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Wilkinson and Scarcello to Speak at IMLCA 2020 Virtual Convention
On Monday, Dec 7 at 4 p.m., Wilkinson and Scarcello will be giving a virtual presentation on the topic: “Defending the 2-man game at X: Installing a Coma Sliding Scheme with your Program.” This is part of the IMLCA’s traditional presentations segment of the convention, which contains a series of coaches presenting pre-recorded content in a variety of formats while being available for a Q&A in real time.
The convention itself is an annual event that consists of the nation’s best coaches presenting on a variety of topics. Over 1,000 coaches attended in 2019, with more expected this year due to the IMLCA being forced to move to a virtual format.
Besides the traditional presentations, other segments of the convention include:
- Breakout Sessions- Smaller capacity formats like whiteboard workshops creating interactive experiences for all attendees.
- Coaching the Pros- Professional players reuniting with their former coaches to discuss their skills, mindset, and development.
- Outside the Lines- Discussions surrounding the current challenges our coaches face, and providing resources to address issues in diversity & inclusion, mental health, and drugs & alcohol.
- The Practice Series- Mic’d up coaching staffs allowing an inside look to their practice and coaching styles.
- Career Development- Opportunities for coaches to learn about advancing their career while gaining experience and knowledge to take next step.
- Social & Networking Opportunities- Platforms for social gatherings among peers, alumni groups, and legends within the sport.
PEARL Named Official Ball of the IMLCA
PEARL Named Official Ball of the IMLCA
Post Date: November 11, 2020PEARL is thrilled to be named the “Official Ball” of the Intercollegiate Men’s Lacrosse Coaches Association (IMLCA)!
This agreement designates PEARL as the Official Supplier of the IMLCA, the IMLCA Coaches Convention, and other events for 2020 and 2021.
“The PEARL team is excited to partner with the IMLCA. Our premium ball is the perfect fit for the superior community of coaches making up the IMLCA. We appreciate the association’s support of American innovation in the sport of lacrosse. We look forward to seeing the growth of the IMLCA community” said Mike Crawford, PEARL Sales Manager.
PEARL offers special discounts on buckets of lacrosse balls for all IMLCA members. Please submit a quote and Mike will get right back to you.About PEARL:
In 2015, to address the greasing and hardness issues of lacrosse balls, Guardian Innovations re-engineered the traditional lacrosse ball and introduced the American-made PEARL X. PEARL has continued to innovate and now offers 3 different balls for lacrosse players:
- PEARL X (greaseless): the first lacrosse ball made in the USA. A greaseless lacrosse ball that maintains its grip for consistent performance. Doesn’t grease & doesn’t harden, getting rid of greasers.
- PEARL LT (textured): the only textured lacrosse ball that is SEI certified and meets NOSCAE official game specifications. PEARL LT’s slight texture prolongs its grip and delays the effects of greasing.
- PEARL NX (no bounce): an American-made and designed to match the size, weight, and feel of standard lacrosse balls. Practice balls that provide the same feel without the bounce or rebound.
*PEARL X and PEARL LT balls are SEI certified and meet NOCSAE/NFHS/NCAA standards for game play.
To learn more about PEARL products visit our website or request a quote now.About The IMCLA:
The Intercollegiate Men’s Lacrosse Coaches Association (IMLCA) was formed in 2004 to serve the intercollegiate men’s lacrosse coaches’ community in the following ways:
- Develop among intercollegiate coaches a deep sense of responsibility in teaching, promotion, and maintaining the growth of lacrosse in accordance with the highest ideals of fair play.
- Stimulate the development of quality leadership for lacrosse programs by recognizing professional contributions to the sport.
- Keep our coaches informed of current coaching techniques while identifying and pursuing issues relevant to lacrosse coaches and to the sport of lacrosse while providing a forum for the discussion of matters of interest to members of the IMLCA.
- Promote cooperative efforts with other professional organizations interested in the development of lacrosse and athletics in general.
- It is through strength in numbers that our organization will lead the charge in growing the game, honoring our history, and providing a forum for matters necessary of discussion within the sport.
To join the IMLCA community or learn more, visit their website.
Interested in learning more about PEARL products? Contact our team.Share Tweet Share
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Tigers Well Represented at IMLCA Convention
Story LinksBALTIMORE – Once a year, men’s lacrosse coaches from all over the country and from all different levels descend on Baltimore’s Inner Harbor for the Annual Intercollegiate Men’s Lacrosse Coaches’ Association (IMLCA) Convention.
Shawn Nadelen, the USILA Coach of the Year Award At the 2017 edition of the Convention, the Towson University men’s lacrosse program was well represented. Staff members were honored and presented along with student-athletes during the four-day Convention at the Baltimore Marriott Waterfront.
Associate head coach Anthony Gilardi was crucial to #IMLCACON17 as he served on the Convention Committee this year, helping revamp the Convention. Nearly 1,000 coaches were present, a significant uptick in attendance from years past.
“I was excited to be a part of getting the Convention back to being the premier teaching convention for the game of lacrosse,” said Gilardi. “The ability to give back to the IMLCA, for high school and college coaches alike, for our staff to be able to do that was very important to us. We all got to this point from other coaches who have mentored us along the way and to give back and help develop coaches is crucial.”
During Friday’s Nike Lacrosse IMLCA Awards Luncheon, head coach Shawn Nadelen was honored with the USILA’s Division I Coach of the Year award. The head coach, who begins his seventh season at the helm on Feb. 10 down the road at Johns Hopkins, was among over a dozen coaches and legends of the game to be honored during the lunch.
Stark (at Podium) During his Presentation
Friday evening, John Stark, assistant director for athletic media relations, presented “Lacrosse and Social Media: Your Brand in 140 Characters or Less” to more than 30 coaches. Stark, along with Ryan Eigenbrode, Loyola University Maryland assistant athletic director, communications, spoke to the best practices for social media, particularly schools with smaller media relations departments. Stark also worked with the IMLCA on its social media outlets for the weekend, highlighting behind-the-scenes action and the awards presentations. During the week, the IMCLA’s Twitter followers nearly doubled in just four days.
The final event of the 2017 IMLCA Convention featured nearly 20 members of the Towson lacrosse program, from the entire coaching staff to 11 student-athletes. The Tigers presented in the Grand Ballroom for a live team demo. Towson’s representatives walked through fundamental practice drills for offense, defense and goalies.
With the new high bar for the IMLCA Convention, Towson will look to continue contributing in improving the annual event in its own backyard.
– TowsonTigers.com –
Penn’s Mike Murphy Named USILA “F. Morris Touchstone” Division I Coach of the YearBALTIMORE, Md. – The United States Intercollegiate Lacrosse Association (USILA) had their annual awards at the 2019 Nike Intercollegiate Men’s Lacrosse Coaches Association (IMLCA) convention luncheon on Friday.
