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Density of AMVER reports, July 2011.

AMVER, or Automated Mutual-Assistance Vessel Rescue is a worldwide voluntary reporting system sponsored by the United States Coast Guard. It is a computer-based global ship-reporting system used worldwide by search and rescue authorities to arrange for assistance to persons in distress at sea. With AMVER, rescue coordinators can identify participating ships in the area of distress and divert the best-suited ship or ships to respond. Participating in AMVER does not put ships under any additional obligation to assist in search and rescue efforts, beyond that which is required under international law.[1]

History

[edit]

The beginnings of the AMVER system finds its roots in the RMS Titanic disaster in 1912. Ships passing within sight of the ill-fated passenger liner were unaware that it had hit an iceberg and was sinking. Upon later investigation, those who had seen the distress flares from the stricken ship admitted they thought they were merely part of the maiden voyage celebrations.[2] As late as the mid-twentieth century the world's commercial shipping fleet and burgeoning air transport system lacked an available full-time, global emergency reporting system.[2]

On April 15, 1958, the United States Coast Guard and commercial shipping representatives began discussions which led to the creation of AMVER. Originally known as the Atlantic Merchant Vessel Emergency Reporting System, it became operational on July 18, 1958.[2] AMVER began as an experiment, confined to waters of the North Atlantic Ocean, notorious for icebergs, fog and winter storms. Vice Admiral Alfred C. Richmond, Coast Guard Commandant at the time, called on all commercial vessels of U.S. and foreign registry, over 1,000 gross tons and making a voyage of more than 24 hours, to voluntarily become AMVER participants. The basic premise of AMVER, as a vehicle for mariner to help mariner without regard to nationality, continues to this day.[2]

The first home of the AMVER Center was at the New York Custom House in downtown New York City, due to the fact that many commercial cargo and passenger lines operating in the Atlantic maintained offices nearby, and AMVER's success would depend on close ties to the merchant fleet. The system's first computer was an IBM RAMAC (Random Access Method Accounting Control), characterized as being able to "evaluate information and determine the position of vessels through dead reckoning." The product of the computer was a "Surface Picture" or "SURPIC" of an area of the ocean, indicating the AMVER participating ships in the vicinity.[2] In 1966, the Coast Guard moved its regional headquarters from the Custom House to Governors Island, in upper New York Bay. The move included the AMVER Center and consolidated all New York area Coast Guard activities, including a Rescue Coordination Center, at one site. One year after the move, AMVER's title was revised to read Automated Merchant VEssel Reporting program. Subsequent homes for the AMVER computer would include Washington, D.C.; Governors Island, New York; and now at Martinsburg, West Virginia.[2] In October 1982, the first joint AMVER/satellite-alerting rescue occurred, using the experimental ARGOS and Cospas-Sarsat system. December of that year saw the U.S. Maritime Administration and the Coast Guard sign an agreement making AMVER participation mandatory for U.S.-flag shipping, and suspending the requirement for the filing of reports to the overlapping USMER reporting system. This benefited many U.S. masters, already AMVER participants, who were juggling reports to two parallel systems, and allowed for a consolidated plot of all U.S. shipping worldwide.[2] With the advent of the Global Maritime Distress Safety System (GMDSS), the role of AMVER was redefined to complement the emerging technology. Rescue coordination centers around the world began using Electronic Position Indicating Radio Beacons (EPIRBS), Inmarsat-C and Digital Selective Calling terminal auto-alarms to "take the search out of search and rescue." Then, attention could be turned to AMVER as a tool for the rescue phase of the operation.[2] The beginning of the 1990s saw the need for the entire software package of AMVER to be rewritten in UNIX/Windows technology to keep pace with the evolution of data processing. This new version would provide more capacity; mechanisms for recurrent routings and maintaining ships on station (e.g., research ships or fishing factory ships); graphic plot depiction; and parser capability, once again bringing AMVER current with the state of the art.[2] Home for the AMVER Center was moved to the Operations Systems Center, a new facility designed and built to consolidate many Coast Guard computer systems at Martinsburg, West Virginia. Contracted out to civilian operation, this facility released many staff members for reassignment throughout the Coast Guard. In conjunction with the National Oceanic and Atmospheric Administration (NOAA) and COMSAT (the U.S. signatory to Inmarsat) AMVER has assisted in the development of "compressed message" software to move report data at high speed and low cost to encourage more frequent, user-friendly reporting and thus increase plot accuracy at a time when many shipping companies are removing full-time radio officers from GMDSS-compliant ships.[2] Today, over 22,000 ships from hundreds of nations participate in AMVER. An average of 4,000 ships are on the AMVER plot each day and those numbers continue to increase. The AMVER Center computer receives over 14,000 AMVER messages a day. Over 2,800 lives have been saved by AMVER participating ships since 2000.[2]

