Shipping

Shipping:

Shipping is basic process of transporting goods and cargo. Virtually every product ever made, bought, or sold has been affected by shipping. Despite the many variables in shipped products and locations, there are only three basic types of shipments: land, air, and sea.
Land or "ground" shipping can be either by train or by truck. Trucking is easily the most popular form of shipping. Even in Air and Sea shipments, ground transportation is still required to take the product from its origin to the airport or seaport and then to its destination. Ground transportation is typically more affordable than air shipments, but more expensive than shipping by sea. Trucks are also much faster than ships and rail but slower than planes.
Many trucks will take freight directly from the shipper to its destination in what is known as a door to door shipment. Vans and trucks of all sizes make deliveries to sea ports and air ports where freight is moved in bulk also.
Much shipping is done aboard actual ships. An individual nation's fleet and the people that crew it are referred to its "merchant navy" or "merchant marine". Merchant shipping is essential to the world economy, carrying the bulk of international trade. The ships are also extremely expensive constructions themselves, being some of the largest man-made vehicles ever. The term originates with the shipping trade of wind power ships, and has come to refer to the delivery of cargo and parcels of any size above the common mail of letters and postcards.
Ground shipping can be cheaper and less restrictive to size, quantity, weight, and type of freight than by air transport. Air transport is usually reserved for products which must be sent within a shorter time frame. Some carriers offer ground shipping that operates on an exact timeline as air does. This is a recent development becoming mainstream among major carriers since the late 1990s. UPS and FedEx both offer guaranteed day ground shipping.
Shipping can more generally refer to the transport of freight ("shipments"), independent of the mode of transport.

Ship transport:

Ship transport is primarily used for the carriage of people and non-perishable goods, generally referred to as cargo.
Although the historic importance of sea travel has lost much importance due to the rise of commercial aviation, it is still very effective for short trips and pleasure cruises. Nonetheless, sea transport remains the largest carrier of freight in the world.
While slower than air transport, modern sea transport is a highly effective method of moving large quantities of non-perishable goods. More than 6 billion tons of cargo were delivered by sea in 2005[citation needed]. In addition to cargo carriage, one can consider scientific voyages and races as forms of ship transport. Transport by water is significantly less costly than transport by air for trans-continental shipping.
Ship transport is often international by nature, but it can be accomplished by barge, boat, ship or sailboat over a sea, ocean, lake, canal or river. This is frequently undertaken for purposes of commerce, recreation or military objectives. When a cargo is carried by more than one mode, the transport is termed intermodal.
Ships have long been used for warfare, with applications from naval supremacy to piracy, invasions and bombardment. Aircraft carriers can be used as bases of a wide variety of military operations.
Ship transport is used for a variety of unpackaged raw materials ranging from chemicals, petroleum products, and bulk cargo such as coal, iron ore, cereals, bauxite, and so forth. So called "general cargo" covers goods that are packaged to some extent in boxes, cases, pallets, barrels, and so forth. Since the 1960s containerization has revolutionized ship transport.

History:

The first craft were probably types of canoes cut out from tree trunks. The colonization of Australia by Indigenous Australians provides indirect but conclusive evidence for the latest date for the invention of ocean-going craft; land bridges linked southeast Asia through most of the Malay Archipelago but a strait had to be crossed to arrive at New Guinea, which was then linked to Australia. Ocean-going craft were required for the colonization to happen.
Early sea transport was accomplished with ships that were either rowed or used the wind for propulsion, and often, in earlier times with smaller vessels, a combination of the two.
Also there have been horse-powered boats, with horses on the deck providing power [1].
Ship transport was frequently used as a mechanism for conducting warfare. Military use of the seas and waterways is covered in greater detail under navy.
In the 1800s the first steam ships were developed, using a steam engine to drive a paddle wheel or propeller to move the ship. The steam was produced using wood or coal. Now most ships have an engine using a slightly refined type of petroleum called bunker fuel. Some specialized ships, such as submarines, use nuclear power to produce the steam.
Pallets made their first major appearance during World War II, when the United States military assembled freight on pallets, allowing fast transfer between warehouses, trucks, trains, ships, and aircraft. Because no freight handling was required, fewer personnel were required and loading times were decreased.

While rudimentary freight containers, then known as lift vans, were used in the United States as early as 1911, it was not until the 1950s that containers started to revolutionize freight transportation. One pioneering railway was the White Pass and Yukon Route, who acquired the world's first container ship, the Clifford J. Rogers, built in 1955, and introduced containers to its railway in 1956. Starting in the 1960s the use of containers increased steadily.
Standards for containers were issued by the International Organization for Standardization (ISO) between 1968 and 1970, ensuring interchangeability between different modes of transportation worldwide. The containers became known as ISO containers for this reason. Either 20 feet or 40 feet, these "boxes" revolutionized not only the means of transport, but the logistic chain from the supplier to the final customer. Road, railway and even air transport adapted to make these boxes a "unit of intermodal transport." Once placed into the container, the goods do not undergo any other handling prior to reaching the destination. What is handled is thus the container and not the contents, eliminating the concept of "breaking bulk."
Containers are specially designed to be easily handled, stored, transported, and give a number of advantages:
fewer damages and breakages,
less loss and theft,
cheaper handling due to more efficiency in loading and discharge
An example of such a major intermodal project was the $740,000,000 Port of Oakland intermodal rail facility begun in the late 1980s.[1][2]
More and more, containers are transported aboard specialized integral container ships. The holds are arranged in a system of cells and rails, making it possible to quickly move containers in and out of the hold.
Economies of scale have dictated an upward trend in sizes of container ships in order to reduce costs. One limit on ship size is the "Suezmax" standard, or the largest theoretical ship capable of passing through the Suez Canal, which measures 14,000 TEUs. Such a vessel would displace 137,000 DWT, be 400 meters long, more than 50 meters wide, have a draft of nearly 15 metres, and use more than 85 MW to achieve 25.5 knots, specifications met by the Emma Mærsk. Another important limit on a ship's size is the "Panamax" standard, which limits a ship's beam and displacement based on the size of the Panama Canal.
Beyond Suezmax lies the "Malaccamax" (for Straits of Malacca) ship of 18,000 TEUs, displacing 200,000 DWT, 470 meters long, 60 meters wide, 16 meters of draft, and using more than 100 MW for 25.5 knots. This is most likely the limit before a major restructuring of world container trade routes.[3] The biggest constraint of this design, the absence of a capable single engine, has been overcome by the MAN B&W K108ME-C.
The ultimate problem was the absence of a manufacturer capable of producing the propeller needed for transmitting this power, which would be about 10 metres in diameter, and weigh 130 tonnes. One has since been built for the Emma Mærsk. Other constraints, such as time in port and flexibility of service routes are similar to the constraints that eventually limited the growth in size of supertankers.
As of the new M/V Emma Mærsk container ships can carry up to 12,000 containers, and the total value of cargo per vessel can reach $300 million. The ceaseless transit of these containers (at any given time, between 5 million and 6 million units) entails a great deal of risk.

Life at sea:

Mariners live on the margins of society, with much of their life spent beyond the reach of land. They face cramped, stark, noisy, and 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. Sea-going 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 Labor 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. One’s 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.
In rare cases, veteran mariners choose never to go ashore when in port. Further, the often quick turnaround of many modern ships, spending only a matter of hours in port, limits a seafarer's free-time ashore. Moreover, some foreign seamen entering U.S. ports from a watchlist of 25 high-risk countries face restrictions on shore leave due to security concerns in a post 9/11 environment. 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 a wide range of 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 Philipines 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