user trials with novel light oversnow vehicles in the canadian

Defence Research andDevelopment Canada

Recherche et developpementpour la defense Canada

User Trials with Novel Light Oversnow Vehicles in the Canadian

Arctic

Participation in OP Nunalivut 2016

J Giesbrecht

DRDC – Suffield Research Centre

B Fairbrother


Defence Research and Development Canada

Scientific Report

DRDC-RDDC-2016-R216

November 2016

User Trials with Novel Light Oversnow

Vehicles in the Canadian ArcticParticipation in OP Nunalivut 2016

J Giesbrecht


B Fairbrother


Defence Research and Development CanadaScientific Report

DRDC-RDDC-2016-R216

November 2016

c⃝ Her Majesty the Queen in Right of Canada, as represented by the Minister of NationalDefence, 2016

c⃝ Sa Majesté la Reine (en droit du Canada), telle que réprésentée par le ministre de laDéfense nationale, 2016

Abstract

In April 2016, DRDC conducted user trials with three types of novel Light Over-SnowVehicles (LOSV) near Resolute Bay, NU. The purpose was to investigate new ways ofoperating in the north by testing the DEW D900 diesel powered snowmobile, as wellas two enclosed cab tracked all-terrain vehicles (the Polaris Rampage and the ArgoDOAMV). These trials were conducted as part of the Canadian Armed Forces (CAF)Op Nunalivut 2016, deploying to an austere bivouac on Little Cornwallis Island,investigating roles such as long-range patrol, logistics, command and control, andcasualty evacuation. Trial data was gathered through the use of subjective feedbackfrom soldiers operating the vehicles, as well as by metrics such as distance travelled,fuel economy, speed, etc. It was found that there is utility in the Arctic for boththe diesel snowmobile and the enclosed cab tracked vehicles, and that the mobility ofboth the DEW D900 and Polaris Rampage was adequate for these types of operations.However, it was also clear that there are drawbacks of both types when comparedwith conventional snowmobiles.

Significance for Defence and Security

Current winter ground CAF operations in the north of Canada are normally con-ducted using standard gasoline snowmobiles (or LOSVs). These trials found thatthere is potential for diesel snowmobiles to enhance these operations by improvingtowing capability and fuel economy/range at the expense of a heavier and less ma-noeuverable machine. There is also the capability to have this snowmobile act as anelectrical generator to supply camp power, eliminating the need for external genera-tors to power communications equipment, etc.

This study also found that an enclosed cab vehicle can provide a safe, sheltered envi-ronment to conduct navigation, communication and command and control activities.There is potential for these enclosed cab vehicles such as the Rampage to partiallyreplace the capability loss due to the obsolescence of the BV206, while providing im-proved mobility in many respects. This study can be used as a baseline for the futureprocurement of a new class of vehicles for operation in the Canadian Arctic.

DRDC-RDDC-2016-R216 i

Résumé

En avril 2016, RDDC a soumis trois types de motoneiges à des essais dŠutilisation,près de Resolute Bay (Nt). Ces essais visaient à étudier de nouvelles façons de fairedans le Nord en mettant à lŠépreuve la motoneige diésel DEW D900, ainsi que deuxvéhicules tout terrain chenillés à cabine fermée (Polaris Rampage et véhicule arctiquedŠopérations nationales ARGO DOAMV). Les essais ont été réalisés en 2016, dans lecadre de lŠopération Nunalivut des Forces armées canadiennes (FAC), dans un bivouacaustère aménagé dans la Petite île Cornwallis, aĄn dŠétudier le rôle des véhicules (pa-trouille à long rayon dŠaction, logistique, commandement et contrôle, évacuation despertes, etc.). Des données dŠessais ont été recueillies grâce à la rétroaction subjectivede soldats ayant conduit les véhicules et dŠaprès des paramètres comme la distanceparcourue, lŠéconomie de carburant et la vitesse. On a constaté que la motoneigediésel , de même que les véhicules chenillés à cabine fermée avaient leur utilité danslŠArctique, et que les modèles DEW D900 et Polaris Rampage possédaient la mobi-lité convenant à ces types dŠopérations. Toutefois, il était évident que les deux typesprésentaient certains inconvénients en comparaison des motoneiges classiques.

Importance pour la défense et la sécurité

Dans le Nord du Canada, les opérations terrestres hivernales courantes des FAC sontgénéralement menées au moyen de motoneiges à essence standard. Les essais efectuésont permis de constater que ces opérations pourraient être améliorées en remplaçantles véhicules plus lourds et moins maniables par des motoneiges diésel, aĄn dŠac-croître la capacité de remorquage et lŠéconomie de carburant/la portée. Ils ont aussimontré que les motoneiges pouvaient servir à produire du courant pour alimenter lecamp, éliminant de ce fait le recours aux générateurs externes pour lŠéquipement decommunication. Ils ont également indiqué que les véhicules à cabine fermée consti-tuaient un abri sûr pour se livrer à des activités de navigation, de communication, decommandement et contrôle, et que ceux de type Rampage, entre autres, pourraientpartiellement combler la perte de capacité entraînée par lŠobsolescence des BV206tout en améliorant la mobilité à de nombreux égards. EnĄn, ils peuvent servir defondement à lŠacquisition future dŠun nouveau type de véhicule pour les opérationsdans lŠArctique canadien.

ii DRDC-RDDC-2016-R216

Table of Contents

Abstract . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i

SigniĄcance for Defence and Security . . . . . . . . . . . . . . . . . . . . . . . i

Résumé . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii

Importance pour la défense et la sécurité . . . . . . . . . . . . . . . . . . . . . ii

Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii

List of Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . v

List of Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vi

1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.1 CAF Arctic Operations . . . . . . . . . . . . . . . . . . . . . . . . . 3

1.2 Op Nunalivut 2016 . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

2 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

2.1 Tracked Enclosed Cab Vehicles for Arctic Operations . . . . . . . . . 8

2.2 Potential Applications of Tracked Vehicles in the Arctic . . . . . . . 9

2.3 Diesel and Gasoline Engines . . . . . . . . . . . . . . . . . . . . . . 12

3 Vehicles and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

3.1 DEW D900 Snowmobile . . . . . . . . . . . . . . . . . . . . . . . . . 13

3.2 Argo DOAMV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

3.3 Polaris Rampage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

4 Conduct of Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

4.1 Trials around Resolute Bay . . . . . . . . . . . . . . . . . . . . . . . 22

4.2 Deployment to Little Cornwallis Island . . . . . . . . . . . . . . . . 26

5 Results Ű DEW D900 Snowmobile . . . . . . . . . . . . . . . . . . . . . . . 32

6 Results Ű Argo ATV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

DRDC-RDDC-2016-R216 iii

7 Results Ű Rampage ATV . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

7.1 Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

7.2 Mobility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

7.3 Fuel Economy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

7.4 Durability and Maintainability . . . . . . . . . . . . . . . . . . . . . 39

7.5 Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

7.5.1 Long Range Patrol . . . . . . . . . . . . . . . . . . . . . . . 39

7.5.2 Logistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

7.5.3 Communications/Command and Control . . . . . . . . . . . 40

7.5.4 Casualty Evacuation . . . . . . . . . . . . . . . . . . . . . . 42

7.5.5 Other Applications . . . . . . . . . . . . . . . . . . . . . . . 43

8 Summary of Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

9 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

List of Acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

Annex A: Typical CAF Load for Arctic Long-Range Patrol . . . . . . . . . . 51

Annex B: DEW D900 Brochure . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Annex C: DEW D900 Feedback Results . . . . . . . . . . . . . . . . . . . . . 55

Annex D: DEW D900 DeĄciencies Noted . . . . . . . . . . . . . . . . . . . . . 59

Annex E: Argo DOAMV Brochure . . . . . . . . . . . . . . . . . . . . . . . . 61

Annex F: Argo DOAMV Feedback Results . . . . . . . . . . . . . . . . . . . 65

Annex G: Argo DOAMV DeĄciencies Noted . . . . . . . . . . . . . . . . . . . 69

Annex H: Polaris Rampage Feedback Results . . . . . . . . . . . . . . . . . . 71

Annex I: Polaris Rampage DeĄciencies Noted . . . . . . . . . . . . . . . . . . 79

iv DRDC-RDDC-2016-R216

List of Figures

Figure 1: Test vehicles. (Photos: Janice Lang, DRDC). . . . . . . . . . . . . 2

Figure 2: Standard means of land travel in the Arctic. . . . . . . . . . . . . 4

Figure 3: CC-138 Twin Otter. (Photo: Janice Lang, DRDC). . . . . . . . . . 5

Figure 4: CAF BV206. (Photo: Janice Lang, DRDC). . . . . . . . . . . . . 5

Figure 5: Location of Op Nunalivut 2016. . . . . . . . . . . . . . . . . . . . 7

Figure 6: Loaded komatik. (Photo: Janice Lang, DRDC). . . . . . . . . . . 10

Figure 7: Details of DEW D900 snowmobile. . . . . . . . . . . . . . . . . . 14

Figure 8: Details of DEW D900 snowmobile. . . . . . . . . . . . . . . . . . 15

Figure 9: Argo DOAMV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Figure 10: Details of Argo DOAMV. . . . . . . . . . . . . . . . . . . . . . . . 17

Figure 11: Vehicle hull and suspension. (Photo: Janice Lang, DRDC). . . . . 19

Figure 12: Rampage Vehicle with litter mount for casualty evacuation. . . . . 20

Figure 13: Details of Rampage Vehicles. (Photos: Janice Lang, DRDC). . . . 21

Figure 14: Terrain encountered around Resolute Bay. (Photos: Janice Lang,DRDC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Figure 15: Test routes used around Resolute Bay. . . . . . . . . . . . . . . . 25

Figure 16: Vehicle convoy moving to Little Cornwallis Island. . . . . . . . . . 27

Figure 17: Vehicle convoy moving to Little Cornwallis Island. (Photos: JaniceLang, DRDC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Figure 18: Route to Little Cornwallis Island. . . . . . . . . . . . . . . . . . . 29

Figure 19: Austere bivouac at Little Cornwallis Island. (Photos: Janice Lang,DRDC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Figure 20: Loading a Rampage on the US LC-130H Hercules. (Photo: CplParks, Joint Task Force North). . . . . . . . . . . . . . . . . . . . 31

DRDC-RDDC-2016-R216 v

Figure 21: Recovery of DEW D900 in rugged sea ice. . . . . . . . . . . . . . 34

Figure 22: Rampage towing an Argo trailer for load carriage to LittleCornwallis Island. (Photo: Janice Lang, DRDC). . . . . . . . . . . 36

Figure 23: Mobility on sea ice. (Photo: Janice Lang, DRDC). . . . . . . . . . 38

Figure 24: Rampage towing an Argo trailer for load carriage to LittleCornwallis Island. (Photo: Janice Lang, DRDC). . . . . . . . . . . 41

Figure 25: Testing the Rampage for casualty evacuation. (Photo: JaniceLang, DRDC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Figure 26: Rampage being used to recover a stuck vehicle. (Photos: JaniceLang, DRDC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

List of Tables

Table 1: Summary of Key Evaluation Criteria. . . . . . . . . . . . . . . . . 45

vi DRDC-RDDC-2016-R216

1 Introduction

This document describes the results of Experiment #4 of the 2016 Canadian ArmedForces Joint Arctic Experiment (CAFJAE). The broad goal of this activity was todetermine the suitability of three novel types of Light Over Snow Vehicles in the Arcticenvironment, and to assess their usefulness in a variety of CAF roles in the Arcticsuch as logistics, long-range patrol, command and control, and casualty evacuation.The experiment was conducted as part of the CAF OP Nunalivut 2016, and wasbased in Resolute Bay, NU from April 1Ű18, 2016.

The trials tested three alternative types of vehicles for use in the Arctic. To ensureenough operational vehicles, two of each of the following were brought to ResoluteBay for testing:

• DEW Engineering D900 snowmobile (Figure 1(a)) - A conventional snowmobileplatform and form factor that uses a diesel engine as opposed to the gasolineengines that power commercially available snowmobiles. Diesel engines oferthe potential for greater fuel economy and better power for towing heavy loads.They also may be better suited to serve as electrical generators for camp power.Twenty of these vehicles were purchased by the Directorate of Land Require-ments for test and evaluation with Joint Task Force North in Yellowknife.

• Ontario Drive and Gear (ODG) Argo DOAMV (Domestic Operations and Arc-tic Mobility Vehicle, Figure 1(b)) - A wheeled all-terrain vehicle (ATV) thathas been Ątted with a soft sided cab and rubber track system for travel oversoft terrains such as snow. When compared with a standard snowmobile, thisvehicle ofers protection from the elements and greater on-board load capacity.This platform is also amphibious, which may provide greater mobility in otherseasons. Four of these vehicles were purchased by the Directorate of Land Re-quirements for test and evaluation with Joint Task Force North in Yellowknife.

• Polaris Industries Rampage (Figure 1(c)) - A fully tracked ATV capable ofhigh-speed travel with a fully enclosed and heated cab. It is also amphibiouswith on-board load capacity. DRDC owns two of the four existing Rampageprototypes, which were delivered under an ongoing vehicle mobility researchproject.

DRDC-RDDC-2016-R216 1

(a) DEW D900.

(b) ODG Argo DOAMV.

(c) Polaris Rampage.Figure 1: Test vehicles. (Photos: Janice Lang, DRDC).

2 DRDC-RDDC-2016-R216

In using these vehicles as part of Op Nunalivut 2016, the experiment had severalhigh-level goals:

1. Determine and quantify the beneĄts of enclosed cab vehicles for Arctic opera-tions.

2. Determine and quantify the limitations of larger vehicle platforms on winterArctic tundra and sea ice conditions.

3. Identify roles and applications for which larger, enclosed vehicles may be suited.

4. Determine the feasibility and advantages of diesel engine snowmobiles.

5. ReĄne speciĄc Rampage, D900 and Argo DOAMV vehicles to rectify deĄcienciesin their design.

It should be noted that this report contains more information on the Rampage vehiclethan the DEW or Argo vehicles. This is because of the direct DRDC involvement inthe Rampage development. This is also due to the more direct involvement of theDRDC personnel in testing Rampage during this exercise, as opposed to the DEWand Argo vehicles that were tested mostly by CAF personnel.

