This html article is produced from an uncorrected text file through optical character recognition. Prior to 1940 articles all text has been corrected, but from 1940 to the present most still remain uncorrected. Artifacts of the scans are misspellings, out-of-context footnotes and sidebars, and other inconsistencies. Adjacent to each text file is a PDF of the article, which accurately and fully conveys the content as it appeared in the issue. The uncorrected text files have been included to enhance the searchability of our content, on our site and in search engines, for our membership, the research community and media organizations. We are working now to provide clean text files for the entire collection.
disastrous as the Titanic, but, in terms
efficient the Ice Patrol.
Since the patrol’s inception (excluding the war years during which it was suspended), not a single ship has been sunk due to striking an iceberg outside the limits of all known ice as broadcast by the International Ice Patrol. Records show that ships have collided with bergs and sunk inside these limits, indicating that the warnings were not heeded, and ships attempted to steam through the danger area. Outside the patrol’s area of responsibility several modern ships have hit bergs and sunk. Most notable are the merchant vessels Hans Hedtoft (30 January 1959) and the Bergemeister Smidt (25 November 1965) both off Kap Farvel, Greenland. Thus, the unblemished record of the Ice Patrol should not be allowed to lull anyone into a false sense of security, nor should this check the Ice Patrol’s improvement through scientific research.
What if a VLCC (very large crude carrier) or a LNG (liquefied natural gas) tanker should strike a berg? The result, in terms of human life, may not be as environmental damage, imagine the worldwide outcry.
The AMVER System
By Lieutenant Walter McDougall, U. S. Coast Guard, Chief, Automated Mutual-assistance Vessel Rescue (AMVER) Branch, Commander, Atlantic Area (August 1972-July 1975)
The Automated Mutual-assistance Vessel Rescue (AMVER) system, operated by the U. S. Coast Guard, is an international program designed to improve merchant vessel safety on the high seas. Merchant vessels, regardless of registry, beginning offshore voyages longer than 24 hours, are encouraged to transmit their movement information through cooperating international radio stations to the AMVER center, Governors Island, New York. This information is fed into a computer, located at Coast Guard Headquarters in Washington, D.C., which maintains a current plot of the ships’ positions by dead reckoning their proposed tracks through the duration of the voyages. When a recognized rescue center (RRC) of any nation learns of an emergency at sea, it may obtain a computer listing of vessels on the AMVER plot for a designated area. Search and rescue (SAR) data, such as a vessel’s radio capability, her radio watch schedule, and whether she carries a doctor, are kept on file in the computer and can be retrieved as required. The location of a particular ship, if she is participating in the AMVER system, may also be obtained by rescue authorities if her safety is in question. Except for reasons related to maritime safety, predicted vessel locations are disclosed only to the respective ship owners. It costs the individual vessels and their owners nothing to participate in the system.
The AMVER system—formerly known as the Atlantic Merchant Vessel Report- system—began as a small, hand-calculated plot of shipping within the U. S. Coast Guard’s Western Atlantic Ocean area of maritime SAR responsibility. Merchant vessels submitted position reports when operating within the area, thus enabling the Coast Guard to maintain a surface plot from which vessels could be located and called upon to provide distress assistance even before SAR units could be mobilized or dispatched. In 1958, the Coast Guard computerized the system, and, within a few years, acceptance of the system extended beyond a small group of Coast Guard personnel to the larger maritime community which realized the increased measure of safety provided by an automated position-plotting operation. General acceptance of the system, combined with ever-improving data processing methods and equipment, allowed AMVER to grow to the point where it now maintains a continuous plot of over 2,100 merchant vessels.
To begin the AMVER plot, the vessel submits a sail plan (Type 1 message) through one of the 70 participating radio stations worldwide to the AMVER center. The information contained in this message includes the departure point and time, sailing route, speed, destination, estimated time of arrival, and other pertinent data, such as whether the vessel carries a doctor. When received at Governors Island, the AMVER watch, consisting of a watch supervisor and three watchstanders, checks the completeness and accuracy the message and key punches the information onto a data card. Then, through a user’s terminal, the information lS transmitted to the Washington computer. A special program compares the information on the individual data cards with information already on file. A'1)' inconsistencies are noted, and the input information is returned to the AMVEr watch. This correlation program allow5 a 0.8° difference in latitude or longitude between the card and file data. After inconsistencies are researched and rectified, the input data cards are processed with another program which places the new information on file, automatically updating the previous file. During M3)1 1975, the AMVER watch initiated 5,730 separate voyages by this method.
