Field Handbook a 6 Aug 12

FIELD MANUAL

2012-2013

Antarctica New Zealand

Vision:Antarctica and the Southern Ocean: valued, protected, understood.

Purpose:To further New Zealand’s strategic infl uence in relation to Antarctica.

Values:We are a high performing organisation underpinned by a culture of shared beliefs. These are:

Safety:We have an uncompromising commitment to each other’s safety.

Sustainability:We will incorporate principles of social, environmental and fi nancial sustainability into all that we do.

Learning: Feedback is actively encouraged and we will learn from previous experiences to continuously improve our performance.

Quality:We strive to deliver ever-improving value to our stakeholders.

Field Manual

Antarctica New ZealandPrivate Bag 4745, Christchurch 8140

Administration BuildingInternational Antarctic Centre

38 Orchard Road, Christchurch 8053, New ZealandTel 64 3 358 0200 Fax 64 3 358 0211

www.antarcticanz.govt.nz

Antarctica New Zealand is committed to “zero harm” to anyone working for the NZ Antarctic Programme and we have an uncompromising commitment to each other's safety. We operate in a high-risk environment that requires leadership, good team membership and sound decision making from everyone. Risk management is everyone's responsibility and must be integrated into all activities. This manual is designed to support your knowledge, and to provide additional reference information to help you work safely in Antarctica. It contains essential information on fi rst aid, environmental codes, operating procedures and safe practices in the fi eld. Ensure you and everyone in your team is familiar with the contents of this manual and take it with you whenever you leave Scott Base.On behalf of Antarctica New Zealand, I wish you and those around you a safe and successful research season in Antarctica.

Lou Sanson

CHIEF EXECUTIVE

Welcome

Cover Image Ice core sampling at Cape Evans. © Antarctica NZ Pictorial Collection: K043 10/11

Revised August 2012

This publication is printed on fully recyclable stocks using FSC Certifi ed Mixed Source Pulp from Well Managed Forests and other controlled sources. The paper is manufactured in a totally chlorine free process.

Please recycle this manual after use.We are certifi ed to Enviro-Mark®NZ Diamond level.

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Define Context and Purpose

Discuss Critical Issues

Develop Plans

Decide or Confirm

Task

Review

TTEAM LEADER

• Define context and

purpose.

“Why are we doing this?’

“What problem are we trying to solve?”

• Identify critical issues.

• Encourage contributions.

• Make decisions.

• Assign clear tasks.

• Monitor.

• Coach.

• Review.

• TTEAM MEMBER

• Understand context and

purpose. Seek clarity if you are not sure.

• Identify critical issues.

• Listen to others and

offer contributions.

• Accept decisions.

• Clarify tasks.

• Perform work.

• Seek feedback and

advice:”How am I doing?”

• Review.

No Shelter • build snow mound, trench or cave depending on terrain pg 90-92• if available, erect tent from survival bag pg 76

Radios Don’t Work • check equipment (HF) pg 125• signal mirrors pg 61

Emergency Radio Procedure

Ground to Air pg 138 Emergency Code pg 139

Many hazards covered in this manual will not be faced by everyone

operating in Antarctica.

DON'T PANIC

EMERGENCIES

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1. Operating in the Field 1

1.1 On Arrival at Scott Base 11.2 Equipment 31.3 Spares 41.4 Antarctic Field Skills (AFS) 41.5 Leadership 41.6 Event Risk Assessment & Field Party Checkout 51.7 Field Parties 51.8 Familiarisation (FAM) Trips 61.9 Diving 61.10 Returning from the Field 6

2. Environmental Protection 7

2.1 Enforcement Procedures 72.2 Environmental Approvals and Permits 72.3 Waste in the Field 142.4 Minimising the Impacts of Field Activities 152.5 Historic Sites and Monuments 162.6 Other Sites of Past Activities 182.7 Fuel and Hazardous Substances Spills 182.8 GPS Guidelines 192.9 Further Information 20

3. Field Travel 21

3.1 Conditions 213.2 Weather 22

• Precipitation 22• Conditions Vary 22• Weather Conditions 23• Wind Chill Chart 24• Wind is Important 24

Contents

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• Travel Conditions 26• When using Global Positioning System (GPS) 26• Blowing Snow 27• White-Out Conditions 27

3.3 Ice & Snow Hazards 28• Avalanche Hazard 28• Icefall Hazard 29

3.4 Glaciers 30• Crevasses 30• Glacier Travel on Foot 30

3.5 Glacier Travel - By Vehicle 31• Heavy Vehicles 31• Skidoo and Sledge Travel in Crevassed Terrain 31• Linked Travel Systems 33• Drivers and Sledge Riders 33• Driver Behaviour 34• Sledges 35• Towing Bridles 35• Link Line 36• Skidoo 37• Link Systems for Skidoo and Sledges 38• Rope Care 39• Link System for Drivers and Passengers 40• ‘USAP’ System 40• BAS System 41• Crevasse Extraction 43

3.6 Sea-Ice 44• Sea-Ice Cracks 44• Tide Cracks 46• Surface Flooding 46• Vehicle Travel on Sea Ice 46• Submerged Vehicle on Sea Ice 48• Flagging and Measuring 49

3.7 Dry Valleys 493.8 Navigation 50

• Position 50• Antarctic Maps 50

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• Antarctic Satellite and Aerial Photography 51• Magnetic Compass 51• GPS 52

4. Flying in Antarctica 53

4.1 Clothing 534.2 Antarctica New Zealand Survival Bags 534.3 Helicopter Flying 53

• Flight Planning 53• Weather Requirements 54• Load and Flight Limitations 55• Helicopter Loading 56• Underslung Load Operations 59• Hook-up Procedure 59• Communications with Helicopters 61• Signal Mirrors 61• Indicating Wind Direction to Landing Helicopters 62• Landing Sites in the Field 62• Mandatory Radio Check 62• Helicopter Take off and Landing 63• Returning to Scott Base Flight Planning 63• Sounds and Motions 64• Engine Failure 64• Safety Precautions Summary 64

4.4 Fixed-Wing Aircraft 65• LC130 66• Twin Otter 67

4.5 Transportation of Hazardous Goods by Air 68

5. Surface Transport 69

5.1 Skidoos 705.2 Motorbikes 705.3 Kässbohrer PB100 715.4 Hägglunds BV206 715.5 Sledges 71

• Sledge Loading 73• Towing Sledges 73• Box Sledges 73

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6. Tips for Use of Antarctic Field Clothing 74

7. Field Camps 75

7.1 Site Selection 767.2 Tents 77

• Erecting a Polar Tent in Strong Winds 77• V-Thread Anchors 79• Other Tents 80

7.3 Setting Up Camp 80• Organisation of a Polar Tent 81

7.4 Stoves 82• Primus Stove Operation 83• LPG Cookers (Double Burners) 85• Carbon Monoxide Poisoning 85

7.5 Consumables - Guides to Rate of Use 887.6 Cooking Equipment 887.7 Bedding 897.8 Emergency Shelters 90

• Single Person Trench 90• Complex Trench 91• Snow Mound 91• Igloos 92• Snow Cave 93

7.9 Field Fuel 93• Fuel Containment 94• Spill Kits 94

8. Search and Rescue (SAR) 95

8.1 SAR 958.2 Rescue Action 95

9. Refuge Huts 96

9.1 New Zealand 969.2 USA 97

10. Field Communications 99

10.1 Introduction 99

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10.2 Emergency Communications 99• Distress 99• Urgency 100• Action on Hearing a Distress Message 100• Cancellation of Mayday or Pan Messages 101

10.3 Field Party Operating Procedures 101• At Schedule Times 102• Outside Schedule Times 102• Guide to Good Radio Procedures 103• Missed Schedule 104• Communications With Detached Field Party Units 104• Faxes and Email Messages to and from the Field 104• Action in the Event of Lost Communications 105• Local Field Parties 105• Deep Field Parties 106• Use of Iridium Satellite Telephones 106• Scott Base Calling Instructions 107• Using Iridium Prepay Crew Cards 109• General Usage Notes 110 • In the Event of a Fire Alarm at Scott Base 111• Parties Local to Scott Base 111• Vehicle Mounted VHF Radios 111

10.4 Frequencies 112• Guard Stations and Frequencies 113• HF Operating Frequencies 113

10.5 VHF Coverage Areas 11410.6 Call Signs 11610.7 Communications with Aircraft 116

• Aircraft call signs 11710.8 Weather Observations — Deep Field 11810.9 Operation of VHF Radios 121

• Motorola GP328 121• Set-up and Operation 122• Battery Management 122• Recharging Batteries 123• Vehicle VHF Radios and Cape Bird Hut 124• Scott Base Telephone Exchange Access 125

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10.10 Operation of HF Radios 125• Battery Management 125• Codan X2 126• Q-Mac HF-90 128• Spectratek SR3 130

10.11 HF Antenna Set Up and Maintenance 132• Hägglunds vehicles 132• Field Party Antennas 133• Setting Up the Antenna 134• Emergency Repairs 135• Static Electricity on the Antenna 137

10.12 Phonetic Alphabet 13710.13 Time Signals 13810.14 Ground-Air Emergency Code 13810.15 Glossary of Terms 140

11. Checklists 14211.1 Field Food Box Contents 14211.2 Field Kitchen Box Contents 14311.3 Primus Box Contents 14411.4 Sledge Repairs and Spares Box 14411.5 Deep Field Party Emergency Clothing 14511.7 Survival Bags, Double and Single 14511.8 Equipment Weights 14711.9 Field Demob Tasking 15011.10 Field Spill Skills 152

12. Appendices 153

12.1 Fuel Container Markings 15312.2 Hazardous Substances 15412.3 Conversion Tables 154

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1. Operating in the FieldConsiderable planning goes into the support of each fi eld event. Any changes to your plan must be approved by Ant NZ.

Please ensure you are familiar with the contents of this manual and ALWAYS take it into the fi eld with you.

1.1 On Arrival at Scott BaseSoon after arrival at Scott Base, you will have an in-brief with key Base staff, to outline your event support and movements for your time on ice:

• The event plan and the sequence of activities.• Changes due to local circumstances and how these affect the

event.• Departure date into the fi eld.• Helicopter/fi xed wing movements.• Procedures for hazardous cargo.• Resource allocation requirements.• The procedures for organising and collecting equipment and

supplies.• Engineering requirements e.g licences, fuel and generators.• Antarctic Field Skills dates.• Science samples and permits.• Review your event HSE procedures:

Defi ne - Defi ne the Context and Purpose of the planned event activities and operations in Antarctica.

Discuss - Discuss event activities and identify all Critical Issues, the show stoppers, that maybe considered to ensure safe and successful outcomes.

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Develop - Develop Plans that are strategic and realistic to ensure the critical issues are effectively managed.

Decide or Confi rm - Plans need to be clear and understood by event personnel. The Event Manager or Event Leader is accountable for tasking and outputs of the team. They must Decide and Confi rm the plan and maintain clear direction on how outstanding issues will be managed.

Task assign, monitor and coach - Assign clear tasks to personnel and ensure a common understanding of the task at hand is understood. Monitor the operational environment for new or emerging critical issues and manage these appropriately. Coach and foster the growth of knowledge skills and experience within the team.

Review - Constantly Review plans, operations, procedures and out puts of your event activities. A review process will identify areas that require attention, assist in developing safe and effective systems. Regular Review opportunities allow you to develop and plan your activities more effectively in a dynamic and challenging environment.

Before leaving Scott Base a Field Preparation Form Checkout will be completed with the Programme Support Supervisor (PSS) and signed off by the Event Manager. All event members are expected to participate in this process.


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1.2 Equipment

Field Equipment:All Event Managers and event leaders will be sent a resource allocation sheet listing the fi eld equipment issued to their event. The Resource Allocation Sheet should be used as a checklist for collecting and checking fi eld equipment at Scott Base.

The Field Support team will tell you where to collect cargo and areas to use for checking it.

The Field Support team will have allocated the major items of fi eld equipment, and staged these in fi eld cages ready for checking, before your arrival. Please check you have the required containment (bunding) and spill kits for your fuel requirements. All fi eld equipment and food is issued by the Field Support. Please note that the food store is not a self-help area.

Event members are required to check all equipment before leaving Scott Base. This includes erecting tents, checking and testing kitchen, primus and fi eld food boxes, and checking climbing and safety equipment. You can then sort out any problems with equipment before you go out in the fi eld, and make all necessary exchanges. Please do not help yourself to any equipment.

Engineering Equipment:The Engineering Supervisor can help you with any surface transport requirements, fuel requirements, fuel pumps, generators and other engineering items. Please do not help yourself to any equipment.

Radio Equipment:Collect and check out your fi eld radios from the Telecom Tech in the radio room. Event members must carry out a fi eld test of all communication equipment before leaving Scott Base.


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First Aid Kits:Field Support will allocate the required number of personal and fi eld fi rst aid kits required for the event. The event fi rst aider is required to pick-up the restricted drugs kit from the SB medic.

Hazardous Goods - Aircraft Transport:Any hazardous cargo such as fuel, chemicals, gases etc must be identifi ed and brought to the attention of the Field Support Team so the required documentation can be completed 48 hours before the fl ight.

1.3 SparesThe amount of extra food and equipment you take will be determined by the duration of the event, the area being visited and distances to be travelled. As a minimum, all events should have spare food and fuel to last an extra fi ve days. Deep fi eld parties should carry a fuller range of sledge spares, a sledge repair kit and an extra 15 days food and fuel.

1.4 Antarctic Field Skills (AFS)Before going into the fi eld, everyone must complete an Antarctic Field Skills full or refresher course. Antarctic Field Skills will be planned for all events by the Programme Support Supervisor. This course will provide skills to live and work safely in Antarctica. If you require any specialist skills (Dry Valleys camping, Sea Ice travel, Glacier travel, GPS, Cramponing and Ice Axe use or Linked Skidoo travel) these can be provided.

1.5 LeadershipAll events leaving Scott Base must have an appointed leader. For scientifi c events this is usually the Event Manager. If the Event Manager is not in Antarctica a Field Leader must be designated.


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In areas where fi eld safety experience is necessary, fi eld safety personnel will need to accompany the event.

1.6 Event Risk Management and Field Party CheckoutPrior to departure to the fi eld, all events have a departure brief with the PSS and other relevant personnel. Event team members are required to understand the risks associated with the event activities and environment they will be operating in. Event members will review the Risk Assessment documentation and discuss the activities they intend to conduct. Any critical issues will be discussed and measures put in place to mitigate these. The event manager is responsible for using the Field Preparation Form to ensure that all event members:

• Have reviewed the Risk Assessment document.• Received the equipment that they require.• Checked the equipment.• Received the training that they require for their event.

1.7 Field PartiesThe minimum number of any party shall normally be two persons. Individuals are NOT to be left alone at campsites or allowed to work alone.

Deep fi eld parties, transported by fi xed-wing aircraft or travelling overland long distances away from Scott Base, must undertake additional training and preparation because they operate as fully independent units.

This will involve:

• A weather briefi ng from the Programme Support Supervisor or Operations Scheduler.


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• A shakedown trip.• A check of all equipment issued to the event.• Briefi ng by mechanics on repair and maintenance of fi eld

equipment and transportation.

Before any fi eld party leaves Scott Base, an Event Preparation Form must be completed with the Programme Support Supervisor. A Logistics report from each event is expected within four weeks of returning to New Zealand

1.8 Familiarisation (Fam) TripsAny trip from Scott Base must carry out a planning process. In particular:

• Consult with the Scott base Leadership Team (SBLT) • Establish the leader and the aims for the trip.• Detail areas planned to visit, logistical support required, people

involved, and duration of the trip.• Fill out a Fam Check Out Form.The minimum number of any party shall normally be four persons.

1.9 DivingSafety methods and requirements for diving are contained in the Antarctica New Zealand Diving Manual. An appointed dive supervisor must supervise all diving.

1.10 Returning from the FieldOn return from the fi eld ensure that you clean, repair and dry all equipment and return it to the point of issue. The Field Support team will help to clarify this on your return. List any breakages and losses and report them to the Field Support Team or Engineering if relevant. Breakages and/or losses not deemed to have resulted from fair wear and tear will be charged for.FIELD MANUAL - OPERATING IN THE FIELD

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2. Environmental ProtectionAntarctica New Zealand is committed to ensuring that adverse environmental impacts of fi eld activities are minimised. This section outlines the specifi c environmental responsibilities of fi eld parties. Antarctica New Zealand has developed an Environmental Code of Conduct that summarises the environmental responsibilities of everyone going to Antarctica and you should be familiar with it. Event members operating in any Antarctic Specially Protected Area oar Antarctic Specially Managed Area must be familiar with the provisions of the management plan.

2.1 Enforcement ProceduresThe Antarctica (Environmental Protection) Act 1994 enforces the Protocol on the Environmental Protection to the Antarctic Treaty under New Zealand law and includes provisions for environmental impact assessment, conservation measures, protected areas management and waste disposal. Breaches of the Act may result in conviction and/or fi nes up to $100,000.

Antarctica New Zealand will take very seriously any breaches to the Act, permit conditions or codes of conduct and any deviation from approved activities. In extreme cases, it will recommend that the offender return to New Zealand immediately and/or that they are not considered for inclusion in future activities in Antarctica. In all cases, the offence will be documented and brought to the attention of the individual’s sponsoring organisation. Legal action may be considered.

2.2 Environmental Approvals and PermitsThe Protocol and the Antarctica (Environmental Protection) Act 1994 requires that all New Zealand activities in Antarctica are assessed through an environmental impact assessment. Approval

FIELD MANUAL - ENVIRONMENTAL PROTECTION

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for all activities in Antarctica is made by the Minister of Foreign Affairs and Trade. Certain activities require a permit, such as entry into any Antarctic Specially Protected Area, taking or harmfully interfering with Antarctic fl ora and fauna, or introducing to Ant-arctica any non-indigenous species or non-sterile soil. A copy of the approval and any specifi c permits or conditions issued under the Act is provided to every event prior to going to Antarctica and must be carried with you at all times in the fi eld.

Protected and Managed AreasAny area of Antarctica may be designated as an Antarctic Specially Protected Area (ASPA) to protect outstanding environmental, scientifi c, historic, aesthetic or wilderness values or any combination of those values. You are required to obtain a permit to enter these areas.

Areas where activities are being conduct, or may in the future be conducted may be designated as an Antarctic Specially Managed Area (ASMA) to assist in the planning and coordination of activities, avoid possible confl icts, improve cooperation or minimise environmental impacts. You do not require a permit to enter these areas.

Applications for permits must be made in advance to the Ministry of Foreign Affairs and Trade as part of your environmental impact assessment process.

Both ASPAs and ASMAs have management plans used to describe the activities which may be conducted within the Area. Copies of the management plans are available from the Antarctic Treaty Secretariat website (www.ats.aq) or at Scott Base.

When entering an ASPA, it is the responsibility of the event leader to be fully aware of any restrictions on activities specifi ed under the management plan. A copy of the permit, approval and management plan should be carried at all times.FIELD MANUAL - ENVIRONMENTAL PROTECTION

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Antartic Specially Protected Areas (ASPAs) in the Ross Sea region


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Dry Valleys and Ross Island ASPAs


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Antarctic Specially Managed Area (ASMA)The McMurdo Dry Valleys are the largest expanse of ice free ground in Antarctica. They contain cold desert soils millions of years old, unusual biological communities, special geological features and spectacular scenery. In June 2004, the Dry Valleys was the fi rst ASMA offi cially designated under the Protocol. Entry in to the ASMA does not require a permit. However, the management plan includes a Code of Conduct, detailed Guidelines and a suite of maps all provided in a manual. Copies of the ASMA manual are available at Scott Base.

Flora and FaunaKeep a minimum distance of 10 metres from any animal unless it approaches you. Increase the distance if the animal appears disturbed and take particular care around nesting birds.

A permit specifying your activities is required under the Antarctica (Environmental Protection) Act (1994) to ‘take’ or ‘harmfully interfere’ with any terrestrial or marine, plant or animal. You must apply for a permit in advance to the Ministry of Foreign Affairs and Trade, as part of your Environmental Impact Assessment. You must not take specimens before permits are issued.

If you are bringing samples back to New Zealand you are required to obtain any permits or approvals prior to going to Antarctica.

Biosecurity/Non-native speciesAntarctica New Zealand is committed to minimising the impact of its activities in Antarctica, including minimising the risk of transferring non-native species to Antarctica through our programme activities.

Under the Antarctica (Environmental Protection) Act (1994) you require a permit to introduce in Antarctica any species of animal, plant, microorganism or non-sterile soil. Unintended introductions of any of these items into Antarctica can pose a serious risk to the FIELD MANUAL - ENVIRONMENTAL PROTECTION

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environment and to the wildlife. It is your responsibility to ensure that your clothing (i.e. boots) and all other equipment (i.e. scientifi c gear, bikes) is free from any organic material. If you fi nd non-native species in Antarctica you must report them through the HSE reporting system.

2.3 Waste in the FieldCorrect disposal of waste in the field is essential, even if it is diffi cult. In ice-free areas, you must remove all waste, including human waste and grey water. A waste management offi cer should be identifi ed within each fi eld party.

