Amver Awards in Washington, DC

Is your company a US flagged shipping company? If so, your vessels likely earned Amver participation awards. In the past Amver hosted an awards ceremony in New York City. While we haven't hosted an awards ceremony in several years we are proud to announce the return of the US Amver Awards ceremony. This year the awards ceremony will be held at the National Press Club in Washington, DC on May 21, 2009 starting at 5:00 pm.

You should receive your invitation shortly. If you did not receive an invitation and are still interested in attending please send an email to Lloyd's Registery Fairplay.

Amver would like to thank the following sponsors for helping reestablish the US Amver awards. Blank Rome, Inmarsat, Lockheed Martin, the North American Maritime Ministry Association, North American Marine Environmental Protection Association, Lloyd's Register Fairplay, and Safety at Sea International magazine.

The Amver awards will take place immediately after the 2009 National Maritime Day Seminar (link to pdf).

We look forward to seeing you there!

Welcome Wednesday!

Another 23 ships enrolled in the Amver system this week. Its great to see vessel owners recognizing the importance of the Amver system and willing to have their ship participate.

Please welcome:

• TURCHESE
• GOLDEN GION
• KATERINA
• WORLD HARMONY
• FAIRCHEM FRIESIAN
• MARIE-PAULE
• STAR TRUST
• CSAV LAJA
• MU LAN WAR
• MAERSK MIKAGE
• TEQUILA SUNRISE
• NCS BEIJING
• CAPE RISE
• MARIVICTORIA
• JADE C
• HARTATI
• SEA MIRAGE
• WIENIAWSKI
• FLORINDA I
• TUARE
• OCEAN CREATION
• SHINYO KANNIKA
• UNIPERTAMA V

Have you enrolled your ships in the Amver system yet? Wondering how? Use the online SAR-Q form to enroll and follow the instructions in the Amver User's Manual to begin reporting. Remember, Amver data is only used for search and rescue. Amver data isn't used for security purposes, anti-terrorism, or piracy issues.

Have you recently enrolled? Leave a comment and tell us about your adventures.

Photo credit: Fotolia

7th Annual Maritime Homeland Security Conference

Today Amver attended the first day of the Institute for Defense and Government Advancement Maritime Homeland Security Summit in Jacksonville, FL. There are easily 300 delegates in attendance which, considering the economy, is a strong showing. There is a good mix of Coast Guard, Homeland Security partners, and industry folks participating.

Don't worry. Amver is not considering allowing intelligence or security services access to Amver vessel data. Most of these services understand the unique nature of Amver.

The conference started with remarks by USCG Captain Paul Thomas, Commander of Sector Jacksonville, who you may remember from a previous Amver case involving the reunion of a survivor and the ship that rescued him. That story can be found here.

USCG Vice Admiral Robert Papp, Atlantic Area Commander, gave the USCG priorities for maritime homeland security followed by USCG Rear Admiral Steve Branham, Seventh District Commander, who gave an excellent overview of maritime threats, immigration, and drug trafficking operations in the Caribbean. The last speaker was retired US Navy Admiral Harry Ulrich who gave an inspiring presentation, sans PowerPoint slides, and asked the question "What do you do?" Admiral Ulrich boiled things down to one simple statement which resonated with the delegates. "People want to use our infrastructure to do harm to us from the sea", he emphatically stated.

The remainder of the day saw topics such as programs for enhancing maritime domain awareness, implementing small vessel security strategies, inter agency coordination, and a dramatic presentation from Greg Flessate of Orbcomm on tracking AIS data from space.

After a poolside lunch the topics continued including a discussion on the changing Arctic landscape, USCG capabilities update by Rear Admiral Wayne Justice, and other breakout sessions.

We are looking forward to day two and will post an update at the close of the conference.

The one take away that sticks in our mind was a statement by Admiral Ulrich who said maritime governance will take priority over maritime domain awareness. It's one thing to know what is happening in the maritime domain, it's another to have the tools, laws, treaties, and policy to deal with that awareness. Great point.