Types of AMVER reports

[edit]
  • Sailing Plan – contains complete routing information and should be sent within a few hours before, upon, or within a few hours after departure.
  • Position Report – should be sent within 24 hours of departure and subsequently at least every 48 hours until arrival. The destination should also be included in Position Reports. At the discretion of the master, reports may be sent more frequently, for example: during heavy weather or other adverse conditions.
  • Deviation Report – should be sent as soon as any voyage information changes, which could affect AMVER's ability to accurately predict the vessel's position. Changes in course or speed due to weather, ice, change in destination, or any other deviations from the original Sailing Plan should be reported as soon as possible.
  • Arrival Report – should be sent upon arrival at the sea buoy or port of destination.

See also

[edit]

References

[edit]
[edit]
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AMVER

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from Grokipedia
The Automated Mutual-Assistance Vessel Rescue (AMVER) System is a voluntary, computer-based global ship reporting program sponsored by the that enables (SAR) authorities worldwide to coordinate assistance for vessels and persons in distress at sea. Established in 1958, AMVER maintains a database of participating ships' positions and capabilities, updated via voyage plans and reports submitted every 48 hours through its official , allowing for efficient use of nearby vessels in emergencies. Administered by the U.S. Coast Guard's Office of (CG-SAR) Coordination Division, with technical support from the C5I Service Center, the system is open to ships of all flag states and has been recognized by the for enhancing global maritime safety. While participation is voluntary for most vessels, U.S.-flag and U.S.-owned ships are required to report positions to support national defense and emergency response efforts. As of 2023, approximately 6,300 ships are active on the AMVER plot daily worldwide. AMVER's impact is demonstrated through real-world rescues, such as the 2019 operations where participating ships saved a solo sailor 1,095 miles east of and four individuals 750 miles west of , underscoring its role in rapid, coordinated SAR actions.

History

Origins and Early Development

The sinking of the RMS Titanic on April 15, 1912, which resulted in the loss of over 1,500 lives, highlighted critical gaps in maritime search and rescue coordination, particularly the difficulty in identifying and directing nearby vessels to assist ships in distress. This tragedy spurred international reforms, such as the establishment of the International Ice Patrol and the first Safety of Life at Sea (SOLAS) convention, but the need for a systematic ship tracking mechanism persisted for decades, laying the groundwork for modern voluntary reporting programs. Although computer technology was not yet available in 1912 to enable real-time position plotting, the Titanic disaster's emphasis on mutual assistance among vessels directly influenced the conceptual development of such systems. In 1958, the U.S. Coast Guard addressed this long-standing need by initiating the Atlantic Merchant Vessel Emergency Reporting System (AMVER) through collaborative discussions with commercial shipping representatives on April 15. Originally designed as an experimental program to enhance rescue efficiency in the North Atlantic, AMVER relied on voluntary position reports from merchant vessels to create a centralized plot of ship locations. The system became operational on July 18, 1958, initially confined to merchant ships transiting the North Atlantic route, with data processed at a center in New York. From its inception, AMVER was structured as a voluntary initiative sponsored entirely by the U.S. Coast Guard, encouraging participation without imposing regulatory burdens on ship operators. This sponsorship ensured that the program focused on fostering mutual assistance among vessels during emergencies, aligning with international maritime safety principles while remaining accessible to ships of any flag state. Over the following years, AMVER's foundational framework expanded to support global operations.