1.1 CAF Arctic Operations

The Canadian Arctic is a challenging environment for conducting any type of militaryoperation. Lack of local infrastructure and supplies means that everything requiredto conduct an operation must be brought in from the outside. For large aircraft,the long distances between suitable air hubs, frequent high winds, and blowing snowcreate frequent delays to planned Ćights. Smaller aircraft are able to land in remotelocations, but are similarly afected by the weather conditions and vast distances.

On the ground, there are few roads to use for rapid transit between locations, mean-ing that almost all land operations need to be conducted with of-road vehicles. Thepotential for delay in aerial resupply means that many days of supplies must be car-ried over the land. The ideal conditions for travel are encountered in winter, wheresnow covered terrain and frozen sea ice can make for fast travel under ideal condi-tions. However, the short days and cold temperatures create their own challenges.On the land, high winds can sweep the snow away exposing bare rocks unsuitable forsnowmobiles, and steep gullies can bar passage to transit. On the waterways openleads, pressure ridges, and rough multi-year ice can restrict movements.

In other seasons, travel over land can become even more diicult because of extremelyrocky terrains with possible mixed snow and bare terrains. Lakes and ponds that arepassable in winter become obstacles, and channels Ąll with meltwater. In summer,the primary means of ground transport becomes wheeled ATVs.


Current CAF winter overland operations in the Arctic are conducted almost exclu-sively by conventional snowmobile (Figure 2(a)). On a typical patrol or exercise theyare used to transport single or double riders, as well as to tow large quantities offuel, food, water, tents, ammunition, stoves, heaters, and other necessary equipment.Snowmobiles are ideal for transport in the high Arctic because of their high speed, lowfuel consumption, low ground pressure, high towing capacity, and relative simplicity.

Supplies are towed by snowmobiles on wooden komatiks (Figure 2(b)). These woodensleds consist of two main wooden runners with a durable TeĆon or steel runningsurface. The platform of the sled is made up of wooden slats lashed to the mainrunners by nylon rope, rather than by inĆexible screws or nails. This conĄgurationgives komatik sleds the strength to haul hundreds of kilograms of supplies whileremaining Ćexible enough to adapt to rough Arctic terrain, where all other typesof sleds would be broken to pieces by the heavy loads, rocks, and ice of this harshenvironment.

Komatik sleds are normally connected to the towing snowmobile by rope. Ropes arefavored because they are easy to repair and allow a snowmobile to gain momentumand jerk a frozen komatik loose from the ice surface. The downside of using rope-towis that on downhill slopes operators must be able to maintain speeds faster than thekomatik to avoid being hit by the sled. Metal A-frames are sometimes used to attachto the snowmobile with a solid link, but are not favored as they are often damagedby the terrain and diicult to repair in the Ąeld.

(a) Arctic Cat Bearcat Snowmobile.(Photo: Janice Lang, DRDC).

(b) Wooden komatiks. (Photo: PO2 BelindaGroves, Joint Task Force North).

Figure 2: Standard means of land travel in the Arctic.


Another advantage of conventional snowmobiles in the Arctic environment is thatthey are small enough to be deployed and recovered from remote areas via CC-138Twin Otter aircraft (Figure 3). 440 Squadron from Yellowknife maintains four of theseaircraft which are able to take of and land on unprepared snow and ice surfaces,with very short takeof and landing distances, making them the primary means of airtransport in the far north.

Figure 3: CC-138 Twin Otter. (Photo: Janice Lang, DRDC).

The CAF has also uses larger BV206 over-snow vehicles for travel in Arctic regions(Figure 4). These vehicles have low ground pressure for travel over snow and other softterrains, and are amphibious for operations in other seasons. They are able to carryover 6000kg of payload or 17 occupants, and provide protection from the elements.However, these vehicles are obsolescent, and the original 78 vehicles the CAF obtainedin the 1980s are down to a handful of operational units, mostly due to the age of theĆeet and the unavailability of parts. The CAF maintains four of these vehicles inResolute Bay as part of the Arctic Training Center.

Figure 4: CAF BV206. (Photo: Janice Lang, DRDC).


1.2 Op Nunalivut 2016

The most signiĄcant portion of these trials was completed as part of Op Nunalivut, anannual CAF winter exercise conducted in the far north. The exercise goals includedasserting sovereignty in the north, demonstrating the ability to operate in the harshwinter conditions of the high Arctic, and enhancing the ability of the CAF to respondto unplanned situations such as a major air disaster.

More than 230 personnel were involved in Op Nunalivut 2016. The component basedout of Resolute Bay consisted of a command and support component from Joint TaskForce North, as well as a land component which sought to establish an austere bivouacon Little Cornwallis Island, approximately 100km north-west of Resolute Bay (Figure5). This land component was to conduct long-range patrols, survival training, andĄring ranges.

The experimental vehicles used in these trials were deployed as part of this land com-ponent, along with a mixed national and international team, including the following:

• 44 members of India Company, 2 Battalion, Royal Canadian Regiment.

• 31 members of 4th Canadian Division Arctic Response Company Group.

• 13 members of 1st Canadian Ranger Patrol Group.

• 4 observers from the Danish Sirius Patrol.

• 5 observers from the United States Alaska Command.

• 10 members of the United States 109th Airlift Wing of the New York Air Na-tional Guard.

• 2 members of the RCAF Engineers observing the skiway build team.

• 2 CAF Search and Rescue technicians.

• 3 DRDC employees conducting the experimental component.

Once the austere bivouac was established, the land component of Op Nunalivut con-ducted several day-long and overnight patrols. These patrols were platoon and sectionsize, and generally advanced about 25km from the bivouac and returned the sameday, or slept in snow caves constructed in a remote location.

Regular resupply Ćights were conducted by CC-138 Twin Otter Ćights to the austerebivouac at Little Cornwallis Island to maintain necessary levels of fuel, water, andfood, as well as to evacuate injured personnel. An additional capability was providedby the United States 109th Airlift Wing, who constructed a skiway at Little CornwallisIsland, enabling LC-130H Hercules aircraft Ątted with landing skis to conduct Ćightsto the austere bivouac (Figure 20).


Figure 5: Location of Op Nunalivut 2016.


2 Background

2.1 Tracked Enclosed Cab Vehicles for Arctic Operations

Larger tracked vehicles are not commonly used for long-range CAF winter operationsin the far north. When compared with standard open snowmobiles, the larger enclosedcab tracked vehicles such as Argo, Rampage, and BV206 ofer many potential beneĄts:

• Protection from physical harm Ű The vehicles have roll cages to protect oc-cupants from vehicle rollover. In addition, the vehicle hull provides protectionfrom rocks, vegetation, and out-of-control towed loads. The amphibious natureprotects from potential breakthroughs on ice.

• Protection from the elements Ű The heated cab means that operators are not ex-posed to cold and wind on long Arctic travels, reducing the risk of hypothermiaand frostbite. This protection may also allow the occupants to use electronicequipment while travelling, such as navigation or communication software.

• Isolation from rough terrain Ű If equipped with suspension elements, the largertrack dimensions of these vehicles might allow for a smoother ride over rocks, ice,and other obstacles. In addition to physical protection for the occupants, thismay also leave soldiers less fatigued and more able to conduct other activitiesafter travelling.

• Platform for mounting equipment Ű The physical size of the vehicle afordsspace for mounting equipment inside the vehicle, as well as antennas outsidethe vehicle. This allows for the use of higher power radios and satellite radioswhile travelling, instead of having to stop to set up this equipment.

• Electrical power Ű The larger engines, batteries and alternators aford moreelectrical power for higher power radio and satellite communications, or otheritems such as surveillance sensors. This power could also be used as a supply ofcamp power.

• All season mobility Ű Typical snowmobiles require a certain amount of snowcover to operate, with regular wheeled ATVs used in the summer. However,larger tracked vehicles can operate in both summer and winter, and more im-portantly during shoulder seasons where both snow and bare terrain exist.

However, there are also some potential drawbacks to these larger tracked ATVs:

• Cost Ű Larger vehicles are more expensive to purchase than traditional snow-mobiles.

• Complexity Ű Vehicles that contain a mix of more complex components such aselectronics, hydraulics, and advanced drive-trains are inherently more diicult


to repair in the Ąeld. To conduct repairs, larger platforms also require moreheavy-duty tools and equipment.

• Mobility Ű For some terrains, wider, heavier platforms may not be able to travelto the same locations that a smaller snowmobile can. They also may be slowerin certain terrains.

• Deployability/Recoverability Ű Most current snowmobiles can be transportedto remote locations via CC-138 Twin Otter or towed on a komatik. The largervehicles would require deployment from CC-130 aircraft. If using larger aircraft,their size would also reduce the number of vehicles that could be deployed to anorthern location. In case of vehicle breakdown, extraction becomes much morediicult.

• Fuel Consumption Ű Larger vehicles consume signiĄcantly more fuel than smallervehicles for travelling the same distance.

Given these potential beneĄts and drawbacks, these larger vehicles may provide acomplement or an alternative to traditional snowmobiles in some situations. Theymay be better suited to certain types of deployments, such as near air hubs, or forlogistics purposes. They may also be more suited for applications where occupantprotection is more critical, such as search and rescue, or for use in areas and seasonswith mixed types of terrain when neither ATVs or snowmobiles are viable.

2.2 Potential Applications of Tracked Vehicles in the Arctic

These experiments studied the potential for several roles of larger vehicles in Arcticoperations:

Long range patrol

One of the major reasons to deploy a land element for Arctic sovereignty exercises isto conduct long-range patrols. These would typically be conducted as moving smallgroups of personnel in a loop of many tens or even hundreds of kilometers to patrolover as much of the land and sea-ice as possible. As such, the main requirementsfor this application are speed and mobility. In order to travel long distances, anynew type of vehicle for long-range patrols would need to at least keep pace with asnowmobile towing a komatik, and cross the wide variety of terrain that might beencountered.

However, in addition to travelling long distances, a long-range patrol needs to carrylarge quantities of supplies because of the uncertainties of weather and resupply. Ifa blizzard traps a patrol away from camp, they must be able to sustain themselvesfor several days without aid. On-board load carriage of a larger tracked vehicle might


mean that the vehicle wouldnŠt need to tow a komatik, aiding the mobility on theland and sea. However, fuel consumption is also a key consideration, as it would afectthe amount of additional fuel that needs to be cached, delivered, or hauled on thepatrol.

Finally, a heated cab may be an asset for long-range patrols. The ability to usecommunications equipment, digital maps and imagery to plan and execute a patrolfrom an enclosed cab vehicle would be a deĄnite asset to a long-range patrol. Personnelbeing protected from the elements could potentially travel longer distances, reducerisk of frost bite and other environmental risk factors, and have reduced fatigue levels.

Logistics and Support

Supporting a camp of many dozens of personnel requires a massive logistical efort.As an example, the land component of Op Nunalivut deployed approximately 130personnel to the austere bivouac with Ąve days of supplies. This was moved out tothe land on 97 snowmobiles, towing 57 komatiks, as well as one BV206.

A partial list of the supplies loaded on this equipment includes 400 x 20L gasolinecontainers, 56 x 20L diesel containers, 100 x 4L naphtha containers, 219 boxes ofrations, 450 x 8L ice blocks, 15 ten-man tents, 15 cooking stoves, 24 Yukon heaterstoves, 4 electric generators, communications equipment, various tools, and one 100lbrucksack per person. They also hauled approximately 30,000 rounds of ammunition,and over 80 weapons. This is in addition to fuel, rations and water cached ahead oftime or resupplied by CC-138 Twin Otter aircraft. A typical load-out for a sectionof snowmobiles is included in Annex A, and a loaded komatik from this exercise isshown in Figure 6.

Figure 6: Loaded komatik. (Photo: Janice Lang, DRDC).

As such, the ability to carry and tow heavy loads is a major asset to an Arctic


operation. For the logistics role, speed and fuel consumption of a vehicle may notbe such crucial considerations. This has been demonstrated by the successful use oflarger vehicles such as the BV206 for logistics in the past.

Command and Control

For a dispersed Arctic operation conducted over long distances, command and controlcan be a crucial component. The ability to communicate with dispersed troops, mon-itor their progress and location, as well as to request and communicate with aircraftfor resupply or casualty evacuation is important.

Op Nunalivut 2016 was conducted with patrols based out of a main austere bivouac,with patrols sent out and returning to that location. As such, a static command postwas set up in the austere bivouac with computers and long-range communications.The primary means of communication from headquarters in Resolute to the austerecamp was satellite telephone provided both through hand-held Iridium phones andan Iridium Open-Port link. A secondary means was email provided by a Galaxy Scoutinternet link. In addition, the Track 24 system was used to monitor the positions ofassets in real-time as they moved, as well as to send low priority text messages.

Tactical communications between the austere bivouac and dispatched patrols was alsoby means of hand-held satellite phone. A tablet computer in the camp was equippedwith a Track 24 system to also allow tracking of assets from there. VHF/UHF radioswere available, but not used extensively, except for local communications around thecamp.

Other military operations in the north are conducted with the entire camp beingmoved every day as part of a very long-range patrol. The inability to set up a staticcommand post in the Ąeld greatly complicates both strategic communications betweenheadquarters, and tactical communications between deployed units. As such, a largervehicle that could serve as a mobile command post would be a major asset.

Casualty Evacuation

The normal procedure during an accident or injury during Arctic operations is tostabilize the patient, protect them from the elements, and wait for evacuation byaircraft. In certain circumstances, if the accident occurred in a location that was toodiicult for a Twin Otter to land, it may be necessary to move a patient over land.If only snowmobiles are available, the patient would be loaded on a sled or komatikand pulled behind to a location that was accessible by aircraft.

As one can imagine, this is not an ideal situation for patient care. A better solutionfor moving casualties would provide a protected, warm, environment for the patient,


a smooth ride over the terrain, and space for a medic to care for the patient while intransit.

