rebuild and operation of the wintering station neumayer iii and - AWI

REBUILD AND OPERATION OF THE
WINTERING STATION NEUMAYER III
AND
RETROGRADATION OF THE
PRESENT NEUMAYER STATION II
COMPREHENSIVE ENVIRONMENTAL EVALUATION
DRAFT
December 8, 2004
Alfred Wegener Institute
for Polar and Marine Research
Bremerhaven

Prepared by
Dietrich Enss
Polar and Civil Engineering Consultant
Achtern Barg 41
D-22885 Barsbuettel
with the support by AWI staff members
Dr. Hartwig Gernandt Matters in principle, logistics
Dr. Gert König-Langlo Meteorology, drifting snow
Dr. Alfons Eckstaller Geophysics, ice shelf dynamics
Dr. Rolf Weller Air chemistry, pollution, sampling
Dr. Joachim Plötz Biology, ecosystem
Dr. Hans Oerter Snow, ice, logistics
Dr. Saad El Naggar Power supply, IT
Jürgen Janneck Station technique
Christoph Ruholl Environmental law
External experts consulted for information and advice
Prof. Dr. Michael Schatzmann Emission distribution, immissions
Meteorological Institute
University of Hamburg
Bundesstrasse 55
D-20146 Hamburg
Prof. Dr. Roland Behrens Fuels, exhaust gas composition & treatment
University of Applied Sciences
Institute of thermal and work machines
An der Karlstadt 8
D-27568 Bremerhaven
Address for further information Comments to the draft CEE are welcome
Title picture
Alfred Wegener Institute via e-mail to Cep-Contactpoint@uba.de
for Polar and Marine Research
Prof. Dr. Heinz Miller or postal to
PO Box 120161 Federal Environmental Agency
D-27515 Bremerhaven Section I 2.4
Germany German CEP-Contactpoint
e-mail hmiller@awi-bremerhaven.de Bismarckplatz 1
14193 Berlin, Germany
Artist's view of Neumayer Station III
Composite photograph, AWI
Draft CEE Neumayer Station Rebuild - 1 -

Table of contents
1. Introduction ................................................................................................................. 5
1.1 Foreword ................................................................................................................. 5
1.2 Organisation of the report ........................................................................................ 5
1.3 Non-technical summary .......................................................................................... 6
2. Neumayer Station as scientific and logistic base for research in Antarctica .................. 8
2.1 History of the station until now ............................................................................... 8
2.2 Location .................................................................................................................. 9
2.3 Infrastructure ......................................................................................................... 10
2.4 Scientific observatories and research priorities ...................................................... 11
2.4.1 Introduction ..................................................................................................... 11
2.4.2 Present state ...................................................................................................... 12
2.4.2.1 Meteorology ..................................................................................................... 12
2.4.2.2 Air chemistry .................................................................................................... 12
2.4.2.3 Geophysics ....................................................................................................... 13
2.4.3 Future plans .......................................................................................................... 14
3. General description of the project and its scope and purpose ...................................... 14
4. Description of the existing environment .................................................................... 16
4.1 Physical characteristics ......................................................................................... 17
4.2 Biota ..................................................................................................................... 20
4.3 Past and present uses of the area ............................................................................ 22
5. Activity A Building of Neumayer Station III and future retrogradation ................... 23
5.1 General description of the planned Activity A and its time frame .......................... 23
5.2 Selection of the location ........................................................................................ 24
5.2.1 Scientific criteria ............................................................................................... 25
5.2.2 Logistic criteria ................................................................................................. 26
5.2.3 Ground conditions ............................................................................................ 26
5.2.4 Criteria of the environment ............................................................................... 28
5.2.5 Alternative locations ......................................................................................... 28
5.3 Erection of the wintering station Neumayer III (N-III) .......................................... 28
5.3.1 Description of the station building and its equipment ........................................ 28
5.3.1.1 Station building ................................................................................................ 28
5.3.1.2 Station equipment (building services) ............................................................... 30
5.3.1.3 Station building and equipment statistics ........................................................... 31
5.3.2 Transport quantities, marine and over-ice transportation ................................... 33
5.3.3 Site logistics ..................................................................................................... 35
5.3.3.1 Site layout ......................................................................................................... 35
5.3.3.2 Site camp .......................................................................................................... 36
5.3.3.3 Site equipment and plant ................................................................................... 37
5.3.3.4 Site depots ........................................................................................................ 38
5.3.3.5 Resources for site installations (site camp, office, workshop, site depot) ........... 38
5.3.4 Construction and installation works .................................................................. 39
5.3.5 Relocation of antennas, wind generator and outstations ..................................... 39
5.3.6 Time schedules and reserves to cover possible delays, estimated total
number of work shifts and total diesel fuel consumption ................................... 40
5.3.7 Alternatives for transports, station design and building method ......................... 41
5.4 Planned service life of the building and preview of the eventual dismantling ......... 44
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6. Activity B Operation of Neumayer Station III ......................................................... 45
6.1 General description of the station and its operation ................................................ 45
6.2 People at Neumayer Station III .............................................................................. 46
6.2.1 Scientific and service winterover personnel ...................................................... 46
6.2.2 Summer personnel (guests) and visitors ............................................................ 46
6.2.3 Estimated average numbers of persons and duration of stay
at Neumayer III, peak occupancy ...................................................................... 47
6.3 Provisioning logistics and annual reliefs ................................................................ 47
6.4 Fuels (POL) and other consumables ...................................................................... 47
6.5 Energy generation and distribution ........................................................................ 50
6.6 Station diesel exhaust gas after treatment .............................................................. 50
6.7 Heating and ventilation (air conditioning) ............................................................. 51
6.8 Fresh water generation and supply ........................................................................ 51
6.9 Fire protection and emergency precautions ............................................................ 52
6.10 Communications installations ................................................................................ 52
6.11 Waste management ............................................................................................... 52
6.11.1 Solid waste ....................................................................................................... 53
6.11.2 Liquid waste ..................................................................................................... 54
6.12 Vehicles and plant ................................................................................................. 54
7. Activity C Dismantling and retrograding of Neumayer Station II ............................ 56
7.1 Description of the Neumayer Station II buildings and equipment .......................... 56
7.1.1 General ............................................................................................................. 56
7.1.2 Protective tube building and accessways ........................................................... 56
7.1.3 Building installations in the tubes ..................................................................... 58
7.1.4 Garage building ................................................................................................ 59
7.1.5 Technical services installations ......................................................................... 60
7.1.6 Antennas and wind generator ............................................................................ 60
7.1.7 Outstations and other facilities .......................................................................... 61
7.2 General description of the planned activity and time frame .................................... 63
7.3 Dismantling of Neumayer Station II ...................................................................... 63
7.3.1 Site logistics ..................................................................................................... 63
7.3.2 Dismantling works and packaging .................................................................... 64
7.3.3 Relocation of outstations and antennas, remaining foundations ......................... 65
7.3.4 Over-ice and marine transportation ................................................................... 65
7.3.5 Dismantling and transport statistics ................................................................... 66
7.4 Qualitative and quantitative assessment of parts and materials remaining
in the snow ground, and justification ..................................................................... 68
7.5 Retrogradation of the dismantled parts .................................................................. 69
7.6 Work schedules, possibilities of delays and consequences ..................................... 69
7.7 Alternatives for transports and dismantling works ................................................. 69
8. Data and methods used to predict impacts of the proposed activities .......................... 71
9. Analysis of direct environmental impacts by the planned activities ............................ 72
9.1 Likely impacts on environmental assets as named in the German Act Implementing
the Environmental Protection Protocol of 22 September, 1994, Article 3, Para 4. .. 73
9.2 Compilation of emission data and other impact relevant data ................................. 73
9.2.1 Emissions from the burning of fuels .................................................................. 74
9.2.2 Other combustion by-products in the exhaust gases ........................................... 76
9.2.3 Emissions from the storage and handling of fuels .............................................. 76
9.2.4 Emissions from fire fighting equipment and from cooling plant ........................ 76
9.2.5 Usage of snow and the disposal of waste water ................................................. 77
9.3 Environmental impacts .......................................................................................... 77
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9.3.1 Effects on the air quality ................................................................................... 82
9.3.2 Effects on snow and ice .................................................................................... 83
9.3.3 Effects on the marine environment .................................................................... 83
9.3.4 Effects on areas of biological significance, on flora and fauna ........................... 84
9.3.5 Effects on climate and weather .......................................................................... 84
9.3.6 Other effects ..................................................................................................... 84
10. Unavoidable impacts of the proposed activities on environmental assets .................... 84
11. Indirect and second order impacts of the proposed activities ...................................... 85
12. Cumulative impacts ................................................................................................... 85
13. Effects on scientific research and other uses .............................................................. 86
14. Mitigation measures and monitoring of environmental impacts ................................. 86
14.1 Mitigation measures in place.................................................................................. 86
14.1.1 Training, safety and environmental protection regulations ................................ 86
14.1.2 Energy and fuel saving and emission reducing measures.................................... 87
14.2 Special measures with respect to station operation, vehicle use,
transports and construction works ......................................................................... 88
14.2.1 Emergency planning ......................................................................................... 88
14.2.2 Oil Spill Contingency Plan ................................................................................ 88
14.2.3 Emergency measures ........................................................................................ 88
14.2.4 Contamination by substances other than fuels and oils ...................................... 89
14.2.5 Keeping distance to the emperor penguin rookery and bird concentrations ........ 89
14.2.5.1 Vehicles ............................................................................................................ 89
14.2.5.2 Aircraft ............................................................................................................. 89
14.2.6 Monitoring ........................................................................................................ 91
15. Prediction of the future environment in the absence of the proposed activities ........... 92
16. Gaps in knowledge and uncertainties ......................................................................... 93
17. Follow-up reporting to the CEE ................................................................................. 95
18. Conclusions .............................................................................................................. 95
18.1 Introduction .......................................................................................................... 95
18.2 Emissions to the air and impacts on air quality ...................................................... 96
18.3 Effects on snow and ice environment .................................................................. 97
18.4 Other and combined impacts ................................................................................ 97
18.5 Summary .............................................................................................................. 98
19. Lists and references ................................................................................................... 99
19.1 List of tables ......................................................................................................... 99
19.2 List of illustrations .............................................................................................. 100
19.3 List of acronyms ................................................................................................. 102
19.4 References and sources ....................................................................................... 103
ANNEXES ................................................................................................ (behind p. 105) A0/1
ANNEX 1 Summary outline of the Emergency Manual Antarctica (AWI 2003) ................ A1/1
ANNEX 2 Summary outline of the Station Rules ............................................................... A2/1
ANNEX 3 Summary outline of the Neumayer Garbage Management Plan
and romoval of garbage from Neumayer Station 1995 – 2003 .......................... A3/1
ANNEX 4 Neumayer Overwinterer Training Courses (2004) ............................................ A4/1
ANNEX 5 Neumayer II sewage pipe retrieval works, comparison of alternatives .............. A5/1
ANNEX 6 Fuel oils specifications ..................................................................................... A6/1
ANNEX 7 Estimated air emissions from fuel combustion sources ..................................... A7/1
ANNEX 8 Calculation of exhaust gas distribution Neumayer Station III ........................... A8/1
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1. Introduction
1.1 Foreword
Throughout this study the English and German place names have been spelled as laid down in the
SCAR Composite Gazetteer of Antarctica (2004).
The three Neumayer Stations are often referred to as N-I, N-II and N-III for clear distinction. When
speaking of the Station (first letter upper case) the operational Neumayer Station is meant.
1.2 Organisation of the report
The CEE covers a number of connected activities at the German Neumayer Station and in its
vicinity over a period of 25 years. The inclusion of different activities is in line with
recommendations given in the XXIII ATCM Resolution 1(1999) on Guidelines for EIA in
Antarctica 1 . For better presentation and understanding the activities are dealt with independently,
but as they are complementary and in parts also overlapping, the environmental aspects are
considered more comprehensively.
Place, project, environment (sections 2 to 4)
In section 2 the Neumayer Station is presented as a scientific and logistic base. The project in its
entirety is then described in section 3, and the existing environment in section 4.
Activities (sections 5 to 7)
Sections 5 to 7 deal with the individual activities:
A Building of Neumayer Station III,
B Operation of Neumayer Station III, and
C Dismantling and retrogradation of Neumayer Station II.
Environmental impacts (sections 8 to 15)
The environmental impacts are investigated in sections 8 to 12. Effects on scientific research and
other uses are discussed in section 13, and section 14 deals with mitigation measures. The noactivity
alternative with a prediction of the relating future environment is described in section 15.
Conclusions (sections 16 to 18)
Concluding sections 16 through 18 contain an assessment of gaps in knowledge, a listing of
proposed follow-up reports, and the final section summing up conclusions and recommendations.
Annex
In the Annex supplementary information is collected too voluminous or detailed to be included in
the report.
Special symbols/letters
The Greek (mu) stands for "micro", so that g = microgram.
1 "Careful consideration is required to determine the full scope of the activity so that the impacts can be properly
assessed. This is necessary to avoid preparing a number of separate EIAs on actions which indicate an apparent low
impact, when in fact, taken in its entirety, the activity actually has potential for impacts of much greater significance.
This particularly common where a number of activities take place at the same site either spatially and/or temporally."
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1.3 Non-technical summary
The Comprehensive Environmental Evaluation covers three planned activities of the AWI at the
location of Neumayer Station on the Ekström Ice Shelf near Atka Ice Port and reflects an advanced
though not completely finalised planning stage:
A Building of Neumayer Station III on Ekström Ice Shelf, Antarctica,
B Year-round operation of Neumayer Station III, and
C Dismantling and retrogradation of Neumayer Station II.
The purpose and need for these activities is given on one hand by the well founded wish to
continue observations and research work at the Station and to further develop its logistic functions,
and on the other hand by the foreseeable end of operational service life of the present Neumayer
Station II.
Ekström Ice Shelf is situated at the north-eastern edge of the Weddell Sea in Dronning Maud Land
at about 71° southern latitude. The station location is near the north-eastern end of the ice shelf
with the bay in the ice front called Atka Iceport only a few kilometres away to the east. The ice
shelf at Neumayer Station is 230 m thick and moves at a rate of about 170 m/a towards the
breaking edge some 16 km away in the north. The ice coast is geographically stable because of
risings of the sea floor reaching up to the floating ice. The ice shelf has to pass these obstacles
before calving can occur.
Temperatures range between -10° C summer mean and -26° C winter mean, with extremes at +4° C
and -45° C. There is snow drift on 60 percent of all days, a main characteristic of the place. Annual
snow accumulation at the Station amounts to 80 cm. The winds are predominantly east, with a
second maximum of considerable lower velocities and frequencies for winds from west.
No terrestrial life exists in the area. The ice shelf around the Station does not support any plant or
animal life, and stray penguins or birds are very rarely observed near the Station. There is an
emperor penguin colony at Atka Ice Port during the winter, and Adélie penguins visit the bay in
early summer when the sea ice is breaking. Weddell and crabeater seals can be seen in Atka Ice
Port when ice floes are present.
At Neumayer Station research priorities are in the fields of meteorology, geophysics, and air
chemistry. In the respective observatories programmes have been carried out continuously since
March 1981. In 2003 a fourth observatory, comprising an infrasound array, has been installed at
Neumayer Station as part of the international monitoring system of the Comprehensive Nuclear-
Test-Ban Treaty Organisation. All observatory programmes at Neumayer Station are integrated
into quite a number of international monitoring networks. In the past two decades very valuable
and partly unique time series were obtained at the Station's observatories. The continuation of the
observatory programmes at the same location is therefore of great importance.
Over the years Neumayer Station has developed into a logistic centre serving scientific expeditions
and flight operations in the area of Dronning Maud Land and beyond in summer. The population at
the base varies strongly for this reason with 9 to 11 persons overwintering and often more than 40
persons at a time in summer. A considerable fleet of tracked vehicles, mobile cranes and heavy
sledges is being stationed and maintained at Neumayer.
The first station at Atka Ice Port had been erected in the 1980/81 season and started operation in
March 1981. It was an underground structure consisting of containerised building modules placed
in protective tubes assembled from corrugated steel plates. This design has certain advantages in
the rough environment of an Antarctic ice shelf, but is also subject to ever increasing loads from
snow accumulation which will inevitably lead to its destruction. The station lasted 11 years and
was replaced in 1992 by the present Neumayer Station II of basically the same design and about 7
km further south. This station is meanwhile buried under about 7 metres of snow and will only be
safe until 2009.
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A new station building, Neumayer Station III, shall therefore take its place in 2007 or 2008. It will
be built still further south to allow for movement with the ice shelf over a period of 25 years, the
planned lifetime of the new station, without getting too near to the ice shelf edge.
Neumayer Station III will be of different design compared to its predecessors. The station proper,
containing living and working space, will be two storied and placed above ground on an elevated
platform of about 82 by 20 metres. An aerodynamically shaped shell is to protect this building from
wind and to reduce snow accumulation or erosion around the base. A 26 m wide trench in the snow
under the platform, accessible via a ramp, will serve as garage and cold storage room. The trench is
covered by a flat, rigid roof in level with the snow surface. The legs or columns bearing the
platform reach through this roof, actually take also the roof load, and rest on flat foundations in the
snow of the trench floor.
The whole structure will be kept in a predetermined height in relation to the changing level of the
snow surface by help of hydraulic jacks. The trench floor must be raised and the foundations
backfilled with snow from time to time to adjust to these changes in level. The annual maintenance
works for the building will take fewer person-days than those at the previous Neumayer Stations.
Building services will be state of the art and appropriate for the conditions in a remote, selfsufficient
base. Energy conservation has not only positive effects on the environment but is also an
important economic issue. Fuel consumption and the resulting exhaust gas emissions will be kept
low by sophisticated energy management with full use of excess heat of the diesel generators and
by the inclusion - and planned extension as against N-II - of wind power. The combined waste
water will be treated and disinfected before being released to a pit in the ice.
The erection works are planned for two seasons, with an option for early finishing within one
season, and with the possibility of delays causing a construction period extended by another
season. The works require the temporary installation of a site camp for about 40 persons.
Transports of plant, parts and materials will be by ship, while most of the construction personnel
will arrive and leave by air.
Moving from N-II to N-III will take place only when the new station is fully operational in order to
have the least possible impairment of the scientific works. This means in turn that the dismantling
of Neumayer Station II, a requirement of the Environmental Protocol, can only start after
Neumayer Station III has been commissioned.
An assessment is made in this CEE on the proper and environmentally friendly end-of-lifetimeremoval
of N-II. The CEE is comparing impacts by removal works with impacts to be expected
when leaving these parts in Antarctica, and proposes retrogradation along these findings. Thereby
the steel tubes would be left in the ice - and eventually in the ocean - along with some smaller
objects, all described and listed in the CEE. Installations from within the tubes will completely be
dismantled and taken out of the Antarctic Treaty Area for disposal or recycling.
The removal of Neumayer Station III from Antarctica at the end of its operational lifetime and the
associated impacts are also considered in the CEE, and the design of N-III has been heavily
affected by the requirement of complete retrogradation.
The impacts on the environment by all three activities are separately assessed in the CEE, but
viewed in combination for effect. The principles laid out in the Guidelines for Environmental
Impact Assessment in Antarctica (CEP 2002) were followed to keep in line with other CEEs.
Mitigation measures and monitoring are investigated and described, and possible cumulative
impacts taken into account. Where possible, alternatives to the planned activities or details thereof
have been included in the evaluation, and the probable effects of non-activity alternatives are
described.
A number of unavoidable impacts have been identified, mainly connected with the burning of
fuels, and mitigating measures will predominantly be directed to minimise them.
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The CEE shows that no harmful or lasting effects to the environment are to be expected by the
planned activities. All identified impacts belong to the low or medium categories by the established
standards and may be considered to be of less than minor, minor or transitory character. An
exception from this characterisation and the classification "high" has only been made with regard to
the duration of some of the impacts, e.g. when considering the inclusion of treated and disinfected
waste water in the ice shelf and its eventual release to the sea after a longer time span from now (cf.
tables 9.6 ff).
The impacts on the environment generated by the "non-continuous" activities like erection and
retrogradation of the Station are of similar or lower intensity than those by one year of operation of
the Station. Noticeable cumulative effects are not to be expected.
Transports of materials and personnel by ship and aircraft to Antarctica and back have been
included in the evaluation as far as taking place in the Antarctic Treaty Area. The exhaust byproducts
emitted by ships and aircraft are considerable when compared with the total emissions
released by the connected activities, but due to the distribution over the lengths of the respective
routes the impacts are small.
Technological change and improvements in fuel qualities will have a positive effect on the
environmental effects generated by the Neumayer Station III operation planned to go on until 2032
or longer.
Uncertainties associated with this CEE, mainly due to uncompleted planning, have been identified
and evaluated for possible effects on the environment. It is not to be expected that any changes of
plans will be made having impacts on the environment that differ from those described in the CEE.
2. Neumayer Station as scientific and logistic base
for research in Antarctica
2.1 History of the station until now
Polar research in the Federal Republic of Germany was given a central institution for the control
and performance of essential scientific tasks in the polar regions by the foundation of the Alfred
Wegener Institute for Polar and Marine Research (AWI) in 1980. The aim to fulfil the pretensions
of Antarctic research by installing a scientific base and to reach consultative status in the Antarctic
Treaty community has been achieved 1981. The "Georg von Neumayer Station", an under-snow
tube facility, was finished in March 1981 and commissioned right away.
The lifetime of underground buildings in snow is limited. When the deformation of the steel tubes
became apparent which were detrimental to the safe use of the base for any prolonged time
interval, the replacement Neumayer Station II was built in the season 1991/92 at a distance of about
7 km and opened for operation in February 1992. This station again was designed as underground
steel tube building. The service life of this station will probably last 15 or 16 years. The station is at
present (2004) in its 13th year of existence.
The steel tubes of the abandoned Georg von Neumayer Station (N-I), meanwhile in considerable
depth under the snow surface, were in the 1992/93 season completely cleared of all inner
construction and installations, and all parts were removed from Antarctica and made available for
recycling or deposed of in conformity with the current waste management regulations. The
retrogradation works and their impact on the environment have been described in a voluntary IEE
(AWI 1981).
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2.2 Location
For the choice of a location for the station scientific pre-requisites and a good accessibility by ship
were decisive. A number of predetermined locations in the area of the eastern and southern
Weddell Sea were inspected during an advance expedition in the season of 1979/80. The station
was eventually built on the Ekström Ice Shelf (70°37' S, 8°22'W) at the Atka Iceport near to the
north-eastern margin of the Weddell Sea.
The location is especially suitable for the following factors
− All-year operation on the ice shelf is practicable, and good access ways exist to the sea ice
and to the interior of Dronning Maud Land.
− Approaches by ship are comparably easy due to the Weddell Polynya extending in front of
the ice coast. The fast ice in the Atka Iceport as well as the relatively low ice shelf edge at
the western side of the bay offer excellent berthing and loading opportunities.
− The distances between Neumayer Station and the neighbouring stations SANAE and
Novolazarevskaya in the east and Halley in the south allow non-stop flights with fixed
wing aircraft.
− Several areas of the ice shelf near Neumayer are grounded. The edge of the ice shelf north
of Neumayer and long stretches of the edge forming Atka Iceport are resting on sea
ground, clearly visible as ice rises. These ice coasts do not change position, and the flow
velocity if the ice shelf is low. The site can therefore be chosen near to the edge, leading to
short supply routes over the ice.
Fig. 2-1 and 2-2 Ship loading operations at the ice shelf edge and at the sea ice edge
Fig. 2-3 German polar aircraft at Neumayer Fig. 2-4 DROMLAN airfield at Novolazarevskaya
The second (present) Neumayer Station has been built about 7 km south of the first station (Plötz
1991, Enss 1992), and Neumayer Station III will again be erected a few kilometres farther to the
south (cf. map fig. 5-3).
Draft CEE Neumayer Station Rebuild - 9 -

2.3 Infrastructure
Nine to eleven people of both sexes will find accommodation and working facilities at the
Neumayer Station III. The annually changing wintering complement at Neumayer until now
usually consisted of:
9 Persons in total, among them
4 Scientists (main research areas: meteorology, geophysics, air chemistry),
1 Station engineer (often a ship's engineer),
1 Electrical engineer / Electrician,
1 Electronics expert / IT-engineer,
1 Cook,
1 Physician, normally also station leader.
This composition represents a very advantageous relation between science-orientated and
technical/logistical support staff which is probably achieved at few other Antarctic stations only.
Even with six scientists at the station the number of support personnel needs not to be increased. It
is possible to get along with so few support staff because Neumayer Station has a high quality
standard with regard to construction, equipment and safety which is regularly checked by experts,
and because adequate pertinent professional expertise is required of the personnel selected. No
prolonged times of briefing are needed for the newcomers at the base, therefore, working in parallel
with the old crew during parts of the season is sufficient. During such transition times two people
each are accommodated in the sleeping rooms.
The summer guests, whose number in recent years has continuously grown to meanwhile more
than 40 persons at times, make use of the station as their base for a couple of days or weeks or as
stop-over camp for their seasonal work in the area. At present they are accommodated in tents or
huts on skids right next to the station, get power via cable or by mobile generators from the station,
are provided with meals from the station kitchen, and make use of the sanitary facilities of the
station. The disturbances of the scientific and technical operation of the station due to such
comprehensive support activities are considerable, especially since the present station is not
manned and not designed for such tasks. For these reasons the integration of a sufficient number of
accommodation and facilities in the station building for summer guests is planned at the new
Neumayer Station III. Tourists are extremely rare at Neumayer Station, and no encouragement or
logistic support is given for tourist day visits.
Three to ten specialists, who must be counted under summer personnel as well, have so far been
employed annually or every other year during the season with the necessary adjustments of the
buildings and outside installations to the accumulated snowfall, and with major repair works or
scheduled exchanges of machinery. At the new station the efforts for these works shall be reduced
by help of a different design and higher mechanisation, so that the annual tasks can be executed at
least partly by the wintering crew.
All wintering personnel have to get through a comprehensive training programme (cf. section
14.1.1). Also all participants of summer activities travelling under AWI permission to Neumayer
Station are instructed as seems adequate. Moreover must all people mentioned above take part in a
seminar on environmental protection and on the pertinent laws and regulations.
Aside of the work at the scientific observatories of the station, its function as logistic basis has
priority. Research work extends increasingly also to the wider surroundings of the base and
requires travel of several days duration with tracked vehicles to the respective observation posts or
measuring stations.
In summer Neumayer Station serves as stop-over and resupply base for German and international
expeditions and is approached to this end as well by ships as by small aircraft (e.g. Dornier DO228,
De Havilland Twin Otter DHC-6) with STOL capacity. A 1,000 m long and 60 m wide snow
runway marked by standard entry signals and side markers is being maintained north-westerly of
Draft CEE Neumayer Station Rebuild - 10 -

the Station in summer. Weather forecasting and flight weather advice for a wider area is provided
by the meteorologists at the station. Neumayer is thus an important base within the Dronning Maud
Land Air Network (DROMLAN). A container workshop for the planes is available on the snow
and is planned to be placed inside the weather-protected garage space at Neumayer Station III.
The plant pool at Neumayer Station is suitable for the tasks described. Besides some 11 tracked
transport and towing vehicles and about 30 Aalener sledges carrying up to 20 tons there are craneequipped
vehicles, snow blowers and mobile generating plant (compare list of major plant 6-4).
Neumayer Station has a small, well equipped hospital for the primary care of illness and accident
injuries. Neumayer Station also often serves as control post for rescue operations in the region,
which includes the polar seas North and West of Neumayer, because the necessary communication
infrastructure is available here. While in the area the two Dornier DO 228 aircraft provide the AWI
with an Antarctic search and rescue (SAR) capability. Equipment and personnel for the fighting of
and remedial action against environmental damage occurring at the station or its near vicinity are
on hand at Neumayer Station.
Communication capabilities have reached a high standard due to the technical progress in the last
years. Apart from the short wave and flight radio, and from the VHF-radio needed for short
distances, above all the transmission capacities via satellite must be mentioned. Neumayer, because
of its location at a not too extreme latitude, is able to use the stationary satellites at the equator and
can rely - beside of the common INMARSAT and similar services - on a permanent satellite link
(IntelSat 901) and use its upper band width for data transmission at a rate of 128 KB/s.
2.4 Scientific observatories and research priorities
2.4.1 Introduction
Since March 1981 meteorological, geophysical and air chemistry observatory programmes have
been carried out continuously at Neumayer Station, also throughout the move from N-I to N-II in
1992. Meanwhile similar observatory programmes have been also started in the Arctic at Koldewey
Station in Svalbard. Hereby it has been possible now for many years to compare directly special
atmospheric effects in both polar regions, in Antarctica and in the Arctic.
All observatory programmes at Neumayer Station are integrated into quite a number of
international monitoring networks. The results of these long term observations are disseminated to
international data centers on a regular schedule, and they are an important contribution to a better
understanding of recent regional and global climatic changes, especially in polar regions. In
geophysics, seismological observations allow a special look at the regional seismic activities, and
geomagnetic measurements contribute to the examination of temporal fluctuations in the Earth's
magnetic field, not only on a global scale but also on a regional one.
Recordings from Neumayer Station are frequently used as a reference basis by other stations or in
related investigations. And often the three observatories at Neumayer Station are referred to as
model observatories for other bases in Antarctica 2 .
In 2003 an infrasound array has been installed near Neumayer Station as part of the international
monitoring system (IMS) of the Comprehensive Nuclear-Test-Ban Treaty Organisation (CTBTO).
2 "Neumayer is a model contributor to many of these long-term monitoring programmes, in particular to the surface
and upper-air GSN and GUAN. The routine ozonesonde programme is one of the few on the continent. Although
costly to maintain, the value of such programmes increases with their length of record and Neumayer must be regarded
as one of the prime baseline stations for the detection of climate change." Jonathan Franklin, BAS, Cambridge, 2003
Feb 13.
"The Georg-von-Neumayer-Station has special significance beyond the networks as air chemistry observatory, because
it was here, where for the first time, in 1983, an almost complete series of trace gas measurements has been begun,
which is meanwhile being copied elsewhere and which has detected global trends in the 'cleanest corner' ". Prof. Dr.
Hartmut Grassl, Max Planck Institute for Meteorology, Hamburg, 2003 April 30 (translated).
Draft CEE Neumayer Station Rebuild - 11 -

2.4.2 Present state
2.4.2.1 Meteorology
The meteorological observatory of Neumayer is designed as a radiation and climate monitoring
station and represents an integral part of many international networks, mostly associated with the
World Meteorological Organization (www.awi-bremerhaven.de/MET/Neumayer/met.html). With
the continuously performed 3-hourly synoptic observations (Global Surface Network, GSN) and
the daily upper air soundings (Global Upper Air Network, GUAN) Neumayer helps to close
significant gaps in the global weather observing network (GTS, Global Telecommunication
System). This increases the precision of the weather analyses and weather forecasts, mandatory to
support field experiments in the whole Dronning Maud Land and the interpretation of ice core
results. The surface radiation measurements are part of the Baseline Surface Radiation Network
(BSRN) to monitor changes in the Earth’s radiation budget and to validate satellite measurements
as well as numerical climate models. Neumayer's geographical position below the so called "ozone
hole" makes the weekly ozone profiling with radio sondes extremely important within the network
for the detection of stratospheric change (NDSC). The time series Neumayer/Forster is the longest
of all continuously performed ozone soundings in Antarctica and contributes significantly to the
understanding of the stratospheric ozone depletion.
Although the meteorological observatory of Neumayer is focussed on long-term measurements, it
is additionally used for temporal experiments. The latest experiment in this respect have been the
"Quantitative Understanding of Ozone Losses by Bipolar Investigations" (Quobi).
Current weather data of the whole region are available at Neumayer without delay via a permanent
satellite data-link. Additionally, high resolution satellite pictures from the NOAA and DMSP
satellites are received directly at Neumayer more than 10 times a day. Neumayer is used for these
reasons as the forecast centre of the Dronning Maud Land during the summer field seasons.
2.4.2.2 Air chemistry
The air chemistry observatory (www.awi-bremerhaven.de/GPH/SPUSO.html) at Neumayer Station
was the first of its kind in Antarctica where a unique and comprehensive research programme has
been established. From 1983 onwards an outstanding continuous trace compound record is
available. Meanwhile this convincing research concept and the strict realisation of contamination
free sampling has been frequently adopted (e.g. CASLAB at Halley Station, U.K.). As a
consequence, several comparable observatories have now been set up in Antarctica enabling the
documentation of the changing composition of the atmosphere on a continental or even global scale
(e.g. Stations Halley, Dumont d'Urville, Mawson, Palmer).
Due to the fact that continental Antarctica is largely free of trace compound sources, aerosols and
trace gases measured at Neumayer mainly originate from the marine boundary layer of the southern
Atlantic or are advected by long range transport via the free troposphere. Hence, the measured trace
compounds are representative for the local marine boundary layer as well as for the remote
southern hemisphere. Given that the impact of local pollution is negligible, trend measurements
document the global impact of civilisation on the atmospheric burden of long lived trace
compounds like greenhouse gases. The air-chemistry observatory at Neumayer, in close
cooperation with the meteorological observatory, therefore constitutes a significant part of the
Global Atmospheric Watch (GAW) Network. Neumayer covers a wide range of GAW type
measurements (aerosol, greenhouse gas, meteo, ozone, radio nuclide, solar radiation). Many of
these ongoing measurements were started more than 20 years ago. Further information can be
gathered at www.empa.ch/gaw/gawsis/default.asp.
The established research programme opens new potentialities to assess atmospheric circulation in
the southern hemisphere, source regions, and variability of bio-geochemical source strengths like
Draft CEE Neumayer Station Rebuild - 12 -

the bioproductivity of the southern Atlantic. In addition, photochemical and deposition processes
within the polar atmospheric boundary layer as well as the physico-chemical interaction of the firnatmosphere
interface are addressed. Finally, in combination with the meteorological observatory
the research programme is particularly dedicated to contribute to the interpretation of trace
compound profiles retrieved from Antarctic ice cores. On the other hand the research programme is
flexibly designed so that new analytical methods and current problems in air chemistry can be
swiftly integrated.
2.4.2.3 Geophysics
The geophysical observatory programme at Neumayer Station started in 1982, one year after the
base had been built. Since the early beginning the two main research topics have been seismology
and geomagnetism. Some other long term observations completed the observatory programme, for
example measurements of tidal gravity changes or experiments to determine the melting rate at the
bottom of the ice shelf. After Neumayer I had to be abandoned in 1992 the observatory programme
was continued almost unchanged and without major interruptions at Neumayer II. Some of the
instruments and the computing facilities at the base were modernised, however, and successively
improved in the following years. Now data processing and evaluation can be carried out on a fast
regular schedule. This allows a quick dissemination of the obtained results to data centers for
integration into international networks. Detailed information about the geophysical observatory
will be found at www.awi-bremerhaven.de/Geosystem/Observatory/index.html.
The geophysical observatory at Neumayer Station fills a large gap within the international
geophysical monitoring network in the southern hemisphere. This is true for both seismological
and earth-magnetic observations. Data were initially distributed to international agencies on daily
and monthly schedules. Using the broader band width of the permanent satellite link, which is
available since May 2003 with a 128 KB/s transmission rate, all recorded data are now available
online to the international scientific community. This further increases the importance of the
observatory within the international monitoring network.
Geomagnetic recordings from the southern hemisphere are very important for the calculation of
regional and global geomagnetic reference fields (IGRF, International Geomagnetic Reference
Field). The nearest neighbouring stations reporting magnetic data are very far away from
Neumayer Station. Thus, especially for the calculation of a regional magnetic reference field and
its time dependent variations, Neumayer recordings are of great importance.
Seismological observations were largely improved in February 1997 with the installation of a small
aperture, short period detection array 44 km away from the base at the Halvfar Ryggen ice rise. It is
the first almost continuously operating seismological array of this kind in Antarctica. Together with
another remote seismological station, 83 km south-east of the base at Søråsen ice rise, this
seismological network forms a powerful seismic antenna for the detection and localisation of
regional earthquakes. The high and outstanding detection capabilities are further improved by the
inclusion in 1997 of broad band recordings from the South African base SANAE IV. Since that
time the number of detected local and regional events increased substantially (more than 2000 until
today). These events, both icequakes and tectonic earthquakes, were too weak to be recorded at
other stations. The results obtained indicate that Antarctica is not aseismic as is widely believed.
There is a distinct seismic active zone east of SANAE IV in the area of the Jutul Penck Graben for
instance. Another region showing relative high seismic activity is west and north-west of
Neumayer Station, offshore of Cape Norvegia and almost all along the continental margin. It is
believed that this seismicity may result from a post-glacial rebound of the Antarctic continent due
to a much higher glaciation of Antarctica some thousand years ago.
Recordings from Neumayer Station and SANAE are very important also in the global framework
of seismological stations, however, especially to improve detection capabilities of earthquakes in
Draft CEE Neumayer Station Rebuild - 13 -

the southern hemisphere. In addition to these observations, detailed investigations of local
earthquakes are carried out with the help of outstations up to 80 kilometres away.
A major innovation took place in the summer season 2002/2003 with the installation of the
infrasound array IS27DE near Neumayer Station. This infrasound recording station is integrated
into the international monitoring system (IMS) of the Comprehensive Test Ban Treaty
Organisation (CTBTO). IS27DE station is an element of the participation of the Federal Republic
of Germany in controlling the adherence to the international nuclear test stop treaty by the CTBTO.
There is a contractual liability to keep IS27DE in operation over the next years. IS27DE is one of
altogether four infrasound recording stations in Antarctica. The array has been installed in
cooperation with the Federal Institute for Geosciences and Natural Resources, Hannover (BGR).
Recordings are transmitted via Neumayer Station's satellite link to BGR and to CTBTO, Vienna,
and may be used for scientific investigations as well.
2.4.3 Future plans
In the past two decades very valuable and partly unique time series were obtained at Neumayer
Station's observatories. The continuation of the observatory programmes at the same location is
therefore of great importance. According to our present understanding, possible climatic changes
are more distinct and can earlier be detected in polar regions as compared to areas at lower
latitudes. The meteorological and air chemistry observatories at Neumayer might thus be regarded
as climatic early-warning systems. And they will additionally increase our knowledge about
regional and global processes in the atmosphere. In geophysics, the long term observations reveal
some more detailed insight in the regional seismicity and recent tectonic processes, and
geomagnetic measurements will contribute to a better understanding of the Earth's magnetic field
and how it varies with time.
The intention therefore is to keep the observatories operational in future and to increase their
potential by wider usage of the data, by constant technical improvement and by enhancing the
integration into global networks.
3. General description of the project and its scope and purpose
The basic part of the project is the rebuild, maintenance and operation of Neumayer Station on the
Ekström Ice Shelf as a scientific and logistic base in Antarctica. Associate parts are the
retrogradation of the old base Neumayer Station II once the new station is commissioned, and (a
preview of) the eventual dismantling and removal from Antarctica of the new station Neumayer III
when its service life will have ended in not less than 25 years.
The design of Neumayer III is keyed to prolong the lifetime of the structures so that renewal
intervals get longer, and takes into account that all structures should remain accessible for
dismantling and removal. The location of the new station is envisaged only about five to eight
kilometres away from the old station.
The station building will consist of a roofed trench with snow walls and snow floor of about 2,130
square metres and 6.5 metres depth to be used for garage and storage, and a windshielded, elevated
platform on legs housing the two-storied working and accommodation building proper of the
station comprising some 1,640 square metres of useable, air conditioned area.
Erection works of the station are planned for the summer of 2006/07. If the ice and/or weather
conditions do not allow the timely completion of the new station the works will be finished in the
following season. All materials and parts will be brought by ships, while construction personnel
will travel partly by ship and partly by air. Transports between ship's landing place at the ice edge
and the site over a distance of about 20 km will be carried out by help of tracked vehicles and
Draft CEE Neumayer Station Rebuild - 14 -

sledges available at Neumayer Station. A construction camp to house the erection personnel must
be set up for the construction time adjacent to the site.
Table 3-1 Time schedule for planned activities
Year 2005 2006 2007 2008 2009 2010 2011
Activity Season w s w s w s w s w s w s w s
N-II Operation
A N-III Transports
A N-III Erection
B N-III Operation
C N-II Dismantling
C N-II Removal transports
A N-III Retrogradation > 2033
Meaning of shading
Most probable schedule, no delays
Earliest start/latest completion
The services installations of the new station are state of the art with special regard for economy,
low maintenance requirements and least possible harmful emissions. The station is designed for the
integration of wind power at later stages. All heating and water production energy will be gained
from the excess heat of the diesel engines or from renewable energy sources. Like in Neumayer
Station II a waste water treatment plant will be installed.
After the new station has started operation the old Neumayer Station II will be dismantled and parts
be taken out of Antarctica. The station is housed in steel tubes deeply submerged in the snow
which will be left because the removal would not be only dangerous but also have more negative
impact on the environment than the eventual sinking of the steel tubes to the sea floor.
The overwintering crew of Neumayer Station III will only be 9 to 11 people, but during the season
many more people on various expeditions will use Neumayer as their intermediate base for days or
weeks at the same time. Besides 11 change-over winter crew up to 36 summer guests can then be
accommodated in the station, and if need be additional facilities on the ice will be made available.
The prime task of the station is the research and monitoring work done at the four scientific
observatories. Logistic functions and tasks of the base have grown enormously in the past years
and may well further increase in future. Neumayer Station maintains a large fleet of snow vehicles
and sledges and a landing strip and workshop for small, fixed wing aircraft.
The project is justified by the fundamental scientific interest to continue operation of the
observatories and to guarantee prolonged, uninterrupted time series of high data quality from the
same geographic location. Although automation of measurements has grown in the last two
decades and will continue to increase in future, a minimum of staff will be required for servicing
the highly sophisticated equipment at any time. Further improvements in data acquisition will
provide chances to carry out additional scientific programmes (e.g. biological or glaciological
programmes, ionospheric research etc) without undue increase in personnel.
The size of the station is determined by the space requirements of the observatories and the staff,
here increasingly and because of the large numbers of the summer personnel, and by the ever
increasing demand for weather protected storage room. The growing scope, variety and duration of
summer activities strongly influences the work schedules at the station.
Finally, the keeping of the station building on level with the snow surface is a major task to be
carried out each year. The works connected with the adjustments to the ever rising snow level
Draft CEE Neumayer Station Rebuild - 15 -

