NEWS

News in this edition:
42-01. Ice Curtails Marambio Fly-Sail Operations.
42-02. Wave Damages 'Bremen' Bridge, Causes Diversion.
42-03. Kayakers Reach Adelaide Island, Complete Journey.
42-04. Crossing Attempt Abandoned, Pair Flown To Ross Island.
42-05. NAE 'Well Organised', Achieved All Aims, Say Trekkers.
42-06. Adventurer Flies Home, Full Recovery Expected.
42-07. 'Spirit of Sydney' Returns To Australia.
42-08. Mir De-Orbit Expedition Sets Out Plans.
42-09. East Antarctic Overflight Season Ends.
42-10. Book Details 1991 Hovgaard Island Winter.
42-11. Coming Events Relevant to Non-Government Activities.

IN READING PLEASE NOTE: This newsletter is produced in the interest of improved information sharing in the Antarctic and sub-Antarctic community. Inclusion of information in it should not be taken to imply endorsement, by the publishers of ANAN News, of any company, program or associated activity that is listed, nor that the activity has necessarily completed all environmental impact assessments required under the legislation of the 'home' nation concerned.

Fly-sail tourist operations planned for the north-eastern Antarctic Peninsula region over the last week were curtailed when pack ice prevented the four yachts involved from reaching Seymour Island to pick up passengers. The problems encountered by the operation, which involved feeder flights between Ushuaia and Argentina's national program station Marambio on Seymour Island, are believed to have resulted in up to seventy tourists making brief one-day visits to Marambio, rather than the five day venture originally proposed (ANAN-31/01, 27 September 2000).

Pre-season planning called for an Argentine Air Force C-130 'Hercules' aircraft to fly yacht passengers to and from the Marambio runway on Seymour Island on 20, 24 and 28 February. The sailing part of the venture was to consist of two, four day segments each involving different groups of tourists, the first operating from Marambio from 20-24 February, and the second from 24-28 February. The flights, which took place as a charter operation for Ushuaia-based tour operator All Patagonia, were to carry tourists south on the 20th and 24th, and fly them north on the 24th and 28th.

All Patagonia's first group of clients were flown into Marambio on 20 February as scheduled, however the yachts were unable to get closer than fifty kilometres to Seymour Island. While precise details of ice conditions in Erebus and Terror Gulf north of the island are not available at this time, last week's U.S. national ice centre analysis suggests that first year ice 30-120 cm in thickness and of 9-10 tenths concentration, was present in the area.

It is understood that once the yacht situation became clear the tourists who arrived at Marambio on the 20th were flown back to Ushuaia late that day, while the yachts retreated to Argentina's Esperanza station at Hope Bay on the north-east tip of the Peninsula to await the second phase of the operation. Ice conditions did not clear however and phase two was also cancelled, and although it cannot be confimed at this stage it is understood that the tourists involved were also flown to Marambio for the day. It seems probable that the third flight on the 28th was cancelled.

Orginally four yachts were to have been involved in the fly-sail operation, although at one stage All Patagonia indicated that it was engaged in negotiations with at least six (ANAN-34/11, 8 November 2000). The four craft that took part in this week's operation were the 'Sarah W. Vorwerk' (ANAN-31/02, 27 September 2000), 'Golden Fleece' (ANAN-21/03, 10 May 2000), 'Fernande' and 'Kotick I'.

The problems that the fly-sail operation exprienced illustrate the difficulties and uncertainties that are part and parcel of Antarctic operations. Previous ANAN reports have focused on the problems that are inherent in maintaining 'scheduled' flights to Marambio given the delays that often occur due to weather (ANAN-31/01, 27 September 2000), however on this occasion at least the flights were able to operate on time. The 20-28 February time frame was no doubt set to minimise the chances of ice being a problem, however it appears that winter may have come early to the Erebus and Terror Gulf region this year.

All Patagonia told ANAN late last year that in addition to fly-sail operations they were working on a fly-cruise operation into Marambio that involved an un-named, but U.S. linked, ice strengthened vessel capable of carrying up to eighty passengers (ANAN-34/03, 8 November 2000). It has not been possible to obtain any further information on that venture at this time and no announcement about it has been made by the company.

There have also been rumours over the last few months that a 'hotel' or 'study centre' concept was being developed for Marambio, however ANAN has been told that the Government of Tierra del Fuego in Argentina has received no formal proposals for a private tourist operation at either Marambio or any other Argentine Antarctic Station.