University of Pennsylvania men’s lacrosse head coach Mike Murphy was named the USILA “F. Morris Touchstone” Division I Coach of the Year.
Murphy, the all-time winningest head coach in Penn Men’s Lacrosse history, recently completed one of the greatest seasons in Penn program history in 2019. The Quakers tied the program record with 12 wins, achieved the highest national ranking in program history, won the Ivy League’s regular season and tournament championships for the first time in the same season, and reached the quarterfinals of the NCAA Championship for the first time since 1988. After losing their first three games of 2019 – each to a Top-5 opponent – the Quakers won 12 in a row to tie the program record for most consecutive wins. Along the way, the Quakers defeated the defending national champions for just the second time in program history with an epic 13- 12 win in 3 OTs over Yale at Franklin Field. That win was part of a perfect 6-0 Ivy League slate which earned Murphy his first Ivy League title as a head coach and gave the Quakers their first outright and undefeated Ivy League title since 1984. At the end of the season, Murphy was named unanimous Ivy League Coach of the Year and a program-record nine players were named All-Ivy. Freshman Sam Handley led the way, earning unanimous Ivy League Rookie of the Year honors and topping a program-high four first-team All-Ivy selections.
Murphy has had seven of his players drafted by Major League Lacrosse in the last five years — Zack Losco, Joe McCallion, Matt McMahon, Nick Doktor, Connor Keating, Kevin McGeary and Tyler Dunn. Dunn was also drafted No. 8 overall (Redwoods LC) in the inaugural Premier Lacrosse League Draft in 2019, and he would join fellow Quakers McCallion and McMahon in the PLL. Overall during his time at Penn, Murphy has coached 16 All-Americans, 50 All-Ivy players and advanced to three NCAA Championships. Murphy was a member of the Division III NCAA Championships Committee from 2005-09. He is vice president of the Intercollegiate Men’s Lacrosse Coaches Association (IMLCA) and currently sits on the NCAA rules committee after previously serving on the NCAA Championships Regional Advisory Committee. He also coached the South Team at the 2005 Division III National Senior All Star Game.
These USILA awards are presented annually to the nation’s most outstanding lacrosse head coaches for Division I, II, and III.
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On 7 February 2006, the General Conference of the International Labor Organization was convened in Geneva. The aim of this conference was to create a single agreed act covering all current norms of existing international conventions and recommendations on labor in maritime navigation, as well as the basic principles contained in other international labor conventions.
And already on 23 February 2006, the MLC (Maritime Labor Convention) was adopted.
The Convention consists of three different but interrelated parts: Articles, Regulations and the Code. The Code consists of Part A (mandatory standards) and Part B (optional guidelines). The Rules and the Code are grouped under common themes in five sections:
– Section 1: Minimum Requirements for Seafarers’ Work on Board;
– Section 2: Conditions of Employment;
– Section 3: Living quarters, recreation, food and dining
– Section 4: Health care, medical care, welfare
social security service and protection;
– Section 5: Compliance and Enforcement.
The Convention entered into force on 20 August 2013.
So these are the main objectives of this Convention:
– to lay a solid body of rights and principles;
– Provide flexibility in how Member States implement these principles;
– and ensure that these principles are followed.
Section 1 talks about:
– the minimum age of persons working on board the ship is at least 16 years; and the prohibition of night work for seafarers under the age of 18, the term “night time” is defined in accordance with national law and practice.
– medical certificate – seafarers are not allowed to work on board the ship, unless they provide a document certifying their fitness for health reasons. A medical certificate is issued by a suitably qualified medical practitioner.
A medical certificate remains valid for a maximum of two years, unless a shorter period of time is established in accordance with the requirements of the 1978 STCW Convention, as amended.
It is also necessary to know that if the certificate expires during the voyage, then this certificate continues to be valid until the next port in which the seafarer can obtain a medical certificate from a doctor, provided that this period of time does not exceed three months.
– training and qualifications – a seafarer is not allowed to work on a ship if he has not received professional training or received a diploma certifying his competence.
– Recruitment and placement – that is, every seafarer should have access to a regulated recruitment and placement system.
Section 2 (Conditions of Employment) tells us about:
– Seafarers’ employment contracts – the purpose of this regulation is to ensure that every seafarer has a fair employment contract.The parties to the agreement (contract) are the ship owner and the seafarer who is hired. Both the shipowner and the seafarer receive a signed copy of the employment contract.
– Salaries – All seafarers are paid for their work in accordance with their employment contracts, and also receive monthly reports on the amounts paid.
– duration of working hours and hours of rest –
the maximum working time must not exceed:
a) 14 hours in any 24 hour period; and
b) 72 hours in any period of seven days; or
the minimum duration of rest time is not less than:
c) ten hours in any 24 hour period; and
d) 77 hours in any period of seven days.
Rest time can be divided into no more than two periods, the duration of one of which is at least six hours, and the interval between rest periods does not exceed 14 hours, and
training alarm hours are counted as working hours …
It is necessary to post a schedule in an easily accessible place indicating the internal labor regulations, indicating the time of work at sea and in port.
But it should also not be forgotten that the captain has the right to require the seafarer to work the required number of hours to ensure the safety of the ship itself, people on board, or cargo, as well as to provide assistance to other ships or people in distress. in the sea.That is, the captain can suspend the working hours or rest hours and require the seafarer to work the required number of hours until the normal situation is restored. After the normal situation is restored, seafarers should be given an adequate period of rest.
– repatriation – every seafarer has the right to repatriation at no cost to him, if:
a) the seafarer’s employment contract expires while the ship is abroad;
b) the seafarer’s employment contract is terminated:
– at the initiative of the ship owner; or
– initiated by the seafarer for justified reasons.
Shipowners are prohibited from requiring seafarers to pay upfront the cost of repatriation at the start of their contract and withholding repatriation costs from wages, unless the seafarer is found to be in serious breach of their employment obligations.
And also seafarers have the right to repatriation:
– in case of illness or injury
– if the shipowner is unable to continue to fulfill his obligations under the contract as an employer of the seafarer due to bankruptcy
– if the ship is sent to a war zone without the consent of the seafarer.
The shipowner must pay the costs of accommodation and meals from the time the seafarer leaves the ship until the time he arrives at the place of repatriation, as well as treatment, if necessary, until the seafarer is fit for health reasons. to move to the place of repatriation.
– compensation to seafarers in the event of the loss or sinking of a ship – every seafarer has the right to compensation in the event of injury or loss arising from the sinking of the ship.
