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Victoria University Antarctic Research Expedition Science and Logistics Reports 1976-77: VUWAE 21

FIELD NOTES

page 13

FIELD NOTES

A. Transport

(a) Toboggans. Event 12/12A

This event used two snowtric toboggans (NZARP Nos. 16 and 17), powered by Briggs and Stratton 16 h.p. 4 stroke motors. No. 17 had lost its engine cowling during the winter but a new, strong wooden one was made by the carpenter, Doc Livingstone. This cowling survived the trip's knocks well. A new petrol pump on the same toboggan had been incorrectly fitted but once this was established the problem was easily rectified. On the field trial it was impossible to start No. 16 after a night of − 40°C temperatures, although this toboggan usually started easily in temperatures of − 25° and warmer. A petrol burning preheater was subsequently fitted on to the air inlet manifold by the engineer, Jim Rankin, and worked well on the two or three occasions it was needed. Toboggan 17 was more difficult to start in − 25° temperatures and a gravity feed system bypassing the fuel pump was used on a few occasions to start it. Generally, however, the petrol pumps worked entirely satisfactorily in temperatures warmer than − 25° and few starting problems were experienced. The pullcord starting system adopted since 1975 is simple and effective once the operator learns the toboggan's starting characteristics.

The engines on the toboggan generally ran well and carburettor and manifold problems with No. 16 gave the only engine trouble. However mechanical breakdowns occurred on several occasions. These were due to fatigue and the rough terrain, accentuated by the occasional pulling of heavy loads necessitated by time restrictions due to bad weather and a full programme. Incomplete checking and replacement of worn parts by the party prior to leaving Scott Base had its repercussions in the field although the snowtric is fairly easy to work on. Adequate time should be allowed to thoroughly check toboggans, especially swinging arms and brackets, drive sprockets, tracks, and suspension and ski springs and assemblies. Assurances from base staff that "the toboggans (etc.) are in Al condition" should not be taken for granted, nor allowed to lessen the priority of thoroughly checking them. Complete sets of tools and spares should be taken for each toboggan. To the spare parts list for snowtrics in the toboggan manual issued by Antarctic Division, should be added the following: leaf spring for front ski and at least four oil seals and bearings. A good supply of nuts, bolts and washers (compatible with the toboggan, especially the ski assembly), small amounts of metal sheeting, lengths of wire, and rubber tubing, all of various sizes, should be taken.

The new engine mounting system, installed since 1975, is excellent and no problems were experienced with it. Both machines had previously been fitted with ice cleats which were essential since most of the surface of Taylor Glacier is bare ice. The steering of snowtrics is greatly improved, especially on hard ice, when the worn guide rib on the underside of the ski is replaced. Windscreens for both toboggans were made before leaving Scott Base. Simple braces greatly strengthened these, and they survived the field season virtually intact.

It was decided early in the expedition to use sledges as much as possible and not ride two up on the toboggans. The latter practice has been shown (Curphey, 1975) to overload the toboggan causing undue wear and subsequent breakage of the suspension springs. We broke no suspension springs.

page 14

Toboggan covers were used on both toboggans. However they could not be tied down adequately to prevent snow getting into the engine compartment during blizzards. Nevertheless on the one occasion when this was a real problem, snow blown and compacted under the track and around the idler wheels was more of a problem since the cover probably kept some snow out of the engine compartment.

The towing power of these snowtric toboggans seems to have been under-estimated, especially on bare ice. In this situation the reduction in friction between sledge runner and ice more than compensates for the reduced traction of the toboggan. Sledge loads of up to 1000 lbs were easily towed by each toboggan on the glacier even up gentle inclines, without flogging. Heavier loads up to 1500 lbs were occasionally pulled when the situation demanded but this was seldom. Relaying was necessary for loads greater than 800 to 1000 lbs on the steeper sections of the glacier routes. Toboggan 17 performed well at altitude (up to 2720 m on Mt. Morning) and pulled 800 lbs comfortably up gentle tacks on snow and sastrugi. Such weights can be pulled without fear of axle (etc.) failure if the machines are kept in good condition.

Toboggan manuals were kept up to date, listing breakdowns and repairs. This has not always been done in the past. The following lists contain breakdowns etc. on the two toboggans used by Event 12/12A.

