Part III: Antarctica and Academe - Scott Polar Research Institute

We held a long discussion before and after dinner about the relief operation,
which was very tricky and potentially dangerous at this base, particularly the
problem of getting the aircraft fuel ashore and up to the airstrip. We concluded that:
We needed a lift (swivelling jib) on the jetty to lift drums out of the scow (cargo
barge).
Ideally a second IH tractor - but there would be a serious problem landing it
under the prevailing conditions.
Replace the crane mounted on the muskeg, which was used for lifting fuel drums
onto cargo sledges or trailer, because it was unsafe.
Attempt to get in 2 yrs supply of aviation fuel, so that subsequently one full
year's supply would be available at the beginning of each flying season. At present
flying was held up initially by the need to land fuel and move it up to the airstrip.
This could best be achieved by two spaced fuel discharge operations by Bransfield
and Biscoe; by treating it as a special project in one year; by allowing adequate ship
time in the itineraries for the operation.
A major problem was the bottleneck at the tiny jetty. So, either park drums
around base (storage area is limited so, in the first year with double quantity of fuel,
two separate discharges would be essential, or attempt to get the drums straight up
onto the ice by:
a) installing winches at the top of the first slope, with a snatch block at the
bottom;
b) second stage using 'kegs or IH to the airstrip;
c) if the ground was half snow-covered and half stones (likely if the
operation were early in the season), devise a bogy to carry the sledges over the initial
stretch of bare ground, or use a trailer, with balloon tyres;
d) adequate tractor spares were essential. At present the 'kegs burned out
their clutches etc because they were overloaded, but the IH could cope easily.
(However Jim Roberts thought that the present system was adequate.)
We talked about Summer Field Operations using skidoos. Ideas that emerged
from discussion were:
Standardise on one model, preferably Valmont/Alpine twin track; its chassis was
robust and durable.
There was an excess of tractor spares (tracks, bogies, tension springs etc.)
The supply of engine spares was inadequate to maintain reliability. Supplying new
machines without good spares supply was not satisfactory.
Consider rebuilding by putting in low-revving, 4-stroke engines, British-made so
spares not a problem.
Operate 4-man, 2-skidoo, field parties, pulling two sledges each with 1,600 lb loads.
Roped together for safety - either skidoo-sledge-skidoo-sledge, or skidoo-skidoo-sledgesledge.
Provide close air support. Keep, say, 2 new skidoo engines and a mechanic at
Adelaide (by replacing a metman). If a field party couldn't handle a problem, fly in the
mechanic plus a new engine; fly out old engine for overhaul on base, where the main
stock of spares would be held. In that way achieve operational reliability.
Also give at least some field men a short course on maintenance and repair of skidoos
(at Cambridge). (This applies also to the Honda generators).
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