Expansion and Key Milestones

In 1966, the AMVER Center was relocated from its original site at the U.S. in to , New York, to enhance coordination with operations and accommodate growing data processing needs. This move supported the system's transition to automated computing and positioned it within the Coast Guard's expanding regional headquarters. By 1963, AMVER had expanded from the North Atlantic to become a worldwide service, encompassing oceans and seas globally, which facilitated broader international participation and improved coordination across diverse maritime regions. In December 1982, the U.S. Maritime Administration and the formalized an agreement making AMVER participation mandatory for all U.S.-flag oceangoing vessels in foreign trade, as codified in 46 CFR Part 307, to ensure consistent position reporting for and emergency response. That same year, in October, AMVER achieved a milestone with its first satellite-alert assisted rescue, utilizing the experimental Argos and Cospas-Sarsat systems to locate and coordinate aid for a distressed vessel. By the 1990s, the AMVER Center relocated to the Operations Systems Center in , in 1991, centralizing computing resources and modernizing infrastructure for handling increased data volumes from global participants. This shift enabled more efficient processing and supported the system's evolution toward integrated and digital reporting. By the early , AMVER had grown significantly, with participation expanding to thousands of ships from hundreds of nations, reaching over 20,000 participants by 2012. In the and , AMVER continued to modernize with improved digital interfaces and integrations, maintaining over 3,000 active participating vessels as of 2023, demonstrating sustained global impact.

System Operations

Reporting Procedures

AMVER operates as a voluntary ship reporting , allowing participating vessels to submit position and voyage information to the U.S. 's AMVER Center for use in coordination. Ships enroll by completing a Ship Reporting Questionnaire, after which they can begin submitting reports using various communication methods, including to [email protected], satellite systems such as through designated service providers, HF radiotelex, HF radio, , or , with transmission costs covered by the U.S. to encourage participation. For automated submissions, vessels may use the free Amver/SEAS software provided by the (NOAA), which integrates with transceivers and compatible computers to generate and send reports efficiently, often combining them with weather observations for dual-purpose reporting. The reporting process begins with the submission of an initial Sailing Plan, which must be sent within a few hours before or after departure from port and includes details such as the vessel's itinerary, speed, and estimated times of arrival at waypoints. This report establishes the vessel's intended track in the AMVER system, enabling the center to maintain a plot for SAR purposes. Following the Sailing Plan, the first Position Report is required within 24 hours of departure, after which subsequent position reports must be submitted at least every 48 hours or whenever there is a significant change in course, speed, or other factors affecting the voyage. These reports update the vessel's location and status, ensuring the AMVER database remains current without requiring excessive communication. To conclude tracking for a voyage, participating ships submit a Final Arrival upon reaching their destination , confirming safe arrival and closing the Sailing Plan in the system. If deviations from the original plan occur—such as changes in destination or route exceeding 25 nautical miles—ships must notify the AMVER Center promptly via a Deviation , though procedural focus remains on maintaining regular position updates. All reports follow a standardized format to facilitate automated processing, and masters retain discretion to report more frequently if conditions warrant, prioritizing the system's role in enhancing maritime safety.

