2/22/22, 11:27 AM Email - Rizvi A.

Nabi - Outlook

Fw: MISC/006AS/22 - Feedback on VDR Back up Review

Rizvi A. Nabi <NabiR@angloeastern.com>
Tue 22/02/2022 09:04
To: AEMA Professional Faculty <AEMAProfessionalFaculty@angloeastern.com>
Cc: shipclearance@aema.edu.in <shipclearance@aema.edu.in>; Anil Rai <raia@angloeastern.com>; Cypriano Joseph
Saldanha <SaldanhaJ@angloeastern.com>

1 attachments (66 KB)

SQ Message Index 2022 .xlsx;

Very useful for BWK & COLREGs lectures. Will include briefing during clearance.

Thanks and Best regards

Capt. A.N.Rizvi |  Sr Training Superintendent - Nautical

Anglo-Eastern Maritime Academy

From: Venezia D'Silva <FernandesV@angloeastern.com>

Sent: 21 February 2022 19:36

Cc: AE Technical - Global <aetch.all@angloeastern.com>; AE Fleet Personnel - Hong Kong

<aecm.hkg@angloeastern.com>; AEMA Professional Faculty <AEMAProfessionalFaculty@angloeastern.com>;
IT Support - MUMBAI <support.mum@angloeastern.com>; AE Crew Mngt - Latvia
<aecm.lat@angloeastern.com>; UKR – AE Crew Management <aecm.ua@angloeastern.com>; AE Shenzhen
<aesm.sz@angloeastern.com>; AESINO - General <general@angloeasternsinoship.com>; AE Operations -
GOES <aeop.nlg@angloeastern.com>

Subject: MISC/006AS/22 - Feedback on VDR Back up Review

 
To: Masters of All Ships (Sent as a blind copy to avoid bulk printing/filing)
[Quality Assurance of AESM SPR / SGB / GLA / UK / ANT / IND / CAN / GER / DASM / NLG will directly
send this message to the ships under their management.]
Cc: Branch Offices / Auditors / AETM SQM / AAM Marine
Fm: Anglo-Eastern Ship Management
Ref: MISC/006AS/22 - Feedback on VDR Back up Review
 
Dear Captain & Chief Engineer,
 
Sub: Feedback on VDR Back up Review
 
Please note that we carry out VDR backup analysis for our vessels to ascertain the deviations in the practices
followed on board with the standards mentioned in procedures.
 
On the basis of these reviews, we have observed that the following areas need to be fortified. Please carry out
a special bridge team meeting and discuss the below issues on priority.
1. Watchkeeping issues:
a. Inadequate/ casual Handover-Takeover of Watches. Vessel-specific checklist not used. 
b. Informal change of con. Final handing over must be concluded with un-ambiguous words so as to
be clear as to who has the con of the vessel. Master’s change of con must be formal and clearly
acknowledged by OOW. Refer NMM 6.1.4.
c. Distractions such as working on computer during night watch or performing tasks other than
navigation. 
d. Serious distractions during Red State of alertness (such as chatter unrelated to navigation, use of
mobile phones, playing of music, video and audio clips) leading to loss of situational awareness.
e. Official language not used.

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f. Manual steering not tested. Records incorrectly maintained.

