PRESENTATION 1:

Situation and Lessons Learnt from Fifteen Years of Traverses between Dumont d’Urville and the Site

Eng Patrice Godon / French Program (Head of Antarctic Logistics) IPEV - Paul Emile Victor, BP 75 29280 PLOUZANE, FRANCE [email protected]

th This past season, the 45 cargo traverse from Dumont d’Urville to the French - Italian station Concordia (1150 km), delivered 260 tons of goods, which represents the heaviest shipment in its history. The very first cargo traverse took place in 1995 and, since then, the system was permanently improved regarding all technical aspects, and 6000 tons in total were delivered until last summer, with an average of 400- 500 T by summer campaign.

This presentation will describe the current situation, addressing many issues such as vehicles adaptation to the track surface and to the changing and bad weather conditions (cold, wind, white-out), navigation systems, daily work beside the 11 hours of drive, safety rules, sled design, basic accommodation and also daily life equipments to improve the team’s well-being.

PRESENTATION 2:

Italian Scientific Traverse

Massimo Frezzotti, Stefano Urbini & Giuseppe De Rossi

As a part of ITASE (International TransAntarctic Scientific Expedition), the Italian Antarctic Programme, between 1996 and 2002, performed three traverses. The objectives of the research were to develop an understanding of the latitudinal and longitudinal gradient, along three transepts East - West (Terra Nova Bay - Dome C, Taylor Dome - Dome C, and Talos Dome – D66) and two transepts North - South (Dumont d’Urville - Dome C and GV7-Talos Dome – Taylor Dome), documenting the last 200 - 1000 years of the climatic, atmospheric and surface conditions over the Eastern and NE Dome C drainage area and the Northern Victoria Land. The traverse vehicles consisted of eight articulated sledges (4 modules: sleeping-living, generator-workshop, drilling-core storage, storage; 4 fuel sledges) pulled by two Pisten Bully 330 Kassbohrer, and two Caterpillar Challenger 55C.

The traverse route and borehole sites were selected and surveyed in Italy based on the analysis of georeferenced satellite imagery (Landsat ETM+, ERS-1 SAR, AVHRR) and of a Digital Terrain Model. The first 200 km from Mario to East is a heavy crevassed area, the survey of this area has been performed using satellite images, field scouting, snow-radar (GPR) coupled with GPS measurements.

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PRESENTATION 3:

Norwegian–US Scientific Traverse of East , 2007-2009

Øystein Mikelborg

Norwegian Polar Institute

This joint project was part of the larger Trans-Antarctic Scientific Traverses Expeditions—Ice Divide of (TASTE-IDEA) and the International Partners in Ice Coring Sciences (IPICS). These two international consortia involved a number of coordinated traverses across Antarctica during the IPY. Norway–USA, Sweden–Japan, Germany, France–Italy–Russia, China, Australia and the USA are responsible for the traverses, which criss-cross East Antarctica from starting points which included Taylor Dome, Talos Dome, Wasa Station, Neumayer Station, Station, Syowa Station and Zhong Shan Station.

The expeditions travelled through some largely unexplored areas of Antarctica. Along the route, scientists and technicians extracted ice cores, made detailed meteorological observations, measured ice depth, investigated ice dynamics, surveyed under-ice geology and deployed instruments that will continue to furnish data after theIPY is over. It is anticipated that the data amassed during these traverses—as well as those that continue to come in, post-IPY, from automatic weather stations and snow accumulation stakes, for example—will significantly improve our understanding of past, current and future climate variability, cryosphere–atmosphere interactions and Antarctic ice mass balance. Figure 3.1 Rough sketch of the International Polar Year (IPY) traverses of Antarctica under the umbrella of the Trans-Antarctic Scientific Traverses Expeditions—Ice Divide of East Antarctica.