NZARP 16, Snowtric

Up to 21.10 Replaced plastic connection to air filter with metal one. Fitted preheater on intake manifold. Fitted several new drive protection lugs and retensioned tracks. Made new windscreen.
28.10 Throttle sticking so return spring fitted.
29.10 Bolt in swinging arm and bracket sheared. Replaced for trip back to camp. Leaking petrol lead replaced. Bracket holding front end of leaf spring on ski snapped so that leaf spring prone to jump out of position.
2.11 Left hand end of left hand rear axle pulled out through hole worn in outer swinging arm due to fatigue of the axle.
3-4.11 Made up new axle with new sprockets and flanges. Fitted new bearing and oil seal to new swinging arm. Oil seal, bearing and right outer swinging arm broken or badly worn on right hand rear axle. Replaced with new set. Checked and greased all idler wheels. Fitted new guide rib on ski and made bracket to hold end of leaf spring in place. Retensioned tracks. Topped up oil.
10.11 Main bolt holding ski on sheared. Replaced.
11.11 Front bolt holding front of leaf spring sheared. Replaced.
21.11 Replaced carburettor and manifold gaskets.
2.1 Replaced engine end of Salisbury clutch. Cleaned main jet.

NZARP 17, Snowtric

Up to 21.10 Made new engine cowling and windscreen. Connected petrol pump correctly. Fitted several new drive protection lugs and retensioned tracks.
29.10 Remaining leaf on ski spring snapped. Temporary repairs made since no spares at Scott Base.page 15
3.11 Replaced ski and leaf spring with OMC ski and spring.
4.11 Removed and checked both rear axles. Replaced worn sprocket on left hand axle. Oil seal faulty but no spares left. Refitted and retensioned tracks. Topped up oil and greased machine.
10.11 Left hand drive shaft failure by inner sprocket. Replaced with new shaft, sprockets, housing, bearing and oil seal.
17.11 Replaced OMC ski with snowtric ski.
30.11 Checked tracks. Fitted four new drive protection lugs on left hand track. Replaced bolt on inner left tensioner to give more slack on left hand track which was badly worn. Retension tracks. Oil and grease.
8.12 Further slackened left hand track in effort to reduce wear. Replaced burred bolts on inner left tensioner, shearing one off in process so that track was only held by one bolt there.
10.12 Problems with tracks sliding off rear axle sprockets at drive slots (mainly left hand track) due to steep sidling necessary. Tightened both tracks.

The following fuel consumption and mileage figures are only approximate since most distances had to be estimated due to an inaccurate odometer.

NZARP 16 21.10 - 28.11 286 miles using 36 gallons: 7.9 mpg
2.1 - 12.1 90 miles using 9 gallons: 10 mpg
Overall distance covered: 752 km
Overall petrol consumption: 3 km.litre−1. (8.4 mpg)
NZARP 17 21.10 - 14.12 409 km using 141 litres i.e.
2.9 km.litre−1.
(8.2 mpg)

Reference:

Curphey, I., 1975. Journey Report on the Bowers Mountains Geological Expedition 1974-75. Unpublished report held at Antarctic Division, D.S.I.R.

Event 36.

The event used 2 OMC 2 stroke toboggans for over 200 km of sledging. They ran very well and were kept in excellent condition by Sullivan and Anderson. There was never any trouble starting the machines in the morning and because of excellent maintenance breakages were minimised. By repairing broken springs as soon as possible, wear on the tracks was lessened. Bare ice and steep grades meant inevitable breakages though replacements were available on the expedition. Petrol consumption was surprisingly economical, considering the weight pulled. Most travel was done by train (i.e. toboggan, sledge, toboggan, sledge all connected), which, by equalising work done by the toboggans, usually meant equal fuel consumption. A detailed report on mileage, fuel consumption, breakages and repairs should accompany Sullivan's report to Antarctic Division.

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(b) Sledges

The two events required the use of three sledges each. Due to some minor accidents in the spring, dog sledges were at a premium early in the season. However with the assistance of various people, the sledges were prepared. Foot brakes were made, some tufnol replaced and some lashings repaired.

Event 12/12A used one dog sledge with keels, one combination sledge with keels and brakes and one manhauler with neither keels nor brake. The bare ice was too hard early in the season for the keels and they were seldom used at all on the glacier, even on the descents. However the descents off Mts. Morning and Discovery would have been extremely difficult without them. Foot brakes are a very useful addition. The sledges handled the hard ice conditions admirably, and little damage occurred. For details of these see Loss and Damage to Field Equipment, FIELD NOTES, Section E. The orange whistles used were excellent for sledge to toboggan communications.

