By Bob Bindschadler
McMurdo (Antarctica), 14 December — (Warning: this entry is not for the weak of heart.) Woe is me. A logistics scourge seems to have befallen our project. The past two days have been filled with nothing but bad news. The traverse from Byrd to PIG not only has continued to encounter soft snow, but the transmission on one tractor has failed, and a hydraulic line on another one has a leak that has stopped it literally in its tracks. Much of the cargo being hauled by the tractors is loaded on sheets of very slippery, but strong, plastic. Well, maybe not so strong, after all: This is the second season these sheets have been used and they are starting to crack and break, forcing the traverse party to stop, jigger the load around and then start up again. All this leaves me with the mental image of bits of the traverse littering the trail from Byrd to PIG. Still, the traverse people press onward, with fewer vehicles and less cargo. Their estimate is to arrive at PIG on Friday, but unless they cover more than the 20 miles they’ve completed each of the past two days, it will take yet longer.
The flying side is not going much better. Bad weather continues to plague both of the possible refueling stops so the put-in flight has been cancelled every morning. The weather is forecast to improve at those sites, both of them in the interior of West Antarctica, but (you guessed it) weather at PIG is deteriorating now. We in the field party marooned in McMurdo test our mental mettle by checking a couple of web sites that allow us to view the weather forecasts for the key stations involved in this effort, as well as David Holland’s web cam, which remains our lone virtual presence at PIG. It hurts to see sunny skies there and not be able to fly a plane there.
If this was a football game, the cargo managers would receive a penalty for “piling on”. Yesterday we had a meeting where we heard that our cargo was not the 9,000 pounds that we had planned, but rather 15,000 pounds, necessitating an additional flight to PIG (#9, if you are keeping count). We were only slightly surprised, because I saw this coming. In fact, I was the one who asked for the meeting so we could address any problem early. As I explained in my previous post, we’ve had to add a number of items to our cargo line due to less being taken by the traverse. Also, our colleague Sridhar Anandakrishnan was sent to his early season work site without the skidoos he was supposed to use there, so we have to bring them to PIG via another route. I felt it was time to push back on the size and design of the PIG Main Camp. I said we would lower the priority of some limited parts of our project, so they could arrive on this later flight, but I couldn’t shed all of the 6,000-pound extra cargo. I insisted on some sacrifices from the Main Camp. The head of construction there offered to consider downsizing some of the plumbing (!) and electrical components of the camp. Most others didn’t offer much. If the Herc pilots like the runway when they get to PIG, they might increase the allowed cargo limit (ACL) of subsequent flights, so this problem might go away, but this strikes me as wishful thinking. Nevertheless, I’ll be meeting with the head of the LC-130 squadron to discuss the benefits of even a 500-pound increase of the ACL. Exploring every possible way of getting us to PIG sooner is what my job here has become.
In that vein, I’ve come up with yet another strategy to recover some lost time. It involves having a Twin Otter airplane attempt a landing at our intended drill camp location on the ice shelf. This is a bit of déjà vu because three years ago I landed on the ice shelf in a Twin Otter only to be told the surface was too hard and rough for repeated landings. Some super high-resolution satellite imagery suggests to us the result might be different at this new site, so I want to try it again.
I’ve had to write to my program manager back in DC to ask that he supports this request. I made the case that, if successful, we could get the drill camp up and running before helos arrive and are operational at PIG Main Camp. We still have work to do that only the helicopters can support, but we are feeling the increased time pressure of time and splitting the support load would definitely help. It could also eliminate the need for any helicopters next season if we can complete the helo-only work this year and the drilling can be supported by Twin Otters. I delivered my sales pitch to the Twin Otter pilots after lunch today, and I’ll hear from NSF back in DC tomorrow.
On the bright side, I have plenty to restore a balanced perspective. Today is the 100th anniversary of Roald Amundsen’s arrival at the South Pole. As everyone surely knows, Robert Falcon Scott and his field party reached the same spot a month later, but perished on the return journey. I am not about to set out to ski/man haul our cargo to PIG, nor I expect to suffer the extraordinary hardships of either Scott or Amundsen. Antarctic science nowadays is usually hard, often frustrating, but it is rarely life threatening. I’ll take that as some much needed good news.