[ANAN-42/01]

TO THE TOP

The tourist vessel 'Bremen' broadcast an automatic 'mayday' message on 22 February when a large wave broke windows on its bridge causing as yet unspecified damage to ship systems, and leading to control of the vessel being lost for a short period. No one was reported to have been injured in the incident, and although temporary repairs were quickly made and control restored, the damage and delay was sufficient for the vessel to divert to Buenos Aires, Argentina, rather than continue to its original destination, Rio de Janerio, Brazil.

'Bremen' was on the last leg of its second and final voyage of the 2000-01 Antarctic season at the time of the incident, having previously completed a semi-circumnavigation from New Zealand (ANAN-37/06, 20 December 2000). The U.K. national program vessel 'Ernest Shackleton', which was just under a day's travel away, is believed to have responded to the emergency call and to have monitored the situation until 'Bremen' was able to effect temporary repairs.

The incident occured some 950 km north-west of South Georgia, as a Low pressure system rapidly intensified very close to Bremen's position. This resulted in a very tightpressure gradient being generated over the area, and a meteorologist contacted by ANAN estimates that mean wind speeds at the time could have been in the order of 40-50 knots with gusts to 50-65 knots.

While the winds were very strong, the Low does not appear to have been a particularly unusual South Atlantic system, however waves generated by the winds are thought likely to have been between nine to fourteen metres for six to nine hours. This was more than enough for water to reach the level of Bremen's bridge which is well forward and is about twelve metres above sea level in normal conditions.

The 6,752 tonne, 111 m long ship, which is capable of carrying up to 164 passengers, had 137 tourists on board at the time of the incident. It had left Ushuaia, Argentina, on 10 February, the same day that it had arrived there from New Zealand, and had travelled to northern areas of the Antarctic Peninsula, the South Orkney Islands, and South Georgia, before leaving the latter on 20 February on what was to have been a five and a half day transit to Rio'; encountering the storm a day and a half later.

The tour ship's operator, the German company Hapag Lloyd, told ANAN that because of the damage and the slow speed of the vessel in what were "very rough seas", it had been decided to divert it to Buenos Aires as it was closer than Rio. Passengers disembarked in the Argentine capital yesterday and repairs will be made to bridge equipment there prior its departure for summer operations in the northern hemisphere.

'Bremen', whose original name was 'Frontier Spirit', has been operating in Antarctic waters each austral summer since 1989.

[ANAN-42/02]

TO THE TOP

Kayakers Graham Charles, Marcus Waters and Mark Jones completed their five week, 700 km self-supported kayaking journey down the western side of the Antarctic Peninsula when they reached the northern tip of Adelaide Island on 19 February.

The trio left the Ukranian national program station Vernadsky to start the final leg of their venture on 5 February (ANAN-41/08, 14 February 2001), three weeks after the kayaking journey commenced at Hope Bay in the north-east of the Antarctic Peninsula on 17 January (ANAN-40/05, 31 January 2001).

Few details are available about their activities between Vernadsky and Adelaide Island, although the expedition web site reports "some good drama" with "difficult landings" in surf, the need to repair one of the boats, the near swamping of one of their overnight camps after a large wave was generated by the collapse of an iceberg, and some "very long, exposed crossings" during which they waited 'for katabatics to wisk [them] out the sea".

One of the longest days occured after the three men crossed the Antarctic Circle on 18 February, as they pushed on with a seventeen hour, ninety kilometre, overnight paddle to the end of their journey at Adelaide Island. It was reported to have been "very cold" that night and the three were said to have been "totally encased in ice except [for their] arms where the movement kept the ice from forming", while up to a centimetre of ice built up on the kayaks, and their progress was slow for the sea was starting to freeze and they had to paddle through grease ice.

Sometime soon after their arrival at Adelaide Island the kayakers made contact with the tour ship 'Explorer', which is operated by the U.S. company Abercrombie and Kent. The ship was able to forward a report on the kayakers to their headquarters in New Zealand, thus breaking a two week silence on their whereabouts. 'Explorer' also offered to carry the men and their boats northwards, and they travelled on it to Port Lockroy 300 km to the north, arriving there on 21 February. This transport was very important as the commercially operated yacht 'Tooluka' which was to have picked them up further south, had been delayed by bad weather crossing the Drake Passage.