Types of AMVER Reports

The AMVER system relies on a structured set of reports submitted by participating vessels to maintain accurate tracking for (SAR) coordination. These reports are standardized to ensure consistency and , with each type serving a specific role in updating the system's database of vessel positions and itineraries. The primary reports include the Sailing Plan, Position Report, Deviation Report, and Arrival Report, supplemented by special reports for exceptional circumstances. The Sailing Plan Report (SP) is the initial submission that establishes a vessel's voyage details for predictive plotting in the AMVER system. It includes the vessel's name, , position at departure (), date and time of departure, course, speed, next port or with (ETA), and the final destination, along with any optional details such as medical facilities or communication contacts. This report must be sent within a few hours before, upon, or shortly after departing from port to enable the system to generate expected positions accurate to within 25 nautical miles (nm). Its purpose is to provide comprehensive routing information, allowing SAR authorities to anticipate the vessel's location throughout the journey. Position Reports (PR) provide ongoing updates to refine the vessel's tracked location and maintain the system's real-time awareness. Each report contains the vessel's current position (latitude and longitude), true course or heading, speed in knots, date and time of the position (in UTC), and the destination, with optional remarks for additional context. The first Position Report is required within 24 hours of departure, followed by subsequent reports at least every 48 hours while at sea, though vessels may submit them more frequently if desired. These reports ensure that deviations from the Sailing Plan due to minor adjustments remain within the 25 nm tolerance, supporting efficient SAR response by confirming the vessel's operational status. Deviation Reports (DR) are submitted to notify the system of significant changes that alter the predicted track, ensuring the database reflects the updated itinerary. Key contents include the reason for deviation (such as rerouting, mechanical issues, or diversions), new position, revised course, speed, affected waypoints or ports, and updated . These reports are mandatory whenever a change would place the vessel more than 25 nm from its expected position or involves a modification to the destination, and they should be sent as soon as the alteration is known. The primary purpose is to prevent inaccuracies in SAR planning that could delay assistance in distress situations. Arrival Reports (FR or AR) signal the completion of the voyage and deactivate the vessel's active plot in the AMVER system. This report specifies the port or position of arrival (with coordinates), the date and time of arrival (typically upon reaching the sea buoy or equivalent), and the vessel's name and call sign for verification. It must be submitted promptly upon safe arrival at the destination to terminate tracking and free system resources. By confirming endpoint status, these reports help maintain the integrity of the database for ongoing operations. Special reports address urgent or non-routine situations outside the standard cycle, such as emergencies, medical evacuations, or responses to direct queries from the AMVER center. These may include details on the nature of the event (e.g., piracy threats or heavy weather warnings), current position, and requested assistance, often using the remarks section (line X) for free-text elaboration. Submitted at the master's discretion or upon AMVER request, their purpose is to facilitate immediate coordination for enhancements or activation.

Data Management and Search and Rescue Coordination

The AMVER system maintains a centralized database known as the Surface Picture (SURPIC), which plots the positions and characteristics of approximately 6,300 active participating vessels worldwide on a daily basis (as of ). This database is updated through the processing of voluntary reports from enrolled ships, enabling real-time tracking via from the last known good position when updates are unavailable. The U.S. Coast Guard's Operations Systems Center in , oversees this maintenance, ensuring high system availability with 24/7 on-call support to handle and errors. Automated tools, such as the Message Parser, handle the majority of incoming data, scanning for validity and distress indicators before integration. AMVER processes over 40,000 messages daily from vessels across hundreds of nations (as of ), including sailing plans, position reports, deviations, and arrivals, which collectively feed the SURPIC for operational use. Upon receipt of an arrival report, a vessel's active position data is removed from the SURPIC to reflect its status, maintaining the database's focus on at-sea traffic. (SAR) authorities, such as rescue coordination centers (RCCs), query the system on demand to identify suitable assisting vessels within a specified response around a distress location. The resulting SURPIC output ranks vessels by proximity (e.g., P1 for closest) and includes details like speed, course, and communication capabilities to facilitate rapid assessment. In SAR coordination, AMVER acts as an intermediary by providing RCCs with the SURPIC data, after which authorities may request AMVER to notify selected vessels of the need for assistance, such as diverting to the distress site. This process ensures , with data released solely for safety purposes, and supports global RCCs in arranging mutual assistance without vessel-to-vessel contact. For instance, on December 6, 2024, U.S. Sector San Juan coordinated an AMVER response to a from a burning and sinking sailing vessel approximately 410 miles north of ; the tanker Orange Ocean responded, rescuing the solo mariner and coordinating with authorities for . Such activations in 2023 alone contributed to 170 SAR cases, saving 771 lives through timely vessel diversions and support (as of 2023).