(c) As in recent seasons air transport in the field was provided by the US Navy using twin turbine UHI-N helicopters. No problems were experienced. The windscreens on the snowtric toboggans had to be removed prior to loading and the removal of skis gave more room inside the cabin. Care must be taken when loading sledges on to the helo skids. They must be lashed so that when the aircraft lands and the skids flex, projections on the body of the helo do not push down on to the wedged sledge. Firm but not over-tight lashings will allow some movement of the sledge. On at least three occasions the Americans made unexpected and much appreciated mail deliveries. For details of helo use see Appendix 1.

B. Main Areas covered and Routes

(a) Event 12/12A

Most of the first half of the season was spent on the Taylor Glacier. This glacier is fed by the polar plateau and stretches about 80 km to Lake Bonney. From the Lower Finger Mountain icefall down there is virtually no permanent snow covering the ice. Virtually continuous snow cover exists between the two icefalls near Finger Mountain but above the upper icefall snow cover is intermittent. Bare ice continues to west of Depot Nunatak. US Navy aerial photos indicate that these conditions are much the same every summer.

Sledge travel is easy on the ablation dimpled bare ice and also on the virtually sastrugi free snow. Some slight crevassing near Cavendish Rocks and other places near the glacier sides provides rough going, but most routes up and down glacier completely avoid these. Crevasses become more of a problem above the upper Finger Mountain icefall. These were very obvious and generally well bridged in mid November 1976.

Route finding on the glacier is fairly obvious. Scott, in "The Voyage of the Discovery" states the importance of taking wide sweeps around corners and this was found to be true. Routes can generally avoid steepish slopes. Getting on and off the glacier was almost always easy although aerial photos were used a lot to find the easy places. The glacier margin is very steep in many places, and ropes were used occasionally.

page 17

Event 12A sledged between Mt. Morning and Mt. Discovery and the Koettlitz Glacier. Aerial photos were used to help choose the route, which was fairly obvious on them. Several areas of crevasses were negotiated with no problems. Most of the route is snow-covered, and much sastrugi, up to 1 metre high, though generally less than 0.3 metres high was encountered. Some small areas of soft snow were met on the way up Mt. Discovery. The descent off Mt. Discovery was very steep in three places where the toboggan and sledge had to be belayed. Travel beside the Koettlitz Glacier gave a few problems with meltwater. However the toboggan was easily able to negotiate a 1.5 m wide by 0.4 m deep meltstream.

(b) Event 36

The following is a brief outline of camp sites used, sledging conditions and routes around the Fry Glacier region.

From the snout of Northwind Glacier (put in site), steep and almost bare ice made conditions hazardous and camp was shifted to 76°42′S, 161°05′E (altitude 800 m) with some difficulty up glacier. The route lay towards the northern side where the grade was less and a little snow cover was present.

Travel between camp 1 and camp 2 (76°42′S, 161°08′E; 1000 m) was fairly easy. At the time (24 November) a thin snow cover existed in places which aided traction. Crevasses were no problem as they were narrow and easy to see. By January the snow cover had totally disappeared and travel with loaded sledges would have been difficult.

Camp 3 (76°43′S, 161°28′E; 1400 m) was about 0.5 km west of the summit of Flagship Mountain. The gradient between Dotson Ridge and Flagship Mountain, behind Flagship Mountain, is very steep and frequently bare ice. It was often necessary to use ice screws and a rope and pulley system to get loads up. The more obvious routes are heavily crevassed and not recommended. Closer to Flagship Mountain is soft neve snow and sastrugi.

Camp 4 (76°47′, 161°17′; 1250 m) was approximately 2 miles north of Mt. Razorback. Travel from Flagship Mountain to Camp 4 was easy, on neve snow with some sastrugi. As Mt. Razorback is approached, more and more ice appears, and the grade steepens. The blue ice is cut by meltwater channels, some of which were very deep and bridged by snow in December. Between Dotson ridge and Larson Crags is steep bare blue ice, and similarly near Mt. Razorback down on to the Benson Glacier.

Camp 5 (76°38′S, 161°39′E; 850 m) was on the southern side of a prominent nunatak 10 km north of Flagship Mountain where the Atka Glacier meets the Fry Glacier. Access to the Atka Glacier from the neve south of Flagship Mountain is difficult because of ice and steep slopes. It is possible to select a snow-covered area and drive straight down, especially approximately 2 km east of Flagship Mountain. Once down on to the Atka Glacier, travel by toboggan presents few problems. No crevasses were apparent in December, and there was good snow cover with little sastrugi.