2.3 Diesel and Gasoline Engines

In these experiments, diesel engines were being tested in the DEW D900 snowmobile.The CAF BV206 vehicles, as well as most of the other larger vehicles in the CAF Ćeet,including the LAV III, Leopard 2A4 tank, logistics vehicles, etc. use diesel fuel. Thefundamental diference between diesel and gas engines is that diesel engines operatewith a much higher compression level in the cylinder with longer piston stroke dueto the diference in fuel combustion. This results in having peak power and torqueat lower engine speeds, and also means that diesel engines are generally built heavierthan gasoline engines. Because of their design, diesel engines also typically operatemore eiciently.

When applied to a snowmobile, this diference should provide increased torque fortowing at low speeds, a deĄnite advantage in the high Arctic. The improved fueleconomy is also a big advantage for northern operations given the long distances andre-supply limited to Twin Otter aircraft.

In some circumstances, because the CAF uses other diesel vehicles, it may providea logistical advantage to have a diesel snowmobile. A multi-fuel diesel engine suchas in the DEW D900 can even be operated on aircraft fuel, which would generallybe available in most northern communities or on any exercise involving Twin Otteraircraft. In addition, diesel fuel is brought on northern exercises to fuel Yukon stovesused for heat in 10-man tents. However the availability of gasoline is generally not anissue because the planners for any CAF operations in the north bring all the necessaryfuel to conduct the exercise from the south anyway, making it irrelevant if that fuel isdiesel or gasoline. One circumstance where this would be a distinct advantage wouldbe in an emergency if a snowmobile needed to reĄll from an aircraft.

Because of their power at lower RPMs, another critical advantage of a diesel engineis their suitability for electric generation. If equipped with a generator, a diesel snow-mobile would be well suited to provide camp power by idling overnight, which wouldsave on hauling separate generators for communications equipment, etc.

The disadvantages of diesel engines, such as decreased top speed, are not generallycritical on northern operations because speeds are limited to maintain safety whiletowing heavy loads 1. Further, the heavier weight is also generally not critical on thehard-packed Arctic snow.

1 During Op Nunalivut 2016, the typical moving average of the land component when moving outto the austere bivouac was only around 25kph, with top speeds around 40 to 50kph.


One disadvantage of diesel engines, poorer cold-start capability, may be critical forArctic operations, especially when compared to the pull-start two-stroke gasolineengines commonly used in snowmobiles. This disadvantage is mitigated by the lowfuel consumption, which means that the engine can simply be idled overnight, anot-uncommon practice in the Arctic.

3 Vehicles and Equipment

3.1 DEW D900 Snowmobile

The DEW D900 vehicle was developed by DEW Engineering of Ottawa, ON. Theplatform is similar to commercially available "utility" snowmobiles, but with moreemphasis placed on military applications in the high Arctic. The engine is a multi-fuel capable (Diesel, JP-8) 898cc 3-cylinder engine, with advantages as discussed inthe previous section. In addition to most of the features available on commercialsnowmobiles such as heated hand grips and a 12 volt power-point, this vehicle alsohas some unique features including:

• A slave cable and connector systems for easily boosting the battery from onesnowmobile to another.

• A USB port for charging electronic devices.

• An under-seat heated area useful for storing rations and water.

• 24 volt power available for radio equipment.

Detailed pictures of the DEW snowmobile are shown in Figure 7 and Figure 8. Theproduct brochure for this vehicle is included in Annex B.

Previous testing was conducted with an earlier prototype version in 2015 with theCanadian Rangers in Cambridge Bay, NU. These trials found the vehicle to providesmooth acceleration characteristics at low speeds and excellent towing of heavy loadson Ćat and hilly terrain (approximately 770kg). They also found reduced fuel con-sumption against a gasoline snowmobile, but this was not quantiĄed. Cold startingwas veriĄed to -30 degrees C. However, because of the four-stroke diesel engine, thisvehicle does not come with a cable pull-start in the event of battery failure.

The previous tests found some deĄciencies with the prototype. The D900 is somewhatlarger and heavier than many conventional snowmobiles being 1.25 m wide (comparedwith Skandic Super Wide Track at 1.08m), and 363kg dry weight (compared withother utility snowmobiles in the 300kg range). Earlier trials had found diiculty innavigating deep, soft snow with the D900 due to its heavier weight distributed towardsthe front skis. This is not generally a concern in high Arctic terrains, but the front


heavy conĄguration does make it more diicult to steer. Being heavier also makesit more diicult to manually lift of obstacles in case of immobilization. Finally, thevehicle does not Ąt in a Twin Otter aircraft, which is a concern for deployment andrecovery in the Arctic.

(a) Track and suspension components.

(b) Rear storage rack.

Figure 7: Details of DEW D900 snowmobile.


(a) Instrument panel.

(b) Heated seat compartment.

Figure 8: Details of DEW D900 snowmobile.


3.2 Argo DOAMV

The amphibious Argo vehicle has been in production for a number of years in a num-ber of diferent conĄgurations (engine, number of wheels, etc). The basic conĄgurationhas a front engine skid-steer drivetrain within a polyethylene hull with a skid plate.The version being tested in these experiments is the Argo XTI Domestic Operationsand Mobility Vehicle (DOAMV) with a 4 cylinder, 30 HP, 748cc gas engine, with a60 amp alternator and eight road wheels. This version includes a heated soft-sidedcab with roll bar, winches, track kit, military stretcher mount, fuel can holder, etc.The drivetrain uses a belt driven continuously variable transmission (CVT), feeding atriple diferential gearbox to provide steering. This vehicle also has a removable tracksystem that Ąts over the wheels to provide traction and Ćoatation in snow. The fullproduct brochure is provided in Annex E. Pictures are shown in Figure 9 and Figure10.

The Argo DOAMV vehicle weighs 726kg dry, with a 907kg towing capacity anda 680kg load capacity. Vehicle ground pressure with this vehicle is low, especiallywith the track kit installed, resulting in good capability over snow and other softterrains. These vehicles were purchased with amphibious 8-wheel trailers that providean additional 635kg of load capacity. The major drawback of these vehicles is the topspeed of only 27kph, which is well below the normal travel speed of snowmobiles,even when towing heavy loads.

Figure 9: Argo DOAMV.


(a) Instrument Panel.

(b) Cargo box.

Figure 10: Details of Argo DOAMV.


3.3 Polaris Rampage

The Polaris Rampage prototypes were designed with the goal of providing a highlymobile amphibious platform with low ground pressure that can travel at high speed(88kph). Like the Argo, the vehicle has a one-piece hull to provide Ćotation, andalso has heated (hard sided) cab (Figure 11). The vehicle also uses a belt-drivenCVT, which is powered by rear-mounted 999cc, 100 HP gasoline engine. Althoughthe vehicle dry weight is 1542kg, it still maintains low ground pressure because of thelarge track surface area. Further details on the design of this vehicle can be found in[1].

Unlike the Argo, the vehicle has a completely suspended track system which allowsit to react dynamically with obstacles at high speed while maintaining track tension.This suspension system also gives it a smooth ride over rough terrain. The steeringsystem is also advanced for a vehicle this size: it drives the tracks using a planetarygearset that has hydraulic control, similar to that on main battle tanks. This systemfully powers both tracks when turning, improving mobility on soft terrains. The hy-draulic control also provides, smooth, car-like steering, and allows for neutral turnswith one track moving forward and the other back.

In previous testing with the Rampage vehicle at CFB Petawawa and near RoseauMinnesota [1], it has shown promise for both summer and winter operations. The ve-hicle was found to perform well on soft terrains including sand and deep snow, withgood handling and hill climbing characteristics. It also has demonstrated carryingand towing heavy loads (approx. 230kg and 550kg respectively). Fuel consumption ofthis vehicle is much higher than snowmobiles (approx. 50L/100km in over snow, and35L/100km over hard terrain). Being a prototype vehicle, there may still be deĄcien-cies discovered during testing that could afect the results of these experiments.

The Rampage prototype vehicles were received at DRDC Ű Suield in early March2016. Initial eforts involved the integration of electronic equipment that was obtainedspeciĄcally for Op Nunalivut to demonstrate the utility of an enclosed-cab vehicle.This meant mounting and providing electrical power to each of the following piecesof equipment:

• UHF/VHF Radio Tactical Communications Ű Joint Task Force North has pro-vided a portable UHF/VFH radio based around the Motorola APX 6500 DVRS.This allowed the vehicle to provide longer range tactical communications frompatrols to the command post at the austere bivouac. The vehicle mounted radiotransmitted at higher power than hand-held radios used on snowmobiles, withlonger antennas (45 W as opposed to 5 W for the handhelds). The antennas forthis repeater are visible in Figure 13(a).

• Satellite Data Radio Ű An Iridium satellite radio was mounted on the vehicle


Figure 11: Vehicle hull and suspension. (Photo: Janice Lang, DRDC).

to provide internet connectivity at up to 156 kbps while on the move. Thiscould be used to send images or other data to the Op Nunalivut headquartersin Resolute, or even to the Canadian Joint Operations Command in Ottawa.The white dome antenna for this is visible on top of the vehicle in Figures 12and 13(a).

• Patrol Collection Kit (Figure 13(b)) Ű This system has recently been developedby the Directorate Land Command Systems Program Management in Ottawa.It consists of a software application on a tablet computer that allows not onlycollection of the GPS track of the vehicle, but also the geo-tagging of picturesas they are collected. It also provides the means of viewing digital maps fornavigation activities.

• Laptop Computer With Maps (Figure 13(b)) Ű A Panasonic Toughbook laptopwas mounted in the vehicle loaded with topo maps generated by the CAFMapping and Charting Establishment (in GeoPDF format). This allows theviewing of high resolution digital maps on the move, as opposed to stopping tousing paper maps while on patrol.

• GPS Receivers Ű Garmin GPSMAP 65ST were used to logs tracks and locationsduring the operation.

• Track 24 Blue Force Tracking (Figure 13(b)) Ű These hand-held satellite trackingunits allow co-location of units within the group, as well as text messagingfunctions for communications. The laptop computer in the Rampage was loadedwith software which allows real-time viewing of the locations of all the otherexercise participants during patrols.


Some other equipment was also required prior to deployment to Resolute Bay, includ-ing:

• Cargo Container (Figure 13(a)) Ű A plastic tri-wall box was used as cargostorage for the back of the vehicle to increase the volume of supplies that canbe hauled on-board. This setup was acceptable as a temporary solution, butrestricts access to the vehicle engine compartment.

• Medical Litter/Stretcher (Figure 12) Ű A metal frame litter was mounted to thefront of the vehicle to provide a rudimentary capability for casualty evacuation.It was understood that this was far from an ideal setup from a medical pointof view, but might provide a basic functionality that was preferable to towinga patient behind a snowmobile.

• Jacking System Ű A double jack-all system was tested to enable the changingof vehicle tracks in the Ąeld.

• Fuel Can Mounts Ű External mounts to hold a CAF standard fuel can wereattached to the vehicles to allow for greater vehicle range (visible on front ofvehicle in Figure 1(c)).

Figure 12: Rampage Vehicle with litter mount for casualty evacuation.


(a) Antennas and Cargo Box.

(b) Electronics in cab, including PCK tablet, Track24 receiver, GPS re-ceiver, and laptop computer.

Figure 13: Details of Rampage Vehicles. (Photos: Janice Lang, DRDC).


4 Conduct of Trials

4.1 Trials around Resolute Bay

DRDC staf arrived in Resolute Bay March 31st, 2016, and began to prepare theRampage vehicles to deploy to the austere bivouac. This time was also used to fa-miliarize DRDC staf with the Argo DOAMV vehicles. The DEW D900 snowmobilesdid not arrive until April 4, 2016 and so were not subjected to as many tests prior todeployment with the land component of Op Nunalivut 2016.

The trial team consisted of the following:

• Jared Giesbrecht Ű DRDC Defence Scientist

• Blaine Fairbrother Ű DRDC Technologist

• Janice Lang Ű DRDC Photo Technician

• Sgt. Rob Kubiak Ű Vehicle Technician (38 Service Battalion Saskatoon)

• Bob Thwaites Ű CAF Naval Warfare Centre, Project Manager Joint ArcticExperiment

The time period from April 1Ű6 was used to conduct various preparations for de-ployment to Little Cornwallis Island as part of Op Nunalivut. Other activities wereconducted such as range testing of the UHF repeater with army signallers, integrationwith the Inuit Rangers, reconĄguration of the Rampage cooling system to preventtransmission belt overheating, and packing of supplies on the vehicles. During thistime the Argo ATVs were also used extensively by CAF personnel around the Arctictraining centre for hauling supplies to prepare for deployment to Little CornwallisIsland.

During these preparations, the trial staf also conducted two sets of test drives. TheĄrst set of involved a route of approximately 20km near Resolute Bay that involvedtundra, sea ice, and a hill climb of approximately 150m. This loop was used to comparevehicles on a good sample of all the terrain expected in this area of the Arctic. Itincluded wide open areas, sea ice, steep hills, exposed rock, drifted in gullies, etc.The majority of the feedback forms came from operators running the systems on thisroute.

The tundra was mostly snow-covered, with occasional patches of exposed rocks. Thesnow was hard and dense packed, tracked vehicles would not sink, and it was easy towalk on. The sea ice was extremely rough in a band several tens of meters wide nearshore, but smoother further away. Typical terrain is shown in Figure 14. The routeis shown in Figure 15(a).

The driving test near Resolute was conducted with standard snowmobiles as well asall three of the Argo, DEW and Rampage vehicles at various times, although without


a trailer or cargo load. The key takeaway was that all three vehicles were capable oftraversing the type of terrain they would be expected to cross in an Arctic operation.

A second test run was taken to a plane crash site outside of the town of ResoluteBay, with travel of about 38km (Figure 15(b)). This test was used to look at theperformance of the Rampage vehicle towing a load against a Rampage vehicle withno towed load. It also helped to conĄrm that we would not require the tracks on thetrailers for deployment to Little Cornwallis Island.


(a) Hills and gullies.

(b) Tundra.

(c) Rough sea ice near shore.

Figure 14: Terrain encountered around Resolute Bay. (Photos: Janice Lang, DRDC).


(a)

(b)

Figure 15: Test routes used around Resolute Bay.