– manning of ships – the purpose of this regulation is to ensure that seafarers work on board ships that are manned by sufficient personnel for the safe operation of the ship.
– career development, professional development and employment opportunities for seafarers.
Section 3 contains two rules:
1) Accommodation and recreational facilities – this regulation clearly describes that the requirements for the implementation of this regulation, which relate to the structure and equipment of a ship, apply only to ships constructed at the time of or after the entry into force of this Convention for the State concerned – member. For ships built before that date, the provisions concerning ship construction and equipment in the Crew Accommodation Convention (Revised) 1949 and Crew Accommodation Convention 1970 (Supplementary Provisions)continue to apply.
Requirements for living quarters:
– All seafarers’ quarters must be of adequate height; the minimum height allowed in all seafarers’ quarters where complete freedom of movement is required is at least 203 cm;
– living quarters are provided with adequate insulation;
– on ships, except for passenger ones, sleeping quarters of cabins are located in the middle or aft part of the ship above the cargo waterline;
The following refers to the materials to be used for internal bulkheads, proper lighting, as well as requirements for ventilation, heating, lighting, etc.d.
It is worth dwelling on the requirements for sanitary and hygienic units:
– sanitary and hygienic units should be located near the navigating bridge and the engine room;
– all ships are equipped with at least one toilet, one washbasin and one bath or shower for every six people who do not have such personal amenities;
– each cabin is equipped with a washbasin with hot and cold fresh water, if such washbasins are not installed in individual bathrooms;
It is also said about the need for a separate room for the ship’s infirmary on ships with 15 or more seamen and who are sailing for more than three days.
For the rest of the crew, there should be provided – a smoking room, a demonstration of films, a supply that must correspond to the duration of the voyage, sports equipment, if possible, conditions for swimming, a library, electronic equipment – tobesh DVD / CD players, personal computers, and should also be provided Reasonable access to telephone communications between the ship and the shore, to electronic mail and the Internet, if available, and the amount of payment for the use of these services should not exceed reasonable limits.
2) food and catering – the purpose of this regulation is to provide seafarers with the necessary food and drinking water and in proper sanitary and hygienic conditions.
The Convention requires that frequent and documented verification inspections be carried out by the master or under his direction on board ships:
a) food and drinking water supply;
b) all premises and equipment used for the storage and processing of food and drinking water;
c) galley and cooking and serving equipment.
It focuses on preventing the employment of seafarers under the age of 18 as ship cooks.
Section 4 tells us about health, medical care and social security protection:
This section consists of 5 rules:
Medical care on board ship and ashore – this refers to guaranteeing the right of seafarers to see a doctor or dentist without delay at the port of call, if practicable, and ensuring that medical care is provided while a seafarer is on board or in port provided to him free of charge, to the extent that it is consistent with the national law of the Member State.
First aid kits, their contents and medical equipment must be maintained in good condition and inspected at regular intervals not exceeding 12 months
All ships must have a complete list of radio stations with which medical advice can be obtained.
shipowners’ liability – this states that shipowners are responsible for the health and medical care of all seafarers working on their ships, namely:
– coverage of expenses related to illness and injury
– financial compensation in the event of the death of a seafarer
– coverage of expenses related to medical care,
including treatment, provision of necessary medicines
Also, if illness or injury entails a loss of ability to work, the shipowner is responsible for paying wages in full during the entire time the patient is on the ship.
It should be noted that the liability of the shipowner can be excluded in the event of injury not related to service on board; an injury or illness that occurred due to a deliberate violation of discipline by a sick person, as well as in the case of an illness deliberately concealed at the time of employment.
Health, Safety and Accident Prevention – The purpose of this regulation is to ensure that seafarers live and work on board ships in safe, sanitary and hygienic conditions.
To promote occupational safety and prevent accidents, educational audiovisual programs are used for demonstration during film shows on board the ship, and the placement of posters. This advocacy needs to take into account national, linguistic and cultural differences among seafarers on board.
access to onshore facilities for social and domestic purposes – it says that these facilities should be accessible to all seafarers, regardless of their nationality, race, skin color, sex, religion, political beliefs, as well as regardless of the flag state of the vessel, on which they work.While in a foreign port, seafarers must have access to the consuls of their countries of citizenship or residence
social security – every seafarer should have access to social security protection and the employment contract should specify the means by which the seafarer will be granted various social security protections by the shipowner.
Section 5 deals with compliance with and enforcement of what is set forth in the Articles of this Convention, as well as the specific obligations provided for in its Sections 1, 2, 3 and 4.
During the inspection, the inspector shall carry out the verification that, in his opinion, is necessary to ensure strict compliance with the standards, and also has the right to demand that any deficiencies be eliminated, and if these deficiencies constitute a serious violation of the requirements of this Convention (including the rights of seafarers ), then the inspector has the right to prohibit the ship from leaving the port until the necessary measures are taken.
If there is no apparent violation of the requirements of this Convention, then the inspector has the power to issue instructions instead of initiating an investigation.
The bottom section states that inspectors keep the source of the complaint confidential, that is, they do not inform the shipowner that an inspection is being carried out on the basis of such a complaint or information.
Each Member State requires ships flying its flag to have prompt seafarers’ complaint procedures for possible violations:
– Complaints must be filed with the chief of the seafarer from among the ship’s officers;
– further, this boss should try to solve the problem;
– and if he cannot resolve the complaint to the satisfaction of the seafarer, then the latter can turn with it to the master, who must personally consider this issue.
All complaints and decisions should be recorded and copies made available to the seafarer concerned. And if the complaint cannot be resolved on board the ship, then this issue should be sent to the shipowner for consideration ashore and in any case, seafarers should have the right to lodge a complaint directly with the master, as well as the shipowner and the competent authorities.
It should be noted that in April 2014 the ILO (International Labor Organization) introduced several amendments to the Convention that protect the rights of seafarers abandoned by the shipowner abroad, and on January 18, 2017, these amendments entered into force.
Now the shipowner will be required to confirm the financial security of obligations to pay compensation in the event of a seafarer’s death or disability. According to these amendments, the shipowner is obliged to ensure that the seafarer who suffered from the accident is compensated. These amendments regulate the payment mechanism for the repatriation of seafarers in case of problems with the vessel. And the certificate, which confirms the financial security, must be kept on board the ship.
