CBLM Sample For Bread and Pastry Production

Competency Based Learning
Materials
Sector : TOURISM
Qualification Title : BREAD AND PASTRY
PRODUCTION NC II
Unit of Competency : Prepare and Produce Pastry
Products
Module Title : Preparing and Producing Pastry
Products
MISAMIS ORIENTAL INSTITUTE OF SCIENCE AND
TECHNOLOGY
Balingasag, Misamis Oriental

QR-MEP-
MARITIME EDUCATION PROGRAM PTS
HOW TO USE THIS COMPETENCY BASED LEARNING
MATERIALS
Welcome to the module in “Preparing and Producing Pastry
Products”. This module contains training materials and activities for you to
complete.
The unit of competency “Prepare and Produce Pastry Products"
contains knowledge, skills and attitudes required for Bread and Pastry
Production NCII.
You are required to go through a series of learning activities in order
to complete each learning outcome of the module. In each learning outcome
there are Information Sheets, Self-Checks, Task Sheet and Job Sheets.
Follow these activities on your own. If you have questions, don’t hesitate to
ask your facilitator for assistance.
The goal of this course is the development of practical skills. To gain
these skills, you must learn basic concepts and terminologies. For the most
part, you'll get this information from the Information Sheets and TESDA
Website, www.tesda.gov.ph
This module is prepared to help you achieve the required competency,
in “Preparing and Producing Pastry Products ".
This will be the source of information for you to acquire knowledge
and skills in this particular competency independently and at your own
pace, with minimum supervision or help from your instructor.
Remember to:
 Work through all the information and complete the activities in each
section.
 Read information sheets and complete the self-check. Suggested
references are included to supplement the materials provided in this
module.
 Most probably your trainer will also be your supervisor or manager.
Your trainer is there to support you and show you the correct way to
do things.
 You will be given plenty of opportunity to ask questions and practice
in your respective laboratory. Make sure you practice your new skills
during regular training schedule. This way you will improve both your
speed and memory and also your confidence.
 Use the Self-checks, Job Sheets at the end of each section to test your
own progress.
 When you feel confident that you have had sufficient practice, ask
your Trainer to evaluate you. The results of your assessment will be
recorded in your Progress Chart and Achievement Chart.
 You need to complete this module before you can move on to the next
module
Date Developed: Document No.
Able Seafarer Deck NC II November 2013 Issued by:
Date Revised:
(STCW Regulation II/5) Page 2 of 48
Perform Navigation at the MOIST-MEP
Developed by:
Support Level BM Elpidio Orilla
Revision # 00
Bread and Pastry Production NCII
List of Competencies
No. Unit of Competency Module Title Code
Prepare and produce Preparing and producing TRS741379

1.
bakery products bakery products
Preparing and
Prepare and produce TRS741380
2. producing pastry
pastry products
products
Prepare and present, Preparing and

3. gateaux, tortes and presenting, gateaux, TRS741342
cakes tortes and cakes
Prepare and display Preparing and TRS741344

4.
petits fours displaying petits fours
5. Present desserts Presenting desserts TRS741343

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MODULE CONTENT
UNIT OF COMPETENCY: PREPARE AND PRODUCE PASTRY PRODUCTS
MODULE TITLE : PREPARING AND PRODUCE PASTRY

PRODUCTS
MODULE DESCRIPTOR:
The module covers the knowledge, skills and attitude required to be able
to prepare and produce a range of high-quality pastry products in commercial food
production environments and hospitality establishments
NOMINAL DURATION: 25 hours
LEARNING OUTCOMES:
Upon completion of this module, the trainee/student must be able to:
1. Prepare pastry products
2. Decorate and present pastry products
3. Store pastry products

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ASSESSMENT CRITERIA:
1. Ingredients required are selected, measures and weighed according to recipe or

production requirements and established standards and procedures
2. Variety of pastry products are prepared according to standard mixing

procedures/formulation/recipes and desired product characteristics
3. Appropriate equipment are used according to required pastry products and

standard operating procedures
4. Pastry products are baked according to techniques and appropriate conditions;

and enterprise requirements and standards
5. Required oven temperature are selected to bake goods in accordance with the
desired characteristics, standard recipe specifications and enterprise practices
6. Required and appropriate fillings and coating/icing, glazes and decorations

are prepared for variety of pastry products according to standard recipes,
enterprise standards and/or customer preferences
7. Pastry products are filled and decorated as required and appropriate in

accordance with standard recipes and/or enterprise standards and customer
preferences
8. Pastry products are finished according to desired product characteristics
9. Baked pastry products are presented according to established standards

and procedures
10. Packaging materials are selected according to types, kinds and classification of
pastry products
11. Shelf-life of baked pastry products are determined according to established

standards and procedures
12. Pastry products are stored according to established standards and procedures
13. Appropriate packaging are selected for the preservation of product freshness and
eating characteristics

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LEARNING OUTCOME SUMMARY
Learning Outcome 3
Store Pastry Products
CONTENTS:
1. Different kinds of packaging materials to be used
2. Shelf-life of pastry products
3. Standards and procedures in storing pastry products
4. Standards and procedures in packaging pastry products
5. OHS
ASSESSMENT CRITERIA:
1. Required and appropriate fillings and coating/icing, glazes and decorations are
prepared for variety of pastry products according to standard recipes, enterprise
standards and/or customer preferences
2. Pastry products are filled and decorated as required and appropriate in

accordance with standard recipes and/or enterprise standards and customer
preferences
3. Pastry products are finished according to desired product characteristics
4. Baked pastry products are presented according to established standards and

procedures
CONDITIONS:
Students/trainees must be provided with the following:
1. Storage area
2. Packaging and labeling materials
3. Bakery products
4. Containers
5. Display cabinet
6. Refrigerator
METHODOLOGIES:
1. Lecture/Discussion
2. Demonstration/Application
3. Actual Presentation
ASSESSMENT METHODS:
1. Demonstration with questioning

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2. Written examination
3. Practical performance
4. Demonstration with questioning
5. Written examination
6. Practical performance
Learning Experiences
Learning Outcome 1
Operate electrical equipment
Learning Activities Special Instructions
Read Information Sheet 1.1-1 on Read and understand the
Watchkeeping Principles information sheet and check
yourself by answering the Self-
check. You must answer all the
questions correctly before
proceeding to the next activity.
Answer Self Check 1.1-1 If you score 100% upon comparing
your answer to answer key of Self
Check 1.1-1, you may proceed to
Information Sheet 1.1-2, if not
return to Info Sheet 1.1-1
Read Information Sheet 1.1-2 Read and understand the
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Watchkeeping Duties information sheet and check
Read Information Sheet 1.1-3 on Read and understand the
Watch Hand-Over Procedures information sheet and check
Read Information Sheet 2.1-4 Signs Read and understand the
of Fatigue information sheet and check
Check 1.1-4.
Perform Job Sheet 1.1-5 Job Sheet will help you practice
your skill.
The Performance Criteria Checklist
will guide and help you evaluate
your work as you are practicing your
skill.
Evaluate your work using the
Performance Criteria. When you are
ready, present your work to your
trainer for final evaluation and
recording.
If you have questions about the use
of the matrix, please ask your

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trainer.
After doing all activities of this LO,

you are ready to proceed to the next
LO of this Competency.
Information Sheet 2.1-1

WATCHKEEPING PRINCIPLES
Learning Objectives:
After reading this INFORMATION SHEET, YOU MUST be able to:
1. Familiarize the different watchkeeping principles

