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Travel By Freighter: How To Run Away To Sea

  • Wednesday, Sep 5th, 2018

Freighter Travel - How To Run Away To Sea On A Cargo Ship

Time spent on the water is never wasted in my book.  If you’ve ever contemplated more time at sea, I have an alternative to cruise ships or flotilla sailing for you.  Freighter travel – or travel by cargo ship – is a less common way of crossing the oceans.  With most ships having only 6 cabins carrying a maximum of 12 passengers, this is an entirely different way of spending your time at sea.  It’s also an opportunity to visit very different ports of call.

  • 1 Why Choose Freighter Travel?
  • 2.1 Main Container Ship Ports
  • 3 Sample Itineraries
  • 4 What’s Life Like On A Cargo Ship?
  • 5 Can Anyone Choose Freighter Travel?
  • 6 How Long Do Voyages Last?
  • 7 Why You Should Book A Freighter Trip
  • 8 And Why You Shouldn’t
  • 9 What to Pack For A Freighter Voyage
  • 10 Visas and Immunisations
  • 11 Hints And Tips To Enjoy A Freighter Trip
  • 12.1 A Word On Tramp Steamers
  • 13 Watching Ships At Sea
  • 14 More Maritime Adventures

Why Choose Freighter Travel?

If you have a sense of adventure, not too many time constraints, are self-sufficient and want to see the world from a different perspective, cargo ship travel may be for you.  With just a small crew and an even smaller group of passengers on board, cargo ships allow you to explore the world’s oceans at your own pace.  As the days stretch by, you can watch the marine life, learn about the ship’s workings or take on personal challenges such as writing and other creative pursuits.  Ports of call have a rather different flavour to passenger ports, giving you a new understanding of the world through your voyage.

Differences between Freighter Travel and Cruise Ship Travel

A cargo ship is a place of business, that business being moving goods around the world.  Freighters accommodate passengers in decent quality cabins, and provide three daily meals of a good standard.  Passengers are left to make their own arrangements in ports of call.  The ports of call for cruise ships can be distinct (although ports such as Antwerp take both cruise ships and cargo), being situated closer to preferred travel destinations such as Livorno for Florence.

Cruise ships run a full programme of entertainment and have a myriad of dining options, bars, production shows, craft workshops and dance classes.  Shore excursions can be booked via the ship, although passengers are able to make their own arrangements too.  In bad weather, cruise ships may alter their itinerary to make the ride more comfortable, employ stabilizers or skip ports of call.  Cargo ships have a payload onboard, and will press on to their destinations through more challenging sea conditions.

Where Does A Cargo Ship Travel?

Freighter Travel - How To Run Away To Sea On A Cargo Ship

Cargo ships go to many places you can imagine, and quite a few that you wouldn’t consider.  Of the world’s 30 busiest cargo ports identified by the World Shipping Council, 7 of the top 10 are in China, giving you some idea of the role of shipping in the Chinese economy.

Main Container Ship Ports

The busiest ports in the world are:

1-10: Shanghai, Singapore, Shenzhen, Ningbo, Busan (South Korea), Hong Kong, Guangzhau, Quingdao, Jebel Ali (Dubai), Tianjin

11-20 Port Klang (Malaysia), Rotterdam (Netherlands), Kaohsiung (Taiwan), Antwerp (Belgium), Dalian (China), Xiamen (China), Hamburg (Germany), Los Angeles (USA), Tanjung Pelepas (Malaysia)

21-30 Laem Chabang (Thailand), Long Beach (USA), New York, New Jersey (USA), Yingkou (China), Ho Chi Minh City (Vietnam), Colombo (Sri Lanka), Bremen/Bremerhaven (Germany), Suzhou (China), Hanshun (Japan) and Tanjung Priak (Jakarta, Indonesia)

The biggest ports in Europe are Rotterdam, Antwerp, Bremen/Bremerhaven, Algeciras, Valencia, Felixtowe, Gioia Tauro, Pireas, and Ambarli.

It’s worth remembering that busy ports don’t always mean busy cities.  The UK’s busiest port is Felixtowe in Suffolk, but the town has a population of around 23,000 inhabitants.

Sample Itineraries

Freighter Travel - How To Run Away To Sea On A Cargo Ship

Freighter voyages can be of varying lengths, or you can choose to take just a segment of the full voyage.

If you have a fairly short time window available – allowing some flexibility of dates for delays or diversions – you could take a transatlantic trip.  I spotted a 7 night voyage segment from around 825 Euros (September 2018) sailing from Hamburg to Antwerp, Liverpool, Halifax, Newark, Baltimore, Portsmouth, Halifax, Liverpool and Antwerp.

If you’ve got more time and deeper pockets, then I’ve found an itinerary that takes in some of the world’s busiest ports.  Over a 27 night voyage costing around 3630 Euros, you can take in Southampton, Le Havre, Khor Al-Fakkan, Port Kelang, Xiamen, Tianjinxingang, Pusan, Ningbo, Shanghai, Yanhan, Singapore, Algeciras, Southampton, Dunkirk, Hamburg, Rotterdam and Southampton.

Interested in a freighter trip?  Why not pin this for later!

Freighter Travel - How To Run Away To Sea On A Cargo Ship

What’s Life Like On A Cargo Ship?

Freighter Travel - How To Run Away To Sea On A Cargo Ship

Aside from mealtimes, life is what you make it onboard.  I’ve heard accounts of ships with an open bridge policy, and crew willing to help you learn to navigate.  People have written novels (or read 22 of them), spotted sealife, learned new languages, and created music.  If you’ve got a special skill, you might find a use for it at sea, whether it’s in the galley or engine room.  Do be aware that individual ships will vary in what you are able to do.  The captain’s word is final.

Research where you are going, and you’ll have a better time in port.  If your experience of ports is as a cruise passenger using a passenger terminal, remember that working ports are different.  You’re normally not allowed to walk around because of the heavy machinery in use.  You may have to wear a high vis jacket and wait at a designated spot to be picked up by the port bus which will take you to the gates.  Leave your mobile number with the captain when you go ashore in case the ship’s departure time is changed.  And be willing and ready to take charge of your travel arrangements from the port gates and back again.

Can Anyone Choose Freighter Travel?

Freighter Travel - How To Run Away To Sea On A Cargo Ship

Within certain boundaries, yes.  Most cargo carriers will take passengers between the ages of 5 and 75, although some accept older passengers.  You may have to produce a GP certificate of your fitness to travel.  If you have ongoing medical needs, unlike a cruise ship, there is no medic onboard, although there is an infirmary and a pharmacy.

Not all ships have lifts, and accommodation may be in a high tower behind the cargo containers.  As you can imagine, this could mean a lot of steps.  Gangways can be steep and lengthy in port, with the angle of ascent or descent changing with the tides during the day.  So you’ll need a fair amount of mobility to cope with conditions on the ship and in port.

I made some (admittedly selfish) enquiries about managing food allergies aboard.  Although there is no formal provision, a ship may be able to manage to accommodate some variations for you.  This is not guaranteed, and you won’t be eating from an allergen-friendly galley.  So take this into account when booking.

How Long Do Voyages Last?

Freighter Travel - How To Run Away To Sea On A Cargo Ship

If you looked at the sample itineraries, you’ll have seen that passages can last from just over a week to a month and beyond.  It depends entirely on how much time you have available and how much you want to spend.

Be aware that the duration of voyages can change for circumstances out of anyone’s control.  I read of a ship diverting to Hawaii due to crew illness, adding several days to the passage.  It’s wise to be prepared for changes, and not to book anything you can’t work around if needed.

Why You Should Book A Freighter Trip

Cargo ship travel is for you if you:

  • like to make your own entertainment, and have a range of pursuits to keep you occupied
  • are fascinated by the workings of a ship on the move and the activities of ports, and are prepared to work around the needs of the ship and its crew
  • can be flexible in your departure and arrival dates
  • are fit and mobile to manage steep gangways and stairs
  • are captivated by the ocean, sealife, and the skies and seas around you
  • want a new and different experience
  • are intrigued by visiting some very different ports of call

And Why You Shouldn’t

Cargo ship travel is not for you if you:

  • fall outside the age ranges permitted by individual shipping companies
  • have fixed time commitments close to the voyage dates, meaning that a ship’s flexible schedule cannot be accommodated
  • enjoy a full range of entertainment and would be bored without diversion and distraction
  • have mobility issues which would make steep gangways and the possible absence of lifts onboard ship an issue

What to Pack For A Freighter Voyage

Freighter Travel - How To Run Away To Sea On A Cargo Ship

You are allowed between 20-100kg of luggage depending on the shipping line.  I have seen contradictory advice as to whether you are expected to carry your own luggage on board.  It is therefore advisable to check on booking, and make sure you can get your baggage up a steep gangway if that is needed on your voyage.

Day to day living on a cargo vessel calls for comfortable clothing and shoes suitable for a lot of stair climbing and deck walking.  You might want a separate pair of shoes suitable for the deck, as these can become sooty.  More important to my way of thinking is to pack the essentials for the period of your voyage, as it can be difficult to acquire them once you are on board.  In particular, make sure you pack:

  • Power adaptors for the ships supply
  • Any prescription medications you need for the journey, plus some spares, and a range of over the counter needs.  Consider seasickness remedies even if you’ve not suffered before; cargo ships move into waters normally skirted by passenger vessels.
  • Snacks and treats you don’t want to live without, whether that’s pampering toiletries, sweets, or a treasured jar of Marmite.
  • Entertainment.  That can vary from a well-stuffed Kindle to paperbacks, your travel journal, cards, art materials, downloaded films and music plus mini speakers for your laptop, photography gear, language tuition materials, a blank notepad to write your novel, identification guides for sea creatures or whatever floats your boat while on the boat.
  • Any notes you want for future port calls.
  • Basic translation information in the language of the crew.  An ability to communicate a little goes a long way.

Take some time to think carefully about your packing list.  You’ll have a lot of time to fill, and it’s good to have plans for how you might spend it.

Visas and Immunisations

Always check with your booking agent to see you have all the necessary visas arranged well in advance.  You may have many ports of call, so I’d recommend you keep a small plastic folder with details of the requirements for each stop.

Remember that it doesn’t matter if you leave the vessel.  Non-US citizens will require a visa to enter the country by cargo ship, and the same holds true for visitors to Australia and China.

In most cases, the captain will retain your passport and deal directly with immigration officials.  You may be invited to attend the captain’s cabin for interview by immigration officers if needed, although this is uncommon in larger ports.

Immunisations are not needed for travel between the US, Canada, Australia and Europe.  There are requirements if you transit either the Panama or Suez Canal, so check out what is needed and make arrangement to have your jabs in good time before your departure.  Make sure you keep all your certificates of immunisation together.

Hints And Tips To Enjoy A Freighter Trip

Freighter Travel - How To Run Away To Sea On A Cargo Ship

I’ve heard first hand and read many accounts of freighter life.  Crews are welcoming, and one of the big benefits of cargo ship travel is being able to become absorbed in ship life.  The level of engagement and learning is really dependent on the crew, and the particular demands of that voyage for ship maintenance and the impact of sea conditions.

If you want a good view over the containers, book a cabin higher up in the superstructure.  You might want to check if there is a lift first.  Even if you are normally fine with the motion of the ocean, you might need to consider seasickness remedies on a freighter.  The loading is different, and container ships move in different sea conditions to passenger ships.  But if you love to feel the movement of the sea, a smaller ship will make you very happy.

Being well prepared seems to make a great difference to how much enjoyment travelers get from the experience.  You need to be ready to have many hours of free time each day, and some idea of what to do to keep yourself entertained.  So be sure to bring along the items to make that happen, whether it’s notebooks and journals, your laptop, photography equipment, books and e-readers, cards, learning materials, your fitness gear and equipment for any other pastime that is feasible on board.