This person is responsible for ensuring the procedures set out below and in the Antarctica New Zealand Waste Management Handbook are followed and that all wastes and recyclables are deposited in the correct receptacles on return to Scott Base.

You can view a copy of the handbook at Scott Base and in Christchurch.

Waste DisposalThe standard practice is to return all waste, including human waste and grey water, to Scott Base for disposal. This includes short excursions and day trips — 'pee bottles' are available from Field Support personnel for this purpose. Exceptions to this practice may only be made if alternative disposal arrangements have been approved through the environmental impact assessment (PEE, IEE or CEE) process.

• In some circumstances when adjacent to the sea, grey water and urine can be disposed of directly into the sea through a tide crack or hole, or on the shoreline below the high tide mark.

• In some circumstances on permanent snow and ice covered areas, grey water and human waste may be buried if logistical constraints prevent their return.


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• In ice-free areas away from the coast, grey water and human waste must be returned to Scott Base.

Personnel travelling away from their base camp, must make provision for the collection and return of human wastes to their camp or Scott Base. Toilet Kits for this purpose are available from Field Support personnel.

Waste SeparationIn the fi eld, separate waste into the following categories which will be sorted on return to Scott Base:


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2.4 Minimising the Impacts of Field ActivitiesBe aware that your presence can have detrimental environmental impacts. You must make every effort to minimise the impact of scientifi c investigations, fi eld travel and camping activities on the environment.

Follow the guidelines set out below when carrying out all field activities.

• Where possible, place tents and equipment on snow or on previously used campsites.

• Make sure rubbish and equipment is well secured to prevent it blowing away.

• When working in ice-free areas keep to the same paths and tracks when travelling to and from work areas.

• Make an accurate record of your campsite including location, sites of tents and equipment (such as generators), any grey water and human waste disposal, location and extent of any spills (fuel, human waste, chemicals) and the location of any equipment or other items left at the site. Include this information in your end-of-season logistics report. Information on how to collect the correct GPS coordinates is given below in section 2.8.

• When leaving a campsite make every effort to return it to its natural state, eg replace displaced rocks (except at frequently used campsites) and fl atten snow mounds.

• Never paint or deface rocks or ice-free surfaces.• The removal of any minerals, fossils, meteorites, volcanic bombs

or ventifacts is prohibited except for scientifi c purposes, in accordance with an approved environmental impact assessment.

Guidelines for Visitors to Cape BirdYou need to take special precautions need to be taken when visiting Cape Bird on Ross Island. Detailed maps are available showing


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fl ight paths and the location of the huts and helicopter pad and event leaders should obtain them from Antarctica New Zealand.

In particular, if you are visiting Cape Bird, you must follow these requirements:

• No landings may be made at the hut itself between 20 October and 20 February. Use the designated landing pad.

• Designated fl ight paths should be used, with the route to the north of the helicopter pad to be followed only when wind conditions necessitate it. The penguin colonies north of the pad should not be overfl own.

• ASPA 116, to the south of the helicopter pad, must not be overfl own below 50m above ground, or below 100m if hovering.

• No chicken products are to be taken to Cape Bird or any other penguin colonies.

• Entry into the ASPA is prohibited except in accordance with a permit issued by the New Zealand Government.

2.5 Historic Sites and MonumentsHistoric Sites and Monuments

• The Antarctic Treaty System provides for the listing of Historic Sites and Monuments, to preserve and protect them from damage and destruction. The Ross Sea region is rich in history and was the setting for some of the world’s greatest explorations. The historic sites and monuments that remain are a valuable record of past activities.

• Any person visiting historic sites or monuments must treat the sites with respect and care.

• All four historic huts in the Ross Sea region have been designated as ASPAs. Any visit to the historic huts must be covered by a permit and supervised by a guide, who is


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responsible for briefi ng visitors on the code of conduct and ensuring it is complied with.

• The leader of each group visiting the huts must brief their group on the Code of Conduct. In particular:

• Reduce fl oor abrasion by thoroughly cleaning grit, scoria, ice and snow from boots before entering.

• Remove any clothing wet by sea water and any sea ice crystals from boots. Salt particles accelerate corrosion of metal objects.

• Do not touch, move artefacts or sit on any items of furniture in the huts. Handling artefacts causes damage.

• Do not wear packs inside. Many areas are cramped and artefacts can be accidentally bumped.

• When moving around the sites take great care not to tread on items which may be obscured by snow.

• Use of combustion-style lanterns, naked fl ames or smoking in or around the huts is strictly forbidden. Fire is a major risk factor.

• Please record visitor names in the book provided.

A donation of $20 per person per season is requested by the Antarctic Heritage Trust (AHT) to help with site conservation.

A list of all Historic Sites and Monuments in Antarctica is on the Antarctic Treaty Secretariat (www.ats.aq).

Commemorative SiteLewis Bay, Ross Island Latitude 77°25'S, Longitude 167°27'E.

This site on the northern slopes of Mt Erebus, where 257 people died in an air crash on November 28, 1979, is a tomb under Antarctic Treaty Recommendation XI-3. This requires that the area is to be left in peace. It is also now an Antarctic Specially Protected Area (ASPA 156).

Entry within half a kilometre of the site is totally restricted at all times. Removal of any crash material is prohibited.


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2.6 Other Sites of Past ActivityAntarctica New Zealand maintains an up-to-date inventory of past sites. If you fi nd remains of past activities in the fi eld, please report them through the end of season environmental report including the location and GPS coordinates.

2.7 Fuel and Hazardous Substances Spills

Prevention The most effective response to the issue of spills is to prevent them from occurring. Minimise the handling of fuel and hazardous substances, refuel out of the wind using sorbent mats and check equipment for faults and leaks. All fuel and hazardous substances must be handled and stored using secondary containment equipment.

Response Actions Should a spill occur in the fi eld take the following steps:

Stop Ensure personal safety and assess the situation

Get Help Report as much as you can as to Scott Base e.g. the time, location, material spilled, volume spilled, likelihood of any further spill, conditions and actions

Stop Spill If safe and possible to do so,

Get Advice On further response actions from Scott Base and the Environmental Team

Contain Consider the sensitivity of the environment and where the spill could move to (e.g. coast, vegetation)

Recover Mop up liquids with sorbent pads

Dispose Use bags, trays, drums, tarpaulins or other containment to

Report Keep in touch with Scott Base as to your progressFIELD MANUAL - ENVIRONMENTAL PROTECTION

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Large Spills Where spills are considered too large or diffi cult for fi eld parties to handle, Scott Base will initiate clean-up action using either Scott Base or USAP personnel. Where this higher level of response is required, you should stop the source of the spill and contain it to the greatest extent possible, then take further instructions from Scott Base.

Please refer to the Fuel Spill Manual for more information. Further information on spill kits can be found on page 94.

2.8 GPS Guidelines When reporting GPS positions for your logistics reports, please record the following information:

GPS unit usedAs a way of evaluating the accuracy of any recorded points, please record the following additional information:

• Brand and model.• Positional accuracy reported by unit (usually in metres).• Spheroid being used by the GPS (usually WGS 84).• Any special techniques such as ‘differential GPS’ or ‘real–time

kinematic GPS’ used when measuring your location.

Nearest permanent landmarkPlease note the nearest permanent landmark when recording your GPS location, as this will allow the point to be relocated if there are any problems with the accuracy of the reported coordinates.

• Name or description of the landmark.• Approximate direction (bearing in degrees, state whether it is

true or magnetic) of the and mark from the GPS location.• Approximate distance (in metres or km) of the landmark from

the GPS location.FIELD MANUAL - ENVIRONMENTAL PROTECTION

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CoordinatesPlease record the latitude and longitude of the point. Remember to record whether the longitude is east or west. A guide to minimum accuracies is given below. Please note this is only a minimum; the more accurate a position you can provide the better.

• Latitude (South)• Longitude (East or West)• Longitude (East or West)

2.9 Further InformationThere are several documents and websites outlining more detailed information to which you can consult. These include:

Antarctica New Zealand’s HandbookAntarctica New Zealand’s Environmental Code of ConductAntarctica New Zealand’s Waste Management HandbookAntarctica New Zealand’s Fuel and Hazardous Substances Spill Prevention and Response manual

Websites:Antarctic Treaty Secretariat website (www.ats.aq)Ministry of Foreign Affairs and Trade website (www. http://www.mfat.govt.nz/Foreign-Relations/Antarctica/index.php)

Consult these documents if you are unsure of anything, or ask Antarctica New Zealand. Remember that these are legal requirements under the Antarctica (Environmental Protection) Act 1994 and any breaches could result in legal action.FIELD MANUAL - ENVIRONMENTAL PROTECTION

Degrees Minutes.Minutes(S’ DDD° mm.mmm)

S’ 80° 12.369E’ 160° 53.456

Nearest 1/100 of a minute(3 decimal places)

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3. Field Travel

3.1 ConditionsThe Antarctic continent generates weather which can change quickly from above freezing to extreme sub-zero temperatures. There is limited warning and little room for error. Thorough planning and preparation is the key to successful living and travel in the fi eld.

McMurdo SoundMost surface travel in McMurdo Sound occurs on the seasonal sea ice. Conditions and routes vary considerably and should be checked with the Programme Support Supervisor. Breakout can occur anytime after mid- December in ‘normal’ years.

Polar PlateauThe Polar Plateau is completely devoid of life and resources, and you need meticulous planning is needed to complete a successful event there. The main dangers of plateau travel are crevasses and weather. Drift snow is blowing at least one day in three, and can bury sledges overnight. Surface conditions are usually hard-packed snow and ice, with patches of soft snow, and sastrugi which can vary in height from a few centimetres to over a metre high.

Sastrugi ridges can be useful to judge directions when travelling from camp to outcrops, but can damage vehicles and be physically demanding and time consuming to cross. The danger of crevasses is ever-present thus requiring the need for cautious outlook at all times.

FIELD MANUAL - FIELD TRAVEL

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Dry ValleysThe Dry Valley region is a large area on the mainland Antarctic continent. Snow-free for much of its area, it has broad, easily-travelled valley fl oors, sand dunes, icefalls and fl owing rivers. The climate is usually a few degrees warmer than on Ross Island, but there are strong katabatic winds which can quickly lower the temperature.

3.2 WeatherThe McMurdo weather offi ce issues daily weather forecasts which are passed to fi eld parties at radio schedule times. They also issue, for the McMurdo Station area, a weather classifi cation (see fi gure 3.2.1). Scott Base uses the same classifi cation and it is updated as conditions change.

PrecipitationMost precipitation on the Antarctic continent falls as ice crystals, with a limited amount of snow. Much of the snow build-up around buildings and camps is by wind-transported snow.

Conditions varyVariable and localised conditions are a characteristic of Antarctic weather. Often when Scott Base is experiencing cloud cover and poor light conditions, 20 km further out on the ice-shelf it is clear enough to travel safely, and on the west side of McMurdo Sound, the sun is shining. It may be safe for an experienced party to leave Scott Base in these conditions but if in doubt, stay put. Conversely, it may be clear weather in the area you are operating in, yet at McMurdo weather conditions may prevent helicopter operations.


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23FIELD MANUAL - FIELD TRAVEL

Figure 3.2.1 Weather Conditions

These conditions are mandatory.

Weather Condition 3, 2, 1WeatherCondition

Definition Restrictions

Three(III) Normal Antarctic travelprecautions

Two(II)

1. Visibility less than 300metres

2. Sustained winds 89 100km/h (48 55 knots)

3. Wind chill 60°C to 73°C

1. Vehicle movement onlywith the ProgrammeSupport Supervisorapproval

2. Outside travel on footonly within defined basearea

One (I)DANGER

1. Visibility less than 30metres, Danger or

2. Sustained winds over 100km/h (55 knots),

3. Wind chill lower than73°C

1

2

. Cease all vehiculartraffic

. Outside travel on footonly within defined basearea with theProgramme SupportSupervisor approval

1. Severe weather possible within 24-48 hours2. Visibility > 300m3. Wind 0 - 45 knots

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Wind is importantOne common feature throughout the Antarctic continent is the wind. There are few days when there is not a breeze, and there is a vast difference between -20°C in calm conditions and -20°C with a slight breeze, which can freeze exposed fl esh in a short time.

Prevailing winds in different areas tend to follow the contour of the land rather than go over the mountain tops. For example, at Scott Base the prevailing wind is from the north-east while not far away at Cape Armitage it is from the south-west.FIELD MANUAL - FIELD TRAVEL

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Figure 3.2.2 Wind Chill Chart

25

The onset of approaching bad weather can be indicated by lenticular hogsback clouds, changing within a few hours to cirrus clouds, sometimes with rings around the sun. The temperature usually rises preceding a front, with squally winds. The cloud then lowers and darkens over the next 6 - 12 hours before the onset of the main front. In sight of Minna Bluff, a good indicator of bad weather or an approaching southerly is when the bluff gets covered in cloud or blowing snow. There is no regular north-westerly/southerly clearance pattern as in New Zealand.

Blizzards or ‘Herbies’ usually last 3-5 days and can happen at any time. After a blizzard, sledges can be buried, tents drifted in, unmarked equipment hard to fi nd and the surface area changed with drifts and sastrugi forming in many areas. It is dangerous to travel in glacier areas immediately after a blizzard as windblown snow fi lls in any signs of crevasses; it is prudent to wait a day.

Wind Speed can be estimated from the state of a bamboo fl ag. If the snow on the ground is loose and dry, the wind speed may also be estimated from the amount of snow being picked up by the wind. See fi gure 3.2.2 below:

Figure 3.2.3 Wind Speed Indicator


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Travel conditionsIt is worth considering the following two parameters when defi ning suitable conditions to travel in:

Surface Defi nitionGood Snow surface features such as sastrugi, drifts and gullies are easily identifi ed by shadow.

Fair Snow surface features can be identifi ed by contrast, but no defi nite shadows exist.

Poor Snow surface features cannot be readily identifi ed except from close up.

Nil Snow surface features cannot be identifi ed, there are no shadows or contrast, and dark objects appear to fl oat in the air.

Horizon Defi nition Good Horizon is sharply defi ned by shadow or contrast.

Fair Horizon identifi able but contrast between snow and sky is not sharply defi ned.

Poor Horizon is barely discernible.

Nil Total loss of horizon.

When using Global Positioning System (GPS) Using a GPS does not change the above requirements as to the weather that is adequate for travel. You must have visibility and defi nition to allow you to see the changes in snow colour on sea ice indicating cracking and the indications for crevassing on land ice. The maps that are available are too inaccurate and out-of-date to allow GPS-only navigation.

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On pre-established fl agged and way-pointed routes travel in Condition Two may be possible but, if the route is lost, you must cease travel until conditions improve enough to enable you to see the route . The blind following of directions on a GPS without adequate visibility will eventually lead to disaster.

Blowing SnowWindblown snow is one of the major hazards to plateau and sea-ice travel. There can be clear skies and sunshine overhead, yet a dense mass of blowing snow can distort the surface defi nition. This surface blanket can vary from waist height to high enough in a mild storm to stop helicopter operations. Only by judgement on the spot can you decide if it is safe to travel and, frustratingly enough, often standing on a skidoo seat is high enough to get directions. But if you are in any doubt of the terrain to be travelled or other factors, don’t travel.

White-out ConditionsIn ‘white-out conditions’, cloud cover cuts out all forms of defi nition and sense of direction. The horizon is lost and it can be diffi cult to judge whether you are on a fl at or sloping surface. Changes in the surface conditions are impossible to detect, it is very easy to become disorientated and it becomes easy to trip over sastrugi, ice blocks or crevasses.

In partial white-out conditions travel can be possible, but it becomes an increasing strain on eyes and nerves. It is diffi cult to judge distances and size of objects, but a person walking ahead wearing dark-coloured clothing can be followed. You should avoid travel except in an emergency.

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When camping, erect lines or fl ags between tents, sledges and vehicles to prevent disorientation in blizzards and white-out conditions. In these conditions you should only go outside if they’re essential. Use a tether rope if you are caught in a vehicle and need to go outside.

3.3 Ice and Snow Hazards

Avalanche HazardAvalanches do occur in Antarctica despite rumours to the contrary. Records exist for avalanches from 72° (NVL) to 85° South (Ohio Range) with a large one (class 4) being recorded on Mt Niphia on White Island. While the hazard seems to be less frequent than in the NZ Alps it does exist and should avalanches occur in the wrong location (i.e. terrain traps; above a cliff, crevasse etc) the consequences will likely be fatal.

While our knowledge of the on site Antarctic conditions that promote avalanches is not good; new snowfall and stratigraphic weakness seem to be the dominant processes that lead to avalanches in mountainous terrain.

In Antarctica the snow pack depth hoar (cup crystals) develop in low temperature conditions (-17°C to -30°C); this is at a depth of 0.8m to 1.3m. In more temperate conditions depth hoar develops at a depth of 0.2 to 0.4m deep. People skiing or walking on fl at terrain in Antarctica will often hear settling producing a ‘whoompf’ caused by hoar crystal development, vehicle travel will mask this noise.

Avalanche Operational Recommendations• Try to understand the snowfall history of an area.• Be avalanche aware for parties in avalanche (steeper) terrain.

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Consider factors such as route selection snowpack assessment, terrain traps, escape routes and rescue equipment.

• Dig snow pits. In Antarctica class 5a and 5b depth hoar crystals (using Colbeck classifi cation 1990) have been recorded at depths greater than 1m. Therefore snow pits need to be in excess of 1m. Hardness of layers generally increases with depth but there are occasional reversals with fi ne round grains and faceted grains. Antarctic snow has higher density on average than that in more temperate conditions but can create denser slabs that may cause injury. The Antarctic snow pack vertical temperature gradient decreases with depth (unlike temperate snow pack) till it is equal to the mean annual temperature at 10m depth (-25°C at Scott Base).

• In northern coastal areas moisture from solar radiation and wind or rain can decrease snowpack stability.

• Record and report what you see in the snowpack and any avalanche activity that you observe.

• Be avalanche conscious.

Icefall Hazard:While inland ice cliffs and ice falls in Antarctica are usually relatively stable they do still fall down. Areas that do need to be watched are where ice streams are moving rapidly (e.g. Byrd Glacier) or there is much evidence of cliff fall and activity from fallen blocks (e.g. C Teal, Mulock Glacier).

Coastal ice cliffs on ice shelves can be very active, especially when exposed to wave action. They must be treated with real caution.

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3.4 Glaciers

CrevassesCrevasses are dangerous, especially when you are travelling in vehicles. Crevasses are caused by changes in the terrain, both on the surface and deep down. Flexing and splitting of a glacier disturbs the surface and results in crevasses, over steeply dropping terrain. Crevasses vary in width from a mere crack to wider than a football fi eld, and they can be very deep. Any crevasse can be dangerous, including the small cracks which may open out beneath the surface.

Crevasses can be diffi cult to detect. They can be expected where there are sudden changes in the surface, where a glacier curves, and where ice and snow meet. Snow-bridges cross crevasses; some bridges will take the weight of a vehicle, others will not take any weight at all. The essential rule is play safe. It is easier to avoid a crevasse than to get out of one! Beware that crevasses in Antarctica aren’t always perpendicular to the fall line.

Always avoid icefalls and crevassed areas, even if it entails making a considerable detour. If a crevasse must be crossed, rope up and test the bridge by probing. Flag a route through a crevasse zone to make backtracking easier. Even when crossing through a marked zone, check again as crevasses can open and close within short periods.

Glacier Travel – On FootIn white out conditions it is unsafe to travel in crevassed areas. Glacier travel by foot is not to be undertaken without prior planning with the PSS. Specialist training and fi eld safety will be provided by Programme Support.

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3.5 Glacier Travel — By Vehicle

Heavy Vehicles Using vehicles in crevassed terrain is dangerous. Glacier travel is not undertaken with out signifi cant planning and assessment by Programme Support. This may also require fi eld safety and or appropriately experienced personnel to assist and support.

Travel in glaciated terrain is restricted to fl agged routes and roadways for example: Castle Rock Loop and Room With A View. These are known and regularly visited routes of travel and require approval for vehicle use.

Skidoo and Sledge Travel in Crevassed Terrain:• Avoid crevassed terrain if at all possible, even if it involves a

long detour.• Treat all unknown terrain as crevassed and travel accordingly.• Skidoos must travel in linked travel mode when operating in

crevassed/glaciated terrain.• There must be a thorough study of an area, starting with a

literature search (that is all previous Logistics and Science Reports on the area) all existing maps, a photograph search i.e. all TMA and satellite imagery of the area followed by a careful assessment by experienced personnel of the potential risk areas. Finally, if at all possible, you should carry out an aerial reconnaissance of the area.

• It is not usually the visually obvious crevasses that cause problems; it is the covered ones that are the most lethal.

• While sudden topographic changes, glacial constrictions and nunataks etc, can indicate crevassing, there are seemingly unexplained areas of crevassing in Antarctica, a long way from any obvious feature.

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• If there is any indication or suspicion of crevassing STOP and PROBE in roped pairs. Mark the route with fl ags.

• It is often diffi cult to identify which way covered crevasses are running. Dig bridges open to fi nd out direction, but remember crevasses curve. There can be cross-cutting crevasse sets that you may more easily identify from the air or aerial photos.

• While the centre of glaciers may be fl owing faster with wider open crevassing, the lateral edges may be more chaotic but slower fl owing. Check options carefully before committing to a route.

