antarctic OFTHE jJiiJu IFIBLiSTATESuNITED
March/June 1987 National Science Foundation Volume XXII—Number 1/2
Antarctic "Rosetta stone" provides On 4 December 1971, this airplane, known as 321, " crashed during takeoff at a remote site clues to early Southern Hemisphere history in East Antarctica. Now, after 15 years, the airplane stands on the snow surface again. During December 1986 a team of six men re- moved nearly 10 meters of snow and towed Did a land bridge exist between Ant- A rugged, barren area near the top of the airplane from its icy tomb. A description of arctica and South America 100 million their efforts appears on page 3 of this issue of the Antarctic Peninsula between the the Antarctic Journal, Above the excavation years ago? Did modern marine organ- Weddell and Scotia Seas, Seymour Is- team removes dense, concrete-like snow isms, now living in temperate regions, land was named by Zinsmeister "the around the airplane s fuselage. originate in high-latitude, Southern Rosetta stone of the Antarctic" because Hemisphere waters? of the wealth of fossil data that exists U.S. Navy photo. In search of evidence that supports there. The island, along with others in these and other theories, 14 scientists the James Ross Island basin, has sedi- and technicians went to Seymour Island mentary deposits containing an abun- as participants in the fourth U.S. expe- dant and diverse record of Late dition to this region during December Cretaceous/early Tertiary life. Past dis- 1986 and January 1987. The project, sup- coveries at this site have included fossils ported by the National Science Foun- of the first land mammal ever found in dation, was led by Purdue University Antarctica. geologist William Zinsmeister.
1986-1987 fossil discoveries Geologists and paleontologists, work- ing this past austral summer on Sey- mour Island, and nearby James Ross, In this issue Vega. and Cockburn islands, found the Antarctic "Rosetta stone" remains of a 1.8-meter tall, flightless bird, provides clues to early the jaw of a large crocodile, fossil lobs- Southern Hemisphere history I ters, and a nearly complete fossil whale U.S. airplane recovered from skeleton. Paleontologist Michael 0. East Antarctica ...... 3 Woodburne from University of Califor- "Mini-station" tested at D-59 nia at Riverside and his party found the camp ...... 4 fossil remains of a flightless bird, which Three countries accede to the belongs to a group that has smaller liv- Antarctic Treaty ...... 2 ing relatives in South America. Accord- Sirius Formation of the ing to Woodburne, this land-dwelling Beardmore Glacier region 8 bird would have had small wings and a Reagan sends greetings to large head with a sharp, hooked beak. winterers ...... 13 The researchers found a 13-centimeter Personnel winter at three U.S. section of a beak and a 7.5-centimeter- stations ...... 13 thick lower ankle joint of the bird, which Glacier returns from last southern appears to have been a fierce, meat-eat- voyage ...... 15 ing predator. Automatic weather station Finding of the fossil flightless bird and project ...... 16 part of the jaw of the crocodile, which New staff members join polar they believe was not a sea-going animal, programs ...... 20 adds evidence indicating that a land Foundation awards of funds for bridge connected Antarctica with South antarctic projects, 1 October America between 40 and 140 million years 1986 to 31 March 1987 ...... 20 ago. "These findings and previously dis- Weather at U.S. stations ...... 23 covered marsupial and plant fossils in- dicate that the Antarctic Peninsula supported an ecologically diverse group at the Cretaceous-Tertiary boundary The fossil whale, which had 1.2-me- of land-dwelling animals and plants about 65 million years ago." The refer- ter-long skull bones and 10-centimeter- during the Eocene," Woodburne said. ence was to a cataclysmic event that some long triangular teeth, was discovered in "These data, taken together, increase the scientists think triggered the demise of Eocene sediments on Seymour Island. It probability that the Eocene Antarctic much life on Earth at that time. is believed to be the most complete such Peninsula was part of a long overland On 3 January Ewan Fordyce, a New ancient animal known from the South- dispersal route between the antarctic Zealand paleontologist working with ern Hemisphere. The only other whales continent and South America and that Woodburne s group, discovered a 9.5- this old from the Southern Hemisphere it was not a series of islands that sepa- meter whale more than 40 million years are fragmentary specimens collected rated the two land masses." old, the largest fossil ever collected from previously from Seymour Island and New Another significant finding was the Antarctica. The skull bones, teeth and Zealand. recovery of more than 50 fossil lobster other skeletal parts indicate a carnivo- It took 16 days to collect the 1.5-ton specimens by researchers headed by rous animal. It was probably a member specimen, which has been sent to New Rodney M. Feldmann of Kent State Uni- of a species of gigantic extinct whales Zealand for preparation and study. It versity. These fossils ranged in age from closely related to the ancestors of mod- subsequently will be sent to the