Monday, May 30, 2011

Lasting Suppers

An article that appeared in the Age and Sydney Morning Herald that featured the Chef at Mawson is worth including as it provides a different perspective on the culinary aspects of station life.


Lasting suppers
Sarina Lewis - The Age May 24, 2011

Chill factor: chef Scott Bryce throws a cup of warm water into the air, which instantly vapourises. Photo: Ian Phillips, Australian Antarctic Division

He's a long way from home but this chef's in his element in Antarctica.

AS GREETINGS go, they don't come much more historically appropriate. "Hi," echoes the voice down the phone line, "it's Scott from Antarctica." Not a bad tag line, I venture. He laughs and says, "I think I missed that boat by 100 years, somehow."
Needless to say, it's more than a little ironic that while the great explorer Robert Scott died of starvation returning to his Antarctic base, chef Scott Bryce will spend the next 12 months ensuring his crew of 19 at Camp Mawson don't.
It's 9am in Antarctica when Scott calls and a chilly minus 15 degrees. Having survived the breakfast rush, the 49-year-old from Brisbane is already planning the day's menu. Lunch will run the gamut from freshly baked bread and DIY sandwiches to spaghetti bolognaise, curried sausages, chicken and asparagus soup, and paella.
For dinner, it's eye fillet steak and "beautiful" Tasmanian Atlantic salmon. A creme brulee or chocolate fondant might follow, though the father of three keeps dessert to three times a week. ("I try and be a bit of a 'mum' in that regard," he says with a self-deprecating chuckle, "and make sure they don't eat too much.")
Clearly, theirs is a ration-free zone. "We have an enormous amount of stores come down," Scott says, explaining that it's more necessity than luxury: the boat that dropped the chef and his fellow Mawson residents at their frozen home in late February won't return for a full 12 months. In the meantime they are required to make do with that they have - though he's quick to point out that ''make do'' is a somewhat inaccurate term. Shipped along with the tonne of potatoes and half a tonne of onions were 300 kilograms of lamb, 632 kilograms of chicken, 245 kilograms of pork and 617 kilograms of beef.
"I've got lobsters down here, oysters, prawns … We've got whole pigs and whole goats for special occasions on the rotisserie barbecue," says the chef, who is on his own in the kitchen, save for one of the collection of tradesmen, Bureau of Meteorology experts and communications staff who are rostered on each week to help with kitchen duties. "And I swear the Tim Tam genie must live in my greenstore, as there seems to be a never-ending supply!"
There's an in-house hydroponic set-up churning out fresh lettuce, cucumber, radishes, tomatoes and the gamut of herbs. All of which will supplement the cartons of frozen fruit and vegetables filling his 60-cubic-metre storeroom, not to mention the 100 cubic metres of tinned and dried goods.
Then there are the loaves of bread baked daily and the "enormous" home brew set-up that - in Scott's estimation - churns out "hundreds" of bottles a week.
Roughing it, it clearly is not. Of course, there's a good reason for the inclusion of the long list of life's luxuries. "Everyone is mindful of the fact that we need to have a social life down here," Scott says. With the ice already having formed a near two-metre layer and the real winter yet to come, the physical and psychological effects of constant cold, darkness and isolation is a concern.
It's for this reason the screening process for job applicants is intense. Scott recounts rounds of interviews, medical checks, roleplay and psychological assessments all designed to weed out those deemed unsuitable to survive what can be incredibly harsh conditions.
Intensive training in quad-bike, forklift and medical skills is part of the package, and along with brushing up his baking skills, Scott laughingly confesses he now boasts even basic hairdressing and - as the resident postmaster - postal talents.
But food is his main concern. As well as warding off hunger pangs and keeping morale high, there is the problem of staying fit and well - with the extreme cold forcing bodies to burn more energy, extra fuel is needed to stoke the metabolic fires.
Once cold sets in, Scott says with candour, the body's recovery can become incredibly difficult. "I've just come back from three days out in the field about 800 metres up. It was a beautiful day up there but the wind-chill factor was about minus 40 when we were walking around," he says. "So you need to be very, very mindful to get that first layer of warmth - which is food - in to you before you go anywhere."
It sounds challenging and ever so slightly dangerous. Scott agrees, admitting that is entirely the point.
"From where I was standing, I'd done so much in my life [career-wise] already; here was an opportunity to go somewhere so remote," he says. "The challenge is they put you here and wave goodbye and a boat comes around in 12 months' time and picks you up and hopefully everybody is still intact. There's no other job like this, certainly in what I do, in that you're given a store full of goodies and [have to] make it last, otherwise everyone dies."
The last is said in jest and we both laugh - me with an edge of uncertainty, he with full-throated, macabre enjoyment.
Source: Epicure