• Do not travel in weather conditions where you cannot clearly see the surface conditions and the surrounding terrain. Only travel in weather and light conditions that give good contrast and visibility. Do not rely on GPS for weather direction in poor weather.

• You must treat the use of GPS routes through crevassed terrain cautiously. Antarctic ice shelves and some glaciers can move rapidly (e.g. 1 metre per day) so old routes, even just a few weeks old, are suspect. Flag and GPS routes if you expect to return through them.

• The techniques covered below are not foolproof, and are not a substitute for awareness and experience of the environment through which you are travelling.

No linked system will work if you are travelling parallel to crevasses. You must always attempt to travel perpendicular to them. It is essential to practise these travel systems on safe terrain with a ‘shakedown trip’ before attempting to cross crevassed areas.

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Linked Travel Systems:

Personal Equipment:• Everyone travelling on skidoo or sledges must have Cold

Weather (CW) clothing, gloves and be wearing climbing boots or CW boots. Your clothing must be suffi cient to protect you if you are suspended in a crevasse.

• Everyone must wear a climbing harness, with locking karabiners and a safety line attached (see below for various systems), and a set of ascenders and prusiks attached to the harness. You should also carry spare locking karabiners.

• The safety cut-out cord for the skidoo is fi xed to the harness so if the driver falls off or an accident occurs the engine will cut out.

• Skidoo drivers and passengers must wear helmets.

Drivers and Sledge Riders:• Only one person on each skidoo.• In crevassed terrain it is better not to ride the skidoo straddling

the seat; kneel to one side or sit sidesaddle. This allows you to more easily check to the rear and will help you get clear of the skidoo in the event of a fall.

• You should not carry too much on the skidoo, e.g. 20-litre containers etc, as they could hit you in the event of a fall. Fasten all items securely so they stay attached if the skidoo is suspended in a crevasse.

• Use clear arm signals so the drivers and sledge riders can communicate, e.g. thumbs up, stop, slow down, crevasse etc.

• Your maximum speed should be about 10km/hr. The faster you are going, the further you will fall down a crevasse due to the reaction time of the following sledges and skidoo drivers.

• The driver of the fi rst skidoo is responsible for picking the route and making judgements about when to stop and probe. They

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34

must continually check what is occurring behind them (e.g. crevasse bridges opening, overturns etc) and communicate their intentions to the second skidoo driver so they can act accordingly.

• The rider of the fi rst sledge must be on the footplate with the brake and handle bars. The sledge rider must be safety-lined in to the link system. They are responsible for braking if anything happens to the front skidoo. They are the best person to put in fl ags. It is worth noting that in all linked systems the braking factor of the fi rst sledge is critical, either from the action of any brake applied or the angle created by the sledge and the rope at the crevasse edge (see Figure 3.5.3, page 37).

• The driver of the second skidoo has an unenviable task. They must carefully watch the link rope to the sledge in front, being extremely careful that they don’t drive over it. They must keep the link line at the right tension (i.e. not quite under load) and be ready to brake as soon as anything happens to the skidoo or sledge in front. At the same time they must pay attention to what the sledge and rider behind are doing, e.g. crevasse bridges breaking or sledges overturning etc.

• The rider of the fi nal sledge must be very careful to watch what is occurring ahead. They must attempt by braking etc to keep the sledge on track and not allow it to catch up with the skidoo in front. They must be alert to brake in the event of any accident ahead.

The sledge rider must be safety-lined in to the link system.

Driver Behaviour:• Don’t drive over towlines, link lines or safety lines.• Be alert and aware of your surroundings if in doubt stop and

check things out.

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35

• Stop and take regular breaks with food and drink, and check on your travelling companions regularly.

• When stopped, stay clipped into the link system, as there may be crevasses around.

Sledges:• Antarctica New Zealand uses two types of fi eld sledges in crevassed

terrain: Nansen or Tamworth. The Nansen is smaller and capable of transporting up to 800lb (360kg) and the Tamworth up to 1200lb (550kg). The reason that these sledges are used is the way they can be rigged for crevasse travel. These sledges must not be used with fi xed drawbars in crevassed terrain, (only with 22mm rope link and towlines). The Box Sledges (Sleepy and Dumpy) and plastic sledges (Siglin and Alpine Toboggan) must not be used in crevassed terrain.

• All equipment must be securely lashed down on the sledge with special emphasis on radios and skidoo rescue kits, which should be packed where they are accessible. The question to be answered is: could this sledge load stay together if it was suspended on end in a crevasse? Further information on sledge loading can be found on page 72.

Towing Bridles:• Both Tamworth and Nansen sledges must be rigged with a

one piece towing bridle of 22mm (diameter) nylon hawser laid rope. You should half hitch the bridle around the bottom of each bridge and then end splice it between two of the bridges (usually between bridge #3 & #4 numbering from the front) to make one continuous towing loop that can be towed at the front or rear. It is best fi nished with metal eyes where the tow shackles will be attached. (See Figure 3.5.1.)

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Link Line:• Suspended through the centre of the sledge and beneath the

bridges is a length of 22mm hawser laid rope, the link line, with an eye splice in either end. It is suspended below the bridge by approx 100mm, using loose loops of string that will break under load. The length of this link line is set by making sure the towing bridle is as tight as possible (load it to simulate a towing situation) and the link line should be made so it is not under load in the normal towing state, but is under load when severe loads come on the bridle. (See Figure 3.5.1).

• Both the Tamworth and Nansen sledges should be loaded according to the diagram Towing Sledge (see Figure 3.5.2). Use the sledge tanks and drum cradles to spread the load as widely as possible. See section 5.5 for information on loading of field sledges.

• Do not transport 209 litre (44gal) fuel drums on Nansen or Tamworth sledges because they wreck the sledges.

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Figure 3.5.1

Figure 3.5.2


37

• The sledge and its rider have a fundamental part to play in the stopping of a skidoo falling further into a crevasse. Being braked by the sledge brake can stop the skidoo at the crevasse lip. In the case of a longer fall the right angle formed by the sledge on the surface and the towline rope to the skidoo can have considerable stopping power. (See fi gure 3.5.3.)

Skidoo:• Each skidoo must be rigged with a 15mm cable which must be

clipped into skidoo with shackles front and rear to the towing and link lines. The cable ends must be bulldog clipped or, preferably, swaged together to form a continuous loop, and the cable must be able to be loaded without catching on sharp edges. The cable’s purpose is to spread the load over the whole machine and to avoid relying on the machine’s own towing hitch, which is not designed to take impact loads.

• Towing should be on 5 tonne SWL shackles or equivalent. • The skidoo must be fi tted with a tether-activated cut out so if the

driver becomes separated from the machine the engine will stop.• The skidoo must have some way of securely tying down a pack with

a climbing rope and belay gear (for probing forward), also a short crevasse probe or ski pole without a basket is very useful. Don’t carry 20-litre fuel cans and other large items on the snowmobile.

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Figure 3.5.3

Stopping a tethered skidoo during a

crevasse fall


38

• While the ground pressure (weight per square area) of a skidoo is about two thirds of a person on foot, the overall weight is over four times that of a person, and in the middle of a crevasse bridge total weight can be critical.

Link System for Skidoo and Sledges:• The normal Antarctica New Zealand party is four persons minimum • Skidoos (driver only on each) handlebar sledges (riders on foot plate

only) • An additional two fl at deck sledges if more equipment is needed to be

moved. • When travelling locally there must always be a sledge between the

two skidoos and survival gear and passengers should travel on it. It is better to have a sledge behind each skidoo to spread the people, the load and the risk.

• The towing line from the skidoo to the sledge behind must be 22mm diameter hawser laid nylon rope of 10 metres length. It must be eye-spliced at each end. The eye-splice must be 6 tucks and fi nished by splitting the strands and frapping (i.e. tieing off with light cord) the two splits of adjoining strands so they lock off the splice fi nishing with three sets of half strands that are frapped. These should be cleanly fi nished and taped over. (See fi gure 3.5.4.).

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Figure 3.5.4


39

• The link line from the rear of the sledge should be some 30 metres of 22mm hawser with eye splices at each end as above. However, before putting the eye-splice in that attaches to the front of the second skidoo a length of 1.5m of radiator tubing (30mm internal diameter, preferably with reinforcing wire) is slid on the rope, it should have a pre- punched hole through the wall at the splice end so it can be secured to the eye splice. Once the splice is complete the tubing is pulled up and secured with 5mm cord, thus protecting the rope in front of the second skidoo and also allowing it to be more easily seen against the snow. (See fi gure 3.5.5.). If there are two sledges behind the front skidoo, then a 15 metre towline should be used between the two sledges with a 20 m link line from the second sledge to the front of the second skidoo.

• The towline from the second skidoo to the following sledge should be 15m of 22mm hawser laid rope with an eye splice at each end. Any additional sledge linked into the system should be linked in with 15m eye-spliced lengths of 22mm rope.

Rope Care:• Do not drive over tow, link or safety lines! The skidoo tracks

and cleats can severely damage ropes.• Regularly inspect all tow and link lines with special emphasis

on the link line in front of the second skidoo. This can be

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Figure 3.5.5


40

shortened and re-spliced in the fi eld with the hose protector being refi tted.

• Tow and link lines should be retired if any type of severe shock loading has occurred.

• Tow and link lines will ‘age’ with repeated loadings in a linked travel situation. This gives the rope a stiff feel and it should be retired when it gets this feel.

Link Systems for Drivers and Passengers:Two possible safety systems for the passengers and drivers are given, one based on United States Antarctic Program (USAP) systems and one based on British Antarctic Survey (BAS) systems.

USAP System:• This has a separate safety line (11mm kermantle rope). It is tied into

the harness of the front skidoo driver and back to the front link point of the sledge, where it is secured by a fi gure 8 knot and clipped into a locking karabiner. Coil the excess rope on the sledge. (See Figures 3.5.6a & 3.5.6b page 43.). It is tensioned with an ascender secured to the driver.

• Its advantages are that the safety rope is completely separate from any link system other than where it is clipped to the sledge. It is ready to be prussicked on in the event of a fall into a crevasse.

• Its disadvantage is that, in the event of a fall, the driver is hanging alongside the skidoo and thus is more likely to be hit by it or pinned.

• The driver of the second skidoo can either clip into the rear hitch on their snowmobile or run a 11mm rope to the sledge in front.

Remember that the second skidoo can fall through a weakened bridge that the fi rst skidoo has safely crossed.

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BAS System: (See Figure 3.5.7)• The BAS system has each person with approx 6 metres of

11mm dynamic rope with a fi gure of eight knot at each end. One end is attached to the harness by a locking karabiner and the other is attached to the towing line eye splice with a locking karabiner.

• This safety rope is of suffi cient length to allow the driver in the event of a fall to hang below the skidoo, thus lessening the chance of impact injuries with the skidoo.

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Figure 3.5.6a

Figure 3.5.6b

USAP SystemRoped Travel with Skidoos and Sleds : front


42

• Those riding on the sledges are also clipped into the link lines.• The rescue ropes are carried on the back of the skidoo and the

sledges.• The advantages are keeping the driver away from the skidoo

in the event of a fall. The greatly simplifi ed rope system that lessens the chance of the rope catching under the skidoo tracks. The 6 metres of safety line allows safe free movement to access around skidoo and back to the sledge.

• The disadvantages are that while the suspended driver could prusik up the 22mm towline, ascenders won’t work and a rescue line will have to be lowered. Hanging below the skidoo may allow fuel to spill over the suspended person causing hypothermia.

Both of these systems rely on everyone to be in harnesses with prusiks or ascenders attached and everyone alert to possible dangers.

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6m length of 11mm dynamic rope as safety line.

Figure 3.5.7Glacier Travel with Skidoos - “BAS” System


43

Skidoo

Crevasse Extraction:• Establish a safe working area for those on the surface. Securely

anchor whatever is in the crevasse.• Extract the person in the crevasse and treat them for injuries

and shock i.e. establish camp.• Assess the situation calmly.• It is possible by using what you have with you in the fi eld

to extract a skidoo, by using 6:1 systems with pulleys or the ‘Tirfor’ hoist in the Rescue Bag. You can use the other skidoo or sledges as a dug- in deadman.

• The most diffi cult part of a skidoo extraction is getting it over the lip of the crevasse. The lip needs to be dug back to solid snow but the best technique is to dig a sledge in and cantilever it out over the crevasse with a pulley attached. The sledge needs to be very carefully anchored as some 1000kg can be generated on the pulley and the load spread over as many parts of the sledge as possible (See Figure 3.5.8).

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Figure 3.5.8a


44

3.6 Sea Ice (See Sea Ice Travel SOP's for a full explanation)

The fast sea ice sheet is a variable medium and conditions can change rapidly, particularly in the centre of McMurdo Sound and at the ice edge. The major breakouts usually occur during January/February and sometimes during the winter, when the ice is just forming. On the coast, fast ice usually remains stable until mid-December.

During the late winter the sea ice will usually reform into a stable platform, unless there is a series of big storms and breakouts. By mid- October it should be in good condition for travel. By this time the resident winter-over team will have localised knowledge of the conditions and will have made some excursions onto the ice. To assess the conditions further, gather information about:

• The extent of the previous summer breakout.• Winter storm patterns.• Snow coverage on the ice.• Breakouts during the winter.• Trips already made on the ice by winter-overs personnel who

have just completed winter and USAP Field personnel.• Observations from Observation Hill and Arrival Heights.• Satellite imagery.• Aerial reconnaissance.

This will give an overall idea of the pattern of the ice conditions. Sea Ice cracks and Tide cracks - sections. (pages 44-46)

Sea Ice CracksCracks in the fast sea ice are formed by stress caused by storms, tides and swells stretching the ice sheet. Cracks are also formed where the ice is pinned against fi xed promontories, fl oating glaciers

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45

or around grounded icebergs, such as the Strand Moraines, Butter Point and the Erebus Glacier Tongue. There are two main types of cracks, as follows:

Straight-sided crack — This can be a tension release in the established ice sheet which can form quickly and can stop as quickly. The crack edge thickness is the same as the surrounding ice (see Figure 3.6.1a for cross sections of straight sided and active/spreading cracks. T = ice thickness. W = effective crack width).

Active/spreading crack — (See Figure 3.6.1b) These cracks can form in a short time and continue spreading for a number of days. The centre can be open water or thin black ice. It is diffi cult to judge whether it is safe to cross.

You can only determine the safe width by drilling either side of the crack. If the crack pushes together, a solid pressure ridge can form.

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W

W

T

T T

STRAIGHT SIDED CRACK

ACTIVE/SPREADING CRACK

Figure 3.6.1a

Figure 3.6.1b


46

Indicators of the presence of cracks are the accumulation of snow in a long line (for straight-sided cracks and pressure ridges), and a snow buildup (for other cracks).

Tide CracksTide cracks form where the sea ice butts up against the shoreline, glacier or iceberg. These must be treated with caution. Sometimes snow builds up between the two levels, forming a natural ramp for access. The pressure ridges in front of Scott Base build up and change shape as the ice gets weaker with warmer temperatures, and they are affected by the tidal swell. Constant monitoring and fl agging of this access route is carried out during the season.

Surface FloodingMilky coloured ice early in the season usually indicates some movement in the ice that has allowed water onto the surface. This water has then refrozen. Surface fl ooding may also result from vehicle debris or dust accumulation darkening the surface and resulting in ice melt.

As the air and sea temperatures get warmer, the sea ice starts to weaken and thin, both from the top and bottom. Avoid melt pools but if you need to cross any such area, drill to check the thickness of the ice fi rst. After new snow and winds, be exceptionally vigilant for cracks covered by blown snow. Drive at a speed that allows you to stop before you drive into unexpected hazards.

Vehicle Travel on Sea IceWhen travelling on the sea ice the following items must be carried a radio, kovacs drill, shovels and SVB's if you don't have the required camp gear. Anyone travelling by foot or vehicle on the sea ice is required to radio into Scott Base hourly with their current location.

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On your initial reconnaissance across McMurdo Sound, it is necessary to profi le and drill at regular intervals to measure the ice thickness. Flag the route and mark any known cracks or weaknesses. Recording travel routes with a GPS unit and noting sea ice cracks is good practice. This then allows ongoing monitoring of sea ice routes and sea ice conditions. Also report on changes to the fl agged routes and/or new areas visited during the season. A sea ice report is maintained by the fi eld trainers through out the season. All fi eld parties are asked to take note of this information and assist in keeping this up-to-date by advising of any changed conditions.

The sea ice continues to grow in thickness until November, and usually becomes unsafe to travel on by mid-December. A copy of vehicle Sea Ice Operating Procedures should be present in all vehicles operating on sea ice from Scott Base.

Ice thickness varies signifi cantly over short distances.

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The centre of McMurdo Sound and the ice edge are most affected by the tides and currents. The ice edge is potentially unsafe (i.e. within 1.5km of the actual edge, or greater at different times of the year) due to large scale breakouts etc and is to be treated with extreme caution. Visits to the edge may require 'close support' by helicopters.

The fi rst 12 to 15 km across McMurdo Sound towards the Dirty Ice tip are usually covered by a good layer of snow, and drifts build up here which can involve constant route changes. The routes to the Erebus Glacier Tongue and the historic huts at Cape Evans and Royds can get drifted over quickly. Keep well clear of areas such as Hut Point and Cape Armitage; these are well known areas of weakness. Always watch for patches of weakness in the ice, sometimes indicated by a change in colour in the surface. For this reason do not travel on the ice in poor weather conditions.

Submerged Vehicle on Sea IceIf you break through sea ice get everyone out of or off the vehicle as rapidly as possible and turn on the bilge pump. If you are in a Hägglunds, exit via the roof escape hatches. Do not open any doors. Use the emergency exit hatches and windows because the vehicle fl oats with the water level above the bottom of the doors. Inform Scott Base of the situation and get further directions for vehicle extraction.

Do not re-enter poised or fl oating vehicles. Secure the vehicle using anchors and strops from the rescue kit box. Remove any gear or bridging timbers from the rear cab if its safe to do so. You must not pull the front car of a Hägglunds out in reverse, as the air intake can go under water and fi ll the vehicle. Always pull them out frontwards.

During licence training drivers will receive training on anchoring a submerged vehicle to the sea ice. All drivers must be familiar with the vehicle kit contents.

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Flagging and MeasuringRegularly used routes are fl agged, and known weaknesses or cracks are marked, logged and constantly monitored. Even though a route is fl agged, it must not be taken for granted that the way ahead is safe you must still check and keep a wary eye open for potential hazards. On these “trade routes”, both sides of a crack should be marked by a fl ag or a peg, drilled for thickness and the distance measured between them to record movement.

You may seek out information and advice from the Programme Support staff. The Field Training Instructors are likely to have a good understanding of the present conditions and of sea ice and travel routes. A sea ice map exists in the Field Training Instructors offi ce which lists the thickness of the ice at specifi c points, known cracks or weaknesses and date of measurements.

3.7 Dry ValleysThe ice-free nature of the Dry Valleys makes for easy travel by foot. This is very demanding physically, especially on the joints and feet, due to the soft sandy surface and very fi rm sub-surface. Distances are harder to judge than normal; with wide valleys and steep terrain either side, what looks 2 km away may still not be reached after two hours walking. The wind and long distances can make for a demanding day.

Although the terrain encourages lightweight travel, the weather can change just as quickly here as in any other part of Antarctica. Adequate reserve clothing such as a polarfl eece jacket, salopettes and spare hat and gloves must always be carried, together with food and a thermos fl ask. When you are being active, a good clothing combination is windproofs over long-johns.

Travelling on glaciers requires specialist training and a pre trip meeting with the Programme Support Supervisor prior to heading into the fi eld.

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The many lakes in the region need to be treated with caution, especially when the temperature warms, as streams, meltwater and moats start to form, and the lake surface becomes potholed. Once the melt starts, the lakes are unsafe to travel on.

Note: Refer to Dry Valleys, environmental information in section 2.

3.8 Navigation

Position (Degrees and decimal minutes)All positions communicated to Scott Base or to helicopters or fi xed wing aircraft must be given in the following format: 86 degrees 15.481 minutes South (not 74 degrees 30 minutes 6 sec South or 74.51 degrees South). This formality is agreed jointly with USAP and is used by SAR and all pilots.

Antarctic MapsThere is a range of US Geological Survey maps available that covers most areas that Antarctica New Zealand events operate in.

• USGS ‘Antarctic Sketch Map’ series, 1:500,000 scale covers North Victoria Land and Marie Byrd Land, un-contoured, lightly shaded, show crevassed areas but are dated (early 1960’s photography) and inaccurate in position, especially for coastal ice-shelf features. They cover some areas that are not covered by the USGS ‘Reconnaissance’ series (see below). They do have layouts of fl ights lines for the TMA photography (see below) on them, which can be very useful.

3

Degrees Minutes.Minutes (S' DDD° mm.mmm)

S' 80° 12.369E' 160° 53.456

Nearest 1/100 of a minute(3 decimal places)


51

• USGS ‘Reconnaissance’ series, 1:250,000 scale, cover all the Transantarctic Mountains and most rock areas in Marie Byrd Land, contoured at 200m intervals and coloured. They are based on 1960’s photography and have positional inaccuracy especially in remoter sites. Many of the maps do not include all named feature within an area. Ice edge positions are very dated eg Ross Island map. These are the best coverage in many areas.

