voyage number and vessel name

Voyage Number

A Voyage Number is a unique identifier assigned to a specific voyage of a ship, enabling accurate tracking and communication within the maritime industry.

A Voyage Number is a unique identifier assigned to a specific journey or trip undertaken by a vessel, typically a ship or a maritime transport conveyance. This alphanumeric code allows for the precise vessel tracking and documentation of a vessel's voyages, aiding in logistics, scheduling, and overall maritime management.

Each time a vessel embarks on a journey, it is assigned a distinctive Voyage Number that serves as a reference for various stakeholders involved in the maritime industry. This identifier is particularly crucial for shipping companies, port authorities, customs officials, and logistics providers, as it helps streamline the monitoring and coordination of maritime activities.

Key features of a Voyage Number include:

• Uniqueness: Each voyage is assigned a unique Voyage Number to avoid confusion and facilitate accurate record-keeping.
• Logistical Reference: The Voyage Number serves as a logistical reference point, enabling easy tracking of the vessel's progress, port calls, and other relevant details.
• Documentation: The code is used in various maritime documents, including bills of lading, shipping manifests, and other paperwork associated with the specific voyage.

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How to obtain details on my Voyage?

Via our ebusiness platform, the cma cgm group offers our customers a voyage finder online. 13-feb-2024 • knowledge.

When you need to transport goods with CMA CGM, it's crucial to search for your products' route and plan the shipment. Our eBusiness platform not only allows you to consult our schedules for a selected voyage but also to delve deeply into your voyage details.

Voyage search

You can start your search by using:

• Voyage Reference: Enter the voyage's name or code to find specific information.
• Vessel Name: Use the name or code of the vessel to access details of its voyages.

Each search provides comprehensive information including port name, arrival and sail dates, terminal name, and various cut-offs (Special Booking, Standard Booking, VGM, Port).

Additional details on the results page

When you view the details of a specific voyage, the results page offers enriched information, including:

• Link to Vessel Information: Access comprehensive details about the concerned vessel.
• Port and Terminal: Find detailed information about the port and terminal, including links to dedicated pages.
• Key Timings: View precise information such as berth arrival, sail, special and standard booking cut-offs, as well as VGM and Port cut-offs.

Exporting Port Schedules

For more efficient planning, both public and registered users can export port schedules in PDF or CSV formats. This feature allows you to keep track of important schedules and easily share them with stakeholders in your logistics chain.

Using the 'Voyage finder' module to find a route

The Voyage finder module is a public page where you can search for schedules for a specific vessel or service line. This intuitive module guides you through a simple search process, enabling efficient planning and organization of your shipments.

Step-by-step guide Click on the link below to discover an online, interactive walk-through on  “How to get your voyage details?”:  

If you don't have a Web account, you can  click here  to register and access this feature. Give your opinion on this article by clicking on like or dislike. We appreciate your feedback!

-   FAQ

Get fast answers .

Searching by Voyage Number

You can search for voyages by using a Voyage Number that is attached to a vessel. You can search only the voyages for the port that is assigned to the Port user.

A Voyage Number is a unique five-character identification number that is assigned to a voyage.

To search by voyage number:

Vessel Name : The Vessel Name is a name assigned to a vessel

Voyage Number(s) : The number that is assigned to the   voyage(s) for identification

ETA : The ETA is the Expected Time of Arrival of the vessel at the port

ETD : The ETD is the Expected Time of Departure of the vessel from the port

• In the Port section, select the voyage for which you want to create or edit a report.
• To create or edit an Arrival report type, click Arrival. The Arrival screen is displayed on the right of the search panel. Or To create or edit a Departure report type, click Departure. The Departure screen is displayed on the right of the search panel.

To know more about searching by date, refer Searching by Date .

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Parts of a bill of lading – Part 2

This is Part 2 of a 4 part article.. In case you missed it, please read Part 1 ..

In this article we will cover the details relating to the voyage..