4.2 Deployment to Little Cornwallis Island

On April 7th, 3 members of the DRDC trial team deployed with the land componentof Op Nunalivut to Little Cornwallis Island. The majority of the land component (ap-proximately 100 personnel) travelled using 95 Arctic Cat Bearcat snowmobiles towingkomatik sleds. The land component also used the two DEW D900 snowmobiles, twoRampage ATVs, and one BV206 to carry heavy supplies (Figure 16). The two DEWD900 snowmobiles and one of the Rampage ATVs were driven by experienced CAFpersonnel, while the other Rampage was driven by the DRDC technologist. The ArgoDOAMV vehicles were not brought due to their low top speed. The convoy travelledwith enough supplies to be self-suicient for 5 days, after which the camp would beresupplied by Twin Otter Ćights from Resolute Bay. Part of the convoy staged priorto moving can be seen in Figure 17.

The route taken is shown in Figure 18. The convoy started travelling via sea icealong the shore of Cornwallis Island from Resolute. Most of the sea ice travelled wasmoderate roughness, with ice ridges and drifts under about 1 meter in height, andgenerally easy to Ąnd routes. The worst part of the ice was the portion immediatelyconnected to shore. The vehicles were all able to follow the path established by thelead snowmobile groups, and did not need to deviate from this course due to mobilityissues.

About halfway through the journey, because of rough sea ice and to reduce distance,an over-land route was then taken across Cornwallis Island to McDougall Sound. Onthe overland portion of the route they mostly encountered Ćat snow covered tundrawith hard packed drifts. The route involved some elevation gain and loss throughsmall draws in the hills. The snow in these gullies would be deeper and softer thanon the tundra, and softened by the passage of snowmobiles earlier in the convoy.Again, none of these features proved a mobility challenge to the Rampage or DEWsnowmobiles. Finally, the convoy crossed the smooth sea ice of McDougall Sound tothe encampment on the south shore of Little Cornwallis Island adjacent to the siteof the abandoned Polaris mine.


(a) Convoy travelling on sea ice. (Photo: P02 Belinda Gates, Task ForceImage Technician).

(b) Rampage, BV206 and rest of convoy on Cornwallis Island. (Photo:Janice Lang, DRDC).

Figure 16: Vehicle convoy moving to Little Cornwallis Island.


(a) Gullies and hills with softer snow on Cornwallis Island.

(b) Convoy staged with loaded komatik sleds.

Figure 17: Vehicle convoy moving to Little Cornwallis Island. (Photos: Janice Lang,DRDC).


The convoy of vehicles moved slowly from Resolute Bay to Little Cornwallis Island.As is often experienced with groups of this size, numerous halts were taken, includingstops for load problems on komatik sleds, stops for warming of snowmobile operators,stops for lost group members, etc. The total distance covered during this day wasapproximately 120km, which took approximately 10 1/2 hours, with less than half ofthis time moving.

During this trip, handheld VHF radios were used within the convoy, while the primarymeans of long-range communications was by handheld Iridium satellite telephones.The satellite phones were used to update the command of the progression of diferentelements. As a secondary means, the Track 24 handheld devices were used to monitorprogress on an electronic map display from Resolute Bay.

Figure 18: Route to Little Cornwallis Island.

An austere bivouac was established to serve as a forward base for the exercise (Figure19). This included a number of 10-man tents of the CAF, as well as tents of the otherinvolved groups such as the Canadian Rangers and the US Air Force personnel. Thebivouac had a rough landing area on the sea ice for Twin Otter Ćights approximately500m from the camp, as well as a larger runway further on the ice that had beenprepared for the US C-130H Hercules aircraft.

Once the bivouac had been established, the participants in the exercise conducted


a number of daily and overnight platoon and section level patrols from the austerebivouac from April 10 to 16th. The two DEW D900 snowmobiles were used for thesepatrols, and travelled back to Resolute Bay on April 17th. One of the Rampagevehicles sufered an electronics failure, and the BV206 on the exercise also broke down.Considering recovery on further breakdown, these factors limited the participationof the remaining Rampage vehicle in the daily patrols. As such, the two Rampagevehicles were moved back to Resolute Bay via C-130H Hercules (Figure 20). Furthertesting of the Rampage vehicles was conducted from April 14 to 20th around ResoluteBay with available CAF members to gain feedback from a wider variety of personnel.

(a)

(b)

Figure 19: Austere bivouac at Little Cornwallis Island. (Photos: Janice Lang,DRDC).


Figure 20: Loading a Rampage on the US LC-130H Hercules. (Photo: Cpl Parks,Joint Task Force North).


5 Results – DEW D900 Snowmobile

As discussed in the previous section, the DEW snowmobiles were tested on the terrainaround Resolute Bay, and deployed for the full length of Op Nunalivut, conductingthe transit out to Little Cornwallis Island and back. There were also used for severaldaily patrols from the austere bivouac. They were operated exclusively by two sec-tion commanders as their sole means of transport during the exercise. As such, thefeedback gathered comes from these two individuals as well as the DRDC trial staf.Results of the operatorŠs survey and vehicle feedback are included Annex C.

In general, it was impressive for a vehicle design that is relatively new with lowproduction numbers to remain functional and useful throughout such a demandingexercise. There were numerous breakdowns and mechanical failures, which are indi-cated in Annex D. It should be noted that the other conventional snowmobiles used inthis exercise also sufered numerous mechanical breakdowns, and the D900 machineswere not considered unduly unreliable.

Advantages and disadvantages are discussed below, using the 2012 and 2013 ArcticCat Bearcat 570 XT snowmobiles as a point of comparison, being the only other typeof snowmobile on this exercise. The Bearcat is ŞutilityŤ class snowmobile with a 565ccgasoline 2-stroke engine and a 67L fuel tank. When compared with a diesel engine,a 2-stroke should have better power to weight ratio, but operates better at higherRPMs.

During the assessment, numerous advantages of the D900 snowmobiles were discussed:

• Towing Ű The DEW D900 excelled at towing heavy loads on komatiks. It hadgood low-speed controllability, and lots of torque for getting a load moving fromstop. During the exercise, each D900 towed 26 jerry cans of gasoline on komatiksleds, amounting to more than 350kg with no problems.

• Fuel Economy Ű During this exercise, when towing, the DEW D900 used abouthalf the fuel of the Bearcat 570 snowmobiles when used in comparable situ-ations. The D900 speciĄcation for fuel consumption is 10L/100km, however,when pulling a loaded komatik under these conditions, it was more in the rangeof 15 to 20L/100km (with signiĄcant amounts of time spent idling).

• Heated Seat/Storage Compartment Ű Although this might seem like a minorfeature, on an Arctic operation this was major asset. In addition to providingheat to the operator while driving, the soldiers used the compartment to keeptheir drinking water liquid, and their food and snacks thawed and edible. Whenstopped, patrols would put their goggles in the heated compartment to keepthem from fogging up. The result was that on a long-range patrol they couldspend more time travelling and less time stopped.


However, there were also several important disadvantages of this snowmobile:

• Cold-Start Ű In general, it would be expected that a diesel engine would notstart as well in the cold as a gasoline engine. The DEW D900 snowmobilesstarted adequately under the conditions of this exercise, with cold-start beingaccomplished several days in the minus 30 degrees Celsius. There were someoccurrences where one of the vehicles didnŠt start, but the vehicle includes aslave booster cable and connector to allow one snowmobile to start anothereasily. In addition, because of the low fuel consumption, it was common tolet the machines idle overnight. This vehicle does not have a pull start, whichmay limit options if all the vehicles are not running. Further, with the addedcomplexity of this engine, it is more diicult to try auxiliary measure that arepossible with a two-stroke engine, such as dumping gasoline directly into thecylinder, etc.

• Speed Ű The top speed of the DEW D900 snowmobiles was not as fast as theBearcat machines. While towing heavy loads as part of a convoy, this was notan issue because all the machines had to move at a fairly slow pace. However, itis possible that other tasks or missions might require a higher top speed whenunloaded, for which the D900 may not be adequate.

• Weight/Size Ű Like all utility snowmobiles, the D900 snowmobiles are large,heavy machines. This provides a stable platform to ride and tow. However, theD900 is excessively heavy, which makes it even harder to manhandle of obstacleswhen immobilized2. Being especially front heavy, operators noted that it isextremely exhausting to manoeuvre over long periods of time. Most importantly,the machine does not Ąt in a Twin Otter airplane, and so cannot be deployedor recovered by air in the north.

With the power available from a diesel engine at idle, it should be reasonable tosupply camp power from these machines. This would be a deĄnite asset on this typeof operation, where separate heavy generators are carried to supply electricity forcommunications, electronics, etc. Unfortunately, this was not implemented on thesemachines at this time because of cost limitations with the manufacturer.

From previous tests with the Canadian Armed Forces and experience on this exercise,the DEW D900 is not suitable for general use in other parts of Canada, being toofront heavy for use on deep, soft snow. Further, even in the Arctic environment, it isdiicult to suggest that its advantages greatly outweighed the disadvantages. Fromuser feedback, under these conditions, it seemed to be a slightly better option thanthe Arctic Cat Bearcat snowmobile.

2 The D900 is specified at a dry weight of 363kg. Specifications for the Bearcat are not available,but most utility snowmobiles are below 300kg.


Figure 21: Recovery of DEW D900 in rugged sea ice.

However, it is also possible that the advantages of the DEW D900 machine couldbe obtained by the use of other types of commercially available snowmobiles. Forexample, 4-stroke gasoline engine snowmobiles ofered by other companies specifyconsumption that is in this same neighborhood as that of the DEW D900. For towingcapacity, other utility machines have two-speed gearboxes that allow for low-speedpulling capability from higher speed gasoline engines. Finally, the heated seat com-partment, although not commercially available right now, could be designed into othersnowmobiles.

As such, it is suggested that further testing and evaluation should be conducted todetermine if there are other commercial solutions that could provide a better all-around snowmobile for Arctic operations.

6 Results – Argo ATV

During Op Nunalivut, the Argo vehicles were used only in the vicinity of ResoluteBay, both for mobility testing as well as for general logistics duties. The vehicle isable to tow heavy loads for a vehicle of its size, and has lots of space inside the vehiclefor cargo. Its heated cab makes it convenient and warm for making short trips to haulsupplies from aircraft to warehouse storage, etc.


From a mobility standpoint, the vehicle was able to travel across the tundra, in softsnow, on sea ice, etc. On the test route around Resolute Bay (Figure 15(a)), the Argowas able to go through all the places that the snowmobiles and Rampage vehicleswere able to go. The vehicle has good traction and is stable over obstacles and sidehills, although it does not have the ability to climb the steepest hills. In addition,the lack of suspension makes for a rough ride for passengers over snow drifts andother obstacles. The vehicle started well in the cold, being cold-started below minus30 Celsius range on several occasions.

In general, the biggest downside of this vehicle is its lack of speed, which is the reasonit was not used as part of the exercise at Little Cornwallis Island. The speciĄedtop speed is 27kph, but this is not attainable of-road when towing. This limits itsusefulness in most applications in the Arctic. For long-range patrol, it could be usefulbecause you can Ąt 4 passengers inside the heated cab, but it would not be ableto keep pace with snowmobiles. In a logistics role, it can haul and tow signiĄcantamounts, but not so much more than a snowmobile towing a komatik that the slowerpace would make it worthwhile. For command and control, it would be possible tomount computers, radios, etc. inside the cab, but again it is so slow that it would notbe able to keep pace with any of the other vehicles.

It would be plausible to use this vehicle in a casualty evacuation role using the on-board stretcher mount, with space for a medic to attend to the patient. In fact, theCAF search and rescue units own several Argo vehicles. However, this would only beuseful in an air-drop scenario where the vehicle could be delivered to the site required.

It should be noted that the amphibious capability of the Argo would give it utilityin other seasons. During melt periods where there are no other vehicles capable oftraversing the mix of snow and rocks with temporary bodies of water the slow speedmight not be so critical. This requirement would need to be assessed further.

Results of the operatorŠs survey and vehicle deĄciencies are included Annex F andAnnex G.

7 Results – Rampage ATV

The Rampage vehicles were used extensively during this exercise, including severaldays of testing and user evaluations around Resolute Bay, as well as deployment outwith the rest of the exercise to Little Cornwallis Island. However, the vehicles were notused on daily patrols from the austere bivouac, and were not driven back to ResoluteBay, but rather Ćown back on the US C-130 Hercules aircraft. As such, the full scaleof trials were not conducted to ascertain the value of the vehicle as a command andcontrol asset by a section or platoon commander. However, formal feedback was still


gathered from over 16 users, as well as a large amount of informal feedback froma wide variety of ranks and backgrounds. In addition, a wide variety of terrain wasencountered to assess the mobility of the vehicle in Arctic environments. Results ofthe operatorŠs survey and vehicle deĄciencies are included Annex H and Annex I. Ofnote, of the participants surveyed, when asked which vehicle they would take out onthis exercise if given the choice between the Rampage and a snowmobile, all but oneindicated the Rampage as their Ąrst choice.

In order to haul supplies, the two Rampages pulled wheeled trailers that had beendelivered with the Argo ATVs (Figure 22). These Ąbreglass trailers weigh approxi-mately 250kg and were loaded with approximately 200kg of equipment, water, rations,fuel, etc. The rubber wheels of these trailers have only approximately 5-7 psi of airpressure, and worked well over the packed snow tundra. In addition, the trailer hitchsystem provides movement in all directions to allow for independent movement fromthe towing vehicle. Although it was expected that wooden komatiks would be betterin the Arctic terrain, a shortage meant that the DRDC staf were motivated to leavethe komatiks for the rest of the land component. The Argo trailers turned out to bean efective solution, and no problems were encountered during the transit to LittleCornwallis Island or in use around the austere bivouac.

Figure 22: Rampage towing an Argo trailer for load carriage to Little CornwallisIsland. (Photo: Janice Lang, DRDC).


7.1 Speed

The top speed of the Rampage is rated at 88kph on Ćat smooth roads, limited byengine RPMs and the vehicle gearing. However, the top speed is also limited by thetemperature of the belt-driven continuously variable transmission. If driven too hardfor sustained periods, the belt will heat up to melting and need to be replaced. Thistemperature can be monitored by a temperature gauge mounted in the dash.