• USGS (plus LINZ) is producing the ‘Antarctic Topographic 1:50,000 series’ map. These are contoured at 50m intervals and coloured. Based on 1970s photography some coastal features and lakes are inaccurate. They essentially only cover the Dry Valleys. It is planned to produce the Ross Island maps and extend coverage eventually.

• See http://usarc.usgs.gov/antarctic_atlas/> for USGC map coverage.

There are other specialist & general maps e.g. hydrographic charts that may be of use.

Antarctic satellite and aerial photographyThere is a range of specialist satellite imagery available. It is expensive but up-to-date (speak to Gateway Antarctica at the University of Canterbury). The USGS TMA photography of the 1950s to the 1970s while inaccurate for coastal active ice features, can be useful in planning travel etc, as it does show crevassing. Its coverage is very sporadic and the line number sequences are not related to each other. It has vertical coverage with 60% overlap directly below the fl ight line; the right and left sides are oblique which need to be interpreted with care, the fl ight lines are well separated and there is no-overlap.

Magnetic compassDue to the extreme magnetic declination (difference between true north and magnetic north) of 130° to 160° East and high dip angles

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(vertical magnetic component) in the McMurdo area, magnetic compasses are essentially unusable. Scott Base is between the South Pole and the Magnetic South Pole, North Victoria Land is even closer to the magnetic pole, but in some circumstances in Marie Byrd Land you may be able to use a magnetic compass although with diffi culty.

GPSHand-held or vehicle-mounted Global Positioning System receivers can give a position of approximately 10m accuracy. Scott Base has various Garmin units and training can be requested from the Field Trainers and Support personnel. However, some limitations in the usefulness of GPS need to be borne in mind.

• They are very hard on batteries in the cold (below -35°C there can be serious diffi culties).

• Keep them warm or inside clothing at all times and carry a pencil to work the buttons so that your gloves do not have to be removed.

• The base maps available for Antarctica are often based on 1960s photography and the often-large positional errors on the maps (particularly in remote areas e.g. North Victoria Land or Marie Byrd Land) and features such as ice shelf edge positions have changed drastically. So using a GPS in conjunction with existing maps can produce some large errors of position.

• GPS use does not change the travel condition requirements (see section 3.2). You still need to be able to see snow and ice surface conditions and crevasses and the inherit 10m error can easily put you into a crevasse in poor visibility. Use GPS with caution and have back-up procedures in case of GPS failure.

• If all power is lost, then re-initialisation is required. Always carry a hard copy of known waypoints so you can re-enter data.

Use the GPS in latitude longitude mode in degrees, minutes and three decimal points of a minute.

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4. Flying in AntarcticaIn Antarctica, fi xed-wing aircraft and helicopters provide access to areas out of range by surface transport. Planning and tasking of support fl ights is organised only by the Programme Support Supervisor and Operations Scheduler.

4.1 ClothingAnyone travelling on any fl ight, must dress in cold weather survival clothing (CW), including CW boots otherwise they will not be permitted to fl y. They must also carry their green bag containing extra clothing and gear.

4.2 Antarctica New Zealand Survival BagsAll fl ights in Antarctica, either by fi xed-wing or helicopter, must carry survival bags for all members of the party, unless the party has full fi eld camp equipment on board. These bags make a day party independent if their pick-up fails or if there is a crash.

Note: The Italian and US Antarctic programmes also use survival bags on helicopter and fi xed-wing fl ights. It is normal practice for personnel to travel with a survival bag supplied by their programme. If you are an event collaborating with the another Programme, it is recommended that you familiarise yourself with the contents and equipment in their survival bags. While the tent models may be different, the principles of pitching them are the same.There are double and single SVB. For the contents lists refer to page 145-147.

4.3 Helicopter FlyingFlight PlanningThe Operations Scheduler is authorised to arrange air transport. On arrival at Scott Base, the event leader should go over all pre-planned helicopter movements with the Operations Scheduler. To

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FIELD MANUAL - FLYING IN ANTARCTICA

54

cater adequately for event movements, the Operations Scheduler must know the specifi c requirements at an early date. Requests for helicopter movements are submitted to the McMurdo Helicopter Co-ordinator a minimum of two full business days in advance of the fl ight. Full details, including accurate weights, are required at this time. Only minor changes can be made after this.

Details required for submitting requests are:

• Complete the helicopter load sheet for fl ights into the fi eld and any other pax or camp moves.

• Underslung loads.• Hazardous chemicals/dangerous goods.• Each item needs to be weighed individually to get a total

weight.• Landing site(s).• Shut-down required.• Close support required.• Pick-up time and date.• Any special requests.

If visual observations or photography are the objectives of the fl ight, plans should be made beforehand with the PSS. Seat belts must be kept fastened at all times during the fl ight, and movement about the aircraft is not permitted in fl ight, except with the pilot’s approval. Smoking is not permitted.

Weather RequirementsThe weather in Antarctica often changes rapidly and unpredictably. It is possible to leave McMurdo with no clouds in the sky, yet fi nd a howling blizzard with zero visibility has developed when you reach the interior of the Dry Valleys, only an hour away.

Safety throughout the probable duration of a fl ight, plus an additional time factor for delays, is an absolute must before any

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aircraft can leave McMurdo. This may mean delaying or cancelling a fl ight even though there appears to be only a few scattered clouds along the projected route. If the weather observer judges that there is danger of a storm, or that forecast winds will be too strong or gusty, the fl ight will not go. Please be patient, as it is your safety they are looking after.

Load and Flight LimitationsThe total weight must be allocated across fuel, crew, passengers and cargo. The payload available will increase with reduced range because less fuel is required. The Operations Scheduler/Field Support will give the maximum weight (lbs) for the fl ight.

At higher altitudes, the less dense air provides less lift to the helicopter. This means loads that can be carried to higher elevations are less than can be carried to the valley fl oors. Normally, 6,000 feet (1830m) is the maximum altitude at which landing will be attempted in a Bell 212.

Wind also infl uences the safe helicopter load at take-off and landing. Greater lift and better control of the aircraft are provided by a steady, moderate wind rather than in dead calm. Control of the aircraft is diffi cult in high winds and safe fl ying becomes impossible, especially in mountain areas. Gusty winds are especially dangerous.

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Figure 4.3.1

0.9m (seats up)

1.10m

1.65m

56

Helicopter LoadingDo not approach a helicopter until given the thumbs-up from the pilot or the aircraft is shut down and the blades have stopped spinning. The approach angle must always be in the pilot’s visual range (See Figure 4.3.1), and never from the rear. Keep low when loading and unloading. If on an uneven slope, always approach and leave from the downhill side.

Before loading, you should arrange all equipment and gear in compact units. All hazardous goods must have been inspected and certifi ed before leaving Scott Base. Cartons that have been taped shut are most easily loaded. Items that do not fi t into standard containers or cartons should have all loose parts securely fastened. Field Support will supply the pilot with a load sheet.

All items should be weighed on a scale (not estimated), and labelled with their weight if they are over 30kgs. Being able to alter loads quickly while the helicopter is on the pad is essential. At Scott Base, the Field Support is responsible for all helicopter loading. The 212 always has a heli tech when fl ying who will help to load the helicopter. Always following their instructions when around the helicopter. Hazardous goods loading: In the 212 items are loaded in the tail boom. Personnel must consult with the pilot or helo tech

With the AS350B2 helicopter (‘ASTAR’ or Squirrel) cargo can only be placed in the basket, side locker on the passenger side and inside the aircraft. (Make sure all basket lids and compartment doors are securely fastened.)

Vehicles should remain outside of the rotor arc if the main rotor is in motion, and away from the dangerous area of the tail rotor. Never load an aircraft in the absence of the pilot, helitech or Field Support. They will direct the placement of all items, and may reject any item that they consider unsuitable for carrying. When approaching the helicopter, you must carry long items of equipment, such as bamboo poles and tents, horizontally and hold them at both ends.

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4


Safety Around HelicoptersAPPROACHING OR LEAVING A HELICOPTER

Do not approach without receiving a visual signal from the pilot. Do not leave without a visual or spoken instruction to do so. Stay where the pilot can see you at all times.

On sloping ground always approach or leave on the downslope side for maximum rotor clearance.

If blinded by swirling dust or grit, STOP – crouch lower, or sit down and wait for assistance.

If disembarking while the helicopter is hovering, get out slowly and smoothly when cleared to by the pilot.

Do not approach or leave a helicopter when the engine and rotors are running down or starting up.

Figure 4.3.2

58

Safety Around HelicoptersAPPROACHING OR LEAVING A HELICOPTER

ProhibitedProhibitteed

Preferred

Acceptable

Acceptable

Acceptable

Preferred

Crouch while walking for extra rotor clearance. Always remove hats. Never reach up or chase after anything that blows away.

Carry long objects horizontally below waist level – never upright or on the shoulder.

Helicopter Safety Zones

59

Safety Around Helicopters

Clear helipad of loose articles. Secure your gear from the effects of rotor wash.

TAKEOFF, LANDING, AND LOADING OPERATIONS

When transporting personnel, loading staff should ensure that:• Passengers are briefed on approaching and leaving the helicopter• They are grouped together and positioned to one side of the

landing zone• They face away from helicopter during takeoff and landing• Each person looks after their own gear• They are ready to board in turn as soon as the pilot gives the

signal, and they are escorted to the helicopter.

When directing the pilot for landing, stand with back to wind and arms raised.

After hooking up a cargo sling, move forward and to the side to signal the pilot. Ensure the sling is not across the skid. Never ride on the sling.

When directing the pilot by radio, remember they may be too busy to give a reply.

Fasten and adjust your seat belt on entering the helicopter and leave it fastened until the pilot signals you to get out.

60

Underslung Load OperationsFrequently it is best for cargo to be carried as an underslung load, particularly for bulky items, or when multiple loads need to be shifted. Pre-rigging of the loads can shorten aircraft turnaround times signifi cantly.

To undersling skidoo check with the Field Support for the current procedures. Loads will usually be rigged by aircrew but, if you fi nd yourself having to rig loads, you should note the following points:

• Loads are usually rigged in a net.• A pallet can be used at the base of the load to provide a stable

platform to build the load on.• Heavy items should be placed at the bottom of the load.• Only securely packaged items should be placed in the net.• A realistic maximum load weight is 2,000 lb (920 kg). (Check

this with the Operations Scheduler).• Loads will always be inspected by the crew before lifting-off.

• Hazardous items do not need to be certifi ed when fl ying in a sling load.

Note: No passengers are able to fl y in the helicopter while carrying underslung loads.

Hook-up ProcedureThe procedure will be fully briefed before hook-up wherever possible. The hook-up person’s drill is as follows:

1. Ensure that you have no loose articles of clothing. Wear goggles to protect eyes.

2. Stand beside the load with your back to the wind, or facing the helicopter if it is approaching.

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3. Hold the loop at the end of the strop as high as possible above your head.

4. Once the helicopter positions above you, slide the loop onto the aircraft hook. Note static discharge can cause a fright — keep putting the strop into the hook.

5. Give it a shake to ensure that it is secure.

6. Vacate to the aircraft’s right until well clear of the load and the helicopter.

7. Maintain eye contact with the helicopter pilot or crew throughout, in case of other instructions. Keep in VHF radio contact with the pilot.

Communications with HelicoptersHelicopters coming to collect a fi eld party should normally call the fi eld party on VHF using the New Zealand fi eld channel and repeater appropriate to the area. When the helicopter is within visual range it will normally use VHF channel 11 (US Helo Ops, simplex) to communicate with the fi eld party.

Field parties awaiting the arrival of a helicopter should monitor their normal frequency for communicating with Scott Base, so they can receive any updates on movements.

When talking to the helicopter, remember that the pilots are busy and there may be gaps between ‘overs’.

Signal MirrorsSignal mirrors are an invaluable method of attracting helicopters or aircraft and have been sighted from 64km away.

Read instructions on back the of mirror as to how to focus the mirror fl ash on an aircraft.

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Indicating Wind Direction to Landing HelicoptersIf you do not have a windsock or some other obvious method of indicating the current wind direction to an incoming helicopter, you should stand upwind of the landing pad with your back to the wind and your arms outstretched.

Before approaching any helicopter, get the thumbs-up from the pilot. Approach from the front and follow the directions of the pilot or crew (See Figure 4.3.1).

Landing Sites in the FieldThe fi eld party may have an exact landing location in mind as being best suited to their needs. It may be possible for the aircraft to land at that site - or it may not. The fi nal decision is up to the pilot. Accurate GPS coordinates will assist a pilot to locate a previously used landing site. A fi eld party should have an accurate map, chart or aerial photos of the area they wish to operate in.

A landing site must have some fl at level ground that is boulder-free. However, you must also take into account the wider physical features and prevailing wind(s) when choosing a landing site. For example avoid soft snow or slick ice if possible. All helicopters should carry the Environmental Guidelines for Helicopter Operations in the Ross Sea region, which provides additional information for landings.

Mandatory Radio CheckNever allow the helicopter to depart until you have made radio contact with Scott Base. Ensure that you and the pilot are aware of the location and the party’s intentions, and that you are properly equipped for at least three days of fi eld survival should bad weather set in. Pax must have SVB's or camp gear with them before the helicopter takes off.

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On the day of a helicopter pickup parties, should contact Scott Base before 0700 with their weather report and obtain a helicopter schedule update after 0830hrs.

Helicopter Take-off and LandingRotor ‘wash’ from helicopters landing or taking off can easily blow items of equipment around and dislodge small stones, gravel, snow and ice on the ground. Do not store equipment close to where the helicopter will land or take off.

• Secure all items, especially lighter ones, by covering or surrounding them with heavier items. As a general rule, if a person needs to lie on top of equipment to secure it, then it is too close to the helicopter.

• Check that all lids of boxes and cartons are secure.

In most fi eld camp put-ins and pick-ups the helicopter will shut down, so taking a little longer to carry gear to or from the helicopter is not an issue. If the engine is left running do not be tempted to hurry — do everything methodically, making sure nothing can blow away or contact the rotors.

If you are to be picked up from a different location from the drop-off point, make sure the location is fully understood by all.

Try to make your location visible to the pilot. Brightly coloured moving objects are far easier to spot than stationary or dull-coloured ones.

Returning to Scott Base Flight Planning• At least two days before returning to Scott Base, fi eld events

need to contact the Operations Scheduler and provide the following fl ight information: approx cargo weight, no. of SVB (if required), number of fl ights, pax names for fl ights, time of pick-up and if frozen science samples are on the fl ights.

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• The night before the fl ight fi eld parties call Scott Base to obtain a helicopter schedule for the next day.

• The morning of the fl ight fi eld parties call Scott Base before 0700 with current weather observations.

• After 0830 check with Scott Base that the current helicopter schedule is on time.

• Continue to monitor radio for updates and to provide further weather observations.

Sounds and MotionsIf you have not fl own in a helicopter before there will be new sounds and sensations. One common sound that may be disturbing to a new fl ier is ‘rotor slap’. Under certain combinations of rotor blade pitch and wind condition, each rotor blade makes a loud slapping sound. It is perfectly safe and normal.

Engine FailureEngine failure in a helicopter results in a loss of lift; however, the rotor still rotates and provides enough lift to lower the aircraft to the ground in controlled fl ight and for a safe landing. This is termed ‘autorotation’.

Safety Precautions Summary• Never approach a helicopter until you receive a thumbs-up

signal from the pilot or crewman.• Never walk near the tail rotor; always approach from the front

of the helicopter in view of the pilot.• Always, when loading a running helicopter with long objects

such as tents, bamboo poles etc, carry them horizontal to the ground and held at both ends.

• Always have suffi cient survival equipment and food for a minimum of three days.

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• Always take a sealed red survival bag appropriate to the party size from Scott Base when fl ying anywhere in Antarctica at any time, unless you are a fi eld party travelling with fi eld event gear for all members.

• Remember that when a helicopter is starting up or shutting down, the main rotor dips much lower than usual. During that time all passengers should remain in the aircraft and ground personnel must keep a considerable distance from it. Don’t move until instructed by a crew member.

• Always obey the crew.• Always look around the interior of the aircraft once you are

seated and observe the emergency exits and how to operate them. Observe all safety features or notices.

• Wear helmets in the aircraft if they are provided. Passengers in USAP helicopters will always be provided with helmets.

• Wear gloves at all times in the aircraft.• Remember to close doors and then turn handles as they are pin

locking doors — don’t slam. Make sure all doors and basket lids are secure when leaving or getting into the helicopter.

• Advise the pilot if any members of the party are suffering from earache, a heavy cold, sinus infection or any fl u-like infection.

• In case of an accident move quickly - but remember you are fastened by your safety belt. Don’t panic. Follow the pilots instructions.

4.4 Fixed-wing AircraftHercules LC130, Basler and Twin Otter ski equipped aircraft are used for fi eld parties, resupplies, aerial reconnaissance, such as the penguin survey, and SAR. The Operations Scheduler is responsible for organising any fl ights.

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LC130 When LC130 aircraft are used there is a long planning phase that is essential to these operations. All liaison is through the Programme Support Supervisor.

• A usable landing site must be identifi ed by literature and photo research.

• A reconnaissance fl ight will be required to identify safe landing sites and will help with route planning. Have maps and photographs on board with alternative sites if the fi rst choice is unsuitable.

• An air drop may be possible on the reconnaissance fl ight which will save weight on the put in.

There are large variations (up to 2500lbs) between the ACL (Allowable Cabin Load) of the various LC130s so planning needs to be done on the assumption that the lowest possible load can be transported. The loads must be planned so that all safety situations and the late arrival of a second fl ight will allow work to continue.

Preparation for an LC130 fl ight is complex. At least ten days will be required to do AFT and shakedown trips and to prepare gear and get it processed and palletised by the USAP cargo system.

• All hazardous cargo must be presented to the USAP hazardous cargo personnel at least 4 days out for LC130 fl ights to be certifi ed.

• All hazardous and frozen cargo must be properly packed and stored so it is not forgotten.

• You will not be able to access your cargo once it is palletised, so you must have one bag of personal gear to carry on board.

• Make a full list of box numbers etc and thoroughly check the load before departure to make sure no items have been missed.

• Make sure you have the Skidoo keys!

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• You will be briefed by the crew as to procedures etc. • The loadmaster is the point of contact for any dealings you

have during the fl ight and with offl oad. • Be very aware of personal safety; do not walk beneath engines

etc.• LC130s do not shut down in the fi eld. • Stay well clear of taxiing aircraft.

Make sure you have suffi cient bamboos (minimum of 52 x 2m and 4 x 3.5m) to mark the skiway and 26 black rubbish bags (these go one over the top of each pair of the short bamboos). Put a long bamboo with a fl ag at either end and on both sides of the skiway and spread the other paired bamboos and rubbish bags down each side at 500ft (150m) intervals. The skiway should be 300ft (90m) wide and 6000ft (1829m) long. It should be oriented into the wind.

All descriptions to the aircraft of wind directions etc should be given in ‘grid’, i.e. for easterly longitudes (0 deg to 179deg East e.g. Transantarctic Mountains) adding your longitude to true will give grid direction. For westerly longitudes (0 deg to 179deg West e.g. Marie Byrd Land) subtracting your longitude from true will give grid direction.

Twin Otter The Twin Otter is able to take off and land in small areas making it ideal for fi eld landings. The Operations Scheduler will provide a total weight for your trip. Skidoos need to have their windscreen removed and have 1/4 tank of gas for fl ying. If you are taking a sled please remove the handle bars for fl ying. Twin Otter dimensions inside cabin: 1.33M wide at the front, 1.18M at the back. Main cabin: 5.61M long and 1.79M high. Door dimensions: 1.42M x 1.27M.

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All cargo needs to be out at the runway the day before the fl ight. Please identify any Do Not Freeze items. All hazardous goods need to be identifi ed and certifi ed at least 2 days before fl ying. The Twin Otter can land in much more confi ned areas than an LC130 but the safety of the terrain and roughness of the surface are still critical. Mark a skiway into the wind and pack the surface by driving skidoos on it.

Key safety issues are:

• Be careful of opening the Twin Otter door when the fl aps are in the down position.

• The props are at head height so don’t walk under the wings. • Make sure that the pilot can clearly see personnel on take off

and landing.

Loading skidoos can be awkward so please remove windscreens. Getting 209-litre drums into the aircraft is made a great deal easier by using simple techniques with cargo straps.

4.5 Transporting Hazardous Goods by AirAll hazardous and potentially hazardous materials must be correctly packaged and documented before carriage onboard helicopters or fi xed wing aircraft.

Such items include:

• all chemicals• items containing hazardous substances eg thermometers• fuels • compressed gases• items with fuel tanks eg snow mobiles, generators etc.

All users must obtain a Material Safety Data Sheet (MSDS) for any hazardous material they have, as this will be required to complete

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transportational documentation. MSDS sheets must also accompany goods from New Zealand to Antarctica and return.

All items for transport must be identifi ed to the Field Support personnel at least 72 hours before transport so that packaging and documentation can take place. This includes fi eld generators that you may be taking from Scott Base. Where an item has been packaged for transportation from New Zealand to Antarctica, this may be suffi cient for transportation to the fi eld (check with Antarctica New Zealand’s Movements Controller in Christchurch). All fuel engines must have all fuel drained from tanks. Skidoos are the only vehicle/engine allowed to have 1/4 tank of fuel.