Let’s now summarize what this convention gives us …
Well, first of all, the convention includes the requirements of many existing conventions as well as new requirements. It is aimed at protecting the seafarer in terms of working hours and rest, quality of food, accommodation, the possibility of a quick complaint (moreover, the complaint form must be with each seafarer in the cabin), social guarantees, guarantees of salary payments, as well as the financial security of the seafarer in case of problems with the ship. …
Soroka Stanislav90,000 Maritime Labor Convention
|Maritime Labor Convention|
|Compiled by||February 7, 2006|
|Signed||February 23, 2006|
|Effective||August 20, 2013|
|Condition||30 Ratifications; which is 33% of the gross tonnage of ships|
|Custodian||Director General, International Labor Office|
|Languages ||French and English|
|Maritime Labor Convention at Wikisource|
Labor at Sea Convention (MLC) is the International Labor Organization convention, number 186, established in 2006 as as the fourth pillar of International Maritime Law and embodies “all standards refined by existing international maritime conventions and recommendations, as well as fundamental principles that can be found in other international labor conventions. “Other “pillars” are SOLAS, STCW and MARPOL. The treaties apply to all ships calling at the harbors of the parties to the treaty (port state), as well as to all ships flying the flag of a member state (flag state, as of 2019: more than 90 percent).
The Maritime Labor Convention (MLC), according to the International Labor Organization (ILO), provides a broad perspective on seafarers’ rights and their reinforcement at work.
The Convention entered into force on 20 August 2013, one year after 30 ratifications have been registered by countries that account for more than 33 percent of the world’s gross tonnage.After five ratifications, countries that have ratified the Convention (Bahamas, Norway, Liberia, Marshall Islands and Panama) represented more than 43 percent of the world’s gross tonnage (more than 33 percent; the second requirement for entry into force). As of September 2019, 97 states have ratified the convention, accounting for more than 91 percent of world shipping.
Although the Convention has not been ratified globally, it has widespread impact as ships from non-signatory states that attempt to enter signatory ports may face arrest and fines for non-compliance with the MLC.
Content and organization
The Convention consists of sixteen articles, containing general provisions, as well as of Code . The Code consists of five Headings , in which specific provisions are grouped by standard (or in Heading 5: Mode of Execution):
- Section 1: Minimum Requirements for Seafarers to Work on a Ship
- Title 2: Conditions of employment
- Section 3: Accommodation, recreation, catering and catering
- Section 4: Health, Medical Services, Social Security and Social Protection
- Section 5: Compliance and Enforcement
For each section, there are general rules , which are additionally specified in the mandatory standards (list A), as well as in recommendations (list B).The guidelines usually take the form of implementing the Regulation as required, but States can take various implementation measures. Norms and standards, in principle, must be fully implemented, but a country can enact a “nearly equivalent” regulation, which it must declare upon ratification.
Some seafarers criticize this convention, saying that it lacks teeth, does not address real problems and that it ignores important seafarers’ needs such as decent-sized cabins, cabinets in cabins, shore leave and rest hours, by including them in the Guidelines ( List B) Guidelines.conventions – or, even worse, not addressing them at all.
Section 1: Minimum Requirements for Seafarers to Work on a Ship
The minimum requirements in this section of the code are divided into 4 parts and summarized below:
- Minimum Age Requirements : Minimum Age 16 (18 for night work and hazardous areas).
- Medical Fitness : Workers must be physically fit for the duties they perform.Countries must issue medical certificates as defined in STCW (or use a similar standard).
- Training : Seafarers should be trained in their duties as well as trained in personal safety.
- Recruitment / placement services located in Member States or for ships flying the flags of Member States should have (inter alia) proper recruitment, registration, complaint and compensation procedures in the event of unsuccessful recruitment.
Title 2: Conditions of employment
The Conditions of Employment Section lists the terms of contract and payment, as well as the conditions of employment on ships.
- Contracts : The contract must be clear, legally binding and include collective agreements (if any).
- Payments : Wages must be paid at least once a month and must be passed on to the family on a regular basis if desired.
- Rest hours : rest hours shall be provided for by national law.The maximum number of hours of work in this legislation shall not exceed 14 hours in any 24 hour period and 72 hours in any seven day period, or: at least ten hours of rest in any 24 hour period and 77 hours (rest) in any 24 hour period. any seven day period. In addition, daily hours of rest cannot be divided into more than two periods, and at least six hours of rest must be provided in succession in one of these two periods.
- Leave : Seafarers are entitled to both annual leave and shore leave.
- Repatriation : Return to country of residence should be free of charge.
- Loss : If a ship is lost or sank, seafarers are eligible for unemployment benefits.
- Manning : Each ship must be adequately manned.
- Development and Opportunity : Every seafarer has the right to promotion during his career, unless there is a violation of the law or code of conduct that inevitably prevents such promotion.In addition, training and employment opportunities should be available to every seafarer.
Section 3: Accommodation, Recreation, Food and Catering
The title contains the rules, detailed rules for living and resting, as well as food and catering.
- Housing : Housing for living and / or work should “promote the health and well-being of seafarers”. Detailed regulations (in rules and regulations) contain the minimum requirements for different types of premises (dining rooms, lounges, dormitories, etc.).Etc.).
- Food and nutrition. The flag State must regulate both the quality and quantity of food, including water. In addition, cooks must be trained accordingly.
Section 4: Health care, medical care, social security and social protection
Section 4 consists of 5 provisions on health, responsibility, medical care, welfare and social security.
- Medical care on board and ashore : seafarers must be insured and have access to medical care on board; in principle free of charge and in quality comparable to the standards of medical care ashore.The countries through which the ship passes should guarantee ashore treatment for serious cases.
- Shipowners’ liability : Seafarers should be protected from the financial consequences of “illness, injury or death in connection with their work”. This includes at least 16 weeks of pay after the onset of the illness.
- Health and Safety Protection and Accident Prevention : Seafarers should be provided with a safe and hygienic environment during both working and rest hours, and measures should be taken to take reasonable safety measures.
- Access to Onshore Community Facilities : Port States should provide “social, cultural, entertainment and informational facilities and services” and ensure easy access to these services. Access to these facilities should be open to all seafarers regardless of race, gender, religion or political affiliation.
- Social security : Social security should be available to seafarers (and, if applicable in the flag State: to their relatives).
Section 5: Compliance and Enforcement
Section 5 sets forth the standards to ensure compliance with the convention. The title differentiates between the state flag and port state control requirements.
- Flag States : Flag States (the State the ship operates under) are responsible for enforcing the rules on ships that fly its flag. As a result of detailed inspections, a “Certificate of Compliance with Maritime Requirements” is issued, which must always be present (and be valid) on the ship.Vessels should have proper complaint procedures for their crew and should investigate accidents.