Unloaded on snow covered tundra, the Rampage vehicles could travel at speeds of65kph or more. This was a reasonable top speed on this terrain, as any faster became asafety issue with unseen obstacles. A cruising speed of 40 to 45kph is easily sustainableacross the tundra in high gear when unloaded, and when loaded and pulling a traileracross tundra, the vehicle was found to have a sustainable a cruising speed of 35Ű40kph without belt heating. During testing around Resolute Bay, an unloaded tripof 38km was conducted with a moving average speed of approximately 32kph, whichwas slowed by route Ąnding and hill climbing.

During the transit to Little Cornwallis Island, there was no issue with the Rampageand trailers being fast enough to keep up with the convoy. The moving average speedof their portion of the convoy was 18 to 25kph, which is well below sustainableRampage speeds. In fact, during travel, the snowmobiles with komatiks would actuallyhave trouble keeping up with the Rampage vehicles. In addition, the stops required forthe snowmobiles/komatiks were much more frequent than required by the Rampagedrivers and equipment. As such, it is estimated that a convoy consisting solely ofRampage vehicles would have faster transit times to locations than snowmobiles withkomatiks. This, of course, would not apply with snowmobiles on smooth terrain nottowing komatiks, as their top speed is faster than the Rampage.

7.2 Mobility

The Rampage vehicles proved more than capable of transiting the terrains found onthis exercise. When moving across tundra, the suspension absorbed the shocks fromthe hard-packed snow drifts without transmitting much impact to the occupants.

Although the hills around Resolute Bay are not particularly high or steep, they did notprovide a mobility challenge for the Rampage. Similarly, any soft snow encounteredin gullies did not hinder progress. The wide Rampage platform is also much morestable than a snowmobile on side slopes.

Sea ice was more of a challenge for the Rampage vehicle because of its size (Figure23). Routes could be found through the rough portions, but not as easily as witha much narrower snowmobile. In addition, a snowmobile operator is able to shifttheir weight when traversing obstacles to make surmounting them easier and more


comfortable. Further, a Rampage driver must be careful not to damage the vehiclehull by excessively impacting ice ridges between the tracks. However, it seems that inrough sea ice it actually is much easier to immobilize a snowmobile than a Rampage.

Figure 23: Mobility on sea ice. (Photo: Janice Lang, DRDC).

7.3 Fuel Economy

Fuel economy of the Rampage vehicle was worse than that of the snowmobiles used.In Suield, driving unloaded on dry prairie with few stops, it was found to be approx-imately 35L/100km. In previous unloaded of-road trials in Minnesota in soft snow,it was found to be approximately 50L/100km.

The deployment to Little Cornwallis Island fuel economy was found to be approxi-mately 70 to 75L/100km. However, this was loaded, towing a heavy sled, with frequentidling stops. One Rampage vehicle used 120L to cover 160km, with 6 hours of movingtime and 9 hours of stopped time. The other vehicle used 100 liters in the with ap-proximately 7 hours of driving time and 7 hours of idling time and 140km of distancetravelled. Over this same trip, the DEW D900 snowmobiles used approximately 25L,and the Bearcat snowmobiles 50 to 60L.


7.4 Durability and Maintainability

The full durability of the Rampage vehicles was not properly assessed in these tri-als. During the course of the exercise, one of the Rampage vehicles travelled morethan 500km of-road with no mechanical failures. The suspension components had nobreaks despite the constant pounding of bouncing over hard snow drifts and crossingrocky outcrops, and the vehicle hull was not damaged despite frequently grindingdown sea ice ridges.

The only major failure that occurred was in an electronic module that controls shiftingand steering. It is not certain, but it is expected that this was due to cycling betweenhot and cold temperatures, and will be investigated further.

Maintainability of the Rampage vehicles in the Ąeld, however, is an area of concern.The vehicle is much more complex than a snowmobile, having a much more complexmechanical drivetrain, as well as hydraulic steering components, and an electroniccontrol system. In addition, because of its size and weight, it is more diicult to Ąxbroken suspension components in the Ąeld. It cannot simply be lifted by manpowerup on blocks for repair, but rather jack-alls or some other method must be used toelevate the chassis in the Ąeld. Also, if seriously damaged, it cannot be loaded on aTwin Otter for retrieval, and must be towed back to a shop facility.

7.5 Applications7.5.1 Long Range Patrol

Although not comprehensive, these trials showed that the Rampage vehicle is viablefor long-range patrol in the Arctic. The speed and mobility were deĄnitely adequateto keep pace with snowmobile patrols. In addition, the heated cab and reduction inoperator fatigue meant fewer stops during travel, and allowed for operators to eat anddrink while moving. Having two occupants also allowed for the passenger to conductnavigation tasks on the Ćy, and even to sleep while moving. This would enable patrolsto cover much longer distances in a day. It also would leave occupants much moreable to conduct other tasks at the end of the day, instead of being fatigued fromcontinuously operating a snowmobile in the cold. Finally, it also allows patrols to bemore aware of their surroundings, requiring the driver to be less attentive to drivingthe vehicle, and having one occupant available for situational awareness.

A further major advantage of this vehicle for long-range patrol is operator safety.During Op Nunalivut 2016, several participants contracted frostbite while operatingsnowmobiles, and at least one person sustained a concussion from coming of theirsnowmobile when their towed load hit an obstacle. Besides protection from the cold,inside the Rampage vehicle the occupant is protected by the hull of the vehicle fromhazards below, and by the roll cage in case of tip over. Further, the occupant is


protected from towed loads, which is a signiĄcant hazard with rope-towed komatiks.

Finally, the on-board payload of the Rampage vehicle could be a possible advantagefor long-range patrol, and may be enough that you would not need to tow komatiksat all, improving speed, range, and signiĄcantly increasing mobility.

There are some disadvantage for long-range patrol. Although you can tow one Ram-page vehicle with another, as discussed earlier the problem of recovery and repair onbreakdown is much more signiĄcant with the Rampage vehicle than with a snowmo-bile. Also, the fuel economy is much worse. However, if you consider that one Rampagecarries 2 occupants and perhaps almost double the total load of a snowmobile, theextra fuel consumption is almost accounted for.

The two-seat conĄguration of this vehicle is somewhat limiting, both in terms of cabspace and number of passengers. There was not suicient space in the cab for anyextra equipment such as dufel bags, parkas, etc. It also would be somewhat smallfor tall individuals, or soldiers in full combat gear. Ingress and egress from the cab isalso diicult with a lot of clothing. Several participants expressed that a four or Ąveseat version would be preferred, although it would then be diicult to carry and towenough supplies to support this many personnel.

These exercises demonstrated the deployability of the Rampage vehicles via CC-130 aircraft. Load planners at CFB Edmonton indicated that four Rampage vehiclescould be shipped on a single CC-130J Hercules. This is a lot less than the numberof snowmobiles that could be deployed at once, but certainly more than the singleBV206 that can Ąt in that aircraft.

7.5.2 Logistics

As discussed in the previous section, the Rampage vehicles do have signiĄcant payloadcapability with the on-board and towing capacity which could be used in a logisticsrole (Figure 24). As mentioned, you could probably match the logistics capacity of 2snowmobiles with a single Rampage, but the vehicle does not really convey a hugeadvantage in this area. At the austere bivouac, the Rampage vehicle was used exten-sively for hauling supplies between the Twin Otter landing site and the camp, mostlydue to convenience and the heated cab. However, the Rampage is not nearly in thesame class as a BV206, which has a speciĄcation of 2250kg payload and maximumtowing capacity of 2500kg, providing a huge jump in logistics capability.

7.5.3 Communications/Command and Control

In preparation for these exercises, it was envisioned that Rampage would provide agreat beneĄt for a section or platoon commander on daily patrols. Using the navi-gation and communications equipment installed on the Rampage (see Section 3.3), a


Figure 24: Rampage towing an Argo trailer for load carriage to Little CornwallisIsland. (Photo: Janice Lang, DRDC).

leader would be much better able to control operations on the Ćy. Things as simple asusing a paper map and a satellite phone become much simpler when the commanderdoes not need to contend with wind and bare hands in the cold. Navigation tasksbecome trivial with a GPS or tablet with navigation software operated from the pas-senger seat. A commander can know at all times where his units are using the Track24 tablet.

The UHF repeater installed on the Rampage was not as useful as had been envisioned.The deployed units used satellite phones and Track 24 communications almost exclu-sively, and so RF communications were not required. However, it would be possibleto mount communications that could be used to communicate with aircraft deliveryre-supply for a patrol.

Overall, the BV206 would be much easier to use as a command and control vehicle,with much bigger load capacity and space inside. The Rampage cab lacks space forextra equipment, papers, and does not have a horizontal working surface. However,the BV206 is not fast enough to keep up with a patrol, and therefore the Rampagewould deĄnitely provide a new capability that has not previously been possible.


7.5.4 Casualty Evacuation

As seen in Figures 12 and 25, a stretcher mount was Ątted to the front of one of theRampage vehicles for possible use in casualty extraction. Loading and unloading aninjured patient on this setup was practiced with a section of soldiers in Resolute Bay.The vehicle suspension does provide a level of comfort that far exceeds being on alitter towed behind a snowmobile. The passengers are also able to maintain eyes onthe patient on the front of the vehicle at all times. Because of the heated cab, theRampage vehicle was also used to transport a frostbitten individual seated inside thevehicle cab from the austere bivouac to the Twin Otter runway for evacuation.

Although preferable to towing a casualty behind a snowmobile, for serious injuriesthe litter setup is far from ideal. Firstly, there is no protection from the elements.Secondly, in order for medical personnel to work on the patient, they need to stopand get out of the vehicle. In the case of serious injury, the BV206 is a much betterplatform, even though it is much slower. Because most casualty extractions wouldoccur over a few hundred meters, or a most a few kilometers to reach a locationwhere a Twin Otter aircraft could land, the litter mount may have been useful.

It is worth investigating the possibility of adapting the Rampage vehicle to carry astretcher and medic. This could probably be accomplished by mounting a protectivecab on the back of the vehicle, and mounting a stretcher lengthwise from the back ofthe cargo area, with a position for a medic beside.

Figure 25: Testing the Rampage for casualty evacuation. (Photo: Janice Lang,DRDC).


7.5.5 Other Applications

Some other applications were discussed with trial participants that did not relatedirectly to the conditions of this exercise. Most obviously, it was suggested that theRampage vehicles would be useful in other seasons in the Arctic. During meltingseasons, travel is extremely limited due to the mixture of snow with exposed rock thatlimits both snowmobiles and wheeled ATVs. The BV206 is currently the only assetcapable of operating in the north during this period. Further, thin ice further limitstravel. For these times, the ingress and egress of Rampage vehicles from partiallyfrozen water should be tested, as well as what happens during ice breakthrough.During summer months, wheeled ATVs can be used, but are unable to cross eithertemporary or permanent waterways, which the Rampage would be capable.

In Resolute Bay, it was also used as a recovery platform to extract a vehicle stuckin the snow (Figure 26). Additionally, personnel from the team responsible for con-struction of the ice runway for the US C-130H ski Hercules felt that it would be muchbetter for grooming runways than their current snowmobiles.

For other climates, several of the participants discussed the potential for Rampage ina reconnaissance role where a small, extremely mobile platform could go where othervehicles canŠt. One participant from the Fleet Dive Unit (Atlantic) also expressed thepossibility of using the Rampage for their of-road deployments to reach inaccessiblelocations, carry dive gear, compressors, etc. along the coasts of more southern partsof Canada.

(a) Towing. (b) Receiver mounted winch.

Figure 26: Rampage being used to recover a stuck vehicle. (Photos: Janice Lang,DRDC).


8 Summary of Results

From experience during the exercise as well as operator feedback, an overview of sev-eral important criteria is given in Table 1. This provides a summary of the importantadvantages and disadvantages of each type of vehicle. The criteria given, althoughnot comprehensive, indicate what key aspects may afect the usefulness of each of thevehicles in the Arctic. They include:

• Mobility Ű Ability to cross Arctic terrain and obstacles, including land, sea ice,hills, rough or soft snow, etc.

• Speed Ű Rate of travel both unloaded and loaded, on Ćat and rough terrain.

• Towing/Cargo Capacity On-board space and vehicle capacity to haul loads.Ability to tow loads on komatik or wheeled trailers.

• Fuel Economy/Range Ű Consumption of fuel per distance travelled, coupledwith size of gas tank.

• Utility and Applications] Ű Usefulness of the vehicle as used in this exercise, aswell as the potential to be used in other ways that current snowmobiles are not.

• Crew Safety/Comfort Ű Protection for the operators, which may reduce coldweather injuries as well as injuries from physical impact with terrain. Comfortmay improve efectiveness of crew to travel longer and to conduct duties afterday of travel.

• Deployability/Maintenance Ű Ability of CAF to transport and recover the ve-hicles from remote locations. Diiculty for operators to self-recover vehicleswithout outside help. Complexity and diiculty of maintaining and repairingvehicles in the Ąeld.

Table 1 shows the authorŠs evaluation of these criteria against the conventional snow-mobiles used in this exercise, based on his personal experience, as well as the feedbackgathered from operators.


Table 1: Summary of Key Evaluation Criteria.

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9 Conclusion

These trials successfully demonstrated 3 new types of Light Over-Snow Vehicles inthe Canadian Arctic. It was unusual for an experimental activity to be embedded soclosely in a military exercise, and it must be considered as success that the vehicleswere able to contribute to the goals of Op Nunalivut. The vehicles provided servicethrough general duty, load carriage, and personnel transport both in Resolute Bayand at the austere bivouac on Little Cornwallis Island.

From a developmental point of view, the experiment also deployed a mobile Iridiumsatellite link, a UHF repeater, a Track 24 tablet, and other electronic equipment,demonstrating the possibility for greater situational awareness and connectivity whileconducting patrols in the Arctic. The cold-start capability of all three types of vehicleswas also demonstrated below -30 degrees C.

The experiment had several high-level goals:

1. Determine and quantify the benefits of enclosed cab vehicles for Arc-

tic operations Ű With a number of operator assessments, it is clear that en-closed cab vehicles can provide good functionality for the Arctic beyond safetyand comfort, allowing for a wide range of occupant duties including navigationand communications that were not previously possible. It also aided in reduc-ing operator fatigue, allowing the occupants to be better prepared to conductduties upon the completion of a dayŠs travels.