All hazardous cargo needs to be presented to Field Support and they will arrange for certifi cation.

5. Surface TransportThe allocation of vehicles for fi eld parties is made in New Zealand during the pre-planning phase, and fi nal confi rmation will be made in early August. It is then over to the Engineering Supervisor to ensure the allocated vehicle, tools and spares are prepared in time for the arrival of the fi eld party at Scott Base.

One member of the event is normally responsible for vehicle maintenance. They should receive instruction from the Base Mechanic on handling and fi eld maintenance of the allocated vehicle. It also helps reduce mechanical problems and breakages if the same person is the licensed driver. Do not make modifi cations to vehicles in the fi eld without prior consultation on the radio with the Engineering Supervisor. It is necessary to have a shakedown trip before taking vehicles into the fi eld.

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70

At no time shall any vehicle be driven or operated in meltwater of any description. The major types of transport are listed below.

5.1 SkidoosSkidoos are powered by two-stroke engines that drive rubber tracks. As the rubber tracks and front skis are damaged by use on rock, the vehicles are only to be used on snow and ice. Some requirements for operation are:

• Never leave the gears engaged while starting or idling the motor, and disengage the gears at the end of the run.

• Use the skidoo cover at the end of a run. After a storm, check if it is necessary to clean snow from the engine and clutch areas.

• For overnight stops, raise the skidoo on a base to prevent the skidoo tracks freezing in.

• Petrol consumption is about 10 km/4.5 litres.• Max weight, including rider/passenger, is not to exceed 150 kg.• When towing either sleds or trailers, passengers must ride on/

in the trailer/sled instead of riding as pillion passenger. This is due to the dangers of being “run over” by the towed apparatus if they were to fall from the skidoo.

• Helmets must be worn whenever operating skidoos (this also applies to passengers).

• Maximum towing load is not to exceed 250kg. And a maximum vertical load of 10kg on the drawbar.

Skidoos should not be driven at speeds greater than 30kph.

5.2 MotorbikesTowing capacity is 455 kg. Motorbikes are for local sea ice use and around Scott Base but may also be available for use on the Dry Valley lakes. When operating off base, helmets must be worn.

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5

5.3 Kässbohrer PB100The PB100 is a tracked vehicle designed for use on all surfaces. It is not amphibious and careful attention needs to be taken when operating on sea ice. When on sea ice, PB 100's must ONLY travel on established routes. Primarily used as a personnel carrier (10 persons) it also has towing capabilities of 3,000 kg. Its nominal fuel consumption is approx 8.5 l/hr. The PB100 is only to be operated by trained drivers.

5.4 Hägglunds BV206The Hägglunds is an amphibious personnel carrier which can take up to 13 people, with 5 carried comfortably in the front cab. It is used for fi eld trips when driven by trained drivers. Towing capacity is 2,500 kg (under ideal conditions (4,500 kg). They have a nominal fuel consumption of 1 km per litre, which varies with load and surface conditions. The driver must brief passengers in the back cabin on passenger safety.

5.5 SledgesThere are a number of sledges used, depending on area and vehicles used for towing. They are:

Wooden sledges (laminated components; used for deep fi eld towing behind skidoos):

• Nansen: Carrying capacity: 360 kg• Tamworth: Carrying capacity: 550 kg

Plastic SledgesUsed on non crevassed terrain behind skidoos.

• Siglin Variety of sizes with a fi xed draw bar.


72

Heavy vehicle sledges• Hägglunds sledges: (steel frame cradle) for general cargo with

Hägglunds. Carrying capacity: 2000 kg (max 10 drums of fuel)

• TAE Sledges: for general/heavy cargo. nominal load: 2270 kg• Maudheim sledges: for general cargo; wooden construction;

nominal load:1100 kg• Box type: various types; for use on the sea ice and used behind

skidoos, motorbike and light track vehicle. Carrying capacity: 250 kg

• Cantago: for use with heavy tracked vehicles towing fuel, cargo trains and wannigans.Carrying capacity: 4500 kg

The usual combination for deep fi eld trips is two skidoos towing 1 or 2 sledges, with two sledges having handlebars and a footbrake. This enables the person riding ‘shotgun’ on the back sledge to have some control with the footbrake. Each sledge will carry a maximum weight of 545kg using sledge tanks and lashings. On a deep fi eld party trip, a spare runner may also be carried. A fully stocked sledge repair box must be carried.

Sledge LoadingWhen loading a sledge (Nansen and Tamworth), some pointers are:

• Position any compact, heavy weight over a bridge and slightly towards the rear of the sledge.

• Distribute the balance of the load evenly.• When carrying fuel drums use a drum cradle to spread the

load over two bridges (60 litre drums only).• Use a sledge-tank to load equipment and boxes and lash down

tightly.• Keep emergency gear handy.

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5

Towing SledgesUse the sledge keels for straight tracking behind a skidoo, but vary the depth according to conditions, ie. minimum for travelling on very hard surfaces.

When travelling downhill, even using the footbrake, it is sometimes necessary to put a rope brake on the sledge runner. This is simply a rope tied off onto two bridges, looped under the runners and retied to two bridges on the other side, to create a drag effect. On icy and steep terrain it is recommended to lower the sledges by belaying them, or to link all the sledges together with a skidoo at the front and back. In some circumstances it may be necessary to relay with one sledge only, with a skidoo in front and behind.

When starting with a heavy sledge load, make sure that the runners are not frozen in, there is some slack in the tow rope, and have the second person push and help break the runners free. The driver should look behind frequently to ensure that the second person is still on board. Stop gradually so that the sledge does not run into the back of the skidoo.

Box SledgesThe smaller box-type sledge with a fi xed drawbar is particularly useful on the sea ice, where its short axis enables it to ride over bumpy terrain and not be prone to tipping over. Maximum weight to be carried is 250-300 kg (don’t overload). You should not use fi xed-drawbar sledges in crevassed areas.

Figure 5.5.1


74

6. Tips for Use of Antarctic Field ClothingIt is better to wear a number of thin items of clothing, trapping air between layers, rather than bulky items which restrict movement and are not as heat effi cient. Keep all clothing clean, as dirt and grease break down the insulating properties of material.

It is important to prevent sweating, as this takes heat away from the body and freezes once activity has stopped. Remove unnecessary clothing and use zips to promote air circulation.

A combination of low temperatures and wind is highly dangerous and together produce what is known as a wind chill factor. For example, this means -20°C without wind can be pleasant, but add wind and it can become dangerous. The issued outer clothing is windproof and proper use of inner clothing will prevent chill.

For surface vehicle travel, you will need extra protection such as nosewiper mitts, overgloves or mitts, and a face mask to eliminate exposed areas of skin. As the temperatures rise during the season, and for work in the Dry Valleys, a combination of windproofs over longjohns or polarfl eece is adequate, but you must always carry additional clothing.

Headwear A tremendous amount of heat is lost from the head and neck areas and you need to wear a hat most of the time. The windproof hat is good for protecting your head and ears from heat loss and, in combination with the balaclava, protecting the face and neck. The jacket hood is ideal protection in strong winds and, by using the wire stiffener, it can be closed down so that there is only a small opening.

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75

Sunglasses and Goggles You should wear sunglasses most of the time, and goggles are a great asset in blowing snow conditions. Carry spare glasses and goggles. The risk of getting snow blindness is greatest in foggy overcast conditions where the glare is disguised but is at its highest.

Gloves There is no glove available that allows for warm hands and at the same time dexterity for operating delicate instruments in all conditions. By using a combination of gloves you can minimise this problem. Wearing polypropylene gloves for delicate movements, and then placing your hands into the nosewipers or woollen gloves for a warmup, is one solution. A windproof mitt over a woollen glove allows for a surprising amount of delicate feeling. You should keep your spare gloves inside a pocket close to the body so they are warm when you put them back on. You can also use heat pads in gloves to rewarm fi ngers.

Keep a pair of kinco leather gloves solely for refuelling vehicles as fuel breaks down the insulation properties of glove material. You may want to keep these gloves in a ziplock bag when you’re not using them, to stop the smell permeating through your gear.

All clothing is highly fl amable including polypro gloves.

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76

7. Field Camps

7.1 Site SelectionThe selection of your camp sites needs careful planning to ensure a minimum of environmental impacts, safety, easy access to the point of investigation and, if being transported by helicopter, an acceptable landing site (as detailed in section 4.3).

If you’re camping in previously used areas, endeavour to place tents and equipment on sites already impacted.

On glaciers, check the area is crevasse-free and, in steeper terrain, camp in the lee side of a ridge or col, out of the wind. On the sea ice, camp in a stable area and close to land on the coastal fast ice. Do not camp in the centre of McMurdo Sound or close to the sea ice edge. In the Dry Valleys camp near snow patches, glaciers or melt streams for water supplies. Camping on snow patches is preferable.

7.2 TentsThe standard issue tent is the polar pyramid. It has changed little in design since its original concept, which is a strong recommendation for its practicability. The tent is designed for two people. It is carried assembled in a tent bag with pegs and mallet. Some come with folding poles. Though they require some assembly, their advantage is that they pack inside helicopters. A recently introduced Polar tent design has an integrated vestibule and comes in two bags.

When correctly pitched, well guyed and with the tent fl aps completely weighted down to stop the wind lifting the tent, the Polar tent is stable, even in the most adverse conditions. Put up the storm guy immediately into the prevailing wind (as you can never tell when the wind will get up).

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77

Snow, ice blocks, food boxes or any bulky equipment are the best things to weigh down the tent fl aps. In the Dry Valleys area, where rocks are used, don’t allow the rocks to rub on the main tent fabric. Do not hang solar panels against the fabric of the tent as they will wear through.

Consideration must be given to an appropriate location for the storage of spare fuel. Do not store White Gas inside tents, this is not advisable practice and may lend itself to potentially dangerous situations. Store fuel in a location that is safe and away from the cooking source. Store ice blocks on the righthand side. Take a variety of tent pegs to cater for a variety of conditions — seek advice from the Field Support personnel.

Erecting a Polar Tent in Strong WindsWhen pitching camp in a high wind, the following method usually works:

7

Wind

Figure 7.2.1

FIELD MANUAL -FIELD CAMPS

78

• Lay the tent down, point into the wind, and drive in the fl ap pegs on the windward side, putting boxes or snow blocks onto the windward fl ap. On hard ice use V-Thread anchors see Figure 7.2.2

• Pitch the tent with the entrance tunnel across the wind avoiding the entrance and ventilation hole being blocked by accumulated snow.

• Secure the storm guy rope to an ice axe driven in on the windward side, or to a sledge.

• Raise the tent against the attached rope, pulling out the leeward pole.

• Pack the snowfl aps with snow or any solid object.• Secure the pegs and tighten the side ropes.

NB. Plastic pegs are only for use in snow. Use metal ones for the Dry Valleys. A V- thread kit or ice screws are used on sea ice or glaciers.

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79

7

Ice Screw

IceIce

Ice Surface

1. Drill hole with ice screw (or Kovaks drill).

2. Drill second hole to intersect the first hole.

3. Threading rope

First Hole

Ice Surface

Wire with hook topull thread through

Rope thread for anchor

4. Threaded Anchor

Thread Anchor

Ice Surface

Ice Surface

Ablakov (Thread) Anchors - for hard ice surfaces

Figure 7.2.2

V-Thread Anchors - for hard ice surfaces

1. Drill hole with ice screw (or Kovacs drill).

2. Drill second hole to intersect the fi rst hole.

3. Threading rope

4. Threaded Anchor


80

7

Other TentsThe main small tent in use is the Trango dome. They have sewn-in groundsheets and snowfl aps, and use collapsible hooped metal poles threaded into sleeves in the tent, and then tensioned.

The Trango dome tents have a separate fl y and care is required putting these up in a strong wind. Practise this before going into the fi eld. When pitching in high winds, peg out the groundsheet before threading the poles through the sleeves. Pitch the tunnel tents end on to the wind.

The tents are made from a lightweight nylon fabric and you must take care to prevent chafi ng when weighing down the snowfl aps with equipment and rocks, and when using shovels. In the Dry Valleys or when camping on rocky terrain, use an extra, heavy weight groundsheet underneath the tent’s lighter one, to protect it. In cold conditions take extra care to avoid damaging the fabric.

7.3 Setting Up CampSetting up camp in a four-person party usually proceeds as follows:

• Split into two groups, unless in windy conditions when it will be quicker if all four give a hand to erect one polar tent at a time.

• Once the tent is up and secure, the cook for the night gets inside the tent and is passed all the gear and equipment to set up the inside.

• This starts off with the groundsheet to lay out either side of the door.

• Set the kitchen box up on its side with the shelf in place, followed by the primus box and daily food box.

• Pass the large pot outside to be fi lled with snow. • Set up the primus and using another pot, start melting water for

a brew by gradually adding small quantities of ice and snow. Use any water left in the thermos to start the melting.


81

7

• Meanwhile, those outside should fi nish packing the tent fl aps down with heavy boxes and gear, and shovelling snow onto the remainder. Use rocks if necessary, but be careful of the fabric.

• Anchor the tent guys well and put up the storm guy. • Between the inner and outer tent set up an ice and snow supply

for melting. • Pass inside the personal packs and radio, and anchor down all

remaining equipment. • Set up a toilet area. • Erect the radio antenna, if needed, and guy it well. By this time

a brew should be ready.

ORGANISATION OF GEAR IN A POLAR PYRAMID

1 Ice-blocks (for water)2 Kitchen box3 Emergency equipment box4 Metal tray5 Food boxes6 Radio7 Food box8 Pee tin9 Boots10 Personal gear11 Antenna

3

51

2

47

6

8 9

11

10

Figure 7.3.1


82

7.4 StovesAlways use "best practice" in and around the camp. Pay particular attention to managing fuels so you may safely access fuel to carry out refueling and maintenance in a safe manner. White Gas is highly fl ammable so take particular care. Make sure the fi re blanket and fi re extinguisher are close to the stoves in case of a fi re. In an advent of a fi re smother the stove/cooker with a fi re blanket and extinguish the fi re. When using White Gas to heat and light the Primus Omnifuel stove, it is imperative that you do not under any circumstance squirt or pour White Gas onto a hot stove primer or a stove that has been operating and still may be warm.

Plateau travel, and travel during early spring and late autumn, demands extra fuel supplies. Store fi ller spouts or funnels with fuel containers so you may easily decant into smaller 600ml fuel bottles. Attention should always be given to reducing the opportunity for fi re in the camp environment. Reduce the fi re risk by store fuels in safe places, do not refuel near a hot stove or refuel in a confi ned space and try to mange liquid fuels in smaller amounts whenever possible. Always have a spill kit handy when refuelling.

Hang your clothing from the net around the inside of the peak of the tent to dry. Even the wettest of garments can be dried in this way. Damp clothing, particularly gloves and socks, is unpleasant and an invitation to frostbite.

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83

7

• •

• °

•


84

7

• • • • •

• • • • • • •


85

7

5

LPG Cookers (double burners)• LPG double burner cookers are

the preferred cooker of use in the fi eld. Always make sure the hose is securely connected to the gas bottle and stove.

Issues to be aware of when using the LPG cooker:

• They don’t work well below -15 and at altitude.

• Moisture can pool in the pipe so try and keep it level.

• -To prevent the moisture pooling overnight. Turn the gas off at the bottle and let it burn out rather than turning it off at the stove.

• Watch for carbon monoxide levels in enclosed spaces especially wannigans and huts.

Carbon Monoxide PoisoningCarbon monoxide (CO) poisoning for fi eld parties using primuses in Antarctica is a potentially serious problem. There have been several instances and some of the victims have required resuscitation. There has been much debate over the cause and some tests have been conducted. During these tests, it was shown that when a primus stove is burning correctly, with a clear blue fl ame, little CO is produced.

Prevention of CO poisoning by adequate ventilation is vital at all times.

Causes:When a primus stove burns White Gas the combustion reaction is in two stages. Initially, the fuel is broken down to form carbon


86

monoxide (CO) which then burns with more oxygen from the air to form carbon dioxide (CO2). If the complete combustion cycle does not occur for some reason, such as the fl ame impinging on a large cold surface or a shortage of oxygen about the burner, carbon monoxide is released into the surrounding air. Hence, if a large cold utensil (packed with snow) is kept close to the primus fl ame, there is a risk of incomplete combustion and carbon monoxide buildup. Reduced atmospheric pressure at altitude can also contribute towards incomplete combustion. At altitude the human threshold of CO is reached sooner.

Symptoms:The symptoms of CO poisoning may not always be apparent, but they include headache, dizziness, dimming of vision, impairment of judgement, loss of coordinated of muscular movements, increased pulse rate and obstructive or uncooperative behaviour. Mild diffi culty with breathing and increased heart activity (eg throbbing) will probably be produced with exertion. Unconsciousness is a later sign.

Treatment:When encountering a person who has been poisoned by CO:

1 Move them into fresh air immediately but ensure you don't also succumb to the CO present in the confined area.

2 Give mouth-to-mouth resuscitation if they’re unconscious (or pure oxygen if you have any).

3 Keep them quiet and warm.

4 Encourage them to breathe deeply and quickly, thus ventilating the blood faster than normal.

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87

7

Approximately 15 per cent of the CO in blood is eliminated each hour at rest. Thus the half life of the CO in the blood is about 4 hours. The half life is reduced to less than an hour if pure oxygen is breathed.

Note: Mark the primus or primuses suspected of producing excess CO, and report them to Field Support personnel when you get back to Base.

Operating Tips:Prime the stove well and let the White Gas burn out.

• If the primus is burning with an obvious yellow fl ame, change the nipple or put on a new head.

• When fi rst melting snow or ice use a little at a time and wipe the bottom of the pot clean of condensation. You may need to do this a couple of times.

• On calm days polar tents do not ventilate well, so leave the door open.

• On lie-up days, when burning a primus for heating purposes, extra caution is needed as the stoves do not burn well on a low fl ame.

• At altitude be extra careful since some of the symptoms of CO poisoning and altitude sickness are similar.

As the internal volume of a polar tent is a limited space, approximately 120 cu.ft, it is easy to see how important a good ventilation draught is. It is vital to keep the tent apex tube ventilator free of ice to assist a draught effect from a partially opened door.

Remember, you are competing with the primus for the available oxygen.

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88

7.5 Consumables — Guides to Rate of Use

Field Food Ration BoxThe standard fi eld food box is red and contains 20 days of easily prepared, highly nutritious food for one person. The contents of each box is listed in Checklist 11.1. There is an opportunity to change some contents of the food box; liaise with Field Support on this.

For events operating in the Dry Valleys during mid-December to mid January, it is advisable to replace frozen items which thaw quickly with freeze dried meals, vegetables and tinned fi sh.

MatchesAllow 4 boxes per tent per 10 days — keep the bulk of the supply in the plastic pottle, not loose in the primus box. Reduce the quantity slightly if no lamp is used.

Smokers — Please bring your own matches.

Note: All deep fi eld events are to carry a minimum of 14 days additional food and fuel.

7.6 Cooking EquipmentEach fi eld unit of four people will take one yellow kitchen box containing cleaning/cooking/eating utensils, and one blue primus box containing stoves, etc. Or you may have and LPG cooker. Organise quantities of, matches, and extra detergent according to the duration of your trip, using the information in the previous section for guidance. A list of equipment is given in Checklist 11.3.

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89

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7.7 BeddingSleeping bag kits are supplied to parties in a yellow carryall bag containing sleeping bags, liner, cover and thermorest. Sleepkits are made up during Antarctic Field Skills.

Description:

Polar sleeping bags are fi lled with down, with a hood at the top, a draw string and zip. We use a double sleeping bag system that has a down sleeping bag on the inside with a synthetic bag on the outside which zip together. There is also a mummy sleeping bag for the inner bag.

Down sleeping bags are expensive items of fi eld equipment and should be treated carefully. Whenever possible, they should be taken out into the sun and aired. An occasional shake will distribute the down throughout the bag. Even the slightest tear should be repaired immediately.

The inner liner sheet and the sleeping bag cover should be used at all times to prolong the life of the bags. Always transport the bags in the yellow carryall. The sleeping bag liner can be exchanged for a cotton one if preferred. See the Field Support team.

The air mattress should be opened and allowed to self infl ate as much as possible, it can then be orally infl ated to suit. The mattress has a core of closed cell foam and will still provide some insulation if punctured. As part of the sleep kit you may also have a cell foam mat that should be positioned under the infl atable mattress. For deep fi eld camps or those at higher altitudes there may be an issue of a "sheepskin" which is placed on top of the infl atable air mattress.

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90

7.8 Emergency SheltersYour primary emergency shelter is the tent in the two-person survival bag or the bivvy sac in the single person survival bag.

Know how to put these up.

On Antarctic Field Skills you will have been shown various snow shelters that can be used in an emergency for survival.

The objective is to get out of the wind to increase your survival chances.

Ventilation is critical for all snow shelters.

You must have a shovel to make these shelters.

Always have the shovel inside with you in case of need of self-extraction.