How And When To Book A Freighter Trip

Freighter Travel - How To Run Away To Sea On A Cargo Ship

Cargo ship travel is not something you can easily book at the last minute.  Aside from tramp steamers, passages should normally be booked around six months in advance.  You can choose to book a full voyage or a segment.  Average costs per day are around 150 Euros, or less if you are sharing a double cabin.  Those prices include your accommodation, all meals and port fees.

As trade is plied year round, there are no cheaper seasons for freighter travel costs.  It is my understanding – although if you have found this not to be the case, I’d be delighted to know – that there is little price variation between freighter agents.  You are best booking with the one you prefer for reasons other than price.  It is also possible to book direct with some shipping companies.

A Word On Tramp Steamers

Tramp steamers are the flexible workhorses of the freighter fleet, traveling where they are needed to move cargo.  As such, it may be possible to book a voyage at last minute on a tramp steamer.  But you should be aware that your passage could also be diverted or altered.  This is not the voyage to book if you don’t have flexibility in your schedule.  You might find a tramp voyage as a last minute special.  But unless you’re prepared to leave via land, be prepared for it to be a while for a ship with a free cabin to pass your way again.

Watching Ships At Sea

Freighter Travel - How To Run Away To Sea On A Cargo Ship

If you want to check out the movements of shipping at sea, I can highly recommend Marine Traffic .  The maritime equivalent of Flight Radar , this shows you shipping on the move across the world.  A click on the icon will give you more information about the type of ship and some details on its size and function.  If you book a freighter voyage, you can keep tabs on the movements of your ship as it heads into port.  Be warned that this can be highly addictive, and you can take plenty of fantasy voyages and flights on these sites!

Marine Traffic will tell you which ships are in port at any time.  You are also able to check out ship movement by looking at Vessel Finder.  As an example, you can see the ships in port at Antwerp here .

More Maritime Adventures

If you’ve been tempted by time at sea, you can also check out our time afloat in the Baltics for the White Nights , and cruising to Antwerp and Amsterdam .

If you enjoyed this, why not pin it for later!

Freighter Travel - How To Run Away To Sea On A Cargo Ship

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8 thoughts on “ Travel By Freighter: How To Run Away To Sea ”

tramp steamer travel

This is fascinating – I had no idea you could travel like this on a freighter. Sounds like something I’d like to try one day for a different perspective. Seems there is everything I’d need to know about it here – thank you!

tramp steamer travel

Family friends were the first people we knew to travel on a cargo ship. Their fabulous experience has encouraged us all to try it out.

tramp steamer travel

I’ve always wondered about travelling like this so thank you for such a thorough guide. I don’t get sea sick but my partner does so he might take more persuading! Great post 😊

A bigger ship would probably be better for your partner, along with a good stash of meds. I’m one of those people who loves a bit of movement at sea, even if I need to hang on tight! 🙂

tramp steamer travel

Wow this is something new to me. Very informative and unique type of travelling by sea

It’s certainly a different kind of adventure, and a real chance to think what you can do with all that time available.

tramp steamer travel

Sounds adventurous…. Especially reflected in its firm course even in storms… Very interesting topic.

I’ve long been fascinated by the sea and coastal traffic. This really is an epic adventure.

There are freighters, and there are freighters. But the fleet of ships that sail among the island groups in the South Pacific and Micronesia—copra boats, island traders, government field service ships, mission boats, and inter-island ferries—are rarely mentioned and are largely unknown to travel agents. They lie ready and willing to transport passengers into the “back of beyond.” So if in your round-the-world travels you want to go where tourists never tread, try hitching a ride on a local cargo ship. It’s easier than you might think. Let’s start in the South Pacific.

French Polynesia

The inter-island ship docks are a little beyond Papeete (on Tahiti ), where the land hooks out to form the harbor. Taxi out there and have a look at whatever ships are in port. Stroll aboard any vessel that looks interesting and ask where they’re going, for how long, the fare, and if you can see one of their cabins. (It helps if you speak a little French, but you can always make yourself understood.) If a certain ship appeals to you, go to their shipping office. This is what you’ll find:

To the Society Islands (the islands to the west of Tahiti—Huahine, Raiatea, Tahaa, Bora Bora, and Maupiti): The ships of the Compagnie Francais Maritime de Tahiti make 4- to 6-day voyages to most of the islands. Most ships do not supply food, so come aboard with a relaxed attitude and plenty of rations (which are easily obtained in Papeete).

To the Tuamotus

The 69 islands of this group of jewel-like atolls lie to the east of Tahiti and cover an immense patch of the ocean. To get there, check with the Compagnie Francais Maritime de Tahiti. Their ships provide cabin class or deck passage and plenty of local color but no food. A week’s voyage will run about $180. Also, be sure to check around the docks in Papeete for a copra boat and experience the warts and all of the romance of South Sea cruising. Some ships provide a cabin and meals for voyages of 10 or so days for about $250.

To the Marquesas

These rugged, green, mysteriously beautiful and remote islands 750 miles east of Tahiti bear such magical names as Nuku Hiva, Hiva Oa, and Fatu Hiva. To get to them—and to the Tuamotus as well—you’ve got two choices: By far the most comfortable one is a cargo ship named Aranui, operated by the Compagnie Polynesienne de Transport Maritime. Travel agents in the U.S. know about her. She carries 60-100 passengers in both cabin and dormitory class.

The other option is aboard a ship a bit more authentically Polynesian. The Taporo V of the Compagnie Francais Maritime de Tahiti is a trading vessel that makes a 15-day voyage to the Tuamotus and the Marquesas. Fares, including cabin and meals, come to $750. Look at the ship in Papeete.

The Cook Islands

Rarotonga, with its forested mountains, verdant coastal plain, and fringing reef, is the principal island of the group. The beauty of the island when first seen will cause a gasp. Sea travel in the Cooks is only for the hardiest and most flexible voyagers, but the benefits make the voyage more than worthwhile.

To the Northern Group (Penryhn, Manihiki, Puka Puka, and Palmerston): The Tapi Taio Shipping Company in Avarua, Rarotonga has a ship named the Tai Moana, a small, spartan vessel that makes the 800-mile run to all the islands. Because only one of them, Penhryn, has a safe lagoon and wharf, the ship must stay at sea and use whaleboats to unload cargo and passengers.

To the Southern Group (Aitutaki, Atiu, Mitiaro, and Mauke): A somewhat larger ship, the Maungeroa of the Tapi Taio Company, visits the closer islands—150 or so miles from Rarotonga.

Western Samoa

A delightful destination even if you don’t go to sea. For one elusive but wonderful opportunity write well ahead of time to the Office for Tokelau Affairs, Apia, Western Samoa and ask about the sailing dates of their chartered ship. It carries 12 cabin and 68 deck passengers on a voyage of eight to nine days and stops at each of the three atolls—Fakaofa, Nukumonu, and Atafu. None have ports, so the ship must stand off while whale boats negotiate the openings in the reef to pick up the only export, copra. Good luck to you. I’ve come close but never been successful. I keep trying.

The Kingdom of Tonga

Polynesia’s oldest monarchy consists of three main island groups—Tongatapu, the capital, Ha’apai, and Vavau.

To Ha’apai: This archipelago scattered over a large stretch of the sea about 100 miles north of Tongatapu consists of dozens of low-lying atolls. Lifuka is the administrative center. To get there by sea, check with the Shipping Corporation of Polynesia in Tongatapu and ask about the Olovaha. This ship—more inter-island ferry than cargo ship—sails from Tongatapu every Tuesday and fetches up in Lifuka 12 hours later.

The same ship leaves Lifuka in the evening and arrives at Vavau the following afternoon. I’m sure you’ll agree with the yachters who have found Vavau. They know a good thing when they see it.

The total land mass of Fiji’s 332 islands comes to about 8,000 square miles. By South Pacific standards, it’s a big, diverse country, and there's much to see and do among her beaches, mountains, towns, and cities. The harbor at Suva always has many trading vessels, inter-island boats, and copra ships tied up at the docks. As in Tahiti, walking aboard and discussing things with the captain is easy.

In Nadi, on the other side of the island from Suva, everyone knows about the glamorous cruise boats that sail off to the dozens of idyllic islands of the Yasawas and Mamanucas. However, the better and much less expensive choice is the Kaunitoni, from Suva to the Lau Group (east of Fiji, towards Tonga). On its 10-day run, the Kaunitoni makes about 12 stops at green and volcanic islands to deliver cargo and pick up copra. While the ship provides no food, cooking facilities and utensils are available.

In Port Vila on Efate Island, the capital of Vanuatu, the harbor is right in the center of town, and the vessels tied up there are available for examination. Ask around the piers about the Konanda, the Lali, and the Onma II. These and other ships like them are on the elemental side. Still, for few dollars a day, simple meals included, someone will take you to remote outer islands—places such as Malekula, where they were killing and eating each other as late as 1930, and Pentecost island, where men tie vines to their ankles and leap out of trees. You’ll be taken ashore by canoe to other islands where you’ll be stared at, smiled at, and given the chance to buy some good carvings. The outer islands of Vanuatu will stay in your memory forever.

The Solomon Islands

Honiara, on Guad-alcanal, the capital of this independent nation, offers visitors all amenities but few tourists are seen. If this is the capital, think what the myriad outer islands are like.

Go to the Coral Sea Shipping Company and ask about the sailing of the Iuminao. This ship, carrying 50 deck passengers, also has two first-class cabins, but meals are not provided. Think of it as camping in an air-conditioned cabin with a small refrigerator and a full bath. Food is easily purchased at Honiara shops. On its 3- to 4-day voyage to Gizo in the Western Provinces it makes 11 stops—all picture-postcard quality.

For other ships to remote areas visit the local yacht club in Honiara and talk to some of the members about other destinations. Maybe, as once happened to us, you’ll be invited on short cruise.

Papua New Guinea

The eastern half of the second largest island in the world includes a cluster of islands off its north coast—New Britain, New Ireland, Bougainville, Manus, The Trobriands, and scores of smaller islands. These areas, as well as the north coast of New Guinea, offer everything an adventurer or escapist might want, and one can expect a good meal, a cold drink, and a fair bed every night.

Ships can easily be found. We’ve sailed away on several of them just by approaching the captain. Ask about trips up the Sepik River, to the Trobriands, New Britain, Samarai—almost anywhere they go. Fares are reasonable, and some of the ships are quite comfortable. So it goes in the South Pacific.

The 2,100 “tiny islands” of the Pacific, mostly north of the Equator, are scattered over three million square miles of the sea between Hawaii and the Philippines and make up four new countries: The Republic of the Marshalls, The Federated States of Micronesia. The Republic of Palau, and The Northern Marianas Islands. Accommodations and food are reasonable. People are friendly. English is spoken. There are no unusual health problems. And American currency is used.

Some seasonably comfortable Government Field Service ships sail to some of the world's most remote, often exotic, islands.The best places to find the ships are Pohnpei, Yap, Majuro, and Palau. You’ll sail away with a collection of island administrators, doctors, a judge, or maybe even a dentist on working voyages. Check with the Field Service Office in each of these places. You just have to be on hand when a ship is in port. Shipping offices rarely reply to people requesting space or information.

For those who do not wish to book directly with shipping companies, Maris Freighter and Specialty Cruises and Maris Freighter Club Int'l offers a variety of voyages to many destinations. You can go from island to island. You may cross the ocean 1-way. You may even choose from around-the-world cargo ship cruise options.

TOM BOOTH is a retired dentist who, in the process of practicing his profession, lived and worked in California for years. Then, with two grown sons, he and his wife have lived, worked, and traveled in the Congo (Zaire), Australia, the South Pacific, Europe, Guam, and Hong Kong. All of this has contributed to his enthusiasm for writing. He is a member of the North American Travel Journalists Association and lives in Eugene, O R.