Fry Glacier, east of Camp 5, is heavily crevassed with large steep patches of blue ice. However access to the lower Fry Glacier is provided by a snow "chute" between the nunatak and hills to the south, which has good snow cover. From here on, access, at least down to the Albrecht Penckt Glacier, should be possible. In December 1976 the glacier was snow-covered with sastrugi.

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Camp 6 (76°36′S, 161°04′E; 1000 m) was 9.5 km NNE of Flagship Mountain. Although very level, there are large patches of bare blue ice crossing the Fry Glacier from Camp 5 to Mt. Naab. Melt-out pools were developing in the glacier surface and quite a bit of water was present in December. In January the condition of this part of glacier had worsened and the surface became very rough with large melt-out pools. Closer to Mt. Naab, on the Towle Glacier, there was good snow cover in December and good sledging conditions.

Camp 7 (76°32′S, 161°11′E; 1300 m) was approximately 4 km southwest of Mt. Douglas. Between Mt. Naab and Mt. Douglas are some steep slopes, some of which were becoming icy by mid December. Flatter areas, especially below Fry Saddle, are heavily crevassed though there was no trouble crossing them. Closer to Mt. Douglas the snow became very soft and powdery in places but travel conditions were generally good.

Fry saddle appears to be very steep blue ice. However on December 22 a route was found up the eastern side, close to Mt. Douglas ridge which presented few problems.

Camp 8 (76°38′S, 161°04′E; 1050 m) was on the southern side of Towle Glacier approximately 3 km from the end of Elkhorn Ridge. In mid December sledging conditions were very good between Mt. Naab and Camp 8. However by mid January much of the snow cover had been removed and only snow patches were left making sledging rougher.

Camp 9 (76°40′S, 160°48′E; 950 m) was at snout of Towle Glacier on a small patch of moraine. The snout of Towle Glacier, though not as steep as the Northwind, also has large areas of blue ice. We picked a route down the northern side of the glacier and then straight down the snout, which is quite steep. However a better route may be along the southern side of the glacier and down on to the apron which is a string of lakes. The glacier sides are rounded rather than cliffed. The lakes, however, thawed a few days later and became covered in water, leaving only a snow apron between them and the glacier. This area is swept by strong katabatic winds funnelling down Towle Valley from the polar plateau (over 70 knots were recorded) which strips the snow from the snout of Towle Glacier and for some considerable distance back. By mid January there is mainly bare blue ice back almost to Mt. Naab.

Camp 10 (Sullivan and Anderson: 76°26′S, 160°42′E; 1400 m) was 2 km southeast of the summit of Trinity Nunatak. Once up Fry Saddle snow conditions were good all the way to Trinity Nunatak with large patches of level bare blue ice and some snow sastrugi. Good snow cover existed (late December) between Trinity Nunatak and Chattahoochee Glacier which made travel to Camp 11 easy (76°35′S, 160°36′E, 1700 m).

Camp 12 was in approximately the same position as Camp 8. However in the space of 2 weeks the snow cover had been substantially removed. Sledging conditions from the Chattahoochee Glacier to Fry Saddle were good.

Camp 13 (Palmer and Frost: 76°43′S, 161°04′E; 560 m) was set up at the snout of Northwind Glacier, mainly by foot. A toboggan was taken from the snout, 4 km along the southern side. By this time there was a lake between the glacier apron and the moraine of Elkhorn Ridge. However the snow apron was wide enough to allow access. It is possible to cross Elkhorn ridge on foot, beside a prominent stack of dolerite.

page 19

6th January, 1977.

The shift to Camp 14 (Palmer and Frost: same location as Camp 12) entailed tobogganing around from the Northwind Glacier to the Towle Glacier. The Northwind Glacier was inaccessible for approximately 3 km back from the snout because of steep gradients and bare blue ice. By January the whole of the Northwind Glacier was bare ice, far out into the Fry Glacier. At the end of Elkhorn ridge is an area of melt-out pools and sastrugi that could be difficult to cross in January.

C. Weather

Detailed meteorological observations were taken up to five times per day by various members of VUWAE 21. These were recorded in the standard NZMS Field Books, which will be returned to the NZMS. Members of the expedition will retain copies. Meteorological records from the Fry Glacier region are reproduced in Appendix 3. These latter records were transmitted daily to Scott Base who relayed them to Helo Operations at McMurdo Station.