Participation and Impact

Eligibility and Enrollment Process

The AMVER program is open to all self-propelled merchant vessels worldwide, including container ships, bulk carriers, cruise ships, and other types engaged in international voyages of more than 24 hours, regardless of . Participation is voluntary for non-U.S.-flag vessels, but it has been mandatory for U.S.-flag merchant vessels of 1,000 gross tons or greater operating in ocean or coastwise service since December 1982, following an agreement between the U.S. Maritime Administration and the U.S. Coast Guard. Enrollment in AMVER is free of charge and requires a one-time application submitted directly to the U.S. Coast Guard's AMVER Center. Ship operators or masters initiate the process by visiting the official AMVER website (amver.com) and completing the online SAR(Q) enrollment form, which collects essential vessel details such as name, , (IMO) number, voice contact, and medical personnel qualifications aboard. Upon submission during business hours (Monday through Friday), the AMVER Center reviews and processes the request, assigning the vessel a unique AMVER identifier for use in subsequent position reporting; approved participants then receive access to the free AMVER/SEAS software from the (NOAA) to facilitate automated reporting. As of 2024, AMVER boasts participation from over 11,000 vessels across more than 140 nations, with an average of approximately 6,300 ships actively reporting positions daily and thus available for potential coordination. Once enrolled, vessels begin submitting reports such as sailing plans via , , or the SEAS software, enabling the system to track their movements for emergency response.

Benefits, Awards, and Global Contributions

Participation in the AMVER program offers participating vessels an enhanced safety net by enabling real-time position reporting that facilitates rapid coordination during (SAR) operations, thereby promoting safer maritime operations worldwide. Additionally, for vessels bound for U.S. ports, AMVER reports can satisfy U.S. Customs Service manifest requirements, reducing administrative burdens. This voluntary system aligns with international obligations under the International Convention for the Safety of Life at Sea (SOLAS) Chapter V, Regulation 33, which mandates masters to render assistance to persons in distress at sea, as AMVER streamlines such cooperative efforts. The AMVER Awards program, inaugurated in 1971 by the U.S. , recognizes vessels for consistent participation in the system, with annual ceremonies honoring shipowners and operators since the early 1990s. Awards include colored pennants for basic participation, lapel pins for vessels reporting for two or more consecutive years, and plaques for five or more years of sustained involvement, highlighting the commitment of crews, management, and owners to global SAR voluntarism. In 2024, 544 U.S.-flagged or U.S.-owned vessels received awards for their reporting efforts, demonstrating the program's role in incentivizing broad maritime engagement. AMVER's global contributions are evident in its facilitation of thousands of SAR cases since its inception in 1958, with participating vessels credited for saving over 7,000 lives since 2000 alone through coordinated diversions and assistance. In 2023, AMVER activations supported 170 SAR cases, resulting in 771 lives saved and assistance to 240 more individuals at sea. Examples from 2024 include the rescue of six fishermen from a disabled vessel near in the by a coordinated response involving AMVER participants, and the recovery of a solo sailor from a burning yacht 420 miles north of in the Atlantic Ocean. These efforts underscore AMVER's enduring impact on maritime safety. In 2025, the North American Marine Environment Protection Association (NAMEPA) hosted its annual Safety at Sea Seminar and AMVER Awards ceremony on May 22 in , honoring participants for their voluntarism and integrating discussions on SAR best practices to further global contributions.

