Ship transport is watercraft carrying people (passengers) or goods (cargo). Sea transport has been the largest carrier of freight throughout recorded history. Although the importance of sea travel for passengers has decreased due to aviation, it is effective for short trips and pleasure cruises. Transport by water is cheaper than transport by air, despite fluctuating exchange rates and CAF charges to account for such.
Ship transport can be over any distance by boat, ship, sailboat or barge, over oceans and lakes, through canals or along rivers. Shipping may be for commerce, recreation or the military. Virtually any material that can be moved can be moved by water; however, water transport becomes impractical when material delivery is highly time-critical.
Containerization revolutionized ship transport starting in the 1970s. "General cargo" includes goods packaged in boxes, cases, pallets, and barrels. When a cargo is carried in more than one mode, it is intermodal or co-modal.
Merchant shipping 
A nation's shipping fleet (merchant navy, merchant marine, merchant fleet) consists of the ships operated by civilian crews to transport passengers or cargo. Professionals are merchant seaman, merchant sailor, and merchant mariner, or simply seaman, sailor, or mariner. The terms "seaman" or "sailor" may refer to a member of a country's navy.
According to the 2005 CIA World Factbook, the world total number of merchant ships of 1,000 Gross Register Tons or over was 30,936. In 2010, it was 38,988 (= + 26 %).  Statistics for individual countries are available at the List of merchant marine capacity by country.
Professional mariners 
A ship's complement can be divided into four categories: the deck department, the engineering department, the steward's department, and other.
Deck department 
Officer positions in the deck department include but not limited to: Master and his Chief, Second, and Third officers. The official classifications for unlicensed members of the deck department are Able Seaman and Ordinary Seaman.
A common deck crew for a ship includes:
- (1) Chief Officer/Chief Mate
- (1) Second Officer /Second Mate
- (1) Third Officer / Third Mate
- (1) Boatswain
- (2-6) Able Seamen
- (0-2) Ordinary Seamen
A deck cadet is person who is carrying out mandatory seatime to achieve their officer of the watch certificate. Their time onboard is spent learning the operations and tasks of everyday life on a merchant vessel.
Engineering department 
A ship's engineering department consists of the members of a ship's crew that operate and maintain the propulsion and other systems on board the vessel. Marine Engineering staff also deal with the "Hotel" facilities on board, notably the sewage, lighting, air conditioning and water systems. They deal with bulk fuel transfers, and require training in firefighting and first aid, as well as in dealing with the ship's boats and other nautical tasks- especially with cargo loading/discharging gear and safety systems, though the specific cargo discharge function remains the responsibility of deck officers and deck workers. On LPG and LNG tankers however, a cargo engineer works with the deck department during cargo operations, as well as being a watchkeeping engineer.
A common Engineering crew for a ship includes:
- (1) Chief Engineer
- (1) Second Engineer / First Assistant Engineer
- (1) Third Engineer / Second Assistant Engineer
- (1-2) Fourth Engineer / Third Assistant Engineer
- (0-2) Fifth Engineer / Junior Engineer
- (1-3) Oiler (unlicensed qualified rating)
- (0-3) Greaser/s (unlicensed qualified rating)
- (1-5) Entry-level rating (such as Wiper (occupation), Utilityman, etc.)
Many American ships also carry a Qualified Member of the Engine Department. Other possible positions include Motorman, Machinist, Electrician, Refrigeration Engineer, and Tankerman. Engine Cadets are trainee engineers who are completing sea time necessary before they can obtain a watchkeeping license.
Steward's department 
The chief steward directs, instructs, and assigns personnel performing such functions as preparing and serving meals; cleaning and maintaining officers' quarters and steward department areas; and receiving, issuing, and inventorying stores.
On large passenger vessels, the Catering Department is headed by the Chief Purser and managed by assistant pursers. Although they enjoy the benefits of having officer rank, they generally progress through the ranks to become pursers. Under the pursers are the department heads - such as chief cook, head waiter, head barman etc. They are responsible for the administration of their own areas.
The chief steward also plans menus; compiles supply, overtime, and cost control records. May requisition or purchase stores and equipment. May bake bread, rolls, cakes, pies, and pastries.