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This section covers the different watchkeeping principles…..
SHIP SAFETY AND SECURITY
Operating of ships is a
complex activity, which often come
out hundreds of miles away from
land in an unpredictable
environment. •
Ship operation entirely,
depends on optimum use of
available manpower resource in a
safe manner whether it is on the
bridge or the engine room, while
navigating the vessels or while
working cargoes having different characteristics. Safety, therefore, must be
considered as central to all operations.
WATCH KEEPING AND PROCEDURES
The purpose of watch keeping and good operational procedures
is to ensure that human error or omission on part of an individual may not
put the ship in danger.
Watch keeping Principles in General (Chapter VIII, Section A-VIII/1,
PART 3, p. 221 of STCW 2010 Manila Convention)
Watches shall be carried out based on the following bridge and engine-room
resource management principles:
1. Proper arrangements for watch keeping personnel shall be ensured in
accordance with the situations;
2. Any limitation in qualifications or fitness of individuals shall be taken
into account when deploying watch keeping personnel;
3. Understanding of watch keeping personnel regarding their individual
roles, responsibility and team roles shall be established;
4. The master, chief engineer officer and officer in charge of watch duties
shall maintain a proper watch, making the most effective use of the
resources available, such as information, installations/equipment and other
personnel;
5. Watch keeping personnel shall understand functions and operation of
installations/equipment and be familiar with handling them;
6. Watch keeping personnel shall understand information and how to
respond to information from each station/installation/equipment;
7. Information from the stations/installations/equipment shall be
appropriately shared by all the watch keeping personnel;

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8. Watch keeping personnel shall maintain an exchange of appropriate
communication in any situation; and
9. Watch keeping personnel shall notify the master/chief engineer
officer/officer in charge of watch duties without hesitation when in any
doubt as to what action to take in the interest of safety.
General Principles
Watch systems shall be so arranged that the efficiency of all
watchkeeping personnel is not impaired by fatigue and that duties are so
organized that the first watch at the commencement of a voyage and
subsequent relieving watches are sufficiently rested and otherwise fit for
duty.
The master of every ship shall ensure that watchkeeping
arrangements are adequate for maintaining a safe watch or watches, taking
into account the prevailing circumstances and conditions and that, under
his/her general direction:
1) officers in charge of the navigational watch are responsible for navigating

the ship safely during their periods of duty, when they shall be physically
present on the navigating bridge or in a directly associated location at all
times;
2) radio operators are responsible for maintaining a continuous radio watch
on appropriate frequencies during their periods of duty;
3) officers in charge of an engineering watch and under the direction of the
chief engineer officer, shall be immediately available and on call to attend
the machinery spaces and, when required, shall be physically present in the
machinery space during their periods of responsibility; and
4) an appropriate and effective watch or watches are maintained for the
purpose of safety at all times, while the ship is at anchor or moored and, if
the ship is carrying hazardous cargo, the organization of such watch or
watches takes full account of the nature, quantity, packing and stowage of
the hazardous cargo and of any special conditions prevailing on board,
afloat or ashore.
Watchkeeping Arrangements
When deciding the composition of the watch on the bridge, which may
include appropriate deck ratings, the following factors, inter alia, shall be
taken into account:
.1 At no time shall the bridge be left unattended;
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.2 Weather conditions, visibility and whether there is daylight or
darkness;
.3 Proximity of navigational hazards which may make it necessary for the
officer in charge of the watch to carry out additional navigational
duties;
.4 Use and operational condition of navigational aids such as radar or
electronic position-indicating devices and any other equipment affecting the
safe navigation of the ship;
.5 whether the ship is fitted with automatic steering;
.6 whether there are radio duties to be performed;
.7 unmanned machinery space (UMS) controls, alarms and indicators
provided on the bridge, procedures for their use and their limitations; and
.8 any unusual demands on the navigational watch that may arise as a
result of special operational circumstances.
COMMERCIAL VESSEL USUAL PROCEDURE ON HELM ORDERS
Midships – Place the wheel in the amidships position.
Starboard – Set the wheel half-way between amidships and hard-a-

starboard.
Hard – a - port –Set the wheel hard over t port that is as hard over as it
will go to the left.
Hard- a-starboard - Opposites hard - a - port.
Steady- notes her heading at the time the order is given. Turn the wheel in
the opposite direction to that in which the ship’s
head is swinging, until the swing is arrested, then put the helm
ships and apply helm as required so that the ship
steadies on the course ordered.
As She Goes - steers the course on which the ships has steadied.
Starboard 10 – turn the wheel to starboard until the helm indicator rests at
10º to starboard.
Port 20 –Turn the wheel to p[ort until the helm indicator shows that the
rudder is 20 degrees to port.
Typical Bridge Instrumentation, Controls Alarms and Functions-

Functions of Unmanned Machinery Space
Controls, Alarms and Indicators.
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Ship Control Equipment
The bridge contains instruments or apparatus for:
Steering of the ship;
Sounding the depth of the water;
Indicating ship’s heading and rudder angles;
Measuring speed of the ship;
Communicating speed orders to the engine room;
Taking bearing and ranges;
Controlling running lights;
Indicating revolutions by the engines; and
Communicating with other department in the ship and with other ships.
Compass
A compass is an instrument that tells you the direction you are heading.
It tells you where north is, so you can measure all other directions from that
one fixed point of direction
Compasses are of two main types: Gyroscopic principles of a field of the
earth. In each instance the objective is to produce a compass card which
points toward the north. From the compass card the directions can be in
degrees or in such terms as north, south, southwest, and so on.
Gyrocompass
The gyrocompass is unaffected by magnetic influence. When in proper
running order, it points constantly to the true rather than the magnetic
north pole. It may have a slight mechanical error of 1degree 2º degrees that
does not interfere in any way with the instrument’s practical value.
Gyro Repeater and Pelorous

Gyro repeaters on the bridge wings are located in stands somewhat
similar to the binnacle. If the ship has no gyro compass, a pelorous will be
located there instead, consist chiefly of a compass card with its 000 degrees
point in the fore- and-aft line of the ship. Pelorous and gyro repeaters on the
bridge wings are used in taking bearing on objects outside of the ship.
Movable sighting vanes on the face of the pelorous and gyro repeaters are
amid at the object on the same manner in which sight are line up. Relative
bearing may be read from the outer dumb compass ring on the repeaters
stand or from the vane of the pelorous.
A true bearing is the direction of an object as indicated by measured

clockwise from the north.
A Compass bearing is the direction of an object from the observers,

measured clockwise from ship’s head, as indicated by the lubber’s line in
the binnacle, pelorous or gyro repeater. Look-out report objects they see in
terms of relative bearings by degrees.

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Magnetic Compass
The magnetic compass north and south directions defined by the

magnetic compass are not the true geographical north and south
directions for the purpose of navigation. Corrections are either tabulated or
charted for all positions on the earth’s surface, so that when applied to the
magnetic compass card, the true direction of north and south may be
readily found.
True Course- This is the heading of the ship in degrees measured clockwise
from true north.
Compass Course- The heading of a particular magnetic compass, that is,

the course the compass actually indicates is
called the compass course.
Magnetic Course - This course is the heading of the ship in degrees

measured clockwise from the magnetic north.
Correcting for compass error – combining variation and deviation give

what is known as magnetic compass error. The course on which the ship
is to be headed is the true course , worked out from the chart , on which
only true courses and bearing are given. Given the true course, you must
find the compass course that you must steer in order to make a true course.
Do this by applying variation and deviation to the course. This is done by a
simple rule, remember as a nonsense statement; CAN A DEAD MAN VOTE
TWICE?
Marking on the card –altogether, there are 32 points on the compass card.
The most important are the 4 “ cardinal points “ Namely N,S,E, and W.
Next in important comes
The 4 “quadrantal points “These are NE, NW, SE, and SW. They indicate the
four respective quadrants of the compass.
COMPASSES
A compass is an instrument that determined in which direction either the

true or magnetic north pole lies. There are in two different compasses which
capable of accomplishing this feat.
By means of graduated circular compass card (see illustration, on page

31)
These compasses will indicate (after correction) the directions of the true
north and as result, all the other directions, too.