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Maldives By Tramp Steamer

The Maldives in the Indian Ocean. Tab Hauser photo

Tramping around the Maldives By Cargo Ship

By Donna Richardson

A boy on deck in the Maldives sunset. photos by Donna Richardson.

Sailing on the high seas is the best way to see the real Maldives, writes Donna Richardson, who undertook an epic adventure aboard a Maldivian cargo vessel to the southernmost tip of the country.

The notion of traveling by sea may conjure up images of travelers in the early 1900s who spent days on the ocean in order to reach their journey’s end. Back then, traveling was as much a part of the trip as arriving at the destination itself.

Captain in the cockpit.

Independent travel is challenging in the Maldives, especially for women. After all, it is a country which, until a couple of years ago, restricted movement by boat even in one atoll – never mind across half of the country.

First Female Western Traveler

Yet I became the first independent female western traveler to charter a Maldivian cargo vessel across more than five atolls, through pristine and unspoiled waters.

Bound for Addu Atoll, the former home of the Royal Air Force (RAF) base at Gan in the far south, the journey took three days and spanned some 450 km.

As an expatriate living in the Maldives– I simply made a few inquiries at the docks close to the Fruit and Vegetable Market in Male’. There are a few safari boats that create a similar experience, without the rough edges, but expect to pay at least US$2,000 compared to US$36 (MRF300) per round trip; less than 12 US dollars a day.

Less than 12 hours later I found myself boarding the cargo vessel with two dozen other Maldivian ‘stowaways’. The ship’s mission was to transport a cargo of fruit, vegetables, household goods, and consumables across the Gaafu Alif and Addu Atolls and the crew didn’t mind a few passengers aboard to subsidize their wages. As the only westerner on board, I was given the only cabin on deck and the best china mug and dinner plate.

New horizons, faraway shores

I awoke at 5.45 am as new dawn broke over the Vaavu Atoll. The first rays permeated through a blanket of dark clouds, revealing the shining glory of a new day. The infinity view of the open ocean filled me with the spirit of adventure as I imagined new possibilities away from the choking smog and suffocation of Male’ – one of the most densely populated islands in the world. I felt an overwhelming sense of freedom as the sun rose higher into the sky, its warm rays beating down on my skin.

Best Line Cargo boat.

The first day involved continuous sailing through Vaavu, Meemu, and Laamu atolls. Positioning myself at the helm of the ship, I whiled away a few hours reading Robert Louis Stevenson. Each time I glanced up, emerald islands, fringed with white sand and glorious turquoise lagoons, gleamed in the sunshine, reminding me I was living my own “Treasure Island” adventure.

Each island had its unique shape and character. I wondered about the people who lived there and imagined myself as a castaway on these islands.

The blazing sun moved across the sky as we entered the government’s newest ‘tourism zone’ – Laamu. From a distance, the unspoiled beauty of the uninhabited islands was not lost upon me. As transportation networks open up to cater to mid-market tourism, many guest houses are planned, and at the time of my journey, the luxurious Six Senses Laamu resort had just opened, offering beds at US$600 a night.

The sleeping quarters under the deck of the tramp steamer.

In contrast, mid-market options will see options start as low as US$50 a night. The region is now served by several airports and ferry networks, making it an ideal backpacker destination. We sailed for hours without a single island in sight.

The Laamu atoll is separated from the giant Huvadhoo Atoll by a 90 km wide stretch of water known as the One and a Half Degree Channel (Huvadhoo Kandu). This broad channel divides the northern and central Maldives from the southern atolls and is said to be the safest place for ships to pass in the Maldives.

Between atolls, the Indian Ocean stretched infinitely into the distance. How liberating it felt to be at sea, appreciating nature in its truest form. To fathom the Indian Ocean’s vastness; the subcontinent of India and Sri Lanka in the North constitutes the largest landmass and to the West lies Africa and to the east Indonesia and Malaysia, and to the south the Chagos archipelago.

Dolphins and making new friends

Suddenly a dolphin flipped playfully against the boat, followed by another, and another. A group of small boys ran to the bow and yelled excitedly. I watched as a playful pod of dolphins splashed in and out of the waves. As they squealed in delight and their enthusiasm was so infectious that I joined them for this once-in-a-lifetime experience.

Watching the intelligent creatures’ spin acrobatics in the air, and then disappear under the waves chirping away, was purely magical.

The boys – -Shami, Shau, and Libfa, from Dhaandhoo were keen to practice their English skills. I learned that, in the islands, children spend their time exploring, swimming and having fun outdoors; unlike kids in the west who spend much of their time playing on video games.

As we chatted and played on the deck, the sun lowered over the islands, casting shadows on the waves and announcing the call to prayer. The children said goodbye, and I sat on the deck watching the moon seemingly rise out of the sea.

A night under the stars I watched people climb up to the uppermost deck to pray in the small mosque area, where a simple prayer mat was pointed in the direction of Mecca. How different to the islands where five strict calls to prayer are announced by loud minarets. At sea, there appeared to be no social graces. Passengers were able to observe their religion discreetly.

Supper consisted of a delicious fish curry, which I ate at the captain’s table alongside the senior crew. The first officer’s wife joined us. All of them were keen to practice their English skills and tell me about their lives at sea.

After supper, I returned to the deck to stargaze. The velvet sky was filled with millions of stars shining like sparkling diamonds, forming a stark contrast to the fathomless inky black sea. This was illuminated only by pale moonlight on the waves and the blinking lights of faraway vessels on the horizon.

Maldives mom.

Here I lay, mystified by the cosmos. I’d never seen so many stars in my life. In the early hours, just before dawn, fate conspired to reveal the magnificent Southern Cross, the brightest constellation in the southern hemisphere, and then the rhythm of the ocean rocked me to sleep.

Island hopping and local life

The sun’s warm rays roused me as we motored into the island of Dhaandhoo. A stunning pink sky illuminated the exotic landscape. As the crew offloaded the island’s supplies, I took the opportunity to explore my new surroundings. Walking along a barren beach, I witnessed the sun rise from the sea and out of dark clouds, a wild bird flew. It was a poignant moment.

Beyond the jutting palm trees, I observed local life in action. Women swept their yards and collected water from traditional wells as their husbands prepared for work on the fishing boats. A little old woman pushed a wheelbarrow onto the beach and then casually offloaded a pile of rubbish into the sea. Upon closer inspection, I saw much rubbish on the beach, which somewhat spoiled my idyllic image of the island.

Exploring further, I also noticed evidence of reclamation –the artificial creation of space on this tiny island of 800 inhabitants and growing, was needed to accommodate future generations. It took just 20 minutes to circumnavigate the island perimeter and we then set sail to our next destination – the local inhabited island of Gemanafushi. Here, I was invited into a beautiful coral cottage by a local family. Inside was humble but cozy.

bird-in-flight

Family photographs adorned the wall. We sat on an undoli (giant swing) in the center of the room, chatting and sipping tea. My guide then took me to the local school, hospital, and council offices, where I was introduced to local teachers, doctors, and politicians.

Fishing and boat building form the backbone of the island’s economy. Many of the 1,300 islanders are employed by the nearby Park Hyatt resort. There is a connecting ferry to the resort for workers. The resort also brings tourists to the islands.

On to Kanduhulhudhoo

Our next stop was Kanduhulhudhoo. During the journey there I struck up a conversation with a native islander – a 16-year old girl called Nashfa who told me about her island village – a little oasis, pristine and unspoiled by the outside world. Here islanders live a simple life in quaint coral cottages, handed down through generations.

This cargo boat is one of the island’s few connections to the outside world. As we navigated the coral harbor locals ran to greet us; waving and cheering.

Nashfa met her father and I visited the local shop to pick up some supplies.

A quick exploration of the island unearthed a small unspoiled beach where I sat with my feet in the water watching local children play in the lagoon. Baby reef sharks and tropical fish darted back and forth between the coral and a traditional dhoni floated past a picnic island. I soaked in this tranquillity before returning to the ship.

Crossing the Equator

Back on the boat, Ekbal, the Bangladeshi chef taught me how to fish. We tied four long lines to the back of the boat, cast them out, and waited for a result. It took a few attempts but we managed to reel in a grouper fish and a small tuna. Leaving the Gaafu Dhaalu islands behind, we began to cross the Equatorial Channel, just a few nautical miles from the Equator, beyond which lay our destination of Addu.

We marked crossing the equator by eating our fresh catch from earlier on the top deck in the ocean breeze. My eating partners were a recently married young couple from Gaafu Alif who were visiting family in Addu. The husband was 22 and his wife 19. They met in the local shop and married six months later.

I also spoke to a businessman who imported sea cucumbers between the Maldives and China – where it is somewhat of a delicacy. He told me he made this trip from Male’ to Addu at least once a month. Originally from Gan, he spoke in a slightly different dialect to the other Maldivians I had met and told me this was due to many years of separation between the islands.

sleeping-deck-boat

The southern states began to evolve their own language and culture and even formed an unsuccessful attempt at independence with the movement to create the Suvadive Republic. He told me that Adduans have a particular fondness for the British who occupied an air force base there up until the 1970s.

We arrived at Gan two hours earlier than expected. I gathered my things and bid farewell to the friends I’d made as the crew unloaded the remaining supplies at the Feydhoo harbor. Even in the dark, Gan was noticeably quite unlike anywhere else in the Maldives.

One legacy left by the Brits is a long causeway stretching along the island enabling movement by taxi and moped, yet it had a calm air as opposed to Male’s incessant noise – and plenty of open space and trees.

I flagged down a taxi and set off to the Equator Village resort, looking forward to a shower and a good night’s sleep in a comfy bed. I could not wait for my backpacking adventure to begin.

Donna Richardson

Donna Richardson lives a life on the open sea.

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tramp steamer travel

Can I still take a tramp steamer these days?

I’ve been reading a lot of old travelogues these days, and I’ve been struck with this odd desire to take a tramp steamer to somewhere far-off and exotic, and do typical bohemian tramp-steamer things, like sit out on the deck and chit-chat with my fellow tramps. However, I imagine that practically all scheduled international transport happens via air these days. Still, I was wondering: apart from things like vacation cruises and hitching rides on cargo ships, do they still have scheduled passenger ships going across the ocean, à la Lusitania , only without the unfortunate torpedoing?

I hear this one is really awesome. I know someone’s parents who did it. I think they have first class cabins but it doesn’t look like they have a steerage class. It is a real working cargo ship and is the main link to 32 ports of call on the western coast of Norway.

There’s this one which is an inter-island cargo ship that hits all the obscure islands in French Polynesia. I hear it’s very primitive. Most of the islands don’t have docks so you have to take the smaller landing craft that deliver goods to the villagers on the islands.

I’ve personally taken a cruise on a cargo/passenger ship up the Amazon. It cost something like $28 (well, I could be mistaken, but it was very, very cheap) for a 5 day trip. You have to supply you own hammock to hang on the huge open air passenger deck. It’s actually pretty boring and flat and loses its romance after a day or two. It’s also hotter than fuck. I did however see both pink and grey Amazon river dolphins.

Local ferries yes, but otherwise no.

The Cunard ships still seem to do transatlantic crossings . The Queen Elizabeth 2 is making its final crossings this year, while the Queen Mary 2 is starting to make them and the Queen Victoria appears to be making longer ocean voyages.

My understanding of the “tramp” in tramp steamer means that its is a ship with no regular route. A “tramp” steamer travels from port to port, taking such cargo jobs as present themselves.

A “steamer,” I wold think implies a steamboat, which I imagine you would be hard pressed to find these days.

But, since your question as I understand it is “Can I ride along on a cargo ship as a passenger with no definite destination?” Possibly, but I doubt it. But I only came here to say the bit about the “tramp” in "“tramp steamer”.

