台湾海峡船舶交通管理系统（VTS）的研究

台湾海峡是南来北往的国内、国际海上运输主通道的重要组成部分,本文通过分析台湾海峡自然条件、船舶交通现状及发展、安全监督管理现状,提出建设台湾海峡船舶交通管理系统（ＶＴＳ）的必要性和迫切性。该系统的建设将改善海峡船舶通航条件,保障船舶航行安全,提高航运效益,保护水域环境,同时促进两岸海上直航的顺利发展。     

台湾海峡隧道工程的若干工程地质问题与选线方案探讨

对台湾海峡的地质状况了进行了分析，作者认为，台湾海峡的工程地质条件复杂，地震、活动断裂、岩土体稳定性、海底底床活动性等是隧道工程将遇到的主要工程地质问题。隧道的线路选择应进行全面、深入的技术、经济比较。平潭至新竹和厦门经澎湖至嘉义海滨是两个可选的隧道线路方案。     

东北季风期台湾海峡的逆温现象

利用2006-2008年3个航次水文资料,结合日本海洋数据中心(JODC)的历史温度数据分析了东北季风期台湾海峡的逆温现象。结果显示,除台湾浅滩及海峡西岸浅水区外,几乎整个台湾海峡皆有逆温现象。逆温幅度和发生频率在海峡西部较高,海峡东部及粤东近海较低。逆温层上界深度春季较秋、冬季深,逆温频发区(发生频率大于60%)随着季节南北向移动,秋季频发区的最南端位于厦门近海,冬季扩展至台湾浅滩北部,春季回退至平潭近海。分析表明,浙闽沿岸水随季节南北向伸缩导致了逆温频发区的同步移动。除了季节变化外,逆温现象在2006年和2007年冬季有显著差异,2006年逆温仅出现在海峡西部近岸海域,2007年扩展至海峡东部且向南伸至粤东近岸,浙闽沿岸水的横向伸缩是造成此差异的主因。     

琼州海峡海口站近岸风暴增水概率风险分析

基于海口站1976~1997年逐时潮位和逐日最大风速资料,利用阿基米德Copula函数构建海口年最大增水与相应日期最大风速的联合概率分布模型。结果表明:1)广义极值分布可作为海口站年最大增水和相应日期最大风速的边缘分布。两个序列之间存在强正相关关系,G-H Copula函数更适用于作为海口站年最大增水和相应日期的最大风速联合概率分布的连接函数。2)两变量联合作用的同频率增水高度设计值与增水的单变量边缘分布设计值之间的相对差值约为7.5%。3)条件概率1(P(Y≥y|X≥x))中同频率的年最大增水和相应风速的遭遇概率介于78.2%~80.9%,条件概率2(P(Y≥y|X≤x))中同频率的年最大增水和相应风速两者的遭遇概率小于4.8%。     

吕宋海峡M2内潮的三维数值模拟

A three-dimensional isopycnic-coordinate internal tidal model is employed to investigate the generation,propagation, vertical structure and energy conversion of M2 internal tides in the Luzon Strait(LS) with mooring observations. Simulated results, especially the tidal current amplitudes, agree well with observations,demonstrating the reasonability and accuracy of the model. Results indicate that M2 internal tides mainly propagate into three directions horizontally, i.e., eastward towards the western Pacific Ocean, westward towards the Dongsha Island and southwestward towards the South China Sea Basin. In the horizontal direction, tidal current amplitudes decrease as distance increases away from the LS; in the vertical direction, they show an obvious decreasing tendency with depth. Between the double ridges of the LS, a clockwise gyre of M2 baroclinic energy flux appears, which is caused by reflections of M2 internal tides at supercritical topographies, and resonance of M2 internal tides happens along 19.5° and 21.5°N due to the heights and separation distance of the double ridges. The total energy conversion in the LS is about 14.20 GW.     

