Description: Three data types are compared in the low-current-velocity regime in the southeastern North Atlantic, between 12-degrees-N and 30-degrees-N, 29-degrees-W and 18-degrees-W: Geosat altimetric sea level and derived surface geostrophic velocities, shallow current meter velocities, and dynamic heights derived from hydrographic data from cruises 4, 6, and 9 of the research vessel Meteor. The four current meter daily time series, at depths around 200 m, were smoothed over 1 month; the altimetric geostrophic velocities were computed from sea surface slopes over 142 km every 17 days. The correlation coefficients between the current meter and altimetric geostrophic velocities range between 0.64 and 0.90 for the moorings near 29-degrees-N but between 0.32 and 0.71 for the two around 21-degrees-N; the associated rms discrepancies between the two measurement types range between 1.5 and 4.4 cm/s, which is 49% to 127% of the rms of the respective current meter time series. Dynamic heights relative to 1950 dbar for the months of November 1986 (d(M4)), November 1987 (d(M6)), and February 1989 (d(M9)) were computed from Meteor cruises 4, 6, and 9. Both dynamic heights and altimetric heights (h(M4), h(M6), h(M9)) were averaged over 1-degrees boxes for the duration of each cruise. Differences d(M4) - d(M6) and d(M9) - d(M6) were computed only at bins where at least one station from both cruises existed, Assuming that dynamic heights d in dynamic centimeters are equivalent to sea level h in centimeters, the standard deviation sigma of the differences ((h(M4) - h(M6)) - (d(M4) - d(M6))) and corresponding M9 - M6 values was 2.1 cm. This value (squared) is only 13% of the (5.8 cm)2 variance of the dynamic height differences and is indistinguishable from the 2.7- to 5.6-cm natural variability of sea level in the area expected between the times when the ship and the satellite sampled the ocean. The areally averaged discrepancy for M9 - M6 was only 0.7 cm, but the corresponding value for M4 - M6 was 5.2 cm. A systematic difference between the water vapor corrections used before and after July 1987 is responsible for the M4 - M6 difference. The average M4 - M6 discrepancy is only 0.1 cm using the Fleet Numerical Oceanography Center correction, with a standard deviation of 3.1 cm. In spite of the underlying differences in sampling and physics, including unknown barotropic components not included in our hydrographic dynamic heights, and in data errors, including water vapor, ionospheric, and orbital effects on the altimetry, consistent interannual changes of the mean sea level from the independently obtained altimetric and hydrographic data sets are obtained, and correlated seasonal changes in surface currents are observed with both altimetry and current meters.

Description: Widespread and sustained in situ ocean measurements are essential to an improved understanding of the state of the ocean and its role in global change. Merchant marine vessels can play a major role in ocean monitoring, yet apart from routine weather observations and upper-ocean temperature measurements, they constitute a vastly underutilized resource due to lack of suitable instrumentation. Examples of ways in which vessels can assist include profiling techniques of physical properties, chemical sampling via automated water samplers, optical techniques to measure various biological parameters, and ground truth measurements for remote sensing from orbiting and geostationary satellites. Further, ships can act as relays between subsurface instrumentation and satellite communication services. To take advantage of the opportunities that the maritime industry can provide, two steps must be taken. The first is to initiate an instrumentation development program with emphasis on techniques optimized for highly automated use onboard ships at 15-20-kt speeds. The second is to forge partnerships or links between academic and government laboratories and the maritime industry for the institution and maintenance of such monitoring programs. No doubt significant resources will be required, but in the long run the improved ability to monitor the state of ocean in situ will make the effort more than worthwhile.

Description: The inclination of oceanographic mooring lines due to current drag causes errors in time series observations of currents and temperatures. The prediction of this effect requires knowledge of the drag coefficients for the mooring components. Drag coefficients, known for simple geometric shapes such as spheres or cylinders, are commonly used for mooring response computations. Selected mooring components (buoyancy elements and instruments) were tested in a tow tank to determine their actual drag coefficients. Over the Reynolds Number range, typical of oceanic conditions, deviations of the drag coefficient up to 50% are found when compared with the appropriate simple geometric shape coefficients. A set of model moorings and model current profiles is used to determine the resulting changes in component depth level and displacement. The changes in horizontal displacement of the upper part of the mooring are on the order of 10% in extreme cases and 1% under typical conditions. Their effects on current measurements will usually be negligible. However, the related vertical displacements are on the order 100 to 10 m. Such vertical displacements may carry instruments to depth levels where currents and particularly thermocline temperatures are sufficiently different from the intended level to cause errors in the time series observations.

Description: Simulated transient-tracer distributions (tritium, 3H3, freons) on the isopycnal horizons σ0=26.5 and 26.8 kg m−3 are presented for the East Atlantic, 10° −40°N. Tracer transport is modeled by employing a baroclinic flow field based on empirical data in a kinematic isopycnal advection-diffusion numerical model, in which winter convection is taken as the mechanism of communication with the ocean surface layer, and the isopycnal diffusivity is a free parameter. Diapucnic transport is ignored. The simulations employ time-dependent tracer boundary conditions, which are constructed on the basis of available observations. Simulations are compared to data obtained on a meridional section in 1981 (F/S Meteor, cruise 56/5). Best simulations were obtained by means of a subjective optimization procedure. On both levels, the observed distributions and the best simulated distributions agree well. The fact that the surface boundary conditions and interior distributions of the tracers are distinctly different leads us to the conclusion that our model provides a consistent description of upper main-thermocline ventilation and interior transport Surface-water densities in February are found to represent adequately the winter outcrop boundaries with an uncertainty of about ±300 km across. The required isopycnal diffusivity south of 29°N is 1700 m2 s−1, and 2900 m2 s−1 further north (+70/−40%). Interior transport is found to be predominantly advective. Advective ventilation across 30.5°N east of 33°W amounts to only 12% and 40% for the 26.5 and 26.8 horizons of the total ventilation rates reported by Sarmiento. The North Atlantic/South Atlantic Central Water boundary near 15°N is found to be predominantly determined by advection.

