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From 2003 to 2011, current surveys, using an acoustic Doppler current profiler (ADCP) mounted on the Ferry Naminoue, were conducted across the Tokara Strait (TkS). Resulting velocity sections (1234) were used to estimate major tidal current constituents in the TkS. The semidiurnal M2 tidal current (maximum amplitude 27 cm s−1) was dominant among all the tidal constituents, and the diurnal K1 tidal current (maximum amplitude 21 cm s−1) was the largest among all the diurnal tidal constituents. Over the section, the ratios, relative to M2, of averaged amplitudes of M2, S2, N2, K2, K1, O1, P1, and Q1 tidal currents were 1.00:0.44:0.21:0.12:0.56:0.33:0.14:0.10. Tidal currents estimated from the ship‐mounted ADCP data were in good agreement with those from the mooring ADCP data. Their root‐mean‐square difference for the M2 tidal current amplitude was 2.0 cm s−1. After removing the tidal currents, the annual‐mean of the net volume transport (NVT) through the TkS ± its standard derivation was 23.03 ± 3.31 Sv (Sv = 106 m3 s−1). The maximum (minimum) monthly mean NVT occurred in July (November) with 24.60 (21.47) Sv. NVT values from the ship‐mounted ADCP were in good agreement with previous geostrophic volume transports calculated from conductivity temperature depth data, but the former showed much finer temporal structure than those from the geostrophic calculation.

Transverse‐vertical structure and temporal variability of the Kuroshio current across the Tokara Strait during 2003–2012 measured by a ferryboat acoustic Doppler current profiler with a 2‐km horizontal resolution and a two‐day interval are presented. The Kuroshio passing through the Tokara Strait exhibits a multicore velocity structure. Its seasonal volume transport variation is biannual for baroclinic components relative to 700 m, peaking in July and December–January. However, the barotropic transport component exhibits an annual cycle with a maximum in December. Empirical orthogonal function analysis of the cross‐sectional velocity is performed. The first two empirical orthogonal function modes reveal the north‐south shift of the Kuroshio current axis and the change in Kuroshio volume transport, respectively. Temporal variabilities of the leading two modes correspond to those of the Kuroshio Position Index and the sea level difference across the strait, respectively. The third empirical orthogonal function mode, with a relatively smaller horizontal scale, was examined in terms of turbulent mixing. The banded structure captured by this mode is likely induced by flow‐topography interaction because islands in the Kuroshio route could cause horizontal and vertical flow separation. Additional analysis based on high‐resolution reanalysis data suggested that (1) inertial instability, which is expected in the areas with negative Ertel's potential vorticity, arises to enhance vertical mixing around the islands in the Tokara Strait, and (2) when the Kuroshio directly impinges the islands, flow divergence in the lee of the islands drives upwelling and leads to uplift of isotherms.

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