Articles Of Agreement For Employment Of Seafarers

In addition, the employment contract should fulfil the conditions under which a sailor is allowed to be repatriated in accordance with Liberian rules. In the case above, Liberian legislation does not provide for the repatriation of seafarers. Yes, the employment guarantee agreement (letter of employment) and the statutes will comply with the A2.1 standard, provided that the information required in accordance with the A2.1.4, A2.1.5 and A2.1.6 standards is contained in these documents. Ship items are considered part of a “ship document” that constitutes the legal environment on board the vessel. [7] They are necessary to resolve disputes between sailors and their captains, as well as between sailors and owners of ships and cargo. [6] [7] They are subject to port authorities and foreign consular officials to establish the Bona fides of a ship. [7] MLC requires that, if the employment contract is not in English, the translation of certain sections should be in English. In the 17th and 18th centuries, privateers and pirates developed into an authority independent of the laws of each nation. Although there was no consistency among these articles, there were common topics known as “The Pirate Code” or “Jamaica Discipline.” [12] Yes, if the “owner” is the employer of the sailors; if the agreement establishes a relationship with the (MLC) “owner” as the “owner`s” agent and the employment contract includes the name and address of the shipowner (MLC).

Yes, that is acceptable. Under MLC, it is not necessary for an agreement signed with a local union to be approved by ITF. The CBA`s terms and conditions must, however, include the minimum requirements of A2.1.4, 2.1.5 and 2.1.6. Standard A2.1, paragraph 1, point c), provides that the shipowner and the sailor concerned each have an original signed from the sailor`s employment contract, without specifying that the original should be on board. Since paragraphs 1 and 2 of the A2.1 standard must provide only one copy of the agreement and all collective agreements applicable on board, it is not necessary for the originals to be kept on board. The administration may accept the crew chief as an “employer” in the employment contract, but the crew chief is not the MLC shipowner (Article II j) who has agreed to assume the obligations and responsibilities imposed on shipowners in accordance with the agreement. (That the crew chief perform certain duties or responsibilities on behalf of the shipowner (MLC) The SRPS may also assume responsibility for the interests of seafarers and includes the content of the employment contract prior to signing (A2.1.1 b) and A1.4.5 c) ii).) All of this is intended to solve the practical problem, as one would expect a shipowner based in one country to sign a contract with a sailor in another country, that is, by allowing the SRPS to sign as a representative of the owners without allowing an owner to argue that he is not responsible for the performance of the contractual terms. Because he didn`t sign it. According to MS Act 1958, the master of every Indian vessel, with the exception of a merchant vessel of less than 200 GT, entered into an agreement with each sailor in which he entered and carried at sea as one of his crews.


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