Weather conditions in the Taylor Glacier, Cape Chocolate and Mts. Morning, Discovery and Erebus regions, were much as in previous years, although it was relatively cold early in the season. Katabatic winds blowing much of the time on Taylor Glacier made work difficult at times and caused the loss of a few days. A southerly storm on the 5th and 6th November was severe with winds gusting over 80 knots. Judging by sastrugi, strong southerly winds are a feature of Mts. Morning and Discovery although only one storm was experienced in the two weeks spent there. What seems to be almost typical Christmas weather on Mt. Erebus, southerly to easterly wind and snow, meant the loss of four days over Christmas.

D. Communications

There were few problems with radio communications. Both Compak 8 and Labgear sets were used. Some Compak batteries lasted less than eight days and two of Event 36's gave only three days transmission each. Reception was exceptionally good in the first half of the season when 2773 was the frequency used. Later in the season communications were not as good when 5400 had to be used because of interference on 2773. Vanda often had to relay for Event 36, and occasionally for Events 12 and 12A.

Some transmission problems were experienced with one Labgear and one Compak sets and these were returned to Scott Base and replaced. Three of the Compaks used had tone call alarm buttons. When tested, two of these tripped the alarm system at Scott Base, but the third, that used by the Fry Glacier party, did not.

John Charles, the deputy leader at Scott Base, was cheerful and efficient in his handling of field party radio communications. He ensured good support from Scott Base whenever this was required. George Money and Mac Caves and the rest of the Post Office staff also helped give the field parties excellent communications.

page 20

E. Loss and Damage to Field Equipment

(a) Event 12/12A

In the course of the expedition on the Taylor Glacier one Polar tent and one Italian tent were badly ripped, one manhauling sledge badly damaged, and one combination sledge slightly damaged. One toboggan cover was lost. Several breakdowns occurred with the toboggans as were detailed in Section A, FIELD NOTES.

Most of this damage occurred in a severe southerly storm on November 5 and 6, when the camp was located near the Kukri Hills, on smooth flat ice of the transection between the Taylor and Ferrar Glaciers. Prior to the storm the usual precautions of tying down equipment, boxes etc. around the tents had been taken. The katabatic winds common on these glaciers made this essential. The three sledges were tied to (tent) pegs or tubular ice screws in the ice. The toboggans were pointed towards the southwest, the direction from which the katabatic had been blowing. The toboggan covers were fastened or tied down at three points: the ski and the bar on the outside of each footrest platform. The tents were securely pitched with ice screws anchoring the south and west facing guys. The tents were pitched on a north-south line, 1 metre apart.

The toboggans were not turned to face the south after the southerly struck. Eventually they were both blown over (probably by the same gust) and sent sliding across the smooth ice. The toboggan covers must have partly inflated to assist in the blowing over. One cover came free of its toboggan, probably due to poor knot tying, and was blown away. The other remained tied to its toboggan and acted as a sail so that that toboggan travelled further on its side. Contents in the space under the seat were spilled and some blown away when the seat fastenings on one toboggan broke open. One of the sliding toboggans knocked an anchoring sledge peg out so that the sledge was also able to slide away. It was chased for about 100 metres before it was last seen sliding across the ice and then lost in blowing snow. The toboggans were righted and turned to face the south. They were undamaged. Thereafter they were tied via the front bumper bar to pegs in the ice. The strength of the wind and the smoothness of the ice made it difficult to move around outside the tents. It was decided that it would be foolish to search for the lost sledge and other lost items at that time.

At this stage a 2 − 3 cm long tear was noticed against the northeast facing pole in the outer wall of the southern tent. Owing to the severe weather conditions it was decided to leave the repairs until the wind abated. About 3 hours later the same tent was found to be badly ripped for about 3 metres along the same pole and along the bottom of the east side. The inner wall was ripped along the bottom of the east and west sides and up the northwest facing side near the northwest pole. The contents of this tent were put into the other tent. The two tents were then tied and braced with a climbing rope and more ice screws were put in to secure it. All the party slept in the unripped tent that night.

After the storm a search was made for the lost equipment. Everything was found except the toboggan cover although some items were almost three kilometres away from camp. The sledge was found about two kilometres away with all the bridges broken at the corner along one side.

