Article Of Agreement For Seafarers

This is the legally binding document that binds the employer to the collective agreement (CBA) approved by the ITF. It indicates which CBA applies, there are the details of the covered ship and there is the data that the agreement is valid for /bis. It states that the obligations of shipowners and the right of ITF representatives to access the vessel and verify compliance with the agreement are respected. The agreement must not cover the requirements of the advance – attributions and other provisions contrary to the law. The master made the copy of the agreement available to the crew members. Any modification of a crew agreement is only valid if it is carried out with the agreement of all parties involved and is certified by the ship`s captain in India or by an Indian consular officer outside India. B. After the first three original copies were taken on board the ship, two original copies will remain with the employer/employer representative. The original 4th and 5th copies would not have signatures made by the master or sailor on board the ship. The fourth original copy is kept by the employer/employer representative. The last, the 5th original copy, is transmitted by the employer/employer as soon as possible and, in any event, no later than 48 hours of signing a sailor to the shipping company concerned to the ship`s master concerned. For our sailors, we also have an agreement, but the articles are clearer than those relating to existing laws governing the treatment, pay equity and regulated responsibilities of professionals and licensees.

The ITF-type agreement is usually signed because of conflict actions or if a company is found to have broken a previous agreement. This is the most expensive agreement for the ship`s owner. 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] Ships are considered part of an “on-board 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] Boat items were developed as part of the Law Merchant (Lex mercatoria). Early commercial vessels were often cooperative efforts in which the crew or some members contributed to the initial costs of the vessel, cargo and operation; and the payment was made at the end of the share trip.

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