A moment’s Googling finds several companies that arrange worldwide travel on cargo ships.

http://www.google.com/search?hl=en&safe=off&client=safari&rls=en-us&q=container+OR+cargo+ship+passenger&btnG=Search

You will note that the OP said: “apart from things like vacation cruises and hitching rides on cargo ships…”

My son in law was 1st officer on a cargo ship that mainly sailed from England or Holland, called in at ports in France, Spain, Portugal, North Africa, South Africa, Australia, New Zealand, The Philippines, Honk Kong, Japan, Taiwan, Singapore, then back to NZ, OZ, South America, Panama and sometimes some US ports then back to the UK. This took 3~4 months.

They regularly had paying passengers with them. Most were demented with boredom after a couple of weeks and called it a day at some major port and flew the rest of the way or went home.

I don’t really understand what you are looking for. You seem to want to travel on a scheduled passenger ship but that is not what travelling on a “tramp steamer” was about. You actually exclude “hitching rides on cargo ships” but this is exactly what being a passenger on a tramp steamer was about except that, as kdeus says, a tramp steamer had no fixed route.

Just was talking with a cousin that was merchant marine back in the 50s, and he said the tramp steamer thing he was familiar with was someone asking a member of the crew where they were headed next, and if they wanted to go there then they would talk to the captain or first officer to see if there was room. They would occasionally get someone who wanted to work for passage instead of pay. If it was a privately owned vessel that could be negotiated but for company owned vessels it was usually not done.

:slight_smile:

Not a steamboat in the Mark Twain-era paddlewheeler sense, but any steam powered ship, so designated by the SS before the name. Here is a modern cruise ship powered by steam.

Ah. I misused the terminology here. Please pardon my late-night vocabulary mangling.

Oh no, they definitely don’t have steerage class anymore. It used to be a fairly common means of transportation for the people who live along the coast, calling in at a lot more ports and offering deck passage and cheap cabins as well as more luxurious accomodations. Now the ships are cruse-ship quality and most of the passengers are really taking a one-way cruise, to see the sights and enjoy the journey, not to get somewhere. It’s no longer a cheap way of getting around, and the rustic romance factor is way gone.

I think at least a few of the ships are still carrying some cargo, however…

That’s a shame; I was looking for a way to get across the ocean that was a) cheaper than taking a plane, and b) had the added factor of being a cool story to tell when I get back (“That time I hitched a ride on an oil tanker across the Atlantic”). Alas, unless I’m able to sweet-talk some Norwegian cargo captain, I guess I’m taking a plane both ways.

So the literal answer to the OP is probably “maybe, but more likely to be found in the Third World.” In the civilized world, working freighters probably hew more closely to established routes (hence fewer cargos of opportunity), and probably are leery (for liability and other reasons) of taking on civilians. There are of course the “adventure tourism” type freighters equipped with passenger facilities too.

Here’s one that looks pretty cool:

Why? You want be like Jack Dawson.

I’m sorry. “Taking a tramp steamer” just sounds … nasty.

I knew someone that did it about ten years ago. He got a passenger ticket on a working cargo ship from somewhere on the U.S. east coast (NYC maybe but I don’t remember), over to the Mediterranean (stopped in Italy, Greece, Egypt, Israel, Cyprus, etc.) and back to New Orleans.

The ship was on a pretty definite schedule, so some stops were only for a few hours, while others were for a couple days. He was the only passenger, they apparently don’t have many.

He had a grand time - the crew took him ashore in Livorno to see their families, the food was tremendous (I think he gained 25 pounds), he skipped a couple stops to spend a few days in Israel (which was his primary destination), it was a very peaceful trip.

I’d recommend it for an unusual vacation.

It wasn’t particularly cheap, however.

It’s probably too late to sign up with these guys , and it’s not cheaper than flying.

Here is the best single source of information about freighter travel today. It has an abundance of links to further information. My son actually looked into it as an alternative to flying to the Philippines (he is at high risk of DVT), but it’s definitely more expensive than flying, in addition to being far slower.

The 8 Best Travel Steamers

tramp steamer travel

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When it comes to traveling, wrinkled clothes are nearly unavoidable. Sure, you could use that iron in your hotel room or bring one along, but irons aren’t the best at removing wrinkles from every type of fabric. That’s why we “stan” with travel steamers. 

Hotels and rental properties typically have an iron on hand, but we’ve seen a major lack of steamers–even among the 5-star chain and boutique properties. So, it’s good that companies have been shrinking their steamers to be more travel friendly. 

Travel steamers come in various sizes, have different water capacities, and heat at different rates. Below, we’ve listed our favorite travel steamers, including a few we’ve tested, some for the international traveler, and those that don’t take up too much of your precious suitcase space.

  • What to Look For

Why Trust Tripsavvy

Best overall, homeasy travel clothes steamer.

Affordable, easy to hold, and heats in 25 seconds

Brush attachment

It breaks down into two parts for packing

150-milliliter water tank for 10 minutes of steaming

It doesn’t stand up on its own 

We’ve been using the HOMEASY Travel Clothes Steamer for our personal travel for quite some time, and we couldn’t think of a better steamer to be our “overall pick.” This affordable steamer has an easy-to-hold design. In fact, the handle is also the 150-milliliter water tank that offers up to 10 minutes of steaming. On our last trip, we steamed about four pieces of clothing before refilling the water tank. 

The HOMEASY Travel Clothes Steamer is ready to steam in about 25 seconds but can also be a dry iron if you prefer those hard straight lines on a collared shirt. There’s an included brush attachment, and the cord is 6 feet long. If you need to set the steamer down mid-steam, keep in mind that it is top-heavy and may fall forward. 

Our favorite aspect of the steamer? It can be broken into two pieces and placed between packed clothes and shoes.

Water capacity: 150 milliliters |  Heat time : 25 seconds |  Weight:  2.19 pounds |  Cord length : 6 feet

Best Budget

Pursteam handheld steamer.

Affordable and excellent handheld design

The power cord is 8 feet long

130-milliliter water tank capacity

Shuts off when water tank is empty

Not very compact

Only 800 wattages

It takes a minute and a half to heat up

You asked for the best budget travel steamer, and we found it: the PurSteam Handheld Steamer. It may not be a very compact travel steamer, but it provides a decent water tank with a 130-milliliter capacity for the price. And when the water runs out, the steamer turns off automatically, preventing any accidents that might occur. 

Unfortunately, you’ll have to wait 90 seconds for this steamer to heat up, but when it does, you’ll have 8 feet of cord length to move about your accommodations, steaming clothes where you see fit. 

Portable travel steamers tend to have wattages between the 700 to 850 range, so it’s not abnormal that the PurSteam Handheld Steamer works on only 800 watts. We’d be surprised if you got 10 minutes of steam time, as the brand advertises, because, with that low wattage, you’ll have to steam for longer because the creases and wrinkles will be harder to remove—just something to keep in mind.

Water capacity: 130 milliliters |  Heat time : 90 seconds |  Weight:  3.78 pounds |  Cord length : 8 feet

Best Splurge

Steamery travel steamer.

On and off switch, and it stands sturdily on its own

Steam and iron in one 

Steam only releases when you press the button

Shuts down automatically after 30 minutes of inactivity

90-milliliter water tank 

We had a chance to test the Cirrus 3, the newest in the line of STEAMERY travel steamers. This steamer doubles as an iron and is perhaps one of the sleekest on this list. It also has an incredible steam power that works wonders on wrinkly clothes. 

The Cirrus 3 has an on/off button that we had to press after plugging it into the outlet. A light flashes around the steam button for about 30 seconds as the steamer heats up. When it’s ready to steam, the light stops flashing. We were able to steam two to three items on a full water tank, depending on how large and wrinkled the clothing items were. 

To steam, we had to press and hold the steamer button. When we paused or needed to exchange one clothing item for another, we released the button, and the steam stopped. The steam button, combined with an anti-puff feature–which minimizes water leakage–ensured that the water in the tank dispenses only when needed. In fact, water never leaked during our testing. Because of these two features, the steam time produced from Cirrus 3’s 90-milliliter water tank (which is on the small side) extends to match steamers with larger tanks. 

On testy wrinkles and to make clean lines, we used the iron plate and the included pad. The iron plate gets incredibly hot and had no issue against tough creases. We appreciated that the steamer stands independently without falling over and comes with a rubber cover for the iron plate. And if we ever forget to turn off the steamer, the auto shut-down feature will turn the machine off after 30 minutes of inactivity. 

While it may be pricey and is not the most compact steamer on this list, the Cirrus 3 removes wrinkles more effectively than some cheaper, smaller versions we’ve tried. Business travelers and those who like to look sharp on vacation would be wise to buy one.

Water capacity: 90 milliliters |  Heat time : 30 seconds |  Weight:  1.9 pounds |  Cord length : 7.5 feet

Most Compact

Chi steam handheld steamer.

Ready to steam in 35 seconds

10 grams of steam per minute

Save water and steam with the steam button

Thin and lightweight design, perfect for packing

Small water tank

Only 800 watts of power

Remember the CHI hair straightener we were all obsessed with? CHI now offers a travel steamer: the CHI Steam Handheld Garment Steamer. We chose this steamer as the most compact travel steamer because of its design. Although it’s 10 inches in length, it’s thin in shape, so you can easily slip it into a travel tote or on the side of your suitcase, and it won’t take up much room.

Because of the shape, there are some drawbacks to this steamer. CHI doesn’t provide the water tank capacity, though it doesn’t look that large, and the brand advertises that you only get five minutes of continual steam. CHI mentions that the steamer outputs 10 grams of steam per minute, but it’s such an odd measurement that we’re not sure how to translate that for you.

You’ll have to press and hold a steam button to release steam. This should help with conserving some water. With only 800 wattages of power, it’s not the strongest steamer on the list, but it’s small and light enough to barely take up any room in your travel bags. It could be an excellent travel choice if you’re willing to refill it occasionally and take your time steaming.

Water capacity: Not listed |  Heat time : 30 seconds |  Weight:  1.1 pounds |  Cord length : 6 feet

Most Versatile

Hometop handheld steam iron.

1300 watts of energy

It heats in 40 seconds and has a 150-milliliter water tank 

15 minutes of steam time

It works as a steamer, dry iron, and steam iron

Suggests distilled water 

We understand that some folks aren’t ready to move on entirely from irons, so we put the HOMETOP Professional Handheld Steam Iron on this list. It may look like a longer, thinner iron, but this product functions as a steamer, dry iron, and steam iron.

With a 1300 wattage capability, this travel steamer has a phenomenal energy output and should easily remove wrinkles. Combined with the 150-milliliter water tank, you should get up to 15 minutes worth of steam time. And if you run out of steam, you can immediately begin dry ironing with the iron plate. It may not be the most compact travel steamer on this list, but it’s surprisingly lightweight.

Our only hang-up is that it suggests you use distilled water, which isn’t feasible when traveling. Of course, the brand advertises that tap water is fine if you properly clean water out of the water tank–but even then, the product may not last as long as if you used distilled water.

Water capacity: 15o milliliters |  Heat time : 40 seconds |  Weight:  2.5 pounds |  Cord length : 7.5 feet

Quickest Heat Time

Bear travel steamer.

Affordable, compact size, and additional brush tool included

Impressive 1000 wattage

It takes 10 seconds to heat up

No leakage no matter the angle

The water tank is only 120 milliliters

Some travelers like to go, go, go and don’t have the luxury of a lot of time to steam their clothes. After 10 seconds, the Bear Travel Steamer will be ready to attack those pesky wrinkles on your travel ‘fit. That’s a speedy heating time for such an affordable travel steamer.