2. Determine and quantify the limitations of larger vehicle platforms on

winter Arctic tundra and sea ice conditions Ű In terms of mobility, thesize of the larger vehicle platforms did not greatly hinder their mobility on landor sea ice, and proved not to be an obstacle to their deployment. There arehowever repercussions to using a larger platform in terms of deployability andmaintainability in the Ąeld because of their size, weight, and complexity.

3. Identify roles and applications for which larger, enclosed vehicles may

be suited Ű From these trials, it seems clear that there is the potential for theuse of larger tracked vehicles in the roles of long-range patrol and commandand control. It is less clear that these vehicles Ąll a niche in the roles of logisticsor casualty evacuation, due to their lack of payload capacity and cabin spacewhen compared to a vehicle such as the BV206.

4. Determine the feasibility and advantages of diesel engine snowmobiles

Ű These trials have shown that a diesel engine snowmobile is indeed feasible forthe high Arctic, and conveys advantages of towing capacity and fuel economy.However, it is less clear that this couldnŠt be accomplished with the properdesign and selection of a 4-stroke gasoline powered utility snowmobile, which


warrants further investigation. This particular diesel snowmobile also lost theability to be deployed via CC-138 Twin Otter, favouring the use of smallergasoline powered snowmobiles.

5. Refine specific Rampage, D900 and Argo DOAMV vehicles to rectify

deficiencies in their design Ű Numerous minor deĄciencies were found withthe designs of these vehicles that could only have been discovered through actualuse on a military exercise in the north.

The DEW D900 vehicle, as designed, proved to be capable of supporting long-rangemissions in the Arctic, participating in the full breadth of Op Nunalivut activities.It used about half the fuel of the gasoline snowmobiles, while providing some extrabeneĄcial user features such as heated seating and storage. These features may beuseful requirements for future LOSV procurements, and should be explored furtherto determine if this would truly reduce logistics and enhance operations. However,the front-heavy design afected mobility, limited top speed, and fatigued operators.From a logistical standpoint, the ability to use the same fuel as aircraft or BV206,as well as the potential to act as an electrical generator for camp power could be anasset for the CAF.

The Argo DOAMV, proved that it has adequate mobility for the Arctic terrain, butthe slow speed and lack of suspension would limit its operational use. It would bemainly useful for carrying supplies and perhaps medical evacuation if it was able tobe deployed to an area where it could be efective over short distances. Due to thecurrent lack of options for mobility during melting, there is the potential for the Argoto be useful in other times of the year.

The Rampage vehicle was found to have excellent mobility over all the terrain en-countered, and was fast enough to keep pace with snowmobile patrols. It provides anew capability for Arctic operations that was not previously available, having payloadand electrical capacity not available on standard snowmobiles. However, it does nothave the crew space or load capacity to replace a vehicle such as the BV206. Instead,it is expected that it would be most useful in a mixed Ćeet with regular snowmobiles.It also has the potential to be useful in the Arctic in other seasons with melting snowor water, which should be explored more fully.


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References

[1] Giesbrecht, J. (2015), Design and Testing of a Prototype Tracked AmphibiousAll-Terrain Vehicle, (ScientiĄc Report DRDC-RDDC-2015-R264, PROTECTEDB) Defence Research and Development Canada Ű Suield Research Centre.


List of Acronyms

ATV All Terrain VehicleCAF Canadian Armed ForcesCAFJAE Canadian Armed Forces Joint Arctic ExperimentCFB Canadian Forces BaseCVT Continuously Variable TransmissionDOAMV Domestic Operations and Arctic Mobility VehicleDRDC Defence Research and Development CanadaGPS Global Positioning SystemLOSV Light Over-Snow VehicleRPM Revolutions Per MinuteUHF Ultra-High FrequencyUSB Universal Serial BusVHF Very High Frequency


Annex A: Typical CAF Load for Arctic Long-Range

Patrol


Annex B: DEW D900 Brochure

Snowmobiles D E| ENGINEERlNG & DEVELOPMENT

The ONLY snowmobile of its kind in production.

The D900 Multifuel is a robust militaiy grade utility snowmobile that provides off—road, over-snow

mobility in Arctic, Northern and Alpine environments. The D900 was purposely designed for military operators and military missions. It is distinguished from recreational snowmobiles by its use of standard

military fuels, long range, excellent fuel economy and high payload and towing capacity. The D900

snowmobiles were deployed for Arctic trials as part of Operation Nunalivut from 12-17 April 2015, near

Cambridge Bay, Nunavut 69°07’02"N. They were operated by Canadian Rangers and military personnel. .*2.

Components are standard off—the shelf parts, chosen for their availability, durability and performance,

providing long term sustainability and support. Maintenance is simplified by easy access to systems

and components. A large internal stowage area and external storage brackets provide ample space to place gear and supplies necessary while on deployment.

Technical Specifications

- Length: 3300 mm (130 in) — Engine: Turbocharged 3—cylinder, 898 cc - Width: 1250 mm (49.2 in) - Multifuel: Diesel, F-34 (JP-8) (STANAG 4362)

.

— Dry weight: 363 kg (800 lb) - Fuel Tank Capacity: 57.3L/ 12.6 gal (imp) - Track width: 508 mm (20 in) - Fuel consumption: 8.3L/ 100 km (28.3 mpg) — Track length: 3962.5 mm (156 in) - Electrical: 12V system, with 24V receptacle — Track profile height: 31.8 mm (1.2 in) for radio (under seat) — Suspension travel: 334 mm (13.1 in) — Starting system: Electric starter, - Height (including windshield): 1570 mm (61.8 in) with optional emergency back-up 1

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- Height (no windshield): 1095 mm (43.1 in) - Heated handgrip & thumb throttle lever V, .;·.w

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Annex C: DEW D900 Feedback Results

High Arc�ic Opera�ions LOSV/��W omparison

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DEW D9�� hicl�

Us�r Evaluation or�

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Ease f enter�ng and ex�t�ng dr��er�s, �rew � mmander�s, �assenger seat�ng

� s�t� ns. Eff rt and t�me req��red. ��ze and sha�e f �en�ng. �deq�a�y f hand�

h lds and ste�s.

3 ��

�.1 ��bi�i�� i�� p�� 1 � � 2 �3

H�gh �latf rm m re �nsta�le n s�de sl �es, de�ends n dr��er

ex�er�en�e

Rema�ns n tra�ks and d es n t seem �r ne t r ll� �er n s�de�sl �es.

�.2 ��bi�i�� bi�i�� i�� p�� 2 � � 2 �!

Ma�nta�ns � ntr l whenman e��er�ng at h�gh s�eed.

4 "�bi�i��

#.1 �cc��i�� $�o�� 1 2 2 1 %!

Instant � wer �s n t a�a�la�le. &a�n �s �n l ng term ha�l�ng.

��elerat� n n t as g d.

Res� nds t �erat r � mmands f r a��elerat� n q��kly. ' es n t feel

�nder� wered when f�lly l aded.

#.2 T�p �p�� 2 � � 1 �3

( � s�eed was�)��* w�th l ad. + m re s�eed ne�essary. ( �

s�eed �nl aded **�6) meets m st req��rements. - r �ts / � �t

was g d.

��le t atta�n s��ta�le t � s�eed. ��le t ma�nta�n s��ta�le t � s�eed f r l ng�range

tra�el.

#.� B��0i�� 2 � � � �5

We�ght made �eh��le a l�ttle sl w t st � ��t �na��l�ty t g fast

m�t�gates safety � n�erns.

��le t sl w d wn q��kly and safely when needed. '�re�t� nal sta��l�ty �s g d and

rear�end d es n t �reak l se. 7eh��le feels �alan�ed e�en �nder hea�y �rak�ng.

#.# T��8i��i�� 2 � 2 ) %5 Ideal f r t w�ng �n l w gear w�th hea�y we�ght.

7eh��le has a��r �r�ate range f gear�ng f r a��elerat� n, and f r �erat� n at � th

h�gh s�eeds and at l w s�eeds w�th l ad.

#.* "��uv��bi�i�� 1 2 2 1 %!

(�rn�ng rad��s large, hard t man ��re at l w s�eeds, d�e t

we�ght req��res m rem�s�le t � rner. Had ser� �s �r �lems

w�th gear� x.

��l�ty t t�rn t a� �d �sta�les. (�rn�ng rad��s �s n t t large. �teer�ng and

handl�ng �s a��r �r�ate. ��l�ty t � rner l w and h�gh s�eeds. Is man e��era�le

en �gh t na��gate narr w ga�s �n ��e, et�.

#.6 �i�� i8bi�� 2 # � ) �3

+eedsm ment�m n a��r a�h, we�ght f �eh��le hel�ed w�th

des�ent and l ad.

��le t ma�nta�n s�eed when �l�m��ng h�lls. Ma�nta�ns �eh��le � ntr l n as�ent and

des�ent and feels sta�le thr �gh �t.

#.9 �� T��i� ) � +O ) %

We�ght �s h�ge �ss�ew�th s ft sn w, �nre� �era�le w�th

�ers nnel, d�ff��lt t ga�n m ment�m w�th l ad

Can na��gate a�r ss s ft terra�ns w�th �t �e� m�ng �mm ��l�zed. Ma�nta�ns tra�t� n,

� ntr l, handl�ng, and sta��l�ty �n s ft terra�ns. Has adq�ate gr �nd �learan�e, tra�k

s�ze, and l w en �gh gr �nd �ress�re f r s ft terra�ns.

#.: �b��c�� T��v�� 2 � 2 1 �

C �ld make �t thr �gh sea ��e OK, ��t �f sk�s h�t s meth�ng y �

� �ld get t�rned �er

Can �r ss hazards s��h as r �ks,��e, et�. safely and w�th �t damage t the �eh��le.

Has the a��r �r�ate tra�t� n, m ��l�ty, and gr �nd �learan�e f r na��gat�ng

�sta�les.

#.; � <=�� T��v��>=�u�� T��i� 2 � � 2 �! + t as fast as ther ?O�7, ��t g d

7eh��le �an na��gate r �gh r ads and tra�ls at h�gh s�eeds w�th �t damage t the

�eh��le, �assengers, r �arg . ��s�ens� n a�s r�s ��m�s and �sta�les f r �eh��le

sta��l�ty and � ntr l.

#.1) ��<=�� T��v�� 2 � 2 +O �3 Man ��era��l�ty eas�er at h�gh s�eeds.

7eh��le �an tra�el sm thly and �s eas�ly � ntr lla�le n�r ad at h�gh s�eed.

If y � get st��k y �need at least � �e �le t get �t �t.

Really w �ld l�ke a 12)7 ele�tr��al �n�erter f r �am� � wer.

+eeds ane�tral gear f r t w�ng

R�nn�ng � ards are really g d.

� met�mes there �an �e a la�k f tra�t� n n the rear tra�k.

-r m ama�ntenan�e stand� �nt, there are �r �a�ly t many l�nkages �n the steer�ng

�eat �an �e s mewhat �n� mf rta�le, f r��ng �ser t stradle. (he �ser als sl�des ar �nd a l t.

Please �nd��ate any � mments �n � x �el w. Itemsm�ght �e n tes a� �t �art��lar feat�res f s�e��f��

�eh��les, e�al�at� n �r�ter�a that werem�ssed.


Annex D: DEW D900 Deficiencies Noted

Problems with DEW D900 vehicle noted by operators during Op Nunalivut 2016:

• Wing nuts on gas can racks shake loose.

• Sharp edges on cargo rack at which cut cargo straps.

• Broken bracket on bogie wheel on both machines.

• Rubber straps holding down hood and seat storage will not open in the cold.

• Front spring on track suspension broke.

• Rubber seal on seat storage wrecked on both machines.

• Charge pipe under hood melted hood plastic.

• Broken windshield clips.

• Wing nuts on belt cover shake loose, and are hard to secure and/or undo.

• USB port did not work after several days.

• Sled overheated with towing a heavy load under certain circumstances.

• Gear shift solenoid should be a mechanical linkage for reliability.

• Needs a neutral gear for towing.

• Problem with gears grinding and not engaging in gearbox. The gearbox wouldslip out of gear every 5 minutes.

• Oil dipstick hard to reach, and you can burn your hand accessing it.

• Mirrors should be elevated and extended.

• When frozen, the key would stick and leave the starter engaged.

• Indicator lights on the dash are too bright at night.

• Hand warmer short-circuited and melted on one machine.

• Seat is slippery, and somewhat uncomfortable.


Defy extreme

weather and terrain

in the ARGO XT

Versatile, field-tested and robust, the ARGO XT can

carry personnel and cargo wherever they are needed.

ARGO’s parent company, Ontario Drive & Gear Limited,

is an ISO-certified organization with more than 50 years

experience in making world-class extreme terrain vehicles.

With over 50,000 units produced, multiple NATO and

Allied military forces have successfully deployed

ARGO variants around the globe.

Adding ARGO XTs will allow you to meet tactical

requirements anywhere.

Equip personnel for a variety

of missions with ARGO XTVersatile

• ARGO XT can be equipped to meet the tacticalrequirements for numerous roles, including:

• Troop carrier

• Cargo carrier

• Ambulance vehicle

• Mobile command post

Available with either diesel/JP8 compatible engine

or gasoline engine, the ARGO XT complies with the

DOD One Fuel Policy.

Safe

• With its 165 cm (65”) wide wheelbase and

low centre of gravity, ARGO XT provides:

• Excellent stability

• Optional roll-over protection system

Economical

• The ARGO XT DOAMV (Domestic Operations

& Arctic Mobility Vehicle) will quickly return the

initial investment on a per vehicle basis because

of its proven reliability and versatility.

All vehicles include:

• Integrated lifecycle support (ILS)

• High molecular weight polyethylene hull and

skid plate to protect drive train components

• Choice of COTS Kohler/Lombardini KDW1003 orKohler Aegis engine

• Extensive factory-trained global parts and

service network

Benefit from ARGO XT’s

proven capabilitiesARGO XT combines the best performance features

of other small support vehicles with improved safety

and proven, made-in-Canada durability.

