Details are provided of a sledge, possibly of late nineteenth/early twentieth century provenance, discovered on Byers Peninsula, Livingston Island, South Shetland Islands, in 2007.

Sea ice has been, and continues to be, an integral component of life in the Inuit community of Cape Dorset, Nunavut. Located on an island of the same name off the southwestern coast of Baffin Island, the strong Hudson Strait currents prevent extensive ice formation around the community. Nevertheless, sea ice remains an important travel and hunting platform, enabling access to Baffin Island, hunting and fishing grounds, and nearby communities. With the combined importance, dynamism, and continuous use of this frozen ocean environment, local Inuit elders and hunters have developed a detailed and nuanced understanding of sea ice conditions, freeze/thaw processes, and the influences of winds and currents on ice conditions. Working collaboratively with the community of Cape Dorset since October, 2003, we present the results of 30 semi-directed interviews, 5 sea ice trips, and 2 focus groups to provide a baseline understanding of local freezing processes (near-shore, open water, sea ice thickening, landfast ice, floe edge, and tidal cracks), melting processes (snow melt, water accumulation and drainage, break-up, and cracks/leads), wind influences on sea ice (wind direction and strength affecting sea ice formation, and movement), and current influences on sea ice (tidal variations and current strength affecting sea ice formation, movement, and polynya size/location). Strong emphasis is placed on Inuktitut terminology and spatial delineations of localised ice conditions and features. Therefore, this paper provides insights into local scale ice conditions and dynamics around Cape Dorset that are not captured in regional scale studies of Hudson Bay and/or Hudson Strait. Results have the potential to inform future research efforts on local/regional sea ice monitoring, the relationship between Inuit knowledge, language, and the environment, and addressing community interests through targeted studies.

Since the exploration of Antarctica began, procedures for dealing with human wastes have changed considerably. The establishment of research stations made it necessary to provide for sewage disposal. However, the introduction of advanced wastewater treatment processes has been driven largely by an intensifying concern to protect the Antarctic environment. A key step was the adoption by Antarctic Treaty nations of the so-called Madrid Protocol, in which minimum standards for sewage treatment and disposal are prescribed. The provisions of this protocol are not particularly onerous and some countries have elected to go beyond them, and to treat Antarctic research station wastewater as they would at home. Transferring treatment technologies to Antarctica is not simple because the remoteness, isolation, weather and other local conditions impose a variety of unusual constraints on plant design. The evolution of advanced treatment plant designs is examined. Most countries have opted for biofilm-based processes, with Rotating Biological Contactors (RBC) favoured initially while more recently contact aeration systems have been preferred. Sludges are now generally repatriated, with a diversity of sludge dewatering techniques being used. The evolution of treatment process designs is expected to continue, with growing use, especially at inland stations, of sophisticated processes such as membrane technologies and thermally efficient evaporative techniques.

In 1872, the British yachtsman and explorer Benjamin Leigh Smith led his second expedition to the Arctic. Seeking to further the impressive oceanographic and geographic research of his first expedition in the summer of the previous year, Leigh Smith first explored Jan Mayen and then sailed to Svalbard. There, after investigating Moffen, adverse ice conditions precluded effective continuation of the voyage and almost wrecked his research vessel, Sampson. During a brief meeting with Adolf Erik Nordenskiöld's Swedish polar expedition, a bond was formed between the two explorers with fortuitous benefits for the Swedish expedition the following year as it struggled to escape from the north coast of Svalbard. Leigh Smith was forced to make for England in September 1872, without sailing nearly as far to the north or east as during his first expedition. His 1872 experiences led him to reconsider his method for Arctic exploration, and consequently, for his third expedition in 1873, he decided to include a chartered steamer as his primary research vessel with Sampson relegated to the role of support vessel.

A newly discovered Antarctic poem, probably by Raymond Priestley, is presented.

Edward Wilson's career plans were changed by a diagnosis of pulmonary tuberculosis. This diagnosis is reviewed as are the ‘allergies’, hypothermia, vitamin C deficiency and other medical conditions encountered by Wilson between 1901 and 1912. Edgar Evans’ death on the return from the South Pole and a possible infective cause, is discussed.