What do you think? Are we putting all of our eggs in one basket? Is the world too focused on security? Tell us your maritime concerns.

Amver Awards in Singapore

Once again United States Coast Guard Activities Far East hosted the Singapore Amver awards with support from Seatrade and the Singapore Shipping Association. The venue for this years awards ceremony was the Sea Asia conference and exposition.

Singapore earned 500 Amver awards representing 2,273 consecutive years of Amver participation and 10 lives saved in 2008. A remarkable achievement.

Congratulations Singapore Shipping Association and those vessels that earned Amver awards in 2008!

Pictured are United States Coast Guard Captain Gerald Swanson, Lieutenant Commander William Sieben, and Lieutenant Eric Stahl of Activities Far East with representatives of Singapore based shipping companies who earned 15 year Amver participation awards.

Photo credit: USCG photo submitted by LT Eric Stahl

Thank You Marketing Over Coffee Guys!

Last week, while listening to an episode of Marketing Over Coffee, the hosts John Wall and Christopher Penn offered to give a listener a ticket to the upcoming Inbound Marketing Summit in Boston this September.

We emailed and requested the ticket and learned we won! So Amver is looking forward to learning more about social media, Twitter, marketing, and sharing our success with other marketing professionals.

Thanks guys. See you in Boston!

Photo credit: Fotolia

Welcome Wednesday!

It's that time again. Here are the latest additions to the Amver family. We are pleased to have them participating.

• MINERVA
• MAZOWSZE
• NAVIOS SAGITTARIOUS
• EIGER
• COLUMBIA HIGHWAY
• ZIM DALIAN
• AMBITIOUS SKY
• JASMIN JOY
• TORILL KNUTSEN
• AEGEA
• OCEAN QUEST
• GOLDEN FENG
• MAERSKY NIAMEY
• GOLDEN STRENGTH
• MEDI IMABARI
• GULF RASTAQ
• CMA CGM IVANHOE
• TOMOSHIO
• SV OCEAN PLANET
• CMA CGM ANDROMEDA
• SENDAI SPIRIT
• SPRING COVE
• ARISTON
• ROYAL ACCORD
• CAP HAMILTON
• ASIKA II
• TAMBA
• MARUBA PAMERO
• GSF MAIN PASS I
• OVERSEAS YOSEMITE

These 30 new ships join the ranks of others helping to ensure no call for help goes unanswered. We look forward to recognizing all Amver's new participants in the 2009 awards!

Photo credit: Fotolia

10 Questions With Fednav's Tom Paterson

The issue of Arctic shipping remains on the minds of many. Shrinking ice coverage, increased tourism, and the environment are all topics of conversation when you mention the Arctic. Amver is very happy that Mr. Thomas Paterson, Vice President of Fednav's Owned Fleet and Business Development division, took the time to answer some Arctic related questions for us. Tom does not shy away from telling things like they are. As an experienced mariner Tom sailed on many ships enrolled in Amver and participated in some rescues. On with the questions.

1. There has been considerable attention paid to the decrease of Arctic sea ice and opening of shipping lanes. Some have gone so far as to claim shipping through the Northwest Passage will become routine. Does sailing through the Northwest Passage really save time and money?

Well it depends on where you start the passage and end, but what really matters is what average speed the vessel will be able to maintain through Arctic waters which are ice infested. For example, a non ice class vessel sailing from New York to Shanghai in early August will save about 2,900 miles gonig via the NW passage (7.500) versus sailing through the Panama Canal (10,600), BUT as soon as the vessel gets North of 60 degrees North it is likely to encounter fog and then bergy bits and growlers. This is a huge risk to a vessel, particularly a non ice class vessel. The Collision Regs dictate that the vessel "Must at all time proceed at a safe speed, taking into account the prevailing circumstances and conditions." Certainly poor visibility with growlers in the area would mean the ship would have to slow down considerably, possibly even stop if the visibility is less than a ship's length. I would say that a non ice class vessel would be doing well to average about 10 knots from 60 degrees North to clearing Point Barrow to the West. Meanwhile the ship going through Panama is steaming at say 15 knots and has already sent his ETA to Shanghai, with much less risk of damage or delay. At the end of both voyages there will be very little difference in the arrival times, except the vessel going via the NW passage may have sustained some hull damage and had quite an adventure. There are also draft restrictions of about 12m-13m at the western side of Coronation Gulf.