In the United States Merchant Marine, in order to be occupied as a chief steward a person has to have a Merchant Mariner's Document issued by the United States Coast Guard. Because of international conventions and agreements, all chief cooks who sail internationally are similarly documented by their respective countries.
Other Departments 
Staff officer positions on a ship, including Junior Assistant Purser, Senior Assistant Purser, Purser, Chief Purser, Medical Doctor, Professional Nurse, Marine Physician Assistant, and Hospital Corpsman, are considered administrative positions and are therefore regulated by Certificates of Registry issued by the United States Coast Guard. Pilots are also merchant marine officers and are licensed by the Coast Guard. Formerly, there was also a radio department, headed by a chief radio officer and supported by a number of radio officers. Since the introduction of GMDSS (Satellite communications) and the subsequent exemptions from carrying radio officers if the vessel is so equipped, this department has fallen away, although many ships do still carry specialist radio officers, particularly passenger vessels. Many radio officers became 'electro-technical officers', and transferred into the engineering department.
Life at sea 
Mariners live much of their life spent beyond the reach of land. They face sometimes dangerous conditions at sea. Yet men and women still go to sea. For some, the attraction is a life unencumbered with the restraints of life ashore. Seagoing adventure and a chance to see the world also appeal to many seafarers. Whatever the calling, those who live and work at sea invariably confront social isolation.
Findings by the Seafarer's International Research Center indicate a leading cause of mariners leaving the industry is "almost invariably because they want to be with their families." U.S. merchant ships typically do not allow family members to accompany seafarers on voyages. Industry experts increasingly recognize isolation, stress, and fatigue as occupational hazards. Advocacy groups such as International Labour Organization, a United Nations agency, and the Nautical Institute are seeking improved international standards for mariners.
Ocean voyages are steeped in routine. Maritime tradition dictates that each day be divided into six four-hour periods. Three groups of watchkeepers from the engine and deck departments work four hours on then have eight hours off watchkeeping. However there are many overtime jobs to be done daily. This cycle repeats endlessly, 24 hours a day while the ship is at sea. Members of the steward department typically are day workers who put in at least eight-hour shifts. Operations at sea, including repairs, safeguarding against piracy, securing cargo, underway replenishment, and other duties provide opportunities for overtime work. Service aboard ships typically extends for months at a time, followed by protracted shore leave. However, some seamen secure jobs on ships they like and stay aboard for years.
The quick turnaround of many modern ships, spending only a few hours in port, limits a seafarer's free-time ashore. Moreover, some foreign seamen entering U.S. ports from a watchlist of 25 countries face restrictions on shore leave due to security concerns. However, shore leave restrictions while in U.S. ports impact American seamen as well. For example, the International Organization of Masters, Mates & Pilots notes a trend of U.S. shipping terminal operators restricting seamen from traveling from the ship to the terminal gate. Further, in cases where transit is allowed, special "security fees" are at times assessed.
Such restrictions on shore leave coupled with reduced time in port by many ships translate into longer periods at sea. Mariners report that extended periods at sea living and working with shipmates who for the most part are strangers takes getting used to. At the same time, there is an opportunity to meet people from other ethnic and cultural backgrounds. Recreational opportunities have improved aboard some U.S. ships, which may feature gyms and day rooms for watching movies, swapping sea stories, and other activities. And in some cases, especially tankers, it is made possible for a mariner to be accompanied by members of his family. However, a mariner’s off duty time is largely a solitary affair, pursuing hobbies, reading, writing letters, and sleeping.
On modern ocean going vessels, typically registered with a flag of convenience, life has changed immensely in the last 20 years. Most large vessels include a gym and often a swimming pool for use by the crew. Since the Exxon Valdez incident, the focus of leisure time activity has shifted from having officer and crew bars, to simply having lounge-style areas where officers or crew can sit to watch movies. With many companies now providing TVs and DVD players in cabins, and enforcing strict smoking policies, it is not surprising that the bar is now a much quieter place on most ships. In some instances games consoles are provided for the officers and crew. The officers enjoy a much higher standard of living on board ocean going vessels.