In October 2002, following the 11 September 2001 attacks on the United States, the Unified Command Plan (UCP), that sets out the geographical responsibilities of combatant commanders, was revised with regard to their areas of responsibility. Accompanying these changes was a map, which detailed the geographical boundaries of the US Northern, Pacific, Southern, European and Central Commands. The map indicated that two of these Commands, Southern and European Command stretched as far south as the Antarctic coastline while a third (Pacific) not only did that but also included the entire Antarctic continent. In 2007, a new Africa Command comprising the southern part of European Command, was instituted and this, too, stretched to the Antarctic coastline. This note briefly considers some of the implications that might follow from these changes to the UCP and highlights logistical patterns, search and rescue matters and the question of the demilitarisation of Antarctica.

By 1890, sealing from southern Norwegian ports had been in decline for some years. The owners of the fleet of strongly built barque rigged ice-sheeted sealers were facing a serious problem. This was simply that their ships did not make money. This paper describes the options that the owners had at a time when the fleets of the world were about to change from sail to steam. There were alternative possibilities for employment of such strongly built ice going wooden ships. These included involvement in Arctic transport, American whaling, and Newfoundland sealing, and on Arctic tourist and polar expeditions. The paper analyses these possibilities and compares the development of the Norwegian fleet with the situation in the Scottish sealing fleet that had faced the same problem some 30 years earlier.

I refer to the interesting paper by Summerhayes and Beeching entitled ‘Hitler's Antarctic base: the myth and the reality’ published in the January 2007 issue of Polar Record (Summerhayes and Beeching 2007). One might consider that a detailed examination of such obviously faked stories of Nazi activities in Antarctica is an uneconomical use of time and effort by such distinguished researchers were it not for the widespread coverage such fancy and misleading tales have gained in recent years. More importantly perhaps, the article contributes new and more complete information on lesser known aspects of Antarctic history, besides the Schwabenland expedition itself. These include Operation Tabarin (responsible for the first effective permanent occupation of the continent), U-boat activity in the South Atlantic, Operation Highjump, and the Argus nuclear explosions. All very interesting subjects indeed and well worth writing and reading about.

In January 2007, MS Golden Princess, carrying 2425 passengers and a crew of approximately 1100, became the largest ship to sail Antarctic waters within the northern limit of pack ice. This note describes the ship and its itinerary, discusses aspects of the cruise, and comments on the use of large cruise liners in Antarctic waters.

The fuel used for motor-sledging during Scott's 1910–1913 expedition has been reanalysed to assess its suitability for that task in Antarctica. A research octane number of 65 and volatility were low compared with modern fuels but probably suitable when considering the design of the flathead engine. The findings are consistent with view that engine design was the primary cause of the mechanical failings.

As a proper noun, Antarctica has a long pedigree but a short history. It was coined and popularised by the Edinburgh mapmaker J. G. Bartholomew in the 1890s as a label for the supposed south polar continent outlined by John Murray of the Challenger Commission. By 1902 it was ‘slowly coming into use’ and by 1928 had been ‘generally received’ by geographers.

This one-act play was recently presented at an Antarctic workshop held at Universidad Marítima de Chile, Viña del Mar, Chile. Apart from being entertaining, it provided an example of how theatre can be used to generate or reinforce interest in polar studies. The script has been translated from Spanish by the playwright.

The setting is contemporary Chile. Fran is at home, sitting at a desk revising a manuscript for publication. James sits behind her on a stool reading. He often rises when speaking, as indicated, while she remains seated until the end. She does not acknowledge anyone else's presence until midway through the play when Ricky and Carlos speak of Admiral Richard Byrd's trip to Chile in 1940.

Reading Captain Richard Woodman's lament on the lack of an appropriate campaign medal for those serving in British ships involved in the transport of supplies to north Russia from 1941 to 1945 (Woodman 2007), I was reminded of their predecessors in the Great War of 1914 to 1918, when the timber port of Archangel, towards the mouth of the Dvina, together with Vladivostok, were Imperial Russia's only outlets to the sea. Captain R.F. Scott's auxiliary barque Discovery was one of a number of ships chartered to the French Government by the Hudson's Bay Company to carry matériel from Brest to the White Sea, in peril not only of tempestuous seas, but of ice and the 285 mines laid in that sea by the German auxiliary cruiser Meteor, in June 1915.