Merchant Marine · Pelayaran Niaga
How to Become a Merchant Navy Officer in Indonesia
Indonesia is the world's largest archipelago nation and relies heavily on sea transport to connect its islands. The Directorate General of Sea Transportation (Ditjen Hubla) under the Ministry of Transportation oversees officer certification. Indonesia is also a significant supplier of seafarers to international shipping, and the domestic coastal and inter-island fleet provides abundant employment.
Regulator: Directorate General of Sea Transportation (DGST / Ditjen Hubla) · Updated 2026-06-01
The Merchant Marine in Indonesia
A career as a Indonesian merchant navy officer offers internationally portable qualifications, structured promotion and some of the highest entry-level earnings of any technical profession. Training follows the global STCW convention, so a certificate earned in Indonesia is recognised worldwide — while the entry route, terminology (Merchant Marine) and approved institutes are specific to the country.
Eligibility & requirements
- Senior high school (SMA/SMK) graduation, preferably with a technical or science background.
- Pass the entrance exam for a maritime polytechnic or university.
- Seafarer medical certificate (Surat Keterangan Laik Layar).
- Indonesian language; English required for international STCW certification.
Entry paths to become an officer
1. Merchant Marine Higher Education (Perguruan Tinggi Ilmu Pelayaran, PTIP) — diploma
A state maritime polytechnic diploma (D-IV) in Nautika or Teknika with embedded sea-cadet training, leading to ANT (Nautical) or ATT (Technical) officer certificates.
2. Private maritime college — D-III / D-IV programs
Numerous private maritime colleges offer shorter or equivalent programs, some with direct links to Indonesian and international shipping companies.
Approved institutes & academies
| Institute | Location | Type |
|---|---|---|
| Sekolah Tinggi Ilmu Pelayaran (STIP) Jakarta | Jakarta | Government |
| Politeknik Ilmu Pelayaran Makassar (PIP Makassar) | Makassar | Government |
| Politeknik Ilmu Pelayaran Semarang (PIP Semarang) | Semarang | Government |
| Politeknik Ilmu Pelayaran Surabaya | Surabaya | Government |
Ranks & salary structure
Merchant navy officers progress through a clear rank ladder in two main departments — Deck (navigation) and Engine — plus the Electro-Technical Officer (ETO) role. Promotion depends on sea-time and higher Certificates of Competency.
Indonesian officers on domestic vessels are paid in IDR; those on international ships earn USD wages broadly in line with the global ladder below.
| Rank | Department | Indicative pay (USD / month) |
|---|---|---|
| Deck Cadet / Trainee | Deck | $300 – $700 |
| Third Officer (3/O) | Deck | $2,500 – $4,000 |
| Second Officer (2/O) | Deck | $3,500 – $5,500 |
| Chief Officer (C/O) | Deck | $6,000 – $9,500 |
| Master (Captain) | Deck | $9,000 – $15,000 |
| Trainee / Fifth Engineer | Engine | $300 – $700 |
| Fourth Engineer (4/E) | Engine | $2,500 – $4,500 |
| Third Engineer (3/E) | Engine | $4,000 – $6,000 |
| Second Engineer (2/E) | Engine | $7,000 – $10,500 |
| Chief Engineer (C/E) | Engine | $9,000 – $15,000 |
| Electro-Technical Officer (ETO) | ETO | $4,000 – $6,500 |
Figures are indicative monthly wages for foreign-going officers and vary by company, flag state, vessel type and contract length.
Documents, exams and planning checklist
Confirm eligibility and medical standards before paying any institute fees.
Shortlist only training routes recognised by DGST / Ditjen Hubla.
Keep passport, academic records, medical certificate and sponsorship letters organised.
Frequently asked questions
What is ANT/ATT in Indonesia?+
ANT (Ahli Nautika Tingkat) and ATT (Ahli Teknika Tingkat) are Indonesia's officer certificate levels, from ANT/ATT-V (lowest, for small vessels) up to ANT/ATT-I (master/chief engineer, unlimited trade).
Is the Indonesian merchant marine growing?+
Yes. The government's cabotage principle (asas cabotage) requires domestic cargo to be carried on Indonesian-flag vessels, driving growth in the domestic fleet and demand for Indonesian officers.
The realities of life at sea
Things the recruitment brochures leave out — and every candidate should know before committing.
Shore leave is disappearing
Modern container and tanker ports turn ships around in 8–16 hours. Officers can arrive in Rotterdam, Singapore or Houston and never step off the gangway. For months at a time, the ship is the entire world.
Paperwork has overtaken seamanship
ISM, MLC, ISPS, SMS — every incident generates a new form. Industry surveys show senior officers spending 2–3 hours daily on documentation. Many describe it as the most demoralising part of the job.
Mental health is the unspoken crisis
Confinement, isolation, repeated separation from family, and a culture that equates stoicism with professionalism combine into a serious mental-health risk. Seafarer well-being surveys consistently record depression and anxiety rates well above land-based populations.
Your contract governs more than you think
The flag state, not your nationality, determines most of your working rights at sea. A Filipino officer on a Liberian-flag ship managed by a Greek company operates under Liberian law and ITF-negotiated terms — not Filipino labour law.
No employer pension — ever
Most seafarers are employed on fixed-term contracts through manning agencies. There is no employer pension contribution as standard. Retirement planning is entirely self-managed, yet most young officers spend freely during high-earning years.
Re-entry shock is real
After 4–6 months aboard, returning home is not just a relief — it is a social recalibration. Children have grown; spouses have adapted; social groups have moved on. Officers repeatedly describe feeling like a visitor in their own home.
For the full picture — including who this career genuinely suits and why it remains one of the most financially rewarding technical professions on earth — read the complete career guide.