Eduard Dallmann, of Blumenthal on the lower Weser, went to sea at the age of 15 in 1845. He took command of his first ship, the whaling vessel Planet, in 1859 on a whaling voyage to the sperm whaling grounds in the Pacific and to the Sea of Okhotsk. Over the period 1864–66 he commanded the Hawaiian vessel W.C. Talbot on trading voyages to the Alaskan and Chukotka shores of the Bering and Chukchi seas. On 17 August 1866 he sighted and landed on Ostrov Vrangelya (Wrangel Island), a year prior to its sighting by Thomas Long, credited by many with the first sighting. For the following three years he commanded the whaling ship Count Bismarck on a whaling cruise to the tropics, the Sea of Okhotsk, and the Bering and Chukchi seas. In 1873–74 he made the first Antarctic whaling voyage aboard Groenland, and discovered and charted the west coasts of Anvers, Brabant, and Liège islands, as well as many smaller islands and straits including Bismarck Strait. He spent the 1875 whaling season as expert consultant, still aboard Groenland, on the Davis Strait and Baffin Bay whaling grounds. Then, to complete his career in polar waters, from 1877 to 1883 he made annual attempts to haul freight to the mouth of the Yenisey River, to be exchanged for grain cargoes brought down that river by barge. Of the seven attempts, only four were successful, the rest being foiled by ice conditions in the Kara Sea, and on the basis of this record, Baron von Knoop, the Russian entrepreneur who was financing the operation, decided to cut his losses. This ended Dallmann's career in polar waters.

Although indispensable for hastening the Antarctic Treaty of 1959, United States policy entailed contradictions that jeopardised its domestic ratification. Many senators opposed their government's adherence to the Hughes Doctrine of 1924, requiring sovereignty claims to be based on occupation rather than exploration. US exploration, they knew, had covered more territory than the combined total of the seven nation-states that already had declared their rights based on criteria other than occupation. The Department of State appreciated that public opinion, whether related to Antarctica, the Cold War, or both, might generate congressional pressure to reverse the non-claimant stance and thereby derail the 12-power negotiations even before they reached the conference stage. This article presents evident and hypothetical consequences of policymakers' refusal to address this dilemma, the likelihood of which accompanied an increasingly pro-claimant stance among journalists, as well as the personal exasperation of Admiral Richard E. Byrd.

The steam barque Danmark, used on Ludvig Mylius-Erichsen's expedition to northeast Greenland (1906–08), was originally a Scottish whaler named Sir Colin Campbell, built in 1855 in Sunderland. After nine years of whaling out of Peterhead, in 1865 Sir Colin Campbell started the transportation of cryolite from the mines of Ivigtut in southwest Greenland to the United States and several European ports. This trade lasted for 103 years, until 1968. In the early 1870s, the ship was sold to Norwegian owners, renamed Magdalena, fitted with a steam-engine, and used as part of the Tønsberg sealing fleet. In 1894 she was the ship in which Roald Amundsen made his first voyage to the Arctic. In 1905 Magdalena was chartered by the estate of William Ziegler for a relief expedition to Bass Rock, northeast Greenland, to search for members of the Fiala-Ziegler expedition. The next year she was sold to the Danmark-Expedition and renamed Danmark. The main task for the expedition was to survey the coast from 77°N to Independence Bay, an area that was completely unknown. In addition to geographical exploration, much ethnographical, ornithological, zoological, hydrographical, meteorological, and botanical work was carried out on the expedition. In 1909, Danmark was sold to the mining company Grønlandske Minedrifts Aktieselskab of Copenhagen. She made voyages every year to Greenland, returning with copper and graphite. In 1916 she was chartered by the American Museum of Natural History to bring home the members of the Crocker Land Expedition. When in December 1917 she returned to Denmark, her captain did not know that, in their two years' absence, the coastal signals had been changed due to conditions in World War I. Danmark grounded off Høganes, Sweden; condemned, she was sold to a breaker's yard, and her masts, sails, engine, and other fittings were sold at auction the following year.

The article outlines discourses surrounding the emergence and implementation of the Norwegian Plan of Action for nuclear safety in northwestern Russia. The launching of the Plan of Action was facilitated by the ‘Barents euphoria discourse,’ which held optimistic views of a general clean-up in northwestern Russia with the help of infrastructure financed by the Nordic side, and the ‘nuclear disaster discourse,’ hinging on the idea of a ‘ticking time bomb’ in Norway's immediate vicinity to the east. The latter discourse clashes with the prevalent Russian ‘nuclear complex discourse,’ the main assumption of which is that issues of nuclear safety should be left to the experts, not to the general public. Criticism of the Plan of Action mounted around the turn of the century, eventually causing the Norwegian Ministry of Foreign Affairs to designate it as largely unsuccessful. The ‘environmental blackmail discourse’ took over in Norway, with its story line that ‘the Russians are taking advantage of us.’ The ‘cold peace discourse’ in Russia has primarily served to obscure Norwegian motivations for the Russians.

This paper describes the results of a program for the monitoring and remediation of hydrocarbon contamination at the former Greenpeace base site, located at Cape Evans, Ross Island, Antarctica (77°38′S, 166°24′E). World Park Base operated year-round between 1987 and 1991. It was entirely removed in 1991–92. Increased levels of hydrocarbons occurred in sediments nearby the base. The total volume of fuel spilt during Greenpeace operations, estimated at less than 200 L, was less than what would now require reporting according to existing guidelines for national programs. Some fuel spills might have predated Greenpeace activities. Hydrocarbon contamination was highly localised and largely contained in the active layer. However, in one site hydrocarbons were detected to a depth of 70 cm into the permafrost. Low impact, low technology remedial action applied at some sites removed a significant percentage of fuel in the active layer, thus reducing the potential for secondary effects. The fuel that remains in the subsurface post-remediation, estimated in the order of some tens of litres, is contained in ‘lenses’ of contaminated sediment at the bottom of the active layer. These subsurface hydrocarbons may mobilise into the backfill cover above or in the upper part of the permafrost. Hydrocarbons were detected in previously uncontaminated backfill, which may have resulted from upward migration and re-deposition of hydrocarbons. During the monitoring period the interaction of contaminated sites with meltwater and aeolian processes did not significantly change the hydrocarbon distribution at spill sites, although limited mobilisation of hydrocarbons is likely to occur by these or other mechanisms. The difficulty of removing hydrocarbons from permafrost terrain underscores the legal (under the Protocol on Environmental Protection to the Antarctic Treaty) and ethical responsibility of all operators to avoid their release into the Antarctic wilderness, including the areas that have been subject to earlier impacts. A no-action approach might in some cases be the best option available to deal with contaminants in freezing ground, but it is not acceptable unless it is preceded by the thoughtful consideration of all other alternatives. Ultimately, there is a need to find environmentally friendly alternatives to using fossil fuels as the primary source of energy in Antarctic stations.

The cemetery at Whalers Bay, Deception Island, was the largest in the Antarctic prior to being partially buried and partially washed away during a volcanic eruption in 1969. In 2002 a wooden cross at Argentina's Decepción Station was identified as being that of the Norwegian whaler Peder Knapstad. It was removed, secured in a base, and re-erected at Whalers Bay.

SCAR Executive Committee Meeting Brest, France, 11–15 July 2003

Joint Meeting of the SCAR and COMNAP Executive Committees Brest, France, 11 July 2003

SCAR Prince of Asturias Fellowship Awards