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1.
The necessity and the preliminary tentative plan for the construction of the undersea tunnel across Taiwan Strait are expounded in this atricle. The strait undersea tunnels, which have been built and investigated in the world, and their engineering characteristics and construction methods have been introduced herein briefly.?Taiwan has been a part of China since ancient times and the people between the mainland and Taiwan are kindred compatriots in the extended family of the Chinese multinational country. For a long time, the people between southeast of China and Taiwan have had frequent communication in economy and culture. With the progress of times and the need of development, it has been put forward to build a safe and reliable undersea tunnel that is not affected by the environment across Taiwan Strait, and one which is also a magnificent project for the China in the long-term.?Whether by using a bridge or an undersea tunnel or both across the strait is a problem worthy of further research. According to such conditions as the weather of Taiwan Strait, depth of water, undersea terrain, possibility of engineering and hydrological geology under the sea, as well as the possibility of Taiwan Strait as a main shipping passage from south to north of China and the experience of existing passage across strait in the world, the primary analysis shows that the scheme of an undersea tunnel should be considered. Therefore the concept of the undersea tunnel engineering across Taiwan Strait is introduced in detail here. 相似文献
2.
It is necessary to construct the undersea tunnel across the Taiwan Straits because it would help strengthen communication between Taiwan and the mainland, promote economic and cultural exchanges, and uphold national unification and territorial integrity. Nowadays, there are many undersea tunnels in the world; the English Channel Tunnel and the Seikan Tunnel are two of the most famous. Rich experience has been obtained during the exploration, surveying, design, construction and operation of these undersea tunnels. So, technologically, it is completely feasible to construct the undersea tunnel of the Taiwan Straits. The total length of the undersea Taiwan Straits tunnel is about 220 km; however, water along most of the proposed tunnel site, is less than 50 m deep and the geological condition of the site is relatively good. Although technical difficulties exists in design and construction, there are some favorable aspects. It is, therefore, necessary to start a study by launching some exploration surveys and collecting related data. 相似文献
3.
It is necessary to construct the undersea tunnel across the Taiwan Straits because it would help strengthen communication between Taiwan and the mainland, promote economic and cultural exchanges, and uphold national unification and territorial integrity. Nowadays, there are many undersea tunnels in the world; the English Channel Tunnel and the Seikan Tunnel are two of the most famous. Rich experience has been obtained during the exploration, surveying, design, construction and operation of these undersea tunnels. So, technologically, it is completely feasible to construct the undersea tunnel of the Taiwan Straits. The total length of the undersea Taiwan Straits tunnel is about 220?km; however, water along most of the proposed tunnel site, is less than 50?m deep and the geological condition of the site is relatively good. Although technical difficulties exists in design and construction, there are some favorable aspects. It is, therefore, necessary to start a study by launching some exploration surveys and collecting related data. 相似文献
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CHUANKUN WANG 《Marine Georesources & Geotechnology》2013,31(3):133-150
For Future cross-sea passage spanning the Taiwan Strait, no matter what kind of scheme is adopted, its design, construction, and administration are closely related to marine hydrological and meteorological environmental elements. In this article, based on a great number of observed data, analyses for wave, typhoon, and monsoon conditions in the Taiwan strait region are made and their distributional features and character values are given. Especially, the wave height and occurrence frequencies of disastrous waves are analyzed, and the values of design wave parameters (wave height and period with a given return period) are estimated to use for the reference of the scheme optimization and project preliminary program of cross-sea passage spanning the strait. 相似文献
7.
Chuankun Wang 《Marine Georesources & Geotechnology》2004,22(3):133-150
For Future cross-sea passage spanning the Taiwan Strait, no matter what kind of scheme is adopted, its design, construction, and administration are closely related to marine hydrological and meteorological environmental elements. In this article, based on a great number of observed data, analyses for wave, typhoon, and monsoon conditions in the Taiwan strait region are made and their distributional features and character values are given. Especially, the wave height and occurrence frequencies of disastrous waves are analyzed, and the values of design wave parameters (wave height and period with a given return period) are estimated to use for the reference of the scheme optimization and project preliminary program of cross-sea passage spanning the strait. 相似文献
8.