Pre-Carriage by : Assume that there is an inland point which is connected to the mainland port by means of a feeder (connecting) vessel, the name of that feeder vessel is shown here.. Example – Maputo to Durban by feeder vessel Border..

Place of Receipt : This is the place where the cargo is handed over by the shipper or his agent to the carrier (shipping line) or its agent ..

This is very important in terms of the contract of carriage between the shipper and the shipping line.. If this area is filled, it is assumed that the carrier has done the movement from here to the Port of Loading and if there any incidents, damages etc to the container or cargo between the Place of Receipt and Port of Loading, the liability will be that of the carrier..

So the shipping line must be careful not to show anything in the Place of Receipt if they are not actually doing the movement..

Port of Loading : This is the place from which the container or cargo is loaded by the carrier onto the nominated Ocean Vessel..

Ocean Vessel/Voyage : This is the name of the vessel and the voyage number that carries the container or cargo from the (mainland) Port of Loading (example Durban) to the Port of Discharge (example Mumbai).. Remember that the combination of vessel and voyage will be unique and never repeated (well almost never)..

Port of Discharge : This is the place at which the container or cargo is discharged by the carrier from the nominated Ocean Vessel..

Place of Delivery : This is the final destination of the container or cargo.. If this area is filled (example : ICD Bengaluru), it means that the carrier has undertaken to move the container or cargo from the Port of Discharge to the Place of Delivery..

Again as in the case of Place of Receipt, the shipping line must be careful when showing anything in this field as then, it will be liable to deliver the container or cargo in good order and condition to this place of delivery..

If there is a Place of Delivery shown in the B/L, generally the carrier does not allow the client (merchant) to take delivery of the container or cargo at the Port of Discharge and move it to the Place of Delivery, reason being that if anything happens to the container or cargo enroute to the Place of Delivery, the carrier may still be held liable..

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12 COMMENTS

HI HARRIESH Thank you for this informative article. From my end there is this tendency where carriers intetionally delays cargoes especially those whose place of delivery is beyond the port of discharge e.g ICD and because of the urgency we undertake the extra cost to deliver in time using different mode of transport other than that provided by the carrier

Could you please inform me the purpose of issuing certificate from shipping company confirming the the carrying vessel is eligible to enter in port destination

Hi there. With regards to Place of Delivery (Final Destination), is it a mandatory field? Is the Shipping line responsible for updating this field, or the Container Operator / shipper?

Thanks! Kim

Hi Kim, it is NOT a mandatory field if the carrier’s responsibility is not further than port of discharge.. Carrier will reflect information in this field only if they are doing carrier haulage from Port of Discharge to the Place of Delivery..

WE ARE TRYING TO ESTABLISH THIS MODE OF DELIVERY FROM THE PORT OF DAR ES SALAAM TO THE CLIENT’S PLACE OF DELIVERY AFTER DISCHARGE FROM THE CARRYING VESSEL. WHAT IS THE INDUSTRY PRACTICE AND EXPERIENCE PARTICULARLY IN DEVELOPING COUNTRIES?

ARE CARRIERS IN FAVOR OF THIS EXTENDED LIABILITY TO THE INTERESTS OF THEIR CLIENTS?

Hi, Example of SB: Pre-carriage: Boat; SAMBA. Port of loading: Reykjavik Iceland. Vessel: CMA CGM JULES. Port of transshipment: Rotterdam

In this case the pre-carriage is not inland, but by sea from Iceland to Rotterdam, correct? And who will be the party setting the demurrage/detention costs and free lay days at port of discharge (in this case Ho Chi Minh City, Vietnam) for this container?

The SB is issued by Blue Anchor Line. The vessel is CMA. And our shipping agent has spoken of APL related to this booking. Is there a easy way for me as a owner (shipper) of the goods to read the BL/SB to understand witch company sets the free laydays, demurrage and detention cost.