We’re also impressed by the steamer’s 1000 wattage. A 120-milliliter water tank capacity is in the average range, but we’re not sure if the wattage and water tank capacity could result in 10 to 15 minutes of steam time, as the brand advertises. Customers back up this hunch, noting that they must refill the tank often. Still, the brush attachment is a bonus, and the compact size means it won’t take up too much space in your travel bag.

Water capacity: 120 milliliters |  Heat time : 10 seconds |  Weight:  1.4 pounds |  Cord length : 6 feet

Best for European Travel

Rowenta hand-held garment steamer.

150-milliliter water tank, and the cord is 9 feet long

Ready to use in 45 seconds

Works with both 220 and 120 voltage

Includes fabric brush, steam bonnet, and door hook

Somewhat bulky

Love to travel to Europe? We do too. But on our last trip to Germany, we fried a travel steamer because it wasn’t designed for 220 voltage. We should have come prepared with a dual voltage steamer–like the Rowenta Xcel Steam Travel DR7051 Hand-Held Garment Steamer.

In Europe, appliances run on 220V, and in the U.S. and Canada–it’s 120 voltage. Most travel steamers bought in the U.S. are designed for 120 voltage, so if you plan to visit Europe, you will need a dual travel steamer, like this Rowenta. Not only does it work at home and abroad, but the steamer offers a 150-milliliter water tank capacity and heats up in 45 seconds.

You’re not limited with a 9-foot cord, and you can utilize additional accessories like a fabric brush, steam bonnet, and door hook. Just make sure to leave room in your suitcase as this is a somewhat bulky travel steamer.

Water capacity: 150 milliliters |  Heat time : 45 seconds |  Weight:  2.5 pounds |  Cord length : 9 feet

Most Technologically Advanced

Conair 2-in-1 garment steamer.

Doubles as an iron 

250 mL water tank and a 10-second heat-up time

Four steam settings from low to turbo

The smart sensor stops steam when placed on a flat surface

Includes a bonnet, creaser, and 2-in-1 silicone band and bristle brush

Say hello to the Conair Turbo ExtremeSteam–a premium choice among travel steamers. It may be on the pricier end, but this Conair travel steamer doubles as a dry iron and is very technologically advanced. You only have to wait 10 seconds for the steamer to heat up before choosing among four steam settings–low, mid, high, or turbo. 

With 1875 watts of turbo steaming power and a whopping 250-milliliter water tank capacity, you can decrease and de-wrinkle quite a few vacation outfits before needing to refill. Conair advertises that you'll get only 10 minutes of steam time, but we'd wager you'll have a bit more. 

Accessories like a bonnet (for delicate fabrics), creaser, and a 2-in-1 silicone band and bristle (to stretch fabric tightly and remove wrinkles) are a nice plus. And if you set this steamer down to take a rest, a smart sensor will prevent steam from escaping, so you don't waste power, water, or steam. We'd say it was the perfect travel steamer if it weren't so bulky or pricey.

Water capacity: 250 milliliters |  Heat time : 10 seconds |  Weight:  3.39 pounds |  Cord length : 8 feet

What to Look for in Travel Steamers

You’d think that all travel steamers were the same size–small, compact, tiny enough to fit in a suitcase–but they come in all different shapes and heights. We’ve seen some the size of our hand and others similar in length and width to a woman’s size 7 shoe. Always look at the dimensions before buying. Consider travel steamers that break down into smaller pieces because they could be easier to pack. 

Travel steamers cost anywhere from $19 to $200. Those in the $20 to $50 range are usually of good quality. Of course, if you seek additional accessories or technological advances, check out the travel steamers over $75. 

Wattage may seem inconsequential for a travel steamer, but it’s not. A steamer’s power is measured in wattage. The higher the wattage, the more efficient it will be at releasing steam and removing wrinkles. At-home steamers typically have 1000 to 2000 wattage, whereas you’ll find that travel steamers have wattages that range between 750 and 850 watts. Lucky for you, we’ve included plenty of travel steamers on this list that are either at or above the 1000-wattage range. 

Steam time is dependent on the water tank capacity and wattage. Be wary of the steam times advertised by different brands. We’ve found in our own experience and reading reviews that they’re not always accurate. 

Travel steamers with 150-milliliter water tanks will last longer than those with 120 to 130-milliliter tanks. We’ve found that those with 150-milliliter water tanks will typically offer 10 minutes worth of steam time, though it could be slightly shorter or longer depending on other things like wattage, steam capacity (like if the steamer has a low setting versus a high setting), or if the steamer turns off when placed on a flat setting. 

Be wary of travel steamers that claim to last more than 15 minutes. It’s not impossible, but the compact size of a travel steamer alone would make us think this was unlikely.

We think a steamer is better because it’s a safer option on a wider range of fabrics. For instance, an iron’s soleplate can damage delicate materials like silk, but a steamer is less likely to. You also don’t need an ironing board or a towel to use a steamer, such as is needed with an iron.

Sometimes iron plates get so hot that they can melt certain materials on your clothes. The plate can stain another clothing item with that melted substance if not cleaned properly.

Of course, there are benefits to an iron compared to a steamer. An iron can remove super tough wrinkles and/or create strong, decorative lines on dress shirts and jeans. Thankfully, you can have the best of both worlds regarding steamers and irons, as many steamers double as irons with an added iron plate. 

A travel steamer can work in Europe and other countries, but you’ll need to check the voltage of the steamer before buying it. In the US, Canada, and Mexico, our appliances typically run on 120 voltage, while in Europe and other parts of the world, it’s 220 voltage. It would help if you bought a travel steamer like the Rowenta listed above that has dual voltage capabilities, or you’ll need to use a converter on a 120-voltage travel steamer to convert the voltage to 220 voltage. Trust us when we say you can’t just use an adapter with your travel steamer in Europe. A converter should do the trick, but if you want to be safe, just buy a dual-voltage travel steamer.

Author Alex Temblador is an outdoor and travel journalist who lives in Texas. In addition to working out–running, lifting, hiking, kayaking, and more–at least five days a week, Alex seeks out adventurous travels all around the world. Through her career as an outdoor and travel journalist, she has rappelled in Mexico, kayaked in Puerto Rico and Thailand, skied in Telluride and Montana, surfed in Zihuatanejo, scuba dived in Bonaire, hiked in Peru and Switzerland, and completed a one-day, 100-mile cycling event in 100-degree weather in North Texas.

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tramp steamer travel

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tramp steamer travel

Modern Tramp Design

In recent years the introduction of the cargo liner has dealt a heavy blow at tramp shipping, which was regarded as the backbone of the British Merchant Service. Technical improvements, however, promise partly to restore the tramp’s lost position in a rapidly changing shipping world

The Baron Haig was built for H. Hogarth and Sons

OUTWARD- BOUND FROM CAPETOWN. The Baron Haig was built for H. Hogarth and Sons , who have a large fleet of similar ships. A vessel of 3,391 tons gross, the Baron Haig is registered at Ardrossan Ayrshire. She has a length of 342 ft. 3 in. between perpendiculars, a beam of 48 ft. 7 in. and a depth of 22 ft. 8 in.

THE old- time seaman, steeped in the traditions of sail, would maintain that there was nothing in the job of designing a tramp steamer. One just built the hull by the mile, cut it off in lengths as required, inserted the engines and sealed up the ends, and that was all. Even the most hide- bound shellback, whose humour consisted largely of gross exaggeration, could not claim such a thing of the tramp of to- day, which has to be as carefully designed as any ship afloat, more carefully than many.

The demands of shippers are more exacting than they have ever been before and trade conditions more difficult. The life of such a ship under the British flag is approximately twenty years, and to look ahead for that period, considering the changes that have come about in the last two decades, is in itself a great problem. Guess work is tempting but risky ; if an owner is going to lay down between £8 and £10 a gross ton he must base the design of his ship on the most careful calculations possible.

The essence of tramp operation is that the ship must undertake to go into any reasonable port in the world, and many of these are in poor shape. There fore, no matter how pressing other considerations may be, it is always necessary to keep the draught of water light. Special features which would improve her on one route, and would certainly be embodied in a liner, would probably handicap the tramp on another route and are strictly debarred in favour of general features which will enable her to do reasonably well on the maximum number of routes. As the new ship, with her high cost, will have to compete with cheaply- run foreigners which have been bought second- hand, her machinery must be as economical as possible without incurring too high a first cost.

Every era brings its own problems, but at the present time the greatest is probably how to combat the cargo liner’s tendency to encroach on the field of the tramp, how to offer shippers and consignees as many of the liner’s advantages as possible without sacrificing any of her own. The wheel will doubtless turn in time, and. the tramp’s advantage of cheapness will be appreciated, but the modern tendency is for merchants to secure a quick turnover of their money by getting the smaller consignments delivered by the liners at frequent intervals. The essence of tramp shipping is that the ships deal only with full cargoes, which take some time to collect and to dispose of and which incur warehousing charges during either operation.

With modern conditions it is not surprising that the business of the tramp has diminished. The type which was regarded as the very backbone of the British Merchant Service , and the most valuable of all in wartime, has been greatly reduced in numbers since the beginning of the great slump in 1921. It is unlikely that tramp tonnage will ever be rebuilt to its old strength. The cargo liner has certainly come to stay, and for years to come the difficulty will be to keep the tramp type alive at all.

The authorities fully appreciate the danger, and when British policy was finally changed, and a measure of State aid given to shipping, it was the tramp side of the industry which received attention. By means of the loan scheme, which helped in new construction, provided two tons were scrapped for every one built, measures were taken to secure the building of new tramps of the latest type.

The most conspicuous post- war tendency in design has been the demand for a much bigger ship. Before 1914 the most popular size of tramp steamer was the “handy” size, somewhere between 4,000 and 5,000 tons deadweight, but now only a small number of such vessels are being built. Generally such ships are able to secure only low rates from the charterers, so they have mostly been sold to the cheaper flags to be run with their expenses cut to the bone. The new ships are generally built with a deadweight capacity of between 8,000 and 10,000 tons deadweight, 9,200 tons being a popular size. Vessels of this size have a gross tonnage of about 5,000.

British shipping has to meet foreign competition in various forms, but it is rather striking that the most dangerous rivals, and the ones which run their ships best, have a tendency to disregard tramps altogether because they cannot afford to maintain them under their regulations. On the other hand, the poorer merchant services, which can offer transport at the lowest prices because

of their poor standards, generally concentrate on tramps and have no liners at all.

Every British ship, tramp or liner, is run according to a scale of manning, victualling and the like that has been agreed upon between the owners and the men, but many foreign rivals have no such scales and many others, although they publish their agreed schedules, make no effort to keep to them.

Importance of Fuel Costs

Numerous instances can be quoted. In 1933 the Latvians bought a British tramp and immediately reduced her crew by 33 per cent. They had no difficulty in securing seamen at £1 a month owing to the severe unemployment in Latvia. When it is remembered that the National Maritime Board scale for a British A.B. is well over £8 a month it is easy to understand what British shipping has to face.

The cheaply- run foreigner has to face two handicaps which give his rivals, under certain foreign flags as well as under the Red Ensign some opportunity. By far the most important is the question of fuel, for, although the older vessel burns the cheapest coal that can be bought, she burns an immense amount of it. Occasionally the owners receive State aid in the form of a contribution

towards coal bills, but not as a rule. The other handicap is insurance, for knowledgeable underwriters in their own interests handicap a ship which is obviously decrepit. Unfortunately this handicap is limited by several factors. First there are many underwriters who are not knowledgeable; secondly, there are many who are not free agents because of collective agreements; and, thirdly, the owners of such tonnage insure as little as possible and the burden generally falls on the cargo owners only. Up- to- date British tramps have to aim at the lowest possible fuel consumption to make expenses approximately equal.