Smith- Late Cretaceous to Eocene-55 to 70 mil- ern whales and dolphins. sonian Institution in Washington, D.C. lion years ago. They appear to corro- borate conclusions that high-latitude areas may have been points of origin of modern marine organisms that now in- habit the continental shelves and slopes Seymour Island lies on the northeast coast of the Antarctic Peninsula. Called the "Rosetta stone" in more temperate areas. Additionally, of Antarctica by U.S. paleontologist William Zinsmeister, the island has been the site of many Feldmann reported that these fossil important fossil discoveries. Among the discoveries during the 1986-1987 austral summer was lobster specimens "do not show a pro- the complete fossil skeleton of the a 30-million year old whale—possibly the most complete fossil nounced response to the extinction event skeleton ever found in the Southern Hemisphere.
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Editor: Winifred Reuning
Antarctic Journal of the United States, established in 1966, reports on U.S. Soi activities in Antarctica and related activities elsewhere, and on trends in the U.S. Antarctic Research Program. It is published quarterly (March, June, Am 7n September, and December) with a fifth annual review issue by the Division of Polar Programs, National Science 00 27O0 Foundation, Washington, D.C. 20550. Telephone: 202/357-7817. 7,,, The Antarctic Journal is sold by the copy or on subscription through the U.S. Gov- ernment Printing Office. Requests for prices of individual issues and subscrip- tions, address changes, and information about other subscription matters should be sent to the Superintendent of Docu- ments, U.S. Government Printing of- fice, Washington, D.C. 20402. The Director of the National Science Foundation has determined that the publication of this periodical is necessa- ary in the transaction of the public busi- ness required by law of this agency. Use S of funds for printing this periodical has been approved by the director of the Office of Management and Budget I through 31 March 1991. 1800
Antarctic Journal U.S. airplane recovered from East Antarctica
On 25 December 1986, Juliet Delta "321," a ski-equipped Lockheed Her- cules airplane, sat on the snow surface at an isolated site in East Antarctica ^71^ (68°20 S 137°31 E), 190 kilometers from the coast. About 100 meters away was a 9-meter trench, the airplane s resting spot for more than 15 years. Six men, pop working during the previous month, had mom brought the airplane out of this icy tomb; others would evaluate whether it could be made airworthy again. — . The airplane (called "321" for its call sign) crash-landed on 4 December 1971 during takeoff from this site about 1,400 kilometers from McMurdo Station. Used to support U.S. science projects in Ant- arctica, it had just completed the second of five supply flights to a French traverse party, part of a U.S./French glaciology project, on its way to the Soviet station
Vostok from the French station Dumont Photo by personnel from Expeditions Polaires Francaises. d Urville. Navy personnel inspected the airplane at the time of the crash and de- Expeditions Polaires Francaises personnel pass 321" in January 1976 during their annual trav- termined that salvaging it would be too erse. Only 5 years after the crash, drifing snow has already substantially buried the airplane. dangerous and costly; consequently, the airplane was left in East Antarctica. Background and gear; flying metal fragments dam- In 1986 the National Science Foun- In this region of Antarctica, high-speed, aged the number 1 engine. Although the dation (NSF), the federal agency re- gravity-driven winds (katabatic winds) pilot brought the airplane, which was sponsible for managing the U.S. Antarctic create ridges (called sastrugi) in the snow only 15 meters above the ground, with Program, announced plans to recover surfaces. Because of this rough, broken its 10-man crew safely to the ground, the and, if possible, to restore the buried snow surface, the 1971 aircrew decided emergency stop on the rough surface airplane. During the 1986-1987 austral that a jet-assisted takeoff (JATO), which collapsed the nose landing gear. summer, the four-engine airplane was uses small solid-fuel rockets to boost the The LC-130 that arrived 4 days after reclaimed through the efforts of em- airplane s turboprop engines, was nec- the accident to rescue the crew brought ployees of the NSF antarctic support essary. Seconds after the airplane took a Navy accident-investigation team. The contractor (ITT/Antarctic Services, Inc.) off, two of the 165-pound JATO bottles team s evaluation was that the extensive and members of U.S. Naval Support broke loose from their attachment points damage and remoteness of the site made Force Antarctica (NSFA) and Antarctic on the left rear fuselage, struck the num- recovery impossible. The airplane was Development Squadron Six (VXE-6). ber 2 engine, and destroyed its propeller abandoned after being stripped of in-
December 1971—Juliet Delta 321 sits on the snow surface at D-59, 1,400 kilometers from McMurdo Station. Evidence of damage caused by the crash can be seen in photo above—note the missing propeller on the number 2 engine and the collapsed nose gear.