You reply will be well noted, thanks in advance.

Hi Lyn, can you clarify what you are referring to as SB..?? IF you are unsure you can also send me a copy of the bill of lading to [email protected] so I can have a look and answer you..

Dear Harish,

Would like to know more about Place of receipt & place of delivery..

Now here in India. Most of the customers are insisting to show PLA & PLD for port to port shipments, such as, shipment is from NSA to HAM. customers are insisting to show PLA & PLD as NSA / HAM along with POL & PLD.

Please confirm, will it be okay to issue OBL with PLA/POL as NSA and POD/PLD as DEHAM for port to port shipment ?? if No.. please clarify with reason. Awaiting your prompt reply.

Thanks in advance.

Santosh, if it is port to port shipment why are the customers insisting on PLA & PLD..?? Shipping line needs to make a decision whether they want to show it or not depending on their carriage liability..

Please provide the full form of PLA, PLD, POL, PLD in this context.

Your response will be appreciated. Thanks in advance!

Dear Hariesh,

can the place where the cargo is unloaded from the ship (Port of Discharge) must be where that physically happened or whether it can be another, final destination ? To clear that up – we have a BL where the Port of Discharge is X and Place of Delivery is Y. And though the Port of Discharge will still remain X the client wants to call it Y – is that possible or not and under which terms to find the relevant links ?

Many thanks, Uliana

Hi Uliana, Port of Discharge and Place of Delivery could be two different places.. There is no need to show anything under Place of Delivery if it is the same as Port of Discharge.. Usually if the carrier is performing the movement of cargo upto Port of Discharge (say Durban) only, then they won’t show anything under Place of Delivery unless they are also moving it to the final destination (say Johannesburg).. Client cannot call Place of Delivery as Port of Discharge..

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Construction Begins for Canada’s New Warship Fleet – the River Class Destroyers

From: National Defence

News release

Today, the Honourable Bill Blair, Minister of National Defence, joined by Vice-Admiral Angus Topshee, Commander of the Royal Canadian Navy (RCN) and Dirk Lesko, President of Irving Shipbuilding Inc., celebrated the start of construction activities for Canada’s new fleet of Canadian Surface Combatants (CSC).

June 28, 2024 – Halifax, Nova Scotia – National Defence / Canadian Armed Forces

Minister Blair and Vice-Admiral Topshee also announced that the new fleet of warships will be known as River-class destroyers, and the first three ships will be named His Majesty’s Canadian Ships (HMCS) Fraser , Saint-Laurent , and Mackenzie .

Ship names are chosen carefully, and they tell the story of the RCN. Not only are these three ships named after Canada’s most important waterways that reach the Pacific, Atlantic, and Arctic oceans, they are also a tribute to previous Canadian warships with the same names – ships that made heroic wartime contributions and represented cutting-edge technological innovation. The RCN intends to foster a sense of pride in our sailors by connecting these ships to Canada’s maritime heritage.

The CSC project is the largest and most complex shipbuilding initiative in Canada since the Second World War and represents a historic investment into the recapitalization of the RCN’s surface fleet. This project will equip the RCN with new, state-of-the-art warships to bolster Canada’s naval capabilities at home, and abroad, for decades to come. The River-class will be Canada’s major component of maritime combat power, enabling us to continue to monitor and defend our own coastal waters, and contribute significantly to international naval operations alongside our Allies.

Today marked the start of construction on the production test module (PTM) , through which the Government of Canada and Irving Shipbuilding Inc. will be able to test and streamline processes, and implement lessons learned into the build process, to enable the start of full rate production in 2025. Delivery of the first River-class destroyer, HMCS Fraser , is expected in the early 2030s, with the final ship expected by 2050.

The CSC project will support sustainable growth in Canada’s marine supply chain. The build phase of CSC will create and/or maintain approximately 10,800 jobs annually throughout the 25-year construction period across the country. The design phase of the project will create and/or maintain approximately 5,000 Canadia n jobs annually across the economy. In total, this project will generate at least $40 billion in cumulative Gross Domestic Product.