(extension of shafts and accessways, replacing or raising of huts and masts in the surrounding area,
jacking of structures, landscaping against snowtails and snow blocking around station facilities,
etc.) were started in the past when the first visitors had arrived. At the new station Neumayer III,
due to the sustainable design strategy applied to various design measures, these works will be of
considerably smaller scale, and will be carried out partly by the wintering crew outside the activityfilled
summer time. The necessity of having a year-round presence of personnel at Neumayer
Station III is clearly evident under these circumstances.
4. Description of the existing environment
The area around Neumayer Station on the Ekström Ice Shelf is characterised by the coast-like
feature of an ice shelf edge in the South Polar Sea typical for large lengths of the Antarctic
coastline at latitudes between 65 and 75 degrees South. The station location is near the northeastern
and northern end of the ice shelf which is delimited here by a more or less permanent, about
16 kilometres deep and 16 kilometres wide indentation in the ice front called Atka Iceport only a
few kilometres away to the east, and which narrows out to the north forming a distinct "neck of
ice" between the Bay and the Weddell Sea extending to the west and south-west.
Fig. 4-1 Dronning Maud Land from Neumayer to SANAE Station
In the vicinity of the Station there are no Specially Protected Areas under the Antarctic Treaty. The
nearest is the Svarthamaren (Mühlig-Hofmannfjella, ASPA No. 142), an ice free area 496 km
distant in the ESE. The nearest ice free rock is the 220 m high Boreas Nunatak over 117 km away
in the SSE (see marking on the satellite picture), and there are no ice free mountain ranges nearer
than 250 km.
Draft CEE Neumayer Station Rebuild - 16 -

4.1 Physical characteristics
Ekström Ice Shelf with an area of 8.700 km 2 is small when compared with the major ice shelves
Ross and Filchner/Ronne in the south. At the Neumayer Station the ice shelf is conspicuously
protruding to the north in direction of the general flow in the area with a geographically stable
breaking edge. This particular feature is due to risings of the sea floor reaching higher than the
underside of the ice shelf which, when floating free, is immersed down to 210 m depth here. The
ice of the shelf is being shoved over these underwater obstacles by the ice flow, forming ice rises or
ice rumples with heavily crevassed surfaces. Ice or even icebergs cannot break off from the ice
shelf before the risings have been passed over, but ice is steadily breaking away behind the risings
because of the fissured state of the ice.
Fig. 4-2 Satellite picture Neumayer Station area with fast ice in Atka Iceport
Figs. 4-3 and 4-4 Inlets east of Neumayer Station and ice rise at southern end of Atka Ice Port
Draft CEE Neumayer Station Rebuild - 17 -

Another characteristic feature of the ice shelf near Neumayer are the deep and narrow inlets in the
ice front to the east of Neumayer at the western side of the bay. They are believed to be generated
when the northward flowing ice is forced to round the western end of the rise (depicted on figs. 4-4
and 4-5), whereby large shear forces lead to the characteristic fractures. The fractured ice edge is
then pushed towards north by the general ice shelf movement.
The inlets at the ice edge north of Neumayer are partly formed by similar processes and partly by
ice spreading out when no longer constrained at both sides.
Fig. 4-5 Ice rounding the rise at the
SW-corner of Atka Ice Port
The area around the station is almost entirely
flat with the typical sastrugi surface structure
caused by wind. At the station the elevation
above mean sea level is around 25 m, and the
thickness of the ice shelf is 230 m. The ice
flows at a rate of 150 to 200 m/year towards
north in the area of the station.
Atka Iceport and the adjacent continental
shelf waters are under the influence of a
strong coastal current which, as a branch of
the East Wind Drift, enters the Weddell Sea from the east and flows southward. The bay is flanked
by floating or grounded ice shelf with up to 20 m high cliff-like edges. The continental shelf is only
about 5 km wide and ranges in water depths from 100 to 500 m. Water depths increase rapidly to
1,000 m beyond that. Submarine contours in the inner part of the bay are characterised by a steep
canyon of 275 m depth. The sea bottom is covered with glacial mud, and extends to unknown
distances under the floating ice shelf. No coastal area in its proper sense with shallow water zones,
sandy gravel beaches or rocky cliffs exists in Atka Iceport or elsewhere along the east coast.
The Weddell Sea in the west extends south to 78 °S. Along the eastern coast the continental shelf is
narrow, with a maximum extension of about 90 km. Typical water depth is 200 to 500 m.
Shallower areas are mostly covered by the continental ice sheet with high ice cliffs forming the
coast-line of the eastern and southern part of the Weddell Sea. The shelf edge lies in 500 to 800 m
water depth. As part of the Weddell Gyre, a strong current flows southward along the eastern coast.
Between March and December of each year the sea at the foot of the ice cliffs freezes and fast-ice
extends westwards to the pack-ice region of the central Weddell Sea.
The sea ice in Atka Iceport because of the protected situation forms a bit earlier (late February) and
breaks up a bit later (December) than the ice in the adjacent waters, so that the bay is covered for
most of the year with fast-ice reaching a thickness of about 2 m or more by late winter. Icebergs
quite often run aground in the bay, and some of them remain there for years before breaking up and
moving on. Drifting snow is building natural though steep ramps from sea ice to ice shelf surfaces
at many places when it is deposited in the calm zones of the ice edge.
A polynya is formed in front of Atka Iceport and the ice shelf front in the north of Neumayer at
irregular intervals of a few days under the action of intermittent catabatic winds which are
accelerated at the ice cliffs and blow strongly down from there. Another polynya of different extent
(oval shaped and about 300 nautical miles across) and cause (upwelling water), named Weddell
Polynya, is more or less regularly appearing in the sea or pack ice about 500 nautical miles northeast
of Atka Iceport allowing easier navigation than elsewhere around (see figs. 4-6, 4-7).
There is a distinct semi-diurnal tide at the ice coast with an average range of 1.2 m, being followed
by the ice shelf where not resting on sea-bottom risings. Tidal currents accordingly reach far under
Draft CEE Neumayer Station Rebuild - 18 -

the ice shelf and have been directly measured at Neumayer through holes in the ice. Mean seasurface
temperatures are close to freezing point throughout the year.
Figs. 4-6 and 4-7 Coastal polynya near Neumayer and Weddell Polynya
The weather around Neumayer Station is strongly influenced by cyclone activities (König 1985).
Most of the cyclones move eastward north of the station, which is the main cause for frequent
blizzards from easterly directions. Winds from the north are rare, while winds from the south are
quite common. Without exception they are weak and occur only under stable weather conditions.
They are derived from local downslope currents of cold air near the ground.
Weather conditions at Neumayer Station
Air temperatures (Gube-Lehnhard 1987, and various later sources):
Annual mean -16.1 °C
August mean -24.9 °C (coldest month)
January mean -4.1 °C (warmest month)
Minimum -47.3 °C
Maximum + 4.5 °C
Summer season -23.0 °C to +1.2 °C (mean min to max 15.12.-10.03)
Wind velocities and snow drift (König 1985, and various later sources):
Annual mean 9.1 m/s
Maximum 36.5 m/s (max 10 minutes mean, FF10)
Maximum 39.9 m/s (max 1 minute mean)
Maximum gust 50.0 m/s
Days of snow drift 60 %
Figs. 4-8 and 4-9 Wind distribution and drifting snow occurrence at Neumayer
Draft CEE Neumayer Station Rebuild - 19 -

Main results from wind spectra can be seen on the distribution graph 4-8. The overwhelming
portion of easterly winds and storms is apparent. Drifting snow at Neumayer appears as blowing
snow at wind velocities around 5 m/s and becomes very distinct as drifting snow in the
meteorologist's term "grade 4 drift" at 10 m/s.
The snow accumulation rate varies strongly over shorter periods and amounts to 70 to 80 cm of
snow or 320 kg/m 2 per year at undisturbed areas near Neumayer Station (Oerter 2003, Schlosser et
al. 1999). A separation into the precipitation, evaporation and drift snow contributions is difficult
and has so far not been investigated. The disturbances by tracks in the snow and obstacles in the
station vicinity cause slightly higher accumulation rates here. Snow accumulation has been
measured at Neumayer since 1982, and the records show varying multi-year trends, possibly
superposed by other trends of even longer periods not yet clearly determined. These results
excellently demonstrate the need for continuous and long-term observations.
Figs. 4-10 and 4-11 Variations in monthly and annual snow accumulation at Neumayer
and at stake array 10 km south of Neumayer ("Süd")
4.2 Biota
Due to the difficult ice conditions and sizes of fish and krill stocks not yet well established the
Weddell Sea shelves are not exploited by man, and thus represent a virgin state ecosystem of the
high Antarctic. To study the present status and the seasonal and year-to-year variations of the
Weddell Sea coastal system and its interactions with the oceanic gyre, regular seagoing operations
were realised by Germany since the austral summer 1979/80.
The shelf system of the eastern Weddell Sea shows a diverse and abundant benthic community
which is particularly rich in echinoderms and detritophage sponges. More than 50 species of
demersal fish have been reported. In terms of biomass the principal species on the eastern shelf are
the channichthyids Chionodraco myersi and Chionodraco hamatus, and the nototheniids
Trematomus eulepidotus and Trematomus lepidorhinus (Ekau 1990). The herring-like midwater
fish Pleuragramma antarcticum is the central species in the pelagic system of these areas,
apparently more abundant here than elsewhere in the Southern Ocean (Hubold 1984).
During the break-up of sea-ice in early summer large numbers of marine mammals and birds
migrate into the shelf waters of the eastern Weddell Sea. When fast sea ice forms again they leave
the vicinity of the coast for wintering in oceanic pack-ice regions. Winter aggregations of crabeater
seals (Lobodon carcinophagus) and Adélie penguins (Pygoscelis adeliae) have been found in the
north-eastern Weddell Sea pack-ice, about 700 km north of the continental margin (Plötz et al.
1991). The obvious differences in the seasonal abundance and distribution patterns of these top
predators may be related to the annual cycle of their principal food, the shrimplike krill Euphausia
Draft CEE Neumayer Station Rebuild - 20 -

superba . Krill swarms, forming an unlimited food reserve in the seasonal pack-ice zone of the East
Wind Drift, only appear temporarily in the coastal shelf waters of the eastern Weddell Sea, where
they feed in patches of phytoplankton blooms during the short period of ice break-up in summer.
And there is little reason to doubt that in winter the bulk of the krill population moves into the
oceanic pack-ice habitat, where it is associated with the ice algae community (Smetacek et al.
1991). The specialised krill-feeding mammals and birds are scarce at the east coast during winter,
therefore, while the opportunistically feeding Weddell seal (Leptonychotes weddellii) and emperor
penguin (Aptenodytes forsteri) show strong affinities to the coastal shelf waters throughout the
year.
Marine biota of Atka Iceport have not been studied in detail but are expected to show, on a small
scale, similarity to important features of the eastern Weddell Sea shelf areas which are all under the
influence of the East Wind Drift.
The wind-sheltered fast sea ice at the foot of the ice cliffs provides ideal breeding sites for emperor
penguins and Weddell seals. Even under conditions of maximum ice cover during winter the
animals have easy access to the open sea at the wide mouth of Atka Iceport because of the presence
of the pronounced polynya along the ice coast described above. In December each year, when the
sea ice in the bay breaks off close to the ice cliffs where weakened by tide cracks, the resting sites
of seals and penguins are destroyed, and the animals are compelled to move elsewhere.
Figs. 4-12 and 4-13 Emperor penguin colony at Atka Ice Port in early December
At Atka Iceport seals are common. During spring they return to traditional pupping sites in fast-ice
areas close to the ice cliffs, where the above mentioned perennial cracks provide access to the
water. According to observations made by the overwintering crews of "Georg von Neumayer", the
whelping season lasts from late September to early November, and the pups are weaned at the age
of 6 weeks. Emperor penguins are the most abundant birds in Atka Iceport. Adults assemble at the
traditional breeding sites for courtship and pairing in April and May. Single eggs are laid in late
May and early June, and the males incubate alone for about 9 weeks throughout the winter months
June and July. Chicks are hatched in late July and early August, and after a 5-month rearing period
they are ready to leave the colony site with the break-up of the fast sea ice at the end of the year.
There is an emperor penguin rookery near the south-west corner of Atka Iceport (map fig. 5-3)
which is sheltered by the high ice cliffs of an inlet and - quite often - by some grounded icebergs.
The colony has been counted in the 1980s from the air with low accuracy (the count has been
classed as guesstimate, accurate only to the nearest order of magnitude) and yielded 8,000 pairs
(Woehler 1993). In 1991 the overwintering crew of Georg von Neumayer Station reported of a size
Draft CEE Neumayer Station Rebuild - 21 -

of the colony in the order of 5,000 breeding pairs. AWI staff having had opportunity to observe the
colony over longer times, but only at random occasion and not under any observation scheme,
report that the season-to-season variation in breeding success varies considerable with the ice
conditions. The colony is situated about 5 km north-easterly of Neumayer Station II and about 9
km to the NNE of Neumayer Station III. The position of the rookery has been checked and found
unchanged by the Neumayer overwintering team end of May 2004. As observed in previous years,
the rearing of Emperor chicks in Atka Iceport is almost entirely completed prior to break-out of the
sea ice in December. At this time, large parts of the bay become ice-free within a few days, and
most of the adult and juvenile penguins have left, except for several hundred adults associated with
groups of still moulting chicks which are hatched outside the optimal period. These animals gather
on the remaining fast ice in the innermost parts of the south-west inlets where they are well
protected from all station activity.
In the summer months, Adélie penguins, crabeater and Weddell seals are often seen in the Atka
Iceport whenever ice floes are present. Fewer numbers of southern giant petrels (Macronectes
giganteus), skuas (Catharacta spp.), Antarctic petrels (Thalassoica antarctica), and snow petrels
(Pagodroma nivea) can also be observed. A few emperor and Adélie penguins and skuas have
occasionally visited Neumayer Stations I and II. The penguins make use of the natural snow ramps
to climb up to the ice shelf. They sometimes stay there to complete their moult.
No terrestrial life exists in the Atka Iceport area or elsewhere on the Ekström Ice Shelf. Although it
is known that colonies of bacteria are able to survive the long winters of extreme cold by a form of
hibernation it seems highly unlikely that any microbial life existing on the snow surface near
Neumayer (in spite of the instability caused by the enormous wind-borne snow transport) could be
harmed by Station activities.
Virtually no information is available on the biological environment below the ice shelf at
Neumayer Station (pers. comm. Plötz, Nixdorf). It may be assumed, however, that marine life is
here is not different from life under other ice shelves, where a few invertebrates and fishes have
been recorded by remotely operated cameras.
4.3 Past and present uses of the area
Ekström Ice Shelf has not been visited often in past times prior to the Neumayer Station activities.
In 1939 the German Schwabenland-Expedition surveyed Dronning Maud Land by aerophotogrammetry.
In the years 1949 to 1952 the International Norwegian-British-Swedish Antarctic
Expedition explored the coast from Cape Norvegia (12° W) to about the longitude where SANAE
Station is nowadays (3° W) by ship, and an even wider area including also the mountain ranges 450
km inland by aircraft. A wintering base called Maudheim was set up 60 km north-east of Cape
Norvegia on Quarisen from where extensive exploration tours over the ice were made. Later a
Russian summer base existed for some years on the Quarisen. The geographical position and the
contours of Atka Iceport were the same then as today.
Ekströmisen has been named after an expedition member tragically lost on the expedition. Before
the expedition the ice shelf had been known as Eastern Ice Shelf. Atka Iceport was named by
personnel of the USS ATKA which moored here in 1955 while looking for possible base sites for
International Geophysical Year operations.
Since 1981 the German Neumayer Stations I and then II are in uninterrupted operation on Ekström
Ice Shelf near Atka Iceport (often referred to as Atka Bay or "the bay"). The winter complement is
9 on average, and up to about 40 people are housed at the station in the summer season. The station
activities are reduced geographically to a very small range of about 80 km and include the sea ice
of the bay in winter, but not the sea or the pack ice. There are no boats at the station.
Draft CEE Neumayer Station Rebuild - 22 -

In summer Neumayer Station is relieved by ship. Ships moor at the edges of the ice shelf or of the
fast ice in Atka Iceport. Transports between ship and base are with tracked vehicles and sledges.
Neumayer Station serves increasingly as logistic base or intermediate point of support for various
expedition activities in summer and can be reached by fixed wing aircraft from Novorazalevskaya
and from Halley V Stations. Helicopters have at several times visited from SANAE. An over-ice
route between Neumayer and SANAE IV has been traversed by the South Africans in the 2003/04
season for the first time.
The first Neumayer Station has been given up in 1992 and all parts dismountable from the station
tubes were taken out of Antarctica a year later. There are at present no other uses of the area than
the Neumayer Station operation and the research programmes run from there.
5. Activity A
Building of Neumayer Station III and future retrogradation
5.1 General description of the planned Activity A and its time frame
Neumayer Station III shall be built as follow-up base to the present research station Neumayer II in
direct vicinity on the Ekström Ice Shelf. Buildings on ice shelves have a limited service life only,
so that replacement buildings are required when works need to be continued in the same or in a
similar way at the same place. A comparable situation existed in 1991/92 when Neumayer Station I
(Georg-von-Neumayer-Station) was replaced by the present Neumayer Station II.
All actions directly connected with the building of Neumayer Station III have been allotted to
Activity A and comprise:
Selection of a suitable location for the base
Transports of construction personnel
Transports of plant, consumables and building materials
Set-up and later removal of site camp and site installations
Operation of the site and the camp
Erection of the station building(s)
Installation of equipment and technical services
Relocation of outstations and antennas from N-II to N-III
Commissioning of the base
Removal of waste and surplus materials
Preview of the eventual removal of Neumayer Station III after its service life
Plans for building a new station have first been considered in 2001 after an investigation into the
probable life time of Neumayer Station II had revealed that the base would remain operable until
the year 2008 only. The new station shall be erected in the 2006/07 and 2007/08 seasons, therefore,
and start operation in March of 2008. Under very favourable conditions an erection time of one
season seems feasible.
As far as possible some component parts, mainly structural steel members and claddings, shall be
brought already in the season 2005/2006 to the site respectively to a depot on the ice near to the
site. Hereby a better reliability for the construction time schedules shall be achieved. The keeping
of planned schedules depends to a very high degree on the date the ship or ships reach one of the
landing places at Neumayer Station after passage of the pack-ice zone. Moreover the weather at the
site, especially at the beginning of works, is of importance for the construction progress.
Draft CEE Neumayer Station Rebuild - 23 -

Fig. 5-1 The DROMLAN flight routes in Queen Maud Land
The schedules for the works to establish the new station building have been based on average
conditions for the ships' journeys and for the weather. This approach is considered sufficiently safe
as conditions in the neighbouring ice covered seas and at Neumayer Station have been observed
and recorded for 25 years. Additional safety is given by the possibility to bring in more labour and
- to some extent - equipment on short notice via the meanwhile well established DROMLAN flight
link.
The time schedules are based on the following assumptions:
Table 5-1 Basic data for erection time schedules
Latest arrival of ship carrying heavy plant and the bulk of the
building materials
December 27
Earliest departure of ship carrying heavy plant March 07
Latest arrival of advance construction team (flight) December 07
Earliest departure construction team 3 March 12
Down times caused by weather (cf. table 5-10) 5-35 percent
If building of the station cannot be completed in the 2006/07 season the remaining works will be
carried out in the following season 2007/08. It is possible that in that case a ship will be needed
again, especially if heavy plant has to be transported back.
5.2 Selection of the location
The continuing work at the observatories calls for a station located very near to them on the
Ekström Ice Shelf. Also from the logistic point of view this location has advantages over
conditions at other bases in the Dronning Maud Land. In most years so far RV POLARSTERN
reached the landing place by mid-December latest. The shelf edge of only 8 to 12 m height is
3 Does not include earlier return of specialists who have finished with their tasks.
Draft CEE Neumayer Station Rebuild - 24 -

ideally suited for unloading and loading. The extraordinarily stable position of the ice shelf with
respect to the Atka Iceport in the east of the station and also of the breaking edges in the north and
west of the station is known for many years and well documented. The flow velocity of the ice
- not least because of the underwater obstacles - is only 160 to 200 metres per annum. For this
reason both stations N-I and N-II could be positioned at comparably short distances from the ice
edges. The proximity of a station to the landing place is of great advantage for the relief of the base
and cuts down lay-days of the ships considerably, not only desirable for economic but also for
safety reasons. There are only very few localities on the whole length of coast between Halley
Station (UK) in the west and Novolazarevskaya (Russia) in the east offering comparably ideal
conditions.
Fig. 5-2 Dronning Maud Land with Neumayer Station and neighbouring stations
and relevant overland routes
For the more detailed selection of a station site in the vicinity of the predecessor Neumayer
Stations on the Ekström Ice Shelf geodesic measurements of the flow and deformation of the ice
have been made in the 2003/04 season at an area of 8 by 10 km in the south of the present
Neumayer Station II, selected by help of satellite radar images for its apparent suitability (fig. 4-2).
The analysis of the geodesic data has not yet been completed, and further surveys will be needed to
consolidate the findings. For the purpose of this CEE the site for Neumayer Station III has been
assumed at the position 70° 41' S / 8° 18' W, in 2004 about 5 km south of Neumayer Station II.
5.2.1 Scientific criteria
Neumayer Station III is the second resiting of Neumayer Station at the same place on Ekström Ice
Shelf. Scientific criteria for the location were of great importance when Neumayer was originally
built. The evaluation has not changed, so that there is no motive to look for another location.
The strongest reason for staying at the same location is the uninterrupted, continued measurement
of various data to get series valuable for present and future research as described in section 2.
Draft CEE Neumayer Station Rebuild - 25 -

5.2.2 Logistic criteria
The location of the station has great influence on the economy of logistics. The demands from the
logistics side of the venture are
• the station must be easily reached by ship over as long a period in summer as possible;
• there must be suitable landing places near to the station with distances and routes that can be
covered in a few hours by tracked vehicles;
• there must be suitable flat areas adjacent to the station allowing the preparation and
maintenance of an airstrip in summer;
• the station must be within reach of the AWI aircraft Polar 2 and Polar 4 (AWI 1996) when
starting from neighbouring stations, especially from Halley Station, without the need for
intermediate refueling;
• There must be suitable terrain for easy access of the hinterland by vehicle convoys.
The envisaged site for Neumayer III next to the locations of the previous stations fulfils all these
demands. There is another, more critical requirement, however:
• The distance between ship's landing place and the station must be short enough to allow two
complete roundtrips or swings of a vehicle with cargo sledges, including loading and
unloading times, in one extended shift of 10, maximum 11 hours. If this condition cannot be
met the total loading or unloading time (and when building Neumayer Station III the
erection time) will be disproportionately prolonged.
Experiences with respect to cargo hauling have been made when N-I and N-II were built and
whenever large loads had to be transferred from ship to station. Taking 35 minutes for the
manoeuvring of sledges, decoupling and coupling at each end (2 times per swing) and an average
speed of 14/9 km/h empty/loaded the maximum distance comes out at 21.0 km or at 23.7 km with
11 hour shifts. The condition is just kept when choosing the location for Neumayer Station III at
70° 41' S / 8° 18' W with a distance of about 21 km to the early season landing places at the fast ice
edge (compare map fig. 5-3).
5.2.3 Ground conditions
The snow ground, though seemingly quite uniform over a wide area around Neumayer Station,
shows differences of great effect on building structures when investigated for deformation and ice
flow rates. The Ekström Ice Shelf does not flow unhindered or swim freely in the area because it is
pushed over several risings of the sea floor as described in section 4.1. This leads to comparatively
complicated ice dynamics with strain vectors of strongly varying size and direction and changing
flow velocities. Flow lines are not straight as would be normal in relatively small areas, but slightly
and differently curved.
The maximum horizontal strain vector allowable at the station location or any location the station
will reach on the flow line in 25 years of service life has been set at ±1.5 per mill per year (in any
direction). The orientation of the ground (defined by the curvature of the flow line the station is on)
must not change by more than 5 degrees in the 25 years. This qualification has a bearing on the
wind forces exerted on an above-ground building.
The station location needs to be selected in such way that flow velocities along the path the station
will follow in 25 years will not carry the station too near to the ice edge and also not unacceptably
near to the emperor rookery at Atka Iceport.
Draft CEE Neumayer Station Rebuild - 26 -

Fig. 5-3
Draft CEE Neumayer Station Rebuild - 27 -

5.2.4 Criteria of the environment
There is obviously but one criterion of the environment: the station location and the resupply route
over the ice must be sufficiently distant from the emperor penguin rookery at Atka Iceport. This
holds also for the mooring place of the ships at the western side of Atka Iceport with regard to any
emperors still present on the remaining fast ice in the innermost corners of the inlets.
In all other respects a change of the location would not have any different effect on the
environment.
5.2.5 Alternative locations
There are strong scientific and logistic reasons mentioned already (cf. sections 2 and 5.2.1) to
choose a location for the new station in the very near vicinity to the previous station location. Any
other place farther away would be questionable as to the scientific rationale and require substantial
and time consuming new investigations of the site. On the other hand there are no reasons apparent
which speak against the assigned location. Also there was no indication from any side that
continuation of the works at Neumayer for whatever reason could be in doubt.
If the main criteria, nearness to the old base (continuation of time series measurements) and limited
distance to the landing places of ships (limitation on transport efforts), alone were to be observed
some other locations would be feasible. From the observation and investigation of the snow ground
resp. of the ice shelf at these places it is known, however, that buildings there would be subject to
bigger deformation than at the chosen place.
There are no alternative locations acceptable under the given circumstances.
5.3 Erection of the wintering station Neumayer III (N-III)
5.3.1 Description of the station building and its equipment
5.3.1.1 Station building
The Neumayer Station III design brings together the two main utilities, accommodation and
protected storage, in a single building. Previous designs called for at least two individual buildings,
especially when - as here - one building is placed above ground and the other below ground.
The above ground part of the Neumayer III station construction is an elevated, 82 m long and 26 m
wide platform with a two-storey air conditioned building providing around 1,640 m 2 living and
working space. This building will either be made of container-sized units or of sandwich panels
assembled on site. No environmentally harmful substances will be allowed in insulation materials,
protective claddings, joint gaskets, sealants or paints.
The accommodation building is protected by an aerodynamically shaped covering or shell to
reduce wind forces and wind noises. The shell offers some cold room on the platform outside the
accommodation building and allows the installation of various antennas and probably also of a
balloon launching facility on its flat top (figs. 5-4, 5-5). Access to the platform is by two staircases
and a lift. Heavy loads can be handled by a crane installed at or near the northern end of the
platform.
The platform is resting on 20 steel columns (called legs) in two rows 17 m apart which give the
platform a clear height of about 6 m above ground. The ground in this case is the flat roof of the
garage/storage building positioned underneath the platform. The legs reach through the garage roof
and take its loads in addition to those of the platform. The garage has a clear height of about 5 m.
Its snow walls and the snow floor are not clad, so that below-zero temperatures must be maintained
inside the garage to keep the snow from melting. A covered snow ramp at one end of the garage
will be used for access with vehicles and loads. The garage can be reached from the platform via a
Draft CEE Neumayer Station Rebuild - 28 -

wind protected shaft containing a lift and ladders. Probably there will also be some stairs leading
from the garage roof or surface level to the garage floor aside from emergency exits.
Fig. 5-4 Neumayer Station III - Cross Section
All building materials will be carefully selected with regard to fire protection. The station will be
divided into several fire zones separated by stops (walls, locks) able to resist a fire for minimum of
90 minutes. A survival hut will be kept operational at a safe distance as a last resort for the
wintering crew.
Fig. 5-5 Neumayer Station III - Longitudinal Section
Draft CEE Neumayer Station Rebuild - 29 -

Figs. 5-6 and 5-7 Annual raising for adjustment to snow level - jacking and backfilling
The legs are founded in the snow of the garage floor. The foundations are made of so called " pots"
consisting of a stiffened steel foundation plate surrounded by vertical steel walls and open topside.
The foundations will reach about half a metre into the snow, but the upper rims of the foundation
pots will remain above floor level. Hydraulic double acting lock nut cylinders will be installed at
the foot ends of the legs allowing the jacking of the garage roof and the platform for the
compensation of snow accumulation in one go, and the lifting of individual pots out of the snow so
that backfilling can be carried out before the leg is being loaded again. Differential settlements will
be noticed by a building monitoring system, and individual legs can then be adjusted by help of the
jacks.
5.3.1.2 Station equipment (building services)
The hydraulic equipment for the jacking of the structures will all be installed in the below-ground
garage part of the building. All hydraulic jacks will have setting rings (lock nuts) so that the oil
pressure can be taken off when no jacking is done. Pumps and tanks for the hydraulic fluid are
placed above the foundation pots so that fluid in case of a leakage will be collected in the pot. The
jacks are also hydraulically interconnected, however, by pipes reaching outside the perimeters of
the pots. These pipes are protected by collecting troughs leading leaked fluid to the pots or to
buckets in order to avoid contamination of snow at the garage floor.
Power for the station will be generated with diesel generators on the platform. The generators are
placed at the northern end of the platform in separate housings for safety and noise mitigation
reasons. Exhaust gas cleansing will be installed to ensure lowest possible emissions according to
state of the art technology and taking into account appropriate guidelines.
It is intended to extend the usage of wind energy to 60 kW or even more.
Storage of fuels and oils on the platform will be kept to a minimum. Fuel covering a two to three
months demand will be stored in double hull tanks in the open near to the northern end of the
building, from where it will be pumped through an above ground hose to the power plant on the
platform. The tanks will have no bottom drains, and they will serve as filling station for the
station's vehicles as well. Re-filling will be done as need be by pulling tank containers from one of
the open air storage areas to the filling station and pumping the fuel over.
For the safe power supply of the electronic data processing systems two parallel compact UPS
(uninterrupted power supply) units of 20 kW/20 minutes capacity each will be installed. The
battery packs are completely sealed and maintenance-free.
The significance of Electromagnetic Compatibility (EMC) and radio interference suppression has
grown remarkably. Communication, control, and scientific measuring systems must not be
disturbed. That is especially important at Neumayer Station where no proper earth is available and
Draft CEE Neumayer Station Rebuild - 30 -

an IT net will be installed. Consequently all cables will be rubber- or silicone-sheathed (no PVC),
shielded and routed under EMC considerations. For safety reasons only cables with halogen-free
and flame-resistant jackets will be used.
Heating of the station will either be integrated into the air-conditioning (as in N-II) or by hot water
and radiators. The decision here is left to the detailed design. All energy required for heating,
however, including the heat for melting of snow for water, for making warm water, and for
warming of the air for the turbo-charging of the diesel engines, is generated by waste heat recovery
from power generation or by using renewable energy. Cooling water and exhaust gas heat
exchangers will be installed for this purpose, but no fuel driven boilers.
All materials will be selected by their suitability in respect of fire. No poisonous fumes must be
generated when heated or ignited, and materials not environmentally benign will not be used in
construction or equipment, perhaps with the exception of some ionisation chamber smoke
detectors, which can be safely controlled and in the end removed from Antarctica. The active fire
fighting will be based on carbon dioxide and possibly on nitrogen (N2), if an inert gas fire
suppression system gets installed.
The fresh water system will be copied from Neumayer Station II with a snow melting tank driven
by excess heat from the diesel cooling system, and storage tanks providing a buffer of 3 to 5 days
in winter and of 2 days in summer. Hot water will be again generated by waste heat from the diesel
motors. The hot water storage is planned near the power station on the platform.
The waste handling installations at Neumayer Station III will probably not differ from those at the
present base (compare section 6.11). A sewage water treatment plant will remove harmful germs
from the waste water of the station. Any residues from the treatment plant not suitable to be reentered
into the process will be dried in the plant, then sealed in pp-containers and given on board
the supply vessel for incineration or disposal on land outside Antarctica.
The final decision on the type of waste water treatment system will be left to the detailed design
and to the results of the competition, but the basic requirements regarding the treatment will remain
unchanged.
The cleaned water will be pumped through the about 50 mm diameter pipe and led into the snow
about 80 metres to the west of the station. The insulated sewage pipe will be trace heated. There are
two methods still under discussion how to arrange for this pipe so that its dismantling can be
guarantied at the end of its service life.
Two garbage compactors and a shredder will be used to reduce the volume of packing materials.
Waste handling in accordance with the waste management plan of Neumayer Station is described
under Activity C, Operation of the Station, in section 6.11.
5.3.1.3 Station building and equipment statistics
Table 5-2 Protected areas in Neumayer Station III, heated and cold
Sections and room allocations m² Sum m² Total m²
A Section Winter station on platform, heated 1,175
Laboratories and pertinent rooms - total 244
Laboratories 170
Technical Support for laboratories (e.g. UPS) 26
Laboratory stores 48
Living space - total 259
Sleeping rooms 160
Recreation rooms 44
Draft CEE Neumayer Station Rebuild - 31 -

Sections and room allocations m² Sum m² Total m²
Mess room 55
Service rooms - total 270
Kitchen and kitchen store 38
Hospital, Surgery 40
Communication / Radio room 12
Office rooms 50
Washrooms / Toilets 54
Laundry, drying room, household/general stores 63
Small workshop 13
Technical rooms - total 142
Power generating, switch room 80
HVAC 38
Battery charging 12
Sewage treatment 12
Corridors, stairs, entrance locks 260
B Section Winter station on platform, cold 480
Deep freeze and cold stores 79
Accessways, protected space in hull >400
C Section Summer station on platform 465
Living space - total 156
Sleeping rooms 115
Mess room / lounge 41
Service rooms - total 163
Pantry 13
Office rooms 38
Washrooms / Toilets 60
Clothes drying room 13
Storage rooms 39
Technical rooms - total 26
Power generating, switch room 13
HVAC 13
Corridors, stairs, entrance locks 120
D Section Garage building 1,408
Containerised and oil/lubricants storage spaces - total 308
Workshop and store 83
Aircraft workshop and store 28
Snow melter 14
Fresh water tanks 14
Stores 41
Refuse collection 28
Oils and lubricants storage incl. safety areas 100
Open storage, passageways and vehicle parking 1,100
Total protected net area 3,528
Draft CEE Neumayer Station Rebuild - 32 -