Photo by personnel from Expeditions Polaires Francaises.
March/June 1987 struments and other equipment that Throughout the 1986 summer, Mathews Biery and Russ Magsig, heavy equip- could be easily salvaged. and the ITT/ANS team worked closely ment mechanic for the project, went to The crash site, called D-59, is along a with the commanding officer of VXE-6, Antarctica in late August 1986 to prepare traverse route frequently travelled by Commander Joseph Mazza, and with the heavy equipment and other sup- Expeditions Polaires Francaises person- VXE-6 aircrews and maintenance per- plies. While Biery and Magsig worked nel, and during the next decade French sonnel. They inspected and photo- in Antarctica, George Cameron, the pro- traverse parties visited "321" almost ev- graphed an LC-130 at the squadron s base ject engineer, and James Mathews vis- ery year. They noted annual snow ac- in Point Mugu, California. They studied ited the Lockheed Georgia plant in cumulation around the airplane and more and discussed the workings of the LC- Marietta, Georgia, to discuss plans with than once provided the U.S. program 130 ski/wheel landing gear with VXE-6 two Lockheed engineers, who had par- with surveys of the site. maintenance personnel. ticipated in the recovery work at Dome During the 1975-1976 and 1976-1977 During a meeting in Port Hueneme, C in the 1970s. austral summers, two U.S. LC-130s that Roger Biery, the ITT/ANS heavy-equip- By mid-September 1986, Mathews had crashed at Dome C (an isolated east-ant- ment operator, identified special attach- developed a plan to deliver supplies and arctic site near D-59) were recovered ments that would be needed for the heavy equipment in a sequential and timely successfully. These successes renewed equipment selected for the project. After manner. NSF, NSFA, and VXE-6 re- interest in recovering "321." In 1978, four researching potentially useful parts, two viewed the plan at a meeting held dur- engineers examined the damaged air- special lightweight, high-capacity buck- ing the U.S. Antarctic Program s annual plane at D-59 (now covered by approx- ets were ordered for the selected tractors orientation conference in Washington, imately 1 meter of snow), determined and tracked vehicles. These attachments D.C. The plan was approved, and final that the damage was less than originally would improve snow-moving capabili- preparation for the project began. thought, and recommended recovery. ties by 30 percent or more. A cold-weather Recovery was planned for the 1979- cab for the one of the tractors, which 1980 austral summer, but budget restric- would be required at the job site, also Preparation in Antarctica tions and other problems forced pro- was purchased. McMurdo Station. J . Mathews, G. gram managers to cancel the project. No Following the schedule developed Cameron, and M. Brashears (cook/medic/ future plans were made until June 1986 during the planning meetings, Roger radio operator and weather observer) when the National Science Foundation announced its intent to recover the air- plane, if still possible.