g. Hesitation to use bold helm/ engine movements. Masters and Chief Engineers are requested to
explain to all the deck officers and engineers that bold helm/ engine movements can be used for
avoiding a close quarter situation even when the vessel is at full sea speed. Refer NMM 6.1.6.
2. Compliance with COLREGS: (In some case contraventions to the rules were observed)
a. Colregs 14: Head on Situation - Alteration to port for head on situations.
b. Colregs 15: Crossing Situation - Alteration to port towards a crossing vessel sometimes as per
agreement made over VHF. In some cases, the give way vessel is crossing ahead of the stand-on
vessel.
c. Colregs 8 (a-c): Action to avoid Collision – Late actions against a developing situation or a series
of successive alterations not readily apparent to the stand-on/ give way vessel.
d. Colregs 10: Traffic Separation Scheme – Using or entering separation zones or exiting a traffic
lane for the sake of overtaking. If in congested traffic, consider reduction of speed to delay
overtaking to a more suitable location. Refer NMM 6.3.2.
e. Passing vessels engaged in fishing at very close distances. There are dangers of outlying fishing
gear/ nets coming foul with the vessel’s propeller or collision with boats. Refer NMM 6.3.7.
f. Using AIS information alone for target appraisal for collision avoidance is fraught with danger as it
depends solely upon information broadcast by that target. AIS must be used for identification and
its information used, along with ECDIS, Radars and Visual monitoring, in making decisions for
collision avoidance. Refer NMM 6.3.5    
3. Compliance with SMS :  
a. NMM 6.3: Not reducing speed in congested traffic or delaying overtaking a vessel to a more
suitable location/ opportunity.
b. NMM 6.3/ Collision avoidance card: Not maintaining adequate passing distance with other
vessels.
c. NMM 6.3/ Collision avoidance card: CPA/ TCPA settings not maintained.
d. NMM 6.3.6: Use of VHF for discussing collision avoidance actions in some cases in contravention
to Colregs. (Note: Use of VHF is fraught with the danger of misunderstanding and wastage of
valuable time between two approaching vessels).
4. Incorrect use of RADAR:
a. Use of both vectors and trails in true or relative mode. (Note: Using vectors on relative and
trails in true mode provides good appraisal of both risks of collision and the course of the vessel
and risk of collision). Combining true vectors with true trails will give no indication of the relative
movement of other targets and any risk of collision. Refer NMM 13.4.3, 13.4.4.
b. Parallel indexing not used when passing close to the coast. Refer NMM 13.4.8.
c. All approaching targets not plotted on ARPA. (Note: In heavy traffic condition, it is
recommended to plot all approaching targets forward of the beam and those having the potential of
causing concern). Refer NMM 13.4.4.
d. Short and long-range scans not done. This is necessary to ensure small targets are not missed
out. Refer NMM 13.4.2.
e. Optimize clutter setting not used. Note: Use of Pre-set PRF and Pulse length settings help in
picking up weak targets). Refer NMM 13.4.3.
f. TRIAL manoeuvre function gives the navigator foresight into his action and assessment of the
risk of collision with other vessels in the vicinity after the planned alteration. Use of this feature
should be encouraged and used with time delay function before making alterations for collision
avoidance in traffic situations. Refer NMM 13.4.1.
g. Radar performance not checked at end of every watch to assess performance of radar Tx/ Rx
circuits. Falsification of records noted on numerous occasions. Refer NMM 13.4.10. 
h. CPA/ TCPA settings must be realistic and maintained as required by SMS and Collision
avoidance card. When relying on CPA indicated on radar it must be kept in mind that performance
standards allow a tolerance of 0.7’ for radars fitted before 1st July 2008 and 0.3’ thereafter. At close
range, radar tracking is unreliable hence CPA cannot be relied upon. Distance off should be the
main consideration along with visual monitoring. Refer NMM 6.3.3.   
Refer “SQ/MSG/117AS/15 - Training Material 166 - Preferred Radar/ ARPA setup guidance”
for all above and further guidance regarding radar setup.
5. Incorrect Setting of ECDIS:
a. Safety frame/ watch vector settings not set as per company’s ECDIS Safety Settings guideline.
Refer NMM 13.2.8

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b. Cross-track limits not set as per SMS (Refer NMM 13.2.8). (Note: The cross-track setting must
be consistent with the area of navigation. There should be enough room to take anti-collision
action. Route check function of ECDIS only checks for dangers within Cross-track limits.
When transiting TSS and safety fairways, it may be prudent to have the cross-track limit extended
to the entire navigable width of the lane or fairway, provided no dangers exist. It is also not
necessary to have an equal limit set on either side of the track).
c. ENC not used at the compilation or best scale (1:1). (Note: ENCs viewed at too large scale
(over-scale) suffer from distortion. An over-scaled ENC can also reduce the amount of useful
chart information displayed ahead. Similarly, an under scaled ENC may not show some dangers or
other charted features and this can be dangerous for navigation). Refer NMM 13.2.10.
d. Radar overlay function not used on ECDIS for position verification during coasting. Refer NMM
13.2.18.
e. Manual Position verification other than GNSS not done at intervals specified in NMM 7.3.6.
f. Second ECDIS not updated for all aspects of the voyage. (Note: In case of any failure of the
primary equipment the secondary ECDIS must be fully capable of taking over. Refer NMM 13.2.4.
g. Use of ‘stored routes’ without checking for latest updates. (Note: Only a completely validated route,
approved by the Master, must be used for navigation. Also, OOW must carry out route check
confirming safe water along the passage, when taking over watch). Refer NMM 13.2.17, Checklist
D-05
h. Passage plan amendments not reviewed including when picking up Pilot at alternate assigned
positions or anchoring locations other than earlier planned. The amended route plan must be
checked/ verified by carrying out the cross-track route Check/ Validation function. Refer NMM
13.2.17.
i. Old manual position fixes and user alerts of previous voyages not removed. These can cause loss
of situational awareness. They can be mistaken and can lead to taking wrong actions. Refer NMM
13.2.16. 
j. On “Overlap” caution, user must switch to available appropriate scale. Some ENCs contain
overlapping data coverage, user should be aware that there will be a possibility that items of
significance may be present only in one data set within an area of overlap. Both data sets should
be examined if available when planning the route through such an area. Any expired ENCs
overlapping should be deleted from vessels collection. Refer NMM 13.2.22. 
k. Navigating across safety contour – marking of Limiting Danger Line (LDL) required to be
carried out to demarcate “Go” and “No Go Areas” within the default selected Safety Contour. Refer
NMM 13.2.8
6. Issues noted during Pilotage:
a. Inadequate Master Pilot Exchange. Master-Pilot exchange should be completed as soon as it is
safe and practicable after Pilot boards the vessel. This should be exhaustive and discreetly
conducted in the vicinity of VDR mics. Refer NMM 8.3.3. 
b. Overreliance on Pilot.
c. Failure to monitor vessel’s position and keep a proper lookout during Pilotage.
d. Loss of situational awareness.
e. Incorrect helm/ engine/ bow thruster orders given by Pilot or incorrectly executed by helmsman/
OOW.
f. Lack of integration of the Pilot into the Bridge team affecting interpersonal relations,
communication, bridge team and resource management.
g. Lack of Challenge and Response.
7. Adherence to SMS in Restricted waters:
a. Vessel’s main engines must be ready for immediate manoeuvring when transiting restricted
waters and proceed at “safe speed”. There are repeated instances of vessels proceeding on max
sea speed in high critical areas. Refer NMM 8.2.3, NMM 10.1.7.
b. Steering Gear system and Main engines must be tried out prior to entering restricted waters in
safe area. Refer NMM 8.2.3, Checklist D-09
c. Engine room must be manned in dense traffic. Refer NMM 5.2.4
d. Under Keel Clearance (UKC) must be evaluated carefully taking into consideration all factors and
closely monitored during passage. Refer NMM 7.4, 13.6.
e. Bridge Manning levels must be in compliance with SMS and raised as required. Master should
arrange his rest hours in such a manner to be available in areas of high navigational risks. C/O
could complement the Master where a long period of manoeuvring is involved. Refer NMM 8.2.3.