Description: Quasi-homogeneous layers in vertical profiles of temperature and salinity in the eastern North Atlantic near Madeira indicate the existence of a subtropical Mode Water in the Eastern Basin. Temperature sections show a maximum horizontal extent of at least 500 km. The frequency distribution analysis of homogeneous layers in a historical XBT dataset shows a Mode Water formation region near and to the north of Madeira. This Mode Water is found at increasing depths and displaced to the west and southwest during the course of the year after its formation by wintertime convection. It disappears almost completely, due to mixing, before the next winter. Volume estimates suggest that this Madeira Mode Water in the eastern Atlantic accounts for 15–20% of the total Central Water formation in the corresponding density range as obtained from tracer studies in the North Atlantic gyre.

Description: The eastern part of the North Atlantic subtropical gyre is found in the region between the Azores and the Cape Verde Islands. A study of the gyre structure in the area east of 35°W between 8°N and 41°N is presented. The geostrophic flow field determined from historical temperature-salinity data sets by objective analysis indicates seasonal variations in shape but no significant changes in the magnitude of volume transports. The eastern part of the gyre has a larger east-west and smaller north-south extension in summer compared with the winter season. The center shifts by about 2° latitude to the south from winter to summer. Long-term temperature time series (6.5 years) from a mooring near the Azores are consistent with these results, showing always a consistent temperature increase at the beginning of the year which is apparently due to the displacement of the northeastern part of the gyre. A comparison between the mean flow fields and fields obtained from individual zonal sections indicates large deviations north and south of the gyre but small deviations within the gyre.

Description: The Guinea Dome is a permanent, quasi-stationary feature on the eastern side of the thermal ridge extending zonally across the tropical North Atlantic. The dome is a part of the large-scale near-surface flow fields associated with the North Equatorial Current, the North Equatorial Countercurrent and the North Equatorial Undercurrent. In the present study, historical and recently obtained hydrographic data are combined to investigate the thermohaline structure and geostrophic flow field in the vicinity of the dome. It is shown that the Guinea Dome exists throughout the year both in subthermocline and thermocline layers, that it has a corresponding cyclonic geostrophic flow, and that seasonal changes occur with respect to its vertical structure, horizontal extent, and position. The observational results are then compared with simulations from a general circulation model of the tropical Atlantic. A seven-year simulation forced by observed monthly winds is run to compute a monthly climatology. The model adequately simulates the Guinea Dome with respect to its structure, flow field, and seasonal variability.

Description: The Cape Verde Frontal Zone separates the North and the South Atlantic Central Waters in the eastern North Atlantic. It also represents the boundary between the ventilated subtropical gyre and the quasi-stagnant shadow zone in the southeast. The thermohaline front is nearly compensated with respect to density, and density parameters RP, suggest the existence of double-diffusive processes. Datasets from three cruises to the region, approximately one year apart each, are used to determine the effects of double-diffusive diapycnal versus isopycnal mixing. For this purpose results from the usual temperature-salinity analysis assuming isopycnal mixing are compared to results from a multiparameter analysis where nutrient and oxygen data are also used. Significant diapycnal fluxes are found in the frontal zone between 200 and 300 m, with water mass contents being changed by more than 20% through diapycnal mixing. The associated buoyancy fluxes have a similar magnitude as surface fluxes in the area and thus represent an important contribution to the vertical balances of heat and salt.

Description: An analysis is presented of geostrophic volume transport across a zonal line along 28-degrees-N in the eastern Atlantic. The data are from an array of five moorings with 200-km spacing carrying temperature sensors and one current meter each for 1 or 2 years. Transport changes in the main thermocline relative to a fixed depth level are obtained by the use of temperature-salinity relationships. The transport variability is simulated by two propagating waves with first-order baroclinic mode structure. Solutions exist with annual and semi-annual periods and zonal wavelengths of 100-200 km and 300 km, respectively. Assuming quasi-geostrophic dynamics and using results on the Reynolds stress, the dominating waves of annual and semi-annual period are found to propagate to the southwest, with 45-degrees-60-degrees and 25-degrees to the south off the westward direction, respectively. Wave solutions with a 90-day period and a zonal wavelength of about 300 km are interpreted as an effect of barotropic waves arising due to horizontal temperature inhomogeneity. The propagation is about +/-25-degrees off the westward direction. In general, good approximations are obtained with the propagating wave simulations in the western and central part of the array, while large differences occur between observation and simulation close to the Canary archipelago. Possible causes for these differences are discussed.

Description: The Azores Current, south of the Azores Archipelago, is part of the subtropical North Atlantic gyre. Using an international hydrographic data set, we analyze mean and seasonal geostrophic transport fields in the upper 800 m of the ocean in order to determine the origin of the Azores Current in the western basin and seasonal changes in the related flow. Geostrophic currents are obtained by using the method applied by Stramma (1984) in the eastern basin. The Azores Current is found to originate in the area of the Southwest Newfoundland Rise (Figure 10). In winter an almost uniform current connects this region of origin with the Azores Current, while a branching into two current bands is observed in summer, with the southern band forming a marked cyclonic loop. Within the upper 800 m, all of the transport in the northern band and about 70% of the transport in the southern band recirculates in the eastern basin. Additionally, expendable bathythermograph data from the Azores Current region indicate an increase of eddy potential energy from winter to summer.