Sunday, May 29, 2011

Bechevaise Island - a night off station.

Working shifts means that days off don’t always happen on the weekend. So when the opportunity came up for a trip across to Bechervaise Island on 'days off' I jumped at it.

Leaving the station pulk sled in tow.
Bechervasie Island (Beche) is one of a group of more than 17 small islands and is only 3.4km from station across the sea ice. Its is roughly oval in shape and at its widest is just a little more than 1km wide. On Thursday 19th May, Mark (Station Leader), Rich (Doc) and I loaded up a couple of pulk sleds and after morning tea (when the sun rose) we headed off. The wind had been a concern but it dropped to about 25kts from the SE. The temperature was very cold at around -20 degrees C and wind chill  more than -40 degrees C.
We made it!

Time to put the feet up and enjoy a  cuppa.
We set off at a steady pace with a tail wind at about 12:30pm, I was very impressed at how easy the pulk sled is to tow across the ice. The towing harness included two ropes connected to the front of the pulk sled with some shock cord then connected to each side of a belt harness worn around the waist. Rigid poles were not used. The sled itself has a watreproof cover with shock cord tie downs. Loading takes a few minutes only. Rucksacks, fuel or water containers etc. are easily stowed.

  We had arrived at the field huts and had a kettle on the boil in time to see the sunset at 3:01 pm.

Bechervaise field huts looking west to Holme Bay.
Bechervaise Island field huts have been set up as a summer penguin monitoring site. Buildings on the site consist of two fibreglass 'smarties', one fibreglass 'apple' (white) and a shipping container on a skid that doubles as a store room/workshop. One 'smarty' is used for accommodation and has 3 bunks, cooking and eating facilities etc. similar to what you might expect in a small caravan. The other 'smarty' is set up as an office/laboratory. The white 'apple' is set up with a single bunk to can accommodate visitors in the summer, it is small and cosy. There is also an outdoor toilet hut.

Like the location of all field huts around Mawson the views are spectacular - across the sea ice to nearby glaciers, icebergs and to the Casey, David and Masson ranges on the plateau.

A glass of wine and some cheese before dinner.
There are no Adelie penguins at the rookery over winter as they have all gone to sea and don't return until September/October to nest. But feathers and excreta over large areas near the field huts are evidence of a large population of birds during summer. Penguin monitoring to a large extent has been automated. Penguins going to or returning from foraging at sea are guided through races with weighing machines and radio receivers. Penguins being monitored carry a microchip that identifies the bird and as they cross the weighbridge their weight, date and time details are logged on computer. There are also 3 nest monitoring cameras that operate in breeding season.
Trig station ob Bechervaise Island

The view to Mawson Station
For us the purpose of the visit was to assess the condition of the huts and any work or supply matters that needed to be attended to. So we were able to mix business with pleasure. Given sunset was so early we had an early dinner by candle light and were tucked up in our sleeping bag by 9:00pm.

The hut was cosy warm after a few hours from the gas heater. 12V solar powered lighting is wired into the huts however with so little sunshine due to the short days we were reluctant to use lights for fear of draining the batteries. A generator is also available but for the the short visit we did not run it.   