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f. In some of the areas as indicated in this table, Master can whilst in transit, reduce the manning
level from B3/ B4 to OOW, Helmsman and Lookout after proper assessment of prevailing
conditions and considering all factors as stated in NMM Chapter - Composition of Bridge Team. In
such cases Master must record the reason for reducing the watch levels in movement book before
going down and brief OOW to immediately call Master if having any concerns. Refer NMM 8.2.3
(5)
8. Minimum watch level issues:
a. No dedicated lookout in restricted waters when Helmsperson was engaged in steering.
b. Lookout compromised by using lookout for unnecessary work.
c. Cadet or trainee formed a part of the bridge watch structure.
d. “RED” state of alertness not maintained in restricted waters and heavy traffic areas including arrival
and departure ports (Bridge Watch Level 4/5).
e. Engine room not informed of the starting and ending of RED ALERT status. Refer NMM 5.2.2,
6.4.4
9. Other observations and recommendations:
a. Pre-arrival/ departure checks not conducted in pre-determined safe locations. Non-compliance
with Pre-Arrival/ departure checklists can lead to unexpected failure of important equipment
specially during a critical period of the passage. Any defects noted must be reported to Master and
recorded in the Deck Logbook. Refer NMM 8.2.3, 10.1.
a. Approach to port or anchorages not planned in accordance with the recommendations given in
sailing directions and port information. Follow the recommended procedures in SMS for anchoring
operations (especially with regard to vessel’s speed and depth limitations; except in emergency) to
avoid damages to the equipment. Pilots must be advised of the company’s anchoring procedure
during Master/ Pilot information exchange. Refer NMM 11.1.   
b. Critical alarms and procedures to follow not identified to avoid alarm fatigue. Critical alarms
such as grounding or danger, safety cross track, safety contour, sensor failure and different geo-
datum must never be put off. Alarm settings must never be changed without Master’s
authorization. In case any such changes are made on Pilot’s insistence in narrow waterways,
rivers or congested waters it requires heightened alertness by Bridge team. Record such changes
and ensure that bridge team is fully aware of such changes. The changes made must be explained
when handing over watch.
c. Company’s policy strictly prohibits and bans use of Mobile phone on bridge during navigation. It is
a serious breach of policy which can lead to disciplinary action. It affects safety of navigation,
causes distraction and loss of situational awareness. Refer NMM 3.2.
d. Company’s Drug and Alcohol policy must be strictly adhered to. Refer PAM 5.3. 
 
We would like to reiterate that navigational watchkeeping must be conducted with the utmost professionalism
and in compliance with the guidance given in Navigation and Mooring Manual (NMM).
 
We request you to kindly conduct a training session with all bridge team members and discuss the contents of
this message, emphasizing the importance of following the company’s safe navigation requirements. 
  
SQ Message Index 2022 .xlsx
Best Regards,
Quality Assurance Department
Anglo-Eastern Ship Management Limited
 
 
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