Table 5-3 Building and equipment - basic information and data
Feature Description / Data
Planned life time 25 years
Materials
Steel, light metal, timber, plastics; no CFCs containing
insulation or finishing materials.
Heated/AC areas winter station 1,175 m 2
Heated/AC areas summer station 465 m 2
Cold areas 1,888 m 2
Total protected areas 3,528 m 2
Overwinterers max 11, while changing over max 22
Summer personnel/expeditioners max 36 in building
Diesel generators, total installed capacity about 6*75 kW,
Power generation
expected maximum/average el. demand 150/105 kW,
380/230V, 3 phase 50 Hz
Renewable power generation wind power generator 20 kW (+40 kW option for extension)
UPS Sealed batteries, 2*20 kW for 20 minutes
Exhaust gas treatment Soot filters, catalytic converters
Fuel, fuel storage / consumption
Polar Diesel; Storage in containerised tanks in the open;
ca. 315,000 litres consumption per year (power+vehicles)
El. cables
Shielded cables NYCWY, NYY, NYM / MGCG and
FMGCG; silicone jackets halogen-free and flame-resistant
Water generation
Ca. 25 kW waste heat driven snow melter;
4 m 3 (summer 8 m 3 ) storage tank capacity
Hot water generation Waste heat driven boilers (winter+summer)
Waste water
Treatment and disinfection, disposal in snow pit. Direct
collection facilities for dangerous liquids.
All heating by waste heat from diesel motors or from
HVAC
renewable energy source; humidification of air ca. 10 kW.
Forced ventilation garage building.
Fire protection Carbon dioxide, possibly also nitrogen (N2).
Reefer containers 6 nos. 20-foot containers; refrigerant R134A / R404A
5.3.2 Transport quantities, marine and over-ice transportation
Save for the fuel all cargo will be brought to Antarctica by chartered ship. In an alternative
arrangement the site camp and/or certain construction of the garage building may be shipped in one
of the (government expedition) ships calling for other reasons at Neumayer. The return freight will
also be taken back by ships, or by the ship used for the retrogradation of N-II. When considering
environmental impact by the rebuild activity, only one ship's journey will be taken into account,
therefore. The ship will be in the order of 10,000 GRT or more, having a minimum ice class
corresponding to the German E3 class. The AWI as the charterer will make sure that the ship is
suitably equipped, also with a view to environmental protection. It is assumed that the ship will
remain about 38 days in Antarctic Treaty waters, split up into 7 days for the trip there (pack ice), 28
days at Neumayer, and 3 days for the journey back to the 60th parallel.
The fuel for the rebuild activity will come in bulk with the German Research Ship POLARSTERN
and be transferred to the tank containers in the proven manner.
Over-ice transports will be carried out with the Pisten Bully vehicles and the Aalener sledges of the
Station in the same way as has been done with N-I and N-II before. Loading to the sledges at the
Draft CEE Neumayer Station Rebuild - 33 -

ship will be done by help of ship's gear, while Chieftain cranes will be used for unloading at the
depot end of the roundtrip. Payloads will be limited to 25 tons per Pisten Bully, and the maximum
number of sledges (empty or loaded) to two. There is only one person, the driver, on a train.
The loads to be transported to Neumayer for the station building N-III can be estimated and
grouped as follows:
Table 5-4 Transport mass and sledge loads for Neumayer rebuild
Transported goods tons Volume
m 3
Sledge
loads
average
load kg
20-foot-Containers 616 4,780 112 5,500
Steel sections/construction 692 1,950 86 8,047
Foundations 25 150 5 5,000
Garage roof panels 65 360 10 6,500
Façade elements platform 110 900 30 3,667
Crates, boxes and bundles var. goods 140 650 35 4,000
20-foot containers site camp 1) 198 1,435 72 6,188
Crates and boxes site camp 1) 30 140 14 4,286
Self driving plant, to be returned 70 260 --- ---
Fuel, pumped to tank containers 130 bulk 8 20,000
Sums 2,076 10,625 372
1) Return transports (43 sledge loads) contained in numbers of sledge loads
The number of roundtrips resulting from table 5-4 is 169 with transports to the site and 43 with
transports from site to ship. The average speed of a loaded train is 9 km/h, and empty travel is at
14 km/h. The change-over of sledges at each end of the roundtrip takes 35 minutes. One Pisten
Bully PB260 will be needed for help at the site depot almost full time. As the berthing situation of
the ship cannot be known beforehand the following assumptions for extreme transport conditions
are made (cf. map fig. 5-3):
Maximum transport conditions:
80 % of sledge loads to be towed 8 km over sea ice to the ramp
20 % of sledge loads to be towed 3 km on the ice shelf to the ramp
40 % of sledge loads to be placed at winter depot for intermediate storage
100 % of sledge loads to be towed 13 km from ramp to site depot
100 % of return cargo to be towed 13 km from site to berthing place at ice shelf
Minimum transport conditions:
100 % of cargo to be towed 13 km from berthing place near ramp to site
100 % of return cargo to be towed 13 km to berthing place at ice shelf edge
With these estimates the limits for the employment of resources for transports can be set as shown
in table 5-5 (comp. specific consumptions table 6-5). Person-shifts are used instead of person-days
because round the clock working may be necessary to put the plant to the best use and to keep
charter times short.
Down times due to bad weather, ice conditions or machine failures will be considered when the
workforce and the total times are calculated. Down times have almost no influence on the fuel
consumption.
Draft CEE Neumayer Station Rebuild - 34 -

Table 5-5 Resources for over-ice transports
Minimum Maximum
Resource Person- Plant Diesel Person- Plant Diesel
shifts hours litres shifts hours litres
Pisten Bully 260 loaded 182.0 4,950 269.3 7,325
Pisten Bully 260 empty 75 117.0 3,276 90 173.1 4,848
Pisten Bully 260 at ship/depot
423.8 10,595
423.9 10,595
Pisten Bully 260 at ramp 0 0.0 0 10 84.5 2,130
Pisten Bully 260 at inter. depot 0 0.0 0 3 26.2 635
Pisten Bully 300 loaded 92.4 3,079 137.0 4,563
Pisten Bully 300 empty 25 58.4 1,962 31 88.1 2,907
Pisten Bully 300 at ship/depot
74.6 1,866
74.6 1,866
Pisten Bully 300 at inter. depot 0 0.0 0 2 13.3 332
Chieftain 32 278.9 6,415 43 378.6 8,707
Self driving plant (2 cranes) 2 13.0 234 2 17.0 306
Sum 134 1,240 32,377 181 1,686 44,214
Therein for transports site-ship 17 143 3,687 17 143 3,687
5.3.3 Site logistics
Although the rebuild of Neumayer will be supported in many ways by the present Neumayer
Station II, especially during the preparatory phase, the site operation will be strictly separated from
the running station operation where all scientific programmes have to be continued without
interference by the site.
5.3.3.1 Site layout
The building site comprises areas for the erection of the station building, for the site camp, for
vehicle and sledge parking, for vehicle and plant refueling, for a site office, and for materials/parts
storage. Between these areas there will be transports and driving on changing tracks as the snow
surface allows. At some places where drifting snow can cause trouble snow may be shoved up for
berms and flat ramps.
The different areas mentioned need to be positioned in a way that mutual interference by drifting
snow is minimal and that building operations are not unduly hampered. The exact layout of the site
is a concern of the contractor, but the following restrictions will be made by AWI (fig. 5-8):
− A north-south running line 200 m east of the station building (perimeter) must not be
transgressed;
− A west-east running line 300 m south of the station building (perimeter) must not be
transgressed (except for setting up outstations/observatories);
− A distance of at least 2000 m has to be kept to the southernmost observatory installations
of Neumayer Station II;
− Unless permitted by the station commander no traffic is allowed to pass by Neumayer
Station II and its outstations on the east side.
In total the area on the snow surface used for the site proper and for temporary site facilities may
reach one square kilometre.
Draft CEE Neumayer Station Rebuild - 35 -

5.3.3.2 Site camp
Fig. 5-8 Neumayer Station III site layout
At the very beginning of the building activities a small advance group of the construction team will
use the station facilities while setting up a site camp some 200 metres north of the site proper.
Some of the camp equipment may be brought to the site in the season 2005/06 before the main
erection works begin.
The site camp is basically a temporary accommodation for all construction personnel comprising
many technical services of an Antarctic base like own power generation, water production, HVAC,
sanitary installations, food stores, kitchen and mess room. The existing Station will provide
medical facilities and support. The camp will only operate for two to three months in the season
2006/07 and possibly again in 2007/08.
Water will be generated from snow by using waste heat of the diesel generator. The maximum
demand can be estimated at 100 litres per person and day, but average demand will be nearer to
half this figure as no flushing will be used for toilets.
Grey waste water produced in kitchen, laundry and washrooms and having a comparably low
bacterial load will be subject to a simple treatment before it is led to a pit in the snow. The
treatment comprises the separation of solids, fat and grease from the liquid, then screening and
disinfection by UV light. Like in the Neumayer Station only usage of biodegradable detergents will
be allowed at the camp. The amount of grey water that will be returned to the snow corresponds
approximately with the freshwater produced.
Black waste water (human waste) will not be released to the environment without proper treatment.
The treatment on site (at the camp) would be preferable, but other options must be considered as
the contractor for the erection of the station will take part in the decision. Among the options would
be the transport of human waste to the Station for treatment at the existing plant, and the removal
from the site by ship in weld-sealed plastic bags or in suitable tanks. The waste would in this case
be processed on board of the ship or given to a land facility for proper disposal.
There is a high probability that on-site vaporisation will be chosen (electric or kerosene-fired
incinerating toilets), and the residues be collected and taken out of Antarctica. In any case the
principles and qualifications of the waste management plan at Neumayer Station will apply also to
the site camp.
Draft CEE Neumayer Station Rebuild - 36 -

All camp facilities will be placed on the snow surface, possibly on top of a snow berm not higher
than 1.5 m to reduce piling-up of blown snow. As far as foundations, anchors, cables or pipes will
be installed below the surface the depth will not exceed 1 m, and all such parts will completely be
taken out again when the camp is struck after completion of the station construction.
Site camp statistics
Max. number of persons accommodated at a time 48
Max. expected operation times 2*75 days (in 2 seasons)
Generator 60 to 80 kW
Estimated Polar Diesel fuel consumption, average 320 litres/day
Area covered by containerised huts and/or tents max 750 m 2
Total site camp area max 1,500 m 2
Water taken from snow max 4,800 litres/day
Grey waste water led into snow max 4,800 litres/day
5.3.3.3 Site equipment and plant
The equipment and plant used for transports from and to the ship is dealt with in section 5.3.2.
Transports between site depot(s) and site and on site are in no way different from those, and the
same equipment will be used. Crane vehicles will be used at the site depots and at the site as need
be for loading. During the peak times of transports from or to the ship crane vehicles will be
stationed full time at the relevant storage or site positions.
The plant available at Neumayer Station II (cf. table 6-4) with the exception of the Skidoos will
almost completely be employed during times of transports. When transports are done the site will
return two to three Pisten Bullies to the N-II Station.
A "filling station" will be set up temporarily at the site or between site and the nearest depot
consisting of a 15,000 litres tank container fitted with electric filling pump, hose and fueling nozzle
with hold-open latch and trigger. Refilling of the tank container will be done by pulling a full tank
container to the filling station and pump fuel over by help of the same pump. Motor oil, lubricants
and hydraulic fluids may be filled up wherever the machine is employed, but exchanges of fluids
will always take place either at the workshop of N-II or at a workshop the contractor has set up at
the site. If losses of technical fluids are due to leaks the leak must be secured (drip pan etc.) and the
machine must be brought to the workshop for repair. If snow ground has been contaminated the
provisions in the Emergency Manual (AWI 2003) for oil pollution contingencies apply.
Ski-Doos are - with very rare exceptions, when a Ski-Doo is hired out by the station - not employed
by the contractor. Thus there will be no Ski-Doo refueling at or near the site. The facilities at the
existing station will be used for refueling of Ski-Doos.
It is expected that the contractor for the erection of N-III will bring the following equipment and
plant to the site:
1 No Tracked mobile crane 600 kN m 100 kW
1 No Tracked mobile crane 450 kN m 100 kW
2 Nos Tools store 20-foot container
2 Nos Site office 20-foot container
4 Nos Site workshop container + 1 No workshop tent
1 No Camp generator 60 to 80 kW + 1 No back-up
2 Nos Site generator, each 30 kW
3 Nos El. winch 3 kW
Draft CEE Neumayer Station Rebuild - 37 -

5.3.3.4 Site depots
The building materials and parts will probably be brought to Neumayer in two batches in the
season before building works start and in the very season when the station is being built. A large,
provisional depot for these parts will be laid out adjacent to the building site at its North to West
quadrant, and a second temporary depot may be required near to the ice edge, especially for
materials brought in the first season, if over-ice transport capacities are limited at that time or if the
preparation of the site depot proper has not been finished by then. The depot area at the ice edge
designated winter storage area (cf. fig. 5-3) may well be used, and if need be extended to the north,
for the purpose. The winter storage area is not so much drifted in because of the accelerated winds
at the ice shelf edge.
The building parts for the station will be stored at the site depot(s) until needed for installation at
the site. Only very few items may be brought directly to the site for immediate assembly.
The depots will be laid out on the flat snow surface perpendicular to the prevailing wind. Small
berms may be pushed up where small or delicate goods are to be stored. The depot areas will be
marked and subdivided by aluminium or wooden marker poles.
Depots will be completely cleared and cleaned up sector by sector, concluding and latest in the
season after the building works are finished. Some parts collected then from the storage areas may
be kept at the station for spares, but the bulk will be removed from the Antarctic Treaty area.
Table 5-6 Site depot data
Site depots for Neumayer Station III rebuild
Dim. Depot A at ice edge Depot B at site
Begin - end of use (max) M.Y 12.2005 - 03.2009 12.2005 - 03.2008
Area length / width m 1,500 / 150 1,000 / 250
5.3.3.5 Resources for site installations (site camp, office, workshop, filling station)
The table below comprises two seasons of site camp operation and mob/demob activities.
Table 5-7 Resources for site installation and operation works
Resource
persondays
Plant hours 1) Diesel
litres
Workforce: setting up of site camp 12
Setting up office, workshop, filling stn. 4
Dismantling site installations, clean up 10
Running of site camp (2 seasons) 280
Pisten Bully PB 260 20 550
Pisten Bully PB 300 10 330
Chieftain (contained in transports) --
Generator 60 to 80 kW, 2*70d at 60 % 141,120 kWh el. 47,000
Sum 306 47,880
1) Work hours of drivers contained in column person-days
Draft CEE Neumayer Station Rebuild - 38 -

5.3.4 Construction and installation works
Construction works are very expensive in Antarctica, so prefabrication will be high. The exact
design and the grade of prefabrication are not yet known. It can safely be assumed, though, that
structures will be pre-assembled under consideration of transport weights and volumes, and that the
building proper will be put together quickly from large units fitted out with installations, interior
decoration and fixed furniture.
The works will begin with the excavation of the garage trench. The trench will not be cut to the
nominal depth. Then the foundations, columns, jacking installations, and the roof structure will be
assembled in the trench. The skirting around the roof will act as formwork when the remainder of
the trench is made by throwing snow against the skirting with the snow blower.
There are several methods feasible for the assembly of the platform structure. They all require
sufficient crane capacity. Installation works will begin as soon as possible and run parallel with the
assembly works of the platform structure and with the completion of the protective shell. Power
will be provided by site diesel generators. In March lighting will be needed at night.
The assessment of resources required for the erection and installation works (table 5-8) is based on
a two-seasons schedule and includes on site transports.
Table 5-8 Resources for construction and installation works
Resource
personshifts
Plant hours
Diesel
litres
Workforce trench, snow blocking 68
Garage building assembly, hydr. 484
Platform and protective shell 576
Inner, insulated building 132
Services/equipment installations 568
Mobile Crane 566 10,189
Pisten Bully 535 16,035
Chieftain 425 8,490
Snowblower Schmidt 14 700
Generator 2*30 kW (40% 140d) 80,640 kWh el. 26,760
Station generators tests/commissioning 3,000 kWh mot 806
Sum 1,828 62,980
1) Work hours of plant drivers contained in column person-shifts
5.3.5 Relocation of antennas, wind generator and outstations
There are altogether 24 antennas to be relocated, and all of them have to be raised from time to
time at Neumayer Station II. 16 of these antennas are fixed to building structures, the remainder are
placed on masts in the snow. At the new station 19 antennas are planned to be mounted to the roof
of the platform building, and probably only 5 antennas will be placed at some distance away from
the station building on masts newly founded in the snow. Cables will run above ground on poles.
The wind generator must be dismantled for transport to the new location, where a new foundation
will be assembled at about 2 m depth. The cables again will remain above ground.
The containerised outstations on elevated platforms will be taken off and put on sledges for
transport. The steel platforms will be dismantled together with the above ground leg sections for reassembly
at the new locations.
Draft CEE Neumayer Station Rebuild - 39 -

The magnetics observatory container and a number of instruments must be taken out of a deep
cavern in the snow. The snow removal will be the main part of the works. The observatory will be
placed in a covered snow pit which will develop into a cavern when snow accumulates on the
cover.
Relocating the infrasound array with the associated hut and instruments and the long cables will
take comparatively long time because of the large size of the array and the caution that has to be
applied.
There is no decision yet on the exact type and size of the power cable for the supply of the
scientific observatories in the south of the station building. The intention is to transform the current
to high voltage in order to bring the required cable sections down and to reduce the number of
cables from three (at N-II) to one. High voltage cables are dangerous and endangered when led
above ground with the need for repeated raising, however, so that the power cable cannot safely be
hung to poles above ground.
All operations at the outstations must be carried out as quickly as possible in order to keep
disruption of the observation works short. Some of the scientific installations and equipment in the
observatories need to be disassembled or very carefully secured before transport, which makes up a
substantial part of the works. The layout of observatory facilities with respect to the station
building N-III will remain the same or almost the same as at N-II (cf. layout plan 7-10).
A special outstation without scientific or logistic function and not yet shown on the layout plan will
be installed on a sledge between balloon launching platform and the station building at Neumayer
Station II in 2004/05: the "Library on Ice" in a 20-foot container room. The power cable will be led
through the air tunnel, but after relocation the cable will be hung to poles above ground.
Parts of the structures and foundations planned to be left in the snow at N-II are described in
section 7.4.
Current calculations of works and plans for resources allocation end up with the following figures:
Table 5-9 Resources for relocation of antennas, wind generator and outstations
Resource
persondays
Plant
hours
Diesel
litres
Workforce Antennas 51
Outstations 185
Wind generator 23
Pisten Bully PB 260 200 5,500
Pisten Bully PB 300 66 2,184
Chieftain 26 546
Snowblower Schmidt 12 480
Snowblower small 118 1,180
Generator 30 kW 26 220
Sum 259 548 10,110
1) Work hours of drivers contained in column person-days
5.3.6 Time schedules and reserves to cover possible delays,
estimated total number of work shifts and total diesel fuel consumption
The AWI will give a contract for delivery and erection of the station. Detailed time schedules for
that reason depend on agreements with the contractor. There will probably a reward for turn-key
erection in one season, in the summer 2006/2007, and commissioning early enough for the start of
operations at the end of that season. Such early completion may be easier to achieve if some of the
Draft CEE Neumayer Station Rebuild - 40 -

transports - if not site preparatory and even construction works - are started in the season before.
The situation is shown on time schedule 3-1. 4
The available plant for over-ice transports and construction support is limited and may be a
decisive factor for planning a two-season construction period. Under normal weather conditions
this period is considered long enough to safely finish the works and get the station running.
Operations at Neumayer Station III would then begin in March 2008.
There is a possibility to compensate for certain delays by flying more workforce to Neumayer via
the Novolazarevskaya link. Nevertheless severe delays, mainly due to weather and sea ice
conditions, may occur and have to be considered when planning major construction works in
Antarctica. The 2008/09 season is therefore scheduled for reserve, with N-II believed to safely last
until then, though only while the staff will have to put up with some inconveniences.
The overall figures for the activity show on the other hand that under favourable conditions (with
average weather and ice conditions) the task can be finished in one season. About 2,860 work shifts
will be required, which amounts to an average workforce of 38 in a 75 days period. 38 persons
cannot be effectively employed at some times within this period (e.g. during transports), so that a
variable workforce with up to 45 persons may be needed while less then 38 will suffice at other
times. Up to three persons for supervision must be added.
Table 5-10 Total work shifts requirement including down times and diesel fuel consumption
Work
Shifts
Nos
Down times (to add)
percent shifts
Shifts
total Nos
Diesel fuel
cons. litres
Transports 181 20 36 217 44,214
Site installations + operation 306 15 46 352 95,880
Garage snow works 68 35 24 92
Garage assemblies 484 15 73 557
Platform assemblies 576 10 58 634 62,980
Inner building assembly 132 5 7 139
Services/equipment installations 568 5 28 596
Outstations, wind generator 259 10 26 285 10,110
Sum 2,574 (11.6) 297 2,872 213,184
The total diesel fuel consumption of 213 m 3 for Activity A is slightly lower than the annual
consumption at Neumayer Station II (220 m 3 including vehicles).
5.3.7 Alternatives for transports, station design and building method
No feasible alternatives to ship's transport of the bulk of the goods required for the building of
Neumayer Station III are in sight.
There is only a limited variety of viable designs and building technologies for large station
construction on snow ground that builds up permanently by snowfall. The extreme environment
poses great technical problems to builders and maintenance crews with blizzards and snow drift
eventually burying everything. Also the number of existing stations which could serve as model for
newer designs is very small.
In the initial design stage altogether nine different designs have been investigated and compared.
One of these, a modular station split up and distributed on large sledges which would have to be
4 Both N-I and N-II have been completed and put into operation in one single season.
Draft CEE Neumayer Station Rebuild - 41 -

towed on higher terrain once a year, was dismissed soon when it became apparent that the scientific
and logistic needs at Neumayer could not safely be met. A similar result has been found in the CEE
for the Concordia Project base at Dome C (Gendrin G., Giuliani P. 1994). The N-III study covered
preliminary building design, layout, transport masses, working hours for over-ice transports and
erection, maintenance expenditure, dismantling and retrogradation, and cost estimate. An
underground tube station building, although not considered a real alternative any longer, had been
included in the selection of designs to better demonstrate the differences to and improvements of
other designs. The economy comparison was based on 25 years of service life.
Basically station buildings can be placed below the snow ground, on the snow ground, or elevated
on stilts above ground. Below-ground buildings are subject to the build-up of accumulated snowfall
and will sooner or later be crushed by the weight of overlying snow. On-ground buildings will
endlessly get covered in drifting snow and require repeated relocation. And while above-ground
buildings do not suffer from such disadvantages they need facilities like vehicle and fuel storage on
or under the ground which for weight, access or safety reasons cannot be accommodated on
elevated structures.
Fig. 5-9 Fig. 5-10
The POLARMAR design (POLARMAR GmbH 1989) of a structure placed in a roofed trench
avoids most of the disadvantages of underground and on-ground buildings. The flat roof is being
kept at the level of the snow surface by suitable hydraulic or mechanic lifting equipment. After the
jacking of the roof the floor of the trench is being filled up accordingly with snow. The garage
building at Neumayer Station II is a prototype of this design. In an improved design the roof is part
of a multi-storied building in the trench, with the building either resting on the trench floor or
hanging down from the roof which is resting on the walls of the trench.
Two designs emerged from the investigation as suited best for Neumayer Station III with regard to
overall qualifications, and at the same time giving the best results concerning a priority demand of
AWI, namely to reduce maintenance times and costs to a minimum. These designs were
a) a station building in a roofed trench with two air-conditioned storeys and a cold
garage/storage/workshop storey on the trench floor, and
b) a station consisting of an elevated jack-up platform bearing a two-storied working and
accommodation building in an aerodynamically shaped shell plus an underground
storage/garage hall in a roofed trench placed adjacent to the platform.
These two designs were further detailed in two expert studies with no clear favourite emerging in
the end. It was then that the idea of a combination of the two designs was conceived. Here the
Draft CEE Neumayer Station Rebuild - 42 -

covered garage/storage trench is placed directly underneath the platform, with platform legs
reaching through the roof down to the trench floor.
Some aspects of lesser or greater environmental impacts of alternative designs can be extracted
from the pre-studies when comparing the elements holding the highest potential of possible harm to
the environment:
a) Use of fuel for station energy;
b) Use of fuel driven plant and vehicles during transports, erection, operation, maintenance
and dismantling.
Contrary to common opinion the energy requirements for station buildings above and under the
snow surface do not differ much. While snow has good insulating properties it must be protected
from melting where in contact with the structures (at Neumayer ambient temperatures reach +5°C),
and that costs energy. Also it must be considered that the warming of fresh air used in the station
makes up a good part of the energy consumption. The differences in fuel requirements between
alternative designs at all feasible are insignificant.
Fuel savings can be achieved by other measures like the usage of wind energy. Most of the designs
studied allow an optional integration of renewable energy packets without structural changes. The
chosen design is especially suited for the attachment of solar cell foils because of the large areas of
the outer skin and of the garage roof in close proximity to the potential energy consumers.
What regards fuel requirements outside power generation the overall costs of the activities using
fuel are a good first indicator for the comparative impact potential. Then a look at the estimated
total mass to be transported for station building (and eventual retrogradation) can indirectly give an
indication of the related energy requirement. The fuel needed during annual building maintenance
as well as the fuel for the erection of the station have been determined in the study of design
alternatives and can directly be compared. Comparing the numbers of technical staff estimated to
come to Neumayer in summer and carry out the seasonal maintenance works could be used to
estimate fuel for the small aircraft covering the Novolazarevskaya-Neumayer leg (assuming that
these people do not come in by ship), but these numbers on average over the years do not differ
between design alternatives, while the staff will need different lengths of times to get things done.
Table 5-11 Normalized comparative environmental impact potentials
by selected parameters with different station designs
1 2 3 4 5
Design alternative
Costs of
fuel using
activities
Total mass
(transports)
Fuel for
the erection
of station
Fuel for
annual
maintenance
1 In steel tube + garage 1 127 117 109 104
2 In snow cavern 115 48 183 80
3 Under dome 102 87 71 112
4 On light platform + garage 1) 114 66 76 111
5 On heavy platform + garage 1) 106 93 100 104
6 In POLARMAR trench 141 98 112 119
7 Floor based in trench 97 98 135 104
8 Roof suspended in trench 111 88 135 112
9 Chosen N-III station design 100 100 100 100
1) + garage to indicate that garage is in a separate building of different design.
Draft CEE Neumayer Station Rebuild - 43 -

The table does not yield a design absolutely superior for environmental reasons in the categories
shown. A station in unclad snow caverns will not need any shell, and transport weights are
correspondingly small. Annual works are reduced as there is only very little adjustment to changing
snow levels required. But the excavation is a very energy consuming task here, and other serious
disadvantages like the large difference in outside and inside levels, the lack of daylight and the
unpredictable shape-stability of the caverns were critical for the decision against this design. The
dome solution is questionable with regard to drift snow influence and snowtail formation.
Finally - also with some bearing on the environment - it should be mentioned that the chosen
design is one of those with the least area consumption and disturbance.
5.4 Planned service life of the station building
and preview of the eventual dismantling
The lifetime of the Neumayer III station building will not any longer be dependent on snow
accumulation or on deposition of drifting snow as were the buildings of the preceding bases,
because the building will be adjustable to the changing snow level and because the above-surface
parts of the building are elevated and will thus prevent the formation of snow tails considerably. It
is expected that the service life of the building will therefore mainly be determined by use and the
resulting wear. It has also been taken into account that the building might go out of date because of
new needs it cannot meet any longer. The planned service life has consequently been set to a
minimum of 25 years.
The station location is sufficiently distant from the breaking edge of the ice shelf so that the
building cannot get near to this edge during the envisaged life time.
It is of decisive importance that the building can be dismantled completely without major impact
on the environment and be removed from Antarctica. This removal of the building will be carried
out in any case regardless of lifetime ultimately reached.
As there can be no doubt about the eventual dismantling of Neumayer Station III, an easy and
economic method of disassembly is a condition already when designing the station. For this reason
e.g. welded connections will be avoided as far as possible.
The dismantling works and the transports of the disassembled parts to a ship at the ice edge are
more or less equal to the erection works with respect to time, effort and plant employment. Hence
the impact on the environment can be assumed to be of an equal order as by the assembly of the
station.
These assumptions are on the safe side because some of the disassembly works can be done faster
than the erection works. Table 5-12 gives an estimate (comp. table assembly 5-10).
Table 5-12 Savings in time and plant employment at N-III disassembly as against N-III erection
Component of dismantling works N-III Time Plant
Construction camp (smaller than at erection) 40 % 40 %
Garage (building) pit in the snow 1) 90 % 90 %
Disassembly of all installations inside hull and garage 10 % 5 %
Dismantling of platform structures 5 % 0 %
Disassembly of garage roof, legs and jacking equipment 2) 10 % 0 %
Packaging 3) 30 % 40 %
Installations not retrievable 4) 90 % 90 %
Transports site-ship, sledges loading/unloading 5) 15 % 15 %
Shut-down as against start-up of the base 6) 80 % 0 %
Draft CEE Neumayer Station Rebuild - 44 -

1) There is no excavation required, and the existing pit of the garage does not need to be backfilled because it will
be filled with drifting snow in a short time.
2) No sealing works, no tests of hydraulics.
3) Many parts will not be used again and do not need to be protected.
4) It is assumed here that the steel frame foundations of the wind generators and outstations, and some cables
buried in the snow can remain in Antarctica because the removal works would have more impact on the
environment than leaving these parts in the ice shelf. Details can be found in section 7.4, where the issue is
discussed with regard to the dismantling of Neumayer Station II.
5) The savings are due to the shorter distance between station and ship's mooring place. In the 25 or more years
until end of Neumayer III operations the station will have moved about 25*0.19=4.75 km nearer to the ice edges.
With an average transport way of 21 km at erection time this amounts to a shortening of the distance by 22.6 %.
6) Not required are the time-consuming adjustments of the legs, the running in of various machines, and all
acceptances with the relevant tests and alarms. On the other hand, pipes and vessels have to be drained with
special care in order to avoid any spills.
In total, savings of about 800 person-days and 48,000 litres of diesel fuel will be achieved. The
total consumption of diesel fuel for dismantling of Neumayer Station III and for the over-ice
transports will be in the order of 165,000 litres, and thus about 23 % less than needed for the
erection of the base.
The dismantling will require about 60 % of the fuel annually to be used for N-III operation.
6. Activity B
Operation of Neumayer Station III
6.1 General description of the station and its operation
A detailed description of the buildings and the technical and scientific installations is given in
section 5.3 dealing with the erection of the station. The location is basically the same as that of the
preceding Neumayer Stations (cf. plan 5-3), and the purpose of the station has not changed since
the establishment of the first base in 1982. The scientific and logistic justification for the continued
operation of the Station is given in section 2. The general description of the Neumayer Station III is
kept very short here, therefore, and may suffice for the information of readers interested in the
station operation only.
The station building consists of an elevated, aerodynamically encased platform on columns with a
garage in a roofed trench in the snow right underneath. The columns support also the roof of the
garage and are founded in the snow of the garage floor. The station building proper, that is the
heated part containing domestic, technical and scientific facilities, is two storied and situated on the
platform inside the protective shell. Garage roof and platform together can be raised to compensate
for snow accumulation by help of hydraulic jacks installed between foundations and the lower ends
of the columns. The foundations consist of open top steel pots reaching about half a metre into the
snow ground to produce the required bearing capacity. After the building has been raised the pots
can be pulled one by one hydraulically out of the snow for backfilling and reloading.
There are three scientific outstations on small platforms near the main building at distances
between 900 m and 1,500 m: magnetics observatory, seismic and infrasound observatory and trace
compounds observatory. Initially one, later up to three wind generators, are placed next to the main
building. All other equipment on the surface is moveable. The layout of all facilities will be very
similar to that of Neumayer Station II (cf. layout plan 7-10), but with most of the antennas and the
balloon launching hut placed on the roof of the platform instead on the snow ground.
The scientific work at Neumayer is essentially a continuation of programmes involving long term
observations, but other or additional tasks may be tackled in future as scientific interest changes.
Draft CEE Neumayer Station Rebuild - 45 -

Facilities can be grouped by measurement/observation installations, processing equipment, and
data transmission installations. They all require control and maintenance by well trained scientific
personnel.
The technical operation of Neumayer Station III will also not differ much from previous operation
at the Station. Although N-III offers considerably more protected and heated space than its
predecessors the number of overwintering service personnel will not change. Annual maintenance
works at the buildings and installations are mostly carried out in summer with the help of summer
personnel. The raising of all structures, which need to be kept at or above the surface, to
compensate for the 70 to 90 cm of annual accumulation, takes a large part of all work. Neumayer
Station III has been designed to reduce these works, so that less personnel for shorter periods will
be required when comparing with the previous stations.
Power generation, HVAC, water generation, waste water treatment and fire protection reflect
state-of-the-art technology and AWI's more than 20 years experience in the field.
As has been the case with the predecessor Neumayer Stations already, the logistic function of the
base is of growing importance. Summer accommodation has therefore been considerably enlarged
and integrated into the station building. A skiway is being maintained in the season, and a good
number of tracked vehicles and sledges are stationed at Neumayer to support transports and travel.
Design and operation of Neumayer Station III are in conformity with the provisions of the
Environmental Protocol. Environmental awareness is a major issue in the training of all station
personnel.
The station will - as before - be relieved once a year by ship. Installations at the station and
schedules are designed to minimise expenditure for relief activities.
6.2 People at Neumayer Station III
6.2.1 Scientific and service winterover personnel
The number and composition of winterover personnel will in general remain the same as in
Neumayer Station II: Four to six scientists and five service staff including the base doctor (cf.
section 2.3). In case of special programmes requiring extra personnel the wintering crew could
easily be increased, as the new station will offer sufficient accommodation. During overlap in
summer the number of winterover personnel is double.
6.2.2 Summer personnel (guests) and visitors
All people not belonging to the overwintering personnel are referred to as summer guests at
Neumayer Station. The station provides accommodation inside the main building at a separate
section called "summer base" for up to 36 summer guests, and - if need be - outsides in cabooses
and tents for a limited additional number. Summer guests stay for variable times at the station
ranging from a few hours to the full summer season depending on their functions and tasks.
The summer guests can be grouped by their tasks as follows:
Group A Scientific/technical support for station observatories and installations,
Ordinary/regular technical support/maintenance station buildings and services,
Special technical support station buildings (major overhaul/repairs)
VIPs, supervisors, inspectors,
Day visitors/cooperators from supply ships (not staying over nights).
Group B Scientists and support staff using Neumayer as base or interim base for their
research activities otherwise not connected to Neumayer (expedition
personnel.), Tourist or adventure visitors.
Draft CEE Neumayer Station Rebuild - 46 -

Tourists or adventurers have only very seldom been visiting Neumayer Station II due to its
remoteness and difficult approach. Tourist visitors (resp. tour operators) are not encouraged to visit
Neumayer Station. Advance requests for visits are generally required, but AWI will allow visits
only in very well justified cases. The number of personnel is considered too small to deal with
tourists.
6.2.3 Estimated average numbers of persons and duration of stay at Neumayer
Station III, and estimated peak occupancy
For the assessment of impacts the average residence figures at Neumayer III can be estimated as
shown in the table below.
Table 6-1 Average number of persons and duration of stay at Neumayer Station III
Groups Average number of people by periods Sum/year
Periods
16.03
-30.11
01.12
-15.12
16.12
-31.12.
01.01.
-28.02.
01.03.
-15.03.
persondays
No of days 260 15 16 59 15
Winterover crews 10 11 12 20 11 4,302
Scientific/technical support 0.3 3 3 0.3 234
Technical support 0.3 2 3 213
Special building support 0.5 1.5 97
VIPs, supervisors, inspectors 1 1.2 87
Day visitors support ships 1.5 1) 1 1) 42
Expedition personnel 2 5 6 1 479
Total 2,600 204 388 2,076 185 5,454
1) only at day time, included by 50% in the total
Peak occupancy may reach 24 winterover + 36 guests = 60 persons for a few days. The station
could even support some more people accommodated at tents/cabooses next to the base if required
under very special conditions not envisaged at present.
6.3 Provisioning logistics and annual reliefs
Neumayer Station will be relieved once a year by ship. Provisions are transported in 20-foot
containers right up to the station on sledges, but containers will not be exchanged with the
exception of the garbage containers and - seldom - when containers need repairs that can only be
carried out in Germany.
Fuels provisioning is described in the next section.
Initially a two years supply of all provisions had to be available at the Station at the end of a
summer season. This was a safety measure to ensure survival in case the ship would not be able to
get through to Neumayer Station. Meanwhile the flight connexion via Novolazarevskaya offers
opportunities to bring in food provisions in emergencies and to exchange crews. Foodstuffs are
therefore provided for a 15 to 18 months period at Neumayer.
6.4 Fuels (POL) and other consumables
Diesel fuel will be pumped through hoses from ship's tanks into containerised tanks. Fuels and
lubricants not to be stored in containerised tanks will arrive in 200 litres drums or smaller
commercial containments and transported on sledges to the station or to the relevant storage places.
Draft CEE Neumayer Station Rebuild - 47 -