'Tooluka' had left Ushuaia, Argentina, on 12 February to pick up the three men and had a film crew on board whose task is to make a documentary of the kayaker's Peninsula journey for television (ANAN-35/06, 22 November 2000). The trio transferred to the yacht from 'Explorer' at Port Lockroy, and the last week has been spent filming in the lead up to departure for Ushuaia sometime over the last few days. 'Tooluka' is due in Ushuaia around 5 March and Charles, Waters and Jones are expected to return to New Zealand by air soon after.

[ANAN-42/03]

TO THE TOP

Ann Bancroft and Liv Arnesen abandoned their trans-Antarctic attempt on 15 February 770 km from their Ross Island goal after continuing light winds made it impossible for them to complete the journey before the end of the austral summer season (ANAN-41/06, 14 February 2001). The pair, who were subsequently picked up and flown to Ross Island where their ship 'Sir Hubert Wilkins' was waiting, are expected to arrive in Hobart, Australia, early next week.

The two women were foiled in their attempt to cross the continent by frequent periods of light winds. During the ninety four days they trekked from Dronning Maud Land, Ann and Liv travelled 2,747 km at an average of twenty nine kilometres per day, six less than that required when they set out on 14 October. Winds sufficient to sustain the use of parasails were only present on twenty-six days, daily distances in excess of fifty kilometres being made on nineteen, and in the vicinity of 100 km on six days; the best day's travel being 123 km on 15 January as the pair approached the South Geographic Pole (ANAN-39/08, 17 January 2001). Over the three months of their journey the two women only had nine days rest, most enforced by bad weather, but once to make repairs to one of their parasails, and once at the Pole itself.

After completing the descent of the Shackleton Glacier on 12 February, Ann and Liv had to average almost 100 km a day if they were to reach Ross Island prior to the departure of their ship; a feat that could only be achieved if the winds and general weather allowed them to use their parasails consistently over an eight day period (ANAN-41/06, 14 February 2001). Conditions remained near calm for several days however and after a few days of uncertainty, and with less than a week left before 'Sir Hubert Wilkins' had to head north, the decision to abandon their trek was finally made on 15 February.

Following a delay due to poor weather in the Shackleton Glacier area, a Twin Otter from commercial air operator Adventure Network International (ANI) made the 1,250 km flight from ANI's Patriot Hills, Ellsworth Land, facility late on 16 February to pick up the two women and fly them to Ross Island where the ship had been waiting at Cape Evans since its arrival there on the 17th.

After landing at the trekker's camp following a seven hour flight, the weather again deteriorated and the aircraft and its crew had to wait with the two women for a day while conditions improved both there and at Ross Island. The final three and a half hour flight to Ross Island was eventually made on the afternoon of 18 February, the Twin Otter arriving just before the weather again deteriorated.

After a sixteen hour wait at McMurdo station, Bancroft and Arnesen were flown from there to the 'Sir Hubert Wilkins' by its Hughes 300 helicopter on the 19th. Their sleds, camping gear and other equipment, which were flown to the ship in a net slung underneath the helicopter soon after, were damaged when they fell some sixty metres to the ice after the load 'twisted itself off the non-swivelling hook' .

After visits to the historic huts at Capes Royds and Evans, 'Sir Hubert Wilkins' finally left Ross Island on 20 February, making the journey northwards through sometimes heavy ice conditions to the outer ice edge in three days; the same time it took on the southward leg of the voyage to Ross Island. The vessel, which was been in regular contact with other ships in the region to obtain ice information, is to visit sub-Antarctic Macquarie Island tommorrow en route to Hobart.

Following delivery of the two trekkers to Ross Island the Twin Otter returned to the Patriot Hills, and ANI's camp there was closed down after sixteen weeks of operation.

[ANAN-42/04]

TO THE TOP

Norwegian Antarctic Expedition (NAE) trekkers Eirik Sønneland and Rolf Bae, who completed a 105 day, 3,800 km unsupported crossing of Antarctica on 5 February, say that their venture was "very well organised and carefully planned" and that all the aims set for it prior to their departure from Norway have been achieved (ANAN-41/02, 14 February 2001). Despite their success the pair acknowledge however that there were some "problems with the dissemination of information about their plans" and that there are likely to be "some useful lessons" that can be learnt from their experiences.