Crews are generally poorly paid, poorly qualified and have to complete contracts of approx 9 months before returning home on leave. They often come from countries where the average industrial wage is still very low, such as the Philippines or India. Officers however, come from all over the world and it is not uncommon to mix the nationality of the officers on board ships. Officers are often the recipients of university degrees and have completed vast amounts of training in order to reach their rank. Officers benefit on board by having larger, more comfortable cabins, table service for their meals, etc.
Contracts average at the 4 month mark for officers, with generous leave. Most Ocean going vessels now operate an Unmanned Engineroom System allowing engineers to work days only. The engine room is computer controlled by night, although the duty engineer will make inspections during unmanned operation. Engineers work in a hot, humid, noisy atmosphere. Communication in the engineroom is therefore by hand signals and lip-reading, and good teamwork often stands in place of any communication at all.
Ships and watercraft 
Ships and other watercraft are used for ship transport. Types can be distinguished by propulsion, size or cargo type. Recreational or educational craft still use wind power, while some smaller craft use internal combustion engines to drive one or more propellers, or in the case of jet boats, an inboard water jet. In shallow draft areas, such as the Everglades, some craft, such as the hovercraft, are propelled by large pusher-prop fans.
Most modern merchant ships can be placed in one of a few categories, such as:
|Bulk carriers, such as the Sabrina I seen here, are cargo ships used to transport bulk cargo items such as ore or food staples (rice, grain, etc.) and similar cargo. It can be recognized by the large box-like hatches on its deck, designed to slide outboard for loading. A bulk carrier could be either dry or wet. Most lakes are too small to accommodate bulk ships, but a large fleet of lake freighters has been plying the Great Lakes and St. Lawrence Seaway of North America for over a century.|
|Container ships are cargo ships that carry their entire load in truck-size containers, in a technique called containerization. They form a common means of commercial intermodal freight transport. Informally known as "box boats," they carry the majority of the world's dry cargo. Most container ships are propelled by diesel engines, and have crews of between 10 and 30 people. They generally have a large accommodation block at the stern, directly above the engine room.|
|Tankers are cargo ships for the transport of fluids, such as crude oil, petroleum products, liquefied petroleum gas, liquefied natural gas and chemicals, also vegetable oils, wine and other food - the tanker sector comprises one third of the world tonnage.|
|Refrigerated ships (usually called Reefers) are cargo ships typically used to transport perishable commodities which require temperature-controlled transportation, mostly fruits, meat, fish, vegetables, dairy products and other foodstuffs.|
|Roll-on/roll-off ships, such as the Chi-Cheemaun, are cargo ships designed to carry wheeled cargo such as automobiles, trailers or railway carriages. RORO (or ro/ro) vessels have built-in ramps which allow the cargo to be efficiently "rolled on" and "rolled off" the vessel when in port. While smaller ferries that operate across rivers and other short distances still often have built-in ramps, the term RORO is generally reserved for larger ocean-going vessels.|
|Coastal trading vessels, also known as coasters, are shallow-hulled ships used for trade between locations on the same island or continent. Their shallow hulls mean that they can get through reefs where seagoing ships usually cannot (seagoing ships have a very deep hull for supplies and trade etc.).|
|Ferries are a form of transport, usually a boat or ship, but also other forms, carrying (or ferrying) passengers and sometimes their vehicles. Ferries are also used to transport freight (in lorries and sometimes unpowered freight containers) and even railroad cars. Most ferries operate on regular, frequent, return services. A foot-passenger ferry with many stops, such as in Venice, is sometimes called a waterbus or water taxi. Ferries form a part of the public transport systems of many waterside cities and islands, allowing direct transit between points at a capital cost much lower than bridges or tunnels. Many of the ferries operating in Northern European waters are ro/ro ships. See the Herald of Free Enterprise and M/S Estonia disasters.|
|Cruise ships are passenger ships used for pleasure voyages, where the voyage itself and the ship's amenities are considered an essential part of the experience. Cruising has become a major part of the tourism industry, with millions of passengers each year as of 2006. The industry's rapid growth has seen nine or more newly built ships catering to a North American clientele added every year since 2001, as well as others servicing European clientele. Smaller markets such as the Asia-Pacific region are generally serviced by older tonnage displaced by new ships introduced into the high growth areas. On the Baltic sea this market is served by cruiseferries.|
|Ocean Liner is a passenger ship designed to transport people from one seaport to another along regular long-distance maritime routes according to a schedule. Ocean liners may also carry cargo or mail, and may sometimes be used for other purposes.