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The magnetic compass consists of a graduated circular card marked both in
degrees from 00º. To 360 degrees and 32 points of the compass 11 ¼
degrees being equal to one point and sometimes to quarter points. This
card has an even number ( 2, 4,or 6 ) with long thin magnetic needles
attached to it, and is suspended from a cap in the center , bearing on a
pivot . The instrument is fitted into a glass topped bowl. The bowl is then
suspended horizontally from two points by a gymbal. The gymbal is in turn
suspended ay two points lying at right angles to the gymbal pins in a stand
known as a binnacle. No matter what movement is made by the ship in a
seaway, the compass card and the bowl that contains it, remain level.
One end of the magnetic needles is attracted to the magnetic north pole.
Since they are free to rotate they carry the card with them round the central
pivot.
Unfortunately, this is not sufficient for the purpose of navigation because

the position of the magnetic north pole is not exactly the same as the
position of the true North Pole. Although it varies considerably from place to
place, the angle between the difference in the directions of the magnetic and
true North Pole is known. The variation, as this error is called, is allowable
when calculating the direction in which the true North Pole lies.
Ships are made of iron and steel and the metal in the ship also has an
attraction for the magnetic needles in the compass. In order to reduce this
attraction as much as possible, compensating magnets are placed in the
binnacle. Naturally, they are not completely effective but when these
magnets are properly adjusted, they do keep the deviation, as this error is
called, within bounds.
Moreover, it is possible with the aid of tables, to find the exact error of
the compass, by taking a bearing of the sun or a star, when it is fairly low
on the horizon, or without tables, by taking a bearing of the North Star.
Every ship is required to have a magnetic compass. The compass known

as the Standard Compass is regularly checked by the Officer of the Watch
for any error and then compared with other compass on the ship, to ensure
that they are in fact correct.
A magnetic compass that is specifically used by the helmsman to steer a

course has the bowl filled with liquid. This is done to dampen the motion of
the card and help prevent the card from swinging either with the motion of
the ship or from some other cause. This type of compass is known as a
liquid compass.
The helmsman is supplied with a gyro repeater for the purpose of steering
the ship. If this is not done, then an arrangement is made by which the
helmsman is able to use the standard compass for the same purpose.

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There will also be a binnacle or pedestal placed aft, into which a
compass may be shipped for use with the emergency steering gear.
Both the standard and steering magnetic compass binnacles are placed on
the center line of the ship. Inside the compass bowl, where it can be seen
and in line with the fore and aft line of the ship, is a black line. This line
known as the lubber line, will indicate on the compass card the direction in
which according to the compass, the ship is heading. When this reading is
compensated by the known error of the compass, the true direction in which
the ship is heading is determined.
Owing to the attraction of iron or steel toward the magnetic compass

needles, no iron or steel should be allowed to come in close proximity to the
compass. Helmsmen should not carry knives or spikes on their person when
steering. Transistor radios too have an alarming effect on magnetic
compasses. The Gyro Compass is an electrical machine. It works on the
principle of a child’s top rotating at a pre-determined constant speed, with
the result that the axis of the top remains constantly pointing in the same
direction as the earth’s axis and therefore towards the true north pole, with
possibly some slight known error.
With one master compass, as many repeater compass cards as may be

required, can be placed in different positions about the ship. One is supplied
for the use of the helmsman. The card may be upright much of it may be
obscured but it will in fact be graduated in the same manner as a magnetic
compass card. The helmsman is required to steer by degrees. A pointer will
take the place of the lubber line and indicate the course upon which the
ship is heading.
When an automatic helmsman is installed, it usually operates from a gyro

compass. However, an automatic helmsman can be installed to operate from
a magnetic compass, if this is required by the ship-owner.
Should a gyro compass repeater appear to act strangely or should the

difference between the gyro course and the magnetic course on the steering
compass alter, the attention of the Officer of the Watch should be called, so
that he may determine if the gyro compass or the repeater, is in good
working order.
A good helmsman supplied with a gyro repeater, should check his

course with the magnetic compass occasionally, in order to ensure that the
gyro is functioning correctly.
It is not intended that the reader should come to the conclusion that a gyro
compass is an unreliable instrument. For from it, but any instrument is
liable to failure from one cause or another and usually this occurs at an
unexpected moment. The only remedy, apart from meticulous servicing, is to
keep a constant check on any scientific instrument when it is in use.
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Rudder
Every ship is provided with a rudder located aft. When the rudder is set at
an angle on a moving ship, a high pressure area is built up on the leading
surface, while there is a low-pressure area from the trailing surface. Thus,
water through this difference in pressure areas; exert a force against the
leading surface of the rudder which in turn forces the stern in the direction
opposite that which the rudder is set.
The instrument above and forward of the wheel angle indicator (fig. 2) is the
angle order-indicator-transmitter. During steering, it shows the actual angle
of the rubber, which usually lags the wheel angle indicator by 2 degrees
because of the time required for the steering mechanism to operate.
Consoles
In recent years ships have been equipped with ship control and steering
control consoles. These control consoles normally are installed in the
pilothouse and serve as a direct method which usually weigh less and
require less space than with the same units installed separately.
The ship control console consists of the engine order section, speed light
section, and the propeller order section.
The steering control console is used in conjunction with the ship control
console. It consists of such units as the rudder angle order indicator-
transmitter, helm angle indicator, and course to steer indicator, magnetic
compass repeater, and steering emergency switch.
Fathometer
A modern ship is equipped with a sonic depth finder whose principle of

operation is based upon the scientific fact that sound travels through water
at about 4,800 feet per second. The fathometer sends out a signal, which
bounces off the ocean floor and returns to the ship much like an echo.
Obviously, half of the time in seconds required for the sound to make a
round trip time 4,800, is the distance to the bottom in feet.
The set includes a compact receiver-transmitter unit in the chart house, and
a transducer on the bottom of the ship. It gives a very accurate reading at
wide range of depths, from about 5 feet to 6,000 fathoms.
Chart Room
All charts are kept in this room in addition to all other navigating
equipment such as chronometer, sextant, etc. It is always situated on the
navigating bridge behind the wheel house.
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Azimuth Circle
An Azimuth circle is an instrument for determining both bearing of

terrestrial objects and the azimuths of the celestial bodies. It consists of a
non-magnetic composition ring formed to fit snugly over the compass bowl,
about which it can be turned to any direction. Its inner lip is graduated from
0 degrees, counter-clockwise, for measuring. On one diameter of this ring is
mounted a pair of sight cal wire mounted in a suitable frame at the end.
Sextant
An instrument for measuring the angle between two objects. It is used

primarily for determining the angular distance, or altitude of a celestial body
above horizon. However, it is also used in piloting for determining the
distance by vertical angles, or by horizontal angle, between two objects for
finding a position.
Stadimeter
An instrument for measuring the distance objects of known heights,

between 50 to 200 feet, covering a range of from 200 to 10,000 yards. Other
ranges can be measured by using scale factor for the graduations. There are
two general types in use, the Fisk and the Brandon Sextant Type.
Plotting Equipment
Position plotting on a chart is usually done with a universal drafting

machine, also called a parallel motion protractor (PMP), which is clamped to
the chart table and allows both distance and bearing to be plotted at once.
Sometimes a simple plastic protractor and straight edge is used.
Chronometer
This is a highly accurate clock, mounted in a brass case, which is supported

by gymbals in a wooden case in order to counteract the ship’s motion. The
chronometers are kept in a cabinet in the chart room, usually on the
centerline of the ship, where they are protected against shock and
temperature changes. Chronometers are set to show GMT and they are
wound everyday at exactly the same time. Once a chronometer is started, it
is never allowed to stop, and it is not while it is aboardship.
STEERING GEAR
 Provides a movement of the rudder in response to a signal from the
bridge. The total system may be considered made up of three parts: control
equipment, a power unit and a transmission to the rudder stock.