The transfer from ships, transport over the ice, handling and storage of POL is described in detail in
the "Emergency Manual Antarctica. Oil spill contingency plan and plans for other contingencies
for Neumayer Station, ship loading operations, aircraft operations, traverses" (AWI 2003).
The annual consumption of diesel fuel for power generation will increase by approximately 54 %
to 293,800 litres per year when compared with the consumption at the present station N-II. These
figures include the savings in fuel by incorporation of a 20-kW wind generator delivering on
average 35,000 kWh/a (El Naggar et al. 2000). If - as planned - more wind generators (total 60 kW)
will be employed, the annual consumption will go down to about 267,000 litres.
The diesel fuel used for vehicles at the Station varies strongly over the years and amounts to
21,000 l/a on average. No considerable change is envisaged here for N-III.
The storage capacity for diesel fuel at N-III must therefore allow for a 551,000 litres supply 5 if the
full operation is to be guaranteed over 21 months. After a season without resupply it can be
expected, however, that various measures will be taken to reduce power consumption to a limit
necessary for the scientific operation of the base and sufficient for the convenience of the
overwintering staff, so that a storage capacity of say 500,000 litres should suffice.
At present the Station has 32 (+1 mostly on RV POLARSTERN) containerised high-grade steel
tanks of 10,500 to 23,000 litres capacity at its disposal with a combined capacity of just about
594,000 litres. Some of these are used for the storage of kerosene, however, so that a number of
new tanks will be needed. These new tanks will be double-walled and have all safety equipment
and acceptance test certificates as required by the latest legislation.
The tanks available now and meant to be used further on are in accordance with the relevant
standards for fuel transport containers, and approved by the classification society Germanischer
Lloyd. A full maintenance check of all tanks will carried out every 5 years on average. Tanks will
be taken back to Germany for this purpose.
A few years after Neumayer Station III will have started operation the European Union's Stage IV
standards for fuels in order to regulate emissions will take effect for stationary, non-road diesel
machinery (cf. section 6.6). The AWI will follow these standards in the best possible manner.
There will also no distinctions be made between vehicles and stationary machines, because no
different types of Diesel fuel will be used at the Station.
The other fuels being stored at Neumayer Station III will be standard lead-free petrol for the Ski-
Doos and turbine fuel (kerosene JP8 and Jet-A1) for helicopters and light aircraft. There is no
change as against N-II envisaged with regard to the Ski-Doos, while flight logistics are changing
quickly and fuel demands cannot be estimated with accuracy.
The figures of N-II shall be given as an indication for continued application: up to about 150,000
litres of kerosene and 18,000 litres of petrol may be kept in storage at Neumayer Station. It is the
intention of the AWI to rely in future as much as possible on large, containerised tanks for these
fuels as well. Some drums will always be required, though, for transporting these fuels on small
sledges and in aircraft.
Storage of Arctic Diesel in drums at the Station will be restricted to supplying traverses. The
required amounts of diesel fuel are pumped into 200-l drums (mostly at the summer depot).
The maximum amount of gear oils, engine oils, two-stroke oil and hydraulic fluids kept at N-III
will come to about 8,000 litres. These oils - as far as not directly in use in machinery - are kept in
drums, canisters and tins, and will almost all be stored in the station building respectively in the
garage. About 1,600 litres (out of the 8,000 litres mentioned above) of hydraulic fluid will be
contained in the jacking system of the building.
5 (293800+21000) litres * 21 months/12 months
Draft CEE Neumayer Station Rebuild - 48 -

At present the AWI is using two different types of hydraulic fluids. Shell DONAX TM is the
standard hydraulic oil for general application and is made of a blend of highly refined mineral oils
and additives. Although major constituents are expected to be inherently biodegradable, the
product contains components that may persist in the environment. When the maker of the Pisten
Bully snow mobiles, Kaessbohrer of Germany, had to follow very stringent regulations regarding
the biodegradability of the hydraulic oil in central Europe, the AWI followed the recommendations
of Kaessbohrer to use the synthetic, lightly straw-coloured hydraulic fluid "AVIA SYNTOFLUID
N 32", which does not contain any dangerous substances by the standards of Directive 88/389EC
and is decomposed by more than 90% under natural conditions. It also does not come under the
dangerous goods code, and it has been awarded with the environmental label "Blauer Engel" by the
competent institution RAL under the label designation RAL-UZ 79.
Table 6-2 Average annual consumption of fuels and lubricants at Neumayer Station III
Fuel / Lub oil Consumer Mean consumption l/a
Diesel with additives for
usage to -40°C
Station diesel gensets
Tracked vehicles and mobile
diesel generators
294,000
21,000
JP-8 / Jet-A1Kerosene Aircraft and helicopters 50,000
Standard petrol, lead-free Ski-Doos, mobile generators 2,000
Motor oil SAE 10W40 Diverse motors 2,400
Two-stroke oil 1) Ski-Doos 50
Gear oil EP 75W/90 Vehicles about 5
AVIA Syntofluid PB 32
hydraulic oil 2)
PB vehicles, PB cranes 20
SHELL Donax TM
hydraulic oil
Vehicles, cranes, snow-blower,
station lifting jacks
40
1) The two-stroke oil is not mixed with petrol before filling into the Ski-Doo tank. There are
separate tanks for petrol and oil on the Ski-Doos, and mixing is done by the machines.
2) The product is the same as AVIA Syntofluid 32 and has been named PB 32 to avoid confusion with
similar product designations. At the AWI and in Antarctica the oil is often referred to as "Biofluid
AVILUB PB 32".
A change to such "bio-oil" is not a matter of filling a different oil to the respective machinery. The
exchange at the Pisten Bullies could not be made in Antarctica, the vehicles had rather to be
brought to Germany for a full replacement of all hydraulic hoses and a good number of other
hydraulic equipment. Meanwhile it turned out that the AVIA hydraulic fluid is giving problems
when the Pisten Bully is employed at great heights and very cold temperatures as on the Kohnen
traverses.
The AWI will continue to look for biodegradable oils and fluids for technical application in the
Neumayer machines, and use them when the reliability is proven and manufacturers' warranties
remain valid. It must be pointed out here, however, that hydraulic fluid is not "consumed" in
hydraulic systems as is motor oil in a combustion engine, for instance. Hydraulic systems are
closed systems where a fill lasts for long times and needs no replenishment, and consumption
refers to the (seldom) fluid exchanges and to re-filling, when due to parts exchanges certain
amounts of the fluid have to be drained temporarily. There are many measures that can be taken to
minimise the risks of leakage, and the AWI will make use of such measures as is appropriate.
The average annual consumption of POL at Neumayer Station III by present estimates may be
taken from Table 6-2.
Draft CEE Neumayer Station Rebuild - 49 -

The fuel specifications, subject to alterations by technical development until 2006/7, are listed in
Annex 6.
Other consumables than POL will be very limited and of small quantities. A few of them come
under dangerous goods like welding/cutting gases and battery acid. All consumables will be
carefully listed and records be kept in the respective inventories.
6.5 Energy generation and management
The prime source of power at the station will be the diesel generator sets on the platform.
Supplementary power will be wind generated, up to 60 kW are envisaged on medium term. The
average electrical consumption is estimated at 100 to 110 kW. The increase over the N-II
consumption is mainly due to higher demand in the observatories, where for instance the air
chemistry laboratory alone calls for a 100 % additional, permanent supply.
The size and numbers of the diesel engines will be chosen with the future complementary energy
input by the wind generators in mind. Diesel motors must run in a certain load range to work
efficiently and to produce the least harmful emissions per unit of fuel.
There will be no oil-driven heating of the air needed for the turbo-charging at cold starts. Instead
there will be an electronic control limiting the capacity of the diesel engines during cold start so
that the risk of damage is minimised.
When determining the capacity of the diesel engines the efficiency factors of the generator, the
exhaust after treatment equipment and of the fuel (as against "ordinary" diesel fuel) must be
considered. In effect the nominal capacity of the engines will have to be 20 to 25 % higher than the
specified electrical output. When looking at rated exhaust gas constituents (mostly given as g/kWh)
the output of the diesel motor rather than that of the generator must be applied.
The usage of electric power and heat at Neumayer Station III will be controlled by a
comprehensive energy managing system. The system will allocate power by predefined priorities,
secure an optimal input of wind power, put on or off a second diesel generator as demand requires,
and give warnings in case of conflicts or transgression of specific limits. The energy management
system will be complemented by a number of rules to be observed by the staff, mainly aiming at
energy saving ways of acting, and advising about preferable times during the day for certain power
dependent activities.
6.6 Station diesel exhaust gas after treatment
The European Union has set new standards in 1998 for fuels in order to regulate emissions from
non-road mobile machines (Directive 97/68/EC (EC 1997) and various amendments, and Directive
2002/88/EC (EC 2002)). The regulations are split up into four stages, with stages III and IV
becoming effective from 2005 until 2014. The emission standards are to a large degree harmonised
with the corresponding U.S. emission standards (EPA "Nonroad mobile machines", Tier 2 and 3).
In effect this will mean for diesel fuel that for instance the presently permitted sulphur content of
2,000 ppm will go down to 1,000 ppm in 2008, then to 50 ppm and from about 2014 on to the ultra
low content of maximum 10 ppm (mg/kg) 6 , also called sulphur-free by some suppliers 7 .
6 European Directives must be transferred into national law by all of the Member States. A sell-off period of up to two
years is allowed in most nonroad emission standards for engines produced prior to the respective implementation dates
of the regulation. Since the sell-off period, between zero and two years, is determined by each Member State, the exact
regulation timeframe may be different in different countries.
7 E.g. Shell Sulphur Free Diesel,

Table 6-3 EU Stage II, III and IV and EPA emission limits for non-road diesel engines
Stage
Net power
kW
CO HC NOx
g/kWh
PM *)
Date
EU II
130 to 560
75 to 130
3.5
5.0
1.00
1.00
6.0
6.0
0.200
0.300
01 Jan 2002
01 Jan 2003
EU III
130 to 560
75 to 130
3.5
5.0
0.19
0.19
2.0
3.3
0.025
0.025
31 Dec 2010
31 Dec 2011
EU IV
130 to 560
56 to 130
3.5
5.0
0.19
0.19
0.4
0.4
0.025
0.025
31 Dec 2013
30 Sep 2014
EPA Tier 2 75 to 130 5.0 together 6.6 0.200 01 Jan 2003
EPA Tier 3 75 to 130 5.0 together 4.0 not det. 01 Jan 2007
*) PM = particle matter
The Stage IV standards introduce PM limits of 0.025 g/kWh beginning in 2011. To meet this limit
value, which represents a 90% emission reduction relative to Stage II, it is anticipated that engines
will have to be equipped with particulate filters and that ultra low-sulphur fuel of 10-50 ppm
sulphur content must be used. Under Directive 2003/17/EC (EC 2003) sulphur-free (10 ppm) diesel
fuel will be available in the EU from 2009 onwards, most likely for non-road mobile machinery
also. Some suppliers offer sulphur-free diesel fuel already now (e.g. Shell, BP) 8 . The Stage IV also
introduces a very stringent NOx limit of 0.4 g/kWh, which will require NOx after treatment.
As the emission of gaseous and particulate pollutants from internal combustion engines depends so
much on the fuel quality, all diesel fuel at Neumayer Station III will be low-sulphur. The diesel
engines of the generating plant will be equipped with exhaust gas after treatment equipment which
will guarantee compliance with the relevant European standards.
6.7 Heating and ventilation (air conditioning)
At N-II all room heating is exclusively done by warmed air in combination with the air
conditioning of the base. The energy is taken from excess heat of the diesel generators. The system
has advantages (e.g. that no heating pipes or radiators are required), but also disadvantages, for
instance when it comes to temperature regulation in individual rooms. The choice of a heating
system in the Neumayer Station III will therefore be left to the detailed design and may depend on
the ideas brought forward during the competition of manufacturers and experts.
Regardless of the system the condition will have to be met that no fuel shall be burnt for direct
heating. As wind power shall be used increasingly at Neumayer it may be possible that not enough
waste heat will be available under certain conditions (low electrical power demand, high wind
energy production). For these probably rare times electrical supplementary heating - but systemdependently
provided by renewable energy sources - may be required.
6.8 Fresh water generation and fresh water demand
Fresh water will be generated by snow melting in a melter placed in the garage. The melter will be
driven by excess heat from the diesel generators. There will be no emergency heating because
several safety measures will be applied already to the generators. It is possible, however, that a
8 The AWI has tested synthetic sulfur-free diesel fuel and encountered enormous problems with engine failures. The
trouble was discovered to be caused by mixing with even the smallest amounts of ordinary diesel fuel in the tanks or
fuel lines. Either sulphur-free diesel refined from oil must be used, or systems be cleaned completely before switching
to sulphur free diesel fuel.
Draft CEE Neumayer Station Rebuild - 51 -

secondary heating system will be required as with the room heating for the rare cases when diesel
power demand (and heat production) is very low while wind power generation is at its maximum
(aimed at 60 kW). The secondary heating will therefore be electric, with the effect that no extra
fuel is required and emissions are kept low.
Snow will be taken from the surface to the east of the station and pushed through a chute into the
melting vessel. An "automatic" drift snow collector has been devised and may prove helpful in
reducing the effort for snow transport.
The average daily fresh water consumption is 117 litres per person at N-II and includes air
humidification. Neumayer Station III may have a lower consumption if vacuum toilets will be
installed. The melter will be laid out accordingly, and will have the capacity to serve a summer
population of up to 58, though perhaps with a little reduced rate. The nominal capacity of the
melter will be in the range of 25 kW.
The energy to produce hot water will again be taken from the secondary cooling circuit of the
diesel generators.
6.9 Fire protection and emergency precautions
Fire proof materials used in the building and installations for fire protection and fighting are
described in section 5.3. As in Neumayer Station II there will be regular tests of the detectors and
of the fire fighting installations. The fire extinguishers are time-stamped for regular checks. These
checks had been carried out at the base in N-I, but in N-II the extinguishers are replaced in steps or
batches and checked at the suppliers before being exchanged against the next batch a year later.
This method will again be used at Neumayer Station III and also be applied to the bottles
containing the extinguishing agent of fire suppression system.
A survival hut for the overwintering staff will be maintained in the vicinity of the Station. There
will be a small generator, an emergency radio transceiver, emergency provisions and "survival
bags" kept in the hut. Access to fuel will always be guaranteed by the separation of fuel depots.
The emergency precautions other than against fire will comprise a bundle of measures found
adequate in the past years of operation at Neumayer. Environmental and medical emergencies are
dealt with in detail in the Emergency Manual (AWI 2003). Intensive efforts are being made at the
AWI to introduce a telemedicine system at Neumayer to allow online exchange of medical data and
support from Germany. It can be assumed that the "remote emergency room" will become reality at
Neumayer Station III.
6.10 Communications installations
Although the volume of data and voice traffic has increased considerably in the past and will
probably continue to do so, the transmitting power will not be increased. Transmissions on 5150 to
7775 kHz in the short wave spectrum will not change in intensity (max output 1,000 W) or duration
(less than 30 minutes per day on average), while transmissions via the directional satellite radio
links (max 20 W) will continue to represent the bulk of radio traffic. The part of transmissions in
the power consumption at N-III will be almost negligible.
6.11 Waste management
All waste handling at the Station will continue to be done in accordance with the Neumayer waste
management plan introduced some years ago (cf. Annex 3). No waste different in substance or
composition from waste collected at the Station so far is expected, and changes will be dealt with
on the basis of the relevant provisions of the Environmental Protocol.
The waste management can be described by the following principles and procedures:
Draft CEE Neumayer Station Rebuild - 52 -

− Training and information all staff members (seminars, waste management plan and 20 pages
brochure on waste treatment (Plötz, Ahammer 2000))
− Avoidance and minimisation of garbage (production)
− Selection / exchange of packing materials at purchasing stage (e.g. cardboard instead of
plastic)
− Segregation (11 groups of wastes) and further differentiation into altogether 28 classes)
− Compaction (separate compactors for paper/cardboard and for plastics, and a shredder for
glass and tins)
− Safe storage in properly labelled containments, separation hazardous from non-hazardous
waste
− Waste water treatment
− Removal of waste from Antarctica for recycling or environmentally safe deposition
− Reporting and control
The Station will - as before - handle also wastes returned by field parties and traverses. The wastes
logbook requires the entry of 28 different (segregated) classes of refuse plus description of any and
all special items collected for disposal and not fitting into one of these classes.
Incineration of waste is not planned at N-III. The amounts collected are relatively small and can
easily be transported in ordinary containers.
The Head of the Logistics Department at the AWI is responsible for all environmental aspects of
waste management and for the control of all measures in this field.
6.11.1 Solid waste
Fig. 6-1 Compactors for cardboard and plastics, glass and plastics shredder,
stowage in garbage container with sealed pp-buckets (all in N-II)
All solid wastes will be segregated and collected directly or in containments in the garbage
transport containers at the station. Suitable tools will be provided for cutting and crushing, and
compactors will be used to reduce volumes (e.g. of cardboard boxes and tins).
Packaging is one of the biggest fraction of solid waste. The volume has been greatly reduced at
Neumayer by four measures:
− Recommendations to all staff to reduce packaging (along with information about prohibited
packing materials)
− Purchase of provisions in larger packing units (and cutting of portions later)
− Provision and use of lightweight expedition boxes (Zarges boxes)
− Safe stowage in transport containers.
Draft CEE Neumayer Station Rebuild - 53 -

The collection of food waste is possible because the container is placed in the cold part of the
Station.
6.11.2 Liquid waste
All used water (grey and black) of the station will be led through a containerised sewage treatment
plant for cleaning and disinfection before disposal into the snow pit near the station. The amount of
sewage water generated at the station is mainly dependent on the number of persons
accommodated at any given time and can be estimated by the fresh water production which - based
on N-II data - is 117 litres per person and day on average.
The use of detergents and cleaners at the base is restricted with regard to types and amounts so as
to minimise the load on the used water. Only biodegradable substances are permitted for use.
Actually the operator AWI supplies also personal toilet articles for free so as to keep unwanted
substances away from the sewage.
Because of the big difference in the numbers of summer and winter personnel at the station a large
balance tank will be installed to guarantee proper working of the plant. Before the sewage water is
disposed of it will be disinfected, probably by UV-light. Any remaining sludge will be stabilised by
addition of lime suspension, collected in 80-litres permeable polypropylene (pp) bags and dried in a
cabinet inside the plant container. The volume-reduced drain bags will then be put into sealed 30litres
polypropylene containers and stored in the solid waste transport container of the station
which is taken out by ship once a year. The pp containers are suitable for incineration on board in
agreement with the Environmental Protocol and the MARPOL rules (Enss et al. 1999), but it is
assumed that the current practice of handing over all non-hazardous wastes for environmentally
safe disposal to land facilities will be maintained in future years.
The treatment plant will be under the control of the station engineer. A log-book has to be kept
where basic plant and performance data and all maintenance and repair measures are recorded.
Total suspended solids and acidity of sludge suspension and effluent will be controlled. Regular
biological analyses of the waste water before and after treatment or of the sludge are not considered
necessary after it has been found that all relevant parameters are safely kept within satisfactory
limits over longer periods, and will be carried out at irregular intervals only and whenever there is a
special reason (e.g. after events like cleaning of septic tanks and restarting of the process).
Used oils, used hydraulic fluids, contaminated liquids from the station hospital, photo-chemical
liquids and chemical liquids from laboratories are collected in extra (marked) containers and stored
in a designated transport container until shipping for removal from Antarctica as specified in the
station waste management plan.
6.12 Vehicles and plant
The plant pool at Neumayer will more or less remain the same when Neumayer Station III starts
operation. Replacements and new plant will be equipped with exhaust treatment devices as the
relevant legislation in Europe requires. The calculation of emissions will be based on the limits set
by EU stage II.
Draft CEE Neumayer Station Rebuild - 54 -

Table 6-4 Plant pool at Neumayer Station (2004)
Nos.
Plant make
and type
Size
l/w/h m
Weight
kg
Power
kW
Equipment Consumption
2
Canadian Foremost
Chieftain
9.7*3.0*2.7 18,500 199
Hydr. crane 12,5 tm,
hydraulic winch 5 t
13-33 l/h
1
Schmidt Snow
Blower
6.4*2.5*3.0 11,000
Moveable ejector
81+191
chute
18-60 l/h
1 Snow blower
Kaessbohrer
2.5*1.3*2.1 900 25 10 l/h
4 Pisten Bully
PB 260
4.8*4.2*2.9 6,300 191 Cabin for 6-8 pers. 2.5-3.2 l/km
3
Kaessbohrer
Pisten Bully
PB 260
Kaessbohrer
4.8*4.2*3.3 7,600 191
Hydraulic crane
8.4 tm
2.5-3.2 l/km
2 Pisten Bully
PB 300
4.8*4.2*2.9 7,000 240 Cabin for 6-8 pers. 2.5-3.2 l/h
2
Kaessbohrer
Pisten Bully
PB 300
4.8*4.2*3.5 8,400 240
Hydraulic crane
8.4 tm
2.5-3.2 l/h
6 Front w = 4.6 1,100 --- Snow blade ---
4 attachments for w = 4.4 - 5.2 1,400 --- 12-way snow blade ---
6 Pisten Bully w = 4.2 1,200 --- Tipping trough ---
30
20-to-Slegde
(Aalener)
6.1*2.5*0.9
2,800
-3,500
--- Container locks ---
1 Generator 3.1*2.4*2.4 3.400 72
mounted in 10-Foot-
Container
14-20 l/h
1 Generator 400 12
in cabinet,
transportable
4 - 6 l/h
Bombardier-
solo 35
20 Rotax Ski-Doo 3.2*1.3*1.3 288 46
wt load 55
Alpine III
l/100 km
Table 6-5 Pisten Bullies fuel and oil consumption
Parameter Dimension PB 260 PB 300
Fuel consumption idle litres/hour 2.0 2.1
empty (at average 14/15 km/h) litres/hour 28.0 33.0
empty (at average 14/15 km/h) litres/km 2.0 2.2
sledge pulling 20-30 tons (av. 8/9 km/h) litres/hour 27.2 33.3
sledge pulling 20-30 tons (av. 8/9 km/h) litres/km 3.4 3.7
pre-heating (Webasto) 1) negligible
Motor oil consumption litres/100 km 1,0 1.0
full exchange litres/year 20 20
Hydraulic oil full exchange 2) interval years 2 2
without crane litres 70-75 70-75
with crane litres 110 110
Draft CEE Neumayer Station Rebuild - 55 -

1) Pisten Bullies are fitted with Webasto pre-heating, used at temperatures below -10°C. Fuel consumption
is very low and contained in the overall figures.
2) There is no "consumption" of hydraulic fluid unless there is a leak.
7. Activity C
Dismantling and retrograding of Neumayer Station II
Fig. 7-1 Neumayer Station II in 2004 seen from WNW
7.1 Description of the Neumayer Station II buildings and equipment
7.1.1 General
The station comprises an underground complex with accessways leading to the snow surface and
some on-ground installations in the near vicinity. There are also a few scientific outposts up to
about 4 km distant from the main building which are selfsufficient by means of batteries as far as
power is needed. If in the course of the relocation to N-III renewals take place the exchanged parts
will be removed from Antarctica. Foundations of these outposts - if any - are dealt with later in this
chapter.
7.1.2 Protective tube building and accessways
The station building proper is housed in tubes of 8.38 m diameter made of 7 mm bent, corrugated
steel plates connected by 20 mm screws. The tubes are kept cold. Plates in the bottom section are
plain steel, plates in the remaining circumference are zinc-galvanised. There are two parallel tubes
of 90 m and 83 m lengths and one interconnecting tube of 95 m length running crosswise. A
smaller tube, 4.19 m in diameter and 16 m long, connects the parallel tubes at about half their
lengths. The tube ends are closed with strong steel bulkheads. The bulkhead at the east end of the
Draft CEE Neumayer Station Rebuild - 56 -

Cross Tube has a large two-winged entrance gate giving way to a ramp structure wide enough to
allow access for the biggest vehicles at the base. The bulkheads at the southern ends of the parallel
tubes are part of the staircases leading to the main entrances at the top. The western part of the
Cross Tube is sealed off by a firewall and contains six 22,000 litres fuel tanks fitted inside 20-foot
container frames. The tank containers are placed two each in steel drip trays serving as secondary
containment. Two more barriers are shutting off the tubes in case of fire to prevent smoke
spreading. A short tube section attached to the Cross Tube near the ramp entrance leads to a 60 m
long passable snow tunnel which connects the garage building with the station tubes.
Fig. 7-2 Neumayer Station II tubes and accessways
There are altogether 5 shafts installed on the tubes reaching above the snow surface by intermittent
extension. The smallest is made of flanged 813 mm steel tube sections and serves as snow chute to
the melter tank. The other shafts are also tubular, but are made of corrugated steel sheets connected
by bolts. Two having 1.57 m diameter are housing the insulated exhaust gas pipes, and the
remaining two are ventilation shafts for the air conditioning system.
The ramp has snow floor and walls and is covered with a roof following stepwise the gradient of
the ramp. The bearing roof structure consists of steel joists in the lower sections, while wooden
formwork beams are used in the upper sections where snow loads are smaller. The covering is
made of timber and plywood. At the top end of the ramp the covering consists of small timberplywood
elements which can be lifted by two men. The ramp is extended by a new step whenever
the snow accumulation makes adjustments necessary.
Draft CEE Neumayer Station Rebuild - 57 -

The stair "towers" at the southern ends of the parallel tubes are steel framework construction with
plywood cladding on flat timber foundations and contain steel staircases. There is a 100 kg SWL
electric goods hoist installed in one of the towers. The uppermost sections of the towers with exit
doors and several antennas mounted on top are kept above snow level by inserting a tower/stairs
section whenever required.
The stair towers are connected by a snow tunnel at tube floor level which then extends blind-ended
towards south by 150 m from the Stairtower West. This 2.4 m wide and now (2004) only 1.7 m
high tunnel serves as fresh air duct for air pulled by ventilator force from outsides through the
permeable snow, hence called air tunnel. The method helps to keep drifting snow away and
provides temperate air throughout the year. The tunnel roof had initially been supported by simple
timber girders and plywood cover, but these have been taken out long since.
An emergency exit shaft made of strong timber frames and plywood with a steel ladder is situated
at the western end of the Cross Tube. A fuel pipe is running down this shaft used for refilling the
tank containers in the POL storage.
The connecting snow tunnel to the garage had a wooden roof structure which - after much
deformation - has been taken out in the 2003/04 season. The tunnel has been re-profiled at that
opportunity. There is a steep ramp by now at the northern end where the tunnel connects to the
garage which is being raised in accordance with the snow accumulation.
The Cross Tube has no substructure to support a floor but is filled with snow to a level where at
least 6 m floor width is reached. The floor is plain snow. Vehicles can manoeuvre in the eastern
section of the Cross Tube and enter the Tube East and the large workshop situated there.
7.1.3 Building installations in the tubes
Fig. 7-3 Neumayer Station II - Inner Building Layout Plan
All warm (air conditioned) building installations are placed in the two parallel tubes. With the
exception of the workshop building they are all containerised on the basis of ordinary 20-foot
Draft CEE Neumayer Station Rebuild - 58 -

transport containers. The overall height of the containers is 2.90 m (9.5'). There is an adjustable
steel understructure to transfer and distribute the building loads to the tube. Areas not taken by
containers are covered with timber flooring. Small gangways are running along both sides of the
container rows serving as emergency routes. Normal passage is inside the container rows where a
corridor leads from end to end.
The containers have steel frames equipped with corner fittings. Walls and roofs are steel sheet at
the outer sides and mineral-based (fireproof) plates on the inside with mineral wool insulation in
between. The floor has plywood instead of mineral plates and carpet or rubber covering. The room
layout can best be seen on drawing 7-3.
The workshop and the attached workshop store (size l/w/h = 19.0/6.5/5.0 m) are made of steel
framework and 150 mm plywood sandwich panels. The insulation is 120 mm rockwool throughout.
Fire protective lining (plates) on mineral basis is fixed to walls and roof on the inside.
7.1.4 Garage building
The garage building is a comparatively light structure placed in a snow trench and consisting of a
46.4 m by 16.7 m roof supported by three rows à 7 numbers of 4.3 m to 4.8 m height-adjustable
tubular steel pillars resting on flat timber/steel foundations directly on the snow floor of the trench.
The flat roof consists of steel girders and plywood sandwich plating. There are several joints
between roof plates sealed with silicone rubber strips. The walls are plain snow. A 1.5 m high
plywood skirting mounted on steel supports is running along the roof edges to provide horizontal
stability and sealing against snow ingress.
Fig. 7-4 Neumayer Station II layout with garage building
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Fig. 7-5 Neumayer garage building: erection, view of inside, ramp cover
The roof is tied down by around 40 steel wire ropes of 12 mm diameter reaching about 8 m down
in the snow (2004) where they are fixed to snow anchors. These wire ropes are extended when the
roof is raised.
A snow ramp is arranged at the small side of the garage in the north with a steel-plywood
composite hinged ramp cover that can be worked with pulleys attached to a steel portal.
7.1.5 Technical services installations
The bulk of the technical equipment (power and water generation, HVAC, sewage treatment) is
installed inside the building containers shown in orange on the room layout drawing 7-3. Cables
and ducts are laid on the container roofs, while water pipes run underneath the containers. A steel
fuel line is connecting the tanks in the cross tube with the day tanks on the roofs of the three power
stations.
Lighting is distributed over all installations, and electric fans are placed at the air tunnel and at
various used air exits. There are no cables or pipes running under the snow floor in the Cross Tube.
Fig. 7-6 Bulkhead in cross tube, connecting tube, installations on container roofs
A 96.5 m long sewage water discharge pressure pipe runs horizontally from the Tube West towards
the pit in the snow. The pipe is laid directly into the snow in the foundation level of the tube
building. It consists of prefabricated 6 m sections of 60.3x5 mm steel pipe with CFC-free
polyurethane foam insulation and protective PE sheathing. The sections were joined by press
fittings when the pipe was laid. A 10 W/m trace heating tape is fixed to the steel pipe over the
whole length. The sewage pipe is bolted to a spigot welded to the Tube West on the outside.
7.1.6 Antennas and wind generator
There are altogether 24 different antennas installed at Neumayer Station II. The masts erected on
the two stairway towers carry 13 small antennas. Two dome protected antennas are mounted on the
ventilation shafts mentioned above. Two broadband dipoles are placed in the antennas field southwest
of the station building, and four smaller ones are mounted to masts near the entrance ramp at
the cross tube. A 2 m diameter dome with a satellite antenna (PRARE) is mounted on the balloon
filling station.
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The heaviest (dish) antenna serving the
continuous satellite data link is mounted
since 1999 under a 4 m dome on a bolted
steel framework tower erected about 35 m
north-west of the western end of the cross
tube. The antenna is being raised from time
to time by inserting a new tower section of
2.8 m height. The 6 by 5 m flat foundation
is made of timber logs and steel sections
and had initially a depth of 2 m. In 2008
season the foundation will be buried 8 to
9 m deep in the snow.
Fig. 7-7 Satcom antenna
The wind generator rated at 20 kW is mounted on a tubular shaft and placed on a steel framework
foundation not or only very little protruding above the snow surface. It is of three-legged shape to
provide support for the three raking struts of the generator shaft and extends to 7.0 m from centre to
end of a leg. Raising of the generator is done very similarly to the antenna by putting in new
sections of the foundation framework. Because of the vibrations generated by the machine,
especially when running in heavy winds, the foundation structure is bolt-connected with tensioned
screws. Cables from generator to station are led above ground on poles.
Figs. 7-8 and 7-9 Wind generator and installation of foundation section
7.1.7 Outstations and other facilities
The outstations and observatories connected by cable to the station are listed and their locations are
shown on the layout plan 7-10. The survival hut is a plastic caboose on skids that is being moved
once a year to be kept above ground. The old and emptied 20-foot seismic container is placed in a
snow cavern 12 m below ground and accessed by ladder in a snow shaft lined with plywood. The
three operational observatory container buildings for magnetics/seismics, trace compounds (air
chemistry) and the balloon launching station are placed on elevated, jackable steel platforms. The
four each steel legs of these platforms reach far down into the snow ground where they rest on
timber spread footings.
Draft CEE Neumayer Station Rebuild - 61 -

Fig. 7-10 Neumayer Station II and near vicinity
The infrasound array is a subsurface arrangement of tubes and cables with a number of data logger
boxes covering an area of about 3 km 2 . The array must be dug out from time to time for
maintenance, and is then laid out again in the required depth at higher level.
Fig. 7-11 Elevated platforms: balloon launching station, seismo-acoustics observatory, and empty
Electric cables to the different facilities are above-ground with the exception of a 1,650 m long
20 kW triple power cable connecting the station with the old seismic container and with the trace
compounds observatory. The cables run through the air tunnel and are meanwhile buried for the
remaining 1,500 metres in the snow at 8 m depth (2004). The below-ground cable between Radome
and filling station (cf. fig. 7-10) is a summer only facility and is taken out during the winter.
The snow routes, the open storage areas, the landing strip for aircraft and the helicopter landing
place are marked by poles and very few empty drums. All markers are set higher regularly to
overcome accumulation. The storage areas are used for short time (intermediate) storage only.
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7.2 General description of the planned activity and time frame
Neumayer Station II will latest be replaced in February or March 2008 by the then newly built
Neumayer Station III. There is a possibility, though only small, that N-III can be finished and
commissioned at the end of the 2006/2007 season already, and likewise that works will be
hampered by unusual conditions or incidents which delay commissioning until the 2008/2009
season. Moving from N-II to N-III cannot take place over any extended time because the scientific
programmes and measurements have to continue with as little interruption and disturbance as
possible. For this reason it is not intended to move building components, or any self contained
units, or fixedly installed furnishings and equipment from old base to new base. The linear
arrangement of the facilities in the steel tubes at N-II anyway does not allow the dismantling and
moving of parts in a sequence compatible with installation schedules at N-III.
The plan is to decommission Neumayer Station II immediately after the new station has started
operation. Decommissioning includes the drainage and removal of all possibly harmful substances,
especially oil-based and chemical liquids. These substances will be brought to N-III and be dealt
with in agreement with the garbage management plan. The station will be completely idle after
decommissioning and thus have no operational impact on the environment.
Dismantling works will commence in the season after N-III has started operation and may require
two or more seasons depending on logistic capacities available. The intention is to finish all
dismantling and removal works by the 2009/10 season latest. Parts dismantled will be stored at the
winter depot near the ice edge at Atka Iceport until they are loaded into a ship. Storage time for
certain bulky or heavy items may exceed a year, but preference is given to straight disassemblyloading
procedures and to short storage times.
The garage building is not subjected to snow loads as its roof is kept at surface level by annual or
once every other year raising of the garage structure. The building may be used for some time after
decommissioning of Neumayer Station II. Dismantling of this building might be delayed for this
reason, but there can be no doubt that it will be completely removed from Antarctica when no
longer in use and definitely before it has moved with the ice to a position not any longer safe. All
relevant works connected with the removal are described hereafter.
The dismantling of technical structures in a narrow tube deeply buried in the snow requires skilled
labour. All relevant working and safety rules must be adhered to. When applied to certain
dismantling works like taking out the steel tubes these rules lead under the circumstances to
extreme technical and logistic expenditure which itself will cause more unwanted impact on the
environment than leaving these parts behind in the snow. The intention, therefore, is to dismantle
Neumayer Station II as far as is environmentally sound, and to remove all dismantled parts by ship
from Antarctica.
7.3 Dismantling of Neumayer Station II
7.3.1 Site logistics
As only a small team of maximum 12 people will be required to carry out the dismantling works,
the team will be accommodated in the summer section of N-III and travel by Pisten Bully the short
distance between site and Station. At the site a workshop container will be placed near to the snow
ramp and one or two heated containers or cabooses for weather protection during breaks.
Environment-friendly toilet facilities will be provided, e.g. as at the site camp for the erection of N-
III. A mobile generator in the range of 40 kW will be running during working hours to provide
power for heating of the cabooses, lighting and ventilation in the tubes of N-II, and for electric
tools. A 15,000 litres tank container with electric pump will be brought to N-II and serve as filling
station, especially for the transport vehicles, but also for the generator.
A VHF radio link between N-II and N-III will be operational for safety reasons.
Draft CEE Neumayer Station Rebuild - 63 -