Mt Henderson looms in the background
I had brought my camera gear hoping to be able to photograph aurora after dark. Unfortunately there were none active. It was probably just as well as the overnight temperature hit -25degC. The inside of the smarty became very cold as night progressed but we did sleep well, not surfacing until after 10:00am and even then the desire to continue sleep was hard to break. 'Why is it that we sleep so much better in the field huts' Mark the SL asked?

Over the sea ice back to the station.
After a hot breakfast we went for a walk over the island. We scaled the 53m summit to the trig station, took the obligatory group photograph, enjoyed the view back to the station and across the plateau and then back to the huts vie the north coast for hot drink and some lunch before heading back to the station via the southern coast of the island.

To test of the pulk sled on snow and uphill, we walked up to the melt bell in the recreation area behind the station. The drag in the snow and over the sastrugie (snow ridges formed by the wind) was noticeable and work rate increased but was still very manageable. On the downhill side however on the blue ice, we let the pulk sled  run ahead as it now had a mind of its own. 
 

The ship has gone!

To be continued.

Tuesday, May 10, 2011

Three Months, Now For The Beginning.

February 8th 2011. Voyage 3 of the Aurora Australis departs Hobart for Davis and Mawson. Doubts exist on the ships ability to get to Mawson because of sea ice. The weather however is on our side!

So after months of pre departure training that included Theatre Nursing, First Aid, Fork Lift operation, Safe Slinging, Handling Small Boats, Quad Bikes,  Fire Fighting, Search and Rescue etc. We were kitted out and ready to depart.

Pre Departure Training. 
Confined space rescue
Douse an isolated fire
Rescue from smoke filled building using breathing apparatus. Photo L O'Connor
Liquid fuel fire with powder extinguisher
Photo L O'Connor
Misting to control a high pressure gas fire
Photo L O'Connor

Small Boat Training - Starting a Zodiac 101. 
Manoeuvres near fixed objects like jetties
in a half metre swell
Search and Rescue (SAR) Training
- Setting up crevasse rescue rigging.

SAR Training - Harness and descender rigging
SAR Training - Cliff or crevasse rescue
- rigging a stretcher
Macquarie Island and Mawson
Lay Theater Nurse Training.
The day of departure.
Weighing in - 30Kg maximum allowed including survival bag.
There were delays to the shipping schedule but the day finally arrived for us to depart Hobart. The pre departure process taking about 2 hours from 1pm to 3pm. Last minute loading, fixing the helicopter in the hanger etc and other ship related activities continued while those departing queued to weigh their luggage, listen to speeches regardig the ashes of Phil Law traveling to Mawson for interment on West Arm, farewells and finally checking in as we boarded.
Farewell photograph.
Tickets please!

Roll Call - First Muster.
Boarding The Aurora Australis.
The first thing that happened when boarding the ship was that we had to return all Antarctic Division Security passes. Having been stripped of our identity we then attended a muster in the mess the voyage leader introduced key people running the voyage and the ships master. We were then mustered on the helideck for a roll call. Once ticked off we were broken into groups and underwent a ships safety and familiarisation briefing that included climbing into submersion suits, life jackets and into life boats. After the safety briefing was complete we were then cleared by customs who stamped our passports. We where then able to collect our luggage from the helideck and make our way to our cabin.
Bags to be collected after
safety familiarisation


Safety Drill - into the life boat.
We were then able to explore the ship till dinner at 6:00pm. It was already close to 5:00pm and we hadn't left the wharf yet. So most returned to the helideck or the upper decks to wait for the ship to push off and a for the final farewell wave to loved ones waiting patiently in the secure area on the wharf.
Nella Dan farewell Wharf No 3. 1981.
Aurora Australis farewell
Wharf No 3. 2011

Loved ones wait patiently for the ship to sail.
A great deal of care has been taken to ensure that the separation from well wishers is as distant as possible. 