Led by Norwegian Polar Institute Director Jan-Gunnar Winther, the Norwegian–US Scientific Traverse of East Antarctica was Norway’s contribution to TASTE-IDEA. The Norwegian–US traverse was undertaken in two stages. The first phase took the expedition from the Norwegian Troll Station to the US Amundsen– Scott Station in the austral summer of 2007/08. The second stage started from the South Pole and returned to Troll Station, by a different, shorter route, during the following summer. The team set out

2 from Troll Station on 16 November 2007. The expedition travelled in four tracked vehicles hauling eight sleds including accommodation- and working modules. As expected, heavy loads and the high-altitude thin air made the going slow.

The expedition made numerous planned stops to collect fuel and carry out scientific work. The greatest challenge proved to be keeping the vehicles in working order despite the harsh environmental conditions and the very heavy demands placed on them as tons of ice cores were added to the load during the progress of the expedition. There were numerous delays as the mechanics grappled—typically in extremely cold temperatures—with difficulties with the tracked vehicles. The differentialsand transfer cases were particularly troublesome. These broke down repeatedly and new ones were flown in.

Ultimately, the mechanical problems proved insurmountable despite the tireless efforts of the mechanics. About 350 km short of the intended finish point for the first leg of the traverse—the South Pole—the last of the replacement parts available from the manufacturer failed, bringing the expedition to a final standstill in mid-January. The vehicles and hardier equipment and supplies were buttoned down for the winter. Personnel, scientific samples and gear unlikely to withstand the Antarctic winter were taken by air to the Amundsen–Scott South Pole Station, and then back to civilization.

The winter was used for making modifications to the faulty drive train, and when the crew returned for the austral summer 2008/09 they brought with them new parts and the vehicles were modified on site before the traverse set out on their way back to Troll station. The route passed over three of four newly discovered sub glacial lakes, identified using satellite imagery and ice-surface elevations. The second leg of the traverse was a great success with the vehicles performing flawlessly and the team arrived back at Troll Station on 13 February 2009.

The two-stage Norwegian–US Scientific Traverse of East Antarctica is the most ambitious expedition undertaken by Norway since the International Geophysical Year, 50 years ago. Norway has participated strongly in every IPY since the inception of this international scientific endeavor in the late 19th century.

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PRESENTATION 4:

AWI Traverse activities for Supply of and scientific Research

Cord Drücker, Uwe Nixdorf & Heinz Miller

Since 1984 Alfred Wwgener Institute (AWI) has carried out scientific research on ice shelves and the interior plateau, based on traverse logistics, and since 2000, has supported the construction and operation of Kohnen Station also mainly by traverses.

Käßbohrer Pistenbully and Aalener, respectively Lehmann sledges form the backbone and usually cargo and fuel are transported in 20 ft containers.

The presentation will highlight some of the equipment and efficiency indicators.

PRESENTATION 5:

Traverse Technology Development within the US Antarctic Program

George L. Blaisdell Operations Manger US Antarctic Program, National Science Foundation

The recently completed 2010-2011 austral summer season is the fourth since the US Antarctic Program (USAP) completed a proof of concept project to move heavy loads long distances over snow. Since the 2007-2008 season, 1.14 million kilograms of fuel and cargo have been delivered to Amundsen-Scott South Pole station in four 1600km tractor trains trips from McMurdo. This represents the offset of over 100 flights by LC-130 Hercules aircraft and a net savings of 750,000 liters of fuel owing to the greater efficiency of tractor delivery over airlift.

Starting with fuel being delivered in steel tanker sleds, and cargo on traditional robust four-ski sledges, USAP has now achieved significant technology maturation. For example, fuel delivery is now nine-times more efficient than at the outset through the use of high-molecular-weight (HMW) plastic sleds directly supporting flexible fuel bladders (tare to payload ratio of 0.02 and a towing friction coefficient of 0.07). Development under way now is focused at bringing a similar level of efficiency improvement for cargo deliveries by using a combination of HMW sliders with air-pillow-supported decks. Robotic tractor operations are also under development to allow longer operational periods each day with fewer staff and with greater machinery optimization.