The construction of bridges and tunnels plays an important role in the social and economic development of cities and local regions. The planning of the bridge and tunnel across Taiwan Straits will have a positive effect on the economic development at each stage: preplanning, engineering construction, and the completion of the project. The two sides of Taiwan Straits have the advantage of a suitable location, consanguineous relationship, and appropriate geographic conditions. Currently, there are many economic and cultural communications between both sides of the Straits. The bridge and tunnel from Xiamen to Jinmen can be regarded as the beginning of the “golden link belt.” The total capability for sustainable development of Fujian Province ranks the sixth among 31 provinces in China, which will provide powerful support for the construction of the bridge and tunnel. 相似文献
9.
This article discusses the possible socioeconomic impact of Taiwan Strait Tunnel from the perspective of the relationship between the construction of Taiwan Strait Tunnel and the socioeconomic development of the two sides of the Taiwan Strait and the surrounding areas. First of all, the construction of Taiwan Strait Tunnel in its conceptual stage depends on the socioeconomic development of the two sides of the Strait. Important basic conditions—such as the mainland's and Taiwan's future sustainable economic growth above what has already been achieved; their further development of economic, trade, and social ties; their political dialogue based on “the principle of one China”; and the progress of the peaceful reunification of the motherland—will decide the construction of the Taiwan Strait Tunnel. Under such conditions, once the Taiwan Strait Tunnel is operable, it will create a huge demand pull on the two sides of the Taiwan Strait and their surrounding areas for a long period and, thus, will bring about a sustainable increasing economic upsurge in the two sides. Secondly, once the Taiwan Strait Tunnel is open to traffic, its transport ability will be tremendous and will greatly influence the economic development of the two sides of the Strait and enhance their economic and trade ties and their personnel exchange. At the same time, the tunnel will not only form a new traffic pattern of the two sides of the Taiwan Strait, but it will also improve their traffic structure and expand their traffic scale to a large extent. It is certain that the construction of Taiwan Strait Tunnel will be a highly complex project of an all-time grand scale to be constructed over quite a long period. It will encounter a lot more restrictive factors than have ever been met in the fields of design, programming, techniques, equipment, organization of construction, and the operation and maintenance of the tunnel and line. Moreover, it will also encounter many important restrictive factors as a result of its socioeconomic impact. 相似文献
10.
关于台湾海峡分界的探讨 总被引：1，自引：0，他引：1
台湾海峡介于台湾岛与大陆之间,是东海与南海的通道.关于台湾海峡范围的划分,海峡之东常以台湾岛两端（北为富贵角,南为鹅銮鼻）为界;海峡之西以大陆的平潭岛等为北界,东山岛或南澳岛为南界.为了更客观和准确地划分台湾海峡范围,本文根据海洋地理学中＂海峡＂的概念及对世界海峡类似实例的分析,并按照台湾海峡区域地形、地质等特征进行了分界.作者认同台湾海峡北口位于福建省平潭岛至台湾富贵角,但认为其南口应位于广东南澳岛至台湾曾文溪河口南岸.在此南、北口之间为台湾海峡范围.台湾海峡地形、地质等特征明显,与台湾及大陆紧密关联,并具有东海延伸入内的特点.而北口之北的闽东北海底,海峡特征明显消失.此南口为东海与南海的交汇处,其南属于南海的台湾浅滩及其外缘,其地形、地质特征也与海峡的显著不同.本研究结果对于更准确地划分台湾海峡范围及区域海洋研究与实践等方面都具有多方面的意义. 相似文献
11.