- Port States : Inspection in ports is dependent on the possession of a Certificate of Maritime Conformity (and therefore under the flag of a country that has ratified the convention). With a certificate, compliance is in principle assumed and further investigations are carried out only if the certificate is out of order or there are indications of non-compliance.For ships that do not have a certificate, inspections are much more detailed and must ensure – in accordance with the “no more favorable treatment principle” that the ship has complied with the provisions of the convention. Thus, the convention indirectly also applies to ships of non-member countries if they plan to call at the ports of a member state.
- Labor Agencies : Agencies supplying maritime workers to ships should also be screened to ensure that they apply to the convention (including rules regarding social security).
After tripartite negotiations began in 2001, the convention was adopted at the 94th International Labor Convention in 2006. The convention received 314 votes in favor and no votes against government, employers and workers, each of whom received one vote from a country.
As of June 2020, 97 countries have ratified the treaty, many of which are major flag states in terms of tonnage transported.The European Union advised its (then) 27 members to ratify the treaty by 31 December 2010. The EU decision provides: “The Member States are hereby authorized to ratify, for the part falling within the competence of the Community, the Maritime Labor Convention 2006, from the International Labor Organization. adopted on 7 February 2006. Member States should take the necessary steps to deposit their instruments of ratification of the Convention with the Director General of the International Labor Office as soon as possible, preferably by 31 December 2010.”As of January 2021, 23 countries have done this, and Croatia did it before joining the European Union. The Convention entered into force on August 20, 2013 for 30 countries that ratified it before August 20, 2013. For other countries, the convention enters into force through a year after their ratifications were registered Almost 1.2 million seafarers are affected by human rights laws, which include provisions on safety, living conditions, employment, health care and social security.
|Country||Ratification||Entry into force||Notes||% of world gross tonnage|
|Albania||October 28, 2016||October 28, 2017||<0.3|
|Algeria||Jul 22, 2016 Free transfer||Jul 22, 2017 Free transfer||<0.3|
|Antigua and Barbuda||August 11, 2011||August 20, 2013||1.0|
|Argentina||28 May 2014||28 May 2015||<0.3|
|Australia||December 21, 2011||August 20, 2013||<0.3|
|Bahamas||11 February 2008||August 20, 2013||five.0|
|Bangladesh||November 6, 2014||November 6, 2015||<0.3|
|Barbados||June 20, 2013||June 20, 2014||<0.3|
|Belize||July 8, 2014||July 8, 2015||<0.3|
|Belgium||August 20, 2013||August 20, 2014||0,4|
|Benin||June 13, 2011||August 20, 2013||<0.3|
|Bosnia and Herzegovina||January 18, 2010||August 20, 2013||<0.3|
|Bulgaria||April 12, 2010||August 20, 2013||<0.3|
|Brazil||May 7, 2020||May 7, 2021||<0.3|
|Canada||June 15, 2010||August 20, 2013||<0.3|
|Cape Verde||October 6, 2015||October 6, 2016||<0.3|
|Chile||Feb 22 2018Issue:||22 February 2019||<0.3|
|Republic of the Congo||April 7, 2014||April 7, 2015||<0.3|
|China||November 12, 2015||12 November 2016||including Hong Kong (from 20 Aug 2018)||8.8|
|Cook Islands||December 18, 2019||December 18, 2020||<0.3|
|Croatia||12 February 2010||August 20, 2013||<0.3|
|Cyprus||Jul 20, 2012||August 20, 2013||2.0|
|Denmark||June 23, 2011||August 20, 2013|| including the Faroe Islands (from 9 July 2014 onwards))
|1.1 (Danish International Shipping Register)|
|Djibouti||Jul 20, 2018 Free transfer||Jul 20, 2019 Free transfer||<0.3|
|Ethiopia||March 28, 2019||March 28, 2020||<0.3|
|Fiji||October 10, 2014||October 10, 2015||<0.3|
|Finland||January 9, 2013||January 9, 2014||<0.3|
|France||28 February 2013||28 February 2014||Including New Caledonia||0.7|
|Gabon||September 25, 2014||September 25, 2015||<0.3|
|Gambia||November 29, 2018||November 29, 2019||<0.3|
|Germany||August 16, 2013||August 16, 2014||1.4|
|Ghana||August 16, 2013||August 16, 2014||<0.3|
|Greece||January 4, 2013||January 4, 2014||5.3|
|Grenada||12 November 2018||12 November 2019||<0.3|
|Hungary||Jul 31, 2013||Jul 31, 2014 Free transfer||<0.3|
|Iceland||April 4, 2019||April 4, 2020||<0.3|
|India||October 9, 2015||October 9, 2016||one.17|
|Indonesia||12 June 2017||12 June 2018||0.82|
|Iran||June 11, 2014||June 11, 2015||<0.3|
|Ireland||Jul 21, 2014||Jul 21, 2015 Free transfer||<0.3|
|Italy||November 19, 2013||November 19, 2014||1.4|
|Jamaica||13 June 2017||13 June 2018||<0.3|
|Japan||August 5, 2013||August 5, 2014||1.4|
|Jordan||April 27, 2016||April 27, 2017||<0.3|
|Kenya||Jul 31, 2014 Free transfer||Jul 31, 2015 Free transfer||<0.3|
|South Korea||January 9, 2014||January 9, 2015||1.6|
|Kiribati||October 24, 2011||August 20, 2013||<0.3|
|Latvia||August 12, 2011||August 20, 2013||<0.3|
|Lebanon||18 February 2013||March 9, 2019||<0.3|
|Liberia||June 7, 2006||August 20, 2013||11.1|
|Lithuania||August 20, 2013||August 20, 2014||<0.3|
|Luxembourg||September 19, 2011||August 20, 2013||<0.3|
|Malaysia||August 20, 2013||August 20, 2014||<0.3|
|Maldives||October 7, 2014||October 7, 2015||<0.3|
|Malta||January 21, 2013||January 21, 2014||4.4|
|Marshall Islands||September 25, 2007||August 20, 2013||6.1|
|Mauritius||May 30, 2014||May 30, 2015||<0.3|
|Mongolia||September 1, 2015||September 1, 2016||<0.3|
|Montenegro||February 3, 2015||3 February 2016||<0.3|
|Morocco||September 10, 2012||September 10, 2013||<0.3|
|Myanmar||May 25, 2016||May 25, 2017||<0.3|
|Netherlands||December 13, 2011||August 20, 2013||only the European part of the Kingdom and (from 14 April 2015) Curacao||0.6|
|New Zealand||March 9, 2016||March 9, 2017||<0.3|
|Nicaragua||December 20, 2013||December 20, 2014||<0.3|
|Nigeria||June 18, 2013||June 18, 2014||<0.3|
|Norway||February 10, 2009||August 20, 2013||one.5 (Norwegian International Shipping Register)|
|Palau||May 29, 2012||August 20, 2013||<0.3|
|Panama||February 6, 2009||August 20, 2013||22.6|
|Philippines||August 20, 2012||August 20, 2013||0.6|
|Poland||May 3, 2012||August 20, 2013||<0.3|
|Romania||November 24, 2015||24 November 2016||<0.3|
|Russia||August 20, 2012||August 20, 2013||0.6|
|Saint Kitts and Nevis||February 21, 2012||August 20, 2013||<0.3|
|Saint Vincent and the Grenadines||November 9, 2010||August 20, 2013||0.6|
|Samoa||November 21, 2013||November 21, 2014||<0.3|
|Serbia||March 15, 2013||March 15, 2014||<0.3|
|Seychelles||January 7, 2014||January 7, 2015||<0.3|
|Senegal||19 September 2019||September 19, 2020||<0.3|
|Singapore||June 15, 2011||August 20, 2013||4.8|
