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25 Navigation exam question and answers you may like to know.

Below are 25 list of  passed Navigation  exam question and answers you will like to know. This can help your career exams, mainly for the deck officers. since no knowledge is for granted, i recommend engine officers to take time to study these questions, as you may come across them some day.

Ro - RO vessel

Q1 ) Rigging of the pilot ladder & embarkation/disembarkation of a pilot should be supervise by who?

A1) A responsible officer

Five Important ways to maintain pilot ladder to avoid accidents or loss of life at sea

Q2)  How often should operational checks on navigation equipment be done?

A2) Regularly, when preparing for sea & entering port.

Q3)  If possible a vessel’s position should be plotted by bearings of :

A3)  Fixed known objects on the shore

Q4)  Can RNC charts be used for voyage planning?

A4) Only in conjunction with paper charts

Q5) Can voyage planning be executed on ECDIS ?

A5) Only if approved by the flag state

Q6) What is important to check when transferring a position from GPS to a chart?

A6) Ensure that the chart and the GPS use same datum

Q7) When steering by autopilot, how often should manual steering be checked?

A7) At least once a watch

6 Things To Do During Preparation For Sea Voyage

Q8) Should recommended route information be used in conjunction with weather routing?

A8) The answer is YES

Q9) When using a buoy as an aid to navigation, what do we always need to considered?

A9) The buoy may not be in its charted position

Q10) When taking a compass error by amplitude in the higher latitudes when is the best time to take the bearing?

A10) The best time is to calculate the time of the sunset and then take the bearing

20 Deck Marine COC And Interview Questions + Answers You May Know.

Q11) In celestial navigation the angle measured westward from the first point of aries to the hour circle of the body along the celestial equator is known as what ?

A11)  Sidereal hour angle

Q12) What kind of information can be achieved from a NAVTEX?

A12) Navigational warning

Q13) What is a RSC ( rescue sub-centre)?

A13) A unit subordinate to a rescue co-ordinating centre.

Q14) When will we notice the effect of shallow water?

A14) When under keel clearance is 50% or less

Q15) You are to turn your vessel in a narrow canal by use of two tugs with the same power. The wind varies in the range moderate/strong. Where/how would you use the tugs?

A15) Pushing, made fast in the vessel

Q16) A ship is not turning around the center of gravity, but another point. What is the point called?

A16) Pivot point

Q17) You are about to pass another ship in a close situation. What can happen in this situation?

A17) Due to suction, the two ships will be sucked together 

Q18) Overshoot is an expression we use when talking about a ship’s steering ability. What is the best way to determine how the overshoot is on your ship? 

 A18) Do a 20/20 degrees zig-zag manoeuvre 

Q19) What is the correct definition of a bollard ?

A19) A remedy which the mooring lines are made fast

Q20) what is the correct definition of boat deck?

A20) The deck for the lifeboats.

Q21) You are approaching a port when you see three flashing red lights in a vertical line at the entrance. What does this indicate?

A21) Serious emergency – all vessels to stop or divert according to instructions

Q22) What is the fog signal for a vessel which is engaged in towing?

A22) One long blast followed by two short blasts at intervals of not more than two minutes.

Q23) What is the fog signal for vessel of more than 100 meters in length when at anchor?

A23) A rapid ringing of the bell forward followed by the gong aft for about 5 seconds at intervals of not more than 1 minute.

Q24) what is the fog signal for a vessel which is not under command ?

A24) One prolonged blast followed by two short blasts at intervals of not more than two minutes.

Please you can subscribe with our blog for more list... up next will be more questions from the engine room side. 

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Poor Nigeria Seafarers’ Salary As Major Obstacle to Cabotage Act by 2nd engineer( Oliver )

On this article we are going to look into the difficulties which the Nigerian seafarers are facing in regards of the salaries and jobs.

STS OPERATION

  Oliver Okeke , is one of the Nigerian seafarers by rank 2nd engineer. he made a large points on how the poor Nigerian seafarer's salary as major obstacle to 2003 cabotage act .  The Cabotage  law which was passed into law in the year 2003 , which primarily states that "All commercial transportation of goods and services within Nigerian coastal and inland waters to vessels flying the Nigerian flag, crewed by Nigerian seafarers and owned by persons of Nigerian citizenship."