More strong winds a few days later further ripped the badly ripped tent which was considered too badly torn to repair in the field. It was able to be slept in, however. A small tear by one door guy developed in the other tent which was patched immediately it was noticed and no further ripping occurred.

page 21

Ten days later some of the party returned to the put in site where the Italian tent had been left pitched covering some loose equipment. It had been badly ripped at its lee end and most of the poles and some equipment were missing. However all the poles and missing equipment were found and the tent tied down to prevent further damage. It is assumed that this damage occurred in the November 5 storm.

The two Polar tents and the Italian tent were all in excellent condition before the storm. It is possible that the badly ripped Polar tent had spent time on Erebus where the strength of the fabric could have been impaired by volcanic gases. However it is also possible that this tent ripped because it bore the brunt of the wind's force, being to the windward of the other. The incidents with the Polar tents illustrate the desirability of immediate patching of small tears.

The failure of the party to turn the toboggans directly into the wind caused an unfortunate chain of circumstances which ended in the wrecking of the manhauling sledge.

The combination sledge had one of its side longitudinals broken in one place on landing at the put in site. This may have been due to poor loading on the helo skid, but it is possible that a small bump in the ice pressed up against the longitudinal as the helo landed. The break was splinted before the sledge was used. Another break on the same longitudinal, but on the other side of an adjacent bridge, occurred some time later when the sledge was loaded and running. This was also splinted soon after. These splints required only a little attention during the rest of the expedition.

The only damage to sledge runners occurred on the manhauling sledge. One runner began splitting at the sides due to the rough ice. It was roughly repaired before the sledge was wrecked (as described above).

(b) Event 36

One polar tent was torn by strong katabatic winds on December 30. The wind was estimated to be at least 80 knots as it exceeded the anemometer which records only up to 60 knots (at 2 metres). The tent tore in two places; a one metre long tear under the doorway and a 0.2 metre tear on the lee side of the tent on the inner wall.

Most of the guy ropes on the windward end of an Italian tent were snapped during strong turbulent winds in the Northwind valley. One of the longitudinals on one sledge was broken on landing on a helicopter. This was due to the flexing of the skid on landing and the tightness of the lashings.

Two items were lost on this expedition. One snow stake was dropped from a loaded sledge while travelling. The groundsheet for one polar tent was lost while camp was being broken, due to a very gusty wind, on the Chattahoochee Glacier on December 24.

F. Recommendations

(a)

It is suggested that tests be made on the strength of fabrics currently being used on Polar tents. On this expedition two such tents were badly torn by winds gusting above only 60 - 70 knots at 2 metres. This seems to be an unacceptably low wind speed and obviously could lead to dangerous page 22 situations. Both tents were well pitched.

It is possible (although it would be a coincidence) that these two tents have been on Erebus and have had their fabric weakened by the acid volcanic gases. Flags placed on the main crater floor in 1974 were visibly corroded after 3 or 4 weeks. Easterly and southeasterly conditions which are common at the summit almost invariably envelop the camp in vapours from the Inner Crater. There have been a total of at least 2 weeks of such conditions, in which tents have been pitched at the summit camp, since 1972. It may be advisable to keep a log of the particular tents used on Erebus.

(b)The guy ropes on the Italian tents should possibly be replaced with stronger cord, although this will not reduce the possibility of abrasion.
(c)Toboggan windscreens should be braced to prolong their life.
(d)Parties who will be lashing sledges to helicopters should be familiarised previously, possibly at Tekapo, with the loading, especially of combination [unclear: Name]
(e)To add one more possibility to the continuing debate on "carbon monoxide" poisoning, it may be that red lined tents present a greater risk for such poisoning because red and orange flames from a faulty primus are not so apparent. Event 36 experienced a minor case of poisoning from a new primus that appeared to be in good order.
(f)Several of the VUWAE primuses are getting old and should be replaced before the 1977/78 season.
(g)As has been recommended in the past, sledge keels and foot brakes should be considered essential parts of a sledge.

G. Personnel

All members of the expedition had a successful and happy season. A large part of the expedition's success was due to the overall competence of our DSIR companions, Palmer, Nankervis and Sullivan. Their inventiveness and mechanical and alpine experience proved extremely worthwhile. Sullivan's sledging experience was invaluable to Event 36. Both Robinson and Anderson proved very capable toboggan mechanics also.

It is a boon to one's work programme and general wellbeing if a field worker can climb up a steep slope to an outcrop, cross a crevasse field, or do some difficult sledging between localities, all the time remaining confident in his companions' abilities. This would have been the case generally with VUWAE 21.