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(A) Control Equipment – conveys a signal of desired rudder angle from the
bridge and activates the power unit and
- Telemotor.
(B) Power Unit – provides the force when required and with immediate
effect, to move the rudder to the desired angle hydraulic or electrically
operated.
- Functions to amplify the receiver output signal.
(C) The Transmission System – the steering gear is the means by which
the movement of the rudder is accomplished.
REQUIREMENTS FOR SHIPS STEERING SYSTEM

(1) There must be two independent means of steering, although where
two identical power units are provided an auxiliary unit is not required.
(2) The power and torque capability must be such that the rudder can be
swung from 35one side to 30 the other side with the ship at maximum
speed.
(3) The time to swing from 35one side to 30 the other side must not
exceed 28 seconds.
(4) The system must be protected from shock loading
(5) The system must have a pipe work which is exclusive to it as well as
be constructed from approved materials.
(6) Control of the steering gear must be provided in the steering gear
compartment.
TELEMETER (Transducer System)

 The steering gears to be describe, electro-hydraulic when operated
by auto-pilot illustrate fundamental closed loop control principles. The
transmitter is situated on the bridge and the receiver at the steering gear
unit. Mechanical movement is transducer hydraulically or electrically for
distance telemeter and then transducer back again. The steering wheel may
be retained as an ornament.
ELECTRICAL TELEMOTOR
 Bridge remote control is electric, hydraulic or gyro-pilot. In this case
the input is electric.
 A bridge level moves rheostat B and unbalance current flows to rotate
the control torque motor and hunt rheostat, B back to equilibrium when the
motor will stop. Electrical input is most common in modern practice and
motor drive via a flexible coupling (or electromagnetic clutch) rotates the
screw shaft in the control box. This causes the screw block to move and
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through the fluting level, causes movement of the actuator control rod. This
electrical-mechanical transducer also has limit switches and may utilize
synchronous and gear trains.
 To change to local mechanical input control the electrical control is
switched off the spring detent on the hand wheel lifted whilst the hand well
shaft is pushed home so that the spur gear engages when the detent is
release to lock the shaft.
 Electrical remote input, mechanical local input.
POWER UNIT
 It functions to amplify the receiver output signal in the correct
direction, for transmission to the final controlling actuator operating the
rudder.
ACTUATOR (SERVO) MECHANISM

 There are two main types of steering “engine” now in use namely
electro-hydraulic and all electric. For each type two designs are given:
ELECTRO-HYDRAULIC: Ram, Rotary Vane

ALL ELECTRIC: Ward Leonard, Single Motor
ELECTRO-HYDRAULIC RAM
 The pump unit delivers to rams which are virtually directly coupled to
the rudder stock forming the actuator mechanism. Consider a movement of
the wheel to starboard and hence ship’s head to starboard, the rudder
movement will be to starboard so that the rams will move starboard to port.
The steering telemotor moves from right to left but mounted on the joist
bracket through 180 degrees so that the movement is left to right. The
receiver motion is given to a level which is fixed at the center (fulcrum) so
that the other end moves right to left. There is a hand gear control, two
positions for the telemotor pin and movements stops. The movement right to
left of the level draws out the pump. The pump driven by an electric shunt
motor at constant speed now delivers oil to the starboard ram and draws
from the port ram. The rams therefore move right to left along the guide
joist. Stops are provided, on the joist to limit travel.
ORDERS TO HELMSMAN

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Manner of giving commands
The manner in which you give commands is very important sp
[leak clearly, loud enough to be heard and with positive, incisive, tone.
Whenever possible an order should be worded as to indicate first, the
direction toward which the rudder is to be moved, and second, the amount
of the rudder angle.
The Rudder and Steering Gear

Every ship is provided with a rudder, located amid ship aft. When the
rudder is moved off its center line, the ship’s headway causes water to
exert pressure against the rudder’s flat surface, which in turn forces the
ship’s astern off in the opposite direction.
The rudder is moved left to right by a steering gear located aft in the steering
room. This engine operates a cross-head attached to the pintle of the
rudder In most new ships it is driven by an electric or hydroelectric system
called telemotor .
Control of the steering engine is generally by a wheel, whose movement is
transmitted to the engine valve by a system of wires, pulleys and drums.
When the wheel is set or turns at a certain number of degrees, the “engine
follows up” by moving the rudder to the required angle.
The helmsman on the bridge turns the wheel according to the orders given
by the officers on watch. The standard command to the helmsman is used to
ensure a uniform result for changes in course and speed.
BRIDGE AND SHIP ETIQUETTE
No more is expected of a seaman than would be in others industry or

shore employment. Most of this subject is thought in all pre-sea training
establishments, but for those who have had no pre-sea training or have
allowed it to lapse, a few points are listed here:
1. In the presence of officers, stand upright and address the officer as

‘Sir’. When given an order, reply in a seaman like manner.
2. When ordered to report to the Captain, present yourself suitably
attired.
3. Watchkeepers and helmsman should wear clean working clothes on
bridge duties, and always a shirt even in the tropics. Unnecessary
conversations on the bridge should be avoided and the chartroom should
not be entered unless your duties compel you to do so.
4. Do not smoke on the bridge, on lookout or on deck duties
5. Always enter the wheelhouse by the lee door.
6. Always use the appropriate bridge ladder so that the Captain is not
disturbed.
7. Close or leave all doors on the hook so that they do not bang.
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8. Do not litter decks or empty waste on the whether side
9. Avoid unnecessary noise during the hours of silence (afternoon and
night watches).

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Self- Check 1.1-1
Multiple choice:
Instruction: Underline only the letter corresponding to the best
answer.
1. Parties shall direct the attention of______ to the following principles w/c
shall be observed to ensure that a safe navigational watch is maintained at
all times.
a. Ship-owner/operator b. Watch keeping personnel
c. master d. all of the above
2.The______ of every ship is bound to ensure that watch keeping

arrangement are adequate for maintaining a safe navigational watch.
a. Master b. Pilot c. Ship-owner d. Watch keeping personnel
3. The watch system shall be such that the efficiency of ______ is not
impaired by fatigue.
l. Master ll- Watch keeping officer lll . Watch keeping ratings
a. l, ll & ll b. l & ll c. l &lll d.ll &lll
4. During the watch the _______ shall be checked at sufficiently frequent

intervals, using any available navigational aids necessary, to ensure that the
ship follows the planned course.
l. Course steered ll. Position lll. Speed
a. l & ll b. ll & lll c. l, ll & lll d. l & lll
5. The officer of the watch shall have full knowledge of the location and
operation of all ______ equipment on board the ship and shall be aware and
take a count of the operating limitations of such equipment.
l. Safety ll . Navigation lll . Radio
a. l & ll b. ll & lll c. l , ll & lll d. l & lll

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ANSWER KEY 1.1-1
1. D
2. D
3. D
4. C
5. A

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Watch keeping Duties
1. Understand the duties and responsibilities of the officer of the
watch
ROUTINE DUTIES WHEN UNDERWAY
When the ship is underway,

the watch officer in charge of
navigation should:
1. Take over the watch at least five

minutes before the eight bells.
2. Read the Captain’s Order Book
and sign them.
3. Obtain and thoroughly
understand all the instructions
regards the ship course position,
speed, vessels in sight, weather conditions, the numbers and names of
lookouts, navigational aids, lighthouses, islands, dangers in sight
expected during the watch.
4. See to it that the quartermaster is steering the correct course.
5. Check and properly fix the position of the ship at regular intervals and be
able to report the same at any time required.
6. Keep an up to date logbook. This is a daily record book of the progress of
the ship and it kept in civil time; that is, each day on one page,
commencing at midnight and terminating the following midnight. The
usual daily entries are noted hourly or soon after any important event.
Some of the entries are:
a. The course sailed;

b. The gyro error;
c. Barometer and thermometer readings;
d. Direction and force of the wind;
e. The variation and deviation of the compass;
f. Sate of the sea;
g. Actual ship speed; number of engine revolution;
h. Distance traveled and average speed made;
i. Position of the ship
j. Fuel and water consumption;
k. Boat and fire drills performed;
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l. Events occurring cargo work;
m. Damages to the cargo or ship for any cause;
n. Time of arrival and departure;
o. Maneuvers performed in anchoring and mooring and docking.
p. Names and numbers of lookouts;
q. Penalties imposed on erring crew members (logging of crew);
r. Wedding, births, presence of clouds, fog, rain, snow, etc and
s. And all other matters affecting the ship, the crew and passengers.
7. See to it that all navigational instruments and accessories are in proper

working order prior to the ship’s departure and while at sea.
8. Have an inventory of all navigational equipment, nautical publications
and accessories and see that they are safe, complete and available at all
times. That charts in use should be arranged in chart drawers or lockers
according to their sequence of use.
All entries should be written in ink and if mistaken initialed by the mate
who made the entries. No circumstances should an entry be erased. This would
make the court of Inquiry doubt the veracity of the contents of the book
and therefore would not accept it as evidence. This would also reflect against
the efficiency of the master. The entries should be initialed by the officer noting
them down and the daily pages signed by the master and the chief officer.
Navigational duties and responsibilities
(a) The officer in charge of the watch shall

