Editing Ship (section)

===19th and 20th centuries===
[[File:Trafalgar-Auguste Mayer.jpg|thumb|Painting of the [[Battle of Trafalgar]] by [[Auguste Étienne François Mayer|Auguste Mayer]].<ref>[http://www.musee-marine.fr/cartel2.php?id=55 Auguste Mayer's picture as described by the official website of the Musée national de la Marine (in French)] {{webarchive |url=https://web.archive.org/web/20111018092350/http://www.musee-marine.fr/cartel2.php?id=55 |date=October 18, 2011}}</ref>]]
[[File:Amerigo vespucci 1976 nyc aufgetakelt.jpg|thumb|[[Italy|Italian]] [[full-rigged ship]] [[Italian training ship Amerigo Vespucci|''Amerigo Vespucci'']]  in [[New York Harbor]]]]
[[File:RMS Titanic 3.jpg|thumb|[[RMS Titanic|RMS ''Titanic'']] departs from Southampton. Her [[Sinking of the Titanic|sinking]] led to [[Changes in safety practices following the RMS Titanic disaster|tighter safety regulations]].]]
Parallel to the development of warships, ships in service of marine fishery and trade also developed in the period between antiquity and the Renaissance.

Maritime trade was driven by the development of shipping companies with significant financial resources. Canal barges, towed by draft animals on an adjacent [[towpath]], contended with the [[railway]] up to and past the early days of the [[Industrial Revolution]]. Flat-bottomed and flexible [[scow]] boats also became widely used for transporting small cargoes. Mercantile trade went hand-in-hand with exploration, self-financed by the commercial benefits of exploration.

During the first half of the 18th century, the [[French Navy]] began to develop a new type of vessel known as a [[ship of the line]], featuring seventy-four guns. This type of ship became the backbone of all European fighting fleets. These ships were {{convert|56|m|ft}} long and their construction required 2,800 oak trees and {{convert|40|km|mi}} of rope; they carried a crew of about 800 sailors and soldiers. During the 19th century the [[Royal Navy]] enforced a ban on the [[History of slavery|slave trade]], acted to suppress [[piracy]], and continued to map the world. Ships and their owners grew with the 19th century [[Industrial Revolution]] across Europe and North America, leading to increased numbers of oceangoing ships, as well as other coastal and canal based vessels.<ref name="j900">{{cite book | last=Woodman | first=Richard | title=Masters Under God | publisher=History Press Limited | publication-place=Stroud, Gloucestershire | date=2009 | isbn=978-0-7524-4820-6 | oclc=604940166 | page=}}</ref><ref name="h973">{{cite book | last=Aldcroft | first=Derek Howard | title=Transport in the Industrial Revolution | publisher=Manchester University Press | publication-place=Manchester | date=1983 | isbn=978-0-7190-0839-9 | pages=1–28}}</ref>

