Victoria University Antarctic Research Expedition Science and Logistics Reports 2004-05: VUWAE 49
FIELD TRANSPORT
FIELD TRANSPORT
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Vehicles
For our test drilling at Windless Bight we used H3 and one Huggland sledge. The test drilling had to be deferred by two days, as H3 had mechanical issues, while the other two were committed to other work. However, once repaired H3 performed well for the test drilling. For our field deployment to Evans Piedmont Glacier we traversed with two Hugglands and three Huggland sledges to Cape Roberts via Marble Point. Unfortunately, on the first day of the traverse, H1 broke down at the sea-ice transition and had to be town back to SB (Fig.2A). For this reason we were given H26 the next day, and set off for our traverse. Despite its age it performed better than H1 or H3 and had a higher sledge pulling capacity. We felt that the petrol driven Huggland was superior over the two diesel vehicles. Between SB and Marble Point H3 lost antifreeze liquid. No leak could be found. After discussions with the SB mechanic, he was flown to Marble Point, where he joint us for the remaining traverse. The problem was not fixable in the field, but re-supply of antifreeze liquid allowed the traverse to continue.
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Aircraft Operations
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All aircraft operations were performed professionally. We are especially grateful for the support of the Twin Otters. This was a good test for our proposed deep field deployments and verified, that all our equipment was moveable by Twin Otter. The pilots were professional, supportive, practical and very good to work with. The capacity of Twin Otters in regard to volume and weight was advantageous to move our field camps and ice core boxes swiftly and efficiently. Their ability to land and take off in difficult terrain and weather makes them a very desirable means of transport for operation like ours. We are also particular grateful for the support of HNO, Rob and Brent, and also their US colleagues. Difficult cargo, such as heavy, bulky drilling equipment and fuel barrels was handled in a very professional and safe manner. None of our loads got damaged or lost.
Date | Location | PAX | Total Weight (lbs) |
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28 Oct | 5 × Twin Otter loads, CR to EPG | 5 | 12,000 |
08 Nov | 2×212 (US and HNO) helo loads, EPG to SB (ice core retro) | 0 | 3,000 |
15 Nov | 2 × Twin Otter loads, EPG to SB (ice core retro and cargo) | 0 | 5,000 |
16 Nov | 1 × Twin Otter load, EPG to CR | 2 | 1,200 |
16 Nov | 1 × Twin Otter load, EPG to SB | 0 | 4,000 |
16 Nov | 1 × US 212, EPG to VLG | 3 | 1,750 |
20 Nov | 1 × HNO, VLG to SB | 3 | 1,800 |
24 Nov | 3 × Twin Otter loads, SB to MES | 6 | 10,500 |
24 Nov | 1 × HNO underslung, SB to MES | 0 | 1,500 |
28 Nov | 1 × HNO, resupply, SB to MES | 0 | 50 |
29 Nov | 1 × A-Star, evacuate Bayliss | 1 | 250 |
04 Dec | 1 × HNO, SB to MES | 1 | 1,000 |
04 Dec | 1 × HNO, MES to SB | 1 | 1,800 |
07 Dec | 1 × HNO, MES to SB (ice core retro) | 0 | 1,800 |
10 Dec | 3 × Twin Otter loads, MES to SB | 6 | 10,000 |