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PRESENTATION 6:

iSTAR traverse, Development of a new science Support Platform for

Mike Dinn, Operations Manager British Antarctic Survey Simon Garrod, Traverse Leader iSTAR Program Steve White, Vehicles Manager Dr Andrew M Smith, iSTAR Program Science Coordinator (icesheets)

The British Antarctic Survey, on behalf of the Natural Environmental Council, UK, are currently specifying, procuring and in the 2011-12 season, delivering, a scientific tractor train system to the Pine Island region of . Initially the tractor traverse capability is designed to assist in the support of a NERC £7.2 M science program that is investigating the catchment of the Pine Island Glacier. The proposed vehicle activities will take place in the area between Cape Flying Fish (S 72° 15’, W 103° 20’) at the western end of the Abbot Ice Shelf and the southern part of the Pine Island Glacier drainage basin (approximately S 80° 00’, W 095° 00’; Figure 6.1).

Figure 6.1. Location map for proposed activity.

The paper describes the system and some of the processes by which the system has been put together. It is an acknowledgement of the information that can be shared within COMNAP to inform decision making processes.

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PRESENTATION 7:

Snow Vehicles used for Inland Traverse by JARE and a New Unmanned Tractor

Kenji Ishizawa & Masanori Chiba National Institute of Polar Research, Japan

The Japanese Antarctic Research Expedition (JARE) started in 1956. Since then, many kinds of snow vehicles including sledges have been used for inland traverse for scientific research and cargo transportation. The 9th JARE traverse team completed the round trip between Syowa and the South Pole. A snow vehicle (11 tons) was newly developed in 1992 for ice drilling project at Dome Fuji Station which is 1000km away from Syowa Station and has -54 deg. C of annual mean air temperature. The vehicle transported many kinds of cargo such as diesel fuel, construction material and wintering food and so on. But the maximum pulling capacity was only about 20 tons. The project was successfully completed in 2007 and obtained the of 3035m depth from the snow surface.

Astronomical observation is the next target at the station. Heavy cargoes such as telescope, power plant and fuel should be transported on snow surface. JARE is planning to use two types of snow vehicle, one is an ordinary type driven by traverse staff and another is an unmanned tractor just for cargo transportation. The ordinary one has a front snow blade, four seats for traverse team member in a cabin and a crane for cargo operation, and tows a living module and a power module on each sledge.

At the same time, unmanned tractors follow the snow vehicle by obtaining the position data on the route from the leading vehicle. The tractor has about 40 tons of pulling capacity including sledges. The HST tractor with unmanned controller is now designed and will be tested in Japan next year and introduced to the Antarctic operation.

The vehicles will be traced a new route on which sastrugi is not developed. The route was determined by using satellite image.

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PRESENTATION 8:

First Indian Overland Traverse to South Pole

Rasik Ravindra, M. Javed Beg, Ajay Dhar, Thamban Meloth, Pradip Malhotra & Ashit Swain

The enigma of South Pole attracted Indian Scientists ever since setting feet on the icy continent. There were several plans made since 1984, soon after first wintering over at Station, but these had to be given up at the planning stage itself due to lack of logistic capability for Search & Rescue (SAR). Though the tracked vehicles that India possessed had heavy load hauling capability, these vehicles moved at slow speed and were not suitable for long unsupported traverses. There were also problems regarding fuel supply, refuelling and creating mid way fuel depots etc, ensuring trouble free communication and many more issues that called for huge resources.

In 2007 came the fast moving vehicles with balloon tyres, high ground clearance, and longer wheel base- the modified version of the Toyota Hylex trucks known as Arctic Trucks. The performance of these all terrain vehicles as seen at the Novolazeravaskaya , and the discussions held with the crew of these vehicles attracted the attention of Indian scientists and ignited the desire to take the challenge to mount a traverse to South Pole. The basic purpose was to establish the capability of penetrating deeper into continent for conducting meaningful science in inland areas of Antarctica beyond the mountain Chain of Dronning Maud land.

The planning for the traverse to South Pole commenced during the November-December 2009, when enquiries were initiated with ALCI and Arctic Truck owners at Iceland.. India announced its intention to take up the traverse in XXXIII Antarctic Treaty Consultative Meeting held in Punta del Este, Uruguay in May 2010 and held consultations with delegates from USA. The plans were set rolling soon thereafter, which involved procurement of Arctic Truck, arrangements for Search & Rescue and establishing a midway fuel depot through ALCI.