(i) Keep his watch on the bridge which he shall in no
circumstances leave unit properly relieved,
(ii) Continue to be responsible for the safe navigation of the ship,
despite the presence of the master on the bridge, until the
master informs him specifically that he has assumed that
responsibility and this is mutually understood,
(iii) Notify the master when in any doubt as to what action to
take in the interest of safety,
(iv) Not hand over the watch to the relieving officer if he has
reasons to believe that the latter is obviously not capable of
carrying out his duties effectively, in which case he shall
notify the master accordingly.
(b) On taking over the watch the relieving officer shall satisfy himself as
to the ship’s estimated or true position and confirm its intended track,
course and speed and shall note any dangers to navigation expected
to be encountered during his watch.
(c) A proper record shall be kept of the movements and activities during
the watch relating of the navigation of the ship.

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Protection of the marine environment
The master and officer in charge of the watch shall be aware of the serious
effects of operational or accidental pollution the framework of relevant
international and port regulations.
Responsibilities of the officer of the watch:

To understand the following:
1: Need to maintain continuity of the watch
2: Calling the relief
3: Fitness for duty
4: Key elements of Handing/Taking over the navigation watch
5: Carry out ‘Checks’ on navigational status,
6: Planning ahead for eventualities during the watch
7: Be prepared to take appropriate action
8: Vessel arriving port
9: Need to take rounds in accommodation and on deck
Under the STCW you are primarily responsible at all times for the safe
navigation of the ship with particular regards to avoidance of collision and
stranding.
As master’s representative, you are in charge of the bridge and
therefore in charge of the bridge team, until you are properly relieved.
You must ensure strict compliance with:
 ƒ Company’s shipboard operational procedure pertaining to the
navigational watchkeeping or bridge procedures.
 Master’s Standing Orders.
 Maintaining a Safe Manning Level for bridge watch at all times for the
prevailing circumstances and conditions.
Wrong actions on your part could be detrimental to the safety of life
property and protection of environment. It is imperative that you fulfill
your duties to best of your ability.

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For maintaining a safe watch, you must keep in mind the three
letters
ASK:
A for attitude,
S for skill, and
K for knowledge.
Accident statistics indicate that the majority collisions and grounding
incidents are attributed to carelessness or a complacent attitude and not
due to lack of knowledge and skill.
Upon departure from a port, when the vessel reaches deep and safe
waters, a course is set and engines brought to maximum revolutions. The
Master writes down his instructions in the bridge order book or advises
verbally when he needs to be called. He then hands over the watch to the
Officer in-charge of the navigational watch (OOW).
The OOW, having assisted the Master/Pilot to navigate through the
narrow channels or confined waters of the port, now has the duty to
 Inform Port Control VTS pilot disembarked
 œ Plot the position at the start of the sea passage,
 œ Bring the distance measuring log in operation and confirm its
reading and input,
 œ Verify the ship's intended track,
 Verify errors of gyro and magnetic compass and adjust the
course being steered. (This is then marked on the course board).
Recheck on the readiness of vessel for sea including :
a) Securing of cargo gear,
b) Battening down of hatches,
c) Closing down of water tight doors
d) Lowering of flags,
e) Securing of pilot ladder, anchors, gangway, any loose ropes hanging
overside or any other loose items on deck.
Though these processes should have been completed prior sailing, the
same need to be checked again and a positive report about such securing
obtained and entered in the log.
When satisfied, the OOW shall inform the Master and take over the
watch.
At sea, the vessel is operational throughout the day and night. The

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vessel is navigated in accordance with the requirements of the planned
passage. The OOW maintains the navigational watch during his hours of
duty as per watchkeeping arrangement established by the Master. A series
of activities are carried out during each watch.
The deck log book is maintained on the bridge by the officer of the
watch (OOW), together with continual observation and supervision of the
following items:
(a) Watertight integrity of the hull, together with the opening and closing of
watertight doors.
(b) Fire watch, with continual observation of smoke detector systems.
(c) Special cargo surveillance, as and when required.
(d) Correct display of all lights and shapes.
(e) Weather conditions affecting the ship and its course.
(f) Routine working of the deck, inclusive of rigging pilot ladders, streaming
logs, organizing boat and fire drills, etc.
(g) All emergencies affecting the safety of the vessel.
The bridge team

All ship’s personnel who have bridge navigational watch duties will be
part of the bridge team. The master and pilot (s), as necessary, will support
the team, which will comprise the OOW, a helmsman and lookout (s) as
required. The OOW is in charge of the bridge and the bridge team for that
watch, until relieved.
It is important that the bridge team works together closely, both
within a particular watch and across watches, since decisions made on one
watch may have an impact on another watch. The bridge team also has an
important role in maintaining communication with the engine room and
other operating areas on the ship.
Duties and fitness of watch keeping officers:

In order to maintain a safe watch, the following are among your
primary duties:
ƒ Your watch keeping duties are to include the following
ƒ Maintaining a proper lookout,
ƒ General surveillance of the ship,
ƒ Collision avoidance in compliance with COLREGs,
ƒ Recording bridge activities,

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ƒ Making frequent periodic checks on the navigational aids and
bridge equipments
Remember:
1. You are responsible for safety of lives of your crew, property & the
environment. An error on your part may cause a disaster including deaths.
2. You should be well versed with the handling characteristics of your ship
including procedures for use of engine in an emergency. You will have no
time to learn the ship’s manoeuvring characteristics in an emergency.
3. A great number of accidents have occurred because of over reliance on
the automatic navigational aids & other automation. Automation is
excellent and today it is not viable to run a ship without automation, but it
is extremely dangerous to over rely on automation. You must be a good
monitor and supervisor to ensure that any malfunctioning is promptly
detected and rectified.
4. As navigational watch keeping officer, you continue to be responsible for
the safe navigation of the ship, despite the presence of the master on the
bridge. The master will specifically inform if he wants to take over this
responsibility.
Navigation:
1. General: It is important that you execute the passage plan as prepared
and monitor the progress of the ship relative to that plan. Deviation from the
plan: If you have to deviate from the passage plan for any reason, you
should return to the original plan as soon as practicably possible. If you
need to deviate from the original plan for a longer time, due consideration
must be given to all the dangers, restrictions etc. The deviated plan should
be made in the same manner as a new plan. A briefing to this effect should
be given to the other concerned team members.