7.3.2 Dismantling works and packaging
The 50 containers built as insulated rooms into the station are equipped with corner fittings and
will be used as 20-foot transport containers in the same way as on their way to Antarctica in 1991.
Some of them must be provided with temporary walls for that purpose. About eight additional,
ordinary 20-foot containers are required for the removal of parts that do not fit into the 50 station
containers or would increase their weights above acceptable levels. The additional containers help
to reduce packing works and use of packing materials, and one or two of them will be used for the
collection of garbage produced by the dismantling works.
When the station gets decommissioned all movable parts, spares, furniture etc. meant for use in the
new station will be taken out first. Then the pipes and tanks will be drained. The 6 tank containers
will be emptied during the last months of station operation and drained when operation ends. They
will then be disconnected and pulled out through the cross tube and over the snow ramp. These
tank containers will remain at the Station for further use.
Drained liquids with the exception of the glycol-based antifreeze-liquid ("Tyfocor L") from the
secondary cooling circuits will be returned together with the waste liquids of the Station under the
waste management plan. The Tyfocor will be pumped into 200 litres steel drums for transport.
Dismantling proper will proceed in reverse order of the installation. Cables, channels, lighting
fixtures and pipes running on the outsides of the container buildings or along the tube walls will be
disassembled first and secured inside the containers for transport. The containers will one by one
be pulled into the Cross Tube and put on flat skids. If the weather is bad the loading with
disassembled parts and the closing off with temporary plywood walls will be finished here.
Otherwise the containers can be readied for transport after they have been pulled out to the open
over the snow ramp.
The workshop building in the Tube East may be of some good use when preparing containers in
front of it for transport. But it must be dismantled before the containers of the Tube East are taken
out. When all containers and the workshop are removed the heavy floor timber planking will be
taken up and bundled for transport. In the same way all timber floors in the stair towers will be
removed.
The understructures (where the container buildings and the floors had rested on) are mostly bolt
connected, and can then be disassembled. Packages will be crates and bundles, and boxes for small
parts. The three large 30,000 litres steel trays where two each of the tank containers were placed in
are not usable again and will be cut to manageable size for transport.
Cutting of the trays is the largest of the very few disassembly works where acetylene gas will be
needed. There has been extremely little welding when the station was built, also because of the
dangers of zinc poisoning. The drip trays are not zinc galvanised. Cutting, if at all required, will be
done mechanically, as e.g. with electric cables.
The steel tubes - after fully cleared of all installations - will be left in the snow ground together
with the steel bulkheads and the steel parts of the staircases. The pros and cons of this decision will
be discussed in section 7.4, and in section 7.7 dealing with alternatives.
All steel and timber parts which stick out above the snow surface or can be reached from there will
be dismantled and removed. This applies to stair towers, ventilation shafts, emergency exit and
ramp cover. The deeper part of the emergency (ladder) exit shaft at the westerly end of the Cross
Tube is firmly embedded in the snow and cannot be dismantled without endangering the workers.
The steel fuel pipe running down the shaft will be dismantled.
The removal of the 96.5 m long underground sewage pipe has been considered, but calculations
(cf. Annex 5) show that an enormous effort with the employment of heavy machinery over several
days is required to do the job. The pipe could either be retrieved by cutting a 15 m deep and 100 m
long trench from the snow surface or by driving a horizontal tunnel 1.2 m wide and 2.2 m high
Draft CEE Neumayer Station Rebuild - 64 -

above the pipe starting from the tube. The trench would have to be about 5.5 m wide in order to
allow Pisten Bullies with blades to pass along. The cutting proper would have to be carried out for
the fist part with a snow cutter/blower, a machine burning much fuel (cf. plant list 6-4), and later in
firmer snow layers by help of pneumatic or electric chisels. The tunnel could only be driven by
hand with tools like chain saws and electric or pneumatic chisels. Fresh air would have to be
brought to the progressing front end of the tunnel through ventilation tubes.
There is no environmental harm in leaving the pipe in the snow, on the other hand, and the impact
when the pipe eventually reaches the sea bottom is negligible. It can be expected that the foam
insulation will have disintegrated (due to ice pressure, and later to shear movement in the ice at the
ice rises) by the time the pipe will reach the ice shelf edge. The AWI intends for these reasons to
leave the pipe in the snow.
An even more disproportionate effort, when compared with taking out the sewer pipe, would be
required to retrieve the 1,500 m long buried part of the triple power cable from air tunnel end to the
trace compounds observatory. This part will have to be left in the snow. No environmental damage
by the cable is expected when finally it will sink to the bottom of the sea. About 150 m of the
power cables running in the air tunnel will be cut off for removal. In the same way all other cables
in the air tunnel will be taken out and packed for shipping.
The dismantling of the garage building will be comparatively easy as all parts are accessible from
the surface resp. from the garage floor. In addition the 46.4 m by 16.6 m roof has many flexible,
silicon-rubber sealed joints so that it can be taken off in 12 plates of 42 to 83 m 2 size. These plates
are plywood sandwich with non-toxic PU foam in between. They consist of smaller 2.44*3.64 m
plates which are joined groove and tongue with 6*50mm/200 mm screws for fixing.
All electric cables and installations are fixed to the structures and will be disassembled in the
beginning. The steel construction of the roof and the supports is all bolted and will be easily
disassembled. The steel-timber composite foundations have been lifted many times when the
garage was raised and will be shipped without any further dismantling. Steel anchor wires will be
cut for removal at the garage snow floor.
A list of all containers and packages with descriptions of the contents will be prepared while the
dismantling and packing takes place.
7.3.3 Relocation of outstations and antennas, remaining foundations
The relocation of the outstations and antennas is part of the N-III station building and has been
dealt with under activity A section 5.3.5. Deeply buried foundations consisting of steel sections and
timber will not be dug out. These parts have been identified by the construction drawings and are
listed in table 7-3.
7.3.4 Over-ice and marine transportation
Use of Station vehicles (including vehicles with cranes) and sledges is planned for the transports of
dismantled parts to the coast or to the ship at the landing place. Station personnel may help as
drivers with the transports. The distances can be estimated as 8 km from N-II to the storage area
and 8 km again from there to the landing place at the sea ice edge of Atka Iceport (area map 5-3).
About 60 roundtrips must be made to transport the dismantled containers and parts, altogether
about 750 tons, on sledges to the intermediate storage place, and about 86 roundtrips for the
transports from storage place to the ship. For the latter "mobilisation" tours from Neumayer Station
III and back of about 25 km must be added. Altogether this sums up to 1,200 km of transports with
sledge loads and 1,600 km empty. Including the generator, the crane vehicles and secondary
transports (e.g. fuel, workshop, personnel) the corresponding diesel fuel consumption is 16,600
Draft CEE Neumayer Station Rebuild - 65 -

litres. The dismantling works and the transports to the storage place will be carried out in parallel.
About 430 person-days are estimated for dismantling and transports to the ship. Bad weather and
longer routes over the sea ice could lead to longer transport times and more fuel consumption,
while a ship berthing at the storage place would make the second stage of the over-ice transports
unnecessary. The calculated total diesel fuel requirement must therefore be supplemented by a
plus/minus margin of roughly the amount needed for the second part of the transports as described
above, namely ± 6,100 litres (see table 7-1).
The ships the AWI will employ for transporting the N-II parts are not known yet.
7.3.5 Dismantling and transport statistics
The total effort for dismantling and transports compiled from the previous sections and
supplemented by auxiliary works and down times amounts to:
Table 7-1 Total person-days requirement including down times, and diesel fuel consumption
Work
Persondays
Nos
Down times (to add)
Person-
percent
daysPersondays
total Nos
Diesel fuel
consumption
litres
Site mob - demob 4 5 0 4 300
Dismantling and packaging 321 5 16 337 6,120
Transports to storage place 29 20 6 35 3,795
Transports storage to ship 41 20 8 49 6,103
Transports variations ± 41 20 ± 8 ± 49 ± 6,100
Clean-up and sealing off 4 20 1 5 282
Sum
399
± 41
31
± 8
430
± 49
16,600
± 6,100
Neumayer Station II building materials and equipment are very well documented in specifications
and in the box lists prepared for the initial transport of the station. The parts planned for
dismantling and retrogradation or those for leaving in the snow can therefore be well assessed and
are listed in the tables below. The first table is roughly sorted by the sequence of the dismantling
works.
Table 7-2 Parts and weights for dismantling
Neumayer Station II: Parts and pertinent weights for disassembly and retrogradation
Description of parts Materials tons
Antifreeze "Tyfocor L" heating medium, 2000 Litres
Glycol-water mixture,
200 litres steel drums
2.3
Oil spill trays for tank containers
Sheet steel, sectional steel,
untreated
9.6
Fuel tanks (day tanks), pipes, pumps Steel, aluminium, plastics 4.1
Exhaust gas piping system Steel, rockwool 3.6
Water pipes with insulation, partly trace heated
Steel, PU foam, Armaflex
elastomeric rubber, PVC, copper
Sheet steel PVC-coated/
6.1
Air ducts with insulation
galvanised, PU foam, rockwool
mats
9.0
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Description of parts Materials tons
Tubes and mountings of the steel tube ventilation Steel, aluminium 7.7
Electric cables (mostly ship's cable MGCG)
Copper, tinned copper wire braid,
EPR/PCP insulation/sheath
6.3
Power cable H07RN-F3*70 from air tunnel,
ca 3*150 m, d = 41 mm
Copper, rubber, PCP (Neoprene) 1.7
Cable guides with fittings Steel, aluminium, plastic 1.5
Containers (50 Nos 20', 1 No 10')
with the following installations and equipment:
Steel, rockwool insulation, wood,
plastic
248.4
Equipment, furniture Steel, wood, plastic 15.5
Diesel generators and accessories Steel, copper, plastic 8.2
Electrical installations, switchboards Copper, steel, rubber, silicone 10.1
Lighting Metal, glass, plastic 1.6
Sanitary installations Steel, ceramics 2.4
Cold/warm water installations Steel, PVC, plastic 12.8
Air conditioning installations Steel, plastic 22.3
Fire protection installations Plastic, copper, PVC 1.4
Shorings, container supports Timber, hardwood 3.3
Steel framing, protective floor covers in workshop
Steel section galvanised, sheet
steel untreated
18.8
Wall/roof panels with fire protective lining, workshop
Plywood, rockwool, embedded
mineral fibres
10.5
Floorboards Timber, impregnated against fire 64.0
Steel structures in tubes, gratings Steel, steel galvanised 54.6
Head section emergency exit Timber, plywood, steel fittings 0.6
Wall/roof plates staircase towers Plywood, phenolic-resin-coated 2.6
Flooring of stairs and landings in staircase towers Wood 4.1
Steel construction staircase towers
steel sections, primered/
galvanised
2.7
Exhaust air hoods Sheet steel, galvanised 3.9
Ramp construction main entrance East Steel galvanised, timber 37.0
Roof panels of garage building
Timber, plywood painted,
CFC-free PU foam
52.7
Sealing gaskets (garage roof) Silicone rubber 0.3
Plating (Roof edges & skirtings, garage) Plywood 3.9
Steel construction of garage (columns, beams) Steel, primered 94.6
Ramp cover garage (in one piece) Steel, timber, plywood painted 4.6
Dangerous goods: Batteries Plastic, lead, acid 0.6
Dangerous goods: Halon fire extinguishing system Steel, Halon, plastics 1.2
Dangerous goods: Fire extinguishers Steel, extinguishing powder, CO2 0.9
Dangerous goods: Ionisation-smoke detectors Plastic, radioactive element --
Sum of parts marked for dismantling and retrogradation 735.5
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7.4 Qualitative and quantitative assessment of parts and materials remaining
in the snow ground, and justification
Details on materials and parts remaining in Antarctica and reasons for leaving them there have
been given in the sections above. In the following table all parts are listed to give a comprehensive
picture. Additional justification and calculations can be found in section 7.7 where alternatives are
discussed.
Table 7-3 Construction planned to be left behind in the snow
Description of parts Materials tons Justification
Steel tubes (corrugated sheets), shaft sockets
Fasteners, connecting elements (tubes, shafts)
Steel (ca 75% galvanised)
Steel galvanised
578.5
23.1
0, 1, 3, 4
Shafts (on tubes, deeply buried sections)) Steel galvanised 7.1 0, 1, 2
Bulkheads
Sectional and sheet steel,
galvanised or primered
46.2 0, 3
Structural steelwork staircase towers
(lower sections only)
Sectional steel, primered/
galvanised
33.0 0, 4
Container bearings (bedding) Volcanic slag 32.0 0
Emergency exit (cross tube) Timber, plywood 2.5 0, 1, 2, 4
Snow anchors, steel wires in garage Steel, steel galvanised 1.7 0, 2
Power cable H07RN-F3*70, l = 3*1,500 m,
d = 41 mm
Sewage pipe
Satcom antenna tower, steel construction,
depth 2008: -9 m to -0.4 m
Copper, rubber, steel wire,
sheath PCP (Neoprene)
Steel, PU-foam CFC-free,
PE protective sheathing
Sectional steel,
35% galvanised
Foundation pads Timber 10/20 cm, 5.0 m 1.8
Dipole antennas, triangular steel formwork
sections, steel section foundation beam,
depth 2008 -10 to -1m
Steel tubes (galvanised)
and sectional steel
(primered)
Guy wires Steel wire 10 mm galvan. 0.1
Foundation pads, dead men Timber var. sizes 0.9
Wind generator foundation, steel construction,
depth 2008: -10 m to -0.5 m
Balloon launching platform, steel construction
depth 2008: -6 m to -0.5 m (bottom section)
Sectional steel, sheet steel
35% galvanised
16.6 0, 1, 2
1.5 0, 1, 2, 4
Draft CEE Neumayer Station Rebuild - 68 -
4.1
1.0
5.9
Sectional steel, primered 2.4
Foundation pads Timber 10/20 cm, 1.6 m 0.6
Air chemistry platform, steel construction
depth 2008: -9.5 to -0.4 m
Sectional steel,
35% galvanised
Foundation pads Timber 10/20 cm, 1.0 m 0.4
Seismo-acoustic platform, steel construction,
depth 2008: -6 m to -0.5 m
Sectional steel, primered 2.2
Foundation pads Timber 10/20 cm, 1.0 m 0.4
Sum of parts which will be left in the snow 733.6
Justification index 2 Access too difficult because of depth in snow
0 No environmental harm to be expected 3 Disassembly requires much gas cutting
1 Disassembly very energy consuming 4 Disassembly dangerous
3.6
0, 2
0, 2

7.5 Retrogradation of the dismantled parts
It is planned to remove all dismantled parts from the Antarctic Treaty Area for acknowledged reuse,
recycling and disposal.
The parts, materials and quantities will be thoroughly listed in all detail with information on the
points of final delivery.
7.6 Work schedules, possibilities of delays and consequences
The dismantling works are independent of other work at the Station and little influenced by bad
weather, but personnel transports and the timely provision of ship's transport are subject to the
logistic restrictions typical of the area. The over-ice transports depend on vehicles, plant and
sledges the Station may urgently need for other jobs.
The total works take about 430 person-days. The AWI will employ (through a contractor) enough
workforce to finish each work phase, or if so planned all works, under normal conditions in clearly
less than a season's duration, so that delays do not lead to additional travels to Antarctica.
Delays would have above all economic consequences, no environmental effects are to be expected
from delays.
7.7 Alternatives for transports and dismantling works
No feasible alternatives have been identified for the transports.
The dismantling proper of a base not any longer in use is beyond question after the clear
stipulations of the Environmental Protocol. There is no "no-action alternative" here. Alternatives
can only refer to the dismantling method, and to proposals to leave certain parts or structures in
place.
The dismantling method proposed for N-II has been tested successfully at N-I. No alternative
method has been named.
There is an obvious alternative to the proposed leaving behind of the steel tubes, the power cables
and a number of steel foundation structures in the snow, however, namely to take these out.
The materials listed in the compilation of parts meant to be left in the snow will be safely enclosed
in the ice shelf for many years, but eventually enter the marine environment. No danger to the
environment can be seen here, though the steel parts may cause destruction of fauna and flora over
a very small area (especially when compared to iceberg scouring) when sinking to the sea floor.
Metals and wood will disintegrate over long periods. The AWI has taken care to use only timber
for foundations not chemically treated in any way. The synthetic materials are quasi inert, CFCfree,
and will not dissolve in sea water. The environmental impact when leaving the parts in
Antarctica can be regarded as negligible.
On the other hand: the works to dismantle the station tubes or to dig out sewer pipe, the power
cables and steel foundations would entail an extensive use of machinery generating combustion byproducts.
Even if the environmentally problematic exhaust components have little or no impact in
the specific Neumayer vicinity, the unwanted immissions to the atmosphere would add to global
pollution.
The effort required for the extraction of the sewage water pipe has been described in section 7.3.2
above. Calculations (cf. Annex 5) show that 15,390 litres of Arctic Diesel fuel would be burnt
Draft CEE Neumayer Station Rebuild - 69 -

during the project, and the fuel needed to bring this amount to Antarctica and to the site is not even
included in that figure. Since the power cables are buried at an identical depth, but over 15 times
the length, the fuel consumption connected with the retrieval of the cables adds up to staggering
200 m 3 or more.
Exact calculations are difficult when trying
to assess the required effort and employment
of machines for an extraction of the
station tubes. The 8.4 m diameter tubes
consist of corrugated steel plates weighing
415 kg each or more, heavily boltconnected
at the radial and longitudinal lap
joints. There are two rows of bolts at all
longitudinal (i.e. parallel to the tube axis)
plate joints. In order to get sufficient access
to the plates their removal would have to
strictly follow the reverse sequence of the
assembly. Disconnecting the plates by
simply removing the nuts from the screws
will not be possible, however, because the
screws cannot be countered at the outer
tube side, and because screws are held in
Fig. 7-12 Plate arrangement in steel tubes
place by the snow. Furthermore, special
washers have been used to prevent loosening.
Screws would therefore have to be cut
and driven out into the snow to free the plates. Even then the plates would stick at overlappings and
at the snow. To pull them down by force would involve dangerous handling, e.g. when fixing wire
ropes and cutting provisional fixings. Accident prevention rules would make the venture a very
cumbersome and thereby resources straining exercise.
When applying the calculations made for the disassembly of the Neumayer Station I tubes and
modifying them to account for sizes, weights and specific bolting patterns, the removal of the N-II
tubes will take 355 person-days of work and 23,500 litres of Arctic Diesel fuel. Ship transports,
personnel travel and supporting works (accommodation) are not included in these figures.
Two other options for the disassembly of the tubes should be mentioned shortly and explanations
given for their rejection:
a) Cutting of the plates into easy-to-handle sections. With 7.25 mm thick plates this would
require enormous amounts of cutting gas. Melted snow would make cutting difficult. But a
more severe hindrance is given by the unavoidable production of poisonous zinc fumes (most
plates are zinc galvanised).
b) Digging down from the snow surface to reach the tube outsides. The statements about
excavations made above apply. In addition - with the large and deep pits required - there
would be the danger of drift snow ingress. And freeing the tubes proper from snow and ice
would have to be done by hand, as machine cutting must stop at a safe distance from the
ironworks.
Draft CEE Neumayer Station Rebuild - 70 -

8. Data and methods used to predict impacts of the proposed activities
In the more than 20 years of operation at Neumayer Station and four stations built in Antarctica 9
the AWI has been able to compile a wealth of information and data regarding the activities around
the Station. Data used to describe the planned activities and the emission side of operations may
thus be regarded as well founded. The data base for the assessment of environmental impacts is
comparably small, on the other hand, because a systematic and documented approach to
environmental protection has only begun shortly before the introduction of the Environmental
Protocol. Moreover the evident lack of environmental harm caused by Station operations did not
encourage scientific or engineering investigations into the effects of Station activities.
Previous EIAs have therefore been a valuable source of information on the scope and analysis of
impacts and on assessment methods. Particularly useful were the CEE on Development and
Implementation of Surface Traverse Capabilities in Antarctica (NSF 2004) and the Concordia
Project Dome C CEE (Gendrin, Giuliani 1994). The EPICA/Dronning Maud Land CEE (AWI
2000) is dealing with AWI resources to some extent identical to those used for the activities
described in this CEE. Because of the inclusion of three different (though connected) activities the
layout and presentation of this CEE may differ a bit from the standard meanwhile established, but
the EIA Guidelines of the CEP (2002), of Australia (update 2003), and especially of COMNAP
(2002) have generally been followed.
Leaving possible effects on the environment aside, it appears that calculations of exhaust gas
distribution and immissions to the snow ground from station and ship diesel engines made with
different calculation methods yield widely differing results. Depending on data input referring to
the various applicable parameters of wide range, the results vary strongly. Not only are the physical
form parameters of the station structure still unknown (and additionally with an elevated structure
not covered in the basic forms catalogues), but also relevant data on engines and on the exhaust
gas. The difficulties in determining valid building downwash factors are mirrored by the strong
variations in air turbulence observed at the wind tunnel tests when applying different building
shapes or when changing locations of secondary structures on the roof of the station building.
Even when applying a straightforward single source Gaussian distribution model, and making use
of the 1996 version of the SCREEN3 program 10 , which is a conservative screening technique
designed to estimate the worst-case impact based on the meteorological matrix, concentrations of
pollutants vary considerably (compare Annex 8). These calculations have therefore not been made
to give an exact picture but rather to back up estimations of extreme conditions and assessments
made elsewhere. In this respect the paper by Rankin on effect of generators on local snow and
aerosol chemistry at a coastal Antarctic research station (Rankin 2003) has been a valuable help.
Data on fuel consumption were taken from suppliers for new machines, while the data collected
over many years at the Station could be used for Dornier aircraft and for all vehicles and plant in
place. The Antarctica Logistics Centre International (PTY) Ltd., operator of the flights to
Novolazarevskaya in Cape Town, supplied data on the fuel consumption of the Ilyushin aircraft.
Fuel consumption of a chartered transport vessel has been estimated on the basis of comparable
ships' data.
9 Neumayer I and II, Filchner and Kohnen.
10 The SCREEN3 model is a PC-compatible companion to the revised screening procedures document, "Screening
Procedures for Estimating the Air Quality Impact of Stationary Sources, Revised," EPA-450/R-92-019. SCREEN3 uses
a Gaussian plume model that incorporates source-related factors and meteorological factors to estimate pollutant
concentration from continuous sources. The SCREEN3 model utilizes a matrix of meteorological conditions covering a
range of wind speed and stability categories. It is assumed that the pollutant does not undergo any chemical reactions,
and that no other removal processes, such as wet or dry deposition, act on the plume during its transport from the
source. Details can be found at the U.S. EPA Technology Transfer Network website, Support Center for Regulatory
Air Models, www.epa.gov/scram001/tt22.htm.
Draft CEE Neumayer Station Rebuild - 71 -

Emission data for the station generators (under consideration of exhaust gas treatment) and
generally for the fuels to be used at Neumayer Station have been compiled by Professor R. Behrens
of Bremerhaven University of Applied Sciences. When applying the relevant limiting values for
emissions to the new station diesel generators, there is presently very little room left for further
reduction of pollutants in the emissions.
Immissions have been weighed up against the limit values of the relevant Directives of the
European Commission, and effects or impacts were valued as in comparable EIAs and categorised
in accordance with the provisions in the Guidelines and in the Protocol on Environmental
Protection.
9. Analysis of direct environmental impacts by the planned activities
The potential impacts caused by the activities described in this CEE have been made out and
evaluated along the recommendations given in the Guidelines for Environmental Impact
Assessment in Antarctica (COMNAP 1999, CEP 2002) and as specified in § 3 (4) AUG (AUG
1994) and Article 3 (2b) Protocol of Environmental Protection to the Antarctic Treaty. The
application of criteria follows the recommendations by Wesnigk (1999) and provisions of other
CEEs lately published, and the matrix form is used as has become the customary method of
presentation.
Table 9-1 Criteria for the assessment of potential impacts
Parameter of
impact
Extent
Duration,
reversibility
Intensity
Affected
Classification of impact
environmt L (Low) M (Medium) H (High) VH (Very high)
Air
Sea ice
Ice Shelf
Sea water
Local, confined
Fauna No disturbance
Air
Sea ice
Ice Shelf
Sea
Fauna
Air
Sea ice
Ice Shelf
Sea
Fauna
Short term,
up to one season,
reversible
Short compared to
season or
breeding season
Minimal, natural
functions or
processes not
affected
Natural functions
or processes not
affected
Part of area
affected, small
scale but more
than local
Disturbance or
impairment
possible
Medium term,
several seasons
or years, but
reversible
Recovery likely
within growth
period / season
(weeks/months)
Medium, natural
functions or
processes
influenced for
short period
Natural functions
or processes
short-time
influenced
Major part of area
or whole area
affected
Major impairment
of individuals,
reduced
breeding success
Long term,
decades, but still
reversible
Recovery not
certain within
growth period
resp. season
High, natural
functions/ processes
influenced
or changed over
years
Natural functions/
processes temporarily
influenced
or changed
Large scale, no
limit to spread
Impairment at
population level
Permanent,
irreversible or
chronic changes
Recovery unlikely
in one season,
permanent
changes
Extensive,
permanent
disruption of
natural functions
or processes
Natural functions
or processes are
permanently
disrupted
Draft CEE Neumayer Station Rebuild - 72 -

9.1 Likely impacts on environmental assets as named in the German Act
Implementing the Environmental Protection Protocol of 22 September, 1994,
Article 3, Paragraph 4.
The German Act implementing the Madrid Protocol names a number of impacts which prohibit the
authority to issue a permit. These effects are listed in table 9-2, and as is laid out in this CEE no
impacts are to be expected leading to such effects.
Table 9-2 Effects by impacts precluding a permit for the activities
Description of adverse effects caused by the activity Assessment
1 Adverse effects on climate or weather patterns
2 Significant adverse effects on air or water quality
Significant changes in the atmospheric, terrestrial, aquatic, glacial or
3
marine environment
Harmful changes in the distribution, abundance or productivity of
4
animal or plant species or their populations
5 Further jeopardy to endangered species or populations
Harm or significant jeopardy to areas of biological, scientific, historic
6
or aesthetic significance or of a primeval nature
Other significantly detrimental effects on the environment or
7
dependent and associated ecosystems
9.2 Compilation of emission data and other impact relevant data
None of these
effects is to be
expected,
and there is no
cause to suspect
that any of these
effects might
occur.
There are two strong environmental indicators for activities in Antarctica: mineral fuel and people.
The effects they cause or may cause at Neumayer are listed in table 9-3. A rough assessment of the
probability and of the environmental relevance - always under the conditions at Neumayer Station -
has been added. The overwhelming environmental importance of fuel combustion becomes clearly
apparent.
Table 9-3 Strong environmental indicators
Indicator Action Effect Affected assets Probability Relevance
Spilling Immissions Snow, sea - + +
Mineral fuel Evaporation Immissions Air + -
Combustion Immissions Air, snow, sea + + + + + +
Travel
Tracks
Noise, movement
Snow surface
Animals
+ + +
+ +
+
-
Personnel
Water generation Snow + + + -
Presence Waste water, treated Snow, sea + + + +
Solid waste none direct + + + -
In order to describe the individual impacts the two indicators are presented as if not connected. But
in Antarctica the handling and use of mineral fuel is almost not feasible without the presence of
people. It would be possible, therefore, to reduce all actions including those connected with fuel to
personnel, e.g. by working out the average amount of fuel burnt per person-day during an activity.
Although such parameters are quite interesting, they do not represent environment-relevant
statements. If the number of people is reduced, for instance, the parameter "average amount of fuel
burnt per person-day" might increase considerably.
Draft CEE Neumayer Station Rebuild - 73 -

A better assessment of the significance of effects is possible when making comparisons with
related activities, and - where data available - with activities at other facilities or under other
programmes in Antarctica 11 . The latter will not be done here for fear of misinterpretation.
9.2.1 Emissions from the burning of fuels
Combustion engines convert the chemical energy contained in the fuel into mechanical power. The
exhaust gases which are discharged from the engines contain several constituents that are harmful
to human health and to the environment. The specific amounts of harmful or even toxic materials in
exhaust fumes are dependent on various parameters determined by the types of engines, the
operation mode (load, load changes), the exhaust after treatment, and - to quite some extent - by the
quality of the fuel. As the relevance of exhaust by-products to health and the environment has been
increasingly recognised in the past years, the legislation has reacted by requiring step by step
reductions in harmful emissions. The most effective (and often only technically feasible) measures
to achieve such reductions are "cleaner" fuels and exhaust gas cleansing.
The activities described in this CEE will start earliest end of 2006. The AWI intends to use the
cleanest fuels available which are compatible with the engines in use, and it will consider an
installation of the necessary exhaust gas after treatment equipment to the station diesel engines
right from the start. Lead-free petrol is being used throughout already now, and low-sulphur diesel
fuel will not only be used for stationary plant, but also for the heavy vehicles.
While the production of the greenhouse gas CO2 by combustion is more or less solely dependent on
the content of carbon in the fuel (which does not vary much with different fuels and may be taken
as 84 to 87 % of the fuel mass), the other constituents of the exhaust gas are much more variable,
and their specific amounts are therefore normally calculated by help of emission factors published
by institutions like the EPA, EEA or industrial associations. These factors are not very consistent,
which is also an expression of the many uncertainties caused by fuel variations, machine
configurations and operating conditions. So differing factors can also be found, or deduced to have
been used, in the latest CEEs on activities in Antarctica. 12
The emission factors applied here are compiled in Annex 7 together with fuel consumption and the
corresponding emissions. The three activities of this CEE have been split up to show the
differences in emissions. Emissions are further differentiated by point and line sources in view of
the effects considered later. Finally, the times are listed as well to demonstrate the temporal
distribution of the emissions. The results of the emission calculations and estimations are listed in
table 9-4.
The emissions stemming from ships involved with all three or four activities are remarkably high.
The relatively strong ships' engines require much fuel, which in turn lags behind "land fuels" when
it comes to improvements in quality.
The percentages of emissions from ships' engines measured against the total emissions of an
activity are given in table 9-5. Due to the high standard of exhaust gas treatment and due to the
superior fuel qualities, some of the emissions by Station engines are very low when compared with
ships' emissions. There is no important conclusion (with quickly achievable changes in view) to be
drawn from these figures, but they clearly demonstrate that EIAs ignoring the part of shipping may
give an incomplete picture.
11 U.K. had suggested comparisons with activities of other operators when discussing the EPICA Draft CEE.
12 It might be a good idea for COMNAP or the CEP to establish emission factors to be used in EIAs, so that effects of
different activities can better be compared. If then someone still wanted to use different factors he would have to prove
their applicability.
Draft CEE Neumayer Station Rebuild - 74 -

Group
Point sources
Line sources
Table 9-4 Fuel consumption and emissions from fuel burning with resp. durations
Activity
A N-III
Erection Dismantling
B N-III C N-II
Operation p.a. Retrogradation
Total duration 1) min. 76 days min. 60 days > 25 years min. 34 days
Fuel&emissions kg d kg d kg d kg d
Polar Diesel 135,176 76 104,800 60 235,200 365 5,362 34
Marine DO 120,960 28 60,480 14 40,000 2 32,400 10
Sum fuels 256,136 76 165,280 60 275,200 365 37,762 34
CO2 807,605 520,931 858,765 120,361
CO 3,044 2,077 3,924 305
HC 461 200 274 69
NOx 10,585 4,001 1,476 2,187
SOx 3,633 63 47 32
PM 643
94
49
49
Polar Diesel 33,371 28 27,200 22 16,800 120 7,918 14
Kerosene 41,060 5 0 40,000 120 0
Petrol 0 0 1,520 120 0
Marine DO 152,000 8 152,000 8 206,700 5 128,000 8
Sum fuels 226,431 28 179,200 22 265,020 120 135,918 14
CO2 719,788 571,373 823,133 434,233
CO 1,954 1,557 2,727 1,073
HC 408 297 662 244
NOx 10,454 6,130 7,091 5,336
SOx 4,602 153 248 128
PM 774
94
206
84
Fuels 482,567 76 344,480 60 540,220 365 173,680 34
CO2 1,527,393 1,092,304 1,681,898 554,594
CO 4,998 3,634 6,651 1,378
HC 869 497 936 313
NOx 21,039 10,131 8,567 7,523
SOx 8,235 216 295 160
PM 1,417
188
255
133
1) Shortest durations are taken (but no reduction in fuel consumption) leading to the highest emission rates.
Total
Table 9-5 Percentages of fuel consumption and emissions from ships at individual activities
Activity Fuel CO2 NOx CO HC PM SOx
A Building Neumayer Station III 55 57 57 40 57 83 99
A Retrogradation Neumayer Station III 60 62 97 42 77 92 98
B Operation of Neumayer Station III 44 45 75 17 47 53 84
C Retrogradation Neumayer Station II 92 93 95 85 92 91 100
Draft CEE Neumayer Station Rebuild - 75 -

9.2.2 Other combustion by-products in the exhaust gases
The other by-products, especially also metallic components, depend mainly on the fuel quality. The
recent and foreseeable legislation will help to further reduce these harmful by-products. A small
part of the motor oils used will be burnt together with the fuels. The amounts in the exhaust gases
can be regarded as insignificant with respect to possible harm to the environment at Neumayer.
9.2.3 Emissions from the storage and handling of fuels
Fuel spills could be a major cause for emissions. Spills are carefully registered under the
environmental rules and as specified in the Oil Spill Contingency Plan for Neumayer (AWI 2003).
So far spills could be avoided, and a number of mitigation measures are in place to keep this status
(cf. section 14). Since the fuels are widely distributed for storage possible spills are limited to the
maximum tank storage capacity of about 23,000 litres.
Evaporative emissions occur during tank filling (working losses) and in the form of diurnal losses
from tanks (venting, standing losses). While under moderate climate conditions working losses for
diesel fuel are estimated to reach 1.5 ppm per transfer, and standing losses to an equal amount per
year, the release of hydrocarbon vapours will be considerably reduced under Antarctic conditions.
If 1/2 of the rate mentioned for moderate climate and two transfers are taken for a realistic
assessment, then the 292,000 kg of diesel and kerosene consumed annually at Neumayer Station III
will lose 0.5*3*292,000*1.5E-6 = 0.7 kg. This is a negligible amount. The station erection and
dismantling activities will each require less fuel than the annual operation of Neumayer and do not
change this evaluation.
9.2.4 Emissions from fire fighting equipment and from cooling plant
Halon or any other CFCs containing extinguishing gases will not be used at Neumayer Station III.
A decision as to the extinguishing agents has not yet been made, but CO2- or N2- based gases will
probably be employed. Losses from the containments will be extremely low, and even in case of
fire the emissions of these gases will not have a noticeable impact on the environment.
There will be six cooling containers at Neumayer Station III, and up to another four during change
over in summer. R134A and R404A will be used in these containers and in other, smaller cooling
units as refrigerants after the change over from refrigerants with higher ozone depletion potential
(ODP) common until recently. The ODP of R134a and of R404 is zero, and the global warming
potential (GWP) is 1300 for R134a, and similar for R404 13 . Environmental effects by possible
losses of refrigerants from cooling plant at Neumayer Station III must therefore be considered as
negligible.
13 The Ozone Depletion Potential is the potential for a single molecule of the refrigerant to destroy the Ozone Layer.
The refrigerant R11 serves as a datum reference and thus R11 has an ODP of 1.0. The smaller the value of the ODP the
less the refrigerant affects the ozone layer and therefore the environment. The Global Warming Potential is a measurement
of how much effect the given refrigerant will have on Global Warming in relation to Carbon Dioxide, where CO2
has a GWP of 1 and the reference coolant R11 has a GWP of 4000. This is usually measured over a 100-year period.
Again: the lower the value of GWP the better the refrigerant is for the environment.
Draft CEE Neumayer Station Rebuild - 76 -

9.2.5 Usage of snow and the disposal of waste water
With the numbers of people at Neumayer as listed in table 6-1 and an unchanged average water
consumption of 117 litres per winterover-person and day, there will be taken 5,454*117 = 638,118
kg of snow per year from the surface for water production. This figure is an upper limit, as water
for flushing toilets will probably be much less at N-III as compared to N-II, and because the
summer personnel (21% of total annual occupation) normally use less than 117 litres per day.
The waste water will be treated (cf. section 6.11.2), and only treated and disinfected waste water
will be discharged to a pit in the snow. The amount is equal to the mass of snow taken for water
production.
When building the garage for Neumayer Station III about 8,500 m 3 of snow will be cut out for the
trench and deposited nearby. A good part of that snow (up to 5,000 m 3 ) will soon after be used for
backfilling the upper parts of the garage walls behind formwork. Later about 1,700 m 3 of snow will
be taken from the surface for backfilling on the garage floor each year to compensate for snow
accumulation. These 1,700 m 3 /year are almost equal to the 638 tons of snow annually taken for
water production.
An unknown amount of snow piled up to windtails may need to be removed at regular intervals at
the lee side of the N-III station building. Experiences with platforms (Greenland, Antarctica) show
that such windtails cannot altogether be avoided and that their growth must be limited. The design
of the above-ground part of N-III aims at a reduction of lee disturbances which cause such
windtails. Snow screeded from windtails will be deposited nearby.
The snow surface areas around the Station and snow surfaces of the tracks leading to the ice edge
and to the outstations will be disturbed by vehicle traffic.
9.3 Environmental impacts
The activities of this CEE do not lead to any exposures which are not already present at Neumayer
Station. An evaluation of the impacts caused by the activities and based on the data listed in the
previous sections is given in tables 9-6 ff. The three criteria for classification - extent of the area
affected, duration and reversibility of the environmental impact, and intensity of the environmental
impact - have been applied, and an assessment of the probability has been added.
Impacts of the activities affect above all the ambient air and the snow environment. The sea is
much less affected, and flora and fauna are not to be found anywhere near to the station with the
exception of the temporary presence of penguins and seals.
Draft CEE Neumayer Station Rebuild - 77 -

TABLE 9-6 SUMMARY OF ENVIRONMENTAL IMPACTS - ACTIVITY A - BUILDING OF NEUMAYER STATION IIII
Mitigating
measures
see sectn.
Environmental impacts classification
Probability
Reversibility
Intensity
Duration
Extent
Affected
environment
Effects
Start
M.Y
2)
Duration
days 1)
Action
none
none
14.2.4.2
14.2.2
5.3.2,14.1.2
5.3.2,14.1.2
5.3.2,14.1.2
5.3.2,14.1.2
14.2.2
14.1.2
14.1.2
none
14.2.4.1
14.2.2
14.1.2
none
14.2.4.1
14.2.2
14.1.2
14.1.2
5.3.3.2
6.11, Ann 3
VH
H
M
L
VH
H
VH
H
L
VH
VH
H
L
L
VH
VH
L
L
VH
VH
VH
L
M
LM
L
M
L
L
L
M
L
L
L
L
L
M
L
L
L
M
L
M
M
L
L
L
L
L
L
L
L
L
L
L
L
L
L
H
L
L
L
L
L
L
M
L
L
L
L
L
L
L
L
L
L
L
L
L
L
H
L
L
L
L
L
L
H
L
M
L
Air
Snow, ice
Exhaust emissions
12.06
L
L
Wildlife
Snow
Noise
Spills (refueling)
2 d intercont
4 d feeder fl.
Flight operations (travel)
M
M
Air
Sea, sea ice
Exhaust emissions
12.06
8
Transports by ship, passage
M
M
Air
Snow, ice, sea
Exhaust emissions
28
Transports by ship,
here: berthing at ice edge
L
L
L
L
L
L
L
L
L
L
L
L
L
L
Snow, sea
Air
Spills (fuel transfer)
Snow, ice
Snow, ice
Wildlife
Snow
Air, snow
Snow
Wildlife
Snow
Air
Snow
Snow, (sea)
Draft CEE Neumayer Station Rebuild - 78 -
Exhaust emissions
01.07
3)
Surface disturbance
Noise
Spills (fueling)
Exhaust emissions
Excavation, backfill
Noise
Spills, lost goods
28
Transports over snow and sea ice
12.06
75
Erection works
Exhaust emissions
12.06
75
Operation of the site camp
Snow
Waste water disposal
Pollution
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
12.06
75
Materials & waste management

TABLE 9-7 SUMMARY OF ENVIRONMENTAL IMPACTS - ACTIVITY B - OPERATION OF NEUMAYER STATION III
Mitigating
measures
see sectn.
Environmental impacts classification
Probability
Reversibility
Intensity
Duration
Extent
Affected
environment
Effects
Start
M.Y
4)
Duration
Action
14.1.2
14.2.2
5.3.1.2,6.10
9.2.1
14.2.2
14.2.4.1
14.2.4.1
none
14.2.4.1
14.2.2
none
14.2.4.2
14.2.2
none
none
6.8
6.11,5.3.1.2
14.2.4
VH
H
L
L
VH
H
VH
H
L
VH
VH
H
L
L
VH
M
L
VH
VH
VH
VH
L
L
M
M
L
L
L
L
M
L
L
M
L
M
M
L
L
M
L
L
L
M
L
L
L
L
L
L
L
L
L
L
L
L
L
L
H
L
L
L
H
L
L
M
L
L
M
M
M
Air
Snow, ice
Exhaust emissions
03.07
L
L
L
L
Snow
Wildlife
Spills (refueling)
EM radiation
L
L
M
M
Air
Sea, sea ice
Exhaust emissions
Continuous d 5
>25 years
Power generation and usage
per y
Resupply by ship (POLARSTERN),
passage
L
L
M
M
Air
Snow, ice, sea
12.07
Exhaust emissions
L
L
L
L
M
L
L
L
L
H
L
L
L
L
M
L
L
Snow, sea
Air
Snow, ice
Snow, ice
Wildlife
Snow
Air, snow
Wildlife
Spills (fuel transfer)
2 d
per
year
Resupply by ship (POLARSTERN),
here: berthing at ice edge
L
H
L
M
H
H
L
L
L
L
L
Snow
Snow
Snow
Snow
Snow, (sea)
Draft CEE Neumayer Station Rebuild - 79 -
Exhaust emissions
Surface disturbance
Noise
Spills (fueling)
Exhaust emissions
Noise
Spills (refueling)
Surface alteration
Surface disturbance
Taking of snow
Waste water disposal
Dec.
each
year
5)
120 d
per
year
4)
Snow vehicle operations
100 d
per
year
Flight operations
01.08
12 d /
season
Landscaping (scraping of windtails,
snow-works for garage floor)
03.07
Snow
Pollution
Continu
ous
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
Water generation
Waste management

TABLE 9-8 SUMMARY OF ENVIRONMENTAL IMPACTS - ACTIVITY C - RETROGRADATION OF NEUMAYER ST. II
Mitigating
measures
see sectn.
Environmental impact classification
Probability
Reversibility
Intensity
Duration
Extent
Affected
environment
Effects
Start
M.Y
6)
Duration
days
Action
14.1.2
14.1.2
none
14.2.4.1
14.2.2
14.1.2
none
Annex 3
VH
H
VH
H
VH
VH
H
L
L
VH
VH
L
L
L
L
M
L
L
L
L
M
L
H
L
L
L
L
L
L
L
L
L
H
L
M
L
L
L
L
L
L
L
L
L
H
L
H
H
M
M
M
M
L
L
L
L
L
L
M
L
Air
Sea, sea ice
Exhaust emissions
8
Transports by ship, passage
01.09
Air
Snow, ice, sea
Exhaust emissions
10
Transports by ship,
here: berthing at ice edge
Air
Snow, ice
Snow, ice
Wildlife
Snow
Air, snow
Snow, sea
Snow
Exhaust emissions
Surface disturbance
Noise
01.09
14
7)
Transports over snow and sea ice
Spills (fueling)
Exhaust emissions
Parts left in snow
Pollution
Draft CEE Neumayer Station Rebuild - 80 -
01.09
29
Dismantling works
01.09
29
Materials & waste management
45
46
47
48
49
50
51
52
53
54
55
56
Footnotes Tables 9-6 to 9-9
1) Shortest feasible durations when building is finished in one season.
2) Earliest start.
3) Very early start in late December possible, but not very probable.
4) Earliest start. Delay of operations by one year possible.
5) Very little vehicle use outside the season, negligible.
6) Most probable times for starting. Start could be one year earlier or one year later.
7) Transports may be carried out over two seasons, with reduced durations.