It is necessary, however, for the owner always to keep in mind a careful balance, for every hundred pounds which he spends on the new ship in this search for running economy is shown in her accounts all through her career in the shape of overhead expenses. As the effective life of a tramp is rarely more than twenty years under the British flag, the owner must reckon on a 5 per cent depreciation being within the reach of his accounts.

The Ingrid Thorden is a Swedish vessel of 1,885 tons gross

A TIMBER SHIP’S LIST may be due to many causes in addition to the heavy deck load, but nearly all timber carriers develop such a list when entering port. The Ingrid Thorden is a Swedish vessel of 1,885 tons gross. She has a length of 262 feet, a beam of 42 ft. 8 in. and a moulded depth of 20 ft. 6 in. She was built at Gothenburg in 1920.

Twenty years is a long time to look ahead and the problem of the tramp would be greatly simplified if it were possible to build a ship calculated to last five years at a quarter of the present cost. Considerations of safety forbid this being attempted, even if it were feasible.

The owner, therefore, ties up a lot of money in an up- to- date ship. With her he will certainly save fuel bills and probably be able to run her with a smaller crew than an older ship, thus saving wages and provisions ; but he has the added anxiety that if she has to be laid up for lack of business it will be a heavier loss to him than if she were an old vessel of low value. The tramp is by the nature of her work always liable to be laid up for indefinite periods. It is always a scramble for the cargo that is being offered and there are bound to be times when there is no business.

It is true that the owner then lays up his ship at the minimum of expense, and that the liner owner has to keep his running whether she is full or empty; but the tramp has not the protection of the liner conferences and only recently have minimum freights been established in a few trades. This is a new principle whose fate is still in the balance.

The most obvious means of reducing running expenses are by improvements in the engine- room, and as the tramp is, for the moment at least, normally steam- driven, the remarkable improvements which have been effected by steam engineers come under review. The most modern tramp steamers burn appreciably less than half, on service often in the region of one- third, the coal demanded by a ship of similar size before 1914, and fuel is always the biggest item.

The standard cargo ship engine for nearly forty years was the three- cylinder triple- expansion engine of the simplest possible type. This was partly to keep the first cost low and partly because the engine- room labour of tramps was not always to be trusted with anything intricate. It was only after the war of 1914- 18 that the engineers, urged on by the wonderful progress made by the diesel , set to work and evolved various forms of steam engine which would have all the qualities of the old triple- expansion engine and be much more economical.

Costly Speed

There are any number of these devices on the market, some only a slight improvement and some revolutionary. Shipping has been so hard hit during the period when these improvements have been appearing on the market that the inventors have often been forced to prove their claims at their own expense. They have not hesitated to do so, either by installing their plant in ships of their own or else by fitting it on a “no cure no pay” principle, undertaking to make no charge if their claim for economy is not fully justified. No device, however ingenious, is an economy unless it raises the ratio of earning power to capital outlay. The faster tramp does not receive any higher rates than the slower one, although she may be able to get several more paid passages into the year. Also, speed may be costly, for while an increase from 10 to 12 knots is only 20 per cent, the faster ship costs roughly 70 per cent more to maintain.

To mention only a few modern devices out of many, the Lentz engine for ships of moderate power, using poppet valves and superheated steam, usually guarantees a fuel saving of from 20 to 25 per cent. In many ships an economy of 30 per cent has been obtained.

Such improved valves as Andrews and Cameron’s quadruple opening balanced slide valves save a lot of fuel. Turbo- compressors o n the Gotaverken principle secure an economy of approximately 17 per cent.

The Kirnwood, a vessel of 3,817 tons gross belonging to the Joseph Constantine Steamship Line

A MAIERFORM BOW was fitted to the Kirnwood , a vessel of 3,817 tons gross belonging to the Joseph Constantine Steamship Line . Improvement in hull forms is a remarkable feature of the modern tramp The Kirnwood was built in 1928, and has a length of 389 ft. 7 in., a beam of 52 ft. 6 in. and a moulded depth of 24 ft. 3 in. She is registered at Middlesbrough, Yorkshire.

There are several forms of improved reciprocating engine, including the C.M.E.W. quadropod engine, Stephens’s and others. Great interest has been aroused by White’s engine, a combination of high- speed geared reciprocator and geared exhaust turbine. It obtains an economy in steam consumption of from 36 to 38 per cent over ordinary triple- expansion engines and it is claimed that the initial cost is no higher. White’s engine is 25 per cent lighter, and is stated to consume at least 30 per cent less fuel than the ordinary reciprocator.

In the ordinary exhaust turbine fitted to so many tramps the reciprocating engine is of ordinary weight and type, driving the shaft direct. Only the turbine is geared.

Despite all these improvements, there are authorities who believe that the most useful machinery for the tramp is the triple- expansion engine with the fewest possible additions and refinements. Similarly, the simplest boiler plant is advocated, although most steamers nowadays have superheaters either in their original design or else installed later.

The tramp tries to buy her fuel in the cheapest market, and when she does secure a favourable quotation she will take in as much as she possibly can without interfering with her carrying capacity. Since the war of 1914- 18 many ships have been given dual firing, and are able to burn either coal or oil under their boilers so that advantage can be taken of whichever market is the cheaper.

The fitting of this appliance, which is not by any means elaborate, was encouraged by a number of strikes which made the supply of bunker coal uncertain, although the owners did not want to turn to oil exclusively with the possibility of its price going up. On many occasions the installation has been fully justified, but other owners have found that the oil- burning side is apt to deteriorate unless it is frequently used or given constant attention, which is difficult with a tramp’s small crew. In ships so fitted the coal bunkers are in their normal position, but most of the oil fuel is carried in the double bottom.

Improved Hull Forms

While all these improvements in the engine- and boiler- rooms tend to reduce the cost per horse- power exerted, it is an obvious economy to reduce the horsepower necessary to drive a ship through the water by improving the hull lines so that they reduce the friction without reducing the carrying capacity. The most up- to- date tramps embody as many improvements in their hull as in their machinery, and often more.

As the hull is always the most expensive item in a ship it is surprising that so little attention was devoted to tramp hulls for many years. The standard “cut off by the yard” form was considered to be good enough and to carry the maximum of cargo. Fine lines appeared only to be waste of hold

space, although if they reduced the necessary horse- power, and through it the fuel consumption, this waste could be made up from the bunker space which was saved. The liking for rectangular holds was partly due to the demands of the timber trade, but not entirely.

The idea of spending much money on tank experiments for every separate hull design was not considered. Such refinements were thought suitable for men- of- war or yachts, but a waste of money where a tramp was concerned. Nowadays all that has changed. It is fully realized that the hull can make as much difference to the ship’s accounts as the machinery, or more, and nearly every tramp of any size has her hull tested before it is laid down.

The Bank Line motorship Olivebank

BUILT AT GLASGOW, the Bank Line motorship Olivebank , of 5,154 tons gross, dates from 1926. Her owners, Andrew Weir and Company, were also the owners of the well- known sailing ship Olivebank , a steel four masted barque of 2,795 tons gross, sold to Norwegian owners in 1922 and acquired by Gustaf Erikson in 1924. The motorship, which is mainly employed as a cargo liner, has a length of 420 ft. 5 in., a beam of 53 ft. 10 in. and a depth of 26 ft. 6 in.

This has produced a hull which is far more sightly than the fashion of twenty years before. Forward the sides are given a flare which helps to lift the ship over the waves. Aft, where the lines mean much more to speed than they do forward, there has been a conspicuous fining which shows its influence in the wake when the ship is under way. Every effort is made to keep the propeller submerged when the ship is in ballast instead of letting it project out of the water to half its diameter, making a great thrashing of white spray and losing power. These features and improvements are comparable to the minor gadgets and fittings which improve the efficiency and economy of an ordinary triple- expansion engine. For the parallel to the latest machinery improvements we must turn to the Isherwood arc- form hull, the Maier hull and several others which are revolutionary in design, produce the necessary economy but cost a certain amount of money.

Streamlining to reduce the effect of the air resistance makes little difference to a tramp, but below water it is different. Not only is the resistance of the hull and its excrescences to the water reduced as far as possible, but also many devices have been evolved to increase the efficiency of the propeller by improving the stream of water in which it works.

The pro- propeller stern post was designed after long tests to remove anything which detracted from the efficient working of the propeller. By tapering the stern post on one side it was found that a substantial improvement was effected in the efficiency of the screw. In an ordinary ship with a right- handed propeller the stern post is tapered on the port side at the top and on the starboard side at the bottom.

The rudder is shaped to continue this effect — at the top slightly inclined to starboard and at the bottom to port, although its axis is vertical. By this means designers contrived to avoid direct resistance and its consequent eddy and disturbance in which the propeller cannot do its best work.

Somewhat similar in principle is the wing fin, in the shape of a small curved bilge keel which diverts the run of the water so that it reaches the propeller virtually square, and not in an upward direction as it is made to do by the normal stern lines of a ship.

Streamlined Rudders

Another interesting feature of that kind is the Star contra- propeller which in its original form was a fixed propeller with six fixed blades attached to the rudder post just abaft the screw. Later the projecting side blades were abolished and only the two vertical blades were retained in line with the rudder post.

This is fitted in the space between the propeller and the stern post, with only a few inches of clearance, and acts as a guide which greatly reduces the turbulence of the water passing the rudder, reducing the percentage of slip (wasted effort by the screw) and improving steering.

Steering and the rudder can have much influence on the economy of a ship. Many miles can be added to the ship’s run in a single day if she is yawing madly instead of steering a straight course, and it has been established beyond doubt that the single plate rudder in use for so many years is wasteful in many ways. Far more efficient is a streamlined rudder. Balanced rudders, in which part or the surface is forward of the axis, demand less power in the steering engine and consequently less fuel. The Oertz rudder is popular in modern ships and is fitted in some of the largest liners. Its cross- section resembles that of a fish, and it is completely streamlined.

While all these innovations improve the efficiency of the hull they also have a tendency to force up its cost, but nowadays the builder saves all the money that he can by standardization, not only in the various fittings which he puts into the ship but also in the hull itself, saving much money on such things as templets and patterns.

Among other establishments, the Burntisland Shipyard , on the Firth of Forth, has become famous for its “Economy” type of cargo steamer which was evolved after a thorough investigation into the problems of efficient ship propulsion. It is not a standardized type but is built in many sizes, with particular features for particular trades, such as the London coal trade.

The Queenmoor was built at South Shields

ONE OF THE MOOR LINE FLEET, the Queenmoor was built at South Shields, Co. Durham, on the River Tyne, in 1924. A vessel of 4,863 tons gross, she had a length of 405 feet between perpendiculars, a beam of 53 ft. 7 in. and a depth of 26 ft. 6 in.

Its principles are the most perfect possible streamline flow and the ideal inflow to the propeller. This reduces the fuel consumption, so that the ship carries more cargo, due to having smaller bunkers. The engine- room crew is reduced to the minimum and the owner has less trouble and expense, because of the absence of expensive gadgets which are likely to go wrong. The design claims an economy of about 30 per cent over previous standard tramp types.

Other shipyards have worked to the same end, and J. and C. Harrison, of London, were among the first tramp owners to get the full benefit. They ordered a large number of big ships when the shipbuilding slump was at its worst and the yards were willing to quote low prices.

These Harrison ships are not all sisters and, although their hulls are designed on the same general principles as the Burntisland “Economy” type ships, a good deal of money has been spent on special fittings.

Ever since the war of 1914- 18 enthusiasts have been trying to secure the general adoption of the diesel engine for the tramp, pointing out its running economy which is so important in ships of that type. For a long time they failed, for, while the running economy was acknowledged, the difficulty of persuading skilled diesel engineers to endure the discomforts of a tramp, and many other disadvantages, were quoted against it.