Single Person Trench:A simple fast, single person hole suffi cient to shelter you from the wind. Dig a simple trench of 1m deep by 1m wide by your height. Climb in with as much gear as you have to help insulation. Cover the trench with snow ‘slabs’, skidoo covers, tarpaulins, sledges; whatever is to hand. Make sure ventilation is maintained. Stay there until conditions improve.

7

1.0m

1.0m

Fig 7.8.1 Single Person Trench


91

7

Complex Trench:For a larger group more complex trenches can be built but as emergency shelters they take time to dig. They require more snow depth (3m approx) Ventilation must be maintained. Single person trenches are recommended in an emergency, as they are faster to build.

Snow Mound:On fl at terrain when there is insuffi cient snow in drifts to dig a trench, a snow mound is a possibility. Pile whatever is to hand e.g. bags, food boxes, sleeping roles, in a pile (approx 1.5m high by 2.5m across) note only put in items of a size that can be later removed without wrecking the mound. (Do not put clothing or any other item for immediate use inside this snow pile, you may need it fast!).

Shovel the snow over this pile of gear packing it down as you go. When you have suffi cient snow thickness all over (approx 0.5m). Compact the snow by using the shovel or by carefully walking on it. Outside the wall dig down and then tunnel along and up into the interior of the snow mound. Remove the items that have been piled there without wrecking the wall and then develop the space to allow sleeping. You can tunnel in via a wall but the snow must be compact and you must be sure it will not collapse. Ventilation must be maintained. Protect the tunnel entrance with an additional snow shelter. The tunnel entrance acts as a cold sink when it is below the sleeping platform.

7

Snow slabs to cover trench

Sleeping platforms

3.0m

Fig 7.8.2 Complex Trench, cross section


92

Fig 7.8.3 Snow Mound, building

Fig 7.8.4 Snow Mound, complete

Igloos:While Antarctic snow is often good for building igloos, don’t attempt to build these as emergency shelters unless you really know what you are doing. They take time for the non-expert.

Snow Cave:A snow cave can be dug on terrain with some slope (>30°) where snow banks have accumulated suffi cient depth of snow (>4m). Be aware of avalanche or other hazards from ice cliffs etc. Ventilation must be maintained. Note it will take about 1 hour for two people to dig a good snow cave, although hurrying may lead to the diggers perspiring and becoming cold when they stop.

7

Dig entrance tunnel

Gear piledCompact snow

Ventilation

Fig 7.8.5 Cave


93

7

7.9 Field Fuel All fuel transported into the fi eld must be accompanied by a spill kit that matches the size of the largest fuel container and bunding to contain all of the fuel.

Fuel (JP8/Mogas) will be allocated and prepped for your event by Engineering staff. Field support prep fuels for cookers and LPG stoves. Fuel in small quantities is staged in the koru lounge and large quantities are staged either beside the helicopter pad for fl ying or in the event fuel store. All fuel must be stored appropriately at all times. No fuel is to be stored in the HFC. Each event should have several members allocated as fuel handlers. These personnel should receive training from the engineering staff before heading into the fi eld.

Fuel ContainmentFuel in the fi eld needs to be stored in a bund or spill tray in case of a leak or spill. In the event of a spill or leak the bund or spill tray must be able to hold the quantity of fuel it contains. Field Support will allocate a fuel bund or spill tray with your fi eld equipment. There are three different types of containment:

• Yellow fuel bund: Holds 1-8x209L drums. Strops are required to hold the bund in place.

• Black fuel bund: Holds 3x209L drums, 4-5 60L drums.• Spill tray: Holds mainly 20L or 10L jerry cans. Generators are

also contained in a spill tray.

209L drums bunded for travelling in the fi eld.


94

Spill Kits• Any event taking fuel into

the fi eld must have a spilt kit which will be allocated by Field Support. There are two sizes of fi eld spill kits a 20L or 209L kit. Spill mats are located in the primus boxes for white gas spills. The spill kit should match the largest quantity of fuel.

• To limit the likely hood of a spill occurring decant fuel from drums into 10 or 20L jerry cans for easier handling and refuelling. Keep the spill kit beside the fuel.

•

Spill Kit – 20L Spill Kit – 209L

Refer to checklist 11.10 for spill kit contents. For spill response procedures refer to 2.7 Fuels and Hazardous Spills on pages 18-19.

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8

8: Search And Rescue (Sar)

8.1 SARA joint search and rescue team (JASART) is operated by USAP and AntNZ, responsibility for search and rescue rests with the Programme Support Supervisor.

8.2 Rescue ActionIn the event of a person needing rescue or in an emergency situation:• Stay calm.• Make a quick assessment of the situation and set priorities.

• Don’t endanger any one else.• Sustain life.• Provide treatment.• Get shelter.

• If prompt rescue is required (e.g. person in water) take immediate action but remember do not take any action that endangers yourself or other people.

• Inform Scott Base of the emergency giving as much information as is known. Obtain from them:• What response they are undertaking?• Other assets that are close to you (e.g. helicopters already

in the air)?• How long until any external assistance can get to you?

• Assess your assets and skills as a group; can you undertake what will be required?• Equipment and skills? • Shelter for patient and rescuers?• Other parties in area who may be able to assist quickly?

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96

Remember:• Assess an emergency situation before carrying out any

action so as not to endanger anyone else.• Stay calm.

9. Refuge Huts

9.1 New ZealandA number of refuge huts exist at various locations within the Ross Dependency. These huts serve the two-fold purposes of providing accommodation for scientists working at these locations, and as SAR bases in case of an accident.

The huts are basic units supplied with bunks, mattresses and a cooking bench. Groups planning to use these huts need to take kitchen and primus boxes with them. When fi eld parties leave the huts they should not leave any food behind.

Each of these survival huts and any emergency gear is checked annually. Please inform the Programme Support Supervisor or the Engineering Supervisor if you use any of the emergency cache. The emergency gear is solely for emergency purposes.

Emergency caches are located in, or near, the refuge huts at Cape Bird, Cape Roberts, Cape Royds, Cape Hallett and Lower Wright Valley.

9

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97

Location of Refuge Huts

Site Location Accommodation

Cape Royds S’77° 33.000 E’ 166° 10.000

Cape Evans S’ 77° 38.000 E’ 166° 24.000

Cape Bird S’ 77° 14.000 E’ 166° 28.000

Lower Wright S’ 77° 26.500 E’ 162° 39.100

Lake Vanda S’ 77° 31.000 E’ 161° 33.000

Cape Roberts S’ 77° 02.000 E’ 1630 12.000

Bratina Island S’ 78° 01.000 E’ 165° 32.000

Cape Hallet S’ 72° 19.067 E’ 170° 12.641

Most huts are occupied for periods during the summer months.

9.2 USAThe United States Antarctic Program also maintains a number of refuge huts in the Ross Island/Dry Valley region. Use of any USAP facilities or equipment requires the permission of the NSF representative at McMurdo, except in an emergency when no radio contact is possible.

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9

FIELD MANUAL -REFUGE HUTS

2 person Emergency cache behind hut (Historic hut is locked)

4 person; 2 huts No emergency cache. Historic hut is locked

8 person hut Emergency cache on the beach below the hut.

2 person hut Emergency cache

2 huts No emergency cache

4 person hut and mess hut Emergency cache

3 huts No emergency cache

Emergency cache16 209L drums of fuel (2 empty)

98

Site Location Accommodation Huts Mt Erebus Hut 77°32'S 167°10'E Limited provisions (Upper) cache: Some rescue equipment located 400 metres from the hut.

Mt Erebus 77°30'S 167°10'E Hut; full provisions for Hut (Lower) 3, oxygen, radio during summer. Cache; some Rescue equipment, located 50 metres from the hut.

Cape Crozier Hut 77°30'S 162°10'E Hut Cache located 100ft uphill from the hut. Marble Point Hut 77°25'S 163°40'E Summer support station (Camps are also at Lake Hoare, Lake Bonney, New Harbour and Lake Fryxell.

Caches Lake Vida Cache 77°20'S 162°00'E Provisions for 4. No radio. 2 boxes

located eastern shore Lake Vida.

Bonney Cache 77°43'S 162°29'E Full provisions for 6.

Minna Bluff Cache 78°30'S 166°30'E Provisions for 2. No radio. Same location as Helo Avgas cache.

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10. Field Communications

10.1 IntroductionAntarctica New Zealand radio communications include both very high frequency (VHF), high frequency (HF) radio systems and iridium phones.

In general, HF communication is for long distance or over the horizon communication and VHF is line of sight, unless augmented by a repeater station. With HF your communication may well be heard many thousands of miles away.

Iridium satellite telephones are provided as an emergency backup for parties who are out of range of the VHF repeater network and must therefore rely upon HF as the primary mode of communication with Scott Base.

There is a glossary at the end of this section for explanation of technical words and abbreviations.

10.2 Emergency CommunicationsThere are two types of emergency call:

Distress — situation of grave or imminent danger to life.

Urgency — situation of concern for safety to persons, ships, aircraft etc.

Distress Select the correct frequency.

Speak clearly and take your time.

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1 Say — Mayday, mayday, mayday,

2 Say — This is (your event number or name). Repeat 3 times.

3 Say — where you are i.e. your location.

4 Say - The nature of your disaster.

5 Say - Any other information that will assist rescue.

6 Listen for a reply.

If no reply received:

i Check your equipment

ii Repeat your call at regular intervals and allow listening periods between calls.

UrgencyThis call is used when there is an urgent message to be sent concerning the safety of persons, vehicles, ships, aircraft etc.

An urgency call has priority over all other transmissions on any frequency with the exception of the distress call.

1 Say — PAN, PAN, PAN

2 Once contact is made, pass the safety message or pass in the blind if necessary (ie: transmit without acknowledgement)

Action on Hearing a Distress MessageListen carefully. If possible write down the message and time.

Listen for an acknowledgement from a guard station.

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If no acknowledgment is received and you are in a position to help or obtain help, tell the distressed station and advise them that you will attempt to retransmit the distress message.

1 Say — mayday relay, mayday relay, mayday relay.

2 Say — This is........ (your station name or event number three times) followed by the distress message as broadcast by station in distress.

3 Give assistance if possible.

4 Advise guard station of what you are doing.

5 Continue to listen in.

Use the words “seelonce mayday relay” if other traffi c interrupts. (The word seelonce means cease transmission).

Unnecessary traffi c should be avoided at all times.

Cancellation of Mayday or Pan MessagesIf help is no longer required — don’t forget to announce cancellation of your distress or urgency call.

10.3 Field Party Operating ProceduresField parties are required to contact Scott Base at least once every 24 hours. To assist this Scott Base maintains a 24-hour listening watch during the summer season.

All fi eld events are required to fi ll in a communications plan and schedule a sched time with the Comms Operator before leaving Scott Base.

Scheds normally begin with stations on HF then VHF fi eld repeaters and fi nish with New Zealand Crater Hill repeater traffi c (channel 4).


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Every night Scott Base may broadcasts the news on all VHF fi eld party frequencies.

At Schedule Times

1 At your scheduled time call SB. (If you get no reply, they maybe on another channel. Keep trying to you get a reply).

2 Communications Operators will be asking for party movements for the following day as part of the schedules.

3 Have your message pre-written.

4 If you have a long message, you will normally be stood down until the end of the sched so as not to hold up field parties without any messages.

5 If you have a requirement to talk with another field party you should advise Scott Base before the sched so that they can place that party on standby during their routine sched.

6 During scheds NO other traffic other than emergency traffic will be permitted. The Scott Base Comms Operator has control of the frequencies and other stations must cease transmission immediately if requested.

Outside Schedule TimesScott Base may be contacted at any time during the operational season when a full 24-hour radio watch is kept.

To contact Scott Base outside of a fi eld party sched:

1 Switch to the primary or required frequency.

2 Listen for two minutes before transmitting.

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Guide to Good Radio Procedures 1 Keep your radio schedules.

2 Listen and check that the frequency or channel is clear before you transmit. It is easy to transmit over another station.

3 Think about what you are going to say before you transmit. Divide messages into sensible phrases. Do not shout or whisper but use normal conversation tone.

4 Keep transmissions short to conserve battery power.

5 To call another station use their call sign first followed by your call sign and the channel or frequency in use. If K074 were calling Scott Base, K074 would say: "Scott Base, Scott Base this is K074 on channel 4 over"

6 Finish each transmission with over or out. If you are expecting a reply from the other station, end with over. If you have finished talking to the other station and no reply is required, or expected, finish with out.

7 When stations wish to know how well the other station is receiving them they can request a radio check. You will be asked for a radio check by:

“K074, K074 ,this is Scott Base radio check over”or “K074, K074 , this is Scott Base how copy over”

Reply using any of the following statements that best suits how well you are receiving them:

“Loud and clear”

“Good and readable”

“Weak and readable”

“Very weak and unreadable”

8 Acknowledge the receipt of each message and that it has been clearly understood.

9 If conditions are bad and you are having difficulty receiving the other station do not be afraid to ask the station to repeat something until it is understood.


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Missed ScheduleEvery effort must be made to adhere to programmed scheds. If you miss a sched for reasons beyond your control, call Scott Base at the earliest opportunity. This may avert a search and rescue alert.

In the event that you cannot contact Scott Base for a normal sched you should fi rst try to relay messages via another party or station.

If you cannot make contact check your set, batteries and antenna and keep trying.

Communications With Detached Field Party UnitsIf a fi eld party is split, the leader must contact the other members no less than every 12 hours.

Faxes and Email Messages To and From the FieldWhile in the fi eld you can receive messages from outside Antarctica. Fax messages may be sent and received while in the fi eld. Under special circumstances email may also be sent and received via the Scott Base Comms Operator. These messages are read out over the air.

10 When trying to send words that you cannot pronounce or they cannot understand you can spell them using the phonetic alphabet shown in section 10.12.

11 Remember to speak slowly and clearly.

12 If in conversation with only one other station and the communication conditions are good you may, after establishing the conversation, drop the initial callsign. If, however, the conditions change or another party joins the conversation, callsigns must be reinstated.

13 Do not switch off the receiver immediately after completing a sched. Listen for one or two minutes.


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Action in the Event of Lost CommunicationsThis applies primarily to fi eld parties who are using HF communications. However, the beginning of the next paragraph applies to all radio users.

Fully check your radio set-up for good antenna placement, antenna connections and battery charge. In many situations one of these will be at fault. If using HF, try changing the orientation of your antenna, remembering that at right angles to Scott Base, (or the station you are calling), may work best. If you can hear other parties, ask them to relay your message to Scott Base.

During times of poor HF communications (solar fl ares and associated Polar Cap Absorption events), it is highly probable that Scott Base may be heard by fi eld parties, but that fi eld parties may not be heard by Scott Base. There will be times, however, that Scott Base may not be heard on any frequency. It will therefore be necessary to follow a managed plan to establish some form of contact. This involves working through the various HF frequencies in an orderly fashion.

It is essential that frequency shifts are managed properly and that all fi eld parties adhere to the radio schedules listed below. Should any frequency change be necessary, after communication is established Scott Base will clearly state the frequency to be changed to. However, fi eld parties who can hear Scott Base, but can’t be heard, must follow this schedule.

Local Field PartiesPRIMARY 5400kHz Schedule times 0800hrs and 2000hrs (± 5 mins)

SECONDARY 2773kHz Schedule times 0815hrs and 2015hrs (± 5 mins)

TERTIARY 8010kHz Schedule times 0830hrs and 2030hrs (± 5 mins)


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Deep Field PartiesPRIMARY 8010kHz Schedule times 0830hrs and 2030hrs (± 5 mins)

SECONDARY 11570kHz Schedule times 0845hrs and 2045hrs (± 5 mins)

TERTIARY 5400kHz Schedule times 0900hrs and 2100hrs (± 5 mins)

In the circumstance that there is no contact between the fi eld party and Scott Base for 24 hours, you may attempt to get a message relayed to Scott Base by using either:

8998kHz (US Air Operations frequency) or

5371kHz (Italian fi eld frequency)

However, this is a last resort and traffi c must be kept brief and to the point, i.e. your position and status, clearly identifying who the fi eld party is to avoid confusion AND that the message is to be relayed to Scott Base.

In the event of an emergency, you should transmit blind on each of the above frequencies in turn, but pause suitably before changing frequency, to listen for any reply.

It is important that all fi eld parties adhere to the schedule times, as you may be able to relay messages for parties who either can’t hear or can’t be heard by Scott Base.

If Scott Base is unable to communicate with a fi eld party for 24 hours, aircraft will be diverted to their location, to check on the condition of the fi eld party.

Use of Iridium Satellite TelephonesNote: Iridium phones require a clear view of the sky and satellite coverage (which varies) to work.

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Scott Base Calling Instructions If you have deployed to the fi eld, remember to call Scott Base to establish communications before your transport leaves your site. You can establish communications using radio or satellite phone.

Numbers to call Scott Base have been programmed into this Iridium Phone.

There are two numbers for Scott Base Comms room –

The primary number to call is the SB Iridium number, (8816 3182 9926).

The secondary number is the standard SB number (+64 2 409 6700).

1. You must have a clear view of the sky to establish reliable communications with the satellite. Unlike cell phones, Iridium phones do not work inside buildings.

Rotate and extend the Antenna. It should be pointing vertical when held to your ear.

Turn on the phone by pushing the red “bulls eye” button at the bottom left of the keypad.

There is a delay of approximately 2 minutes before the Iridium phone book becomes available. Therefore BE PATIENT and WAIT.

2. Press [MR] [155] [OK] [OK] (SB Iridium)

OR: [MR] [255] [OK] [OK] (SB Comms)

OR: [MR] [156] [OK] [OK] (Mac Ops)


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IMPORTANT

(a) If you see “Please wait”, then DO SO!

(The SIM phonebook is not yet loaded)

Then start again from the [MR] Button.

(b) It may take up to 40 seconds to be connected,

So once again BE PATIENT.

3. If you do not hear “Your call is being connected” after this short delay, press the red [C] button to clear the display and repeat step 2 above.

4. When the called party answers

(c) Identify yourself and your event clearly.

(d) IN CASE OF EMERGENCY inform Scott Base of

(i) The nature of the situation;

(ii) The people involved;

(iii) The current situation.

(e) There is alot of delay between talking and the other person recieving the message. So be patient and wait for the other person to finish talking first before replying.

REMEMBER to keep your communications sched times with Scott Base.

If Scott Base is unable to communicate with your camp for 24 hours, aircraft will be diverted to your location to check on the condition of your fi eld party.

Note: If you cannot raise Scott Base via radio, then YOU need to call Scott Base on the Iridium Phone

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Using Iridium Prepay Crew Cards (Personal Calls)Iridium prepaid Crew Cards are available to purchase from the Scott Base shop and give 20 minutes of talk time to anywhere in the world. Instructions for use are on the back of the cards, but are also repeated below for convenience. Once started to be used, the credits on the phone are valid for up to a year before expiring.

If you are running out of credits in the fi eld, call Scott Base and ask them to obtain a card from the Shop, scratch it to reveal the pin numbers and read them out to you. Iridium also sometimes have discounts of up to 20% extra time during weekends (Sunday/Monday in NZ time) or at Christmas. This is normally given as an announcement when you place a call.

The Iridium dialing sequence for a prepaid crew card is:

• 2888 + country code + area code + number then press [ok]• A voice prompt will then ask for you the PIN number from the

card• Enter the PIN followed by a [#] key and the call is then

connected.• If you see “Please Wait” then the phone has not fi nished

initializing after being turned on. So go back to the start and re enter the number sequence.

Examples: Calling a NZ number: 2888 64 3 358 0200 [ok]; wait for pin prompt; enter PIN, then [#] key.

Calling another Iridium: 2888 8816 3143 1782 [ok]; wait for pin prompt; enter PIN, then [#] key.

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General Usage Notes• Don’t fl atten a battery on personal calls – ensure you have

enough charge to contact Scott Base if Iridium is your only means of communication.

• REMEMBER to keep your communications sched times with Scott Base.

• If you cannot raise Scott Base via radio, then YOU need to call Scott Base on the Iridium Phone. If Scott Base is unable to communicate with your camp for 24 hours, aircraft will be diverted to your location to check on the condition of your fi eld party.

• If you give your Iridium phone number to friends/family to call, be aware depending which provider they are using in NZ for phone services, it may cost more than $8 per minute to call you.

• If your call cuts off after several minutes, check that the antenna is extended and vertical, fi nd a better physical location and check you have at least two bars showing signal strength on the phone display. Iridium satellites pass calls to each other every two and a half minutes!

• You cannot dial USAP events who have USAP issued Iridium phones. (They can however, call you).This is due to USAP being supplied DOD (US Department of Defense) sim cards for use with their phones. Commercial Iridium phones (which we use) cannot call a Iridium phone with a DOD sim. DO NOT interfere with Antarctica NZ SIM cards – the holders can break in cold, making the whole phone inoperatible.

If you use a brand new Iridium pre paid card and get a message stating “this card is invalid or expired”, report the card serial number to Scott Base and ask them to contact Wright Technologies in Christchurch. In the past it was discovered that the occasional pre paid card was not in the Iridium database. This was normally resolved within 24 hours.

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In the Event of a Fire Alarm at Scott BaseIn the event of a fi re alarm at Scott Base, the Comms Operators must leave the radio room and the building. This means that they will no longer be able to guard all radio frequencies or respond to calls to Scott Base. When the fi rst alarms sound at Scott Base the operator will request any stations listening to assume guard of the frequency they heard the request on. This request will take the form of:

“All stations this is Scott Base. A fi re alarm condition exists. Please assume guard of this frequency. Scott Base out.”