TABLE 9-9 SUMMARY OF ENVIRONMENTAL IMPACTS - ACTIVITY A - RETROGRADATION OF NEUMAYER ST. III
Mitigating
measures
see sectn.
Environmental impact classification
Probability
Reversibility
Intensity
Duration
Extent
Affected
environment
Effects
Start
M.Y.
Duration
days
Action
14.1.2
14.1.2
none
14.2.4.1
14.2.2
14.1.2
none
Annex 3
VH
H
VH
H
VH
VH
H
L
L
VH
H
L
L
L
L
M
L
L
L
L
M
L
M
L
L
L
L
L
L
L
L
L
H
L
M
L
L
L
L
L
L
L
L
L
H
L
H
H
M
M
Air
Sea, sea ice
Exhaust emissions
8
Transports by ship, passage
M
M
Air
Snow, ice, sea
Exhaust emissions
14
Transports by ship,
here: berthing at ice edge
L
L
L
L
L
L
L
L
Air
Snow, ice
Snow, ice
Wildlife
Snow
Air, snow
Snow, sea
Snow
Exhaust emissions
Surface disturbance
Noise
Dec.,
not
before
2032
Spills (fueling)
Exhaust emissions
Parts left in snow
Pollution
Draft CEE Neumayer Station Rebuild - 81 -
22
Transports over snow and sea ice
60
Dismantling works
60
Materials & waste management
57
58
59
60
61
62
63
64
65
66
67
68
Footnotes see table 9-8

9.3.1 Effects on the air quality
All emissions from the handling and burning of fuels in connexion with the described activities at
Neumayer affect the air quality. The impacts are altogether low, however, because the emissions
are distributed over longer time spans and, where mobile sources are concerned, also over large
areas. Due to the prevailing winds at Neumayer the emitted substances are dispersed quickly to
very low concentrations, and no plant or animal life exists in the leeward direction for many
kilometres.
A simple calculation (Annex 8) using the SCREEN3 Gaussian vane distribution model (see
footnote 10 p. 72) yields highest concentrations of exhaust gas components from the station and
ship diesel engines at distances less than one kilometre from the respective source. Distances and
densities of the highest concentrations are very much dependent on wind velocities and on the
occurrence and strength of downwash effects at the downwind sides of the structures. Stacks
reaching high above building or ship structures reduce (concentration maxima of) immissions near
or at the surface with higher wind velocities leading to larger distances of the maxima and to lower
concentrations.
Accordingly the highest exhaust gas concentrations will be found at very low wind velocities and
when assuming downwash (Annex 8, table A8-1, runs No. A4 and B1). They my reach by way of
calculation peak concentrations of 55,890 micrograms/m 3 on the ice shelf surface at a distance of
37 m from the station building, and 71,920 micrograms/m 3 at sea level or on the sea ice at a
distance of 270 m from the ship. When using a weight distribution of the components as worked
out in table 9-4 (activity B, point sources), concentrations of pollutants in the air will be reached as
shown and compared with limit values determined by European law in table 9-10.
Table 9-10 Highest concentrations of pollutants from N-III exhaust gas
and from exhaust gas of a ship berthing at the ice edge in micrograms/cubic meter
Component Percentage weight Pollutant g/m 3 3 1)
Limit value g/m
Station Ship
CO 0.454 254 327 1000
3)
NOx 0.171 96 123 200
4)
SOx 0.00543 3.0 3.9 125
5)
PM 0.00567 3.2 4.1 20
1) Generally limit values of Directive 1999/30/EC (EC 1999)
2) Limit values of Directive 2000/59/EC (EC 2000): Objective: protection of human health,
averaging period 8 hours, limit value attainment date 1 Jan 2005.
3) A limit value of 200 g/m 3 shall not be exceeded more than 18 times in a calendar year
(as of 1 Jan 2010, human health). A limit value of 30 g/m 3 annual mean has been set
since 2001 for the protection of the vegetation. The conditions leading to the calculated
maximum values are seldom prevalent and then last for short times only during a year.
4) The limit value holds for SO2 and is set for the protection of human health (on average
during 24 hours exposition), as of January 2005.
5) Limit holds as annual mean for the protection of human health, attainment date Jan 2010.
The composition of exhaust gas emissions from ships berthing at the ice edge will be slightly
different when compared with emissions from the station diesel engines as long as marine fuels are
of comparatively lesser quality. Thus the amount of SOx in the ship's exhaust gas will be a little bit
higher than given in table 9-10 due to still allowed higher sulphur content in marine diesel fuels,
and that of the station will be slightly less. The duration of the impact of the ship's emissions is
very limited (a few days), however, when compared to the continuous emitting by power
generating diesel engines at the Station.
Draft CEE Neumayer Station Rebuild - 82 -
2)

The concentrations of pollutants in the air which will be reached when conducting the activities
described in this evaluation will remain safely within the limits set by the relevant European
Directives.
While the upper atmosphere will probably not be affected by exhaust gas from ships and station
activities due to the dilution effects, the exhausts of high flying aircraft may partly (estimated by
König-Langlo and Weller: 20%) reach the stratosphere, where decomposition takes considerably
longer than in the atmosphere. The reversibility has been classed accordingly in the impacts
summary sheet table 9-6.
CO, as the NOx an ozone precursor, survives in the atmosphere for a period of approximately one
month, but is eventually oxidised to carbon dioxide (CO2). Carbon dioxide, on the other hand, is
anyway by far the biggest product of combustion, and must be viewed as a pollution concern.
Carbon dioxide does not directly impair human health, but it is a greenhouse gas that traps the
earth's heat and contributes to the potential for global warming.
9.3.2 Effects on snow and ice
The taking, removal and backfilling of snow is of no environmental relevance. Snow is the only
ground for many kilometres around and more than 200 metres down, so that the amounts of snow
touched by the activities is completely negligible. Windtails behind buildings may reach
considerable heights and volumes, but do not change the general situation.
The snow accumulation of 70 to 80 cm per year together with the horizontal transportation of snow
by the wind effectively conceals all traces of human activity on the snow surface.
The treated and disinfected waste water of the Neumayer Station III will collect in the form of a
frozen, isolated ice lens in the snow. The method of disposal poses no threat to human health and
does not cause any harmful impact on the snow or the environment. Current operations at the
existing Station follow the same procedures.
Parts of the station buildings and installations left in the snow after dismantling will have no effect
on the snow, and they will not be affected by the snow.
Immissions from the exhaust gases of all activities will reach a large area of the snow,
predominantly to the west of the Station. The amounts are small due to dilution by the prevailing
strong winds, and deposition will not accumulate at a fixed surface level but get distributed in the
snow layers building up constantly with time. When looking at the low pollutant concentrations
calculated for N-III operation it may safely be assumed that no traces of the gas components can
any longer be detected in a wide stretch of the ice shelf before reaching the the edge west of
Neumayer (also: Suttie and Wolff 1993, Rankin 2003). This means that no environmentally
harmful concentrations of immissions to the Weddell Sea or to the sea ice need to be considered.
9.3.3 Effects on the marine environment
No immediate effects by the activities described of any significance have been identified. The
affected ice, as laid out in the previous section, will reach the sea in about 100 years and then take
many more years to break of in several bits and pieces. If the ice shelf areas affected by operations
at N-I and N-II are included, the first parts and substances left in the snow will reach the sea around
2050 (cf. section 15).
A wide distribution of parts and substances in the sea can be assumed as long times are involved
and the ice broken off will drift away from the calving place while slowly melting and
disintegrating. The parts and substances left in the snow are not harmful to the marine environment,
so that impacts altogether are to be regarded as negligible.
Draft CEE Neumayer Station Rebuild - 83 -

9.3.4 Effects on areas of biological significance, on flora and fauna
There is no flora at Neumayer, and the nearest marine life can be found at Atka Ice Port about 5 km
away from Neumayer Station II and more than 7 km from Neumayer Station III. Several measures
have been taken to protect the emperor penguin colony at Atka Ice Port from any impact by station
activities (cf. section 14.2.5).
9.3.5 Effects on climate and weather
No direct effects on climate or weather are to be expected by the proposed activities. There will be
a contribution to global scale cumulative impacts by the CO2 emissions from fuel burning, but due
to atmospheric circulation and the comparatively small amounts of fuels used the climate-relevant
impact will be negligible.
Another influence having any effect could be presumed in soot deposition on the snow surface
from burning fuels affecting the albedo and potentially causing melting. As laid out before, the
immission concentrations are much too low, and the surface is changing so fast, however, that such
effects are not at all to be expected.
9.3.6 Other effects
Aesthetic and wilderness values are not affected. The physical disturbance in the Station area is
temporary only and not of destructive character.
Operational effects on scientific programmes performed at Neumayer are limited to an unavoidable
rest. As the logistic capacities of the AWI and of the Station will be used to a good part by the
activities of this CEE, there may be some rearrangements necessary concerning logistic support in
Antarctica. There is no interference with foreign programmes.
10. Unavoidable impacts of the proposed activities
on environmental assets
All activities described in this CEE will have impacts on the Antarctic environment. Most of the
impacts will be local, and some of them will be of short duration only. No impacts are to be
expected on the living environment.
The activities will all cause repeated, short term physical disturbance of the snow surface as long as
they last. The impacts are due to surface travel with vehicles and to the taking of snow for water
production. The impacts are very small as the regeneration of the surface is fast on the ice shelf,
and as disturbance of snow surfaces on fast ice (blue sea ice is practically never encountered in the
Atka Iceport) will not change in any way the seasonal deterioration (melting) of the sea ice.
Regardless of the low severity of the impacts - there is no feasible method known to avoid them.
The release of treated, disinfected waste water to the ice shelf and thus later to the sea is a minor
and transient impact due to the small contaminating effects and due to the dilution to be expected
by the slow melting process in the sea. This impact would only be avoidable by the use of a closed
recycling system. The energy requirements of such a system with the respective impacts by fuel
transports and emissions would be contra-productive, however, unless the fuels needed for melting
of the snow reach comparable amounts. This is the case at Concordia Station where the snow is
considerably colder than at Neumayer, and where water recycling will be tried for the first time in
Antarctica (pers. comm. P. Godon, IPEV).
Immission of pollutants contained in the exhaust gas of combustion machines to snow and
atmosphere is a minor impact. Again the reasons for such classification can be seen in the
comparably small total amounts, the temporal and spatial distribution, and in the absence of plant
Draft CEE Neumayer Station Rebuild - 84 -

or animal life in the zone where effects can be measured at all. The immissions are considered
unavoidable, but various efforts are made to keep them as low as possible (see measures described
in section 14).
The items left in the snow of the ice shelf can be described as having significant impact on the
marine system once they reach the sea floor. This impact is significant in respect of physical size of
some of the items and of the long times involved with decomposition only, however, not in respect
of possible harm to the environment. The decision to leave parts of the structures in the snow is a
result from balancing the connected impacts on the environment against those which would be
unavoidable when digging the items out for removal.
At this time no practicable methods or alternatives have been found to avoid these impacts. But the
mitigation measures will help to minimise adverse impacts.
11. Indirect and second order impacts of the proposed activities
The activities in this CEE have been comprehensively considered, with the inclusion of ship and air
transports within the limits of the Antarctic Treaty Area. The only effects not covered are those
which could possibly be caused by personnel when using the DROMLAN airfield facilities near
Novolazarevskaya Station while waiting for connecting flights. It is not assumed that an
environmental impact of any significance will be caused hereby.
Activities not directly connected to the projects and works covered in the CEE are not planned or
encouraged (e.g. excursions to Atka Iceport at free time). The rules at the Station require the
approval of the station leader or of the person in charge of operations for all undertakings outside
the planned operational range, and concern of the environment will foremost be taken into account
before giving permission to proceed. The personnel concerned with the erection of N-III and the
dismantling of N-II will be thoroughly advised not to interfere with the scientific work at the active
Station, and especially not to drive through or near any area reserved for scientific use during
transports. The probability is very low, therefore, that a second order impact of this sort is
generated.
It is possible, however, that the logistical support given by the active Neumayer Station to the
construction activity at N-III and later to the dismantling activity at N-II has to be extended beyond
the planned level, and that the observatory work is adversely affected. The scientific work has
priority, though, and the probability of second order impacts is low here as well.
Finally, second order impacts on the environment will be encountered in the event of catastrophe
like a major oil spill or a large fire. Very stringent measures are taken to avoid such events, and
emergency plans have been compiled for quick and effective response in order to keep the damage
small (AWI 2003).
12. Cumulative impacts
All activities of this CEE are required to enable the continuation of research work at the Neumayer
Station location and of its function as a logistic base. Combined effects are limited to the
comparatively short times when activities are conducted simultaneously or parallel to the operation
of Neumayer Station II (cf. time table 3-1). Save of the shipping operations, the air travel of the
erection team, and the site camp for the erection of N-III there are no considerable environmentrelevant
activities planned which could create additional impacts. But neither of these noncontinuous,
additional activities will generate impacts which change the general level of
disturbance generated by Neumayer since 1982.
Draft CEE Neumayer Station Rebuild - 85 -

So far there is no other logistic or scientific activity conducted or planned to the knowledge of the
AWI which could possibly adversely change the environmental status at Neumayer or its
surrounding area. There will probably be increased logistic and research summer activities in future
using Neumayer Station III as temporary support base. Impacts will certainly be cumulative to the
impacts generated by Neumayer Station operation, and Neumayer Station impacts will increase
because of higher then usual number of personnel accommodated, but these effects will remain
very small when compared with those generated by the activities described in this CEE.
13. Effects on scientific research and other uses
As research is the main purpose of Neumayer Station the activities described in this CEE will be
conducted in such way that impacts are minimised. There are no effects on scientific research to be
expected by the proposed activities. The fact alone that the activities are closely connected to
research logistics, and that in direct proximity of the localities of the activities research works are
carried out and will be continued, demonstrates how harmless and undisruptive the activities are, at
least for the research fields presently within sight.
The areas affected by the planned activities are situated closely around the Neumayer station
locations and extend by all knowledge definitely not farther away from the stations than maximal
100 km in westerly direction and 10 km in all other directions. This neighbourhood in essence
comprises ice shelf, ice edges and sea resp. sea ice areas. These features do not show any particular
characteristics, and equal morphological structures in untouched state can be found to substantial
extent in the vicinity as well as farther away.
The reference value of the Antarctic as clean room (ground and air) will not be adversely affected
to any noticeable degree by the planned activities. The substances from the station operation and
related activities emitted to the surrounding snow body will be transported together with the
flowing ice in a near future to the ocean and most likely be distributed widely by currents. The
compounds emitted to the air will mainly be dispersed by the prevailing winds over the Weddell
Sea. Southerly components of the winds (northerly winds) which could carry station air emissions
to the inner continent can completely be ignored.
Other uses are at present not in sight, especially uses unconditionally dependent on the area where
the stations are. Whatever the uses are, however, they would not lastingly be hampered or restricted
by the proposed activities because the natural state of the area down to the bottom of the ice shelf
will have restored itself after a foreseeable number of years (comp. section 15).
The location of Neumayer and the natural features in the vicinity are not unique in such a way that
no other, equally suitable place could be found nearby where research and other activities could be
carried out in virgin surroundings.
14. Mitigation measures and monitoring of environmental impacts
14.1 Mitigation measures in place
14.1.1 Training, safety and environmental protection regulations
Environmental impacts by man's activities are best avoided or minimised when people are aware of
the impacts they can cause and know about the damage or danger of such impacts. Training is
therefore a very effective mitigation measure. The laws regarding environmental protection in
Antarctica and the special regulations to be observed at the station are not only imparted and
explained during training but also passed on in copy to the participants of expeditions and to the
Draft CEE Neumayer Station Rebuild - 86 -

station crews. Of course they can also be looked over at the base. Participation in the courses on
environmental protection is compulsory. Finally, the duties of reporting on regular basis about
environmentally relevant activities certainly help to support environmental consciousness .
The training and preparation of the overwintering personnel comprises 42 different courses and
takes altogether more than 500 person-days (based on a crew of 9). A complete list is given in
Annex 4. The courses can be grouped by the themes environment, safety, technical operation, and
community life. Courses on safety and technical operation deal with various aspects of
environmental protection, too. The standards laid out respectively proposed in the training checklist
and reports of TRAINET 14 are well observed, and training programmes for all staff going to
Antarctica will also in future be well-matched with TRAINET provisions.
The most comprehensive environment related course for all expedition personnel is a compulsory,
full day seminar on environmental protection in Antarctica. Biologists and experts of the AWI,
sometimes also experts from outsides, give lectures, discuss the issues with the participants, and
give advice for the improvement of environmental awareness in Antarctica. Experts of the Federal
Environmental Agency have regularly contributed to the seminar.
The agenda of the seminar contains amongst other the following topics:
Introduction to the Antarctic environment: Southern Ocean, ice and ice-free landscapes
Introduction to the Antarctic flora and fauna and their peculiarities
Wildlife watching guidelines; practices to be observed when working near animals
Introduction to environmentally friendly technologies at Neumayer Station
Monitoring of emissions at the base
Rules to follow during emergencies, especially oil spills; Emergency Handbook
Waste management
Reporting duties
Introduction to national and international laws, rules and regulations for the environmental
protection of the Antarctic
Practice of the permit application and permit giving process by the UBA for activities in
Antarctica
All AWI personnel and expeditioners when arriving at Neumayer Station are briefed by the station
leader again on relevant environmental and safety regulations, and on the rules of the house. This
briefing is also compulsory. The regulations conveyed in the briefing are permanently displayed at
the information board in the station. Visitors at the station not belonging to AWI expeditions will
be informed about rules and regulations in similar way by the station leader upon their arrival.
The Station Rules (Stationsordnung) deal to a large extent with preventive and safety measures to
be observed by the crews and visitors at Neumayer Station. Lack of safety in Antarctica can
quickly lead to emergencies which in turn can cause severe harm to the environment by themselves
or when rescue operations must be undertaken. The strict observance of safety rules is thus a
contribution to environmental protection and must be regarded as a mitigation measure. The
Neumayer Station Rules are outlined in Annex 2.
14.1.2 Energy / fuel saving and emission reducing measures
Energy management is not only an environment-oriented measure but also an important
contribution to cost saving. An energy management system will be incorporated in the power
generation and distribution scheme at Neumayer Station III in order to achieve maximum effect
14 Training Network in connexion with the Antarctic Environmental Officers Network AEON, cf. ATCM
XXVII/IP013
Draft CEE Neumayer Station Rebuild - 87 -

with minimum consumption of energy and fuel. All required heating will be done with excess heat
of the diesel engines or with renewable energy. The engines will be maintained expertly to avoid
extra fuel consumption and preventable emissions.
The continuation and the increase of wind energy usage is planned at Neumayer (cf. section
5.3.1.2). Solar cells may help to further reduce the fuel demand in the future.
State-of-the-art exhaust gas after treatment will be installed at the N-III power plant. Quality fuels
(e.g. low-sulphur or sulphur-free) fuels will be employed on the ice.
Details of the measures are described in chapters above.
14.2 Special measures with respect to station operation, vehicle use, transports and
construction works
14.2.1 Emergency planning
Emergency planning has been incorporated in the German activities in Antarctica right from the
start. It can be seen in its most obvious manifestation in the back-up philosophy applied to the
station building and to the technical systems on which safe living at the base depends.
In 1998/99 emergency planning for Antarctic activities has been revised and complemented along
the lines recommended by COMNAP/SCALOP. The plans were to be of the greatest possible
conformity to the standard given by COMNAP while comprising various different facilities of
different nations in Antarctica, and be complete in themselves and not involve reference or other
supporting documents which may cause delays. These standards had been observed when the AWI
in 1998 introduced its comprehensive Emergency Manual Antarctica (AWI 2003). The Manual
exists in English and German fully compatible versions. A summary outline of the Emergency
Manual Antarctica is given in Annex 1.
Ships in Antarctic waters South of the 60 th parallel must adhere to the stringent safety and
environmental protection directions of various IMO regulations. They have to carry an approved
"Shipboard Oil Pollution Emergency Plan" (SOPEP), and they must follow special environmental
protection laws in Antarctica laid down in the International Convention for the Prevention of
Pollution from Ships (MARPOL 73/78). A commitment to take protective measures against
environmental damage in Antarctica and special reporting obligations also follow from the
Protocol on Environmental Protection to the Antarctic Treaty.
14.2.2 Oil Spill Contingency Plan
COMNAP and SCALOP have developed guidelines for oil spill contingency planning reaching
from small, local oil spills (Facility Plan) to large and catastrophic spills which require joint oil
spill response by several national operators in Antarctica (Multi-Operator Plan). At Neumayer, and
indeed for all AWI operations in Antarctica save for ships operations at sea, the Oil Spill
Contingency Plan is contained - as a separate part - in the Emergency Manual Antarctica (AWI
2003, cf. Annex 1).
14.2.3 Emergency measures
A number of preventive measures are described in the Emergency Manual Antarctica (AWI 2003)
where also detailed instructions are laid down for actions to be taken in case of an emergency.
Emergencies - even if no personal harm or environmental damage has occurred - have to be
documented and reported to the AWI.
Draft CEE Neumayer Station Rebuild - 88 -

14.2.4 Contamination by substances other than fuels and oils
Spills of hydraulic fluids are considered in the same way as oil spills in the safety measures taken
by the AWI, even if fully biodegradable fluids are used. The hydraulic jacking system at Neumayer
Station III will be equipped with limiting devices against spills, and secondary containments will
be employed throughout.
During works in the open at the sites it will be possible that sawdust from cutting of timber and
plywood gets blown away by the wind. No harm is envisaged, but nevertheless all cutting other
than at the place of fitting or assembly will be done at a wind-protected workshop facility (e.g. with
a circular saw) where dust can be collected. Metal dust from grinding will be less then significant
as no or extremely little welding will be carried out at the building site.
The garbage bins and containers at the sites N-II and N-III will be protected against wind (either
doors or chutes with flaps) so that no garbage can be picked up and blown away. Although difficult
to carry through and control there will be a strict ban on throwing away cigarette butts.
Sewage treatment measures are described in the sections dealing with the individual activities.
14.2.5 Keeping distance to the emperor penguin colony and bird concentrations
Antarctic bird life is sensitive to noise. A safe separation distance between the emperor penguin
colony at Atka Iceport and all motorised station activity has therefore to be maintained. The rules
followed in this respect are an effective mitigation measure in place.
14.2.5.1 Vehicles
Regular and competent maintenance of all vehicles is a safeguard against environmental damage.
The vehicles at Neumayer are under the supervision of an engineer. When large operations like
building a station take place at least one vehicle specialist will join the team. Vehicles are shipped
home for thorough inspection at regular intervals (e.g. Pisten Bullies after 6 or 7 years), or before
large operations with heavy vehicle use take place, and returned in the following season.
An important improvement with regard to emissions from Ski-Doo 2-stroke engines has been made
when the AWI changed its fleet to the much cleaner Bombardier Rotax model in 2002. The
admixture of oil is here done by the machine steered by the actual demand. The mixture is injected,
and only once the exhaust ports are closed. Fuel losses through the exhaust pipe are almost
completely prevented 15 , and the injection process reduces emissions by as much as 50 percent and
fuel economy by as much as 25 percent, with the same power as a conventional, carburetted engine
(manufacturer's information and EPA 2002).
14.2.5.2 Aircraft
Pilots coming to Neumayer Station are informed about the presence and location of the emperor
penguin rookery at Atka Iceport either in the planning phase of the flight(s) or, latest, when
contacting Neumayer for landing. Especially for scientific flights the interim guidelines as laid out
in ATCM XXV/WP-026 (United Kingdom 2002) have been applied since 2002. AWI will take
care that supplementing information regarding Neumayer based on these guidelines (and those
lined out in XXVII ATCM WP 010, Guidelines for the Operation of Aircraft near Concentrations
of Birds in Antarctica) will be included in the AFIM as soon as possible and before any of the
activities described in this CEE begin.
Helicopter pilots engaged with Neumayer Station activities are not allowed to fly over the west side
of the Atka Iceport unless all penguins have left the colony site. When flying between ship mooring
15 These losses are the main cause for environmental pollution by two-stroke engines and cause the typical smell.
Draft CEE Neumayer Station Rebuild - 89 -

places at the ice edge and Neumayer Station the pilots are advised to keep at least 1.5 km west of
the western rim of Atka Iceport. Helicopter landings anywhere near to the colony (e.g. for visits of
the colony) are not allowed. The colony has been visited by tourists in the past with helicopters,
however, and new visits are obviously scheduled for early December 2004 . Such visits cannot be controlled by the Station.
What regards fixed-wing aircraft, flight paths at Neumayer are East-West because of the layout of
the skiway (108°/288°), and due to the prevailing east wind, starting is normally in direction ESE.
When flying a straight course of 108 deg. after lift-off the flight path leads past the rookery in the
south, i.e. leaves the rookery in the north (cf. vicinity map fig. 5-3). The horizontal distance
between this flight path and the breeding site of the emperor colony is getting reduced by about
200 m each year with the changing station position on the flow line of the ice. The minimum
separation distance will be reached when Neumayer Station II will be closed, and amounts to just
over 2 km. Neumayer Station III will be located at least 5 km to the south, reaching its
northernmost position after 25 years at a place still south of the present N-II position. The 2 km
horizontal distance of the flight path can thus be regarded as the overall (and short-time only)
minimum. This minimum distance is considerably larger than distances recommended in applicable
guidelines, especially also in the guidelines mentioned above which are widely accepted and used
in various management plans for protected areas.
As no flights take place (nor are allowed) over the emperor penguin colony the vertical distance
limitations are of lesser interest. From the recommendation in ATCM XXV/WP-026 "to keep low
to the horizon" it is concluded that the minimum altitudes given refer to overflights and are not
meant to be necessarily held when passing at minimum horizontal distance or more. The east-west
distance between lift-off point and the ice edge at Atka Iceport is larger than 4 km. The climbing
rate of a laden Do 228 aircraft is 1,500 feet/min with a relative speed of 120 knots, so that the
aircraft, when reaching the ice edge after 4000/1852/(120/60) = 1.08 minutes, will be at an altitude
of 1500*0.3048*1.08 = 493 m. If lower altitudes (when passing the colony at minimum 2 km
horizontal distance) are regarded as preferable, the climbing can be reduced. 16 Also turning towards
south is possible once 1,000 feet in altitude are reached which will be the case well before flying
over the ice edge.
Very little is known about effects of noise on penguins, but disturbances caused by noise from
aircraft could be unanticipated and high (Culik et al. 1990). It is assumed here that the separation
distances recommended in the relevant publications and adopted as guidelines by the ATCM take
care of the uncertainties regarding noise tolerance of the birds.
Night flights do not take place at Neumayer Station in spite of 24 hours daylight in summer. This is
an additional mitigation measure when considering that penguins have been observed reducing
activities during night hours with transports of food into the colonies decreasing (pers. comm. J.
Plötz).
The flight restrictions can be lifted when no bird concentrations (moulting penguins) are any longer
observed at Atka Iceport, which will commonly be the case from around mid-January onwards.
Flight restrictions in this respect can only be lifted by the station leader, not by the pilots.
Refueling of all aircraft at Neumayer is done by the pressure refueling method where the fuel is
pumped into the tanks through a tightly connected hose with locking valves at the ends. There is no
gravity flow difficult to control, and no fuel rests can leak like from an open hose. The leakage of
gaseous emissions is also very much restricted, but evaporation is low anyway because of the
prevailing temperatures.
16 Relative speed is measured in relation to the surrounding air. When a head wind is encountered the absolute speed
(or speed over ground) is smaller than the relative speed. At Neumayer when starting against the prevailing east wind
the flight level reached at the ice edge would thus be higher than figured out above.
Draft CEE Neumayer Station Rebuild - 90 -

Since ambient temperatures at Neumayer in summer are not very low there is no need for hot
refueling of the planes. All aircraft refueling is therefore done with machines switched off - which
is also safer with respect to fire and accidents. Power is provided by the ground unit (cf.
photograph fig. 7-1, red box in foreground).
14.2.6 Monitoring
Where the observation of environmental impacts and the monitoring of immissions is extremely
difficult or not producing convincing results as at the Neumayer Station, the monitoring of
emissions and control of activities having environment-affecting potential is the more important.
The monitoring programme at Neumayer is therefore concentrating on a complete registration of
all activities and on formal, regular reporting on parameters having environmental significance.
The monitoring programme is open to review and will probably be enhanced during the life time of
Neumayer Station III. An extension towards monitoring of immissions is not very likely though,
because it cannot be expected that quantifiable results will be achieved. Immissions to the snow
ground (depositions from exhaust gases) in the very near vicinity of the Station could be found, but
due to the instability of the surface measurements would almost certainly vary in such wide limits
that no valuable knowledge and no information on changes could be gained.
Table 14-1 Monitoring parameters and monitoring timing/frequencies
Parameter Timing/Frequency Relevance Remarks
POL transport/transfers all events snow POL logbook
POL consumption weekly atmosphere, snow, sea Technical report 1)
POL storage all changes snow POL logbook
Emergency hand-
Spills when occurring snow
book / Oil spill
contingency plan 2)
Diesel generators exhaust
gas components (Station)
on average once per
3) atmosphere, snow, sea
month, each motor
Separate report
Waste water treatment daily inspection
discharge continuously
acidity (pH)
suspended solids
relative sludge volume
weekly
BOD, germs irregular 4)
snow (sea)
Sludge production/
removal
daily/yearly (returned)
Solid wastes (classed)
end of activity /
yearly
(returned)
Liquid wastes (classed)
Water generation from
snow
Snow surface (e.g. placing/resetting/removal
of
markers, poles; new trails)
end of activity/
yearly
(returned)
Air: aerosols, trace
compounds 5)
Waste water
treatment
logbook
Reports on waste
(waste management
plan)
weekly snow Technical report
when carried out snow Technical report
continuous atmosphere, base line Observatory
programme
Draft CEE Neumayer Station Rebuild - 91 -

1) The Technical Report is registered and evaluated by the station supervising team in the Logistics
Department of AWI.
2) Handling of spills is detailed in the relevant manual, reporting on spills (urgency) depends on the
severity. There is also "negative reporting" in that the non-event of spills is to be confirmed in the
weekly Technical Report.
3) Each monitoring session consists of a series of 30 measurements per machine, preferably carried out
before and after maintenance overhauls. Timing is thus depending largely on these events.
Measurements are made at MCR (maximum continuous rating), the load mostly applied.
4) Measurements were initially made to control proper functioning of the plant. It turned out that
this control could be carried out more directly by visual and olfactory inspection.
5) Observatory 1,500 metres offset. Immissions by station operation not traceable. Measurements suitable
to establish baseline conditions.
15. Prediction of the future environment in the absence
of the proposed activities
The environment of Neumayer Station would on first impression appear in no way different from
the environment of undisturbed areas farther away only a few days after the station had been
dismantled and removed. The reason is to be found in the drifting snow which covers and conceals
all activity evidence on the snow surface within very short times.
The immissions from the exhaust gases of the Neumayer I and II Station operations deposited in
the snow in the 27 years from 1981 until 2007 are distributed over a depth of 15 metres because of
the snow accumulation. What regards the horizontal extension it can safely be assumed that
evidence of the station's exhaust gas emissions could be found in westerly directions only up to the
ice edge at a greatest distance of 35 km, and in all other directions up to maximum distances of 10
km. Present technology would probably not be able to trace immissions caused by the station at
distances larger than 5 km (compare Rankin 2003). Immissions into the sea or on the sea ice in the
west of Neumayer have in all probability been dispersed widely with the sea currents and ice drift,
and are doubtless not discernible from base line levels because of the extremely low
concentrations.
The two ice lenses formed in the snow by the waste water of the stations can reach a depth of about
60 m maximum where the snow is transformed to ice. Measurements at N-I have shown much
lesser depths of around 28 m, which can be explained by the small volumes of sewage waters and
the corresponding faster cooling when horizontally permeating the denser layers of the snow.
Besides there are several thin ice layers of a few millimetres to some centimetres thickness
embedded in the snow which have been generated by re-freezing of snow melted on the surface at
warm and sunny days in summer. These ice layers slow down the vertical penetration of the snow
with sewage water. When the lenses eventually will reach the ocean it can be expected that melting
will take enough time to allow for sufficient dilution by sea water so that the water quality is not
adversely affected.
The tubes made of corrugated steel plates of Neumayer Stations N-I and N-II which are planned to
be left in Antarctica will have a snow overburden of about 16 m and 7 m respectively when
Neumayer Station II will be given up. These actual overburden will increase more than the
corresponding snow accumulation in the area because the tubes will be compressed. The bottoms
of the tubes will remain in the snow layers, however, where they were founded during erection.
It can be assumed that the three hot-water boreholes drilled through the ice shelf in 1993 have left
almost no traces and no impact on the environment. Drilled holes close quickly under the
horizontal ice pressure when not kept open. No casing was installed, and no chemicals have been
Draft CEE Neumayer Station Rebuild - 92 -

used in the holes (Nixdorf et al 1994). Two electric cables of about 250 m length and another cable
440 m long and reaching to the sea floor, each of about 2 cm diameter, had to be left in the
boreholes after conclusion of most of the experiments because of freezing. At the lower end of one
of the boreholes an ultrasonic echo-sounder of 30 cm length by 10 cm diameter fixed to a 2 m long
steel rod has been left. And in one of the other boreholes a cable is frozen in carrying 11
temperature gauges (thermistors) located near to the lower end of the cable and still operational
(2004).
Taking these impacts into account the snow volume physically disturbed by the station operation
until 2007 will have about the following dimensions:
North-South-direction: 7 km N-I/N-II + 2*5 km = 17 km
East-West-direction: 4 km N-I/N-II + 2*5 km = 14 km
Depth: 7 to 60 m; at 1 km south of N-II locally down to the ice shelf bottom.
This affected body of snow will get increasingly farther away from the surface and at the same time
move in general northern direction with the ice towards the breaking edge (map fig 5-3). Probably
around 2045 to 2060 the snow body will reach the breaking edge of the ice shelf, and in the course
of about 85 more years 17 it will break off in several pieces and drift away. The solid parts and
emission substances held in the snow will come free by melting and will either sink or surface, and
will until then be dispersed over a sea area difficult to assess but certainly very large.
Adverse effects on the marine environment including the sea floor are not to be expected. The most
massive parts are the steel tubes of the protective structures of the two stations. When striking the
sea floor the steel tubes could cause some damage to the benthos. Such damage is completely
negligible, however, when compared to the by far greater and more extended damages from
grounding icebergs.
Environmental impacts on the Atka Iceport in the east or on the sea in the west of the station
locations on their paths with the moving ice shelf will not be different from those to be expected
when the activities take place.
If only looking at visible footprints of the Neumayer activities the initial environmental reference
state would be regained after about three years. Then probably not even the increased snow
accumulation caused by surface disturbance would be noticeable any longer. Taking the parts and
substances left in the snow into account (N-I and N-II), the initial environmental reference state
will be regained after about 120 years from now, and after about 150 years if activities would end
with the planned life time of Neumayer Station III.
16. Gaps in knowledge and uncertainties
While the physical environment of the area of the activities is relatively well known and
understood due to many years of observations and Station operation, the live environment around
Neumayer has so far not been thoroughly studied or monitored, especially not with regard to any
possible impact by the Station. The nearest place where biological research (on seals and emperor
penguins) is being conducted is Drescher Inlet, about 300 kilometres away from the Station.
Uncertainties caused by weather or sea ice conditions have been considered in the CEE to an extent
regarded as appropriate by past experience. Some uncertainties still remain, however, as natural
conditions may change extremely at some times.
17 17,000 m at about 200 m per year
Draft CEE Neumayer Station Rebuild - 93 -

The existing technical and operational uncertainties are originating from the scope of the activities
and the long timeline extending 25 years into the future. In such a long time technological progress
may lead to changes in the installations and operations which cannot be covered in this CEE. Such
changes will be subject to additional or supplementary environmental evaluations. Some lesser
uncertainties must be attributed to the fact that the planning phase is not yet concluded.
Uncertainties in the impact assessments are dependent both on the accuracy of technical and
logistic predictions and on a correct evaluation of the effects.
The uncertainties made out within this CEE are listed in Table 16-1. The categorisation of the
effects is an approximate assessment of variation in impacts on the environment (already
described) caused by the uncertainties.
Table 16-1 Uncertainties associated with this CEE
Reference Uncertainty Effect
Fuel consumption for
station power
Time schedule
Time schedule
Feeder flights
Personnel
Station design
Station location
Station services
Toilet facilities at site
camps
Transport mass
Ship transport
Distribution between wind and diesel power
generation may vary considerably depending
on installation of wind generators
Number of seasons required for erection of N-
III (planned 2, extremes 1 or 3)
Number of seasons required for retrogradation
of N-II
Other aircraft than the envisaged Dornier Do
228-101 may be used for flying personnel on
the Novolazarevskaya-Neumayer air link
The number of persons taking part in the
activities may deviate slightly from figures
envisaged in the CEE
The exact dimensions, layout and shape of the
station buildings may differ slightly from
those in the planning stage
The exact location may be chosen up to 4 km
away from the position named in CEE *)
The HVAC method is not yet determined. Hot
water radiators versus warmed air.
The method of treatment and removal of
human waste at the site camps N-III erection
and N-II dismantling is not finally determined;
incineration versus enclosure/removal
versus treatment in plant at Station .
The total amount and packing sizes of the
goods to be transported for building N-III may
deviate slightly from figures assumed
The number, size and timing of ships used for
transports of station materials and re-supplies
may vary
medium
(exhaust gas
immissions)
medium
(fuel cons.)
low
(fuel cons.)
low (fuel cons.
will not change
much)
low
(fuel for travel,
waste water)
Draft CEE Neumayer Station Rebuild - 94 -
zero
medium (fuel
for transports)
zero
(diesel excess
heat use solely)
low
(emissions to air
in case of
incineration)
low
(fuel cons. overice
transports)
medium
(exhaust gas
immissions)
*) The geodesic survey in the area chosen for N-III location is continuing and may yield results
disagreeing with earlier findings. The probability for such disagreement and a consequential
new positioning of the site is very low, however.