My first Antarctic departure on the Nella Dan in 1981 was much more personal, the crowd stood at the edge of the wharf, close enough for streamers to be thrown and conversations to be finished as the ship moved away.

However the feeling at that moment when the Aurora Australis pushed off from the peer was the same that I had felt thirty years earlier. A mixture of excitement and sadness of trepidation and concern for those left behind and the realisation that there was no turning back. Meanwhile loved ones are left waving as we move steadily down the Derwent Estuary.
Cape Bruny to Starboard at sunset. The last sight of Australia.
Very quickly sentiment is swept aside by the need to set up the Met office and go to dinner.

Ship's track map.
And so southward the Aurora steamed, by sunset we were passing Cape Bruny to our starboard, The last point at which moblie phone reception can be had, before turning south west into the southern ocean.  The open ocean caused the ship to roll and pitch in the swell and for many it was a new experience and they were doped up with sea sickness tablets to avoid being sick.
BoM Wave forecast.
Our first night was close to the roughest on the voyage but was relatively moderate with 4-5m swell. The ocean wave forecast showed a core of high seas, (8-9m swell) passing to the south east of Tasmania. Which meant that seas had mostly abated by the time the Aurora reached the Southern Ocean. For Rolf and me it was time to set up the Met Office that we would operate out of for the next three weeks. Ship observations are taken each three hours and they find their way to global forecasting computer models that in turn generate forecasts out for the next seven days for wind, weather and wave conditions. These computer generated forecasts where then fine-tuned by Forecasters at the Davis Met Office to provide route a forecasts for our voyage.
Rolf recording the ship observation
Coded observation sent via INMARSAT

The ship weather observation time is based on UTC time (Universal Time Coordinated) for most purposes it is the same as GMT - (Greenwich Mean Time). So the observation time starts at midnight UTC time was constant while the ship time varied as we gained 5 hours over the two weeks as we went further west.
The pressure is falling- we're in for a blow.
We also needed to be operationally proficient in aviation observations for when the Helicopters were flying so our office routine included hourly Aviation Observations also. The Met office is immediately behind the bridge and we also operated from a desk on the bridge where our instrumentation was located.
Night watch on the bridge - the met desk with blackout curtains maintaining night vision for officers on watch. 

What do you do on a voyage to Antarctica.
Desert counter
The meals on board were sumptuous, three times a day whether they were needed or not and then there was morning and afternoon tea if you were still a bit hungry. The clock time was adjusted every few days by adding an extra hour into our day. This added to the the lengthening days because of the higher latitudes had peoples circadian rhythm was totally out of wack. People were up and out of bed wandering the decks hours before breakfast looking for something to do. Many on board took time to read, play cards or scrabble, keep diaries, send email work out in the Gym, watch a movie or just watch the waves go by from the bridge. Of an evening there were presentations each night on a range of topics from those on board including scientific, adventurous, Antarctic history or expeditioners slide shows from previous years.
Iranian Freighter in Antarctic Waters
Cold food buffet counter
There was a brief change to routine when suddenly the ship changed direction and headed NE for half a day to look for an 'item of interest' that turned out to be an Iranian freighter that had engine trouble but was now OK. That change cost a days sailing time and also made us vulnerable to a deep low pressure system moving from the south west. It was a very close thing but the ships master steered the ship through the centre of the low and out the south west quarter and avoided the very heavy sees in the north west quarter
Wandering Albatross
Emperor penguins off for a stroll.
From early on the ship was followed by albatross and giant petrels, skuas and snow petrels joined later and the occasional whale was also spotted.

Whale breaching - Photo I Field

Leopard Seal.
Once we encountered ice, a lone iceberg at first then icebergs, bergy bits, growlers, pack, grease, pancake and a range of other ice types the wildlife became more prolific. Seals, penguins, whales of various types were abundant. The ships speed also slowed as navigation became more difficult.
Iceberg
Watching for ice bergs on the ships radar.
Steering through the pack ice

 
The sun forming a halo through cirrostratus cloud.