With all things in place, the modified version of Arctic Trucks ( ) was flown to Maitri from Cape Town on an Illusion flight operated by ALCI under the aegis of DROMLAN along with a six member team on 6th November 2010. Additional two members, mechanics and drivers, were picked up from Maitri wintering over team. Two more Arctic Trucks were hired along with the services of expert mechanics from Arctic Truck, Iceland. After a brief halt at Maitri, where the team underwent acclimatization for extreme cold, crash courses on safety and Antarctic Treaty matters especially, the regulations at Amundsen-Scott Polar Station, the Team left Maitri Station on 13th November 2010 in three Arctic Trucks for its maiden voyage to South Pole.

The onward journey of nearly 2300 km was completed in 9 days with regular halts for collecting snow and ice samples. The team reached Amundsen Scott Station at 11:30 local time on 21st November 2011. After an overnight halt at the US Station and another night halt at 89.5 degrees south in the base camp, the team started the return journey on 23rd November 2010 reaching Maitri on 1st December 2010.

The journey till the mountains and crossing of Somovken glacier was smooth with temperatures varying between -100C and -300C and calm winds. The terrain soon thereafter turned into a snow field with heavy to moderate unconsolidated snow causing vehicle tyres to get stuck. The air pressure in the tyres had to be constantly checked and modified to keep the tyres in shape.

Beyond 760 S latitude, the sastrugis started appearing and continued to give the company with minor breaks in between. The temperatures dipped below -40 0 C as Polar Plateau was reached and continued dipping further up to -530C. As it was not advisable to shut the engines of the vehicles, the team preferred to keep on driving with minimum halts for camping. Whenever the camping was 7 essential, the day time period was preferred for obvious reasons of comfort for both men and machine.

While the refuelling from the accompanying oil barrels was done at regular intervals to reduce the weight of the trailers, the fuel stored at the Fuel Depots was essentially made use of after the 830 Stop and during the return trip. The return journey was punctuated with frequent break downs. The major causalities were suffered by radiators, fuel pumps, axels which were quite expected due to normal wear and tear caused by the massive sastrugis and the extreme cold. The spares carried along and the timely supply of some additional radiators by the ALCI aircraft made it possible to complete the traverse without any major insurmountable incident. The team returned to Maitri after consuming about 109 kg of food amongst 8 members, 57 drums of Jet A1, with valuable scientific data, lot of experience and ideas for inland traverses that will guide the future of scientific research in Indian Programme.

PRESENTATION 9: An introduction on Chinese Inland Traverse Expedition (CITE) Li Yuansheng & Zhang Tijun

The Chinese Inland Traverse Expedition (CITE) has played a significant role in Chinese Antarctica Research Expedition (CHINARE). It not only accomplished a series of scientific goals, but also led to the formation of one kind of particular spirit----Inland Spirit, which gives new meaning of courage, endeavor, determination and commitment. The phenomenon of Inland Spirit has characterized the CHINARE for the last decade. CITE has evolved over the last several years since the Chinese government decided to build her first inland station. Many types of equipment have been procured and systematical training pattern has been established. CIT also entailed a series of scientific programs, that include the Deep Ice Cores Drilling and Astronomy at the area.

Figure 1：The layout of Chinese Antarctic Stations

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PRESENTATION 10: The Japanese-Swedish JASE Traverse – Results and Plans for the Future Per Holmlund1 & Björn Dahlbäck2

1. Department of Physical Geography and Quaternary Geology, Stockholm University, Stockholm 2. Swedish Polar Research Secretariat, Stockholm

During the Austral summer 2007/08 Japan and Sweden made a joint venture and performed a 2800 km inland traverse in Dronning Maud Land. Two teams were operating simultaneously, a Japanese team went from Syowa station via , and a Swedish team went from Wasa station via Kohnen station and the teams met half way between the two drilling sites, where equipment and scientists were exchanged to provide a possibility to survey along the entire traverse length. New data on internal ice structures, snow accumulation, sub glacial conditions, snow crystal distribution, snow chemistry and aerosol content were collected and data is now to be published. It was an ambitious effort to perform this traverse, and many lessons have been learned for a well working concept on how to carry out scientific work on inland Antarctica. Sweden will now intensify the research in connection to the Wasa station. A team is going down this coming austral summer to do maintenance and upgrading work on the station. Several new research projects are in the pipeline for the coming years. A new organization at the Swedish Polar Research Secretariat, the momentum of the JASE-expedition and high scientific ratings of planned research are positive factors for Swedish research in Antarctica.