Recently, however, there has been a big change of opinion, and the majority of the tramps built under the British “scrap- and- build” cheap loan system have been motor- driven. Doxford of Sunderland, the originators of the old turret deck ships, have put an immense amount of research work into the production of a really efficient motor tramp and have evolved a standardized type, of 9,200 tons deadweight, which has been adopted by a number of owners on the north- east coast.

The main factor of the success of these ships has been that the firm has produced a standardized diesel which is not only simple for management by an average crew, but is also exceedingly compact, allows for larger holds at the expense of machinery space, and is made light by the use of welding.

Better Quarters for Crews

This Doxford diesel engine has three cylinders with opposed pistons. The explosion between the upper and lower pistons forces them in opposite directions simultaneously. The engine develops 1,800 brake horse- power on service, which is sufficient for a trial speed of 11 knots, and a sea speed of rather more than 10 knots on about 6 tons of oil a day for all purposes.

The great improvements during the last few years have increased the problem of personnel. A technically trained man demands better quarters and living conditions than contented the older type. There are still many tramps afloat in which there is a good deal to be desired in the topgallant forecastle forward, separated from the working positions of the crew by a fore well- deck which is liable to be swept by big seas. Some of the tramps recently built leave nothing to be desired, and the crew’s quarters compare favourably with the accommodation for which passengers paid a good price until recently.

The motor tramp Peebles , for example, has separate rooms for day men and night men, so that nobody’s sleep is disturbed. There are separate mess- rooms for the seamen and petty officers, separate wash- places with hot and cold running water and shower- baths, carefully arranged ventilation and a drying- room for wet clothes.

In the years which immediately followed the war of 1914- 18, the tramp market was flooded by a large number of ships which had been built by the Government to standardized design to counteract the German submarine blockade. These vessels are steadily disappearing, from the British list at least, and are being replaced by magnificent ships which bid fair to restore the tramping side to something of its old position in spite of the tremendous difficulties which the owners have to overcome.

GREEK TRAMP STEAMER built by Doxford and Sons as the Penrose in 1903

A GREEK TRAMP STEAMER built by Doxford and Sons as the Penrose in 1903. When sold to her Greek owners she was renamed the Adelphotes and registered at Andros. This photograph shows her at Pin Mill, near Ipswich, Suffolk. Of 3,882 tons gross, she is 350 feet long, 49 ft. 1 in. in beam and 23 ft. 10 in. in depth. She is one of the few surviving “turret deck” ships once popular.

You can read more on “British Shipping” , “The Peebles” and “Progress of the Motorship” on this website.

A cargo cruise may just be the cheapest way to travel the world

The INSIDER Summary:

• Cargo cruises offer a super cheap way to see the world. • They're not as popular or luxurious as regular cruise ships, but they have their charm. • A voyage costs between $65 and $125 per day, including lodging and meals.

There's no climbing wall or karaoke to be found. No uniforms or luxury restaurants. And there are only a handful of passengers. In other words, cargo cruises are a little bit different than your classic cruise ships.

On cargo cruises, passengers join crew members on monstrous container ships that deliver goods to ports across the globe. Aside from being a unique immersive experience, it's a way to see the world for a fraction of the cost of plane tickets or regular cruises.

Here's what you need to know before embarking on the open seas in a cargo ship.

To book a cargo cruise, you'll need to go through an agent that specializes in cargo cruise travel.

There's a reason you probably haven't heard of cargo cruises — most travel agents don't book them. You'll need to go through an agent that specializes in cargo cruise travel or get in touch with a ship's manager.

Freighter voyages usually require months of advance planning, but they rarely have set schedules. Arrivals and departures can depend on how long it takes to load or unload cargo, how busy a port is, and weather conditions. Sometimes, a departure window is given instead of an exact date. Bottom line: flexibility is a must.

It's cheaper (and cooler) than flying.

Cargo cruises cost between $65 and $125 per day, which includes lodging and three meals a day. Voyages usually last between 40 and 50 days, but some people opt for segmented trips that last a few weeks, leaving on a boat, disembarking at a port, and returning home by plane. 

For example, a round trip from the US to New Zealand lasts about 46 days. At $65 a day, that comes to just under $3,000 for a month and a half of all-inclusive, full-time travel.

It's not a luxury liner, but it's pretty great.

Taking pictures of my bike nearly replaced taking pictures of myself on my trip (much easier) but here is one pic from the CC Gemini with a goofy smile and huge overgrown beard. Only toward the end of the trip did I realize how easy it was to take a selfie on my 12-24mm lens. #cmacgm #cargocruise #freightercruise #freightertravel #dslrselfie A photo posted by @ytp84 on Dec 7, 2016 at 7:27pm PST Dec 7, 2016 at 7:27pm PST

Cargo ships are utilitarian boats. They don't have stabilizers, but with a big enough ship and a heavy enough load of cargo, you won't feel the waves. There are also lots of stairs, so hold on to the railings and wear sturdy shoes.

The accommodations are spacious and comfortable, as nice as those on regular cruise ships. And since container ships don't take more than a dozen passengers, there's plenty of room to spread out.

You'll have to keep yourself entertained.

Enjoying a New Years Eve with the crew of the CMA CGM Titus #cargocruise #rtwsa #roundtheworld #cmacgm #vancouverbc A photo posted by Starr Smith (@starrsy7) on Dec 31, 2016 at 9:45pm PST Dec 31, 2016 at 9:45pm PST

The crew is there to work, not entertain, but everyone on the ship eats meals together, which gives you plenty of great opportunities to chat. There's no wifi, and phone access is limited to a ship's single satellite phone, so make sure you come equipped with plenty of books, games, writing materials, knitting projects, or whatever will keep you occupied. There will also be gorgeous views of sunrises, sunsets, and constellations to marvel at. 

Most ships also feature  a rec room, bar, and swimming pool. Some even have a sauna and a gym.

Is traveling on a container ship for you? If you've got a flexible schedule and a sense of adventure, go for it.

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All aboard the tramp steamer! Vintage images reveal what life was like on board the vessels that transported British trade all around the world

  • Tramp steamer ships engage in irregular trade; unlike freight liners, they traded without fixed ports of call 
  • This black and white gallery shows the crew of the Tramp Steamer SS Eston carrying out their daily duties
  • They are also pictured during their down time reading, cooking, eating as well as queuing up for their wages  

By Miranda Aldersley For Mailonline

Published: 07:24 EST, 30 April 2019 | Updated: 08:17 EST, 30 April 2019

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These retro black and white images shed light on what daily life was like for crew members on board a tramp steamer merchant vessel in the early 20th century.  

The vintage gallery features men working on the Tramp Steamer ship SS Eston fulfilling their duties while sailing on the French coast. 

Pictured are a stoker loading coal into the ship's boiler, a helmsman steering the cargo vessel, the Captain checking his compass and the second mate on deck with a loud hailer.  

Other photographs illustrate the various activities they got up to in their spare time like reading, cooking and eating in the mess hall. The Captain of the ship is shown viewing the French coast from his binoculars. 

The tramp trade first took off in Britain around the mid-19th century; the dependability and timeliness of steam ships was found to be more financially viable than sail ships when conducting trade. 

As opposed to freight liners, Tramp Steamers do not have a fixed itinerary or published ports of call and trade on the spot market. 

The term Tramp for Tramp Steamer came from the British meaning of ‘tramp’ as vagrant and was first documented in the 1880s. 

Due to the explosion of liner services and also due to containerisation since the 1960s, the tramp trade has declined but has not completely ended.

The Tramp Steamer ship SS Eston and the Immo Ragnar are pictured at berth in the river Thames in Woolwich, London (1938). The weight of tramp ships stayed consistent between 1900 and 1940 at around 7,000 to 10,000 deadweight tons

The Tramp Steamer ship SS Eston and the Immo Ragnar are pictured at berth in the river Thames in Woolwich, London (1938). The weight of tramp ships stayed consistent between 1900 and 1940 at around 7,000 to 10,000 deadweight tons

Seven members of the tramp steamer's crew cooking in the SS Eston galley - the compartment where food is prepared (1935)

Seven members of the tramp steamer's crew cooking in the SS Eston galley - the compartment where food is prepared (1935)

Some of the crew on the SS Eston Tramp Steamer having a wash with buckets of water, helped by another crew member (1935)

Some of the crew on the SS Eston Tramp Steamer having a wash with buckets of water, helped by another crew member (1935)

The tramp steamer's first mate - the officer second in command to the captain and responsible for the safety and security of the ship - reading in his bunk (1935)

The tramp steamer's first mate - the officer second in command to the captain and responsible for the safety and security of the ship - reading in his bunk (1935) 

Crew members reading and writing as they relax in their bunks on the Eston Tramp Steamer. Sleeping quarters were cramped aboard steamers with little to no privacy, as four men shared a small cabin. Comfort was also minimal with the wall being the iron plating of the ship (June 1935)

Crew members reading and writing as they relax in their bunks on the Eston Tramp Steamer. Sleeping quarters were cramped aboard steamers with little to no privacy, as four men shared a small cabin. Comfort was also minimal with the wall being the iron plating of the ship (June 1935)

High waves from the choppy sea crest over the bows of the SS Eston Tramp Steamer during the night as the vessel sails to France (1935)

High waves from the choppy sea crest over the bows of the SS Eston Tramp Steamer during the night as the vessel sails to France (1935)

Crew members line up to receive their wages on pay day aboard the Eston Tramp steamer (June 1935)

Crew members line up to receive their wages on pay day aboard the Eston Tramp steamer (June 1935) 

The Captain of the British tramp steamer SS Eston is pictured in his cabin surrounded by his personal belongings (1935)

The Captain of the British tramp steamer SS Eston is pictured in his cabin surrounded by his personal belongings (1935)

The captain of SS Eston looks at the coast of France through his binoculars from the deck of the tramp steamer (1934)

The captain of SS Eston looks at the coast of France through his binoculars from the deck of the tramp steamer (1934)

The stoker of the tramp steamer SS Eston shovelling coal into the ship's boiler. The work was hot, dirty and dangerous (1935)

The stoker of the tramp steamer SS Eston shovelling coal into the ship's boiler. The work was hot, dirty and dangerous (1935)

The tramp steamer's full crew gather around the Captain (left) as he reads instructions while the ship is moored (1935)

The tramp steamer's full crew gather around the Captain (left) as he reads instructions while the ship is moored (1935)

Some of the crew members of the tramp steamer eating dinner in the ship's mess hall - the area were men would eat, drink and socialise (1935)

Some of the crew members of the tramp steamer eating dinner in the ship's mess hall - the area were men would eat, drink and socialise (1935)

A stoker of the ship shovelling coal into the furnace. The coal was needed for ships’ boilers and this increased a demand for the business for moving large amounts of Welsh coal to various seaports in Britain. Tramp ships became the main drivers of trade, transporting coal and finished products from British cities internationally

A stoker of the ship shovelling coal into the furnace. The coal was needed for ships’ boilers and this increased a demand for the business for moving large amounts of Welsh coal to various seaports in Britain. Tramp ships became the main drivers of trade, transporting coal and finished products from British cities internationally

A crew member watches the loading process as coal is placed in the hold of the SS Eston Tramp Steamer ready for shipping to customers around the world (1935)

A crew member watches the loading process as coal is placed in the hold of the SS Eston Tramp Steamer ready for shipping to customers around the world (1935)

The helmsman of the tramp steamer steering the ship (1935)

The helmsman of the tramp steamer steering the ship (1935) 

High waves breaking over the bows of the Tramp Steamer S.S. Eston as it sails around the coast of France (1935)

 High waves breaking over the bows of the Tramp Steamer S.S. Eston as it sails around the coast of France (1935)

Working on a tramp steamers could be dangerous, with high waves crashing against the ship during the rough seas and soaking the decks (July 1938)

Working on a tramp steamers could be dangerous, with high waves crashing against the ship during the rough seas and soaking the decks (July 1938)

