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Maritime Policy & Management
The flagship journal of international shipping and port research
Volume 31, 2004 - Issue 1
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Original Articles

Participation in the global labour market: experience and responses of chinese seafarers

Pages 69-82 | Published online: 21 Feb 2007

References

References and Notes

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  • Gong YP 2000 The key points for the Chinese seamen to go into the international labour, in Chinese China Ocean Monthly 11 COSCO
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  • Gong YP 2000 The key points for the Chinese seamen to go into the international labour, in Chinese China Ocean Monthly 11 COSCO
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  • Gong YP 2001 Discussion on the situation of Chinese seaman export (in Chinese) China Ocean Monthly 6 COSCO
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  • Wu B 2002 Chinese seafarers in the global labour market: a focus on the seafarers export, paper presented to British Ships in China Seas A Society for Nautical Research Conference Liverpool 17–20 September
  • Gong YP 2001 Discussion on the situation of Chinese seaman export (in Chinese) China Ocean Monthly 6 COSCO
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  • Wu B 2003 Chinese seafarers and the global labour market Seaways October
  • Ibid
  • Information of seafarers’ income in the questionnaire survey was arranged by 8 levels from less than US$400, 400–600 to 1500–2000 and greater than 2000. To gain an estimation of Chinese seafarers’ income and distribution, an interval variable is introduced through a median value instead of the rank variable used in figure 5. In the case of the two ends, $300 and $2100 replace <400 and >2000 respectively
  • It would not be surprising, according to this survey, if the contract a seafarer signs with a crewing agency is actually involved in many agencies between himself and the shipping company. In some cases, a crewing agency who organizes a whole crew for its client may ask other agencies to identify one or two seafarers who are not available from their own waiting lists. In other cases, some agencies may not have their own seafarers at all but concentrate on finding clients in international shipping and then filling the supply through crewing agencies. As a result, the seafarer's income is largely dependent upon the number of ‘contract chains’ between him and the ship owner or shipping company

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