Wind-induced Kuroshio intrusion into the South China Sea 总被引：14，自引：0，他引：14
The Kuroshio flows north along the east coasts of the Philippines and Taiwan. Between these two land masses lies the Luzon Strait which connects the Pacific Ocean to the South China Sea. The Kuroshio usually flows north past this strait, but at times part or all of it flows west through the strait into the South China Sea forming a loop current. It has been suggested that the loop current forms when the northeast monsoon deflects the Kuroshio through the Luzon Strait. In this study, satellite-derived sea-surface temperature images are used to observe the Kuroshio in the Luzon Strait region. Together with wind data from the region, these observations indicate a loop-current development process which is largely determined by an integrated supercritical wind stress parameter. The loop current grows when a four-day average of the local wind-stress component directed to the south exceeds 0.08 Nm–2. When this average wind-stress component drops below the critical value, the Kuroshio returns to its northward path. 相似文献
12.
台湾海峡及南海东北部潮汐的解析模式 总被引：1，自引：0，他引：1
将摩擦力项取为线性形式，联合考虑了科氏力，摩擦力以及非摩擦非线性效应，给出了等深海峡中源潮波及浅水潮波解析形式的解；探讨了各分潮波振幅的分布变化情况，并将本文的解析模式应用于台湾海峡及南海东北部海域；计算了Ｍ２，Ｓ２，Ｍ４和ＭＳ４４个分潮的理论解。与实际观测比较表明，在台湾海峡内，半日潮和四分日潮解析解与实测符合较好；在南海东北部，半日潮波解析解与实差异较大。作者认为这是由于来自吕宋海峡传入的潮波 相似文献
13.
台湾海峡两岸第四纪生物群特征及古地理演变 总被引：5，自引：0，他引：5
蔡丽珠 《海洋地质与第四纪地质》1995,15(4):47-56
本文以大量古生物、古文化遗址及测年资料，分析台湾海峡两岸受新构造运动影响和自更新世以来的古地理演变，从而证明了台湾是中国神圣领土不可分割的一部分。 相似文献
14.
The offshore branch of the China Coastal Current in the Taiwan Strait normally makes a U-turn north of the Zhangyun Ridge. In early 2008, the current continued straight and carried water as cold as 14 °C toward Penghu Island, causing damage to the local aquaculture and coral reef ecosystem. This study investigates the mechanism behind this intrusion of cold water using available data and a three-dimensional model.The model results show that the 2008 intrusion can be divided into three stages. At the beginning of February, the offshore branch of the China Coastal Current formed a U-shape in the Taiwan Strait; the branch moved cold water from the western strait to the central strait when the offshore geostrophic current, which is related to the southward sea level and density gradients, overcame the onshore Ekman transport caused by the northeasterly monsoon. In the second stage, in mid-February, strong northeasterly winds intensified the southwest current in the Taiwan Strait and resulted in abnormal transport of the cold water from the central strait to Penghu Island. Finally, at the end of February, the warm northeast current was re-established due to weakened wind, and the cold water gradually retreated to the north. The second processes occurred immediately after the first, resulting in the unique intrusion of cold water. 相似文献
15.
Bin Shi Hongzhong Xu Bin Chen Dan Zhang Yong Ding Heliang Cui Junqi Gao 《Marine Georesources & Geotechnology》2003,21(3):333-343
Taiwan Strait Tunnel (TST) will be an extra-long tunnel or tunnel-bridge complex, running over 150 km of seafloor geologic body with complicated topographic and geologic units. It is therefore necessary to measure and monitor the strain distribution along the TST. In this article, the Brillouin optical time-domain reflectometer (BOTDR), a newly developed strain measurement and monitoring technology, is introduced, and the feasibility of its application in the strain monitoring for TST is analyzed through the monitoring achievement with BOTDR of a tunnel located in Nanjing City, China. The results indicate that the BOTDR has many unique merits such as distributed measurement, long-distance, real-time, and resistibility for strain monitoring application in a tunnel such as TST. Finally, apreliminary scheme for BOTDR application in TST monitoring is proposed. 相似文献
16.