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Self- Check 1.1-2
Multiple choice:
Instruction: Underline only the letter corresponding to the best
answer.
1. For long navigation all watertight doors must:

a) closed always b) open at night
c) open upon arrival only d) depend on the weather
2) Smoke detector system will alarm in how many seconds of duration
a) 5 seconds b) 7 seconds
c) 9 seconds d) continues ringing of bell
3 We shown this one for not under command vessel during day time:
a) three black balls b) three conical baskets
c) two black balls d) four black balls
4) Ships and its course is badly affected when:
a)weather is bad b) current is strong
c) big swells is on heading d) wind is on the stern
5) Rigging of pilot ladders to be followed from the order of:
a) ships captain b) duty officer
c) chief engineer d) harbor pilot

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ANSWER KEY 1.1-2
1) d
2) d
3) c
4) c
5) d

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Watch Hand-Over Procedures
1. Perform handing over/taking over a navigational watch procedures
Handing over / Taking over a navigational watch
At the end of the watch, the OOW hands over the navigation of the
vessel to the relieving officer. Handing/Taking over a navigational watch is of
great importance. This is an appropriate time to check:
 œ The position,
 œ Set due to current and the wind,
 œ Weather and visibility,
 œ Course and speed,
 œ Errors on the compasses,
 œ Status of the navigational equipment, and
 œ The traffic in the area.
Such checks allow correction to prevent continuation of any error. It
also requires that the watch keepers should also check that:
 œ The vessel is following the planned passage,
 œ All the risks have been recognised and the preventive measures are
being taken and;
 The equipment is functioning normally.
Key Elements
As stated earlier, maintenance of continuity is paramount. The

changing over of watch is an opportune time to check all aspects of
navigation and to ensure that no errors or omissions are being carried over.
The errors or omissions though not intentional could cause serious
consequences and therefore need a closer review. The types of errors
or omissions that have been made are:
• Ambiguity in position fixes due to error in the plotting methods;
• Position fixes from various sources not matching
• Position fixes being obtained from only one source and not being verified
by other navigational aids,
• Charted depths not matching with the obtained soundings.
• Error on equipment, such as error of compass, being wrongly
applied, etc.
The watch-keeping officer may carry on with these errors without
realising the same. This is the reason that the relieving officer is

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required to review the status all over again. These errors are not figments of
imaginations. An officer laid a course on the chart as 256° but set the
autopilot to 265° . The error was observed only at the handing over process.
Distractions could be caused due to

• Workload, stress or fatigue
• Unexpected VHF call which occupies the full attention of the OOW and
results in the exclusion of more urgent needs
• Unexpected calls from engine room,
• Inadequacy and confusion due to lack of experience
These errors, if not rectified in time, could result in formation of an
error chain. An effective way to detect an error is by cross checks. Error
thus detected can be eliminated. The effective time to correct such errors is
at the time of handing over / taking over watch as the crosschecks can now
be carried out by a second person. Check on errors are traditionally
explained as ' a stitch in time saves nine" or " but for the horse shoe nail the
battle was lost" This process of error proliferation occurs every day and
sometimes it is fatal.
The key elements to successful handing / taking over and to reduce

possibility of errors therefore are:
• Carry out ‘Checks’ on navigational status,
• “Plan’ for eventualities during the watch, and
• ‘Be Prepared’ for taking appropriate action.
Process of Handing/Taking Over a Watch
(a) Receive true course, gyro course and compass course from the outgoing
00W.
(b) Ensure helmsman/lookout is capable of carrying out his duty and has
taken over duty properly.
(c) Read, understand and sign the Master's standing instructions and daily
orders.
(d) Check the ship's position, planned course and course being steered by
gyro and magnetic compass. Ensure the course board is updated with
current courses.
(e) Check error on compass and that it is being applied correctly.
(f) Verify the speed and draught of the ship. Ensure present draft is
prominently displayed on the draft board.
(g) Observe prevailing weather and sea condition, visibility, sea-state, tides
and their effect on present course.
(h) Understand the operational status of all navigation equipment.
(i) Be aware of the presence and movement of all traffic in vicinity. Be aware
of conditions and hazards likely to be encountered during the watch.
(k) Be aware of the effects of heel, trim, water density and squat on under
keel clearance.
(1) Understand the state of internal ship systems, engine and cargo
monitoring, communications and crew availability.
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(m) Ensure that the required lookout and helmsman, as appropriate, are on
duty, alert and properly instructed.
(n) Obtain from outgoing OOW verbal instructions, if any, and occurrences
of Bridge Procedure importance during previous watch.
(o) Read log entries made by outgoing OOW.
(p) Take full charge of the watch on time.
(q) If at any time the OOW is to be relieved when a manoeuvre or other
action to avoid any hazard is taking place, the relief of that officer shall be
deferred until such action has been completed.
(r) Obtain a positive report about rounds made in accommodation, remote
areas and where necessary, on deck. Read the log entries made at the end
of watch by OOW, copy them in your technical journal and explain them.
Composition of the navigational watch:
An effective bridge organization should efficiently manage all

resources available to the bridge and promote good communications and
teamwork. The bridge organization should be properly supported by a clear
navigation policy incorporating shipboard operation procedures, in
accordance with the company’s safety management system onboard ship as
required by the ISM code. In determining that the composition of
navigational watch is adequate to ensure maintenance of a proper lookout,
you should consider relevant factors including the following:
♦ Visibility, state of weather and sea;
♦ Traffic density and other activities occurring in the area in which the ship
is navigating
♦ The additional workload caused by the nature of the ship’s functions,
immediate operating requirements and anticipated manoeuvres;
♦ The fitness for duty of any crewmembers on call that are assigned as
members of the watch.
♦ Knowledge of and confidence in the professional competence of the ship’s
officers and crew.
♦ The experience of each OOW, and the familiarity of the OOW with the
ship’s equipment, procedures and manoeuvring capability.
♦ Activities taking place on board the ship at any particular time, including
radio communication activities, and the availability of assistance to be
summoned immediately to the bridge when necessary.
♦ The operational status of bridge instrumentation and controls, including
alarm systems
♦ Rudder and propeller control and ship manoeuvring characteristics.
♦ The size of the ship and the field of vision available from the conning
position;
♦ The configuration of the bridge, to the extent such configuration might
inhibit a member of the watch from detecting by sight or hearing any
external development.
♦ Any other relevant standard, procedure or guidance relating to watch-
keeping arrangements and fitness for duty.

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Need to maintain the continuity in watch keeping
In the performance of his duties, the OOW carries out a number of

functions almost simultaneously. This naturally keeps him quite busy. Let
us list out the number of tasks / functions that demand his attention. The
Master being the overall in charge needs to be kept informed of progress of
the voyage. The information that is required by the Master is normally
recorded as standing orders or the specific orders in Bridge Order book or
on some ships called Bridge Night order book.
Navigational safety of the vessel requires that:
 œ The position is monitored at all times,

 œ The navigation instruments are working satisfactorily,
 œ Appropriate lookout is maintained,
 œ The pre-planned course is actually made good.
Maintenance of internal security requires that:
 œ The safety of the crew is ensured,

 œ General fire watch is maintained,
 œ Engine room is kept informed of any changes

Safety of the cargo requires that :
 œ The hatches, tanks and openings are secured weather tight,

 œ Ventilation is provided where required,
 œ The deck cargo, where carried, is secured properly.