POSTER 1: Inland Traverse between Indian Station Maitri and the Antarctic Coast, M. Javed Beg, Rasik Ravindra, Shailendra Saini & Rahul Mohan Inland traverses for transportation of fuel and cargo between the Indian Barrier (70O 04’54” S and 12 O 24’ 30” E) at the Princess Astrid coast, east Antarctica and Maitri Station (70 O 45' 01.65" S and 11O 44' 01.45" E) on the have been a regular feature ever since Maitri became operational in 1988-89.

During initial years, different kind of vehicles like Snow Cats, APC, Pisten Bully 170 and Polar Bear etc with sledges and tracked trailers, were pressed into service but soon it became apparent that the maximum speed of the convoys was governed by the slowest vehicle as no vehicle could be left alone in the treacherous Antarctic terrain. The multiplicity and diverse nature of the vehicles in the fleet required maintaining a huge inventory of spares as well as having multi-speciality trained manpower of mechanics for maintenance of different set of vehicles. The different load hauling capabilities also called for preparation of dedicated loads for different vehicles and taking care of associated problems of maintaining a uniform speed in the convoy.

Over the years, the old vehicles like Snow cats, APC which became redundant with passage of time, were gradually phased out and tracked vehicles such as Pisten Bully, manufactured by M/S Kassbohrer were inducted in the fleet as these were found to be more suited for the type of terrain and the load required to be hauled. At the turn of the century by year 2000, it was decided to have uniformity in the fleet and so other vehicles were allowed to retire.

Currently, India maintains a fleet of 12 tracked vehicles of Kassbohrer make that make 10 to 14 round trips (Convoys) between Maitri and the Indian barrier over a distance of nearly 110 km one way. The cargo that is ferried comprises mainly JET A1 fuel (350,000 Litres) and about 10 to 18 standard freight containers apart from break bulk. One way distance between Maitri and the Indian Barrier is covered in about 10 to 14 hours depending on the weather conditions. The ice conditions for running of convoys are generally best between April and October when the snow surface is hard and crevasses are not opened. However, due to the experience gained over the years, presence of daylight conditions and the well marked route between the Station and the coast, the convoys are preferred in the months March to April and September to November each year. 9

Circular:

COMNAP “Inland Traverses in Antarctica” Workshop (Half Day) Sunday 31 July, 2011 , 12:00 – 16:45

Announcement of Event and Call for Presentations

Dear colleagues,

At the COMNAP Annual General Meeting (AGM) to be held in Stockholm, Sweden, a half day workshop on Inland Traverses in Antarctica will be held on Sunday 31 July, 2011.

Antarctic traverses have, and continue to be, undertaken by many nations and there is now a growing interest by other countries who wish to develop their capability in this area. The workshop will provide an opportunity to share experience with others and learn practical techniques to ensure traverses are successful.

The following topics will be considered:

1. Traverse objectives and route setting. 2. Transportation including vehicles, sledges, plant and cabooses/accommodation. 3. Scientific systems, instrumentation and data acquisition. 4. Lessons learnt and practical observations. 5. Other relevant topics.

This is an open invitation to attend the workshop‐please register via the COMNAP AGM Website https://www.comnap.aq/2011AGMXXIII.

This is also the first call for submission of presentations. Please encourage within your community the presentation of a talk on the subject of Inland Traverses. Please send the name of the speaker, their organization/affiliation, the title of the talk and preferably a short abstract to: [email protected] by 15 May 2011 (strict deadline).

With best regards, Yuansheng Li & Kazuyuki Shiraishi Co‐conveners, COMNAP EXCOM Vice‐Chairs

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