Through more than half of the 19th century and into the early years of the 20th century, [[steamship|steam ships]] coexisted with sailing vessels. Initially, steam was only viable on shorter routes, typically transporting passengers who could afford higher fares, and mail. Steam went through many developmental steps that gave greater fuel efficiency, thereby increasingly making steamships commercially competitive with sail. Screw propulsion worked better than [[Paddle wheel#Ship propulsion|paddle wheels]], but relied, among other things, on the invention of an effective [[Stuffing box|stern gland]] for the [[propeller]] shaft. Higher boiler pressures of {{convert|60|psi}} powering [[Marine steam engine#Compound|compound]] engines, were [[SS Agamemnon (1865)|introduced]] in 1865, making long-distance steam cargo vessels commercially viable on the route from England to China{{snd}}even before the opening of the [[Suez Canal]] in 1869. Within a few years, steam had replaced many of the sailing ships that had served this route. Even greater fuel efficiency was obtained with triple-expansion steam engines{{snd}}but this had to wait for higher quality steel to be available to make boilers running at {{convert|125|psi}} in [[SS Aberdeen (1881)]]. By this point virtually all routes could be served competitively by steamships. Sail continued with some cargoes, where low costs were more important to the shipper than a predictable and rapid journey time.<ref name="Corbett">{{cite book |last=Corbett|first=E C B |editor1-first=Robert |editor1-last= Gardiner |editor2-first=Dr Basil |editor2-last=Greenhill |date=1993 |title=The Advent of Steam – The Merchant Steamship before 1900 |publisher=Conway Maritime Press |pages=83–105 |chapter=4: The Screw Propeller and Merchant Shipping 1840–1865 |isbn=0-85177-563-2}}</ref>{{rp|99-100, ''passim''}}<ref name="Jarvis">{{cite book |last=Jarvis |first=Adrian |editor1-first=Robert |editor1-last= Gardiner |editor2-first=Dr Basil |editor2-last=Greenhill |date=1993 |title=The Advent of Steam – The Merchant Steamship before 1900 |publisher=Conway Maritime Press |pages=158–159 |chapter=9: Alfred Holt and the Compound Engine |isbn=0-85177-563-2}}</ref><ref name="Griffiths">{{cite book |last=Griffiths|first=Denis|editor1-first=Robert|editor1-last= Gardiner|editor2-first=Dr. Basil|editor2-last= Greenhill|title=The Advent of Steam – The Merchant Steamship before 1900 |publisher=Conway Maritime Press Ltd |date=1993 |pages=106–126|chapter=Chapter 5: Triple Expansion and the First Shipping Revolution |isbn=0-85177-563-2}}</ref>{{rp|106–111}}<ref name="Gardiner and Greenhill 1993">{{cite book |last1=Gardiner |first1=Robert J |last2=Greenhill |first2=Basil |title=Sail's Last Century : the Merchant Sailing Ship 1830–1930 |date=1993 |publisher=Conway Maritime Press |location=London |isbn=0-85177-565-9}}</ref>{{rp|89}}

The [[Second Industrial Revolution]] in particular led to new mechanical methods of [[marine propulsion|propulsion]], and the ability to construct ships from metal triggered an explosion in ship design.<ref name="o576">{{cite book | last=Fox | first=Stephen | title=Transatlantic | publisher=Harper Collins | date=2004 | isbn=978-0-06-095549-6}}</ref> These led to the development of long-distance commercial ships and [[Ocean liner]]s, as well as technological changes including the [[Marine steam engine]], screw propellers, triple expansion engines and others.<ref name="c052">{{cite book | last=Morton | first=Thomas D. | title=Reeds Vol 9: Steam Engineering Knowledge for Marine Engineers | publisher=Thomas Reed | date=2008 | isbn=978-0-7136-6736-3}}</ref><ref name="i606">{{cite book | last=Munro-Smith | first=Ross | title=Ships and naval architecture | publisher=Institute of Maritime Engineering, Science and Technology | publication-place=London | date=2020 | isbn=978-1-85609-896-0 | page=}}</ref> Factors included the quest for more efficient ships, the end of long running and wasteful maritime conflicts, and the increased financial capacity of industrial powers created more specialized ships and other maritime vessels. Ship types built for entirely new functions that appeared by the 20th century included [[Research vessel|research ships]], [[Platform supply vessel|offshore support vessels]] (OSVs), [[Floating production storage and offloading]] (FPSOs), [[Cable layer|Pipe and cable laying ships]], drill ships and [[Survey vessel]]s.<ref name="Witherby179">{{cite book | title=21st century seamanship | publisher=[[Witherby Publishing Group]] | publication-place=Livingston | date=2015 | isbn=978-1-85609-632-4 | page=179}}</ref>

The late 20th century saw changes to ships that included the decline of ocean liners as air travel increased. The rise of [[container ships]] from the 1960s onwards dramatically changed the nature of commercial merchant shipping, as containerization led to larger ship sizes, dedicated container routes and the decline of general cargo vessels as well as tramp steaming.<ref name="b084">{{cite book | last=Levinson | first=Marc | title=The Box | publisher=Princeton University Press | publication-place=Princeton Oxford | date=2016-04-05 | isbn=978-0-691-17081-7}}</ref> The late 20th century also saw a rise in [[cruise ships]] for tourism around the world.<ref name="u899">{{cite book | last1=Dowling | first1=Ross | last2=Weeden | first2=Clare | title=Cruise Ship Tourism, 2nd Edition | publisher=CABI | publication-place=Wallingford Boston, MA | year=2017 | isbn=978-1-78064-608-4}}</ref>