Technical Infrastructure

Core Technology and Software

The core technology underpinning AMVER has evolved significantly since its inception, transitioning from manual processes to fully automated systems to enhance efficiency in global vessel tracking and coordination. Established in 1958 with the introduction of electronic data processing equipment, AMVER initially relied on and radio reports processed by early computers to plot vessel positions. By the 1980s, had advanced to include communications, enabling more frequent and accurate position updates, though the system still faced limitations in software . Post-2012 enhancements further modernized the infrastructure, incorporating internet-based protocols and digital reporting options such as submissions, which by the allowed vessels to send position reports directly to [email protected] without specialized hardware. These updates, managed by the U.S. Coast Guard's C5I Service Center, improved data processing speed and accessibility while maintaining for legacy systems. Central to vessel-side reporting is the SEAS (Shipboard Environmental System) software, a free tool provided by NOAA for volunteer observing ships to generate and transmit both meteorological observations and AMVER reports. Developed initially for transceivers in the 1990s, SEAS automates the creation of sailing plans, position reports, arrival reports, and deviation reports, while also encoding weather data for simultaneous submission to meteorological services. The current version, V9.3 (as of 2024), includes user-friendly interfaces for and storage of recurring voyage plans, reducing manual input and errors; it is compatible with and later, and available for download from NOAA sources. It remains available through U.S. Port Meteorological Officers, supporting real-time oceanographic alongside AMVER obligations. To optimize bandwidth in the , AMVER introduced compressed message technology via SEAS, utilizing binary formats instead of verbose text to transmit reports efficiently over networks. This approach, often termed the "AMVER/SEAS Compressed Message," condenses position and data into compact files that can be sent via (now ) or similar services, minimizing transmission costs and time for vessels at sea. Binary messaging became standard for SEAS users, with procedures involving diskette insertion and direct upload from the , ensuring reliable delivery even in remote areas. Although some legacy transmission addresses were phased out by 2006, the technology persists in hybrid forms, complemented by modern options. At the heart of AMVER's backend operations is the SURPIC (Surface Picture) system, a computerized tool that generates dynamic plots of vessel positions for authorities. SURPIC processes incoming reports to dead reckon ship locations based on the last known position, speed, and course, producing radius-based or area-specific visualizations that include vessel details like name, type, and . The current iteration, SURPIC II, accesses the centralized AMVER database to handle over 14,000 daily inputs from participating vessels, enabling rapid dissemination of tailored plots to coordination centers within minutes of a distress alert. This system underscores AMVER's role in providing actionable intelligence, with outputs restricted to authorized SAR entities to protect commercial data privacy.

Integration with Modern Maritime Systems

AMVER has evolved to integrate seamlessly with contemporary maritime technologies, enhancing its utility in (SAR) operations and vessel tracking. Central to this integration is its compatibility with Electronic Chart Display and Systems (ECDIS), which allow automated extraction of voyage for reporting. For instance, specialized tools enable the of route files from ECDIS in formats such as CSV or RTZ (IEC 61174 Schema 1.2), populating AMVER's Sailing Plan reports with coordinates, speeds, and optional names, thereby minimizing manual input and errors. This automation reduces preparation time for reports, aligning AMVER with the International Maritime Organization's (IMO) mandates for electronic navigation under SOLAS Chapter V. Further advancements include direct incorporation into digital chart table software platforms. NAVTOR's NavStation, a unified voyage , embeds AMVER reporting functionality, leveraging its Passage Planning module to generate and transmit reports with a single command. This integration, developed in collaboration with the U.S. (USCG), automates data flow from planned routes to AMVER's global database, cutting administrative burdens from over three hours to approximately 30 minutes per voyage while maintaining compliance with reporting protocols. Such systems support over 11,000 participating vessels, with around 6,600 providing daily position updates, facilitating real-time SAR coordination. AMVER also complements Automatic Identification System (AIS) technologies, particularly Satellite-AIS (S-AIS), to bolster global vessel visibility. While AMVER relies on voluntary position reports, S-AIS provides near-real-time tracking via satellite reception of VHF signals, correlating with AMVER data to refine search areas and identify assisting vessels. This synergy has proven effective in operations, such as the 2011 rescue of the MV Dintelborg, where S-AIS enhanced AMVER's role in directing nearby ships. Reporting to AMVER occurs via satellite communications, including telex (service code 43), ensuring reliable transmission in remote areas and integration with the Global Maritime Distress and Safety System (GMDSS). Additionally, AMVER exchanges positional data with international ship reporting systems, such as the Japanese Ship Reporting System (JASREP) and the Australian Ship Reporting System (AUSREP), creating a networked framework for multinational SAR efforts. These interconnections, managed through standardized protocols, have contributed to AMVER's involvement in 1,889 incidents over the decade from 2012 to 2022, saving 3,572 lives by enabling precise diversions of nearby vessels.