As indicated in our renewed vision for defence, Our North, Strong and Free , the Government of Canada is committed to a renewed relationship with Canada’s defence industry, based on clarity, certainty, and long-term partnership. The CSC project is an excellent example of how the Government of Canada is investing in Canada’s domestic shipbuilding industry, while also equipping the RCN with a fleet of modern and effective ships to support operations well into the future.

The CSC is based on BAE Systems’ Type 26 warship design being built by the United Kingdom and Australia. The ships will have enhanced underwater sensors, state-of-the-art radar, and modern weapons.

The official NATO Ship Designator for the River-class warship will be DDGH – a destroyer (DD) , guided (G) missile, helicopter (H) capable. As the RCN’s next generation combat ship, it replaces both the Iroquois-class destroyers and the Halifax-class frigates. As a powerful and multi-functional ship, the River-class warship is by definition a destroyer: a fast, manoeuvrable, anti-aircraft and anti-submarine long-endurance warship, which can escort larger vessels in a fleet, convoy, or carrier battle group and defend them against a wide range of general threats.

“Today, we launch construction on the largest Canadian shipbuilding project since the Second World War, marking an historic milestone for the Royal Canadian Navy. The River-class destroyers will provide the Canadian Armed Forces with the tools that they need to defend our national interests for decades to come – and ensure that Canada can deploy a state-of-the-art, combat-ready fleet of warships to defend our country and support our allies. As we invest in this new fleet, we are also supporting Canada’s shipbuilding industry and thousands of well-paying, skilled jobs. Bravo Zulu to everyone who has helped us reach this important day.”   The Honourable Bill Blair, Minister of National Defence

“The Canadian Surface Combatant project is at the core of our government’s commitment to revitalize Canada’s marine industry through the National Shipbuilding Strategy. The start of construction activities marks a significant milestone in the efforts to re-build Canada’s shipbuilding industry, bringing highly skilled jobs and economic benefits to Canadians during construction and throughout the operational life of the class. These modern ships will be critical to ensuring the ongoing ability of the members of the Royal Canadian Navy to continue their important work protecting Canadians.” The Honourable Jean-Yves Duclos, Minister of Public Services and Procurement

“The start of construction on the Canadian Surface Combatants today marks a pivotal moment for Canada’s maritime defence sector. This significant investment not only strengthens our national security but also supports thousands of jobs and fosters growth in Canada’s marine supply chain, demonstrating our commitment to sustainable economic development and leadership in the shipbuilding industry.” The Honourable François-Philippe Champagne, Minister of Innovation, Science and Industry

“The selection of an official name for our highly capable destroyers is an exciting moment for the RCN and perfectly timed as today marks the very beginnings of the construction process for the River-class – a clear sign of tangible progress towards our future fleet. The River-class embodies the waterways which are the veins and arteries of our nation and celebrates some of the great ships from the RCN’s history.” Vice-Admiral Angus Topshee, Commander, Royal Canadian Navy 

Quick facts

The CSC will replace the capabilities found in both the retired Iroquois-class destroyers (four) and the Halifax-class frigates (12) with a single, and combat-capable ship to meet multiple threats on both the open ocean and in the highly complex coastal environment.

The CSC project is currently budgeted at between $56-60 billion (before taxes), and includes the cost for 15 new , state-of-the-art warships, as well as all the components required to design, build, and bring these ships into service (design work, infrastructure, ammunition, technical data, initial training, project management, and contingency costs).

The CSC is leveraging the latest technology, and flexibility of design to enable a multi-role capability in a single class. This will help to ensure alignment, interoperability and interchangeability with our closest allies and partners in a complex and rapidly evolving global security and threat environment.