Go anywhere…In water

• ARGO matches Small Unit Support Vehicle (SUSV)amphibious performance, allowing for immediate

deployment of personnel through streams, rivers and

lakes carrying payloads up to 454 kg (1,000 lb).

Over tundra

• ARGO matches SUSV performance over

tundra. With minimal ground pressure, 8-wheel

drive traction and optional tracks, it provides

outstanding off-road mobility.

Over snow

• When equipped with tracks, the ARGO XTDomestic Operations & Arctic Mobility Vehicle

matches in-service Bv206 performance over

snow and ice.

In extreme cold

• The ARGO XT is engineered to operate intemperatures from -40°C to 40°C (-40°F to+104°F) and has proven itself in operations

from the Arctic to Antarctica.

By air

• When the only way in is by air, the ARGO XT issling-loadable by a CH-146 and UH-60, even inhigh/hot conditions. It can also be transported

internally by a CH-147F. The ARGO XT can be

air dropped by either a CC-130 or a CC-17.


220 Bergey Court

New Hamburg, ON, Canada N3A 2J5

Toll Free: 1��

Tel: (519) 662-4000

Fax: (519) 662-2421

www.��. ��

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Specifications

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114" (2896 mm)

49

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m)

79

" (2

00

7 m

m)

81" (2056 mm)

9"

(22

9 m

m)

65" (1651 mm)

57" (1448 mm)

52" (1321 mm)

Overall Width

with 15" (381 mm) Rubber Tracks 72.5" (1841 mm)

with 18" (471 mm) Rubber Tracks 75.5" (1917 mm)

ÛÜÝ Þßàáâàßãäå æâçèâßéã ãê ãëä ìêáíäãî êï ðâãêñêãíòä óéôíéääçè ÛìðóÝ õÜö÷øùÛúÝ ûäçïêçñßéáä åäæäéåäéã êé òäëíáàä àêßåíéôü ãäççßíé áêéåíãíêéü êæäçßãíêéßà èæäáíïíáßãíêéùýäëíáàä áßæßáíãî íéáàâåäèþ åçíòäçü ïâäàü æßèèäéôäçèü áßçôê ßéå ßéî íéèãßààäå ßááäèèêçíäèù

ÛÿÝ (çß��ßç æâàà çßãíéôè �ßèäå êé �ì� 7÷�÷�Üö�ÿÛ÷Ý ðáãâßà áàäßçßéáä ßéå ôçêâéå æçäèèâçä åäæäéåßéã êé ïâàà òäëíáàä àêßåü ãíçä ßíç æçäèèâçäùÛ�Ý (íñäéèíêéè ßéå �äíôëãè ßçä ßææçê�íñßãäù (äæäéåäéã êé ïíéßà �âíàå èæäáíïíáßãíêéùÛ�Ý Þêàêçè ßçä çäæçêåâáäå � íãë ôçäßã áßçäü �âã ñßî òßçî èàíôëãàî êé ßáãâßà òäëíáàäèù

ìêñä òäëíáàä ßææàíáßãíêéè èëê�é ßçä ïêç åäñêéèãçßãíêé æâçæêèäèü êçíôíéßãíéô ïçêñ ãëíçå æßçãíäèßéå éêã ßòßíàß�àä ïçêñ ðf�ù �é ßàà áßèäè òäëíáàä àêßå àíñíãè ëßòä �ääé áêéèíåäçäåù Fêç èßïäãîüßà�ßîè�äßç ßææçêòäå ëäàñäãè ßéå äîä æçêãäáãíêéù aëäé êæäçßãíéô íé �ßãäçü ßà�ßîè �äßç ßææçêòäåûäçèêéßà Fàêßãßãíêé (äòíáäèù ðà�ßîè çäñßíé èäßãäå �ëíàä íé ãëä ðf�ù aëäé äWâíææäå � íãë ãçßáwèüX ñêåäàè ßçä éêã ïâààî ßñæëí�íêâèü ëê�äòäç �ßãäç áçêèèíéô íè æêèèí�àä �íãë ß ïêçåíéô åäæãë êï ú�2Û��ø ññÝù


Annex F: Argo DOAMV Feedback Results

Hi�h rctic �perati�ns ��SV/ RG� ��mparis�n

Pl�� o�� fo�� of � � ��go �� l� �g�� owob�l�� o� � �� x��.0 M�� wo��1 Wo��2 ��3 B��4 M�� b�� A��

1�Mob�l��y o� �o�g ��

�b�l��y �o ��l f�o o�� lo��o� �o ��o� �� by��o��g o�� o� ��o��g ��o�� b�� . 2 1 1 1 3 ��6

�bl� �o g��lly �� lo��o�� owob�l��. �� g�� g � o� �o� ��ow f��.

2� Mob�l��y o� ��

�b�l��y �o ��l f�o o�� lo��o� �o ��o� �� by��o��g o�� o� ��o��g ��o�� b�� . 2 2 2 1 NO ��8 �oo� ��b�l��y

3�Mob�l��y �� ow �b�l��y �o ��o�� of� ��ow �� o��bl� ��. NO 2 NO 1 NO ��5

4�Mob�l��y o� �lly��

Pow�� l��o� �o �l�b �ll� �� bl� �� lly ��. 1 1 2 1 1 �� Wo�l� �o� �l�b �� l��

�� o� fl�� To �� of � � �� l� w �� byob��l��. 0 1 1 1 0 !�6 "��y �low

#�� o� �o�g �� To �� of � � �� l� o�� ob��l��. 1 1 1 1 1 ��! D�� o� $��

7� Tow��g ��y�b�l��y �o �ll l��g� lo�� f�ly �� o��bl��. 1 4 3 3 2 ��6 Too �low

%� ��go ��y�b�l��y �o ��y l��g� lo�� f�ly �� o��bl��. 1 4 3 4 4 &�� oo� ��y, b�� oo �low

9�E�� ofo��o�'�� (��l��y

�b�l��y �o �� fo� lo�g ��o�� of �� o��ff��l� ��. �b�l��y �o �b�o�b � o�$� f�oob��l�� o� �o�g ��. 3 1 1 4 4 ��6

No ��o�, b�� o o��o�f��g��. No� � �ofo��bl� ��.

10� ��f��y �� b�l��y

Do�� o� �o�� $ �o o�� f�o ��o��o� �oll o��. P�o�� o�� f�o �x��l ��. 3 3 4 4 NO &�5

)�� o ��. *oll ��g� �� b�l��.

Pl�� $ � � b��f��'l��b�l�� of � � *��g� �� l� �g�� owob�l�� o� � �� x��.0 M�+o� l��b�l��y1 M��o� l��b�l��y2 No �ff��3 ��4 M�+o� ��

B��f��: ��o�� o��

1P�o��o� f�o � ��l�� l�� f�o �ol�'w��'��ow 4 4 3 4 3 &�6 F�llly �o��

2 I�ol��o� f�o �� B�gg�� o� �oo��'�oo� �� 3 4 1 0 2 ��! T�� o�� o�g ��

3 E(�� b�l��y �o o�� o�'��'o� �� (��, �� o��, �� , ��. 3 4 3 4 4 &�6 Mo�� oo fo� �l��o��

4 ��go ��y �b�l��y �o ��ow ��l�� o� � � �� l� 4 4 3 4 4 &�8

� O�� f��yP�o��o� f�o �ow�� lo�� o� f�o ob��l��,��. 3 3 4 4 2 &��

# �ll��o� ��b�l��y�b�l��y �o o�� o� � o�l�� o��w�� x�� 3 4 4 4 2 &�-

7 � �b�o�� b�l��y �b�l��y �o flo�� 4 3 4 3 2 &��

% El��l ow�� b�l��y �o ow��'�� g� �l��o�� (��. 3 3 4 3 2 &�!

L��b�l��:

9 F��l �o��o�*��g� of �� l�, ��b�� of f��l �� (��,��. NO 4 NO NO NO -�!

10 D�loy�b�l��y'��I��b�l��y �o ��loy �� Tw�� O��. N�b�� of�� l�� o�l� b� ��loy�� NO 1 0 1 2 ��!

11�ol�x��y'��b�l��y

D�ff��l�y of �o��g f��l� �� o� �l��g�, �ol�� l� l��fo�. 1 1 1 1 1 ��! Lo�� of b�o$��

Q;<=>?@C=J

D��:N��:*��$:Po��o�:*ol� �� OP:


Eq��p�en� arry�n� �s pr��ary �enef��

A�� season

S�a��y

Spa e for as�a��y an� �e�� , �o�s of spa e for eq��p�en�

Sys�e� o�p�ex��y

A��y �o �ep�oy

May �e �oo ��e for a narro� �ra��

In rease� �a�n�a�nan e an� re overy nee�s are �he pr��ary ��sa�van�a�e

Dr�ver an� re� �ere �n a pos��on �o o�p�e�e any �ask �pon arr�va�

D�ff� �� o �ove �o �o a��on �y �an� or a�r.

No �e a�se veh� �e �as �oo s�o�

Pro�e ��on fro� ��n� an� hea�er �ere �enef� �a�.

Co��n� a��ons an� nav��a��on are �e��er �n �he Ar�o

Can �e �se� as a r�na�o�� for ha��n� s�pp��es �o/fro� a�r raf�, e� .

Yes, �� e �o �op spee� an� ro��h r��e, �� o�� no� �e �y f�rs� ho� e

Co�� e �se� for �enera� ��es an� shor� re es

Does no� f�� a �ap

Spee� res�r� �s �se

Co�� se ��p�e s�a�� Ar�os for one V206

Does no� f�� he V206 �ap

Wo�� ake a �oo� a�p ro��ne veh� �e. S�o� �ov�n� an� �ano�vera��e �n a a�p se��n�.

A�rf�e�� o��s�� s s�ppor�

S�ppor� for f�ee� ��ve �n��

Usef�� for roa�s an� �ro�n�s

Co�� e �se� �n any env�ron�en� �here spee� �s no� an �ss�e

S��ar �erra�n �n �ar�er �e�pera��res

D�v�n� �n�� has respons��es for 24/7 response �se veh� �e �o a ess re�o�e areas for EOD response. In rease safe�y, spee� an� eff� �en y.

Poss��y �o s�ppor� �on� ran�e foo� pa�ro�s �e��h� arry�n� apa ��y �o�� e �sef�� h��e spee� no� ha�per opera��on.

Ho� �oes �s�n� �h�s veh� �e affe � yo�r p�ann�n� for a ��ss�on ��o��s�� s, �a�n�enan e, personne�, e� )?

If �ep�oye� for�ar� �o�� orry a�o�� ranspor�

Wo�� req��re �ore ��e �o �e� �o �es��na��on

May �e rease �anpo�er req��re�en�s.

If yo� �ere �o�n� o�� on �h�s opera��on a�a�n, an� �ere ��ven �he keys �o an �OSV an� an Ar�o, �h� h �o�� yo� �ake? Why?

Wo�� no� �se �he Ar�o

Wha� are �he pr��ary a�van�a�es of a �ar�er �ra ke� veh� �e �n �h�s env�ron�en�? ��.e. a��y �o ross over o�s�a �es, s�oo�her r��e, a��y �o arry �ore

eq��p�en�, safe�y for o �pan�s, e� .)

Wha� o�her env�ron�en�s, or �ha� o�her exper�en es have yo� ha� �here �h�s �ype of veh� �e �ay have �een �sef��? Does �h�s veh� �e f�� a apa��y �ap �n

o�her env�ron�en�s?

Wha� are �he ��sa�van�a�es of a �ar�er �ra ke� veh� �e �n �h�s env�ron�en�? ��.e. �na��y �o f�n� ro��es �n �e��een o�s�a �es, poor �anoe�vra��y, e� .)

D�� r��n� �n a �ar�er, hea�e� veh� �e prov��e any phys� a� or psy ho�o�� a� �enef�� o yo� ��.e. �ere yo� �ess ��re� or �ore a��e �o a o�p��sh o�her �asks af�er

yo�r �ay of �rave�).

Were �here a ��v��es or �asks �ha� yo� �ere a��e �o a o�p��sh �e��er or fas�er �e a�se of �he hea�e� a� ��.e. o��n� a��ons, nav��a��on, re onna�ssan e,

e� ).

Does �h�s veh� �e f�� a apa��y �ap �ha� �ay ex�s� �n o�her seasons or o�her ��es of �he year �n �he Ar �� .e. a�ph��o�s opera��ons, ro ky �erra�n, e� .)?

Does �h�s veh� �e f�� a �ap �ha��ay �e �ef� �y �he V206 veh� �es, or �o�� a �� h �ar�er p�a�for� s�� e prefera��e?

Wha� o�her app�� a��ons o�� yo� see �h�s veh� �e �e�n� espe �a��y �e�� s��e� for �n an Ar �� env�ron�en� ��.e sear h an� res �e, �o��s�� s s�ppor�, as�a��y

eva , o��an� an� on�ro�, e� .)?


ARG� ehi�le

User �valuation �orm

0 ��cc�p��b�S�� w �� . ��w �� . �� . � ��j�� .

1 P!!"I�� #��. $�� .D�� w �%�� %�� .

2 &cc�p��b�S�� . S'�� #�� . S�� ,�� j�� .

3 (!!)�� '�� #�� %� �� . $�� . �� '� �� '��. D�� '�� %�� %�� .

4 Exc��S'�� %� �� . S�� %� �� . S�� .

N* N!� !b+�"-�)

T'� �� w�� %�� #�� k� �� .

C!//��+150 6�78c� ��88�y C7�"�c��"8+�8c+ &6(9.9 C�"g! C�p�c8�y : : : ;.< => 35? L��

@�� w��'� �� ' �� .

9.; B!F8�g C�p�c8�y H : : : ; 354T�� '�� , ��'�� '�%� ��' ��w��

V�'�� w '��%� �� #��. J�� '��' �� w�� w��.

9.H E�c�"8c� ; 9 : ; ; 252 9;% �� , �� 9;K% �%��M�� w�� '�� , �� . J�� w�� ' �� w��', ��.

9.: OQgg�)��++ 9 9 : ; => 250 �� '�� w�� >%�� %�'�� W�� . D�� w�� w��d� ��k ��w�w�' �� .