"Mini-station" tested at tire camp, as well as provide many Recovery plans amenities not usually found at tem- Before the 1986 announcement, staff D-59 camp porary camps. Types of generator sets members of NSF s Division of Polar Pro- and other appliances required for the grams (DPP) began collecting data on Most USAP temporary camps are module were investigated. Besides the status of the airplane and the con- centered around Jamesway build- items that might not be available at ditions of the site. In December 1985 a ings, because these buildings are eas- McMurdo, they selected a 20-kilo- French traverse party, which included ily assembled and can be transported watt, marine-rated generator set as an American, Rob Flint, visited D-59 and by LC-130. A Jamesway, a 16-foot- the most likely one to meet their gathered information about the air- by-16-foot (5-meter-by-5-meter), needs. After all preliminary work was plane. Observations by the French trav- frame-type tent that is insulated, is completed, project engineer George erse party, along with Mr. Flint s report, constructed from components (4-foot- Cameron began designing the mod- were supplemented by the reports that by-8-foot-1.2-meter-by-2.4-meter— ule. VXE-6 crew members made after two at- floor sections, roof arches, insulating The D-59 camp was comprised of tempted landings of LC-130s at D-59 blanket skins, end sections, vesti- the 30-foot (9.5-meter), prototype during late 1985. bules, and other parts). These sec- module and a 36-foot (11-meter) This information confirmed that be- tions are joined to form longer Jamesway, which was used as sleep- fore an LC-130 could land safely at the buildings. ing quarters for the crew. Although site, an adequate skiway would have to The camp at D-59 provided the ex- a roughly designed prototype, the be prepared. In addition, DPP learned cavation crew with the opportunity module contributed to the success of from these reports that "321" was al- to design and test an air-transporta- the project by providing consistent, most completely buried. Only the top ble "mini-station" for shelter and reliable service throughout the sea- 1.5 to 2.0 meters of the airplane s tail, support at remote, temporary camps. son. The "mini-station" design in- which juts 11 meters into the air, was The design perimeters were straight- cluded such features as flush still above the snow. No more detailed forward. The module, fully equipped plumbing, hot showers, a washer, a information could be obtained until ex- and assembled, would have to fit on dryer, and cooking appliances. The cavation efforts began. board an LC-130 and be strong enough availability of these amenities im- Despite these reports, interest in sal- to withstand a possible 240 kilometer proved the health and productivity vaging the airplane continued at NSF. overland traverse. After reaching the of the crew, which was working 7 In April 1986, ITT/Antarctic Services, Inc. site, the unit would have to provide days per week and 10 to 12 hours (ITT/ANS) submitted a recovery plan to power, heat, and water immediately. each day. Additionally, the module NSF. The plan was reviewed, revised, Although the module would be a design included an electrical plug-in and later discussed at a U.S. Antarctic prototype, it would have to be reli- system for the tractors. Conse- Program logistics and support meeting able—it would have to start the first quently, the crew could shut down in Port Hueneme, California. time and continue to provide service the equipment at night and easily start Once all of the program participants throughout the season. them in the morning. This feature (NSF, NSFA, VXE-6, and ANS) had During planning, they realized that improved significantly the continued studied the plan and NSF had approved with a single generator, housed in performance of vehicles and reduced it, the ITT/ANS project manager James the module, they could consolidate the chance that the vehicles would Mathews began recruiting the five peo- the effort to supply power for the en- break down. ple needed to complete the project. Antarctic Journal The Expeditions Polaires Francaises Traverse Party, headed by Pierre Laf. -font, arrived at McMurdo Station during the last week of October. At the request c: t of Mathews, they inspected the module ISO and verified that it could be towed suc- cessfully to D-59 from D-21. With this confirmation, Mathews immediately added the module and some Jamesway components to list of equipment to be transported to D-21. By doing this, he hoped to make the team as self-sufficient as possible when they arrived at D-59 and to minimize the impact of delayed flights to the site because of bad weather or airplane maintenance problems. On 2 November 1986, all essential cargo for U.S. Navy photo. U.S. Navy photo. the project had been prepared for ship- ment and stationed at the sea-ice run- This photo shows the beginning of the pit sur- Still attached to "321" are several small soild- way. rounding 321. " The excavation crew has fuel rockets used in jet-assisted takeoffs to boost D-21. On 3 November 1986, R. Biery, marked areas close to engines and tail section the airplane s turboprop engines. The 1971 R. Magsig, and J. Mathews, along with to prevent further damage to them during dig- crash was caused when two of these 75-kil- the French traverse team, departed for ging. The pit surrounding the airplane will ogram bottles broke free, struck one engine, eventually be nearly 10 meters deep. and destroyed the propeller and gear. D-21, the landing area 22 kilometers in- land from the French station Dumont d Urville. A second airplane, carrying skiway construction equipment, fol- joined Magsig and Biery at McMurdo To shelter the team while they worked lowed. Station in early October. D. Check, the