What Is a CONMAR? Contract Mariners and the Other Side of MSC

A CONMAR — short for Contract Mariner — is a civilian mariner employed by a private operating company (usually in partnership with a maritime union) to crew vessels operated under contract with Military Sealift Command (MSC). CONMARs are professional mariners who run the vessel, maintain the equipment and ensure safe and efficient transit.

CONMARs don’t work directly for the federal government. Instead, they crew ships in MSC’s GOCO (Government-Owned, Contractor-Operated) and COCO (Contractor-Owned, Contractor-Operated) fleets. These ships support military operations, but their missions and crewing needs differ from the GOGO (Government-Owned, Government-Operated) vessels run by CIVMARs.

While many GOGO ships , like those in the Combat Logistics Force (CLF), perform underway replenishments (UNREPs) and sometimes operate with hybrid civilian–military crews, CONMARs typically sail on vessels that move cargo, fuel or equipment between ports or to overseas bases.

For example, a GOGO CLF tanker like the USNS Leroy Grumman (T-AO) may pull into Augusta Bay, Italy to load fuel before heading back out to resupply a Navy strike group at sea. That fuel, however, was likely transported to the terminal in Italy by a GOCO tanker or a commercial COCO vessel under MSC contract — the type of ship crewed by CONMARs.

You’ll find CONMARs aboard:

• Prepositioning ships (AKRs, AKs)
• Surveillance and special mission ships (AGOS, AGM, AGS)
• Commercial tankers and container vessels under MSC contract

These ships may still carry the "USNS" prefix and look similar to government-operated vessels, but they’re crewed entirely by contractors.

Most CONMARs sail on an even-time rotation, with common schedules like 75/75, 90/90, or 120/120. That means if you work for 90 days, you typically get 90 days off before the company calls to offer your next contract.

Unlike CIVMARs, CONMARs don’t navigate a federal leave system or request approval from a detailer. Instead, leave is earned through a contract-based vacation accrual system, often negotiated through the mariner’s union. If you want more time off, you can take it — but there's no guarantee you’ll return to the same ship. Billets are filled through the union hall and assigned based on company needs When a CONMAR is not on a ship, they will not be paid; however, they will receive a vacation check. 

Most CONMARs work on a contract-based rotation and do not receive a salary between hitches. Instead, vacation pay is earned based on a vacation rate , typically defined in your union contract as “X days paid per 30 days worked.”

Example: 23/30 vacation rate

For every 30 days worked, you earn 23 days of paid vacation. If you sail a 120-day hitch under a 23/30 rate, you earn 92 days of vacation pay. That’s pay is distributed as a lump sum check within a couple weeks after your hitch ends.

The specific vacation rate and payout process may vary slightly between unions and operating companies, but the concept is consistent: your leave pay is accrued per the contract and is paid at the end of the hitch. This system allows CONMARs to plan their time off more freely, without paperwork, approval chains or tracking hourly balances. 

CONMAR pay is defined by union contract and varies by position, company, and vessel. Rates are clearly listed in each agreement and typically include:

• Daily base rate
• Overtime rate
• Holiday pay
• Vacation accrual

Typical officer day rates (as of 2024) range from $550 to $900/day, with unlicensed rates ranging from $250 to $500/day. The actual day rate will depend on a number of factors such as the billet, contract, union, operating company, specific deployment, etc. In general, CONMARs earn competitive day-for-day pay.

CONMAR vessels operate at a different tempo than CIVMAR-crewed GOGO ships. There are no underway replenishments (UNREPs), no flight operations, and in some cases — especially on special mission ships — no cargo at all. While the operational pace is different, the job demands a high level of professionalism, self-motivation, and technical competence . Overtime is paid only when work is actually performed , and the expectation is clear: if you’re on the clock, you’re getting the job done.

CONMAR ships typically sail with smaller, more versatile crews, which means every mariner is expected to be self-sufficient and adaptable. Unlike CIVMAR-crewed GOGO ships, where specialized roles are more common, CONMAR crews often rotate duties across a broader scope.

For example, a steward department may consist of only a few people who rotate between sanitation, galley prep, baking, and salad bar setup, rather than having dedicated positions like “Chief Baker” or “Galley Utility.” The same cross-functional expectation applies across departments — deck, engine, and steward.

The onboard culture is usually more relaxed than what you’ll find on high-tempo Combat Logistics Force (CLF) vessels. But it’s also more accountable. With fewer people on board, there’s little room to hide. Underperformance is noticed quickly, and there’s no federal job protection — if you don’t meet expectations, you can be removed from the ship or even terminated by the company.

While CONMAR ships may have fewer operations or evolutions, the professional standards remain high. Success depends on your ability to pull your weight, adapt to lean manning, and contribute to a tight-knit crew without constant oversight.

Getting assigned to a CONMAR vessel depends on your union, position, and the operating company. Since most ships are crewed by multiple unions — with licensed officers often affiliated with MEBA, AMO, or MMP, and unlicensed personnel with SIU or SUP — the process can vary from one mariner to another. Officially, each union maintains a dispatch or job board system where available billets are posted and filled based on union rules, seniority, credential, and availability. You contact the hall, watch the board, and formally bid on a job that matches your qualifications. 

Unofficially, word of mouth plays a major role. Mariners frequently hear about openings through crew members already on board — and a solid reputation can lead to a direct recommendation to the captain or department head. Want to return to the same ship? Impress the CHENG or Master, because they often influence who comes back. On CONMAR vessels, reputation carries real weight: while a good name doesn’t guarantee a job, a bad one can absolutely keep you off a ship. Some companies and contracts offer permanent billets, while others operate on a rotational basis where you return to the board after each hitch. Either way, your individual contract will spell out the terms clearly — including duration, pay, and leave structure.

Port time varies by vessel and mission. Some CONMAR ships, like the pre-position ships, stay pier side for weeks or months. Others have short port calls between regional ops.

Liberty support (buses, launches, base access) depends on the operating company and local logistics. While CIVMARs usually receive more consistent support in port, CONMARs often have the ability to enjoy access to NEX, commissary, and base services — especially in major overseas hubs. Again, the specifics will depend on your union and or the operation company. 

CONMARs don’t always have access to the full training catalog offered to CIVMARs. However, their unions and operating companies will coordinate required courses — and in many cases, provide access to high-quality union training centers with lodging and meals included. Training centers include

• MITAGS (MMP – Maryland)
• STAR Center (AMO – Florida)
• Paul Hall Center (SIU – Maryland)

These union training centers offer all required courses — including Small Arms , CBRD , Helicopter Firefighting and more — as well as optional classes to help you upgrade licenses and endorsements . Most CONMARs are paid by their company to attend training. In many cases, the operating company will also cover airfare . Support for things like rental cars varies and often depends on your union’s specific policies and the training facility's location.

This path might be a good fit if you:

• Want to support the military without becoming a federal employee
• Prefer rotations and lump-sum vacation over a salaried job
• Want more time off with comparable earnings
• Enjoy operating deep-sea commercial-style ships
• Prefer working within a union system

It may not be the right fit if you:

• Don’t want to work under a union contract
• Want federal job security or federal benefits
• Want a salaried position
• Want to maximize overseas liberty

CIVSail.com helps you compare your options and chart your next move. Explore port briefs, pay calculators, credential tools and more and figure out which path is right for you.

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