|Slovakia||17 May 2018||May 17, 2019||<0.3|
|Slovenia||15 April 2016||April 15, 2017||<0.3|
|South Africa||June 20, 2013||June 20, 2014||<0.3|
|Spain||4 February 2010||August 20, 2013||<0.3|
|Sri Lanka||January 12, 2017||January 12, 2018||<0.3|
|Sudan||October 4, 2019||October 4, 2020||<0.3|
|Sweden||June 12, 2012||August 20, 2013||<0.3|
|Switzerland||February 21, 2011||August 20, 2013||<0.3|
|Tanzania||April 3, 2019||April 3, 2020||<0.3|
|Thailand||June 6, 2016||June 6, 2017||<0.3|
|Go||March 14, 2012||August 20, 2013||<0.3|
|Tunisia||April 5, 2017||April 5, 2018||<0.3|
|Tuvalu||16 February 2012||August 20, 2013||<0.3|
|United Kingdom||August 7, 2013||August 7, 2014||applies to Bermuda, Cayman Islands, Isle of Man and Gibraltar||3.8|
|Vietnam||May 8, 2013||May 8, 2014||0,4|
|Ratifications: 97||Actives: 93||Total: 91%|
Impact on other agreements
The convention changed the status of 37 ILO conventions, which meant that these conventions after the entry into force of this convention would be closed for ratification (if not yet) and that entry into force for a particular country meant the automatic denunciation of other conventions (if not already).
Although the MLC 2006 authors identified it as the fourth pillar of maritime policy, many seafarers and industry organizations viewed it as a rather weak convention that does not significantly change life at sea. From this point of view, the most important parts of the convention are placed in the optional section “B”; other issues, such as air conditioning or the interpretation of what might be called good nutritious food, are not addressed in the convention. Some seafarers have complained that the convention does not contain any provision for crew cabins on cargo ships to be larger than they currently are, and does not increase the number of lockers or shelves that are usually minimal on cargo ships.The Convention also does not address the issues of rest time during work or rest when boarding a ship; these issues are resolved only by the crew and companies.
Labor problems at sea and the coronavirus (COVID-19)
In line with the provisions of the 2006 Maritime Labor Convention, the International Labor Organization (ILO) has called on governments to ensure the repatriation of seafarers and to minimize the risk of contracting the COVID-19 virus. The ILO Memorandum seeks to create synergies between the strategies of the International Maritime Organization (IMO) and the World Health Organization (WHO) to prevent the spread of COVID-19.Both the International Chamber of Shipping and the International Transport Workers’ Federation actively support and advise seafarers and shipowners on their membership. The International Chamber of Shipping has published a Guide for Ship Operators on Protecting Seafarers ‘Health Against Coronavirus (COVID-19), and the International Transport Workers’ Federation has published a briefing paper, COVID-19 Guidelines for Ships and Seafarers.
Seafarers Journal | Updated MLC, 2006: seafarers – priority
Updated MLC, 2006: seafarers – priority08-02-2019 10:01 Maritime News
Published the updated text of the ILO Consolidated Maritime Labor Convention 2006 ( MLC, 2006) with all the latest amendments, including those that entered into force on 8 January this year.
The latter relate to the possibility of renewing the Certificate of Compliance of the vessel with the requirements of the MLC, 2006 for a period of no more than five months and the issues of eradication of harassment and bullying on board ships.
According to the first amendment, the competent authority or recognized organization may renew the MLC, 2006 Certificate of Conformity for a maximum of five months if the renewal inspection is carried out before the expiration of the document, but it is not possible to bring it on board immediately.And the new one allows the vessel to continue working without hindrance in these cases. The first was important for companies, and the second – for maritime trade unions, as it has a direct bearing on the health of crew members.
This year, a link to the Guidelines for the Elimination of Harassment, Bullying and Harassment on Ships has been added to the Regulations on Occupational Accidents, Injuries and Diseases. According to them, governments and shipowners should take measures to better protect seafarers from harassment during the voyage.
The Guide HERE contains examples of pressure, explains how to identify a hostile colleague, and where to go for help.
Read also: Amendments to the MLC-2006 to improve the protection of seafarers entered into force
Another innovation is on the way – guarantees to members of ship crews for the payment of salaries when in pirate captivity. This amendment should enter into force in 2020.
The updated text of the MLC, 2006 is available from the link HERE.
Seafarers’ work and rest regime – Baltic Lloyd
At present, in international merchant shipping, the regime of work and rest of seafarers is regulated by two international conventions:
1. Convention on training and certification seafarers and watch – STCW -78 Watchkeeping for Seafarers – STCW) and
2.Maritime Labor Convention – MLC 2006 (Maritime Labor Convention – MLC, 2006).
Compliance with the requirements established in them is mandatory for all merchant ships flying the flags of states whose governments have signed, and parliaments have ratified these conventions. Basically, these are all civilized countries, as well as countries that provide their flags for registration of all comers, the so-called “flags of convenience”. The countries that have not ratified the Maritime Labor Convention include Saudi Arabia.
Obviously, the observance of the working and rest regime is essential for the safe operation of ships and the prevention of injuries, as well as for the protection of human rights. Let’s try to analyze how these requirements are met on cargo ships.
Since the requirements of both conventions are the same, we will cite only the main articles from of the Convention on the training and certification of seafarers and watchkeeping – STCW-78 (International Conventionon Standards of Training, Certification and Watchkeeping for Seafarers – STCW).
CHAPTER VIII – “Watching”
Rule VIII / 1 – Fitness for Duty:
“ 1) Each Administration, in order to prevent fatigue, shall:
a) establish and enforce rest periods for watchkeeping personnel and those whose responsibilities include assigned responsibilities for safety, security and pollution prevention in accordance with the provisions of section A-VIII / 1 of the STCW Code; and
b) require that the watch be organized in such a way that the fatigue of all watch personnel does not affect the effectiveness of watch keeping, and the service is organized in such a way that otherwise fit for watch .»