After the all clear has been given, Scott Base will broadcast the following when they are able to resume guard.

“All stations, Scott Base now assumes guard. Please pass any traffi c now.”

Parties Local to Scott Base As part of the normal fi eld party check out procedure, the PSS will issue specifi c radio schedule procedures to all parties travelling to and from Scott Base on local or day trips.

Vehicle Mounted VHF Radios When travelling in a vehicle that has a mobile radio fi tted, the radio is to be left on and used to monitor the best frequency for communicating with Scott Base.

When travelling off Ross Island parties shall:

• Follow any procedures required by the Programme Support Supervisor.

• When leaving a vehicle radio unattended, notify Scott Base on leaving the vehicle and again when returning to the vehicle, and when arriving at or leaving a destination.

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10.4 FrequenciesAntarctica New Zealand radios are fi tted with a wide range of frequencies to enable communications with Scott Base, other stations, aircraft, ships and other fi eld parties. The frequencies available for each radio type are listed with the operating instructions for that particular radio.

Guard Stations and FrequenciesWithin our operational area there are a number of frequencies which are monitored 24 hours per day during normal operations. These frequencies are the best to use in emergencies.

VHF frequencies guarded in Ross Dependency area (October to February)

Guard Station ChannelScott Base VHF Ch3 VHF Ch4 VHF Ch5 Marine Ch16* 126.0MHz* (Aeronautical)McMurdo Station VHF Ch8 VHF Ch13-15 (area dependent)Mario Zuchelli Station Marine VHF Ch16,Marine Ch28*, Marine Ch67** frequency not available from field party radios.

Note: ‘VHFCh#’ refers to the channel selector settings on Antarctica New Zealand VHF radios


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HF Operating FrequenciesThe primary HF frequency for fi eld parties will depend on your distance from Scott Base. Field parties up to 500km from Scott Base will normally use 5400kHz as primary and 2773kHz as secondary. Field parties, aircraft and ships greater than 500km from Scott Base should use 8010kHz as primary and 11570kHz as secondary frequencies. This may be altered if ionospheric conditions dictate. Scott Base will advise all fi eld parties of any change in the primary fi eld frequency.

Radio conditions in the Antarctic can vary without warning and occasionally blackouts may last for days. At these times the primary frequency may be varied to 2773kHz in an attempt to overcome this problem. For the above reasons, it is essential that the fi eld party leaders discuss with the Programme Support Supervisor, senior Comms Operator and Telecom Technician (before leaving Scott Base) the procedures to be adopted should this occur. (See also the sub-section headed ‘Action in the Event of Lost Communications’ page 105).

Follow these agreed procedures for changing frequencies when a missed sched is thought to be due to poor radio conditions. There may well be some warning from Scott Base of impending ionospheric disturbances. VHF communications are not affected by atmospheric conditions.

At times you will clearly hear Scott Base but Scott Base cannot hear you. You should listen carefully at the sched times in conditions such as this in case Scott Base has instructions. If an emergency condition prevails at the time of poor communications, the fi eld operator should carry out the emergency procedures and give the reason for the emergency by transmitting blind on all frequencies available. It could be remotely possible that other stations may copy and be in a position to initiate action to assist.


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VHF COVERAGE AREA — CH3

Cape Roberts

Lower Wright

Vanda

Cape Bird

Granite Harbour

Cape Royds

Portal Mtn

Mackay Gl.

McMurdo Scott BaseBratina Is

Mt Discovery

Mt Morning

Cape Evans

Ross Ice S

helf

Minna Bluff

Skelton Gl.

Mulock Gl.MCMURDO SOUND

REGION

Huts and bases

Fry Gl.

Miers Valley

Koettl

itz Gl.

appr

ox. 1

00nm

hel

icop

ter r

ange

Ch 3, Mt Erebus

Scattered coverage, good when line of sight to Erebus

Ross Island

McM

urdo Sound

N

0 20km

10.5 VHF Coverage Areas — See below and next page


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VHF COVERAGE AREA — CH4, CH5

Cape Roberts

Lower WrightVanda

Cape Bird

Granite Harbour

Cape Royds

Portal Mtn

Mackay Gl.

McMurdo Scott Base

Bratina Is

Mt Discovery

Mt Morning

Cape Evans

Ross Ice S

helf

Minna Bluff

Skelton Gl.

Mulock Gl.

Huts and bases

Fry Gl.

Miers Valley

Koettl

itz Gl.

appr

ox. 1

00nm

hel

icop

ter r

ange

Ch 4, Crater Hill

Ch 4, scattered coverageCh 5, Dry Valleys

Ch 5, scattered coverage

Ross Island

McM

urdo Sound

N

0 10 20km

Ferrar Gl.

MCMURDO SOUNDREGION


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Note that 8998 kHz is an aviation control frequency and should only be used in emergencies.

10.6 Call SignsFixed stations are referred to by their names. Field parties will use their event number, eg K101 becomes ‘Kiwi one zero one’. Use of non-approved call signs is not permitted. Call signs that may be heard include:

Scott Base Call sign for all communications except aircraft on 126.0 MHz Scott Air Aeronautical advisory MacCentre McMurdo air traffic control centre MacOps McMurdo field operations centre South Pole South Pole Station Mario Zucchelli Italian Base at Terra Nova Bay Sierra , Bravo, Mike USAP field party, eg Sierra-076 (see next section for aircraft call signs)

10.7 Communications With AircraftIt is possible to communicate using both VHF (preferred) and HF with helicopters, however only HF communication is possible with fi xed wing aircraft (LC-130 and C-130 Hercules or Twin Otter).

If you are expecting to be picked up by a helicopter on a certain day, check with Scott Base around 2100 hours the previous evening for the pickup time. Make sure you check with Scott Base again the following morning to be advised any changes (after 0800). Keep a listening watch on the radio until your pickup time, and be prepared to change to simplex (the helo operations channel 11) to contact the pilot.

Helicopters coming to collect a New Zealand fi eld party will normally call you on VHF using the US Helo Ops Simplex helo


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operations channel for your particular radio (channel 11 for GP328 and T735). Field parties should tune to this frequency as soon as they see an approaching helicopter.

Helicopters quite often use the New Zealand VHF channel appropriate to the area. Field parties should be prepared to change to that frequency if necessary.

Field parties awaiting the arrival of a helicopter should monitor their normal frequency for communication with Scott Base so they can receive any updates on movements. If the party has two VHF radios, one can be used to monitor Ch11 and the other to monitor the Scott Base operating frequency.

HF communication should be established on the New Zealand primary frequency for the day (generally 5400kHz). If the frequency does not work then communications should be attempted on the control frequency 8998 kHz.

Remember to give plenty of time between “overs” for the pilot to respond as they have much to do.

Aircraft Call SignsCoast Guard helicopter ‘Polar’ followed by aircraft number, eg ’Polar one four’Commercial aircraft eg Helicopters New Zealand and Twin Otters use phonetically the last three letters of the aircraft’s registration, eg ZK-HNZ becomes ‘hotel november zulu’NSF LC130 Hercules ‘Skier’ followed by aircraft number, eg ‘Skier nine six’


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10.8 Weather Observations — Deep Field Before departure from Scott Base the event leader and Programme Support Supervisor may arrange a weather brief with the McMurdo weather offi ce.

Before the arrival of aircraft at a deep fi eld camp site you will be requested to pass weather observations to Scott Base, which are then forwarded to MacWeather.

The schedule will normally be to start observations (usually on the hour) from six hours before the scheduled departure of the aircraft from McMurdo. If there are variations from this you will be informed.

A typical weather observation will be (in order)

1 location

2 time of observation

3 wind direction (specify Grid or True)

4 wind speed in knots

5 visibility in miles or kilometres

6 cloud height in feet

7 cloud coverage in eights

8 cloud type

9 temperature

10 station pressure in hectopascals or millibars

11 surface definition

12 horizon definition.


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NotesWind direction North, South, East, West.

Wind speed Report in knots. If gusts are being experienced report gusting to knots eg ’wind speed 25 knots gusting 35 knots’. Some parties may be issued with a digital anemometer to record wind speeds to assist weather reporting.

Visibility On a clear day, 7 miles (11km) is about as far as one can see on the flat ice surface. Call what you see — if mountains 30 km away can be clearly seen, say so. If visibility is reduced in one direction indicate this eg visibility 7 miles, reduced to 3 miles to the true south’.

Cloud height This is estimated and reported as cloud heights above ground level. Reference to hills or mountain peaks around you can help estimate heights. Cloud heights in feet for aircraft.

Cloud type Report this if you know cloud types or have a cloud chart to refer to.

Cloud coverage Use the following to report cloud coverage

Clear No clouds present

Scattered Trace to 4/8 cloud

Broken coverage Greater than 4/8 but not total

Overcast 8/8 total coverage

Partially obscured Sky is partially obscured, typically by snow or blowing snow. Some cloud are discernible.

Totally obscured Sky is totally obscured by snow or blowing snow so no clouds can be seen.


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Surface definition Use the following to report surface definition

Good Snow surface features such as sastrugi, drifts and gullies are easily identified in the snow.

Fair Snow surface features such as sastrugi, drifts and gullies can be identified by contrast. No definite shadows exists.

Poor Snow surface features such as sastrugi, drifts and gullies can not be identified except from close up.

Nil Snow surface features can not be identified. Dark objects appear to float in the air.

Horizon definition Use the following to report horizon definition

Good Horizon is sharply defined by shadow or contrast.

Fair Horizon may be identified but the contrast between the sky and the surface is not sharply defined.

Poor Horizon is barely discernible

Nil Total loss of horizon, the snow surface merges with the whiteness of the sky.

Thin May be used to describe a cloud layer further eg ’cloud is thin scattered at 3000 feet.

Passing the weather to Scott Base should go something like this.K075 — ”Scott Base, Scott Base this is K075 how do

you copy over?”Scott Base — “K075, K075 this is Scott Base, copy you

loud and clear over”K075 — “Scott Base, K075 weather report, 1200

local weather, wind at 25 knots, visibility 7 miles, cloud 2000 thin broken, 6000 bro-ken, temperature -12, station pressure 978.8, good and fair.”

Scott Base — “K075 Scott Base copied the weather, Can you please give us another weather update in an hour over"


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10.9 Operation of VHF RadiosAll handheld sets are basic and if the set, battery and antenna are complete there should be little problem in operating it.

You should transmit from high ground where possible and avoid attempting to talk with parties through hills or other physical objects. Clarity of signal is usually maintained over the line-of-sight distance.

For best operation you should hold the unit in a vertical position. Keep your set warm so that when required it will work. A warm radio inside your jacket is better than a cold one which won’t operate when you need it to. Keep your spare batteries warm to avoid cold temperatures fl attening them.

Field parties will normally be issued with Motorola GP328 VHF radios. The instructions that follow relate to this type of radio. In certain circumstances, different radios may be issued, in which case you will be issued with specifi c instructions for those radios.


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Setup and Operation

1 Select appropriate channel for the area of operation.

2 Turn unit on at volume control.

3 Listen to ensure you will not be transmitting over the top of other transmissions.

4 Press the transmit switch on the side of the set and release. If operating through a repeater, a crash back noise should be heard for approximately half a second.

• When adjusting the squelch (button 4), a high-pitch tone indicates a harder squelch for noisy areas such as around machinery. A low-pitch tone indicates the lower squelch setting, more suited to general and fi eld use.

• The monitor mode (button 2, long press) will turn the squelch off altogether. This is normally only used if you are receiving a weak signal that is breaking up or diffi cult to hear.

Battery ManagementKeep your batteries warm at all times when in the fi eld, regardless of whether they are fully charged or discharged.

Mounting the battery in the charger:

1 Turn the radio off at the volume control.

2 Remove the battery from the radio by pressing down on the two spring latches, one on either side of the battery, and hinge the battery away from the radio.


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3 Slide the battery into the charger, so that the rails in the charger pocket engage the grooves in the sides of the battery.

4 Batteries may be charged while still attached to the radio. If you do this, the radio MUST be switched off.

Recharging Batteries• The mains powered charging unit provided has been modifi ed

to allow trickle charging direct from a solar panel. If you have access to mains power, batteries should be fully charged in 3 – 4 hours. Charging from a solar panel, under good sun conditions, should take about 16 hours, but could take 24 hours or more.

• Important – Only fully discharged batteries should be charged.• Batteries and battery chargers MUST be kept as warm as

possible. Due to electronics in both the battery and the charger that can’t be bypassed, batteries will not start charging if the temperature of the equipment is below minus 5ºC. This means that fi eld parties need to put some effort into battery management.

• Batteries need to be kept warm inside clothing at all times – both charged and discharged.

• Keep the charger in direct sunlight or other warm location. If there is no suitable place, consider using something black to cover the unit to absorb solar energy. In windy conditions, keep equipment in a tent or other shelter to help raise the temperature.

• The indicator LED, on the front left of the charger, will show the condition of the inserted battery according to the diagram on the bottom of the unit.

• If the indicator LED fl ashes either red (unchargeable) or orange (waiting to charge) the battery will not be charged. The usual


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cause of either of these two conditions is either the battery or the charger, or both, being too cold for charging to commence. If this occurs, attempt to warm the equipment and try again.

• Although the battery can be used when the indicator LED fl ashes green, (indicating 90% charge), this is not recommended in the fi eld. The amount of battery life under this indication is a lot less than fully charged.

• If using a solar panel, move it to follow the sun around. This is necessary to maintain maximum input to the charger.

Vehicle VHF Radios and Cape Bird hut. Frequency allocations for the vehicle radios are the same as for the Motorola GP328 handhelds, see page 121.

Setup and Operation (Vehicle Radios)

1 Turn the volume (VOL) clockwise to switch on the unit.

2 Select the desired channel using the UP/DOWN arrow buttons.

3 Turn the squelch (SQ) clockwise until noise is heard. Adjust the volume for a comfortable listening level. Turn the squelch anticlockwise until the noise stops and then an eighth of a turn more.

4 Pick up the microphone and use normally. Listen first before transmitting to ensure that the channel is clear.

Note: There are additional buttons and features on these radios that are not available/used. DON’T alter any of these because they may cause the radio to malfunction.

Setup and Operation (Motorola GM 338)

1 Push the volume knob (top left) to switch the unit on. Release when you hear a click.

2 Select the desired channel using the UP/DOWN arrow buttons.FIELD MANUAL - FIELD COMMUNICATIONS

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3 Pick up the microphone and use normally. Listen before transmitting to ensure the channel is clear.

Note: There are additional buttons and features on these radios that are not available/used. DON’T alter any of these as they may cause the radio to malfunction.

Scott Base Telephone Exchange AccessSome radios are equipped with a DTMF keypad which enables access to the Scott Base telephone exchange. This makes it possible for you to call any local Scott Base or McMurdo number.

Access is available on the following channels only

Channel 3 NZ Mt Erebus repeater Channel 4 NZ Crater Hill repeater Channel 5 NZ Dry Valleys repeater

Procedure to establish call

1 Enter access code *2.

2 Wait until you hear a dial tone at the receiver, then dial the number required, using the keypad.

3 Dialling should be heard. Once the other party answers carry out a normal radio conversation.

10.10 Operation of HF Radios

Battery ManagementThe Codan X2 should operate successfully on voltages between 10 and 15 volts measured under load. Ensure polarity is correct (i.e. + to + & - to -).

Under bright sunlight conditions it is possible to operate (on receive only) direct from the solar cell, without the battery bank.


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Solar cells may be connected directly to the battery that is not powering the set, regardless of whether the set is operating or not. Take care to ensure the cell voltage does not exceed 16 volts.

The battery capacity is suffi cient for normal communication and not for prolonged transmissions.

Codan X2Frequency Allocations: Codan X2 and Q-Mac HF-90Channel Frequency kHz Country Service

1 2773 NZ Local field secondary2 5400 NZ Local field primary3 8010 NZ Deep field primary4 11570 NZ Deep field secondary5 5371 IT Field party primary + aviation6 4770 US Field party primary 7 7995 US Field party secondary8 8998 US Aviation primary9 11255 US Aviation secondary10 11553 US Outlying stations primary

ControlsThe controls are as follows:

Top row left to right• Emergency call — not used• USB/LSB switch — always use USB• Tune/Mute — Tune position not used. Mute allows quiet

listening in strong signal areas. Be careful as having the mute in the “on” position may well be the cause of you not receiving the calls. If in any doubt, switch it off and put up with the noise.

• Power /Transmit — LED lights red when set switched on and fl ickers when transmitting.


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Bottom row from left to right• Clarifi er — use to remove “Donald Duck” effect from signals.• Channel select.• Volume control and on/off switch — rotate clockwise to turn on.

Setup and Operation

1 Deploy the antenna according to Section 10.11: ‘Setting up the Antenna’. Connect the antenna to the set.

2 Switch the transceiver on by rotating the volume control clockwise. The indicator LED will light.

3 Select the channel required. Check that USB is selected.

4 With the mute switch off, set the volume for a comfortable

listening level.

5 Listen for any traffic on the channel before pressing the microphone switch to transmit.

6 Adjust the receiver clarifier, if you need to for natural sounding speech.

Fault Finding on Codan X2

Fault Possible causeNo volume or volume turned down reception antenna not fully connected battery flat; mute switched on handset not fully connectedRed light (LED) battery flat or nearly flat does not flicker when — charge or replacespeaking on transmit antenna poorly or not connectedPoor reception antenna poorly set up or connected or faulty — see section 10.11 Antenna repairs. battery nearly flat

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Low tone beeps Battery voltage is low-change battery heard slow or chargeHigh tone beeps heard Using a channel that is not programmed — check channel switch

Q-MAC HF-90Frequency Allocations: Q_Mac HF_90The allocations for the Q-Mac HF-90 are the same as for the Codan X2, see page 126.

Note: The HF-90 may have additional frequencies programmed. These are not normally used in the Ross Sea area, but are available for emergency use.

ControlsThe controls are as follows:(left to right)

• OFF/ON switch• CHANNEL selector UP and DOWN buttons• ALARM/MODE button – not used• TUNE button – not used• CLARIFIER button — use to remove Donald Duck effect from signals• VOLUME control knob

Setup and Operation

1 Deploy the antenna and counterpoise according to Section 10.11: ‘Setting up the Antenna’, and make sure they’re connected.

2 Switch the transceiver on. The display will show “HF-90E”, followed by the software version number, then the last channel number selected and finally the frequency last used.


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3 Select the channel required using the channel selector buttons. The display will change to the channel selected by the buttons. After the appropriate channel is selected, the display will show the frequency of the channel.

4 Set the volume for a comfortable listening level.

5 Listen for any traffic on the channel before pressing the microphone switch to transmit.

6 Adjust the clarifier if you need to for natural sounding speech.

Note: The speaker to hear the receive signal is in the microphone.

Battery ManagementTo charge the battery pack on the HF-90, fi rst disconnect the radio. Connect the appropriate cord for charging – mains or solar panel. Charging time with the solar panel will depend on conditions. This type of radio can’t be powered directly from the solar panel.

Fault Finding on Q-Mac HF-90Fault Possible causeNo volume or reception volume turned down antenna not connected properly battery flat handset not connected properly Poor reception antenna not connected properly or faulty see section 10.11 for antenna repairs battery nearly flat High tone heard antenna not connected properly or faulty see section 10.11 for antenna repairs non-used button pushed


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Spectratek SR3The Spectratek SR3 is a low power, handheld unit, equipped with six channels and is intended for use over short distances. However, these radios can still be used over large distances under good conditions.

Frequency Allocations: Spektratek SR3

Channel Frequency kHz Country -All USB

1 2773 NZ Local Field Secondary 2 5400 NZ Local Field Primary 3 8010 NZ Deep Field Primary 4 7995 US Field Party Secondary 5 5371 IT Field Primary & Aviation 6 4770 US Field Party Primary

Setup and Operation

1 Connect the antenna to the terminals at the top of the radio.

2 Switch the radio on by turning the channel selector to the required channel.

3 Set the volume to a comfortable listening level.

4 Listen for any traffic on the channel before pressing the PTT (press to talk) switch to transmit. The red Batt indicator LED should be on while the PTT switch is pressed. The green Ae (TX) LED should blink on transmit voice peaks.

IMPORTANT – Ensure that the channel selector is returned to the OFF position when you have fi nished your call, otherwise the batteries will be drained very quickly.


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Battery ManagementUse the cable and crocodile clips to connect to an external 12V battery if available. Otherwise the power supply for these units consists of 8 AA-size alkaline or lithium dry cells, which are not rechargeable.

A spare set of batteries is included with the unit. These ARE NOT to be used for any other purpose.

To change the cells, remove the plate at the back of the unit and remove the old cells from the holder. Insert new cells in the holder observing the correct polarities. Replace the back plate. Avoid damaging the plastic holder which becomes very brittle at low temperatures.

Caution: The power supply capacity of these sets is minimal and prolonged receiving or transmitting will soon leave you with fl at batteries. Keep your transmissions to the minimum. Even listening will quickly fl atten your batteries due to the high current required.