References

  1. https://www.dco.uscg.mil/Our-Organization/Assistant-Commandant-for-Response-Policy-CG-5R/Office-of-Incident-Management-Preparedness-CG-5RI/US-Coast-Guard-Office-of-Search-and-Rescue-CG-SAR/CG-SAR-2/
  2. https://media.defense.gov/2023/Mar/06/2003172854/-1/-1/0/CI_16122_2B.PDF
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  4. https://www.federalregister.gov/documents/2024/11/22/2024-27344/request-for-comments-on-the-renewal-of-a-previously-approved-collection-automated-mutual-assistance
  5. https://cy.usembassy.gov/amver-awards-saving-lives-at-sea-3/
  6. https://www.dco.uscg.mil/Portals/9/DCO%20Documents/Proceedings%20Magazine/Archive/2012/Vol69_No2_Sum2012.pdf
  7. https://www.ifsma.org/resources/NL020.pdf
  8. https://professionalmariner.com/six-decades-later-amver-still-lifesaver-for-mariners-in-distress/
  9. https://maritime-executive.com/article/amver-anniversary-2800-lives-saved
  10. https://www.history.uscg.mil/Complete-Time-Line/Time-Line-1900-2000/
  11. https://www.nytimes.com/1967/02/19/archives/rescue-system-expanded-in-66-26-new-stations-in-pacific-aid-coast.html
  12. https://propellerclub.gr/amver-history/
  13. https://www.ecfr.gov/current/title-46/chapter-II/subchapter-F/part-307
  14. https://apps.dtic.mil/sti/tr/pdf/ADA246900.pdf
  15. https://www.seasources.net/PDF/amver117chapter7.pdf
  16. https://www.vos.noaa.gov/amver_seas.shtml
  17. https://msi.nga.mil/api/publications/download?key=16694477/SFH00000/117chapter7.pdf
  18. https://elnavi.gr/en/shippings-news/422-amver-awards-event-marks-its-30th-anniversary-in-greece
  19. https://www.vos.noaa.gov/MWL/dec_04/amver.shtml
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  21. https://maredu.hcg.gr/modules/document/file.php/KES111/%25CE%2595%25CE%2593%25CE%25A7%25CE%2595%25CE%2599%25CE%25A1%25CE%2599%25CE%2594%25CE%2599%25CE%259F%2520AMVER.pdf
  22. https://legacy.iho.int/mtg_docs/com_wg/NIPWG/NIPWG1/NIPWG%25201-11.1%2520Annex%2520B.pdf
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  24. https://www.facebook.com/uscoastguardsectorsanjuan/posts/coast-guard-watchstanders-and-the-crew-of-the-tanker-ship-orange-ocean-coordinat/892339096423277/
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  30. https://pressreleases.eagle.org/news/german-owners-commitment-to-maritime-safety-and-life-at-sea-recognized-by-abs-at-amver-awards-ceremony
  31. https://namepa.net/2025/05/06/namepa-to-host-2025-amver-awards-ceremony-in-honor-of-maritime-voluntarism-excellence-and-rescue-at-sea/
  32. https://propellerclub.gr/amver-awards-marks-30th-anniversary-in-greece/
  33. https://www.news.uscg.mil/Press-Releases/Article/3878364/us-coast-guard-successfully-rescues-a-disabled-fishing-vessel-crew-near-satawal/
  34. https://namepa.net/2025/05/08/namepas-agenda-finalized-for-safety-at-sea-seminar-and-amver-awards/
  35. http://sigir.org/files/museum/pub-01/131.pdf
  36. https://www.vos.noaa.gov/MWL/apr_06/amvers.shtml
  37. https://www.weather.gov/media/owlie/ObservingHandbook1_2010_508_compliant.pdf
  38. https://www.vos.noaa.gov/MWL/april_05/amver.shtml
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  41. https://www.spacefordevelopment.org/wp-content/uploads/2018/06/Applications-of-Satellite-AIS-S-AIS-for-Search-and-Rescue.pdf
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