A Lagrangian study of the near-surface intrusion of Pacific water into the South China Sea

Satellite-tracked Lagrangian drifters are used to investigate the transport pathways of near-surface water around the Luzon Strait. Particular attention is paid to the intrusion of Pacific water into the South China Sea(SCS).Results from drifter observations suggest that except for the Kuroshio water, other Pacific water that carried by zonal jets, Ekman currents or eddies, can also intrude into the SCS. Motivated by this origin problem of the intrusion water, numerous simulated trajectories are constructed by altimeter-based velocities. Quantitative estimates from simulated trajectories suggest that the contribution of other Pacific water to the total intrusion flux in the Luzon Strait is approximately 13% on average, much smaller than that of Kuroshio water. Even so, over multiple years and many individual intrusion events, the contribution from other Pacific water is quite considerable. The interannual signal in the intrusion flux of these Pacific water might be closely related to variations in a wintertime westward current and eddy activities east of the Luzon Strait. We also found that Ekman drift could significantly contribute to the intrusion of Pacific water and could affect the spreading of intrusion water in the SCS. A case study of an eddy-related intrusion is presented to show the detailed processes of the intrusion of Pacific water and the eddy-Kuroshio interaction.     

卡里马塔海峡水体交换的季节变化

Four trawl-resistant bottom mounts, with acoustic Doppler current profilers(ADCPs) embedded, were deployed in the Karimata Strait from November 2008 to June 2015 as part of the South China Sea-Indonesian Seas Transport/Exchange and Impact on Seasonal Fish Migration(SITE) Program, to estimate the volume and property transport between the South China Sea and Indonesian seas via the strait. The observed current data reveal that the volume transport through the Karimata Strait exhibits significant seasonal variation. The winteraveraged(from December to February) transport is –1.99 Sv(1 Sv=1×10~6 m~3/s), while in the boreal summer(from June to August), the average transport is 0.69 Sv. Moreover, the average transport from January 2009 to December2014 is –0.74 Sv(the positive/negative value indicates northward/southward transport). May and September are the transition period. In May, the currents in the Karimata Strait turn northward, consistent with the local monsoon. In September, the southeasterly trade wind is still present over the strait, driving surface water northward, whereas the bottom flow reverses direction, possibly because of the pressure gradient across the strait from north to south.     

Transports of Nordic Seas water masses and excess SF6 through Fram Strait to the Arctic Ocean

To determine the exchanges between the Nordic Seas and the Arctic Ocean through Fram Strait is one of the most important aspects, and one of the major challenges, in describing the circulation in the Arctic Mediterranean Sea. Especially the northward transport of Arctic Intermediate Water (AIW) from the Nordic Seas into the Arctic Ocean is little known. In the two-ship study of the circulation in the Nordic Seas, Arctic Ocean - 2002, the Swedish icebreaker Oden operated in the ice-covered areas in and north of Fram Strait and in the western margins of Greenland and Iceland seas, while RV Knorr of Woods Hole worked in the ice free part of the Nordic Seas. Here two hydrographic sections obtained by Oden, augmented by tracer and velocity measurements with Lowered Acoustic Doppler Current Profiler (LADCP), are examined. The first section, reaching from the Svalbard shelf across the Yermak Plateau, covers the region north of Svalbard where inflow to the Arctic Ocean takes place. The second, western, section spans the outflow area extending from west of the Yermak Plateau onto the Greenland shelf. Geostrophic and LADCP derived velocities are both used to estimate the exchanges of water masses between the Nordic Seas and the Arctic Ocean. The geostrophic computations indicate a total flow of 3.6 Sv entering the Arctic on the eastern section. The southward flow on the western section is found to be 5.1 Sv. The total inflow to the Arctic Ocean obtained using the LADCP derived velocities is much larger, 13.6 Sv, and the southward transport on the western section is 13.7 Sv, equal to the northward transport north of Svalbard. Sulphur hexafluoride (SF₆) originating from a tracer release experiment in the Greenland Sea in 1996 has become a marker for the circulation of AIW. From the geostrophic velocities we obtain 0.5 Sv and from the LADCP derived velocities 2.8 Sv of AIW flowing into the Arctic. The annual transport of SF₆ into the Arctic Ocean derived from geostrophy is 5 kg/year, which is of the same magnitude as the observed total annual transport into the North Atlantic, while the LADCP measurements (19 kg/year) imply that it is substantially larger. Little SF₆ was found on the western section, confirming the dominance of the Arctic Ocean water masses and indicating that the major recirculation in Fram Strait takes place farther to the south.     

台湾海峡一次海啸的初步数值模拟

应用一个三维斜压陆架海模式--HAMSOM模式,首先对台湾海峡内的背景潮汐场进行了数值模拟,随后将一个参数化公式作为强迫条件,对1994年发生在海峡内的一次海啸进行模拟,结果与实测数据比较吻合.还分析了海啸波在海峡沿岸的分布情况及其对沿岸区域的影响状况,结果表明该次海啸波动对海峡沿岸区域的影响不大.