9.< X�8��c� ; 9 H => H 253Y� �� #�� %�� Z�.�. w'�� '��[. �� %�'�� '� ��w�� #��k. Y�#�� '�� #�� .>�'�� W�� .

9.\ �+�" ]p�c� ; : 9 H 9 252 �� ' '�� S�� ^�� ' �� , ��. S�� w�� k� �� #��.

250 *ccQp�� ) E"g!�!/8c C7�"�c��"8+�8c+;.9 ]��8�g ; ; ; ; ; 250 =� ��j��, �� .

S�� w�' �� , �� z��. ��j�� #�� '� %�'��.

;.; P�++��g�" C!/f!"� ; H ; ; 9 250 _��'w�� S�� %�'�� #�� '�� '�� '�� k� w'�� w�� #��. V�'�� '� �� W��%��. @�� . �� w��,w'�� , ��.

;.H *p�"��!" `��8gQ� ; H ; 9 => 250 =�� wD�%�� w�' �� %�� ' ��. S�� w'��, ��, ��' �, �� '�� w��'�� #�� .

;.: Ex��"8!" 6�78c� N!8+� H H 9 => ; 253M�� %�'�� .

;.< q��"8!" 6�78c� N!8+� 9 9 9 9 ; 152 V�� V�� W�� .

;.\ E�+� !f *p�"��8!� H H : : : 35?J�� %�'�� #�� %� ��.

;.{ B"�8�8�g O�|Q8"�/��+ H H : : : 35?

6�78c� C7�"�c��"8+�8c O��8�g

�� '�� . J�� %� ��%��.


Vehi�le oes �ot �equi�e si��i�i�a�t t�ai�i�� to ope�ate �ehi�le a� �o� �iel

mai�te�a��e. �o�t�ols a� �au�es a�e �lea�, simple, i�tuiti�e a� �ell ma�ke .

2.8 M��n � ��n 1 2 1 1 2 ��4

Ha� to �limb i� a� out i� �i�te� �ea�, �o

ha� les

Ease o� e�te�i�� a� e�iti�� i�e�'s, ��e� �omma� e�'s, passe��e� seati��

positio�s. E��o�t a� time �equi�e . �ize a� shape o� ope�i��. � equa�y o� ha� �

hol s a� steps.

2.9 �� 2 3 � 3 3 ��0 �i e �i� o�s a�e �lou y

Goo �iel o� �ie� �o� �i�e� a� othe� o��upa�ts.

��0 � f��

3.1 �� ! �� "�� 2 3 � 1.5 2 #�$ Feels e��elle�t o� steep slopes

Remai�s o� �heels a� oes �ot seem p�o�e to �oll�o�e� o� si e�slopes.

3.2 �� %��r�� &� (�n) �"�� 1 3 2 N* + ��$ Not �ast , but �a� ma�ou�e� at top spee

-ai�tai�s �o�t�ol �he� ma�oeu�e�i�� at hi�h spee .

3.3 ��)�c�� % � 1 3 3 3 3 #�6 Not su�e that �ab �oul su��i�e �ollo�e�

F�ee om ��om sha�p �o��e�s, k�obs, le�e�s o� othe� haza� s. � equa�y o� �ollo�e�

p�ote�tio�.

3.� !cc" � /��r �� 1 3 3 3 � #�7

�pp�op�iate �ithout bei�� u��om�o�table o� hi� e�i�� o� u�t o� uties. �e�u�e,

easy a� qui�k to �o��e�t a� is�o��e�t.

4�0 M��

�.1 &cc��r �� :�w�r 1 3 3 3 2 #�4 Feels u� e�po�e�e e�e� empty

Respo� s to ope�ato� �omma� s �o� a��ele�atio� qui�kly. ;oes �ot �eel

u� e�po�e�e �he� �ully loa e .

�.2 T�" �"�� + 1 1 + + 0�4 �lo�, �ot �ast e�ou�h �o� lo��a��e t�a�el

�ble to attai� suitable top spee . �ble to mai�tai� suitable top spee �o� lo��

�a��e t�a�el.

�.3 Br <�n 1 3 � 3 2 #�6 Ha� b�ake �elt �eak

�ble to slo� o�� qui�kly a� sa�ely �he� �ee e . ;i�e�tio�al stability is �oo a�

�ea��e� oes �ot b�eak loose. Vehi�le �eels bala��e e�e� u� e� hea�y b�aki��.

�.� Tr �� 1 3 3 1 3 #�# No �eal i��e�e��e bet�ee� lo� a� hi�h

Vehi�le has app�op�iate �a��e o� �ea�i�� o� a��ele�atio�, a� �o� ope�atio� at both

hi�h spee s a� at lo� spee s �ith loa . �hi�ts smoothly at app�op�iate times.

�.5 M ��=�r �� 3 3 � � 3 ��4 �ol pi�ot tu��, tu��s �ell o� a ime

�bility to tu�� to a�oi obsta�les. >u��i�� a ius is �ot too la��e. �tee�i�� a�

ha� li�� is app�op�iate. �bility to �o��e� lo� a� hi�h spee s. ?s ma�oeu�e�able

e�ou�h to �a�i�ate �a��o� �aps i� i�e, et�.

�.@ (�� %��n 2 3 3 1 2 #�# �limbe bette� tha� e�pe�te

�ble to mai�tai� spee �he� �limbi�� hills. -ai�tai�s �ehi�le �o�t�ol o� as�e�t a�

es�e�t a� �eels stable th�ou�hout.

�.A ��f� T�rr � N* 3 N* 2 2 #�� ;i �ell o� sea i�e

�a� �a�i�ate a��oss so�t te��ai�s �ithout be�omi�� immobilize . -ai�tai�s

t�a�tio�, �o�t�ol, ha� li��, a� stability i� so�t te��ai�s. Has a quate ��ou�

�lea�a��e, �heel size, a� lo� e�ou�h ��ou� p�essu�e �o� so�t te��ai�s.

�.8 !�� c�� Tr =�r� � 3 3 3 2.5 1 #�$

;i bette� tha� e�pe�te , �o suspe�sio� but

the so�t ti�es help

�a� ��oss haza� s su�h as �o�ks, i�e, et�. sa�ely a� �ithout ama�e to the �ehi�le.

Has the app�op�iate t�a�tio�, mobility, a� ��ou� �lea�a��e �o� �a�i�ati��

obsta�les.

�.9 !ffC/� � Tr =��D/�n) T�rr � 3 3 3 2.5 + #��

Vehi�le �a� �a�i�ate �ou�h �oa s a� t�ails at hi�h spee s �ithout ama�e to the

�ehi�le, passe��e�s, o� �a��o. �uspe�sio� abso�bs bumps a� obsta�les �o� �ehi�le

stability a� �o�t�ol.

�.1+ !C/� � Tr =�� 1 3 � + + ��6 >oo slo�

Vehi�le �a� t�a�el smoothly a� is easily �o�t�ollable o��oa at hi�h spee .

Goo mobility, but Iust �ot e�ou�h spee

Poo� �o�st�u�tio� o� some �ompo�e�ts � oo� ha� les b�eaki��, st�et�he� mou�t te��ible, b�oke� t�a�k �ui es

:�� c �� c�� x ��w� J�� n)� �� " r��c� r f� �r�� f �"�c�f�c

=�)�c��K �= � �� cr��r� �) �w�r� ��


Annex G: Argo DOAMV Deficiencies Noted

Problems with Argo DOAMV vehicle noted by operators during Op Nunalivut 2016:

• Door handles immediately broken.

• Low/High gear shift really easy to break.

• Stretcher mount is easy to bend, and rattles terribly when driving.

• Side guides on rubber tracks get broken of.

• Multiple Ćat tires.

• Extremely weak hand/emergency break.


Annex H: Polaris Rampage Feedback Results

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Annex I: Polaris Rampage Deficiencies Noted

Problems with Polaris Rampage vehicle noted by operators during Op Nunalivut2016:

• Trunk and hood latches ice up and you canŠt get your Ąngers in them withouttools. Then once you get the mechanism loose you still canŠt turn it becauseitŠs frozen underneath.

• Winch switch got accidentally triggered on both vehicles from people jammingclothing in the gap between seat and dash.

• Winch electrical plugs need dummy caps as they iced over when not in use.

• The rear exhaust needs to be angled to prevent condensation icicle when idlingbetween the exhaust and the track.

• Needs windshield wipers.

• Defrost didnŠt keep up and side windows frosted the entire time, with frontwindows frosted sometimes.

• Crew storage inside is required, as there is no place to put clothing, papers,radios, etc. Perhaps a cargo area instead of a rear window would be useful.

• Needs side mirrors.

• Windshield would pop open randomly when driving across tundra.

• Pedal placement is too close together with big boots on.

• A storage compartment under the front hood would be good for a toolbox.

• Road wheels are really noisy over rocks and ice and may be vulnerable tobreaking.

• Snow sometimes comes up into the blower fan intake and fogs the windshield.

• DidnŠt see a huge advantage with the winter style rubber track and we shouldprobably just stick with the all-season track.

• The traction aid on top of track platform is extremely slippery when cold andsnowy.

• The fuel cap with chain inside is hard to use with mitts on: the chain gets inthe way and the thread is too Ąne.

• Fuel gauge can be misleading (especially on reĄll).


• Gloves get stuck on the door latch mechanism push button.

• The outside door latch is prone to icing up and being stuck.

• Radiators have sharp grating that catches on gloves and clothing.

• Bilge pump tubes ice over in the cold.

• Vehicle should have a built-in electrical inverter for equipment power.

• Needs a siphon line or fuel bypass to drain fuel tank for air transport.


DOCUMENT CONTROL DATA(Security markings for the title, abstract and indexing annotation must be entered when the document is Classified or Protected.)

1. ORIGINATOR (The name and address of the organization preparing

the document. Organizations for whom the document was prepared,

e.g. Centre sponsoring a contractor’s report, or tasking agency, are

entered in section 8.)


Box 4000, Station Main, Medicine Hat

AB T1A 8K6, Canada

2a. SECURITY MARKING (Overall security marking of

the document, including supplemental markings if

applicable.)

UNCLASSIFIED

2b. CONTROLLED GOODS

(NON-CONTROLLED GOODS)

DMC A

REVIEW: GCEC DECEMBER 2012

3. TITLE (The complete document title as indicated on the title page. Its classification should be indicated by the appropriate

abbreviation (S, C or U) in parentheses after the title.)

User Trials with Novel Light Oversnow Vehicles in the Canadian Arctic

4. AUTHORS (Last name, followed by initials – ranks, titles, etc. not to be used.)

Giesbrecht, J.; Fairbrother, B.

5. DATE OF PUBLICATION (Month and year of publication of

document.)

November 2016

6a. NO. OF PAGES (Total

containing information.

Include Annexes,

Appendices, etc.)

90

6b. NO. OF REFS (Total

cited in document.)

1

7. DESCRIPTIVE NOTES (The category of the document, e.g. technical report, technical note or memorandum. If appropriate, enter

the type of report, e.g. interim, progress, summary, annual or final. Give the inclusive dates when a specific reporting period is

covered.)

Scientific Report

8. SPONSORING ACTIVITY (The name of the department project office or laboratory sponsoring the research and development –

include address.)


Box 4000, Station Main, Medicine Hat AB T1A 8K6, Canada

9a. PROJECT OR GRANT NO. (If appropriate, the applicable

research and development project or grant number under

which the document was written. Please specify whether

project or grant.)

9b. CONTRACT NO. (If appropriate, the applicable number under

which the document was written.)

10a. ORIGINATOR’S DOCUMENT NUMBER (The official

document number by which the document is identified by the

originating activity. This number must be unique to this

document.)

DRDC-RDDC-2016-R216

10b. OTHER DOCUMENT NO(s). (Any other numbers which may

be assigned this document either by the originator or by the

sponsor.)

11. DOCUMENT AVAILABILITY (Any limitations on further dissemination of the document, other than those imposed by security

classification.)

Unlimited

12. DOCUMENT ANNOUNCEMENT (Any limitation to the bibliographic announcement of this document. This will normally correspond

to the Document Availability (11). However, where further distribution (beyond the audience specified in (11)) is possible, a wider

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13. ABSTRACT (A brief and factual summary of the document. It may also appear elsewhere in the body of the document itself. It is highly

desirable that the abstract of classified documents be unclassified. Each paragraph of the abstract shall begin with an indication of the

security classification of the information in the paragraph (unless the document itself is unclassified) represented as (S), (C), or (U). It is

not necessary to include here abstracts in both official languages unless the text is bilingual.)

In April 2016, DRDC conducted user trials with three types of novel Light Over-Snow Vehicles

(LOSV) near Resolute Bay, NU. The purpose was to investigate new ways of operating in the

north by testing the DEW D900 diesel powered snowmobile, as well as two enclosed cab tracked

all-terrain vehicles (the Polaris Rampage and the Argo DOAMV). These trials were conducted as

part of the Canadian Armed Forces (CAF) Op Nunalivut 2016, deploying to an austere bivouac

on Little Cornwallis Island, investigating roles such as long-range patrol, logistics, command and

control, and casualty evacuation. Trial data was gathered through the use of subjective feed-

back from soldiers operating the vehicles, as well as by metrics such as distance travelled, fuel

economy, speed, etc. It was found that there is utility in the Arctic for both the diesel snowmobile

and the enclosed cab tracked vehicles, and that the mobility of both the DEW D900 and Polaris

Rampage was adequate for these types of operations. However, it was also clear that there are

drawbacks of both types when compared with conventional snowmobiles.

14. KEYWORDS, DESCRIPTORS or IDENTIFIERS (Technically meaningful terms or short phrases that characterize a document and could

be helpful in cataloguing the document. They should be selected so that no security classification is required. Identifiers, such as

equipment model designation, trade name, military project code name, geographic location may also be included. If possible keywords

should be selected from a published thesaurus. e.g. Thesaurus of Engineering and Scientific Terms (TEST) and that thesaurus identified.

If it is not possible to select indexing terms which are Unclassified, the classification of each should be indicated as with the title.)

DRDC Scientific Report; example document

www.drdc-rddc.gc.ca

user trials with novel light oversnow vehicles in the canadian

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