Fault Finding on Spectratek SR3Fault Possible causeNo volume or reception volume turned down antenna not connected properly battery flatPoor reception and/or green antenna not connected properly or faultyAe (TX) LED not blinking – see section 10.11 for antenna repairs battery nearly flat Red BATT LED does not flat, or nearly flat batterycome on or flickers

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10.11 HF Antenna Setup and Maintenance

Hägglunds VehiclesHägglunds vehicles are fi tted with HF radios. The antenna used on these vehicles is a fi breglass whip that is stored inside the front cab on the driver’s side. The antenna has a number of tapping points along its length and a tapping cord wrapped around the lower end of the antenna.

DO NOT transmit from the radio until the antenna has been set up and mounted on the vehicle.

To set up the antenna:

1 Choose the frequency you are going to use.

2 Connect the tapping wire from the lower socket, near the base of the antenna, to the appropriate socket for the frequency chosen. If the exact frequency tapping is not available, choose the nearest in frequency. The tapping wire must be tightly coiled around the antenna, with even spacing between the turns. This is important for matching purposes.

3 Screw the antenna firmly into the spring base mounted on the roof of the front cab of the vehicle. Be careful not to over-tighten.

4 While the antenna can remain fitted when the vehicle is in motion, this is not recommended, as the antenna may vibrate loose and fall off.

5 Whenever the antenna is removed after use, mount it immediately in the fittings inside the front cab. This will minimise the potential for damage.

6 If the antenna has remained on the vehicle during travel, the antenna MUST be removed before the vehicle enters any vehicle bay. This also applies to travel that passes under any low- level barrier.


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Note: If the vehicle antenna is broken or damaged, it is possible to use a standard fi eld party wire dipole antenna. In this case, the best place to connect the wire antenna is near the whip antenna base. There should be a short connection cord between the base and the vehicle. Disconnect the vehicle end and connect the wire antenna at this point. Alternatively, the wire antenna can be connected directly to the back of the radio. This is not recommended, however, due to restricted access when the radio is mounted in its cradle.

Field Party Antennas

General DescriptionThe wire, half-wave dipole type of antenna is used with all fi eld party HF radios. Most of the antennas have been cut to a length that suits a frequency of 2773kHz. The antenna issued with the radio will have links fi tted along its length so that the antenna can be adjusted to approximately suit other frequencies. For deep fi eld use, you may be issued with an antenna that is cut to suit 8010kHz or 11553kHz frequencies. In this case, there are no links inserted in the antenna.

Links, when fi tted, are used to determine the length of the antenna. The arms of the antenna should be identical, so if the links are in on one side of the antenna, they should be in on the other. A compromise is reached to enable the antenna to cover 2773kHz, 5400kHz and 8010kHz frequencies.

For Codan X2 radios, the links should be set as follows:2773kHz Links IN (longest)5400kHz Links OUT (shortest) 8010kHz Links IN (longest)

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The antenna supplied with Spectratek SR3 radios has additional links and should be set as follows:

2773kHz RED and BLACK Links IN (longest)5400kHz RED links OUT, BLACK links IN (shortest)8010kHz RED and BLACK links OUT (longest)

Setting Up the AntennaThe dipole antenna is a directional device. It radiates little or no power and receives little or no signal from the end-on directions. It should therefore be orientated broadside (ie: at a 900 angle) to the desired direction of communication. The full length of the antenna should be deployed. DO NOT leave any of the antenna on the spool as this will cause problems with transmission.

Ideally the antenna should not be laid out directly on the ice or ground surface and should be raised as high as possible. One good method of doing this is to attach the ends to upright ice axes or poles, and hang the centre from the apex of a polar tent. Drop the feeder cable through the tent ventilator tube. This will keep the antenna from being walked on and also keeps the feeder cable warm and fl exible.

The antenna should be laid out as straight and fully as possible to maximise the signal in both directions of communication. Try to avoid kinking the wire when deploying or re-winding the antenna, as this will lead to breaks in cold conditions.

The antenna supplied with the Q-Mac HF-90 is different in that there are no links and the antenna is end-fed. The antenna is stored under the radio on a spool. While the wire is very thin, it is also very resilient, but care should still be taken to avoid kinks. The entire antenna length should be deployed. Connect the plug into the red socket of the antenna-matching box and, using the earth spike as a spindle align the antenna along its axis to point at the distant station with the radio located closest to that station. (0-1200km). Connect


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the short counter-poise lead to the black socket of the antenna-matching box and at the other end clip it onto the ground spike (if this can be pushed into the ground), or onto a large metal object (such as a vehicle). If nothing is available, use the spike supported by rocks, or, on ice, laying on the surface.

Emergency RepairsA broken antenna can be temporarily repaired very easily. If your radio can receive signals but cannot transmit, examine the antenna carefully for breaks, taking apart the central block if necessary. Any portion of antenna can serve as a receiving antenna but often the full unbroken length is needed for transmitting. If the antenna proper is broken inside the rubber this can be found by stretching it slightly. Cut the rubber back, and twist together.

If the feeders come adrift from the plug:

1 Remove the plug altogether and strip the cable insulation back.

2 Get someone to hold one conductor into the centre hole of the socket on the radio, and the other against the body of the socket while the radio is being used (see figure below).

FEEDER TEMPORARY CONNECTION

Discarded plug

Radio

Radio

Aerial feeder

Broken end

Aerial socket

Front view Side view


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If the feeder cable comes adrift from the terminating block at the antenna, the following emergency repair can be made:

1 Cut back the insulation on the antenna arms, exposing the wire near the terminating block.

2 Connect the two feeder conductors to these arms respectively by twisting them together (see figure below). The antenna can now be used until a replacement is acquired.

When all else fails (such as a lost antenna) any conducting material of reasonable length can be held against the centre pin of the antenna socket of the radio while the set is used to request a replacement. Another separate conductor should also be held against the chassis of the radio at the same time (outer body of socket).

The makeshift antenna materials should be arranged on the ice to look as similar to an antenna as possible. Some short pieces of wire must be obtained from other equipment to make the connection. Some suitable materials you can use for emergency aerials are tent

AERIAL TEMPORARY CONNECTION

Aerial centre block

Feeder to radio

Feeder cable(broken stub)

Strip rubber back and twist wire together

Aerial arm


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poles, metal crevasse ladders, ice drill extension shafts, pack frames and motor skidoo headlight wiring.

When using a makeshift antenna, connect the outer of your antenna socket to the engine frame of your skidoo — this helps to provide a ground plane or artifi cial earth (turn the skidoo engine OFF).

Static Electricity on the AntennaWind-blown snow or dust may produce high-voltage static electricity. If this situation exists or sparks are apparent from the antenna connector, do not connect it to your radio. To do so could cause severe damage to the radio.

10.12 Phonetic AlphabetWhenever isolated letters or groups of letters have to be pronounced separately, eg to identify unusual words, call-signs, or in conditions of diffi cult communication, the following phonetic alphabet should be used:

A ALPHA J JULIET S SIERRA

B BRAVO K KILO T TANGO

C CHARLIE L LIMA U UNIFORM

D DELTA M MIKE V VICTOR

E ECHO N NOVEMBER W WHISKEY

F FOXTROT O OSCAR X X-RAY

G GOLF P PAPA Y YANKEE

H HOTEL Q QUEBEC Z ZULU

I INDIA R ROMEO

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10.13 Time Signals

WWV, WWVHStandard radio and audio frequency transmissions are made continuously by the Central Radio Propagation Laboratory, National Bureau of Standards, Washington DC over stations WWV and WWVH. Both stations broadcast on 5, 10 and 15 MHz (15,000 kHz) during the evening. Signals are sometimes weak in the mornings.

BBCThe BBC’s General Overseas Service also broadcasts its ‘six pips’ time signal on the hour throughout the day, and is accurate to one tenth of a second. These can be picked up in the usual short wave bands ie. between (approx.) 9.0-9.8MHz, 11.6-12.1MHz, and 15.0-15.5MHz. Note: The Q-Mac HF-90 radio may have the WWV frequencies programmed, but generally all the above transmissions can only be received on portable, short-wave radios.

10.14 Ground-Air Emergency CodeAir to ground signals are as follows: Understand Rock wings Do not understand 360° turn right over party Proceed in this direction Pass over party while rocking

wings, proceed for one minute on heading desired, then return and exe-cute same manoeuvre two more times.

For ground-to-air communication arrange items, clothing etc into the following symbols on the ground.


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1 Require doctor-serious injuries

7 Am proceeding in this direction

13 No negative

2 Require medical supplies

8 Will attempt to take off

14 Yes - affirmitive

3 Unable to proceed

9 Aircraft/vehicle damaged

15 Not understood

4 Require food and water

10 Probably safe to land here

16 Require engineer

5 Require firearms and ammunition

11 All well

17 Require com-pass and map

6 Indicate direction to proceed

12 Require fuel and oil

18 Require signal lamp with battery and radio

5 N/A in Antarctica

Need medical assistance urgent

One receiver is operating

Use drop message All OK, do not wait

Can proceed shortly, wait is practicable

Affirmitive (yes)

Need mechanical help or parts - long delay

Pick us up - plane abandoned

Do not attempt to land here

Land here (point in direction of landing)

Negative (no)

BODY SIGNALS


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10.15 Glossary of Terms(Terms you are likely to encounter either in this manual or in communications traffic).

Blackout Sunspot activity can cause the ionosphere to absorb radio waves without reflecting them back to earth. This can prevent long-distance radio communications.

Crystal Control A small piece of quartz crystal connected into the circuit of a transmitter. Controls the receive and transmit frequencies of the radio.

High frequency (HF) Frequencies from 2MHz to 30MHz eg Codan and Q-Mac working frequencies.

Very high frequency(VHF) Frequencies above 30MHz eg Tait and Motorola radios.

Dipole A two-wire antenna which is tuned (ie resonant to its working frequency) by virtue of its length.

FM Frequency modulation.

Ground wave HF radio signal that follows line of sight. This signal should not be affected greatly by ionospheric disturbances

Guard A station that listens continuously for emergency calls.

Ionosphere An ionised region in the upper atmosphere ranging in height above the earth’s surface from about 50 kilometres to some hundreds of kilometres. This ionised region is capable of reflecting radio high frequency waves back towards the earth.

Ionospheric disturbance See Blackout.


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Lower sideband (LSB) One of two separate channels available on the SSB trans mission. The other channel, USB ie the upper sideband is, by convention, normally the one used. However, either or both (for two separate pairs of stations to work simultaneously on one frequency) may be used if desired.

Polar cap absorption (PCA) See Blackout. This event is usually pro- tracted and prevents all but ground wave propagated signals.

Primary frequency The working frequency normally used.

Secondary frequency The secondary frequency is only used when the primary frequency is unsuitable.

Single sideband (SSB) A type of transmission that is superior to AM, and much more efficient. SSB consists of an AM signal that has its carrier, and one of its two side bands (usually the lower) removed, so that only one of the sidebands is transmit-ted. This saves a tremendous amount of power at the transmitter, SSB cannot be received by an AM receiver unless the missing carrier is artificially ‘reinserted’ with in the receiver.

Schedule (sched) A radio communication on a predetermined frequency at a predetermined time.

Tuning call An operator providing speech so that another station can make tuning adjustments. Usually done by slowly counting to 5 or 10.

Upper sideband (USB) See LSB.

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11. Checklists11.1 Field Food Box Contents

FIELD MANUAL - CHECKLISTS

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11.2 Field Kitchen Box Contents (4 Pax)Main Items:Small pots with lids 2Large pot with lid 1Frying pan 1Plates 4Plastic bowls 4Plastic insulated mugs 4Tongs 1Large spoon 1Large wooden spoon 1Fish slice 1Milk shaker 1Sharp Knife 1Chopping board 1Large plastic bowl (washing bowl) 1Canvas cutlery bag containing: Knife, Fork, Spoon 4Can opener 1Pot grip 1Polythene bag containing: Dish brush 1Goldilocks stainless steel pot scrubber 1Soap 1Cloth/Sponge 1Plastic bottle detergent 1Recipe book 1Paper Towels (packets) 2


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Primus Stove 1Fuel pumps 2Multi Tool 1Heat Shields 2Spare parts & lubricant 1Spill Mat 1Fuel Funnel 1Matches in Container 5 boxesFire Blanket 1Instructions 1

11.3 Primus Box Contents

11.4 Sledge Repairs and Spares BoxThe following list is recommended for a party of four, with two Skidoo. It should be used as a basis for planning, with changes made to suit the particular circumstances.

Helvetia strip leather (3/8" wide) for lashingsString lashing — balloon cord or nylon stringTautening dope (in metal tin)Assorted screws and washersMegahmoid tapeShacklesJubilee clipsSmall wood saw and hacksawHand drill and bitsSpare bridgeRope brakesTent repair kitTacksBradawlSpare section sledge runner base ‘TIVAR 100’, Epiglue and screws


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11.5 Deep Field Party Emergency ClothingRequired for deep field parties. The following list is suggested for four persons on an extended field trip:

Windproof jacket 1 Insulated jacket 1Windproof salopettes 2Snow goggles and spare lenses 2 prMukluks, sizes to suit 2 prSocks, woollen 4 prMitts and gloves 4 prBalaclavas 2Neck gaiter 1

NB. This clothing is drawn from Scott Base field store.

11.7 Survival Bags, Double and SingleSingle Survival Bag Contents

Dehydrated main meals (375g x 6)Dried apricots (200g x 2)Packet Soups (40g x 3)Milo satchels (x 3) Tea bags (x 6)Sugar satchels (x 6)Oat cereal packets (400gm x 3)isotonic orange fruit drink (86g x 3)Chocolate bars (15Og x 3)First aid kitHand warmers (x 3)Spork and pocket knifePlastic signal mirrorLightweight mountaineering shovelSnow saw


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Thermorest mat Insulation matSleeping bag Down filled tent slippers Bivvy / “Bothy” BagFoil survival bagSmall pot & mugToilet PaperFuel Bottle (650ml white gas)Stove fuel isobutene canisterPrimus fuel pumpPlastic Tube container: fuel spill mats x 2, wind shields x 2.Stove and Swedish fire steel igniter Primus multitool & pricker.

Double Survival Bag ContentsFoil survival bags (x 2)Hand warmers (x 6)V-Thread AnchorsDehydrated main meals (375g x 12)Chocolate bars (15Og x 6)Dried apricots (200g x 4)Packet soups (40g x 6) Milo satchels (x 6)Tea bags (x 12)Sugar satchels (x 12)Isotonic orange fruit drink (86g x 6)Oat cereal packets (40g x 6)Toilet PaperSporks (x 2) and pocket knifeMountaineering shovel and Plastic drive-In pegs & Metal Ice/Turf PegsSnow saw


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Peg MalletSmall PotFuel Bottle (650ml white gas)Primus fuel pumpStove, Swedish fire steel igniter, Primus multitool & pricker.Stove fuel isobutene canister x 2Plastic tube container: fuel spill mats x 2, wind shields x 2.Plastic mugs (x 2)Thermorest (x 2)Sleeping bag (x 2)2-man tentSnow bags /Tent Anchors (x 4)First aid kitPlastic signal mirror

11.8 Equipment WeightsITEM Weight (kg) Weight (lbs)1st Aid Kit Field 6 141st Aid kit personal 0 1Bothy bag 2 man 0 1Bothy bag 4 man 1 1Chair Folding 3 6Chair folding camping (Roamer chair) 1 3Chair Insulated 1 2Crampons 12 point 1 3Crampons Insteps 0 1Crevasse Probe (wooden 3m chisel pt) 5 12Food box - Red 22 48Fuel 200L (44gal drum) 185 407Fuel 20L Jerry Can 23 50Fuel 10L Jerry Can 12 26

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ITEM Weight (kg) Weight (lbs)Fuel 5L Jerry Can 6 13Fuel 60L Mogas (12 gal drum) 63 140Fuel Bund Large 12 28Fuel Bund Small 8 18Fuel pump - hand operated 7 15Generator 1 KV 15 33Generator 2 KV 22 49Generator 3 KV 54 119Generator Service Box 15 33Generator Stand 11 24Generator Tray 13 29Ice axe 1 3Iridium Phone 2 4Kitchen Box - Yellow 18 40Kovacs Ice Auger 51mm (inc bag) 7 15Kovacs Flight 1 2LPG 45kg 80 176LPG 9kg 21 46LPG Coleman cooker 6 13Mattress Blue foam 1 2Pee Barrel 2 3Pegs - snow (black) (14 pegs) 4 8Pegs- Snargs (steal ribbed pegs) (14 pegs) 4 10Pegs Steel (14 pegs) 13 28Polar Haven Large 724 1597Polar Haven Medium 545 1203Polar Haven Small 274 604Poo bucket 2 4Primus Box - Blue 7 16Radio HF 18 40


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ITEM Weight (kg) Weight (lbs)Radio Solar pannel + protective bag 1 2Radio VHF portable set 1 2Sheep Skin 3 6Shovel Plastic 1 3Shovel Steel 2 5Skidoo 704Sleep kit (inc mattress bag etc) 9 20Snow Stake 2 5Spill Kit 20 L 5 10Spill Kit 209 L 24 54Survival Bag Double 24 53Survival Bag Single 12 27Table Folding Large 20 45Table Folding Medium 6 13Tent Endura Standard 86 189Tent Peg Mallet 2 4Tent Folding Polar 31 68Tent Polar Standard 31 68Tent Toilet 25 55Tent Trango 7 16Tent Vestibule long poles 41 91Tent Vestibule short poles 40 87White Gas 10L 11 25White Gas 5L 6 13


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11.9 Field Demob Tasking

• • • • • •

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152 FIELD MANUAL - APPENDICES

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11.10 Field Spill Skills20L Spill Kit Contents List

ITEM QTY Absorbency Socks (48 inch) 3 Sorbent Pads 12 Disposal Bags and Ties 2 Instruction Card

209L Spill Kit Contents List

ITEM QTYSorbent Pads 80 Sorbent Socks (1.2m) 8 Sorbent Socks (3m) 6 Sorbent Pillows 8Disposal Bags and Ties 18 Instruction Card

209L Spill kits consist of 2 blue PVC bags with matching numbers and colour labels

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12. Appendices

12.1 Fuel Container MarkingsNo containers or drums are to be used without the authority of the Engineering.

All drums (60 and 209 litres) must be clearly colour coded and all containers (4, 10 and 20 litres) must be clearly tagged to enable easy identifi cation.

• Do not rely entirely on colour code. Check the fuel before using it.

The use of the wrong fuel has caused damage to engines and can be extremely dangerous.

Red — Mogas (petrol)Red/Green — 2-stroke mixWhits Gas Sticker — White Gas Black — AN8 (diesel)

Drums and jerrycans at all outstations must also follow this coding and must not be changed.

All containers or drums are to be returned to the Engineering Supervisor. The containers or drums are to be clearly marked as to contents.

AN8AN8, the primary fuel oil used in Antarctica by both New Zealand and the United States, is an aviation fuel oil similar to diesel fuel. It has a lower sulphur content and slightly lower viscosity than diesel fuels used in New Zealand. AN8 will stain a very light green colour.

FIELD MANUAL - APPENDICES

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FIELD MANUAL - APPENDICES

MogasMotor gasoline (or petrol) has a strawberry pink stain and a more characteristic petrol smell.

12.2 Hazardous Substances

All hazardous substances must be stored in an appropriate container and hazardous cabinet or room.

All items need to be clearly labelled with:

- Event number

- Chemical name

- Quantity

- Season date

Contact Field Support or the Cargo Handler for guidance on where items need to be stored and to log the item on the Scott Base Hazardous Substances Register.

If Hazardous Goods need to be shipped/fl own back to NZ contact the Cargo Handler.

12.3 Conversion Tables

Distance:1 knot = 1 nautical mile per hour = 0.5144 metres per second1 nautical mile = 1853.2 metres = 1.15 statute miles1 statute mile = 1609.3 metres = 0.868 nautical miles1 kilometre (1000 m) = 0.621 statute mile = 0.54 nautical mile

Liquid Volume:1 US gallon = 0.83 Imperial gallon = 3.785 litres1 Imperial gallon = 1.2 US gallon = 4.545 litres1 litre = 0.246 US gallon = 0.219 Imperial gallon

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Conversion Factors: To Convert: Multiply by:

inches to millimetres 25.4millimetres to inches 0.03937inches to centimetres 2.540centimetres to inches 0.3937feet to metres 0.3048metres to feet 3.281 yards to metres 0.9144 metres to yards 1.094miles to kilometres 1.609kilometres to miles 0.6214nautical miles to kilometres 1.853 kilometres to nautical miles 0.5396statute miles to kilometres 1.6093 kilometres to statute miles 0.6213fathoms to metres 1.8288 metres to fathoms 3.2808

To Convert: Multiply by:square feet to square metres 0.0929square metres to square feet 10.76square metres to square yards 1.196square yards to square metres 0.835ounces to grams 28.35grams to ounces 0.03527pounds to grams 453.6grams to pounds 0.002205pounds to kilograms 0.4536kilograms to pounds 2.205tons to kilograms 1016.0kilograms to tons 0.0009852tons to tonnes 1.01605pints to litres 0.5682litres to gallons 0.22gallons to litres 4.546US gallons to litres 3.7878

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Documents

Field Handbook a 6 Aug 12