at D-59, Mathews designed a special liv- Wintering personnel from Dumont second heavy-equipment operator and ing module (see sidebar). After the ma- d Urville had prepared a rudimentary final member of the crew, arrived in early terials needed for the module were skiway for the first two flights. As soon November. Because Magsig and Biery inspected, JTT/ANS personnel began to as the ANS crew received their equip- had prepared all of the heavy equipment build it, while R. Biery constructed a ski ment, they began to improve skiway for the project, the only equipment-re- cradle for it. When the basic structure landing surface so that an LC-130 car- lated tasks remaining were to verify that was complete, the module was moved rying 135,000 pounds of cargo and fuel the blades, bucket, and cab fit the equip- to the sea-ice runway near the station to could land. With this task completed the ment and to dismantle two tractors for be furnished and tested before ship- team was ready for the next flight on the shipment to D-21 or D-59. ment. morning of 5 November 1986. Bad weather near McMurdo Station With shovels and heavy equipment, the ITT/ANS excavation crew works to release 321" from and at D-21 delayed many flights during its icy tomb. During this stage of the excavation the crew discovered that the airplane was covered the next 2 weeks. Because these storms by 6 to 8 meters of snow rather than the presumed 3 to 4.5 meters. were severe, the team was forced to re- construct the D-21 skiway completely af- U.S. Navy photo. ter the last storm had dissipated on 18 November. Nevertheless, after the eighth and final flight brought the last passen- gers and cargo early on 19 November, the group was ready to begin the trav- erse to D-59.
v # - ...... Traverse to D-59 . Expeditions Polaires Francaises trav- I erses are well established and highly or- ganized. The 220-kilometer overland traverse to D-59 involved navigating be- tween metal poles, spaced 10 kilometers apart from a location known as "Car- refour" (D-40) to their terminus at D- 120, approximately 800 kilometers in- land. Each season, detailed records of 1N the traverse are compiled and passed on to the next year s party. Navigation in- struments vary but traditionally include a sun compass and azimuth indicator; consequently, traverse parties travel only when the sun is visible. TRI The terrain between D-21 and D-59 is a series of rolling hills and valleys that V 71 gradually ascend toward the polar pla- n teau. Snow accumulation is low with March/June 1987 reached D-59. At the crash site, they - . .. :., . found that only the top 1 meter or so of .. the vertical stabilizer was visible—an in- congruous feature rising from an oth- erwise featureless horizon.
D-59: Camp site and excavation work After selecting a camp site the next day, the group prepared for a scheduled air drop of 7,500 liters of diesel fuel (DFA) and 2,200 liters of gas (MOGAS). The air drop went well; only eight drums of DFA were lost when two parachutes did not open. With this fuel shipment the pro- lect team could be self-sufficient for at least 2 weeks, and work could continue 1 if the scheduled supply flights from McMurdo were delayed. The skiway was completed on 27 No- 3L!4 vember in time for the second supply flight. Arriving the next day with ad- ditional diesel fuel, this airplane was the first to land at D-59 since January 1978. Over the next 2 days, three more LC- 130s brought supplies and equipment. By 1 December, all the equipment needed T for the project had been delivered, and
U.S. Navy photo. only fuel flights scheduled for late De- cember remained. The French team be- "321" near the end of the excavation. gan its return trip to D-10, although radio operator Didier Simon stayed with the some areas receiving no snow at all, and day. About 1 kilometer ahead, the French U.S. team for the season to observe and katabatic winds create remarkable sas- navigation vehicle led the tractor train, to assist with snow shovelling. trugi patterns. Near D-59 winds and which was led by one of the U.S. ye- precipitation annually change the ter- hides, a low-ground pressure D-6 bull- Weather at D-59. In December the rain. In 1986 as the group approached dozer pulling two 10-ton sleds. The weather at D-59 is generally windy. Al- the site, they encountered sastrugi that bulldozer improved conditions for the though during the first week a 3-day ranged from 1.2 to 1.5 meters high. rest because it had sufficient power to storm did interrupt work, throughout To compensate for the time lost at D- raze a road. On 23 November, less than the project the winds did not prohibit a 21, they travelled at least 12 hours each 4 days after leaving D-21, the party full day of tractor or other outside work. The skies were frequently clear or had An LC-1 30 (left) currently used by the U.S. Antarctic Program stands next to the recently recovered only scattered clouds; the average wind "321." speed was moderate (8-20 knots). Even
U.S. Navy photo. days when the wind exceeded 20 knots were acceptable for working, as long as no snow had fallen recently. Fortu- nately, from 5 to 25 December, when most of the excavation and the towing work took place, the good weather was almost uninterrupted. Although extended good weather at D-59 may not be common, the team gen- erally believed that the weather during December is probably similar to other areas of the continent s interior at this time of year. From 10 to 20 January 1987, a series of marine weather systems (like mA A those prevalent at Siple Station) oc- curred and combined, in its last stages, 097m^ with sustained katabatic winds. If this storm had occurred when the airplane was still in the excavation pit, the team would have needed at least an addi- tional week s work.