In an attempt to maintain accurate data on AMVER plot vessels, the AMVER center requests that the masters of vessels participating in the system provide three messages in addition to the Type l- These messages are position (Type 2). deviation (Type D), and arrival (Type 5) reports. The Type 2, which includes the datum time and position information, Is vital in keeping the plot current. Since position data on vessels participating in the international weather observation
program is forwarded to the AMVER renter, vessels participating in this program need not forward the Type 2. The Type D is a deviation message required when information included in the Type 1 message is no longer current. It may indicate a change in sailing route, speed, estimated time of arrival, destina- tI0n, or any other data not previously sent to the AMVER center. The Type 3 terminates the plot and is sent when the vessel reaches her destination. If this Message is not forwarded, the computer automatically terminates the voyage at rhe predicted time of arrival and alerts the AMVER center of the discrepancy.
The AMVER system is truly international. In 1974, 6,083 individual vessels, representing 75 flags, participated in the AMVER program. According to U. S. Department of Commerce %ures, this is nearly 30% of the world’s fieet of 21,204 vessels over 1,000 gross tens. A total of 109,603 separate voyages were plotted during the same year. Although the U. S. Coast Guard vessels Use the system, no naval ships, foreign 0r U. S., participate in the system. The teasons, assumed, involve issues of national security, such as classified vessel Movements conflicting with the unclassified nature of AMVER.
Four specific programs are available through the AMVER system. These include three types of surface pictures (SurPics)—radius, HILO, and trackline ^and the AMVER File (AFil) informa- tton on a particular vessel.
The most commonly used SurPic is the radius type. The rescue coordination center controller specifies the datum t'tne, the latitude and longitude of the center point, and the desired radius in ttautical miles, up to 999 nm., of the circle plot desired, and the computer Prints out a SurPic. This radius SurPic lists all vessels within the specified area at the datum time with their positions at that time, courses and speeds, SAR ‘lata (radio watch schedule, radar, doctor, etc.,), and closest point of approach (CPA) of the vessels to the center point. The CPAs will show distance and bearing from the center position as well as the time CPA will occur.
The HILO SurPic is normally used tvhen coverage of a large ocean area is desired. The controller specifies the datum time and the latitude and longitude of the northwest and southeast corners of a selected area. The SurPic lists all vessels within the rectangle with their positions at datum time, courses and speeds, destinations, and SAR data.
The third SurPic available is the trackline. The controller specifies the datum time, the end points (P-i and P-2) of a trackline, whether the trackline should be rhumb line or great circle, and the half width, distance on either side of the track, desired. The trackline SurPic lists ships in order from P-i to P-2.
All SurPics have special options which may be used at the discretion of the controller. If requested, only vessels with doctors on board will be listed. If only eastbound or westbound vessels are desired, this information can also be extracted from the computer. In 1974, 5,835 SurPics were furnished to requesting authorities worldwide.
The AFil program is not a SurPic, but it may be used to determine the location of a particular vessel if she is on AMVER
A Coast Guardsmati at the AMVER system headquarters at Governors Island verifies a message from one of the system's participating vessels and translates it into numerical language for the computer which then can send a surface picture (Sur Pic) over a teletype circuit, above, to any recognized rescue center in the world.
plot—all the computer needs is a vessel’s call sign and a datum time. If the merchant vessel is on AMVER plot, the computer-predicted dead reckoned position for the vessel at the requested time can be furnished. The AFil program also provides the controller the time of the last input from the ship. This is important in that it might be the last communication from the vessel.
How, and to what success, the AMVER programs are employed is largely dependent on the resourcefulness of the users. AMVER information may be used in cases of ships in distress, shipboard medical emergencies, overdue vessels, aircraft ditchings, and search planning.
As a part of a major ship distress, an "all-ships” broadcast is usually initiated, and all vessels in the vicinity immediately respond. Generally, this means that the responding vessels must deviate from their optimum tracks to reach the distressed vessel. An AMVER SurPic provides the coordinating authority
ities.