General safety of the vessel requires that:
 œ Weather watch is maintained,
 œ Where necessary, precautions against wet weather, rolling or
pitching, are taken in sufficient time so as not to cause damage to
persons, the ship or the cargo
Attend to information external to the ship including :

 œ Navigational warnings,
 œ Latest weather reports,
 œ Communications with charterers, owners, other vessels in vicinity,
VTS, port control, pilots etc.
 Records to be maintained
Some of the orders may be of lasting importance and need to be noted

in the bridge order book. For example, maintaining a minimum specified
safe distance from all traffic during a passage across ocean. Orders
Information of current importance may only be marked as annotations on
the chart or may be passed on verbally. These may include the times of
calling the master at course alteration points. The OOW needs to be aware
of such orders / information.
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Changes of status
Monitoring the changes in situation as the status of the situation may

be different towards the end of a watch from what it was at the start of the
watch. The changes in such situation may include:
œ Change in draft due to ballast / deballast operation,
œ Changes in course, deviation to another port,
œ Change in the errors on navigational equipment,
œ Change in weather,
œ Change in movement of vessels in vicinity, etc
The relieving OOW should be familiar with these changes. All the
aspects need to be watched and cared for by every watchkeeping officer,
irrespective of his rank or experience. There is therefore a need to maintain
continuity in the watch. This can be achieved only by ensuring that a
proper handing/ taking over process is followed.
Calling the relief

The standby man on the bridge calls the relief. On most of the ships it
is done on the internal telephone. Where it is necessary to send the standby
man, the OOW should ensure that it is safe to do so. In order to provide the
relieving officer sufficient time to freshen up and be ready, the time of
calling is normally decided among the watchkeepers. Where there is any
doubt, it should be clarified before the relief goes to sleep. Where
necessary, follow up calls should be made for heavy sleepers and the relief
should be informed of a change in weather conditions so that he arrives
prepared with raincoat or dons warm clothing accordingly.
Remember :
Weather changes in some areas of the world can be quite dramatic and
the person sleeping in his cabin would be unaware of the same. The
relieving OOW should arrive early on the bridge in order to:
a). Read, understand and sign the Master’s night orders,
b). Sight the chart for any annotations,
c). Inquire about any verbal orders, and
d). In general, get used to the bridge situation.
At night, the watch shall not be taken over till the relieving OOW
gets used to night vision. STCW95 requires that the relieving officer shall
personally satisfy himself regarding:
• Standing orders and other special instructions of the Master
relating to navigation of the ship;
• Position, course, speed and draught of the ship;
• Prevailing and predicted tides, currents, weather, visibility and the effect of
these factors upon course and speed;
• Procedures for the use of main engines to manoeuvre when the main
engines are on bridge control; and
• Ensure his watchkeeping team is fit and capable of performing
the watch.
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Taking over the navigational watch
The relieving officer of the watch should ensure that members of his watch
are fully capable of performing their duties, particularly as regards their
adjustment to night vision.
The relieving officer should not take over the watch until his vision is fully
adjusted to the light conditions and he has personally satisfied himself
regarding,
(a) Standing orders and others special instructions of the master relating
to navigation of the ship,
(b) Position, course, speed and draught of the ship,
(c) Prevailing and predicted tides, currents, weather, visibility and the
effect of these factors upon course and speed,
(d) Navigational situation, including but not limited to the following,
(i) Operational condition of all navigational and safety equipment
being used or likely to be used during the watch,
(ii) Errors of gyro and magnetic compasses,
(iii) Presence and movement of ships in sight or known to be in the
vicinity,
(iv) Conditions and hazards likely to be encountered during his watch,
(v) Possible effects of heel, trim, water density and squat* on under
keel clearance.
*Squat: The decrease in clearance beneath the ship which occurs when
the ship moves through the water and is caused both by bodily
sinkage and by change of trim. The effect is accentuated in
shallow water and is reduced with a reduction in ship’s speed,
If at any time the officer of the watch is to be relieved a maneuver or other
action to avoid any hazard is taking place, the relief of the officer should be
deferred until such action has been completed.
Watch hand-over procedures

1. The personnel of the watch should not hand over the watch to the
relieving personnel if he has any reason to believe that the latter is
obviously not capable of carrying out his duties effectively, in which case
he should notify the master immediately.
2. The relieving officer should be informed of the following by the officer
being relieved:
a. The depth of water at the berth, ship’s draught, the level and time of
high and low waters, fastening of the moorings, arrangement of
anchors and the slip of the safety of the ship; state of main engines
and availability for emergency use;

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b. All work to be performed on board the ship; the nature, amount and
disposition of cargo loaded or remaining, or any residue on board after
unloading the ship cargo plan and cargo data sheet for all cargo being
handled. Any dangerous cargo being handled and safety precautions
required to be observed. Availability and location of anti dotes for
cargo being handled.
c. The level of water in bilges and ballast tanks; any restrictions on
pumping out of ship’s ballast as per port regulations.
d. The signal flags, shapes or lights being exhibited;
e. The number of crew members required to be on board and the
presence of any other person on board; (see para. 5.4.1)
f. The state of fire-fighting appliances, chemical safety and protecting
equipment and pollution prevention equipment.
g. Any special port regulations (includes fishing, lowering of boats on to
water, pollution regulations safe gangway watch)
h. The master’s standing and special orders; Any fresh water, bunkering
and storing expected any crew members for medical attention ashore,
pirate watches by crew.
i. The lines of communication that are available between the ship and
the dock staff of port authorities in the event of an emergency arising
or assistance being required; (fire, hospital, police, pollution control
authorities and agents telephone number to be available)
j. Other circumstances of importance to the safety of the ship and
protection of the environment from pollution ( bores ,etc.)
k. Maritime safety information received (weather, navigational warning,
etc.)
l. Tank cleaning or cargo hold cleaning operations.
3. The relieving officer should satisfy himself that:
a. Fastening of mooring or anchor chin are adequate; self tensioning
winches should not be used on tankers and other vessel to use it with
caution (see operation safety manual).
b. The appropriate signals flags, shapes or lights are properly hoisted
and exhibited;
c. Safety measures and fire protection regulation are being maintained;
d. He is aware of the nature of any hazardous or dangerous cargo being
loaded or discharged and the appropriate action in the event of any
spillage or fire; availability and readiness for use of chemical safety
and protecting equipment for the cargo handled cargo antidotes and
their location. Ensure cargo stowage plan updated.
e. No external conditions or circumstances, imperil the ship and that his
own ship does not imperil others;

Date Revised:
Developed by:
Revision # 00
f. Expected weather conditions are available or known.
4. If, at the moment of handling over the watch, an important operation is
being performed it should be concluded by the officer being relieved,
except when ordered otherwise by the master.

Date Revised:
Developed by:
Revision # 00
SELF-CHECK 1.1-3
1. Parties shall direct the attention of _______to the following principles w/c shall be
observed to ensure that a safe navigational watch is maintained at all times.
a. Ship owners / ship operator b. Watch keeping personnel
c. Master d. All of the above
2. The _______of every ship is bound to ensure that watch keeping
arrangement are adequate for maintaining a safe navigational watch.
I. Master II. Ship owner/ship operator III. Watch keeping
personnel
a.I, II, III c. I, II d. I only
3. Under the master generation, the officers of the watch are responsible for
navigating the ship safety during their periods of duty when they will be
particularly concerned with avoiding _______. I. Collision II. Stranding
a. I only b. II only c. Both I and II d.
Neither I nor II
4. The composition of the watch shall at all times be adequate and appropriate
to the prevailing circumstances and conditions and shall take into account
the need for maintaining a _________.
I. Proper look out II. Watch arrangement III. Bridge
team
a. I, II, III b. I only c. II only
d. III only
5. When deciding the composition of the watch on the bridge w/c may include
appropriate deck ratings, the following factors, inter alia, shall be taken into
account:
a. At no time shall the bridge be left unattended b. Weather
conditions, visibility
c. Proximity of navigational hazards d. All of the above
6. When deciding the composition of the watch on the bridge, the following
factors shall be taken into account:
I. Use and operational condition of navigation aids
II. Whether the ship is fitted w/ automatic steering
III. Any unusual demands on the navigational watch that nay arise as a
result of special operational circumstances.
a. I, II, III b. I & II c. I & III d. I & III
7. The watch system shall be such that the efficiency of _________is not
impaired by fatigue.
I. Master II. Watch keeping officers III Watch keeping Ratings
a. I, II, & III b. I & II c.I & III d. II & III
8. Duties shall be so organized that the first watch at the commencement of a
voyage and the subsequent relieving watches are ________.
I. sufficiently rested II. Otherwise fit for duty
a. both I & II b. neither I & II c. I only d.
II only

Date Revised:
Developed by:
Revision # 00
9. The interred voyage shall be planned in advance taking into down shall be
checked before the voyage commences.
a. The weather condition b. The vessel’s stability condition
c. All pertinent information d. Watch keeping arrangement.
10. During the watch the _________shall be checked at sufficiently frequent
intervals, using any available navigational aids necessary, to ensure that the
ship follows the planned course.
I. Course steered II. Position III. Speed