Unfortunately, the authors of the text of this rule, either simply did not want to indicate at least some time period, which, at their discretion, is sufficient for rest and after which the seafarer will comply with the requirement of the rule, or they deliberately cheated to please the maritime administrations of the flag states and shipowners using this trick will be able to issue a SafeManningCertificate with a minimum number of seafarers.
Well, if the duration of the rest is indicated without a specific duration in hours, then it can be interpreted as anyone pleases.So we will use this right and reason.
This convention and the MLC says that the 10-hour rest time of each seafarer can be divided into no more than two periods, one of which must be at least 6 hours. Then it turns out that the second is 4 hours.
On board a ship, watchkeeping is usually carried out either in the mode of 4 hours of watch after 8 hours of rest (4 through 8) or, with a very reduced crew, 6 hours of watch after 6 hours of rest (6 through 6).
In the first case, there is still at least some opportunity to fulfill the condition and provide a minimum rest for the watch.In the second case, it is no longer possible to do without disrupting the time of work and rest, especially if there are only two navigators on the ship, a captain and an assistant, and only two sailors to keep watch ahead of the beholder. Therefore, it can be considered that all vessels, on which there are only two navigators and two lookouts, after leaving the port, simply physically cannot comply with the requirements of the conventions and therefore, if they have no violations in the logs of working hours and rest hours, then there is a clean water falsification of data.
You will be surprised, however, even on a 4100 TEU container ship, with a crew of 19 people: three captain’s officers, three AB and two OS, when staying in the port for more than 12 hours and transitions between several ports in a row (4-6) for less than 24 hours, avoid non-compliance with the rules was impossible and always there was a violation of the rest time of all the captain’s mates and sailors of the 1st and 2nd classes involved in keeping watch (AB and OS).
Of course, each person has his own individual characteristics, which allow him to restore his working capacity after a certain period of time, but when it comes to work for 4-6 months, and the need for daily concentration of attention for safe watch keeping and performing numerous additional duties , which just do not give a seaman the opportunity for a full-fledged, of course, as far as possible in ship conditions, recovery of strength, it is necessary to consider not some individual, moreover, short-term and single abilities, but the capabilities of an average person, moreover, continuously accumulating fatigue.And here it is already unacceptable to talk about the sufficiency of 30-60 minutes for rest.
From my own observations of the physical abilities of seafarers, which I have carried out over the past 25 years, the conclusion was formed by itself that after prolonged work while the ship is in port, and this is even less than 24 hours, the seafarers get tired so that in order to so that, for example, the mate and the lookout can really safely keep watch and adequately respond to changes in the situation and situation, they must receive a rest of at least 4 hours .A rest of less than 4 hours does not allow for the safe keeping of a navigational watch, in accordance with the requirements of numerous conventions and other governing documents.
A sailor, having rested for less than 4 hours, after taking over the navigational watch, begins to fall asleep after 2 hours. In order not to fall asleep, he begins, or rather, continues to drink strong coffee, smoke cigarettes and torture himself in all sorts of other ways and means, only to drive away the insidious dream. After 3 hours, no means, including rubbing the ears, help anymore, and most likely, he will either fall into oblivion or simply fall asleep.And no BNWAS – Bridge Navigation Watch Alarm System will help anymore, because either they are simply not turned on, or they are turned off, and it is simply inhumane to condemn sailors who have gone crazy from insomnia. It is for this reason that the statistics of grounded ships with only 2 – 3 boatmasters looks so depressing, only for the period from May to September, 6 cases occurred in European waters, and the last collision of a Tunisian ferry with an anchored container ship, rather everything happened for the same reason.
Thus, discarding the crafty political correctness and hypocritical tolerance, it can be argued that in order to meet the requirements of paragraph 1-b of the above rule, , before taking over the watch, a sailor must get a rest of at least 4 hours.
Chapter VIII – Standards for Watchkeeping, Fitness for Duty
“2) All persons assigned to serve as officer in charge of the watch or officer in charge of the watch, as well as persons assigned to perform safety and security and pollution prevention duties, shall have the following rest periods:
a) at least 10 hours of rest in a 24-hour period; and
b) 77 hours in any 7-day period.
3) Hours of rest may be divided into no more than two periods, one of which must have a duration of at least 6 hours, and the intervals between periods of rest must not exceed 14 hours. ”
This rule deals with the usual regime, which, as we have already noted above, cannot be observed while the vessel is staying in the port and on the first day after leaving it.
“4) The requirements for the rest periods specified in paragraphs 2 and 3 do not have to be met in the event of an emergency ̆ or in other emergency operating conditions. Alert training, fire fighting drills and boat drills, as well as drills prescribed by national laws and regulations and international instruments, should be conducted in such a way that interruptions to rest periods are minimized and drills do not cause fatigue. . ”
Another crafty requirement, which is practically impossible to fulfill without disrupting the rest time of any of the crew members, especially in shipping companies, in which, in accordance with the Ship’s Manual on the Safe Operation of a Vessel (SMSManual), every month it is necessary to carry out from 10 to 15 alarms , plus each crew member must pass certain computerized training tests such as Seagull or the like.
That is why on most ships, even on those where the number of alarms and drills is much less than the given figures, alarms are not generated in most cases, but simply a record is made in the log of their conduct and “fake”, or rather rigged, Drill reports. And the computer training tests for all are passed by the cadet or the junior of the captain’s mates. This is the harsh reality of today’s merchant seamen on most cargo ships.
“5) Administrations shall require that watchkeeping schedules are posted in readily accessible locations. Schedules should be drawn up in a standardized format in the working language or languages of the vessel and in English. ”
The most easily met requirement, because nothing is easier than typing the Watch Schedule or Work Arrangements on a computer and posting it in the wheelhouse, in the engine room CPU, in the wardroom, in in the crew cabin, on the notice board and in any other place, in accordance with the requirements of the shipping or management company.
This is usually done by the chief mate, who fills out the company form, prints the required number of copies, the captain signs them, and they are posted as above. In the event of a change in any of the crew members, the corresponding changes are made to the form, and the procedure is repeated as described above.
“6) If a seafarer arrives on call, in the case of an unattended machinery space, for example, he shall receive a sufficient rest period as compensation if the normal rest period is interrupted by calls for work.»
In fact, this requirement is difficult to implement, therefore it is observed formally, especially on ships with the most reduced crew.
“7) Administrations should require that seafarers’ daily hours of rest are recorded in a standardized format, in the ship’s working language or languages, and in English to enable observation and verification of compliance with this section. Seafarers should receive a copy of their records̆ which must be approved by the master or a person authorized by the master and seafarers.»