Ocean liners are usually strongly built with a high freeboard to withstand rough seas and adverse conditions encountered in the open ocean, having large capacities for fuel, food and other consumables on long voyages.
|Cable layer is a deep-sea vessel designed and used to lay underwater cables for telecommunications, electricity, and such. A large superstructure, and one or more spools that feed off the transom distinguish it.|
|A tugboat is a boat used to manoeuvre, primarily by towing or pushing other vessels (see shipping) in harbours, over the open sea or through rivers and canals. They are also used to tow barges, disabled ships, or other equipment like towboats.|
|A dredger (sometimes also called a dredge) is a ship used to excavate in shallow seas or fresh water areas with the purpose of gathering up bottom sediments and disposing of them at a different location.|
|A barge is a flat-bottomed boat, built mainly for river and canal transport of heavy goods. Most barges are not self-propelled and need to be moved by tugboats towing or towboats pushing them. Barges on canals (towed by draft animals on an adjacent towpath) contended with the railway in the early industrial revolution but were outcompeted in the carriage of high value items due to the higher speed, falling costs, and route flexibility of rail transport.|
|A Multi-purpose ship (sometimes called a general cargo ship) is used to transport a variety of goods from bulk commodities to break bulk and heavy cargoes. To provide maximum trading flexibility they are usually geared and modern examples are fitted for the carriage of containers and grains. Generally they will have large open holds and tweendecks to facilitate the carriage of different cargoes on the same voyage. The crew will be highly competent in the securing of break bulk cargoes and the ship will be equipped with various lashings and other equipment for sea fastening.|
Liners and Tramps 
A ship may also be categorised as to how it is operated.
A liner will have a regular run and operate to a schedule. The scheduled operation requires that such ships are better equipped to deal with causes of potential delay such as bad weather. They are generally higher powered than tramp ships with better seakeeping qualities, thus they are significantly more expensive to build. Liners are typically built for passenger and container operation though past common uses also included mail and general cargo.
A tramp has no fixed run but will go wherever a suitable cargo takes it. Thus a ship and crew may be chartered from the ship owner to fetch a cargo of grain from Canada to Latvia, the ship may then be required to carry a cargo of coal from Britain to Melanesia. Bulk carriers and cruise ships are examples of ships built to operate in this manner.
Typical in-transit times 
A cargo ship sailing from a European port to a US one will typically take 10–12 days depending on water currents and other factors. In order to make container ship transport more economical in the face of declining demand for intercontinental shipping, ship operators sometimes reduce cruising speed, thereby increasing transit time, to reduce fuel consumption, a strategy referred to as "slow steaming".
Ship transport infrastructure 
See also 
|Part of a series on|
- Office of Data and Economic Analysis (July 2006). "World Merchant Fleet 2001–2005" (PDF). United States Maritime Administration. Retrieved March 13, 2007.
- Thompson, Mark L. (1994). Queen of the Lakes. ISBN 0-8143-2393-6.
- United Nations Council on Trade and Development (UNCTAD) (2005). Review of Maritime Transport, 2005. New York and Geneva: United Nations.
- United Nations Council on Trade and Development (UNCTAD) (2006). Review of Maritime Transport, 2006 (PDF). New York and Geneva: United Nations.
- Wijnolst, Niko; Wergeland, Tor (2009). Shipping innovation. Amsterdam: IOS Press. ISBN 978-1-58603-943-1.
|Wikimedia Commons has media related to: Ship transport|
- Social & Economic Benefits of Marine Transport from "NOAA Socioeconomics" website initiative
- A digital cartographe of maritime traffic (2011)