It must be in a language understood by the crew member. If such a language is not English, an English translation must be kept on board the ship. The sea is signed by the ship`s crew member and employer and a copy kept by the crew member and a copy kept on board the ship is signed. (The importance of a copy kept on board was emphasized within two weeks of the MLC`s entry into force when a vessel was arrested in Denmark, as the inspection revealed that none of the crew members had an ESE.) The AES is a contractual agreement between each crew member and the ship`s owner, representative or owner. (In most cases, the owner has little to do with yacht management; since many yachts are owned by a company and operated by a management company, we will now only go to the “employer” to cover all three units.) Prior to the introduction of the MTC, most flag states required “occupancy agreements” defining the main conditions of employment. The flag state had to approve the crew agreements before they were implemented by the ship, but a document was sufficient for the entire crew, signed by individuals upon the ship`s entry and exit. With the introduction of the MLC, all that has changed. The MLC sets minimum requirements for almost every aspect of seafarers` working conditions – in fact, a “Bill of Rights.” In addition, dedications to ships under the Red Ensign flags became obsolete when the MLC came into effect. Thus, any sailor working on a commercial yacht must now have a seaman`s contract authorized by the Flag State (SEA). With respect to the crew in particular, the MTC must have a clearly written and enforceable contract for each crew member from each flag state, not a general occupancy agreement. This is called the sea employment contract or SEA.

The sailor must have the opportunity to review and advise the employment contract before signing. The shipowner ensures that copies of the employment contract are placed on board for inspection.