Date Revised:
Developed by:
Revision # 00
ANSWER KEY 1.1-3
1. D 6. A
2. D 7. D
3. C 8. A
4. B 9. C
5. D 10. C

Date Revised:
Developed by:
Revision # 00
Fitness for Duty/ Signs of Fatigue in Watchkeepers
1. Determine signs of fatigue in watchkeepers
Fitness for Duty and Fatigue
It is a well-known fact that prolonged mental and physical activity or

inadequate rest can induce fatigue. Fatigue causes an individual to become
so tired that he is unable to carry out his duties efficiently. The danger of
mental fatigue is that it can creep up on individuals without them being
aware of it. Consequently, an individual may focus attention only on what
he considers important whereas other peripheral warnings may go
unnoticed. This is a dangerous situation particularly where the task on
hand demands added vigilance.
On specialized cargo carriers, prolonged hours of work is a common
phenomenon. Masters many times alter the conventional watch keeping
hours in order to provide sufficient rest to the watchkeepers and provide a
change in routine.In order to maintain fitness for duty the administration
and the management company should:
1. Establish and enforce rest periods for watchkeeping personnel;

2. Require that watch systems be so arranged that the efficiency of all
watchkeeping personnel be not impaired by fatigue and that duties are so
organised that the first watch at the commencement of a voyage and
subsequent relieving watches are sufficiently rested and otherwise fit for
duty. Note the words "at the commencement of the voyage.” Very often
the entire ship's complement, including officers and other watch keepers,
are busy in completing cargo operations and other essential tasks before
sailing. The Master may therefore specifically rest some of the officers and
watch keepers so that they can keep watch immediately on sailing.
Fitness of relief watch
When handing over the watch, it is imperative that the OOW ensures
that the relieving officer and members of his team are in complete fitness
and are capable of performing the navigational watch at sea. In this regard,
the officer in charge of the navigational watch shall not hand over the watch
to the relieving officer if there are reasons to believe that the latter is not
capable of carrying out the watchkeeping duties effectively. In such case the
Master shall be notified. This is not as easy as it sounds. If the relieving
officer is your senior, you may have to use some tact to ensure that he goes
back to sleep and the Master makes some other arrangements. The
Date Revised:
Developed by:
Revision # 00
relieving officer shall ensure that the members of the relieving watch are
fully capable of performing their duties. Whenever there is any doubt the
Master shall be notified. Particular attention shall be given to the
adjustment of night vision of the relieving team. Relieving officers shall not
take over the watch until their vision is fully adjusted to the light
conditions.
Signs of fatigue
1. The watch system shall be such that the efficiency of watch keeping
officers and watch keeping ratings is not impaired by fatigue. Duties
shall be so organized that the first watch at the commencement of a
voyage and the subsequent relieving watches are sufficiently rested and
otherwise fit for duty.
2. This Recommendation contains operational guidance of general

application for officers in charge of a navigational watch, which masters
are expected to supplement a appropriate. It is essential that officer of
the watch appreciate that the efficient performance of their duties is
necessary in the interests of the safety of life and property at sea and the
prevention of the environment.
Basic Types of Fatigue:
(a) Acute – short term, such as after strength

(b) Chronic – long term, inadequate sleep or rest together with stress can
build up over a long period of time and lead to eventual exhaustion.
Effects of fatigue: Lack of attention and concentration
1. Forget procedures
2. Poor coordination
3. Poor communication
4. Slow Down
5. Poor decision-making

Date Revised:
Developed by:
Revision # 00
TASK SHEET 1.1-5
Title: PERFORM NAVIGATIONAL AT THE SUPPORT LEVEL
Performance Objective: Given the following equipment, you should

be able to perform watchkeeping procedures
following STCW standards in 4 hours
Supplies/Materials : Video or PowerPoint presentation for:
Watch handover
procedures and taking
orders from the watch
officer
Sound and light signal
Equipment : STEERING WHEEL
Steps/Procedure:
1. Perform standard steering procedures
2. Perform proper lookout by sight and object.
3. Communicate effectively with others in the course of watch
keeping duties
4. Communicate effectively with others in the course of watch
keeping duties
5. Perform handover procedure
Assessment Method: DEMONSTRATION

Date Revised:
Developed by:
Revision # 00
Performance Criteria Checklist 1.1-5
CRITERIA
YES NO
Did you….
1. Perform standard steering procedures
2. Perform proper lookout by sight and object.
3. Communicate effectively with others in the course of
watch keeping duties
4. Communicate effectively with others in the course of
watch keeping duties
5. Perform handover procedure
6. Performed task according to STCW standards
7. Performed task within specified time limit

Date Revised:
Developed by:
Revision # 00
REFERENCES:
1. Marine Engineers Handbook and Review Guide by

CE Ferdinand G. Marcos
2. STCW 2010 (Manila amendments)
3. MOIST Cruiser Electrical Laboratory and Engine Room
Simulator
4. Video Tel

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Competency Based Learning

Balingasag, Misamis Oriental

No. Unit of Competency Module Title Code

Prepare and produce Preparing and producing TRS741379

Prepare and present, Preparing and

Prepare and display Preparing and TRS741344

5. Present desserts Presenting desserts TRS741343

Date Developed: Document No.

UNIT OF COMPETENCY: PREPARE AND PRODUCE PASTRY PRODUCTS

MODULE TITLE : PREPARING AND PRODUCE PASTRY

NOMINAL DURATION: 25 hours

1. Prepare pastry products

2. Decorate and present pastry products

3. Store pastry products

Date Developed: Document No.

1. Ingredients required are selected, measures and weighed according to recipe or

2. Variety of pastry products are prepared according to standard mixing

3. Appropriate equipment are used according to required pastry products and

4. Pastry products are baked according to techniques and appropriate conditions;

6. Required and appropriate fillings and coating/icing, glazes and decorations

7. Pastry products are filled and decorated as required and appropriate in

8. Pastry products are finished according to desired product characteristics

9. Baked pastry products are presented according to established standards

11. Shelf-life of baked pastry products are determined according to established

Date Developed: Document No.

2. Pastry products are filled and decorated as required and appropriate in

3. Pastry products are finished according to desired product characteristics

4. Baked pastry products are presented according to established standards and

Students/trainees must be provided with the following:

1. Demonstration with questioning

Date Developed: Document No.

After doing all activities of this LO,

Information Sheet 2.1-1

Date Developed: Document No.

Date Developed: Document No.

1) officers in charge of the navigational watch are responsible for navigating

COMMERCIAL VESSEL USUAL PROCEDURE ON HELM ORDERS

Midships – Place the wheel in the amidships position.

Starboard – Set the wheel half-way between amidships and hard-a-

Hard- a-starboard - Opposites hard - a - port.

Typical Bridge Instrumentation, Controls Alarms and Functions-

Gyro Repeater and Pelorous

A true bearing is the direction of an object as indicated by measured

A Compass bearing is the direction of an object from the observers,

Date Developed: Document No.

The magnetic compass north and south directions defined by the

Compass Course- The heading of a particular magnetic compass, that is,

Magnetic Course - This course is the heading of the ship in degrees

Correcting for compass error – combining variation and deviation give

A compass is an instrument that determined in which direction either the

By means of graduated circular compass card (see illustration, on page

Date Developed: Document No.

Unfortunately, this is not sufficient for the purpose of navigation because

Every ship is required to have a magnetic compass. The compass known

A magnetic compass that is specifically used by the helmsman to steer a

Date Developed: Document No.

Owing to the attraction of iron or steel toward the magnetic compass

With one master compass, as many repeater compass cards as may be

When an automatic helmsman is installed, it usually operates from a gyro

Should a gyro compass repeater appear to act strangely or should the

A good helmsman supplied with a gyro repeater, should check his

A modern ship is equipped with a sonic depth finder whose principle of

An Azimuth circle is an instrument for determining both bearing of