Argos表面漂流浮标在黑潮区的若干观测结果

利用近几年国家海洋局第二海洋研究所及国家海洋技术中心在南海和西北太平洋海域布放的部分卫星跟踪表面漂流浮标所取得的观测资料,分析了浮标流经海域的表层海流特征及浮标漂移路径上水温的变化。结果表明:2003年1月,黑潮表层水有入侵南海的趋势,夏季南海表层水经吕宋海峡流出,汇入黑潮主干;夏末冬初,黑潮主干经过东海时明显呈弯曲流动;2003年春季,日本以南海域黑潮弯曲不明显;台湾东北部海域存在一个强反气旋涡;表层海水的温度日变化和季节变化明显,在浮标漂移路径呈反气旋或气旋式转动的区域,对应出现了表层水温的高、低温区。     

利用回归模型模拟卫星跟踪海洋漂流浮标轨迹

分析浮标漂流速度和表层地转流、风海流结果表明：浮标漂流速度和表层地转流具有良好相关性。针对卫星跟踪漂流浮标运动的准地转性,建立了以海表地转流为主要回归自变量的几种回归模型,用以模拟浮标漂流轨迹,以期对浮标运动特性有进一步的认识。对南海中伴随涡旋运动的2个浮标模拟试验显示,诸多模型中以海表地转流、风海流及背景流为自变量的回归模型模拟浮标漂流轨迹效果较好。利用该回归模型,模拟出南海2个漂流浮标轨迹和真实轨迹距离偏差较小且二者运动趋势基本一致。通过分析回归模拟所得风海流、海表地转流及背景流发现：涡旋中心附近浮标漂移主要受地转流的控制,而涡旋边缘处风海流起到关键性作用,正是这部分贡献使得浮标能够进入（脱离）涡旋。背景流的空间分布决定着浮标漂移的最终去向,特别是背景流方向改变的区域,背景流的存在使得模拟浮标轨迹能够像真实轨迹一样运移。     

利用漂流浮标资料对黑潮及其邻近海域表层流场及其季节分布特征的分析研究

利用1987年以来WOCE项目及我国自行投放或进入黑潮及其邻近海域(15°~36°N,114°~135°E)的共计323个卫星跟踪海表面漂流浮标资料,得到全年平均及季节平均的浮标轨迹及(1/4)°×(1/4)°格点平均的表层流矢量结果。分析认为:对于全年平均的表层流场,黑潮表层流路主要表现了对大洋西边界地形的适应,并呈现出6个较大的弯曲,其中在反气旋型弯曲处都发生分支或入侵现象、气旋型弯曲处这种现象却不明显。对于季节平均的表层流场,黑潮表层不同流段分别表现出各自显著的季节差异:吕宋海峡附近海域,表层水向南海的入侵只发生在秋、冬两季,而春、夏两季却不发生;在台湾以东海域,黑潮表层流路与黑潮右侧反气旋涡的存在与否密切相关,春季没有涡旋存在时,黑潮表层流路常出现气旋式大弯曲,其他三个季节反气旋涡存在时,黑潮表层流路相对平直;在台湾东北海域,黑潮表层水向东海南部陆架区的入侵以秋、冬季最强,春季次之,而夏季几乎不发生;在赤尾屿以北的东海黑潮中段,黑潮流动比较稳定,其表层平均流径走向由偏北到偏东依次约为冬(北偏东30°)、春(北偏东33°)、秋(北偏东38°)、夏(北偏东45°);流路宽度由宽至窄依次约为秋(90 km)、春(80 km)、冬(70 km)、夏(60 km),而流速由大至小依次为夏、春、秋、冬,且各季节都表现出北段流速大于南段的现象;在九州西南海域,春、秋两季黑潮表层水发生明显的向北入侵,入侵的黑潮水与东海外陆架水共同成为对马暖流的一部分来源,而夏季这种现象不明显,九州西南海域黑潮表层流路北界的位置以秋季最为偏北(但最北不超过31°N)、流路也最宽;在琉球群岛外缘海域,南半部基本没有北上的表层流存在,只有在冲绳群岛-奄美群岛以东海区,秋、夏、春三季表层反气旋涡旋都比较活跃,在涡旋的西侧有顺着冲绳群岛-奄美群岛的东北向流,其中秋季最为明显。这些结果可以为黑潮及其邻近海域的深入研究提供较为客观、直接的参考。     

台湾东北部黑潮表层水入侵东海陆架的季节变化规律

基于1998～2011 年进入台湾东北部的WOCE-SVP(World Ocean Circulation Experiment -Surface Velocity Programme)计划的Argos 浮标运行轨道数据, 分析了台湾东北部的环流特征、黑潮表层水入侵东海陆架的季节变化规律。结果表明: 在春夏季, 黑潮表层水入侵仅限于陆架外缘, 而在秋冬季, 黑潮表层水可深入东海陆架或进入台湾海峡。自黑潮区入侵至100 m 和150 m 等深线的浮标数量在秋冬季较多, 春夏季较少。台湾海峡的浮标轨迹在春夏季几乎皆为北向, 在秋冬季皆为南向。在秋季, 东海中部和南部陆架会在黑潮西侧出现逆流和涡旋。可见, 台湾东北部环流具有显著的季节特征; 黑潮表层水入侵东海陆架在秋冬季较强, 春夏季较弱。本研究采用最新的Argos 浮标数据, 揭示了台湾东北部黑潮入侵东海陆架的季节变化规律。     