2. Excluding resource exploration what is the demand for vessels in the Arctic? Is there enough demand to support increased shipping?

The demand at the moment is reduced as a result of the global economic crisis. When world markets rebound, so will the mining, oil, and gas projects in the Arctic region.

3. Are Arctic ports and infrastructure prepared for an increase in vessel traffic or Arctic tourism?

In my opinion there will not be a big increase in through traffic in the near future, perhaps a few ships per annum. With respect to ships exporting or importing cargoes within the Arctic, each new project will build their own port facility as required for the expected annual volumes.

4. Both the United States and Canada have limited ice breaking capability. What does government need to do to facilitate Arctic shipping? Is building more ice breakers enough?

Building new capable icebreakers would be a good start, but when will that be? For example, the issue of sovereignty in the Arctic is important to Canada; I think the Northwest Passage can be properly monitored by having icebreakers positioned around the Resolute Bay area in Canada. These icebreakers would need to be capable of operating all year round if required.

5. Arctic shipping poses unique threats. Are there adequate shore based resources to assist in a response to an emergency in the Arctic?

Again, I do not subscribe to the increase in traffic predicted by others. Shipowners will only transit if they can see good profits with an acceptable risk. Indeed there are a shortage of resources, but I think in this case the traffic will have to 'come before it is built', rather than 'build it and they will come'.

6. While several vessel tracking schemes are emerging many are dependent on satellite communications which may be spotty in the Arctic. Does an Arctic vessel tracking mechanism exist? Should there be compulsory vessel tracking in the Arctic?

I do not believe that a tracking system exists, but I cannot think of a good reason not to have one. There should be compulsory reporting for all vessels sailing in the Arctic- after all it is for their benefit as well as the authorities.

7. Fednav is a strong supporter of Amver. Would you suggest all vessels sailing in the Arctic participate in the Amver program?

Absolutely. It is common sense and doesn't take much time for the duty officer to file his report.

8. Sovereignty remains an issue in the Arctic. Will sovereignty issues hinder increased shipping? How is the Canadian government approaching the possible increase in vessel traffic and offshore exploration?

As far as Canada is concerned the traditional route through the Northwest Passage via Coronation Gulf is all Canadian waters and I agree with this. I really believe that a new icebreaker capable of year round navigation in the Arctic is the best solution for our Government. My understanding is this new vessel is now at the conception stage within the offices of the Canadian Government.

9. How quickly can conditions change in the Arctic? Couldn't an ice class vessel just slow steam and plow through the ice?

Conditions do change quickly and there are many factors to consider. It is not so simple as slowing down in some situations, especially in the mobile pack ice where the vessel pitching in a heavy sea state can result in shipping large pieces of ice on deck. Certainly in land fast ice the icebreaking type vessel can indeed plow through the ice and the wind has little effect in this situation.

10. This question comes from one of our search and rescue controllers. With limited rescue resources in the Arctic, particularly on the Western side, what sort of planning takes place to either prevent incidents or coordinate search and rescue efforts? Are there any industry/government partnerships?

All the vessels operating in the western Arctic are operating in the summer months only and their daily movements are closely monitored by the companies operating these vessels. It is rare to have only one vessel in an area and therefore vessels keep in touch with each other. The Red Dog operation in Alaska has 4 tugs in attendance from about July 1st until mid/lade October, so if there ws a marine distress/emergency in the western Arctic they could be asked to assist. Also most of the vessels operating in these areas are experienced operators and have planned thier voyages very well. I am not aware of any government/industry partnerships to cover distress situations.

Amver thanks Fednav and Tom Patterson for their participation in the Amver system and their willingness to answer 10 questions.

Fednav logo used with permission