Excavation. Experimental excavation around "321" started on 26 November, but not until 30 November, after a tracked caterpillar loader with blade and bucket was received and assembled, did the team seriously begin removing the snow around the airplane. The team first tested 6 Antarctic Journal digging methods to find a way to pre- vent further damage to the airplane. They selected an area near the number 1 en- gine, which had been damaged in the crash. During this early stage of digging, they discovered that "321" was covered by 6.0 to 7.5 meters of snow rather the presumed 3.1 to 4.6 meters. Also, once digging reached the 3-meter level, they found dense, compact snow with melt ice near many of the airplane s surfaces. For a week, they worked to uncover all of the top surfaces and to open the way into the airplane. While digging they observed that the airplane would rise noticeably when large amounts of snow were removed. This observation sug- gested that snow-loading over the entire structure was significant but uniformly distributed and probably had not dam- aged the airplane s structure. To prevent damage to the structure, they decided to remove the snow from the center wing sections and forward fuselage last. On 10 December they entered the airplane for the first time. They found the fuse- lage intact with some damage to two es- cape hatches and some cracked windows U.S. Navy photo. on the flight deck. During the week that followed, ex- Juliet Delta 321 on the snow surface at D-59 in December 1986. cavation work moved rapidly. With all of the top surfaces free of snow, they began to build the ramp on which they propellers alone paid for the cost of the to those who sponsored and coordi- would tow the airplane out of the ex- entire project many times over. nated the recovery. When "321" flies cavation ditch. To construct this ramp, The aircraft has been examined by again, it will be because of the combined they had to trench backwards from the structural and electrical engineers from efforts of personnel from ITT/Antarctic 10 meter snow wall in front of the air- Lockheed and the Naval Air Rework Fa- Services, the Naval Support Force Ant- plane. When it was completed 1 week cility in Cherry Point, North Carolina. arctica, Antarctic Development Squad- later, the ramp was 100 meters long with Based on their preliminary findings, their ron Six, and the National Science an angle of 33°. assessment is optimistic that "321" can Foundation s Division of Polar Pro- be rehabilitated and flown from the site. grams. On 16 December, working 7.5 to 10.0 The D-59 camp was closed on 21 Jan- meters below the surface, they began to uary 1987 with "321" parked 100 meters (Editor s note: This article is based on uncover the fuselage and to remove the down wind of the camp. During the 1987- the final project report written by James snow from between the engines. Snow 1988 austral summer only 2 to 3 days of C. Mathews, project manager for the that was dense at 3 meters or so was excavation should be required to remove "321" recovery.) extremely hard at this level. To make accumulated snow from around it. All removal easier, the crew used one of the equipment and supplies were consoli- tractors to move the snow and a chain dated and inventoried for easy access saw to remove snow inaccessible to the when the camp is reopened. Everything tractor. As pressure was released, the required for immediate start-up and ski- airplane rose more; consequently, the way construction was left behind, in- amount of hand shovelling needed to cluding enough DFA for at least 1 month free the airplane s structure was re- of operation. duced. The entire airplane rose an av- erage of 5 to 7 centimeters but the most dramatic rise occurred when the left outer Conclusion wing tip rose approximately 80 centi- For almost 15 years this project was Three countries accede to meters over 5 to 6 days. considered to be too costly, logistically the Antarctic Treaty On Christmas Day 1986 after an un- complex, and dangerous to be practical. successful first try, the ANS crew towed As the years passed and "321" disap- From November 1986 to January 