Sønneland and Bae told ANAN in an interview that they were concerned about "setting the record straight" on criticisms in some quarters, and reports in ANAN, which they say have detracted from their significant achievement (ANAN-41/04, 14 February 2001). They pointed out that they had "finish the trek unsupported and without injury", that they remain firm friends, and that "meticulous planning and training" saw them arrive at Ross Island with ten days of food and supplies left.

The two men said that they had missed the tour ship 'Kapitan Khlebnikov' because of the "very unusual windless nature of the 2000-01 season" (ANAN-40/03, 31 January 2001). Prior to setting out from Troll they estimated after "a careful study of meteorological records", including data from the automatic weather stations in the interior of the continent, that the crossing would take 85-95 days. This was they believed sufficient to reach Ross Island by 20 January at the latest, and a full ten days before 'Khlebnikov' was due to depart. The two men considered that "to be a sufficient margin", pointing out in particular that in 1997-98 Alain Hubert and Dixie Dansercoer, the only others to have made a ski-sail crossing from Dronning Maud Land, took 97 days.

The two men said that while they did not have a formal agreement with U.S. tour company Quark for travel from Ross Island on board the 'Khlebnikov', they had reached what they considered a "clear understanding" with the company prior to departing from Troll that they could be accommodated on the ship (ANAN-39/09, 17 January 2001). Quark told ANAN late last month however that no formal agreement for such passage had been reached with the NAE, that correspondence with the pair was limited, and that the inability of the ship to wait should the trekkers be late arriving at Ross Island was made clear to them (ANAN-40/04, 31 January 2001).

Eirik stressed that he and his companion were "well aware of U.S. and New Zealand national program views" of the need for "expeditions such as ours to be self-sufficient in all ways", and that they are sorry about the "difficulties that resulted" from their missing 'Khlebnikov". Because of the ten day margin they considered that there was no need to arrange alternate means of transport from Ross Island, and said that to their knowledge "no other similar expedition has considered such a back up" and that "it was not possible to plan for every possible contingency" in an expedition's program. They also said that others who had made the full crossing such as Borge Ousland, Hubert and Dansercoer had "been flown from Ross Island to New Zealand with governmental assistance".

The two men confirmed previous reports that their aim before they left Norway was to try and complete a crossing of Antarctica. Sønneland told ANAN that when they first discussed the NAE three years ago their objective, apart from undertaking the first Norwegian winterover on the continent for forty years, was only to trek to the Pole (ANAN-27/02, 2 August 2000). Following a suggestion from one of their support group more than a year before they left home however, they decided that if they were going to winter it should be used as a spring board for a full crossing of the continent if the circumstances allowed. They concluded after discussions with those who had crossing experience however that while they would prepare for such a venture, they would not make a final decision about it until they saw "how we survived the winter" at Troll station.

Given that they decided to "keep their larger plans a secret" in part also so as to "surprise everyone in the same manner as Amundsen in 1911 should it all come off". They claim however that as required under the terms of the Norwegian permit issued for the expedition, and contrary to other reports ANAN has received, that they "spoke to [a Norwegian government representative] about our crossing plans at the end of summer and prior to the [start of the austral 2000] winter period" (ANAN-41/04, 14 February 2001). Both men had spent the 1999-2000 austral summer working as members of the Norwegian national program operation in Troll region in the lead up to the winter period (ANAN-27/03, 2 August 2000).

The two men rejected suggestions that search and rescue (SAR) cover was not appropriately organised for the expedition, pointing out that they had a $US350,000 policy from Lloyds of London for the costs of any SAR operation, which was a level of cover recommended by U.K. based commercial air operator Adventure Network International (ANI). The policy was, according to Eirik, "one of the most difficult parts of the expedition to arrange" and it was checked by Norwegian authorities in 1999 before they left Norway and "they considered it satisfactory".

It appears from advice ANAN has received from elsewhere however, that that Norwegian government assessment was made on the basis that the traverse was to terminate at the Pole, and that the trekkers were to be flown from there by ANI. Those who inspected the Lloyds' policy apparently not knowing that a crossing might be attempted, a fact which is not disputed by the NAE pair.