What the..
King Neptune and his merry band. Photo I Phillips
King Neptune.
There was also the Antarctic Circle crossing to be negotiated (66° 33′ 44″S). Tradition has it that King Neptune tests those who would cross the Antarctic circle to ensure that they pay him proper homage. So at the designated time all those who had not crossed the Antarctic Circle were rounded up and led, like lambs to the slaughter, to be pay homage to the King while the old hands watched on and enjoyed the show .'Is that fish you can smell?'

Have a closer look.
Acquaint yourself with the fish kind sir.










Next Stop - Davis.
The call was made early in the voyage to divert to Davis first to allow more time for the ice at Mawson to blow out.
Barging cargo to Davis Station.
Coming into Davis



 Getting to Davis required the ship to manoeuvre through some pack ice and iceberg avoidance but was generally straight forward. Before arriving at Davis on 21st February there were briefings on helicopter operations, unloading, baggage handling and managing arriving and departing passengers and their safety during flying and on watercraft operations. All the Mawson crew had a role in the Davis resupply operations.



Departure lounge - Aurora Australis
Immersion suited for a flight to Davis
Going ashore at Davis
Barge operations - Davis
The Davis changeover turned out to be brief (2 days) because of approaching bad weather. There was an exchange of summer and winter personnel as well as some cargo however much of the cargo for Davis was left aboard as we beat a hasty retreat. 
 
Voyage 4 would be at Davis in about a month for the final changeover so anything missed now would be done then.

Leaving the Aurora.
The cargo that did go ashore and was lifted by helicopter or ferried by barge. The Mawson crew who had no reason to go ashore, including me, were given the chance to go across for a couple of hours of the first evening - long enough for a look around, have a quick drink in the mess and to pass some smuggled Tim Tam biscuits to the met staff. 

Squirrel helicopter on reconnaissance.
 


Mawson, here we come.
After a 2nd day of unloading we departed Davis at about 7:00pm and headed for Mawson. When we were about a days sailing out from Mawson (24th February) the Sikorsky helicopter was dispatched to deliver key people mail and other urgent supplies to Mawson station while the ships master and voyage leader in Squirrel helicopters (collected from Davis) conducted some reconnaissance flights across the fast ice looking for leads.

Ice edge

Pushing through sea ice
The ship then continued picking its way through pack ice and ice bergs along the coast through iceberg alley into a polynia of open water to the NW of the station. From the closest point to the station through the thinnest of the ice the ship started breaking ice toward Mawson station. After making progress at only a couple of hundred meters per hour overnight through the fast ice it was decided that the resupply would be done by helicopter airlifting personnel and cargo the 70km to the station.

Alice Giles playing harp on the bridge.
Another load to Mawson.
Afternoons on the bridge during the Davis to Mawson leg included a couple of rehearsals and a concert by Alice Giles on harp that added a surreal ambiance to the striking polar ice scape drifting by the ship as it picked its way through the ice.
Loading on the ice helipad
Sling load of 200l drums

Loading the Sikorsky
On the 25th February the resupply began in earnest. All cargo had to be removed from containers and be slung under or carried in the choppers. Some was moved to the helideck and some was craned down onto the sea ice.

The helicopters then constantly worked the helideck, and the helipad on the ice ferrying cargo to and from Mawson during the daylight hours when weather permitted.

On the 28th February the last but one of the Mawson winterers went ashore including myself. Alice Giles with her harps and a delegation to attend the memorial service for the interment of Phil Law and his wife at Mawson.

The resupply continued, taking more than another week to finish. Operations ceased for a couple of days while a blizzard raged at the station. The major activity that couldn’t be undertaken was the station refuelling which requires the ship to be close enough to the station to be able to pump the fuel through flexible hoses. Mawson therefore would be using its one year buffer in 2011 and would run out of fuel in 2012, if not supplied next summer.

The Aurora Australis departed Mawson on 8th March 2011.