A form in which, with an accuracy of half an hour, the daily hours of work and rest of each, without exception, crew member are entered. This is exactly the same “stumbling block” about which the habitual, established over the centuries, order of work of sailors is being destroyed and which spoils the blood and exhausts the nerves of conscientious captains and first mates. You ask, what about all the other sailors? And they, in fact, do not care, since they do not bear any responsibility for non-compliance with the requirements of the conventions and all the “bigwigs” are pouring down on the captain and the first mate.
Most ships are now equipped with appropriate computer programs that allow for fairly easy data entry and that automatically calculate work and rest discrepancies.
The above requirements of the STCW Convention have been in effect for a long time, and at least since the entry into force of the Code for the Safe Operation of Ships and the Prevention of Pollution, that is, since 2002, and the requirements of the Maritime Labor Convention have been in effect since 2015.Thus, more than 16 years of experience has already accumulated, on the basis of which it can be said that the entry into force of these requirements on the mode of work and rest did not in any way facilitate the work of seafarers and did not contribute to the safe operation of cargo ships. To the usual duties of seafarers, they added the maintenance of countless and meaningless paper records, which is precisely what prevents seafarers from receiving the necessary rest.
Thus, what in words was supposed to reduce the exploitation of seafarers’ labor and contribute to the safety of navigation and safety in the performance of ship works, in fact turned into even greater exploitation, expressed in a significant increase in the workload on seafarers, which in turn in no way can contribute to an increase in the level of safety of navigation, as well as safety in the performance of ship operations.
Author Captain V.N. Filimonov90,000 Maritime Labor Convention
Development and implementation of shipping documents under the Maritime Labor Convention (MLC, 2006), developed by the International Labor Organization (ILO) in conjunction with IMO, and which is considered the “fourth” pillar of international maritime law, related to safety, complementing the already existing basic international conventions SOLAS, MARPOL and STCW.
The Maritime Labor Convention (MLC, 2006), developed by the International Labor Organization (ILO) in conjunction with IMO, is considered the “fourth” pillar of international maritime safety-related legislation, complementing the existing core international SOLAS, MARPOL and STCW conventions. The Maritime Labor Convention (MLC, 2006), developed by the International Labor Organization (ILO) in conjunction with IMO, is considered the “fourth” pillar of international maritime safety-related legislation, complementing the existing core international SOLAS, MARPOL and STCW conventions.
This ILO Convention consists of 3 different, but interrelated parts: Articles, Rules and Code.
The articles and rules set out the fundamental rights and principles, as well as the basic obligations of the member states that have ratified the Convention. The Code contains detailed information on the implementation of the rules. It consists of Part A (mandatory standards) and Part B (optional guidelines).
The Rules and the Code are combined according to general topics within 5 sections:
Section 1: Minimum Requirements for Seafarers to Work on Board
Section 2: Conditions of Employment
Section 3: Living quarters, recreation, food and catering
Section 4: Health care, medical care, welfare and social security protection
Section 5: Compliance and Enforcement.
We offer you scenarios for certification in accordance with IACS Procedural Requirements No. 40.
Scenarios for VESSEL certification under the MLC, 2006 can be downloaded from the link …
Our company offers you services for the development and implementation of the required documentation, as well as certification of your ships for compliance with the requirements of the MLC, 2006.
2014 amendments to the MLC, 2006… entered into force on January 18, 2017 91,686
91,745 91,685 The 2016 amendments to the MLC, 2006 … entered into force on 8 January 2019 91,686
Text of the MLC, 2006, as amended in 2016 …
Amendments to the MLC, 2006 … expected to enter into force on 26 December 202090,000 Maritime Labor Convention (MLC, 2006). Comments, recommendations, questions on the application of the Convention, certification of working and rest conditions of seafarers
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Artist: Torsky V.G., Pozolotin L.A., Lyubchenko V.I.
Place of publication: Odessa
Circulation: 110 copies.
Format: 60×84 / 16
Weight: 337 g
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The book is intended to assist shipping companies in the preparation and conduct of the survey of ships for compliance with the requirements of the Maritime Labor Convention 2006, as well as for the study of the crew of ships, personnel of crewing agencies and cadets of maritime educational institutions.
Introduction to the ILO Convention (No. 186) on Maritime Labor (MLC, 2006)
General Questions to the MLC, 2006
Chapter 1. Text of the MLC, 2006 with comments in questions and answers
Article I. General obligations
Article II. Definitions and Scope of Application
Article III. Fundamental rights and principles
Article IV. Labor and social rights of seafarers
Article V. Obligations related to application and enforcement
Article VI.Rules and Parts A and B of the Code
Questions and Answers on the MLC, 2006 (Frequently asked questions)
Rules and Standard a of Code
Section 1. Minimum requirements for seafarers on board ship
Section 2. Conditions of employment
Section 3. Accommodation, recreational facilities, food and dining
Section 4. Health, medical care, welfare and social security protection
Section 5. Respect and enforcement of duties
Chapter 2.Process for conducting ship survey questions and answers
1. Simplified amendment procedure in accordance with Article XV of the MLC, 2006 2. Maritime Labor Compliance Certificate
3. Declaration of Voluntary Maritime Labor Compliance
4 Provisional Maritime Labor Certificate
5. Application for survey of the vessel for compliance with the requirements of the MLC,
6.Plan for the survey of the vessel for compliance with the requirements of MLC,
7. Survey sheet to determine the readiness of the vessel for the initial survey PC
8. Act on deficiency / supervision and corrective actions
9. Act on the results of the survey of the vessel for compliance with the requirements of MLC,
The International Transport Workers’ Federation (ITF) has issued a new issue of the magazine “ Seafarers Bulletin” .It provides readers with publications on seafarer health, employment advice, health and safety issues, Federation campaigns and more.
For example, “ Seafarers Bulletin” tells about the problem regions of the Black and Azov Seas, long known for substandard shipping, where the simplest international standards are not observed. It is there that the practice of arresting dysfunctional courts is becoming more widespread every year.The Maritime Labor Convention (MLC, 2006) ensures that ITF inspectors and port captains ensure coherence and responsiveness in addressing seafarers’ concerns. ITF inspector in Novorossiysk Olga Ananyina told “ Seafarers Bulletin” about the successes achieved in cooperation with port inspections through the use of MLC:
“The departments of maritime transport in the regions of the Black and Azov Seas oblige seamen in trouble to seek help directly from the Harbor Master.It is not always easy for the crew to comply with this requirement, so we usually write a letter on their behalf and deliver it on board if the vessel is in port, or forward it if the vessel is at sea.