Despite ANI's basic advice regarding insurance, Sønneland conceeds that "despite efforts right up until we left Troll" last October (ANAN-33/07, 25 October 2001), no agreement was ever concluded with ANI. While hewould not be drawn on the details it appears that this was because the NAE could not afford the costs involved in the air operator keeping a watch on their progress. ANI normally commences a SAR operation for groups that utilise its services if they have not reported in after a specificed period of time. If it had had responsibility for the NAE it is difficult to gauge how ANI could have responded in practice given that Eirik and Rolf's communications were so limited, that few if any position reports were available from the pair, and that the resultant size of any search area could have been very large.

In reply to a question about communications, Sønneland told ANAN that while they had problems with their Orbcomm satellite communications equipment, he would have to wait until he spoke in detail with NAE headquarters personnel in Norway before he could be sure precisely what information was, or what was not, received in Norway. There has been some criticism of the role the expedition's headquarters group played, although both trekkers stressed that the final responsibility for any problems that might have been experienced lay with themselves.

Rolf Bae confirmed that three Orbcomm units were carried during their trek, two which had full message send and receive modes, and one that was configured "for sending position only" information (ANAN-32/06, 11 October 2000). He said that the two main units appear to have been significantly effected by the cold on the high plateau, and that "despite their best efforts" problems were continually experienced with them. Rolf could not explain however just why position information >from the third unit had only been received spasmodically up until it became unservicable on the Axel Heiberg Glacier when its anteannae was torn off (ANAN-41/02, 14 February 2001).

According to Bae the first full Orbcomm unit went down within a few weeks of their departure from Troll, and the other was carefully nursed to keep it going; the men stopping for the day on four occassions when winds were light to try and send and receive messages. Sønneland said that he and Bae had tested the system frequently during the winter period at Troll and that after initial problems due to the system's idiosyncrasies, they both became very proficient with it and are confident that "operator error" was not a factor in the problems they later experienced. He also confirmed earlier reports that although they knew they "had a problem with communications", they did not seek assistance when at the Pole as they did not wish to loose their "unsupported status" (ANAN-39/09, 17 January 2001).

An emergency 'Satfind' locator beacon was carried by each man across the continent. Eirik says that they "had been tested extensively throughout the winter and provided position reports that were accurate to within ten kilometres".

The NAE pair made their comments in an interview with ANAN prior to leaving for Norway today by air. They had arrived in Bluff, New Zealand last Saturday on board the tourist ship 'Akademic Shokalskiy' after an eleven day voyage from Antarctica (ANAN-41/03, 14 February 2001). ANAN has attempted on numerous occasions to obtain NAE's views of various issues over the last six weeks but with little response until now.

Images of Eirik and Rolf's acivities were posted this week on New Zealander Steven McLachlan's web site.

[ANAN-42/05]

TO THE TOP

Peter Bland, the Australian adventurer who was serious injured following an avalanche in the Antarctic Peninsula on 30 January, flew home from Chile on 18 February and after a week in a Melbourne hospital is now recuperating at his home (ANAN-41/01, 14 February 2001).

Bland, who suffered a fractured skull, ribs, pelvis and foot in a fifteen metre fall, is according to his press agent making good progress, although it will be "a good couple of months" before he gets back to full health. While the breaks will take some time to heal his speech, which was effected as a result of the head injuries he suffered, has now returned to normal, and doctors expect him to eventually make a full recovery from his injuries.

[ANAN-42/06]

TO THE TOP

The Australian yacht 'Spirit of Sydney' returned to Hobart, Australia, on 21 February after a slow three week voyage across the Southern Ocean following her besetment off Adelie Land late last month (ANAN-40/02, 31 January 2001). It is estimated that it will take up to eight weeks to repair the hull punctures, rudder and motor damage that resulted from its encounter with ice. Yacht skipper Chris Roberts was quoted by a Hobart newspaper as saying on his arrival there that he and his nine companions "had an argument with nature" and that they were "very, very, very lucky".

[ANAN-42/07]

TO THE TOP

A private airborne 'expedition' which hopes to observe the re-entry of Russia's Mir space station from high over sub-Antarctic waters between New Zealand and South America in the middle of next month is now actively seeking bookings and recently established a web site in order to provide potential participants with information (ANAN-41/15, 14 February 2001).

