The master — the captain — commands the ship. Everyone on board, every document and every decision that matters ends with them. It is the top of the deck career and the rank most cadets name when asked where they are going. This guide covers what the job really involves, how the certificate is earned, how a master's day looks, what crewing desks ask at the interview, and what keeps experienced chief officers from their first command.
What the master does
- Command and safety. The master is responsible for the safety of the ship, the crew and the cargo. Under the ISM Code the master has the overriding authority to put safety and the protection of the environment first — even against the wishes of the owner or the charterer — and to ask the company for help whenever it is needed.
- Navigation. On most merchant ships the master does not keep a watch, but approves every passage plan, writes the standing and night orders, and takes the con in pilotage waters, port approaches, traffic separation schemes, restricted visibility and heavy weather.
- The company and the port. Reports to the owner and the ship manager, works with charterers and agents, receives port state control, flag and class inspectors and, on tankers, vetting inspectors. Signs the ship's papers, the cargo documents and the notice of readiness.
- The crew. Discipline, work and rest hours, welfare, training on board, medical care when nobody else can give it, and in many companies the crew's wage account.
- Records. The official log, drills, the safety management system — what inspectors read first is the master's responsibility.
A typical day
At sea a master's day rarely follows a watch, but it has a rhythm:
- Morning: a look at the bridge and the night order book, the position and the weather, then a short meeting with the chief officer and the chief engineer about the day's work.
- Noon: the noon report to the company and the charterer — position, distance run, fuel, expected time of arrival.
- Afternoon: e-mails with the office and agents, rounds of the ship, drills. Under SOLAS every crew member takes part in at least one fire drill and one abandon-ship drill a month, and the master decides when and how they happen.
- Evening: the night orders, and a last check of the weather and traffic ahead.
Arrival and departure change everything: the master is on the bridge from the pilot boarding until the ship is all fast, then receives the officials, and may sleep little until the ship sails again.
Differences by vessel type
- Tankers and gas carriers: vetting inspections (OCIMF SIRE) decide whether the ship gets cargo, so a master's record with vetting is part of their reputation. Cargo operations follow strict procedures and ship-shore checklists.
- Container ships: many ports, tight schedules, short port stays and constant pilotage. Little sleep, a lot of manoeuvring.
- Bulk carriers: long voyages, draft surveys, cargo disputes, and charter-party questions such as laytime and notice of readiness.
- Offshore: dynamic positioning, operations planned with the client, small crews and short contracts.
- Passenger ships: hundreds or thousands of people, a separate safety organisation, and a master who is also the face of the ship.
Certificates and documents
- Certificate of competency, master unlimited (STCW II/2, 3,000 GT or more) — revalidated every five years.
- GMDSS General Operator's Certificate — also revalidated.
- Flag endorsement (STCW I/10) for every flag you serve under that did not issue your certificate.
- Medical certificate — valid for at most two years.
- Basic Training refreshers (fire-fighting, survival craft) every five years.
- ECDIS generic and type-specific, ERM/BRM, Medical Care, often Ship Security Officer, and for tankers or gas carriers the advanced cargo endorsement.
What it takes to get there
Under STCW Regulation II/2, a master's certificate for ships of 3,000 GT or more requires an officer-of-the-watch certificate and at least 36 months of approved sea service as an officer in charge of a navigational watch. That can be reduced to 24 months if at least 12 of them were served as chief officer. On top come the exams of your maritime administration and the management-level courses.
In practice a company wants more than the certificate: years as chief officer on the same vessel type, a clean record with inspections, and the trust of its superintendents. Most masters are promoted from within the fleet, often after sailing as chief officer under a master who recommends them.
The path
Deck cadet → third officer → second officer → chief officer → master. With steady contracts it typically takes 8–12 years from cadet to command — faster on some fleets, slower on others.
Contracts and rotation
Masters often have shorter contracts than the rest of the crew — on many fleets around three to four months, on others longer. Under MLC 2006 the period on board before repatriation must be less than 12 months, and work and rest hours apply to the master too: at least 10 hours of rest in any 24 and 77 in any seven days.
Interview questions for a master
- "Tell me about your last inspections." PSC, flag, vetting: how many observations, what they were, how they were closed.
- "Describe a situation where you used your overriding authority." Weather routing against the charterer's schedule is a typical example. Show the reasoning and the report to the company.
- "What do you do in the first minutes after a collision / grounding / fire?" Alarm, crew safety, damage assessment, reports, the company's emergency procedure.
- "How do you keep work and rest hours compliant during a busy port call?"
- "When do you tender the notice of readiness?" Questions about laytime and the charter party are common on bulk carriers.
- "How do you deal with a crew member who refuses an order?" Calm, documented, by the procedure.
Common mistakes
- Applying for a type you have never commanded — a first command is almost always on a type you know as chief officer.
- A CV without the inspection record. For a master it is the strongest argument.
- Missing flag endorsements or a revalidation that expires during the contract.
- No references. A word from a superintendent or a previous master often decides between two equal candidates.
FAQ
How long does it take to become a master?
Usually 8–12 years from cadet, depending on the fleet and how steadily you sail.
Can you become a captain without a maritime academy?
STCW allows an officer-of-the-watch certificate after 36 months of sea service without an approved training programme, so a route through the ratings exists in many countries. It is longer, and the details depend on your maritime administration.
Does the master keep a watch?
On most merchant ships no; on small ships with fewer officers the master may share the watches.
Is "master" the same as "captain"?
Yes. "Master" is the term in conventions and certificates; "captain" is the everyday word.
Is there an age limit?
STCW sets none; what matters is the medical certificate and the company's policy.
Pay and jobs
A master is the highest-paid rank on board; how much higher depends on the vessel type — tankers, gas carriers and offshore pay more than general cargo. The current range from real vacancies is on the master jobs page, and a comparison by rank is on our salaries page.
Your CV
Crewing desks read a master's CV for the vessel types and sizes commanded, trading areas and inspection results. Put them first — the maritime CV builds it from your profile.
Requirements follow STCW, SOLAS and MLC 2006; your flag state may add its own. Check them with your maritime administration.