拉萨藏漂的自我表达与地方意义解读

藏漂是利用特殊地方对抗现代性负面影响的典型群体,其漂泊藏地的生命历程为研究自我与地方的互构机制提供了鲜活案例。基于半结构化访谈和实地观察收集的研究资料,本研究从历时性的微观角度入手,分析了不同时空条件下,藏漂自我表达和地方意义之间的关系演变。结果显示：该关系具有显著的阶段性特征,具体表现为：错配期——以寻求“诗意地方”为核心的自我表达强化;适配期——以追求“放任自我”为目标的地方意义生产;择配期——以多元价值为诉求的自我与地方调适。在此基础上,研究认为藏漂自我表达与地方意义的时空互动,本质上也是在不同阶段对真实意义的持续追求。在整个旅藏过程中,这种真实意义先后表现为自我真实、体验真实和价值真实的补充与替代,且呈现出由自我向朋友、家人和地方扩散的外推趋势。本研究的主要贡献在于同时从自我和地方两个基本点出发,明确了在藏漂寻求自我恢复和地方支持过程中人地关系核心意义的阶段呈现和发展规律,希望能为探究旅居者价值追求演变规律、人地关系联动机制和民族地区的现代化发展提供有益补充。     

Velocity Field of the Oyashio Region Observed with Satellite-Tracked Surface Drifters during 1999–2000

Based on the surface drifters that moved out from the Sea of Okhotsk to the Pacific, the surface velocity fields of mean, eddy, and tidal components in the Oyashio region are examined for the period September 1999 to August 2000. Along the southern Kuril Island Chain, the Oyashio Current, having a width of ∼100 km, exists with velocities of 0.2–0.4 m s⁻¹. From 40°N to 43°N, the Subarctic Current flows east- or northeastward with velocities of 0.1–0.3 m s⁻¹, accompanied by a meandering Oyashio or Subarctic front. Between the Oyashio and Subarctic current regions, an eddy-dominant region exists with both cyclonic and anticyclonic eddies. The existence of an eastward flow just south of Bussol' Strait is suggested. The 2000 anticyclonic warmcore ring located south of Hokkaido was found to have a nearly symmetric velocity structure with a maximum velocity of ∼0.7 m s⁻¹ at 70 km from the eddy center. Diurnal tidal currents with a clockwise tidal ellipse are amplified over the shelf and slope off Urup and Iturup Islands, suggesting the presence of diurnal shelf waves. From Lagrangian statistics, the single-particle diffusivity is estimated to be ∼10 × 10⁷ cm²s⁻¹.     

发展剖面探测浮标技术,支持我国参与ARGO计划

本文介绍了国际ARGO计划的背景和科学意义，分析了ARGO计划对我国的正负面影响和我们应采取的对策，分析了ARGO计划使用的自持式剖面循环探测浮标的技术要求和关键技术，介绍了国外已有的几种自持式剖面浮标和国内正在研制的自持式剖面浮标。     

Eddies in the northwest subtropical pacific and their possible effects on the South China Sea

Based on an analysis of drifter data from the World Ocean Circulation Experiment during 1979-1998, the sizes of the eddies in the North subtropical Pacific are determined from the radii of curvature of the drifter paths calculated by using a non-linear curve fitting method. To support the drifter data results, Sea Surface Height from the TOPEX/POSEIDON and ERS2 satellite data are analyzed in connection with the drifter paths. It is found that the eddies in the North Pacific （18^＊- 23^＊N and 125^＊-150^＊E） move westward at an average speed of approximately 0.098 ms^-1 and their average radius is 176 km, with radii ranging from 98 km to 298 km. During the nineteen-year period, only 4 out of approximately 200 drifters （2%） actually entered the South China Sea from the area adjacent to the Luzon Strait （18^＊-22^＊N and 121^＊-125^＊E） in the winter. It is also found that eddies from the interior of the North Pacific are unlikely to enter the South China Sea through the Luzon Strait.     

Mechanistic Drifting Forecast Model for A Small Semi-Submersible Drifter Under Tide-Wind-Wave Conditions

Understanding the drifting motion of a small semi-submersible drifter is of vital importance regarding monitoring surface currents and the floating pollutants in coastal regions. This work addresses this issue by establishing a mechanistic drifting forecast model based on kinetic analysis. Taking tide-wind-wave into consideration, the forecast model is validated against in situ drifting experiment in the Radial Sand Ridges. Model results show good performance with respect to the measured drifting features, characterized by migrating back and forth twice a day with daily downwind displacements. Trajectory models are used to evaluate the influence of the individual hydrodynamic forcing. The tidal current is the fundamental dynamic condition in the Radial Sand Ridges and has the greatest impact on the drifting distance. However, it loses its leading position in the field of the daily displacement of the used drifter. The simulations reveal that different hydrodynamic forces dominate the daily displacement of the used drifter at different wind scales. The wave-induced mass transport has the greatest influence on the daily displacement at Beaufort wind scale 5-6; while wind drag contributes mostly at wind scale 2-4.