1987, Juilet Delta "321" out of the snow pit peared from view, recovery attempt was the Republic of Korea (28 November and onto the surface at D-59. They thought to be hopelessly uncertain. Ul- 1986), Greece (8 January 1987), and the cleaned the interior and prepared the timately, many people considered it to Democratic Peoples Republic of Korea plane to be reviewed by experts from the be impossible. (21 January 1987) acceded to the Ant- U.S. Navy and Lockheed Corporation. Its recovery is credit to the human re- arctic Treaty. These three countries bring Its engines were removed in early Jan- sources of the U.S. Antarctic Program. the total number of nations recognizing uary 1987 by a five-person maintenance That this effort was accomplished ahead the treaty to 34. The other acceding na- team from VXE-6. The four engines and of schedule, with minimal disruption to tions, which agree to abide by the treaty three propellers were returned to the U.S. antarctic science program, and but do not participate in its operation, McMurdo and later to the United States at a reasonable cost is a credit not only are Bulgaria, Czechoslovakia, Denmark, for repair. Salvage of the engines and to the people who did the work, but also Finland, the German Democratic Re- March/June 1987 /South Pose public, Hungary, Italy, the Netherlands, People s Republic of China, Poland, the 90 90 Papua New Guinea, Peru, the Republic Republic of South Africa, the Union of of Cuba, Romania, Spain, Sweden. Soviet Socialist Republics, the United Kingdom, the United States of America, Consultative parties are those con- WEST EAST tracting nations that were original treaty and Uruguay. At consultative meetings, ANTARCTICA / ANTARCTICA signatories or that conduct substantial held every other year, representatives of scientific research programs in Antarc- these nations formulate recommenda- tica. These countries are Argentina, tions aimed at furthering the objectives 35, Australia, Belgium, Chile, Brazil, the of the treaty. The fourteenth consulta- 35 Federal Republic of Germany, France, tive meeting will be held in September 90 India, Japan, New Zealand, Norway, the 1987 in Rio de Janeiro, Brazil. 5( fl ROSS /CE SHELF ;
rc_.... S ,•&,•, r •1"L ROSS SEA Sirius Formation of the ISO Figure 1. Terrestrial history of the Transant- Beardmore Glacier region arctic Mountains.
During November and December 1985, Nimrod, Lennox-King, Beardmore, and ice sheet or were destroyed by subse- we examined outcrops of the Sirius For- Shackleton glaciers. quent glacial action. mation in the Miller, Queen Alexandra Major rock divisions include: Early Miocene volcanics (19-22 mil- (The Cloudmaker), and Dominion ranges • a Precambrian-lower Paleozoic lion years old), extruded onto a glaciated and on Mount Sirius (figure 1). Outcrops basement complex of sedimentary, me- topography at one isolated site in the in the Dominion Range were visited ear- tasedimentary and igneous intrusive southern Transantarctic Mountains lier and are discussed by Oliver (1964), rocks, (Stump et al. 1980), are the oldest known Mercer (1972), Mayewski (1975) and • Paleozoic and lower Mesozoic con- in situ Cenozoic terrestrial rocks in this Mayewski and Goldthwait (1985). Re- tinental sedimentary rocks of the Beacon area (figure 1). During the relatively ports of earlier visits to Mount Sirius are Supergroup; Jurassic tholeiitic Ferrar warmer phases of the Miocene, this high- presented in Mercer (1972), Mayewski Dolerite, intruding all earlier rocks, relief landscape probably provided sed- (1975), and McKelvey et al. (1984). De- • Jurassic Kirkpatrick Basalts, com- iment to the intracratonic Wilkes and posits in the Miller Range and at The agmatic with the tholeiites and overlap- Pensacola basins and to the extra-cra- Cloudmaker were not previously known. ping earlier rocks, and tonic Victoria Land Basin. Many geo- In this report we provide briefly a re- • Cenozoic terrestrial glacial depos- morphic elements of the present day view of preliminary data on Sirius For- its, including the late Pliocene and/or Transantarctic Mountains may have been mation stratigraphy, sedimentation, and