On that act, Oliver narrated how this act was not favorable to many Nigerians due to improper attention to it. below are the points he made, which in the international community, is not done that way.:

" CABOTAGE TRADE REQUIREMENTS "
 
"Four pillar requirements for a Vessel to participate in Cabotage trade are: (i) The Vessel must be owned by Nigerian citizens, (ii) The vessel must be crewed by Nigerian seafarers, (iii) The vessel must be built in Nigeria and (iV) The vessel must be registered in Nigeria. However, a waiver allows Foreign-Owned Vessels to be eligible for participation in the Cabotage trade where Nigerians cannot meet up with the four pillar requirements. Foreign owned vessels are required to obtain this waiver and a licence for participation in coastal trade (cabotage) from the Minister of Transport"


CABOTAGE ACT REALISABITLITY

"All of these requirements can be easily available and obtainable in Nigeria with the exception of #3 [Ships Built in Nigeria], reason being that Nigeria currently do not have adequate capacity ship building yard. We only have ship repair yards and Nigerdock, the biggest of them, only currently build small capacity vessels. #1 requirement [Ships owned by Nigerian citizens] should not be a big problem judging from Nigeria, as a country, being an ‘Oil Rich Nation’ and many of her citizens carrying big names in and outside the country as Millionaires and Billionaires, though corruption and Political instability do not allow them.
Nigerian Seafarers are trying in #2 Requirement [Crewed by Nigerians]. Though faced with the major problem of not having an indigenous Maritime Institution accredited to award higher Competency Certificates (CoC) and no government training scholarship, many still struggle on their own to obtain CoC in countries of Europe, America and Asia. As I write this, there are sufficient number of Nigerian seafarers qualified to international standard which will be enough to fill #2 Requirement of 2003 carbotage Act. However, most of these Officers prefer to stay abroad and work due to Poor salary which is often offered to them by Nigerian Companies simply because they are Nigerians. These Nigerian Maritime companies prefer to employ lower certificated foreigners and pay them high amount of dollars while paying higher qualified Nigerian seafarers salary barely enough to survive them.
FRESH SCHOOL GRADUATES (CADETS) WORST HIT BY POOR SALARIES
Fresh school graduates (Cadets) are worst hit by the poor salaries paid by these companies. Nigerian Maritime companies no longer employ Cadets [NIMASA and Government should please do something about this. If you don’t train Cadets, how do you expect to get officers to fill the industry in the future] and where they are employed, they are paid only 20k Naira per month (convert it to dollar please because training is in dollars) without a plan or promise to sponsor them for their CoC. These Cadets now “struggle” to get employed as Motorman(Oiler) and Able Seaman(AB) where they are paid 40K to 60K Naira

With this rate of salary, they find it very difficult to save money, and with the increasing number & cost of safety and security training/certificates required by IMO for maritime/shipboard employment, to go to school and write their first certificate (OOW) which is required for progression and to fill in the future maritime industry manpower. These cadets have to struggle for about 5 to 6 years to be able to go to school and write their 1st CoC. From 1st CoC to 2nd CoC and to Chief/Master CoC it is the same story because of poor salary.."

EFFICIENCY AND PRODUCTIVITY

 
The truth about it all is that "Most Nigerian maritime companies prefer to employ foreigners and pay them huge amount of dollars (e.g. Nigerian Captain: 500K naira = 2500USD, Foreign captain: 6000 to 10000USD). This they do because they believe that foreigners will be more hardworking and will better protect their investment. What they do not know is that an equally certificated Nigerian, if paid the same amount of money, or even three quarter the amount, will work harder than the foreign counterpart and will protect that investment more because you know him up to his village and know his village chief.
I worked in a company where this Chief engineer, who earns more than 30000USD per month, will wear coverall (working cloth) from morning till the next morning, every day, 24hours. Most times, he will go under an engine, smear his coverall with grease just to show that he is working and to justify his salary. Even his fellow expatriates, who are paid lower salaries will laugh and talk about him, but at his back. Pay a Nigerian Engineer half of that salary, you will see productivity."


To me this man made a very big points, in which NIMASA have to work on. because that is what they are there for. please if you support this post,  place your comments and share it to reach the DG of NIMASA. thanks.


Reference:
 Linkin Oilver Okeke post.
Photo by a Nigerian officer.

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