17. Follow-up reporting to the activities
The following reports will be presented by the applicant AWI to the permit giving authority UBA
six months after conclusion of the relevant activity:
1. A register of the parts actually left in the snow ground after dismantling Neumayer Station II
(activity C) including information on materials, masses and volumes, and on the exact
locations with a corresponding sketch-map.
2. A list of parts removed from Neumayer Station II under the dismantling activity C with
information on materials, masses and volumes, and on the deliveries for further utilisation,
recycling or environmentally safe disposal.
3. Compilations of the actual fuel consumption to be allocated to the activities A (construction
works N-III) and C (retrogradation N-II) with pertinent consumers and times.
18. Conclusions
18.1 Introduction
The environmental effects of three planned activities of the AWI in Antarctica have been
evaluated. All three activities are connected with the operation of Neumayer Station on the
Ekström Ice Shelf. Neumayer Station serves as a scientific and logistic base since 1982. The well
founded intention of the AWI and of the science community concerned to keep Neumayer Station
operational and to extend its capacities make the planned activities necessary:
A Building of Neumayer Station III, and its eventual retrogradation
B Operation of Neumayer Station III, and
C Dismantling and retrogradation of Neumayer Station II.
Activity A
The rebuilding of Neumayer Station is required because the underground Neumayer Station II will
only last a few more years before deformation by snow pressure will make any further use
impossible. A new design has been chosen for the station building, guided by the following
priorities:
• Reduction of the annual maintenance times and costs
• Prolonged service life of at least 25 years
• Disassembly at the end of service life possible without leaving parts in the snow ground.
The planned building is basically a jackable platform structure. It consists of a ca. 2,000 m 2
underground garage covered by a roof in line with the snow surface (cf. figs. 5-4 to 5-7), and an
elevated platform on top of that roof at 6 m clear height above the surface. The platform supports
the two-storey heated part of the station building comprising an area of about 1,600 m 2 . The
elevated building is about 82 m long and will be encased and protected by a shell of aerodynamic
shape.
The two parts of the building are firmly connected by steel columns reaching through the garage
roof and resting on flat foundations on the snow floor of the garage. The whole building will be
raised by help of hydraulic jacks once a year to compensate for the snow accumulation. The floor
of the garage must afterwards be backfilled with snow to restore the nominal height in the garage
room.
One or two seasons will be required for the erection of the building at a location about 5 km south
of Neumayer Station II. A camp must be installed to accommodate the erection team of up to 48
Draft CEE Neumayer Station Rebuild - 95 -

people, and later be dismantled again. The personnel will presumably travel by air via
Novolazarevskaya Station. All building parts will be brought by ship to the ice edge and
transported from there on sledges pulled by tracked vehicles to the site or an adjacent depot.
At the end of its life time Neumayer Station III will be completely dismantled and removed from
the Antarctic Treaty Area.
Activity B
The all-year operation of Neumayer Station III is governed by the scientific work which requires
permanent attention. 4 to 6 scientific personnel and 5 technical staff run the base. This complement
is exchanged after one year of service in the summer season when the station is relieved by ship
and new supplies are brought in.
The station is powered by diesel generators. Excess heat of the engines will be used for heating,
snow melting and for the heating of water. Power generation is planned to be supplemented by
wind power to a higher degree than practised at Neumayer Station II. The waste water of the
station will be treated and disinfected before being released to a pit in the snow.
During the summer season the station can accommodate up to 36 expeditioners in a separate part of
the building (summer station) kept idle during the remainder of the year. The logistic tasks of the
Station in summer include the provision and maintenance of a large vehicle and sledge fleet and the
servicing of polar aircraft of the AWI.
Major repair and maintenance works at the building, the scientific outstations and the equipment
are usually carried out in the season by specialists. It is intended to reduce the number of summer
maintenance personnel (when compared with N-II) in accordance with the lesser building
adjustment works.
Activity C
The predecessor base Neumayer II will be dismantled once Neumayer Station III has commenced
operation. The retrogradation may take several seasons depending on the availability of staff and
ships' transport.
The environmental impacts of leaving certain parts of the station in the snow have been balanced
against the environmental effects their retrieval would cause. The steel tubes of N-II and some
pipes and cables will be buried so deeply and encrusted so firmly in the snow that tremendous
effort and the burning of enormous amounts of fuel would be required for their recovery.
18.2 Emissions to the air and impacts on air quality
The burning of fuels is essential for all activities, even if renewable energy is used in
supplementary manner. The emission of combustion by-products to the air is an unavoidable
impact generated by the activities. The impact will be generally mitigated by economic use of
fuels, and additionally by exhaust gas after treatment with the stationary diesel engines. At
Neumayer Station III energy will be managed in such way that no fuel will be required for direct
heating. A substantial contribution to exhaust gas impact mitigation will be achieved when lowsulphur
or even sulphur-free fuels only will be used in the coming years.
When taking the late average annual diesel fuel consumption of 211,900 litres 18 at Neumayer
Station II as a baseline, then the operation of Neumayer Station III will require 49 % more fuel
because of higher power demand, while the release of fuel combustion by-products can be expected
to increase by a lesser percentage due to better engines and fuels. The other activities are connected
with station building and station retrogradation, and will each use less fuel than needed for one year
of N-III Station operation (cf. table 9-4).
18 N-III station diesel generators and vehicles, 2001-2003.
Draft CEE Neumayer Station Rebuild - 96 -

All activities are dependent on ship transport. The air emissions from ships in the Treaty Area have
accordingly been included in the evaluation. In the same way intercontinental flights and feeder
flights for travels of personnel have been considered, and also the scientific and logistic flight
operations supported by the Neumayer Station on average every year. It turns out that the
contribution of ships and aircraft to the air emissions is considerable (see tables 9-4 and 9-5). The
impacts must be regarded altogether as low, however, because exhaust gases and particulate matter
are emitted while the sources are mostly moving and will dissipate quickly in the atmosphere.
The emissions from Neumayer point sources (diesel generator engines) may be measurable in the
near vicinity, but will have negligible environmental impacts only. Also no long-term impacts to
air quality may be expected because the emissions are comparatively small, and the prevailing
wind velocities will cause dissipation to background levels quickly.
18.3 Effects on the snow and ice environment
The ground around Neumayer is snow of the more than 200 metres thick ice shelf, in the
downwind direction for some 30 kilometres. Depositions of exhaust gas particles to the snow
surface will be widely distributed by the wind and further dissipated within the snow body by drift
movement and accumulation.
The snow will be directly affected by all vehicle driving at the surface, and physical disturbance
will also occur when trenches are cut for construction, when snow is taken for water production or
backfilling of the garage floor to compensate for accumulation, or for the forming of berms often
used to achieve drift-snow-free open storage. All these impacts are minor when considering the
extent of the effects and transitory when looking at the snow drift and accumulation rates which
will make all disturbance disappear within weeks or months. Also these disturbances cause no
secondary impacts: there is no animal life at Neumayer that could be affected, and aesthetic values
will not be concerned.
More severe impacts with regard to the criterions duration and reversibility will be caused by parts
planned to be left in the snow when dismantling Neumayer Station II, and by the frozen waste
water lenses embedded in the ice shelf. When the abandoned parts will reach the sea after many
years from now they will sink to the sea floor. The melting of the treated and disinfected waste
water will take enough time to allow for sufficient dilution by sea water so that the water quality is
not adversely affected. The parts on the sea floor, mostly steel and other durable, non-hazardous
materials (cf. table 7-3), are not expected to have harmful effects on the marine environment.
18.4 Other and combined impacts
All other impacts (cf. tables 9-6 ff) have been classified minor and transitory in the evaluation.
Combined impacts refer only to the activities described, no other activities take place or are
planned to the knowledge of the AWI in the vicinity which could possibly be affected.
For the protection of penguins and seals at the Atka Ice Port a number of measures have been
introduced concerning mainly flight and vehicle operations. It can safely be assumed that no
impacts on the animal life at Atka Iceport will be caused by the activities described in the CEE.
Some impacts have been identified as accidental and unintended. It is primarily for such potential
impacts that the probability has been included as a classification parameter in order to make a
comparative evaluation possible. Oils spills could have severe and long term impacts, but the
extent of possible spills is limited by the sizes of the containments at Neumayer, and the probability
is low because of the safety measures in place.
Draft CEE Neumayer Station Rebuild - 97 -

18.5 Summary
The continuation of the scientific works and observations at Neumayer Station make the renewal of
the station and its ongoing operation necessary. Activities to this purpose and reaching in parts 25
or more years into the future have been evaluated with respect to their environmental effects.
The most significant indicators for environmental effects by the planned activities at Neumayer are
the associated fuel consumption and number of person-days in Antarctica. Fuel burning produces
emissions harmful to the environment, and people use energy during travel and stay, draw on the
resources, generate waste, and disturb by means of various activities and noise.
Essential elements of environmental protection in Antarctica are avoidance and mitigation of
impacts, energy and refuse management, emergency planning, environmental education and
training, and monitoring. These elements have been applied and will further on be applicable to
activities of the AWI in Antarctica. The CEE has identified and evaluated potential impacts that
may be generated by the activities in connexion with the rebuild and operation of Neumayer
Station. The environmental footprints of the Neumayer activities are minor and temporary, and the
initial environmental reference state will be regained only a few years after activities end.
Draft CEE Neumayer Station Rebuild - 98 -

19. Lists and references
19.1 List of tables
Table Title Page
3-1 Time schedule for planned activities ............................................................................ 15
5-1 Basic data for erection time schedules ......................................................................... 24
5-2 Protected areas in Neumayer Station III, heated and cold ............................................. 31
5-3 Building and equipment - basic information and data .................................................. 33
5-4 Transport mass and sledge loads for Neumayer rebuild ............................................... 34
5-5 Resources for over-ice transports ................................................................................. 35
5-6 Site depot data ............................................................................................................. 38
5-7 Resources for site installation and operation works ...................................................... 38
5-8 Resources for construction and installation works ........................................................ 39
5-9 Resources for relocation of antennas, wind generator and outstations .......................... 40
5-10 Total work shifts requirement including down times and diesel fuel consumption ....... 41
5-11 Normalized comparative environmental impact potentials by selected parameters
with different station designs ....................................................................................... 43
5-12 Savings in time and plant employmt at N-III disassembly as against N-III erection ...... 44
6-1 Average number of persons and duration of stay at Neumayer Station III .................... 47
6-2 Average annual consumption of fuels and lubricants at Neumayer Station III .............. 49
6-3 EU Stage II, III and IV and EPA emission limits for non-road diesel engines .............. 51
6-4 Plant pool at Neumayer Station (2004) ........................................................................ 55
6-5 Pisten Bullies fuel and oil consumption ....................................................................... 55
7-1 Total person-days requirement including down times, and diesel fuel consumption ...... 66
7-2 Parts and weights for dismantling ................................................................................ 66
7-3 Construction planned to be left behind in the snow ...................................................... 68
9-1 Criteria for the assessment of potential impacts ........................................................... 72
9-2 Effects by impacts precluding a permit for the activities .............................................. 73
9-3 Strong environmental indicators .................................................................................. 73
9-4 Fuel consumption and emissions from fuel burning with resp. durations ...................... 75
9-5 Percentages of fuel consumption and emissions from ships at individual activities ....... 75
9-6 Summary of environmental impacts - Activity A, Building of Neumayer Stn. III ......... 78
9-7 Summary of environmental impacts - Activity B, Operation of Neumayer Stn. III ....... 79
9-8 Summary of environmental impacts - Activity C, Retrogradation of N-II .................... 80
9-9 Summary of environmental impacts - Activity A, Retrogradation of N-III ................... 81
9-10 Highest concentrations of pollutants from point source N-III......................................... 82
14-1 Monitoring parameters and monitoring timing/frequencies............................................ 91
16-1 Uncertainties associated with this CEE.......................................................................... 94
Draft CEE Neumayer Station Rebuild - 99 -

19.2 List of illustrations
Fig. Page Title Source / Copyright
Title Neumayer Station III (composite) AWI 2004
2-1 9 Ship loading operations at the ice shelf edge AWI 2003
2-2 9 Ship loading operations at the sea ice edge D. Enss 1992
2-3 9 German polar aircraft at Neumayer Phillip Weber, DLR 2003
2-4 9 DROMLAN airfield at Novolazarevskaya ALCI/DROMLAN 2002
4-1 16 Dronning Maud Land from Neumayer to SANAE Radarsat 1997, cartogra-
Station, satellite radar image
phy Rotschky/Rack AWI
4-2 17 Satellite picture Neumayer Station area with fast ice
in Atka Iceport
Landsat 7 ETM Band 8
(PAN); cartography
Rotschky/Rack AWI 2004
4-3 17 Inlets east of Neumayer Station D. Enss 1981
4-4 18 Ice rise at southern end of Atka Ice Port D. Enss 1994
4-5 18 Ice rounding the rise at the SW-corner of Atka Ice
Port
Ikonos-2 satellite March
2004, European Space
Imaging GmbH/AWI.
4-6 19 Coastal polynya near Neumayer D. Enss
4-7 19 Weddell Polynia. Map based on satellite data Canatec 1991
4-8 19 Wind distribution at Neumayer, graph G. König-Langlo 2000
4-9 19 Drifting snow occurrence at Neumayer, graph G. König-Langlo 2003
4-10 20 Variations in monthly snow accumulation at
Neumayer
H. Oerter 2003
4-11 20 Variations in annual snow accumulation at
Neumayer and at stake array 10 km in the south
H. Oerter 2003
4-12 21 Emperor penguin colony at Atka Ice Port in early
December
AWI 2001
4-13 21 Emperor penguin colony at Atka Ice Port in early
December
J. Plötz 2003
5-1 24 DROMLAN flight routes in Dronning Maud Land ALCI/DROMLAN 2002
5-2 25 Dronning Maud Land with Neumayer Station and
neighbouring stations and relevant overland routes;
map
DROMLAN, IP050E
XXVII ATCM
5-3 27 Neumayer Station Vicinity (map of) D. Enss 2004
5-4 29 Neumayer Station III - Cross Section D. Enss 2004
5-5 29 Neumayer Station III - Longitudinal Section D. Enss 2004
5-6 30 Annual raising for adjustment to snow level D. Enss 2004
5-7 30 Adjustment to snow level - jacking and backfilling D. Enss 2004
5-8 36 Neumayer Station III site layout D. Enss 2004
5-9 42 Sub-surface station designs D. Enss 2003
5-10 42 Above surface station designs D. Enss 2003
Draft CEE Neumayer Station Rebuild - 100 -

Fig. Page Title Source / Copyright
6-1 53 Compactors for cardboard and plastics, glass and
plastics shredder, stowage in garbage container with
sealed pp-buckets (3 photographs)
From:
Plötz, Ahammer 2000
7-1 56 Neumayer Station II in 2004 seen from WNW J. Kässbohrer 2004
7-2 57 Neumayer Station II tubes and accessways, plan D. Enss 2001
7-3 58 Neumayer Station II - Inner Building Layout Plan Polarmar 1994 / AWI
7-4 59 Neumayer Station II layout with garage building D. Enss 1994/2003
7-5 60 Neumayer garage building: erection, view of inside,
ramp cover (3 photographs)
D. Enss 1992, 1994
7-6 60 Bulkhead in cross tube, connecting tube,
installations on container roofs (3 photographs)
D. Enss 1992, 1994
7-7 61 Satcom antenna AWI 1999
7-8 61 Wind generator AWI 2000
7-9 61 Installation of wind generator foundation section AWI 2000
7-10 62 Neumayer Station II and near vicinity (map) D. Enss 2004
7-11 62 Elevated platforms (3): balloon launching station,
seismo-acoustics observatory, and empty platform
AWI 2000, 2004
7-12 70 Plate arrangement in steel tubes of N-II Armco 1991
Draft CEE Neumayer Station Rebuild - 101 -

19.3 List of acronyms
AUG Gesetz zur Ausführung des Umweltschutzprotokolls vom 4. Oktober 1991
zum Antarktis-Vertrag (Umweltschutzprotokoll-Ausführungsgesetz) vom
22. September 1994
Act implementing the Protocol of Environmental Protection to the
Antarctic Treaty of 4 October 1991 (Act Implementing the Environmental
Protection Protocol) of 22 September 1994
AWI Alfred Wegener Institute for Polar and Marine Research, Bremerhaven
BGR Bundesanstalt für Geowissenschaften und Rohstoffe, Hannover
Federal Institute for Geosciences and Natural Resources
CASLAB Clean Air Sector Laboratory
CEE Comprehensive Environmental Evaluation
CFCs chlorofluorocarbons = chlorinated fluorocarbons
COMNAP Council of Managers of National Antarctic Programs
CTBTO Comprehensive Test Ban Treaty Organisation
DMSP Defense Meteorological Satellite Program (U.S.A.-Army)
DROMLAN Dronning Maud Land Air Network
EEA European Environment Agency
EPA Environmental Protection Agency (USA)
EPICA European Project for Ice Coring in Antarctica
EPR Ethylene Propylene Rubber
GUAN GCOS Upper Air Network (GCOS = Global Climate Observing System)
HVAC Heating, Ventilation and Air Conditioning
IEE Initial Environmental Evaluation
IPEV Institut Polaire Français – Paul Emile Victor, Plouzané, France
MDO Marine Diesel Oil
IMO International Maritime Organization
IMS International Monitoring System (of CTBTO)
MARPOL International Convention for the Prevention of Pollution from Ships,
1973, as modified by the Protocol of 1978 relating thereto
NOAA National Oceanic and Atmospheric Administration (U.S.A.)
PCP Polychloroprene (Neoprene)
PM Particulate matter (in exhaust gas)
POL Petrol, oil, lubricants
PU Poly-urethane
STOL Short Take Off and Landing
UBA Umweltbundesamt, Federal Environmental Agency (Germany)
UPS Uninterrupted power supply
Draft CEE Neumayer Station Rebuild - 102 -

19.4 References and sources
AUG (1994) Gesetz zur Ausführung des Umweltschutzprotokolls vom 4. Oktober 1991 zum
Antarktis-Vertrag (Umweltschutzprotokoll-Ausführungsgesetz) vom 22. September 1994.
Bundesgesetzblatt, Jahrgang 1994, Teil I, 2593.
Act implementing the Protocol of Environmental Protection to the Antarctic Treaty of 4
October 1991 (Act Implementing the Environmental Protection Protocol) of 22 September
1994. Bundesgesetzblatt, Jahrgang 1994, Teil I, 2593.
AWI (1981) Removal of the research station "Georg-von-Neumayer", Ekström Ice Shelf,
Antarctica. Initial Environmental Evaluation. Unpublished.
AWI (1996) User Handbook for the Polar 2 and Polar 4 research aircraft.
AWI (2000) Comprehensive Environmental Impact Evaluation for Recovering a Deep Ice Core in
Dronning Maud Land, Antarctica.
AWI (2003) Emergency Manual Antarctica. Oil spill contingency plan and plans for other
contingencies for Neumayer Station, ship loading operations, aircraft operations, traverses.
Revised edition 2003. Unpublished.
CEP (2002) Guidelines for Environmental Impact Assessment in Antarctica.
COMNAP (1999) Guidelines for Environmental Impact Assessment in Antarctica. COMNAP on
behalf of ATCM, GPO Box 824, Hobart, Tasmania 7001, Australia.
COMNAP/SCALOP (2003) Framework and Guidelines for Emergency Response and Contingency
Planning in Antarctica. Adopted at COMNAP XV meeting in Brest in July 2003.
COMNAP web site http://www.comnap.aq.
EC (1997) Directive 97/68/EC of the European Parliament and of the Council of 16 December
1997 on the approximation of the laws of the Member States relating to measures against
the emission of gaseous and particulate pollutants from internal combustion engines to be
installed in non-road mobile machinery. Official Journal of the European Communities,
27.2.1998, L 59/1.
EC (1999) Directive 1999/30/EC of the European Parliament and of the Council of 22 April 1999
relating to limit values for sulphur dioxide, nitrogen dioxide and oxides of nitrogen,
particulate matter and lead in ambient air. Official Journal of the European Communities,
29.6.1999, L 163/41-60.
EC (2000) Directive 2000/59/EC of the European Parliament and of the Council of 27 November
2000 on port reception facilities for ship-generated waste and cargo residues - Commission
declaration. Official Journal of the European Communities, 28.12.2000, L 332/81-90
EC (2002) Directive 2002/88/EC of the European Parliament and of the Council of 9 December
2002 amending Directive 97/68/EC on the approximation of the laws of the Member States
relating to measures against the emission of gaseous and particulate pollutants from internal
combustion engines to be installed in non-road mobile machinery. Official Journal of the
European Communities, 11.2.2003, L 35/28
EC (2003) Directive 2003/17/EC of the European Parliament and of the Council of 3 March 2003
amending Directive 98/70/EC relating to the quality of petrol and diesel fuels. Official
Journal of the European Union, 22.03.2003, L76/10.
Ekau W. (1990) Demersal fish fauna of the Weddell Sea, Antarctica. Antarctic Science 2 (2): 129-
137.
Draft CEE Neumayer Station Rebuild - 103 -

El Naggar S. et al. (2000) Operational Experience with Wind Power Technology at Neumayer
Station. Proceedings of the Ninth SCALOP Symposium, COMNAP, Tokyo 2000.
Enss D. (1992) Der Neubau der Neumayer-Station in der Antarktis. Hansa International Maritime
Journal 9, 1992. Schiffahrts-Verlag Hansa C. Schrödter & Co, Hamburg.
Enss D., Knoop H.G., Brune E., Kohnen H. (1999) Gebietsspezifische Anforderungen an einen
umweltverträglichen Seeverkehr in der Antarktis unter besonderer Berücksichtigung der
Empfindlichkeit dieses Ökosystems [Specific requirements for an environmentally sound
maritime traffic in Antarctic waters under particular consideration of the sensitivity of the
ecosystem]. Forschungsbericht UBA Berlin, FuE-Vorhaben FKZ 296 25 634.
EPA (2002) EPA420-F-02-040, Regulatory Announcement, Frequently asked questions from
snowmobile owners. U.S. Environmental Protection Agency, Office of Transportation and
Air Quality, Assessment and Standards Division, 2000 Traverwood Drive, Ann Arbor, MI
48105 (September 2002).
Gendrin G. and Giuliani P. (1994)Concordia Project. Final Comprehensive Environmental
Evaluation. ENEA - Ente per le Nuove Tecnologie, l'Energia e l'Ambiente, Rome; IFRTP
- Institut Francais pour la Recherche et la Technologie Polaires, Technopole de Brest-Iroise
Gube-Lehnhard M. (1987) The meteorological data of the Georg-von-Neumayer Station for 1983
and 1984. Berichte zur Polarforschung 28: 1-108.
Hubold G. (1984) Spatial distribution of Pleuragramma antarcticum (Pisces: Nototheniidae) near
the Filchner- and Larsen Ice Shelves (Weddell Sea, Antarctica). Polar Biology 3: 231-236.
König G. (1985) Roughness length of an Antarctic ice shelf. Polarforschung 55 (1): 27-32
Lawrence Berkeley National Laboratory (2000) Black Carbon Aerosol at McMurdo Station,
Antarctica.
Magee Scientific Company (2000) Measurement of Combustion Effluent Aerosols from the South
Pole Station. Final Report.
Moussiopoulos N. et al (1996) Ambient Air Quality, Pollutant Dispersion and Transport Models,
Topic report 19/96. European Topic Centre on Air Quality, European Environment Agency.
Mayewski R. and Legrand M. (1990) Recent increase in nitrate contents of Antarctic snow. Nature,
346, 258-260.
NSF (2004) Development and Implementation of Surface Traverse Capabilities in Antarctica,
Comprehensive Environmental Evaluation, Final Draft. National Science Foundation,
Arlington, Virginia.
Nixdorf U., Oerter H. and Miller H. (1994) First access to the ocean beneath Ekströmisen,
Antarctica, by means of hot-water drilling. Annals of Glaciology 20.
Oerter H. (2003) Schneezutrag bei Neumayer (Zusammenstellung). AWI, unpublished.
Plötz J., Ahammer H. (2000) Handbuch zur Abfallbehandlung für Antarktisstationen und
Expeditionen des Alfred-Wegener-Instituts. AWI, Bremerhaven.
Plötz J., Weidel H. and Bersch M. (1991) Winter aggregations of marine mammals and birds in the
north-eastern Weddell Sea pack ice. Polar Biology 11: 305-309.
Plötz J. (1991) 'Neumayer' a replacement research station of 'Georg von Neumayer' on the Ekström
Ice Shelf, Antarctica. IEE, Technical Report, AWI, pp. 21.
Plötz J. (1992) Removal of the research station of 'Georg von Neumayer', Ekström Ice Shelf,
Antarctica. IEE, Technical Report, AWI, pp. 15.
POLARMAR GmbH (1989) European Patent EP 0410550 A1 and German Patent DE 3924631.
Draft CEE Neumayer Station Rebuild - 104 -

Rankin A.M. (2003?) Effect of generators on local snow and aerosol chemistry at a coastal
Antarctic research station. Unpublished.
SCAR (2004) Composite Gazetteer of Antarctica.
SCAR, COMNAP (1996) Monitoring of Environmental Impacts from Science and Operations in
Antarctica.
Schlosser E., Oerter H., Graf W. (1999) Snow accumulation on Ekströmisen, Antarctica. Reports
on Polar Research 313, Alfred Wegener Institute for Polar ans Marine Research,
Bremerhaven, 137 pp.
Smetacek V., Scharek R., Nöthig E.N. (1991) Seasonal and regional variation in the pelagial and its
relationship to the life history of krill. In: Kerry K.R., Hempel G. (eds) Antarctic
ecosystems, ecological change and conservation. Springer, Berlin Heidelberg New York:
103:114.
Suttie E.D. and Wolff E.W. (1993) The local deposition of heavy metal emissions from point
sources in Antarctica. Atmospheric Environment Vol 27A, No. 12.
United Kingdom (2001) Review of guidelines for the operation of aircraft near concentrations of
birds in Antarctica. Information Paper IP-39 submitted by the United Kingdom to the
meeting of the Committee for Environmental Protection (CEP IV) held in St Petersburg,
Russia, September 2001.
United Kingdom (2002) Proposed Guidelines for the operation of aircraft near concentrations of
birds. Working Paper WP-026 submitted by the United Kingdom to the XXV ATCM,
Agenda item CEP. ATCM XXV / WP-026.
U.S. EPA Office of Air and Radiation (1985) Compilation of Air Pollutant Emission Factors. AP-
42, Volume II, Mobile Sources, Fourth Edition.
Wesnigk J. B. (1999) Entscheidungshilfen für die Genehmigungspraxis zur Umsetzung des
Umweltschutzprotokoll-Ausführungsgesetzes vom 22. September 1994. UBA
Forschungsbericht 101 01 136, Umweltbundesamt Berlin.
Woehler E. J. (1993) The Distribution and Abundance of Antarctic and Subantarctic Penguins.
Scientific Committee on Antarctic Research and Scott Polar Research Institute, Cambridge,
England. ISBN 0 948277 14 9.
Draft CEE Neumayer Station Rebuild - 105 -

CEE NEUMAYER III
ANNEXES
ANNEX 1 Summary outline of the Emergency Manual Antarctica (AWI 1998/2003) ....... A1/1
ANNEX 2 Summary outline of the Station Rules ............................................................... A2/1
ANNEX 3 Summary outline of the Neumayer Garbage Management Plan ........................ A3/1
Table A3-1 Garbage retrogradation from Neumayer Station ............................ A3/3
ANNEX 4 Neumayer Overwinterer Training Courses (2004) ............................................ A4/1
ANNEX 5 Neumayer II sewage pipe retrieval works, comparison of alternatives .............. A5/1
ANNEX 6 Fuel oils specifications ..................................................................................... A6/1
ANNEX 7 Estimated air emissions from fuel combustion sources ..................................... A7/1
Table A7-1 Emission factors (g/kg of fuel) ...................................................... A7/1
Table A7-2 Fuel consumption and exhaust emissions all activities .................. A7/2
ANNEX 8 Calculation of exhaust gas distribution Neumayer Station III ........................... A8/1
Draft CEE Neumayer Station Rebuild - A0 / 1 -

Emergency Manual Antarctica 1
Alfred Wegener Institute
for Polar- und Marine Research
Emergency Manual Antarctica
Oil Spill Contingency Plan
and Plans for Other Contingencies
for
Neumayer Station
Ship Loading Operations
Aircraft Operations
Traverses
prepared in 1999 by
Dietrich Enss
Polar and Civil Engineering Consultant
Revision 2003
Alfred Wegener Institute for Polar- and Marine Research - 19 Nov 2003 -
Draft CEE Neumayer Station Rebuild - A1 / 1 -

ANNEX 1
Emergency Manual Antarctica (AWI 1999/2003)
Summary outline
Following a COMNAP initiative AWI has tuned its contingency plans to the agreed format in 1998
and compiled an Emergency Manual Antarctica which is continuously kept up to date. The latest
revision is of 2003. The manual had originally centred on oil spill contingency planning, but for
convenience reasons and better co-ordination other contingency plans were included in the Manual.
The Manual covers all operations of the AWI in Antarctica (Neumayer Station, ship loading
operations, aircraft operations, traverses), but may be complemented by special information and
instructions where new or changed activities are concerned.
The Emergency Manual has been prepared in English and in German. Both versions are formatted
identically, so that the German speaking personnel at Neumayer Station can find or check the
English equivalent quickly on the same page numbers in the English version.
Contents of the Manual
Direct Index (for quick reference)
Contents
PART I: STRATEGIC INFORMATION
0 EMERGENCY RESPONSE PRINCIPLES
1 INTRODUCTION
1.1 Background
1.2 Purpose
1.3 Scope of Manual
1.4 How to Use the Manual
1.5 Updating and Distribution of the Contingency Manual
2 SPILL RISK ENVIRONMENT
2.1 Facility Description
2.2 Oil Stored at Facility
2.3 Oil Transfer Operations
3 SPILL RISK ASSESSMENT
3.1 Migration Pattern of Spills
3.2 Sensitive Locations
3.3 Spill Scenarios
PART II: OPERATIONAL RESPONSE
4 ORGANISATION STRUCTURE
4.1 Response Organisation Structure
4.2 Facilities Organisation
5 RESPONSE NOTIFICATION
5.1 Initial Assessment
5.2 Initial Notification
6 OPERATIONAL PLAN
6.1 Response Team Deployment
6.2 Personnel Safety
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6.3 Response Strategies
6.4 Communications
6.5 Spill Surveillance
6.6 Environmental Assessment
6.7 Clean-up Methods
6.8 Restoration
7 WASTE DISPOSAL
7.1 Storage of Oily Waste
7.2 Disposal of Oily Waste
8 DEMOBILISATION
8.1 Personnel Decontamination
8.2 Equipment Decontamination / Maintenance
9 POST SPILL MONITORING
10 REPORTING
PART III: OTHER THAN OIL ACCIDENTS
11 ACCIDENTS AND EMERGENCIES
11.1 Fire
11.2 Vehicle and Aircraft Accidents
11.3 Dehydration
11.4 Other Accidents (Field, Work, Leisure)
11.5 Dangerous Illness / Injury
11.6 Breakthrough on Sea Ice or Breaking into Crevasse
11.7 Loss of Communications
11.8 Loss of Orientation or Position
11.9 Damage and Collapse of Buildings
11.10 Contamination of the Environment by Garbage and Sewage
12 BASIC FIRST AID POINTERS
12.1 Frost-Bite and Hypothermia
12.2 Sunburn and Snowblindness
12.3 Bleeding
12.4 Shock
12.5 Sprainings, derangements, contusions
12.6 Contortions and dislocations
12.7 Fractures
12.8 Concussions
12.9 Cuts
12.10 Burns
12.11 Poisoning from Exhaust Gases
ANNEXES
ANNEX A FACILITY AREA MAPS
ANNEX B SPILL RISK AREA MAPS
ANNEX C COMMUNICATION PLAN AND OIL SPILL REPORT FORMATS
C1 Communication Plan (Spills Tier 2 and 3)
C2 Communication with Neumayer Station
Draft CEE Neumayer Station Rebuild - A1 / 3 -

C3 Site Description Neumayer Station and Landing Strip
C4 Nearest All-Year Stations
C5 Flight Distances
C6 Spill Report Formats:
AWI Oil Contingency SITREP
COMNAP Oil Spill Report
ANNEX D RESPONSE TEAM ORGANISATION
Structure Plan Responsibilities
Action Plan for Operations Manager
Action Plan for Head of Logistics, AWI
Tasks of other personnel
ANNEX E RESPONSE EQUIPMENT AND MATERIALS
ANNEX F HEALTH AND SAFETY PLAN
F1 MEDICAL SUPPORT FACILITIES
F2 HEALTH HAZARDS WITH OIL SPILLS
F3 INFORMATION AND SAFETY TRAINING
F4 MEDICAL EQUIPMENT AT NEUMAYER STATION
F5 MOBILE MED. EQUIPMENT FOR DOCTORS
F6 FIRST AID EQUIPMENT FOR FIELD PARTIES
WITHOUT ACCOMPANYING PHYSICIAN
F7 ACTION PLAN FOR EVACUATIONS
ANNEX G TRAINING PLAN
ANNEX H PUBLIC RELATIONS / MEDIA PLAN
ANNEX J COST ACCOUNTING PLAN
ANNEX K DOCUMENTATION PLAN (OIL SPILLS)
ANNEX L DISPERSANT USE
ANNEX M IN-SITU BURNING
ANNEX N BIOREMEDIATION USE
ANNEX P BIRD AND MAMMAL CLEANING
ANNEX Q EQUIPMENT AND PERSONNEL CLEANING
ANNEX R DEFINITIONS AND ABBREVIATIONS
ANNEX S COMMUNICATIONS CONTACT NUMBERS
ANNEX T KEY DRAWINGS
SUPPLEMENTARY NOTES
SUPPLEMENT of 2003 refers to additions
A: Measures in emergencies
B: Information flow
C: Communication
D: Specifications (fuels, depots)
E: Personnel at Neumayer Station (latest two years)
F: Addresses of administration and relevant institutions inland and abroad
G: Distribution list
Draft CEE Neumayer Station Rebuild - A1 / 4 -