early Pleistocene Sirius Formation, the inherited from the Neogene. glacial history in the central Transan- subject of this report. The late Pliocene and/or early Pleis- tarctic Mountains. Other aspects of our The entire succession was deformed tocene Sirius Formation and the under- research on the Sirius Formation pre- into broad synclinal and anticlinal struc- lying Dominion erosion surface (which sented in the 1986 review issue of the tures and further dislocated by normal possibly existed during the same time Antarctic Journal are: glacial history and faulting during post-Jurassic time. Fold period), provide the most widespread tectonic relations (Webb et al. 1986); Do- axes and fault lineaments are aligned and best preserved Cenozoic terrestrial minion Erosion Surface topography parallel or subparallel to the length of record. As Mercer (1972) proposed, the (Mabin 1986); siliceous microfossil bio- the Transantarctic Mountains. Some Sirius Formation is ". . . a compact gla- stratigraphy and Pliocene marine envi- faulting post-dates deposition of the late cial drift that unconformably covers pre- ronments (Harwood 1986); palyno- Pliocene and/or early Pleistocene Sirius Tertiary rocks." The formation is typi- morphs (Askin and Markgraf 1986); Formation (Webb et al. 1986). cally displayed at Mount Sirius (for which modern southern hemisphere botanical it is named) in the central Transantarctic analogs (Mercer 1986); and Pliocene ter- Mountains, 170 kilometers to the north restrial environments, flora, and bio- Cenozoic terrestrial record of of the Dominion Range (figure 2). The geography (Webb and Harwood 1986). the Transantarctic Mountains Sirius Formation and associated sub-Sir- Microfossil analyses (Harwood and The terrestrial and marine Cenozoic ius erosion surface have been docu- Webb) will be reported in the December record of Antarctica is the poorest known mented at more than 40 localities along 1987 issue (Volume 22, number 4) of the of all the continents. We attributed this the Transantarctic Mountains (figure 2). Antarctic Journal. to the envelopment of land areas by the Because post-Sirius glacial and fluvial present ice sheet and to the destructive dissection has removed much of the Sir- nature of multiple continent-wide gla- ius Formation, known outcrops proba- Regional geology ciations during the Neogene. The pres- bly represent remnants of a formerly The region between the Nimrod and ence of east antarctic cratonic rocks in extensive deposit. Deposits are concen- Shackleton glaciers consists of a series late Paleogene/Recent marine succes- trated at elevations between 1,500 and of up-faulted blocks that in places rise sions of the western Ross Sea (Hayes et 3,000 meters, although remnants and to more than 4,000 meters and separate al. 1975; Barrett 1986) suggests that a probable sub-Sirius erosion surfaces are the inland ice sheet from the Ross Ice proto-Transantarctic Mountain chain ex- found as low as 500 meters and as high Shelf. Prominent topographic features isted during the Cenozoic. Although very as 4,500 meters. include the Queen Elizabeth, Miller, few in situ Cenozoic terrestrial data points Based on field work completed be- Queen Alexandra, and Dominion ranges are known from the Transantarctic tween 1970 and 1972, Mayewski (1975) and the Queen Maud Mountains. In this Mountains. Paleogene landforms and and Mayewski and Goldthwait (1985) region the east antarctic ice sheet drains deposits undoubtedly were present but provide the most comprehensive pub- into the Ross embayment through the either are hidden beneath the present lished account of the Sirius Formation. Antarctic Journal
n, Zacial events with arosign modified, sub-Sirius Dominion erosion amined along the northern and eastern d mipos: ntion of ground and. surface has been traced between eleva- faces of Oliver Platform (figure 3) be- QUATERNARY tions of 1,500 meters to 4,500 meters. tween elevations of approximately 1,800 Some part of this relief/elevation is at- meters and 2,650 meters. In addition, we Beardmore Erosion Surface— tributed to major post-Sirius faulting measured two dissimilar sections (ap-