As a kind of transportation mode for crossing channels,undersea tunnel has incomparable advantages for its directness,convenience,fastness,insusceptibility to weather conditions,and smaller influences on environments.In recent years,with the development of undersea tunnel construction,the design and construction technologies have been greatly enhanced.The first undersea tunnel in China has just been built.Waterproofing is the key technique of undersea tunneling.A new concept of waterproofing scheme of grouting,sealing,draining and divided sections was adopted in the construction of the tunnel based on the researches,the in-situ geological features,the astuteness of the current technology,and the cost of construction.The structural details of the sealing and draining system are introduced to illustrate the salient features of the new waterproofing technique.It is hoped that experiences described in the paper can offer guidance for the construction of the extensive undersea tunnels in the coming years. 相似文献
17.
A numerical study of the summertime flow around the Luzon Strait 总被引：3，自引：0，他引：3
Luzon Strait, a wide channel between Taiwan and Luzon islands, connects the northern South China Sea and the Philippine Sea.
The Kuroshio, South China Sea gyre, monsoon and local topography influence circulation in the Luzon Strait area. In addition,
the fact that the South China Sea is a fairly isolated basin accounts for why its water property differs markedly from the
Kuroshio water east of Luzon. This work applies a numerical model to examine the influence of the difference in the vertical
stratification between the South China Sea and Kuroshio waters on the loop current of Kuroshio in the Luzon Strait during
summer. According to model results, the loop current’s strength in the strait reduces as the strongly stratified South China
Sea water is driven northward by the southwest winds. Numerical results also indicate that Kuroshio is separated by a nearly
meridional ridge east of Luzon Strait. The two velocity core structures of Kuroshio can also be observed in eastern Taiwan.
Moreover, the water flowing from the South China Sea contributes primarily to the near shore core of Kuroshio. 相似文献
18.
Biogeochemical cycling in the Taiwan Strait 总被引：2，自引：1，他引：1
Based on repeat observations made during 2001–2003 along two transects in the Taiwan Strait this study aims at understanding factors controlling primary productivity with an emphasis on biogeochemical cycling of nitrogen, the major bio-limiting macronutrient. The Taiwan Strait receives copious supplies of nutrients through river runoff and upwelling in its western and northeastern parts, respectively, but the phytoplankton biomass, as inferred from the Chl a concentration, does not appear to be commensurately high. It is proposed that high water turbidity results in light limitation of primary productivity, especially in the western part of the strait. The accumulation of nitrite in the surface mixed layer appears to be due to nitrate reduction during phytoplankton assimilation, whereas in the near-bottom waters nitrite is most likely produced during nitrification. The net balance between input and loss of nitrogen is inferred from the nitrogen tracer N*. The Taiwan Strait is found to be a net recipient of combined nitrogen. 相似文献
19.
GPS observation indicates that the Fujian coastal region of China mainland, the region of Taiwan Strait and northern Taiwan island all show a generally homogenous horizontal motion with weak deformation. Historical earthquake record over more than 800 years and modern instrumental data reveal that there is potential seismic risk in and around Taiwan Strait region. After the National Seismic Zoning Map of China (2001) the expected seismic risk in northern part of the Taiwan Strait is lower than that in middle and southern part. The suggested northern route of the Taiwan Strait passage project seems to be relatively save seismically. 相似文献
20.
《Marine Georesources & Geotechnology》2006,24(3):193-201
GPS observation indicates that the Fujian coastal region of China mainland, the region of Taiwan Strait and northern Taiwan island all show a generally homogenous horizontal motion with weak deformation. Historical earthquake record over more than 800 years and modern instrumental data reveal that there is potential seismic risk in and around Taiwan Strait region. After the National Seismic Zoning Map of China (2001) the expected seismic risk in northern part of the Taiwan Strait is lower than that in middle and southern part. The suggested northern route of the Taiwan Strait passage project seems to be relatively save seismically. 相似文献