. The Eastern Bering Sea Shelf : oceanography and resources / edited by Donald W. Hood and John A. Calder . 178° 176° 174° 172' 170°W 168° 162° 160° Figure 7-12. Geography of the Cape Lisburne transport section. eastward-flowing Siberian Coastal Current extends seaward somewhat more than 90 km. The south- westward extension of line 1^ was therefore termi- nated at the indicated transition point to the cold, low-salinity Siberian coastal water. There is no guarantee that the Siberian Coastal Current will not from time to time cross line 1, , and indeed the current and temperature record from NC
. The Eastern Bering Sea Shelf : oceanography and resources / edited by Donald W. Hood and John A. Calder . 178° 176° 174° 172' 170°W 168° 162° 160° Figure 7-12. Geography of the Cape Lisburne transport section. eastward-flowing Siberian Coastal Current extends seaward somewhat more than 90 km. The south- westward extension of line 1^ was therefore termi- nated at the indicated transition point to the cold, low-salinity Siberian coastal water. There is no guarantee that the Siberian Coastal Current will not from time to time cross line 1, , and indeed the current and temperature record from NCI indicates that on at least one occasion the direct influence of the coastal current may have extended as far seaward as the mooring position. On the other hand, the cross-correlations generally show significant length scales of 100 km or more, which is considerably greater than the distance from NCI to the southwest end of li , about 38 km. We can therefore expect the flow to be reasonably coherent over the distance 1, , and the current record from NCI to be indeed representative of the line 1, . We return to the calcu- lation of flow correlations later. Line I7 was extended eastward to the 30 m isobath, where the Oshoro Maru measurements still showed northeasterly flow; this is 6-7 km from shore. Since the water is quite shallow over the remaining distance, it is doubtful that much of the transport is missed. Lines I2-I6 join points midway between each adjacent pair of mooring positions. A more difficult problem is vertical extrapolation of the velocity from the instrument position 10 m above the bottom. Two shipboard current-meter sections have been made along the mooring line, one from the Oshoro Maru in July 1972 and the other from the Moana Wave in September 1976. For each of these sections we calculated the ratio between the mean cross-section velocity component in the layer deeper than 30 m and that in the water column taken as a whole. Omitting two apparently a
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