in low wind speed regions such as the tropical oceans. Improvements over previous models are incorporated in the momentum roughness length parameterization. In addition, the dimensionless constant in the relationship between the capillary wave component of momentum roughness length and friction velocity is reevaluated using both wave tank data and field data. The new ... Abstract An air–sea interaction model that includes turbulent transport due to capillary waves (surface ripples) is developed. The model differs from others in that the physical premises are applicable to low wind speeds (10-m wind speed, U10 < 5 m s−1) as well as higher wind speeds. Another new feature of the model is an anisotropic roughness length, which allows a crosswind component of the stress to be modeled. The influence of the angle between the mean wind direction and the mean direction of wave propagation is included in the anisotropic roughness length. Most models are not accurate at low wind speeds and tend to underestimate fluxes in low wind speed regions such as the tropical oceans. Improvements over previous models are incorporated in the momentum roughness length parameterization. In addition, the dimensionless constant in the relationship between the capillary wave component of momentum roughness length and friction velocity is reevaluated using both wave tank data and field data. The new ...