MirReentry.com is now "accepting names" from persons who wish to participate in the expedition and if there is enough demand, "plans to charter a larger aircraft" for the operation. Expedition plans now call for participants to gather in Los Angeles in the south-west of the U.S. and their "large bodied" aircraft would fly from there to Tahiti in the tropical South Pacific the day before re-entry is finally scheduled. The aircraft would fly some four hours south of Tahiti on the day of the event on what is being called the 'Mir Reentry Observation Expedition'. No mention is made on the web site of the costs involved ex Los Angeles.

Recent information released by the Russian space authorities puts the de-orbit date as "12 March plus or minus four days". It is believed operations for the actual operation will begin when the station's orbit decays to an altitude of 250 km. Two days will be needed to bring down Mir, a series of burns from the Progress M1 cargo vessel that recently docked with the station starting the procedure, before a longer and final burn starts the actual re-entry sequence.

If the space station is not brought down by the Progress for some reason its orbit is such that it will re-enter very soon anyway through natural forces, current predictions putting that time as somewhere between 31 March and 5 April. Such a re-entry would probably be uncontrolled and could occur anywhere between Latitudes 52° North and South, hence the need to try and bring the space complex down in a 'controlled' manner sometime next month.

[ANAN-42/08]

TO THE TOP

The last tourist overflight of East Antarctic coastal regions for the 2000-01 season was conducted from Australia on 11 February. A total of six flights were organised by the Australian company Croydon Travel using Boeing 747-400 aircraft chartered from Qantas over the past three and a half months, 1,700 passengers and 84 crew taking part (ANAN-33/14, 25 October 2000).

Croydon Travel commenced the current series of flights in the 1994-95 season, and since then fifty-eight overflights have carried over 20,000 passengers and 1,200 crew members over coastal regions between Russia's Mirny station in Wilhelm II Land in the west and the Cape Washington area of Victoria Land.

Further flights are currently planned in 2001-02 although the number planned is currently not known.

[ANAN-42/09]

TO THE TOP

International Marine, which is a division of McGraw-Hill group of companies in the U.S. have just issued a reprint of the 1998 book 'Time on Ice - A Winter Voyage to Antarctica' by Deborah Shapiro and Rolf Bjelke. The 290 page book details the year the pair spent on board their twelve metre yacht 'Northern Light' at Hovgaard Island in the central west of the Antarctic Peninsula in 1991-92. International Marine is located in Camden, Maine. The hard cover's ISBN is 0-07-006399-0 and the paperback version 0-07-135322-4. The year 2000 paperback edition costs around $US17 depending on where you are. 

[ANAN-42/10]

TO THE TOP

YEAR 2001

13-14 March (Cape Town, South Africa).
IHO Hydrographic Committee for Antarctica.
Contact: dir2@ihb.mc (Commodore John Leech)

28 May-8 June (St Petersburg, Russia)[Dates to be confirmed]
Antarctic Treaty Consultative Meeting XXIV

9-12 July (Washington, D.C., United States).
IAATO year 2001 annual meeting.
Contact: iaato@iaato.org (Denise Landau)(invitation required).

10-21 July (Tokyo, Japan)
XXVI SCAR (Scientific Committee for Antarctic Research)

17-21 July (St Petersburg, Russia).
Antarctic Geodesy Symposium 2001.
Contact: aerogeodezia@actor.ru (Dr Alexander Yuskevitch)

20-24 August (Amsterdam, The Netherlands)
COMNAP XIII (including the sub-committee on Tourism and Non-Government Operations).
Contact: jsayers@comnap.aq (Jack Sayers).

September [Dates to be finalised] (Brittany, France)
Second international exhibition for polar philately.
Contact: PHILEXPOLE, 24 rue du Renard, 75004 Paris, France

YEAR 2002

30 January 2002 (King George Island, Antarctica)
Fifth Antarctic Marathon and Half Marathon.
Contact: marathon@shore.net (Thom Gilligan)

July [Dates/location to be set] (Europe).
IAATO year 2002 annual meeting.
Contact: iaato@iaato.org (Denise Landau)(invitation required).

13-18 July (Shanghai, China)
COMNAP XIV (including the sub-committee on Tourism and Non-Government Operations).
Contact: jsayers@comnap.aq (Jack Sayers).

YEAR 2003

July [Dates to be set] (Seattle, United States).
IAATO year 2003 annual meeting.
Contact: iaato@iaato.org (Denise Landau)(invitation required).

[ANAN-42/11]

TO THE TOP