The first ships were not written because few people were literate.  But in the 18th century, most sailors expected the articles to be written, even if they could not read themselves. Finally, in the 1900s, laws required in many countries that ship articles be written and freely accessible to any signed sailor.   Often, a printed document that varies in size and format. The first examples averaged 16 x 20, but in the 1860s, 23 x 18 was a typical size. On the front of the document were the agreed conditions between the ship`s managers and the crew. Among them was a column for the signatures of the crew members, in addition to the columns for data such as station, place of birth, age, amount, salaries, hospital allowances, time of release, etc. The number and name of these columns varied from document to document. “United States Of America” is often printed prominently on the front, and engraved ships, eagles, etc. are often present on both sides of the items. After 1790, the back presented quite often printed summaries of all the federal laws that are currently in force with respect to the protection of sailors and the behaviour of officers and crew at sea. There was also a place available to the crew to receive their wages at the end of the trip. Customs or consular stamps and seals were also present.
The crew-agreement that must be used on board the St. Kitts-Nevis vessels is as shown here. Owners and Masters should be associated with Part V of the Merchant Shipping Act Cap. 7.05 and in particular the crew engagement and unloading and salary sections. SKANReg is required to verify the validity of certificates issued by other states by seafarers serving on our ships. If a certificate is declared fraudulent/falsified/invalid by the issuing government, the Registrar/Ship Owner/Marine Manager is informed accordingly. No confirmation certificate is issued. Shipowners/managers are encouraged to remove the sailor from the duties he has undertaken and remove him from the vessel in the nearest available port. 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. Boat items 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. As a result, all crew members were considered participants in the company, even if they contributed only to work.  This has been widely recognized under the legal concept of a “community of common hands” (total hand in German, comunidad in mano in Spanish). In addition to cash payments, sailors have traditionally received accommodation (mooring station), meals (food and care), medical care (flight attendant)  and sometimes laundry or alcoholic beverages. This is how many times expressed in boat articles as so “a month and found”.   The agreement must cover requirements for advances and allowances and other provisions that are not legal. 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.
All of the above will be uploaded online to the DGS website just prior to filing.