The captain holds binoculars on the deck of his tramp steamer SS Eston. He is ultimately responsible for the safe navigation of the ship (1935)

The captain holds binoculars on the deck of his tramp steamer SS Eston. He is ultimately responsible for the safe navigation of the ship (1935)

The Chief Engineer in the engine room of the Tramp Steamer. He is responsible for all the operations and maintenance of all the engineering equipment throughout the entire ship, and supervises all the other engineering officers in the department (1935)

The Chief Engineer in the engine room of the Tramp Steamer. He is responsible for all the operations and maintenance of all the engineering equipment throughout the entire ship, and supervises all the other engineering officers in the department (1935)

Members of the SS Eston's crew observe the merchant Silver Pine cargo ship from the deck of their Tramp Steamer. Five years later in the war the Silver Pine was torpedoed and sunk by an Italian submarine 300 miles west of Ireland on a voyage from Liverpool to New York (1935)

Members of the SS Eston's crew observe the merchant Silver Pine cargo ship from the deck of their Tramp Steamer. Five years later in the war the Silver Pine was torpedoed and sunk by an Italian submarine 300 miles west of Ireland on a voyage from Liverpool to New York (1935)

The second mate - the third in command and a watchkeeping officer - of the SS Eston Tramp Steamer on deck with the loud hailer, which was used to signal presence or communicate with nearby boats (1935)

The second mate - the third in command and a watchkeeping officer - of the SS Eston Tramp Steamer on deck with the loud hailer, which was used to signal presence or communicate with nearby boats (1935)

The six-man band of the Tramp Steamer SS Eston play their instruments, including ukuleles, a guitar and an accordion on the deck of the ship in 1935

The six-man band of the Tramp Steamer SS Eston play their instruments, including ukuleles, a guitar and an accordion on the deck of the ship in 1935

A crew member observes the coast of France, which appears on the left hand-side in clear sight from the deck of the British tramp steamer SS Eston (1935)

A crew member observes the coast of France, which appears on the left hand-side in clear sight from the deck of the British tramp steamer SS Eston (1935)

The Captain of the SS Eston Tramp Steamer (centre) reads the compass on the ship's bridge. Captain's navigate the ship and are responsible for setting both the course and the speed (1935)

The Captain of the SS Eston Tramp Steamer (centre) reads the compass on the ship's bridge. Captain's navigate the ship and are responsible for setting both the course and the speed (1935)

Share or comment on this article: Pictures reveal what life was like on board vessels that transported British trade around the world

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Roni The Travel Guru

Moscow Metro – Part 2

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Have you been to Moscow ? In all seriousness, they have the prettiest metro stations I have ever seen and I still can’t believe how immaculate and lovely every station was. There are several different stations pictured below and this is the second of several posts where I will show you the beauty of the Moscow Metro. Did you see part 1 ?  There really isn’t much to say because I think the pictures speak for themselves. I have so many more pictures to share with you!

moscow metro

Have you ever been to Moscow? Is it someplace you have thought about visiting?

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She speaks fluent English, French and Spanish, and works for a major airline. And guess what? She’s also a licensed elementary teacher and has an MBA.

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This is the train STATION?? Oh my god… So gorgeous. Moscow has never even crossed my mind as a possible travel destination but this is gorgeous…Hmmm… LOL

I know, right? We spent several hours in the metro, just marveling at the beauty of each one. Thanks for stopping by!

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IMAGES

  1. Álvaro Mutis and the Tramp Steamer (review)

    tramp steamer travel

  2. 001--The tramp steamer M/S BERGANGER in 1937

    tramp steamer travel

  3. Tramp steamer 'Kentbrook' running... © Ben Brooksbank cc-by-sa/2.0

    tramp steamer travel

  4. Beached Tramp Steamer In Ireland. Photograph by Julian Walters

    tramp steamer travel

  5. The Tough Life On Tramp Steamer 'SS Eaton' In The Early Twentieth

    tramp steamer travel

  6. Tramp steamers passing a lighthouse stock image

    tramp steamer travel

VIDEO

  1. RC Tramp Steamer and Carlyon Bay

  2. RC Tramp Steamer

  3. Let's Go!💪 Tramp to Tyre to Special Delivery #ninjawarrior #obstacletraining #ninjawarriortraining

  4. Fallen London: Aboard a Tramp Steamer theme (iOS)

  5. Lindberg 1918 Tramp Steamer Video 2

  6. Tramp Steamer Edward Hopper( 4K UHD )

COMMENTS

  1. Freighter Travel Costs And Questions

    Frequently you can catch a "tramp" that has no fixed ports of call. Americans cannot travel between one U.S. port and another. From South America to Asia, the ships cross all of the world's oceans. CAN ANYONE TRAVEL ON A FREIGHTER? No. Usually, the upper age limit is 79, the lower is about 5 years.

  2. Travel By Freighter: How To Run Away To Sea

    12.1 A Word On Tramp Steamers 13 Watching Ships At Sea 14 More Maritime Adventures Why Choose Freighter Travel? If you have a sense of adventure, not too many time constraints, are self-sufficient and want to see the world from a different perspective, cargo ship travel may be for you.

  3. Maris Freighter Cruise and Travel Club -- Around the World Cargo Cruises

    MARIS. of Westport, CT. Freighter Travel Club Int'l (Since 1958) Freighter & Specialty Cruises (Since 1993) FREIGHTER AND SPECIALTY CRUISES. We represent cargo ships and working merchant ships offering passenger services. Those include: The CMA CGM French Line, Aranui of the Compagnie Polynesienne de Transport Maritime (CPTM), Bella Desgagnes ...

  4. How to Travel by Cargo Ship Around the World

    Depending upon your destination (Transatlantic, Transpacific, South Seas, Worldwide, and other special combinations), your daily freighter travel costs will be about $100-$130 per day per person per day with a luggage allowance of approximately 30kg-100kg (66-220lbs) depending on the line you are taking.

  5. Tramp steamer

    Category: Science & Tech Related Topics: cargo ship See all related content → tramp steamer, one of the two principal types of merchant ships as classified by operating method (the other is the ocean liner ). The tramp steamer, in contrast to the liner, operates without a schedule, going wherever required to deliver its cargoes.

  6. Tramp trade

    A steamship engaged in the tramp trade is sometimes called a tramp steamer; similar terms, such as tramp freighter and tramper, are also used. Chartering is done chiefly on London, ... Internet Guide to Freighter Travel- traveling by tramp freighters Archived 2022-04-21 at the Wayback Machine; Hurd, Archibald, Sir (1922).

  7. Travel by Freighter : The Costs

    The cost of a freighter cruise is calculated on the basis of a daily rate, with most voyages priced between US$100 - US$130 per day. The daily rate charged by freighters is much cheaper than ordinary cruise ships, which usually charge around US$200 - US$400 per day. Although the daily rate is cheaper, you need to bear in mind that freighter ...

  8. Take Cargo Ships to Remote Pacific Islands

    The 69 islands of this group of jewel-like atolls lie to the east of Tahiti and cover an immense patch of the ocean. To get there, check with the Compagnie Francais Maritime de Tahiti. Their ships provide cabin class or deck passage and plenty of local color but no food. A week's voyage will run about $180.

  9. Maldives By Tramp Steamer

    The sleeping quarters under the deck of the tramp steamer. In contrast, mid-market options will see options start as low as US$50 a night. The region is now served by several airports and ferry networks, making it an ideal backpacker destination. We sailed for hours without a single island in sight.

  10. Maris Freighter Cruise & Travel Club, Passenger Firsthand Cruise Stories

    Traveling by Tramper - for the True Aficionado - [March, 2020] A seven-week journey aboard the CMA CGM Nabucco - [January, 2018] May not be home for Christmas and History of Containerization - [January, 2017] Grimaldi car-carrier voyage, Med - S. America - [January, 2013] Another story from the Nabucco - [August, 2011]

  11. Passenger Freighters Voyage List

    World Cruises. Transatlantic. Transpacific. South Seas and Coastal. Today's passenger freighters are mostly containerships, French and German, with 20-25 international officers and crew on board, and 2 to 6 passengers (max. 12). Continues roundtrip voyages are offered, as well as longer one way voyages, between the continents only. Due to Covid,

  12. Can I still take a tramp steamer these days?

    A "tramp" steamer travels from port to port, taking such cargo jobs as present themselves. A "steamer," I wold think implies a steamboat, which I imagine you would be hard pressed to find these days. But, since your question as I understand it is "Can I ride along on a cargo ship as a passenger with no definite destination?"

  13. Tips for Freighter Cruises

    Freighter Cruise Tips. Use a travel agent. Language barriers and time differences can make booking a freighter cruise directly with the operator a challenge. There are, however, a handful of ...

  14. The 8 Best Travel Steamers

    HOMETOP Handheld Steam Iron at Amazon ($46) Jump to Review Quickest Heat Time: Bear Travel Steamer at Amazon ($19) Jump to Review Best for European Travel: Rowenta Hand-Held Garment Steamer at Amazon ($50) Jump to Review Most Technologically Advanced: Conair 2-in-1 Garment Steamer at Amazon ($60)

  15. Modern Tramp Design

    The most modern tramp steamers burn appreciably less than half, on service often in the region of one-third, the coal demanded by a ship of similar size before 1914, and fuel is always the biggest item. The standard cargo ship engine for nearly forty years was the three-cylinder triple-expansion engine of the simplest possible type.

  16. What Is a Cargo Cruise

    Advertisement. • Cargo cruises offer a super cheap way to see the world. • They're not as popular or luxurious as regular cruise ships, but they have their charm. • A voyage costs between ...

  17. The Rich Tale of Life on a Tramp Steamer

    By Lucie-Anne Dionne-Thomas "Corsair Ocean Tramp" is the first in a recently published two-book series about the last voyages of bulk cargo ships called "tramps." Author Bruce Fisher, a graduate of the Massachusetts Maritime Academy who has lived in Newport, served as second mate traveling around the world in the 1960s and '70s onboard the Corsair.

  18. Freighter Travel

    Welcome To FreighterTrips.com. Book a voyage on a passenger carrying cargo ship with a specialist freighter travel agency. Read about freighter voyages taken by other people and find information to help you plan your trip in our freighter travel guide. FreighterTrips also has a pet insurance website at PetInsurance.org. Freighter Cruise Bookings.

  19. Vintage images reveal what life was like on board tramp steamer ships

    +24 View gallery The tramp steamer's first mate - the officer second in command to the captain and responsible for the safety and security of the ship - reading in his bunk (1935) +24 View...

  20. Moscow Metro

    Ihere is something special about seeing art and beauty while hundreds of feet underground. The metro in Moscow is breathtakingly beautiful, don't you think?

  21. Kiyevsky Railway Terminal to Elektrostal

    Rome2Rio is a door-to-door travel information and booking engine, helping you get to and from any location in the world. Find all the transport options for your trip from Kiyevsky Railway Terminal to Elektrostal right here. Rome2Rio displays up to date schedules, route maps, journey times and estimated fares from relevant transport operators ...

  22. Kazanskiy Vokzal to Elektrostal

    Rome2Rio is a door-to-door travel information and booking engine, helping you get to and from any location in the world. Find all the transport options for your trip from Kazanskiy Vokzal to Elektrostal right here. Rome2Rio displays up to date schedules, route maps, journey times and estimated fares from relevant transport operators, ensuring ...

  23. Moscow to London

    KLM, Air Serbia and five other airlines fly from Moskva Belorusskaia to London Bank DLR every 3 hours. Alternatively, you can take a train from Moskva Belorusskaia to London King's Cross via BREST C, Terespol, Warszawa Wschodnia, Berlin Hauptbahnhof, Köln Hbf, Bruxelles Midi, and Brussel-Zuid / Bruxelles-Midi in around 34h 37m. Airlines.