At AAIVER headquarters in New York, an average of 800 ships per day are being tracked.
with detailed information concerning vessels in the vicinity. The coordinator may interpret the data to determine which vessels have the desired SAR capabilities, their relative locations from the distress position, their estimated times of arrival on scene, etc. From this information, he may selectively choose which vessels would do the most good on the scene and direct the remaining vessels to resume their voyages. The ability to make such a decision reduces duplication of effort, provides for the best- suited vessels to be on scene, and saves the shipping companies the considerable expense that would result if all ships in a specific area responded to every distress call in that area. If every vessel were on the AMVER plot, the need for an all-ships broadcast to divert vessels to a distress would be virtually non-existent.
AMVER information is also commonly used to coordinate efforts in response to shipboard medical emergencies. The AMVER system can list which vessels in a specific area carry medical assistance. If a doctor is immediately required, one can be located and a rendezvous affected. If a diagnosis is made to evacuate a patient to a medical facility, an AMVER SurPic can provide helpful information on the port destinations of vessels in the vicinity. Any agreement to rendezvous, however, must be mutually agreed upon by the vessels involved—the AMVER system provides basic information and
possible alternatives, but cannot order that a specific course of action be taken.
The AFil program is utilized primarily in cases involving overdue vessels or when a question arises concerning the position of a particular vessel. If the vessel is on the AMVER plot, the AFil information will provide the vessel’s current dead reckoned position as well as her destination and estimated time of arrival. If the same ship had been sending routine position reports her plot will be very accurate. The AFil program also provides information on the time the vessel last reported to the AMVER center. If a search is required, the controller can obviously reduce the possible search area with the AFil information.
Should a possible aircraft ditching situation arise the trackline SurPic can provide the aircraft commander with a list of merchant vessels along his intended track. Should a ditch become necessary, the pilot may set down near the best available aid in lieu of an arbitrary ditching.
Knowledge of transiting merchant vessels within a search area can contribute greatly in the coordination of search efforts. After the RCC controller has outlined the search area, he can determine from an AMVER SurPic which merchant vessels are transiting the area. The controller may select specified vessels to aid in the search. The vessels may be notified to sail a straight line between two predetermined points. By carefully assigning vessels to required coverage areas which correspond to the intended sailing routes of the search vessels, delays or inconveniences will be held to a minimum. Coverage of an area through this method can be an aid to rescue coordination centers which do not have the resources sufficient to cover a large search area over an extended time period.
AMVER goes a long way toward being the international safety system for merchant vessels. Hopefully, increased public awareness of the system will stimulate more members of the maritime community to endorse the system and participate in it. As the number of vessels on the AMVER plot increases and communications improve, the effectiveness of the system also grows.
Until participation in AMVER becomes mandatory for all merchant ships
through international agreement or legislation, it will be a passive safety system. If a vessel changes her sailing route and fails to inform the AMVER center, accuracy of the AMVER plot will continue to be degraded. If vessels participating in AMVER were required to submit periodic position reports at specified times, the AMVER center could notify the appropriate authorities when one of these reports was missed. Communications checks could be initiated for the "overdue” vessel, and the AMVER plot would more accurately locate the position of the vessel in distress.
AMVER may someday involve the expansion of the plot to include more than merchant vessels. Private and commercial yachts and vessels of all sizes could participate in the system. The basic format would be the same as presently exists for merchant vessels, however present communication cilities limit the development of such a plan for the near future. With the increased use being made of submersible crafts, it can be reasoned that an AMVER plot of such vessels would be mutually beneficial to them and rescue author
Much of the system’s future is based
on the assumption that communication
capabilities will improve. High speed communication lines, TELEX terminals on board merchant vessels, satellite communications, and increased communication facilities worldwide are some of the needed improvements. With better communications between merchant vessels and the AMVER center, the information would become more timely, and it would be easier for vessels to participate in the system. Improved communications between the AMVER center and rescue authorities worldwide would increase the usage of the system. As more rescue coordination centers utilize the system and view its capabilities firsthand the effectiveness of the system would increase. Improved communications between rescue authorities and merchant vessels would speed the delivery of SAR-related message traffic- Assistance could be reached and assigned in an expedient manner. With improved communications and international authority the AMVER system could well become a truly effective and active international merchant vessel safety program-