ANNEX 2
Neumayer Station Rules
Summary outline with special regard of rules dealing with
environmental management
The Station Rules comprise rules of the house, principles of manning the station, allocation of
responsibilities and tasks, daily routines, report duties, safety- and alarm plans and regulations for
personnel change-over. Also they contain a list of additional documents and forms the personnel
and visitors must be aware of.
The Station Rules are distributed to all station personnel and to all announced visitors beforehand.
Visitors not announced and staying at Neumayer will get a copy at the base.
Day visitors are usually informed orally by the station commander about the safety and
environmental rules to be observed.
The Rules are arranged as follows:
Preamble
1. Introduction
2. Station personnel
3. Allocation of tasks
Waste disposal, management (waste management plan)
Oil spill prevention, combating, exercises and reporting
Sewage water treatment
Technical/environmental inspection
Monitoring/reporting
4. Station operation schedule
5. Safety and alarm plan
6. Reporting
7. Associated documents and forms
8. Crew change and hand-over of the base
The protection of the environment is a concern addressed in several of these chapters, but the
details such as waste management, environmental training, oil spill combating exercises, pollution
reporting, and monitoring are laid out and explained in chapter 3.
A good number of the forms listed in chapter 7 deal with environmental monitoring/reporting. The
documents to be read (passed out and being kept ready for inspection at the station) are:
• All relevant international Antarctic conventions and national law
• Copies of the Permit for the activities in Antarctica by the Federal Environmental
Agency
• Emergency Manual Antarctica
• Waste Management Handbook
• Rules for the protection of the environment
• Flight operation rules
• Advanced Information on Antarctic Operations (COMNAP).
• Antarctic Communications Directory (MINIATOM).
• Rules for the use of communication facilities
• Rules regarding contacts to the public and the press
• Maps of the station and its vicinity.
Whoever wants to go onto the sea ice needs a permit by the station commander.
Draft CEE Neumayer Station Rebuild - A2 / 1 -

ANNEX 3
Summary outline of the Neumayer Garbage Management Plan
The garbage management plan of the AWI for its activities in Antarctica comprises all aspects of
waste avoidance, minimisation, treatment and handling, and includes information, education and
control. Already in 1988 the AWI put a ban on one-day or one-man food packages and cut down
redundant packaging. Since the sewage treatment plant has been installed at Neumayer Station,
only biodegradable detergents were allowed to be used any longer, and to make this rule really
effective the AWI decided to provide cleansing and washing agents including personal shampoos
etc. for free.
Waste management is a subject in many of the preparatory courses the expedition participants and
the station personnel are requested to take part in. Waste handling rules are also laid out in the
documentation handed out to personnel the AWI sends to Antarctica. Special regulations, though to
the same effect, are kept on RV POLARSTERN, where all crew have to attend meetings on waste
management in Antarctica.
Comprehensive information and instruction on waste handling is compiled in the AWI "Handbook
on garbage management at Antarctic stations and expeditions of the AWI" (Plötz, Ahammer 2000)
The contents list of the handbook is copied on the next page.
The handbook has three sections:
1. Waste management
The reasons for and necessity of waste management are explained. The principle measures
like avoidance, minimisation and collection for removal are discussed. Responsibilities for
waste management, handling and reporting.
2. Waste disposal
Explanation of the regulations (separation, compaction, removal, recycling, prohibited
substances, sewage treatment). Requirements of recording, information flow.
3. Technical installations and equipment for waste handling
Collection facilities, compactors, shredders, waste water treatment plant, oily residues
containments, garbage containers.
In an annex to the handbook the user will find a copy of "Richtlinien des Alfred-Wegener-Instituts
zum umweltgerechten Verhalten von Expeditionsteilnehmern in der Antarktis" (Regulations for an
environment-conscious conduct of expeditioners in the Antarctic) and a form for the reporting on
waste generated during an expedition (Expedition waste logbook).
Draft CEE Neumayer Station Rebuild - A3 / 1 -

Contents of the
"Handbook on garbage management at Antarctic stations and expeditions of the AWI"
1. Management
1.1. Grundlage
1.2. Measures
1.2.1. Mitigation of impacts on the environment
1.2.2. Reduction of wastes
1.2.3. Use of washing and cleansing agents
2. Waste disposal
2.1. Applicability
2.2. Preparation for (information of) expedition personnel
2.3. Regulations for waste disposal
2.3.1. Basic rules
2.3.2. Disposal methods
2.3.3. Documentation
2.3.4. Evaluation and information
2.3.5. Garbage classification
3. Technical installations and equipment for waste handling
3.1. Cardboard and paper compactor
3.2. Plastics compactor
3.3. Glass and tins compactor
3.4. Biological sewage treatment plant
3.5. Oil collection (drip oil) tanks
3.6. Storage and transport receptacles and containers
4. Annexes
Annex 1: Instructions of the Alfred Wegener Institute on environment-conscious
conduct of expedition personnel in the Antarctic
Annex 2: Form for AWI expedition garbage report
Draft CEE Neumayer Station Rebuild - A3 / 2 -

Table A3-1 Garbage retrogradation from Neumayer Station Part 1
ANT XXI
2003/04
ANT XX
2002/03
ANT XIX
2001/02
ANT XVIII
2000/01
ANT XVII
1999/00
ANT XVI
1998/99
99ANT XV
1997/98
ANT XIV
1996/97
ANT XIII
1995/96
Type of garbage
17.5
21.7
12.0
20 Nos
3.4 m 3
19.0
3.5
2.25
35.5 m 3
14.6
3.0
7.0
29 Nos
22.5
10.0
25.0
0.5 m 3
18.6
7.5
8.2
35 Nos
13.5
16.4
11.2
86 Nos
4.0
1.0
10.4
50 kg
5.25
7.0
1.0 m 3
5.7
28.0
39.2
440 kg
4.25
33.2
39.0
100 kg
5.3
6150 kg
3.5
18.6
11.6
5220 kg
5.75 m 3
2.38
0.5 m 3
9.0
14.0
11.0
2 Nos
0.1 m 3
6.7
2.5
5.0
Non-hazardous materials
Paper / cardboard m 3
Timber m 3
Plastics m 3
3.0
1.4 m 3
4.68
23.9
18.15
750 kg
8.5
180 kg
2.2
3.3
5.5
0.3 m 3
3.5
Drums, empty
Metals
Tins m 3
11.9
6.5 5.6
Volcanic slag ->
4.0
24.6
1.75
10.25
4.6
1.0
8.6
10.0
0.3 m 3
1.4
5.4
9.0
Cables ->
Scrap
Glass m 3
1
2
3
4
5
6
7
8
9
Food wastes m 3
Domestic wastes m 3
1600
2200
1400
1800
60 litres
400
1200
Draft CEE Neumayer Station Rebuild - A3 / 3 -
200
430
1200
800
Other (to be specified)
Fuels and lubricants
Diesel fuel litres
1200
600
800
Engine oils litres
Gearbox and hydr. liquids
28
150
60
55
90
Dangerous goods / special wastes
Battery acids litres
200
1.0
0.26
0.24
115
400
50
1.0
0.28
0.22
125
50 litres
400
0.7
0.25
0.2
105
0.20
0.20
0.30
99
50 litres
350
325
0.8
0.25
0.25
100
460
1.25
0.2
0.2
114
210
200
1.4
0.2
0.3
120
250
130
650
4
Tyfokor antifreeze mixture
Photochemical liquids litres
Chemical wastes litres
Oily rags m 3
1.5
0.75
0.5
0.75
Oil filters m 3
Plastic tins (oil) m 3
110
1.0
130
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
Fluorescent tubes Nos

Table A3-1 Garbage retrogradation from Neumayer Station Part 2
ANT XXI
2003/04
ANT XX
2002/03
ANT XIX
2001/02
ANT XVIII
2000/01
ANT XVII
1999/00
ANT XVI
1998/99
27 kg
100 kg
20 kg
12 Nos
85 kg
4 Nos
0.20 m 3
50 kg
30 Nos
30 kg
8 Nos
99ANT XV
1997/98
25 kg
72 Nos
ANT XIV
1996/97
ANT XIII
1995/96
Type of garbage
25 kg
30 Nos
30 kg
15 Nos
16 kg
5
15 kg
8
4 kg
18 kg
6
0.5 m 3
5
Small batteries
Batteries / accumulators
Paints residues
Acids bottles empty
Copier cartridges Nos
Drugs 4 Nos Zarges box
10 kg
5
1.0 m 3
2.5 kg
2.5 kg
4 3 6 6
Other 1
25 Nos
Other 3
Empty cans -> 4 Nos
Grammamat 1 No Zarges box
Thermometer -> 1 kg
Draft CEE Neumayer Station Rebuild - A3 / 4 -
80
0.55 m 3
40
120 kg
45 kg
5 kg
60 kg
50 kg
0.25 m 3
180
120 kg
150
0.5 m 3
120
Other 4
Other 5
Other (to be specified)
Sewage sludge kg
110
0.25 m 3
190
0.25 m 3
30 kg
1.3 m 3
0.6 m 3
Activated carbon
Diverse other garbage
Coffee machine ->
El. cables ->
Refrigerator ->
Wood shavings ->
16.0 m 3
Wooden pallets ->

ANNEX 4 Neumayer Overwinterer Training Courses (2004)
Alfred-Wegener-Institute
for Polar and Marine Research
Logistics Department
Neumayer Overwinterer Training Courses
(Status May 2004)
Contents
Participants
1)
Days
Location
Realisation
Course
Welcoming;
Lectures on Antarctica and polar research, Antarctic Treaty System,
environmental protection.
Introduction to Neumayer Station and its scientific observatories;
Lectures on other scientific research platforms; Koldewey Station,
RV POLARSTERN
ALL
4
AWI
Bremerhaven
AWI Logistics
Introductory
seminar
Introduction; Survey of the given infrastructure, mail system, practical
exercises, MS Office applications (Word, Excel)
ALL
2
AWI
Bremerhaven
FIELAX Gesell
schaft für wissenschaftlicheDatenverarbeitung
EDP-systems
at the AWI
Draft CEE Neumayer Station Rebuild - A4 / 1 -
Effects of UV-B-radiation on the biosphere, protective measures for
overwinterers, measuring methods and instruments, monitoring.
ALL
1
AWI
Bremerhaven
AWI Logistics
UV-B Dosimetrie
Getting to know each other individually and in the group. Development of
group dynamics and group harmony. Observation and critical examination
of the individual participants with regard to their planned employment. Basic
course on rope and rescue techniques to be used at accidents on the ice
(e.g. fall into a crevasse), exercises under realistic conditions on a glacier of
rescue operations to save people who have fallen into a crevasse, learning
to walk safely on ice, the correct usage of crampons.
ALL
9
Hochwildehaus
Ötztaler
Alpen,
Austria
Alpenverein
e. V.
Mountaineering
course,
survival and glacier
training
Fauna and flora of Antarctica and their peculiarities. How to behave when
coming across animals. Introduction on the environmentally benign
technologies at Neumayer Station, rules for dealing with oil incidents, waste
management. National and international legislation for the protection of
Antarctica, information on requirement to obtain permits and on the permit
giving procedures of the Federal Environmental Agency for activities in
Antarctica.
ALL
1
Bremerhvn.
Deutsches
Schifffahrts
museum
(German
Maritime
Museum)
AWI Logistics
Seminar on
environmental
protection in
Antarctica
(compulsory)

First Aid course with special emphasis on frostbite, hypothermia and
mountain sickness. Practising of care-taking and transports of injured
persons under consideration of the conditions in the Antarctic. Information
on specific additional dangers for health by the climate.
ALL
2
AWI
Bremerhaven
AWI Logistics
First aid course
Basics of healthy nutrition, composition of food under consideration of the
situation during overwintering, supply of vitamins and trace substances.
Tips and hints for fitness of the body when there is lack of exercise during
the polar night.
ALL
1
AWI
Bremerhaven
Institut für Gesundheit,
Sport und
Ernährung, Zentrum
für Sozialpolitik,
University Bremen
Food and drink:
nutrition/
exercise for
overwinterers
Information on protective breathing techniques, exercises with breathing
apparatus under realistic conditions, introduction/handling all fire
suppressants and fire fighting equipment. Fire fighting exercises under
realistic conditions using the relevant equipment and suppressants. Fire
fighting exercises in confined spaces. Exercises in rescue operations.
Introduction on handling of signal ammunition.
Introduction to relations with representatives of the media, obligation to
inform the AWI about inquiries by the press, dealing with films and pictures,
meeting with contacts of the AWI public relations department, accepting
tasks to support AWI public relations works. Cooperation of the station at
official occasions.
ALL
5
Neustadt
/ Holstein
BSH - Bundesamt
für Seeschiffahrt
und Hydrographie,
Sonderstelle
Schiffssicherung
Fire fighting course
(compulsory)
ALL
0.5
AWI
Bremerhaven
AWI
Public Relations
Information on public
relations issues
Safety instructions regarding flight operations, preparation, maintenance
and marking of a skiway, conduct when near the skiway, emergency
measures (e.g. emergency lighting of skiway etc.)
Introduction on snow as building material and foundation ground,
construction principles of Neumayer Station, control and maintenance
measures, levelling and measurements to determine deformation, safety
concept of the Station, active and passive safety installations, safety
monitoring, safety and survival systems incorporated in building services,
environmental issues related to station operation.
Draft CEE Neumayer Station Rebuild - A4 / 2 -
ALL
0.5
AWI
Bremerhaven
DLR, Deutsche Luftund
Raumfahrt
Flight operations
at Neumayer
ALL
1
AWI
Bremerhaven
Dietrich Enss,
Consultant
Construction and
safety installations
Neumayer Station,
survival systems,
environment and
safety (compulsory)
Instructions for operation and handling of the motor-sledges, fuels and
lubricants, safety instructions.
ALL
1
Basic course on working with a video camera, picture taking and cutting
techniques. Creating short film sequences for the public relations purposes.
max 4
1
AWI Bremerhaven,
Equipment
s store
AWI
Bremerhaven
AWI Logistics
Equipments Store
Skidoo briefing
AWI Public
Relations + B12
Video camera
briefing

Information on activities in summer season Neumayer/Kohnen, project
responsibilities, discussion and coordination of time schedules, personnel
and cargo plans/allocations.
A B D
0.4
AWI
Bremerhaven
AWI-Logistik
Coordination
meeting for summer
campaign Antarctica
Introduction on UV-Spectrometer. Hardware, software, data securing.
The UV-Spectrometer measures year-round the solar UV radiation
(UV-B + UV-A).
F H I
1
AWI
Bremerhaven
ISITEC GmbH
UV-B Spectrometer
Neumayer
Course on the operational service for radio and ozone soundings.
At AWI-Bremerhaven: introduction on weather service, observatory
programme Neumayer, radio sounding incl. ozone, synoptic observations,
data collection, instruments.
At AWI-Potsdam: ozone and spectral photometer system
SP2H/SP1A/SP2A, introduction on photometer measuring, observatory
programme Koldewey with emphasis on ozone.
F H I
5
AWI
Potsdam /
Buckow /
Bremerhaven
AWI
Meteorology / ozone
/ aerosol programs
and instruments
briefing
Glaciological measurements at Neumayer, technique of taking and
preparing specimens, relevance of the of measuring programme for the
interpretation of ice core data.
F H I
0.5
AWI
Bremerhaven
AWI
Geophysics
Glaciological works
Introduction on general circulation in southern hemisphere, typical weather
situations in Dronning Maud Land, polar lows and catabatic winds,
interpretation of satellite pictures, use of products of numerical weather
forecasts, support of flight movements (air weather).
The biofilm dosimeter for determination of the biologically effective UB-B
dose. It is based on bacteria (bacillus subtilis) held on a PE foil. Instructions
for use, operation and return.
Greenhouse gases methane, laughing-gas (nitrous oxide) and carbon
dioxide: collecting techniques, interpretation of measurements (especially
the isotopic composition of these trace gases.
Atmospheric water vapour: collecting technique, isotopic composition and
its relevance for the interpretation if ice cores (paleontologic temperature
scale).
Cosmogenic radio-isotopes: collecting technique, relevance of these trace
compounds as indicator for the immission to stratospheric air masses.
Differential Optical Absorption Spectroscopy (DOAS): introduction into the
theory of the measurement and technical arrangement of the experiment,
measurement of stratospheric and tropospheric reactionary trace gases.
Draft CEE Neumayer Station Rebuild - A4 / 3 -
F H I
3
AWI
Bremerhaven
DWD
Deutscher
Wetterdienst
(German Weather
Service)
Synoptics, flight
weather service,
satellite pictures
interpretation
F H I
1
Köln
DLR, Deutsche
Luft- u. Raumfahrt,
Institut für
Strahlenbiologie
Biofilm for
UV-B Dosimetry
F H I
2
Heidelberg
Universität
Heidelberg
Insitut für
Umweltphysik
Air chemistry
observatory
briefing I

1. Technical concept
- overview on the general layout of the trace compound collection technique
at the trace compound observatory
- contamination-free collection of trace compounds (gases and aerosols)
- data recording
- introduction in the physical fundamentals of aerosol and trace gases
measuring techniques (condensation nucleus counter, nephelometer,
optical particle counter, aethalometer, ozone analysator)
2. Fundamentals on the physics and chemistry of aerosols
- creation and removal of aerosols in the atmosphere
- physical properties: size distribution, interrelation with light
- chemical composition of aerosols
- aerosols and cloud formation
- correlation climate-greenhouse gases-aerosols
- the role of aerosols in the ozone depletion problem
F H I
0.5
AWI
Bremerhaven
AWI
Geo Systems
Air chemistry
observatory
briefing II
Satellite-systems: geostationary satellites, satellites on polar tracks.
Hardware overview: receiving antenna, receiver, diagnostics software.
Software system TeraScan: overview, scheduler, creating of master files,
processing of incoming data, visualisation with TVIS.
Practical course: inspection of the SeaSpae-arrangement on AWI-building
B, working with TeraScan software.
F H I
1
Bremerhaven
FIELAX
Gesellschaft für
wissenschaftlicheDatenverarbeitung
Operation of satellite
data receiving
equipment
Introduction: overview available infrastructure, reaches and capacities.
Network: structures, description of main components.
Server: overview implemented services, storage system.
Clients: available clients (Windows, UNIX, Apple), available applications.
Practical course: UNIX basics, script programming.
D F G
H I
Net overview Project Antarctica, basics Modem CM 701, configuration CM
701 (pract. exercise), measuring technique and levelling on 70 MHz, basics
on Netperformer, configuration Netperformer (practice), basics C-Star,
configuration C-Star (practice), redundance system, satellite search with 3.7
m antenna (IS901), measurements with spectrum analyser, calibrating /
Line Up to SSOG, dialling through VLC
Briefing on the operating mode of the fire alarm centre, early fire alarms
through fire detectors, operating modes of automatic Halon fire
extinguishing equipment and stationary powder extinguishing installations.
Draft CEE Neumayer Station Rebuild - A4 / 4 -
3
Bremerhaven
FIELAX
Gesellschaft für
wissenschaftlicheDatenverarbeitung
Unix-applications
and networks
D G I
3
near
Hameln
Plenexis GmbH
Operation of satellite
leased line (user-touser
connexion)
B C
1
Bad
Oldesloe
Minimax GmbH
Fire alarm system

Political background (CTBT - surveillance) for the operation of IS27 at
Neumayer. Scientific and technical aspects of the infrasound measuring
method. Operation and maintenance of IS27, regular tasks.
Explanation of individual components and practical exercises at the
identical training station at Garlstedt.
G I
4
Hannover
+ Garlstedt
BGR Federal
Institute for Geo-
Sciences and
Natural
Resources (AWI
Geophysics)
Training Infrasound
Observatory
Description of the systems and equipment, functionality of fresh and
exhaust air machinery and its control, maintenance in living/working areas
and in power stations, heat generation and distribution to individual users,
discharge of excess heat.
B C
1
AWI
Bremerhaven
AWI Logistics
HVAC
equipment and
systems,
Neumayer Stn.
Diesel generator operation and system with switchboards and controls of
main and emergency distribution, Diesel starting and monitoring equipment,
voltages for large and small consumers.
Pipe systems for water generation, water treatment, distribution.
Waste water pipe system.
B C
2
Bremerhaven
J. H. Kramer
GmbH & Co. KG
Electrical and
sanitary installations
Neumayer Stn.
Instructions on operation, maintenance and repairs of cooling devices in the
reefer containers, introduction to electrical controls and coolant circuit,
analysis of defects.
B C
2
Bremerhaven
Container
Service Friedrich
Tiemann GmbH
& Co KG
Operation of
refrigerator
containers (reefers)
Information on the vehicle technology (theory): arrangement and functions,
hydraulic and electronic systems, basics on hydraulic control of pumps,
driving motors, steering block, valves.
Practical briefing with vehicle: functioning and operation, schooling
regarding hydraulics /electronics by means of diagrams displayed in the
vehicle, defects analysis.
Practical driving exercises with Pisten Bully
Neumayer Diesel motors, operation and maintenance of the model series
DEUTZ TBD 234.
Introduction: nomenclature, specification, service documentation.
Arrangement and functions of component assemblies and systems: motor,
lubricating system, cooling system, fuel system, speed regulation, loading
system, starting system.
Operation: start and stop, fuels and service fluids
Maintenance: routine maintenance, inspections, repairs, maintenance
notes, tolerances, clearances, limits of wear, assessment of coolants and
lubricants, disassembly and assembly of component groups, setting of the
start of fuel delivery, endoscopy.
Draft CEE Neumayer Station Rebuild - A4 / 5 -
B C
5
Laupheim
Kässbohrer
Geländefahrzeug
AG
Pisten Bully vehicles
B C
4
Mannheim
DEUTZ AG
Werk Mannheim
Diesel generators

Operating mode and technical details of the wind generator WKA56;
mechanical and electrical components of the plant, aerodynamics,
operation and output, maintenance and safety concepts, servicing.
B C
3
Starnberg
Magnet-Motor
GmbH
Operation of wind
generator
Composition, functionality and operation of the exhaust gas analysis
apparatus "Testo 360". Exchange of measuring cells.
B C
3
Neumayer
Station
Station engineer
Emissions measuring
instrument TESTO
Basic course on VHF and SW radio telephony; operation of the Inmarsat B
and C telephony sets; instructions on technical details of the equipment.
D
4
Bremerhaven
Marine Radio
Service
Radiotelephony VHF
and short-wave
Communications equipment, SW-Transceiver XK 859 C1:
basic technical course, fault finding, repairs.
D
2
Köln
Rhode &
Schwarz GmbH
Short-wave radio
Hospitation in the anaesthesia department of the Central Hospital
Reinkenheide; complete/refresh knowledge of Neumayer-relevant
anesthesia methods (spinal anaesthesia, ITN, regional anaesthesia)
Basic course at a dentist's practice to get required knowledge and capability
for dealing with dental problems of all sorts. Fabrication and replacement of
fillings. Cementing of crowns and inlays, instruction on the manipulation of
dentist's instruments.
A
10
Bremerhaven
Central Hospital
Reinkenheide
Anaesthesia
A
20
Bremerhaven
Central Hospital
Reinkenheide
Dentistry basic
course
Seminar at the manufacturer of Neumayer safety equipment: training for
maintenance man for the compressed air breathing apparatus, instructions
for the maintenance, checks and repairs of all breathing equipment and
masks. Resetting of all equipment after each exercise.
Draft CEE Neumayer Station Rebuild - A4 / 6 -
A
4
Lübeck
Dräger AG
Training for
maintenance man,
compressed air
breathing apparatus
Practical course in the ambulance and in the operating theatre of the
hospital, training to become ambulance helpers for the station doctor.
2 of S
5
Bremerhaven
Central Hospital
Reinkenheide
Medical briefing
Practice of baking bread, rolls, cakes and pastries
Cook
2-3
POLAR-
STERN
AWI Logistics
Baking course
(if wanted/ required)
Between other courses the overwinterers are trained at the relevant
departments or faculties for their work in Antarctica.
ALL
3-10
Bremerhaven
AWI
Explanation of station rules, emergency planning, oil spill contingency
planning (Emergency Manual). Environmental protection management:
separation of wastes, wastes record, retrogradation. Closing meeting:
recapitulation courses, overwintering problems, travel information.
ALL
5
Bremerhaven
AWI Logistics
Introduction relevant
employment area
Station rules, emergency
planning, environmentalmanagement,
closing
discussion
1) T = Technical staff: A Doctor, Station Leader; B Station Engineer; C Electrical Engineer, Electrician; D Electronics Expert, IT Engineer; E Cook
S = Scientific staff: F Meteorologist; G Geophysicist; H Air Chemist; I Meteorologist or Geophysicist / Scientist

ANNEX 5
Neumayer II sewage pipe retrieval works, comparison of alternatives
1. Trench (assuming that no extra work is necessary for protective covering of the trench or
for the removal of blown-in drifting snow).
Length of trench 100 m + 25 m ramp, width 5.5 m minimum, depth to pipe ca. 15 m
Activity Amount Plant Plant h Man h
Mobilisation Pisten Bully 8 16
Removal top 1 m of snow 687 m 3 Pisten Bully 4 4
Cutting from 1m to 5 m, removal of
snow from top sides
2,640 m 3 Cutter/blower
Pisten Bully
3
30
36
Cutting from 5 to 15 m, removal of
snow from trench
6,050 m 3 Cutter blower
Pisten Bully
30
240
300
Cutting near station steel tube 150 m 3 Pisten Bully 4 96
Excavating by hand (tools) to pipe 60 m 3 36
Undercutting by hand, pulling pipe Chieftain 6 24
Packing, transport to ship 750 kg Pisten Bully 6 24
Sum Pisten Bully/Chieftain 45 l/h total 13,410 litres 298
Sum Cutter/blower 60 l/h total 1,980 litres 33
Sums Diesel fuel & man-hours 15,390 litres 536
The extra man-hours and fuel consumption to transport and handle the 15 m 3 of fuel are not
included. The snow volumes refer to the snow in situ. Snow densities increase considerably with
depth.
2. Horizontal tunnel
Activity Amount Plant Plant h Man h
Mobilisation Pisten Bully 8 16
Cutting of station steel tube 4 m 2 Pisten Bully 1 3
Cutting tunnel 1.2m x 2.2m, 96 m;
removal of snow from tunnel
254 m 3 Generator
Winch
96
32
288
Removal of snow from tunnel mouth 254 m 3 Pisten Bully 13 26
Installation and extending ventilation
tube, running of ventilation
Pisten Bully 2 48
Installation and extending lighting (Generator) 24
Undercutting/excavating pipe 144
Packing, transport to ship 750 kg Pisten Bully 6 24
Sum Pisten Bully 45 l/h total litres 1,080 24
Sum Generator/winch 3 l/h total litres 384 128
Sums Diesel fuel & man-hours 1,464 litres 573
The extra man-hours and fuel consumption to transport and handle the 1.5 m 3 of fuel are not
included. The snow volumes refer to the snow in situ. Snow densities increase considerably with
depth.
Draft CEE Neumayer Station Rebuild - A5 / 1 -

ANNEX 6
Fuel oils specifications
Table A6-1
POLAR DIESEL (Super Eco Diesel, Petro SA) (synthetic):
Viscosity, cSt at 40 deg. C. typical 1.4
Density, kg/l at 20 deg. C. typical 0.8 (max 0.81)
Flash Point (TAG) deg. C. min 62 (typical: 93)
Kinematic viscosity @ 40 deg. C, cSt, typical 2.7
Water content % v/v

Parameter Dim.
Brand name
Table A6-3 Fuel Specifications
Arctic
Diesel
Arctic Diesel
(Halter-
mann)
Appearance, colour colourless
Odour
charac-
teristic
Polar Diesel Petrol
Diesel 13200
S.A. supplier
charac-
teristic
Standard
petrol, leadfree
(91
Octane)
colourless,
yellowish
charac-
teristic
Kerosene
JP-8
Aviation
turbine fuel
(Shell, BP,
others)
clear, light,
pale yellow
characteristic
petroleum
distillate odor
small; at 0.6
to 4.7
Kerosene
Jet-A1 1)
Aviation
turbine fuel
(Shell, BP,
others)
clear, glossy
characteristic
petroleum
Danger of explosion
small; at 1.1 small; at 1.1 big; at 0.6 to
distillate odor
small; at 0.6
at volume %
to 6.5 to 6.5 8.0
to 4.7
Danger of static
charge
yes yes
Toxicity little
poisonous,
cancerogenous
see Material Data Sheets
Density at 15°C kg/m 3 789 - 805 ≈800 725 - 780 775-840 775 - 840
Calorific value kJ/kg 46,300 42,800
Viscosity at x°C
mm 2 /s
(cSt)
20°:
1 mPas
40°C: 1.4
-20°C: 8.0
20°C: 1.75
-20°: 8.0
Ignition temp. °C 240 ca 220 ca 220
Flash point °C 55 43

industries, only one grade need be manufactured, stored and distributed as the additives required by the
military can be injected as the fuel is supplied to the military.
BP Jet A-1 is a petroleum distillate blended from kerosene fractions having a freezing point below –40°C
and a flash point above 38°C. It does not usually contain a static dissipator additive.
2) Corrosion Inhibitor/ Lubricity Enhancer (9-24 g/m3), Icing Inhibitor (0.1-0.15 vol%), Static Dissipater
Additive (3-5 ppm)
3) Kerosenes, if they have been hydroprocessed or if they contain any hydroprocessed components, must
contain the antioxidants laid down in the DEF STAN 91-91/4 standard, in the specified margins. If they are
not hydroprocessed, they may contain these same antioxidants up to a maximum of 24 mg/l. When they have
to comply with the electric conductivity specification, they must incorporate the authorised SDA (Stadis
450), up to a maximum of 3.0 mg/l in the first additives added, and 5.0 mg/l in the accumulated total for any
possible further additives added. They may also contain the metal deactivator authorised (MDA) under the
DEF STAN 91-91/4 standard up to a maximum of 5.7 mg/l. The use of an anti-icing inhibitor is not allowed
(FSII). Nor are corrosion inhibitors / lubricity improvers allowed, except in operational circumstances
which require them to be used, and with the knowledge and agreement of the parties.
4) With the relevant additives JP-8 is usable to -65°C
5) With the relevant additives Jet-A1 is usable to -56°C
Draft CEE Neumayer Station Rebuild - A6 / 3 -

ANNEX 7
Estimated air emissions from fuel combustion sources
Table A7-1 Emission factors (g/kg of fuel)
Engine types/fuel Source CO2 NOx CO HC VOC PM SOx
Ships: medium speed engines/MDO IMO 3200 57 7.4 1.80 2.4 4.3 30 1)
Ships: medium speed engines/MDO IMO 3200 40 2) 7.4 1.80 2.4 0.6 1.0 2)
RV POLARSTERN / MDO 0.9% S AWI/GL 3100 26.2 4.6 1.80 nda 0.55 18
RV POLARSTERN / MDO 0.05% S AWI 3100 26.2 4.6 1.80 nda 0.55 1.0
Ships: auxil. engines/MDO 0.05% S var. 3200 63 6.8 1.82 nda 1.36 1.0
Generators / Polar Diesel EU/IV 3124 1.82 15.9 0.86 nda 0.114 0.03
Snow vehicles / Polar Diesel EU/II 3111 27.3 15.9 1.80 nda 0.909 0.03
Intern. aircraft cruising
avrg./Kerosene
IPCC
3150 17.0 5.0 1.80
2.7 2.2 1.0
Dornier Do 228 /Kerosene
3)
3180 40.4 16.9 1.80 nda 2.2 1.0
Ski-Doos / petrol var. 1763 18.3 548 134 nda nda nda
International aircraft, kg per LTO 4) /
Kerosene
IPPC 7900 41 50 nda 15 (22) 2.5
Red entries represent assumed values or less reliable information
nda = no data available
1) based on limit for MDO with maximum 1.5 % sulphur content, probably allowed until 2007
2) the nitrogen oxides emission factor will apply when water injection, emulsified fuel,
and/or exhaust gas recirculation are used, and the SOx factor when sulphur content is

Table A7-2 Fuel consumption and exhaust emissions all activities
SOx
kg
33
8
4560
3629
4
1
8235
3
1
152
60
216
8451
7
1
0
40
207
40
295
0
0
128
32
160
PM
kg
73
17
654
520
123
30
1417
12
3
91
82
188
1605
27
4
0
88
114
22
255
5
7
77
44
133
VOC
kg
90
46
365
290
365
HC
kg
60
14
274
218
243
60
869
90
23
274
110
497
1366
202
14
204
72
372
72
936
10
14
230
59
313
CO
kg
167
131
1125
895
2149
531
4998
1666
432
1125
411
3634
8632
3740
267
833
676
951
184
6651
85
126
947
220
1378
NOx
kg
566
313
8664
6895
3690
911
21039
191
50
6080
3810
10131
31170
428
31
28
1616
5416
1048
8567
146
216
5120
2041
7523
CO2
kg
104926
24645
486400
387072
420533
103817
1527393
327395
84973
486400
193536
1092304
2619697
734765
52483
2680
127200
640770
124000
1681898
16681
24633
409600
103680
554594
S
2)
L
L
L
P
P
L
Duratn
days
1
4
8
28
75
28
1)
kg
33310
7750
P
L
L
P
≈80
60
22
8
14
≈65
≈145
365
Draft CEE Neumayer Station Rebuild - A7 / 2 -
239
P
L
L
L
L
P
307
P
L
L
P
120
120
90
5
2
p.a.
29
14
8
10
152000
120960
135176
33371
482567
104800
27200
152000
60480
344480
827047
235200
16800
1520
40000
206700
40000
540220
5362
7918
128000
32400
173680
litres
40387
9687
179882
143148
168970
44214
586288
131000
34000
179882
71574
416456
1002744
294000
21000
2000
50000
244615
47337
658952
6702
9898
151479
38343
206422
Fuel
1)
K
K
M
M
D
D
Activity
A N-III Intercontinental flights
Flights Novo-Neum.-Novo
Chartered ship 1 trip
28 days at ice edge 3)
Erection and site camp
Transports over ice
A N-III Transports and erection
D
D
M
M
A N-III Dismantling
Transports over ice
Chartered ship 1 trip
14 days at ice edge 4)
D
D
P
K
M
M
A N-III Retrogradation
A N-III Build + Retrogradation
B N-III Operation generators
Snow vehicles
Snow vehicles
Aircraft / helicopters
RV POLARSTERN 1 trip 6)
2 days at ice edge 7)
D
D
M
M
B N-III Operation sum p.a.
C N-II Dismantling
Removal transports
Chartered ship 1 trip
10 days at ice edge 5)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
Footnotes see previous page
≈35
C N-II Retrogradation sum

ANNEX 8 Table A8-1 Calculation of exhaust gas distribution Neumayer Station III and ship berthing at ice edge
A STATION DIESEL GENERATORS
B SHIP (POLARSTERN)
Dim A1 A2 A3 A4 A5 A6 A7 A8 B1 B2 B3 B4
g/s 30 30 30 30 30 30 30 30 727 727 727 727
m 14 14 14 14 14 14 14 14 34 34 19 19
cm 12 12 12 12 12 12 12 12 48 48 48 48
m/s 12 12 12 12 12 12 12 12 18 18 18 18
°C 350 350 350 350 350 350 350 350 350 350 350 350
°C -15 -15 -15 -15 -15 -20 -5 -30 -15 -15 -15 -15
m 0 0 0 0 0 0 0 0 0 0 0 0
m -- 12 -- 12 12 12 12 12 27 27 12 12
m -- 26/82 -- 26/82 26/82 26/82 26/82 26/82 23/90 23/90 23/90 23/90
3 3 1;3;4;6 1-6: 6 6 1-6: 6 1-6: 6 1-6: 6 1-6: 6 6 1;4;6 6
N Y N Y Y Y Y Y Y Y Y Y
m/s 1 1 1 1 3 1 1 1 1-2.5 1 1-8 1
m 213 64 213 37 37 37 37 37 270 270 120 2630
µg/m 8959 27610 8959 55890 35870 55820 56020 55680 71920 63590 48750 8186
2130 25770 7801 43030 25550 43150 42820 43420 65220 11450 43630 2
8903 16090 8903 30790 13710 30850 30690 30980 64620 38360 24730 6
7646 9668 7646 22800 9540 22840 22740 22920 66210 59270 22390 16
4183 4451 7036 15260 5965 15280 15230 15320 45050 43270 19510 101
2498 2547 5203 11500 4303 11510 11480 11540 35970 35970 17140 417
1377 1378 3336 8266 2978 8272 8255 8287 29960 29960 13780 1417
679 674 2775 5505 1936 5508 5499 5515 23410 23410 10940 3897
3
µg/m 3
µg/m 3
µg/m 3
µg/m 3
µg/m 3
µg/m 3
µg/m 3
Neumayer Station III - Max 1-hour concentrations and wake data of exhaust gas from station diesel generators and from berthing ship
Emitter
SCREEN3 run No
Emission rate
Stack height
Stack inside diameter
Stack exit velocity
Stack gas exit temperature
Ambient air temperature
Receptor height
Building height
min/max hor. dimensions
Stability class
Downwash calkcul. Y/N
Wind velocity u10
Max concentration distance
Max concentration value
Concentration at 100 m
Concentration at 200 m
Concentration at 300 m
Concentration at 500 m
Concentration at 700 m
Concentration at 1000 m
Concentration at 1500 m
Parameter values chosen within feasible limits, and wind velocities and combinations varied in order to find extreme results.
Inclusion of downwash gives the higher concentrations. Ship is at sea ice edge runs B1 and B2, and at ice shelf edge runs B3 and B4.
Runs with stability class 1-6 resp. n;n;… include full meteorology (worst case for each flagpoint). Extreme results have been shadowed.
Draft CEE Neumayer Station Rebuild - A8 / 1 -