This PTM will enable the shipyard to develop and test CSC specific build processes, with the aim of benefitting from lessons learned and achieving process improvements to support the efficient start of full rate production on the first CSC ship, under an implementation contract, in 2025. Design work on the more complex sections of the ship will continue in parallel to the start of construction activities.

The Government of Canada’s National Shipbuilding Strategy is a long-term, multi-billion-dollar program focused on renewing the Canadian Coast Guard and RCN fleets to ensure that Canada’s marine agencies have the modern ships they need to fulfill their missions, while revitalizing Canada’s marine industry, creating good middle-class jobs and ensuring economic benefits are realized across the country.

Canada’s Industrial and Technological Benefits Policy applies to the CSC project, which requires the companies to make investments and provide business activities in Canada equal to the value of the related contracts.

To help bring the CSC into service and support them throughout their lifecycle, National Defence will build a land-based testing facility on a portion of DND-owned land at Hartlen Point in Halifax, N.S. Work to determine the building’s specifications is currently underway and the design phase will run until December 2024. We expect construction to begin this summer on early work packages and full mobilization in Winter 2025 with expected completion in 2027.

The River-class name was recommended by the RCN’s Ship Naming Committee. The thirty-two-person committee included military and civilian representation from various ranks and levels, RCN members from all Formations, representatives from all five Defence Diversity Advisory Groups (the Defence Indigenous Advisory Group, the Defence Advisory Group for Persons with Disabilities, the Defence Women’s Advisory Organization, the Defence Visible Minority Advisory Group, and the Defence Team Pride Advisory Organization), historians, and Honourary Captains. 

The naming of a class of ship is a time-honoured naval tradition. The RCN, much like other navies around the world, has a history of carrying the names of its ships forward. By re-introducing the River-class, the RCN establishes the future fleet’s connections with the honourable and distinguished service of its past ships and their ships’ companies.

Associated links

• Canadian Surface Combatant Project
• National Shipbuilding Strategy
• Government of Canada announces investment in shipbuilding infrastructure for the Canadian Surface Combatant
• Industrial and Technological Benefits
• Our North, Strong and Free: A Renewed Vision for Canada’s Defence

Diana Ebadi Press Secretary and Communications Advisor Office of the Minister of National Defence Email:   [email protected]

Media Relations Department of National Defence Phone: 613-904-3333 Email: [email protected]

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Chinese and Philippine ship collision just the latest in a string of South China Sea confrontations

FILE - Filipino fishermen and activists wear boat costumes to protest against alleged Chinese aggression at the disputed South China Sea as they stage a rally in front of the Chinese consulate ahead of Independence Day in Makati, Philippines, on June 11, 2024. China has been at odds with many other countries in the Asia-Pacific for years over its sweeping maritime claims, including almost all of the South China Sea, a strategic and resource-rich waterway around which Beijing has drawn a 10-dash-line on official maps to delineate what it says it its territory. (AP Photo/Aaron Favila, File)

FILE - Philippine troops watch a Philippine coast guard ship as they secure an area at the Philippine-occupied Thitu island, locally called Pag-asa island, on Dec. 1, 2023, at the disputed South China Sea. China has been at odds with many other countries in the Asia-Pacific for years over its sweeping maritime claims, including almost all of the South China Sea, a strategic and resource-rich waterway around which Beijing has drawn a 10-dash-line on official maps to delineate what it says it its territory. (AP Photo/Aaron Favila, File)

FILE - In this image made from video provided by the Philippine Coast Guard, Philippine Coast Guard vessel, BRP BAGACAY (MRRV-4410) is water cannoned by Chinese Coast Guards as it tried to approach the waters near Scarborough Shoal, locally known as Bajo De Masinloc, at the South China Sea, on April 30, 2024. China has been at odds with many other countries in the Asia-Pacific for years over its sweeping maritime claims, including almost all of the South China Sea, a strategic and resource-rich waterway around which Beijing has drawn a 10-dash-line on official maps to delineate what it says it its territory. (Philippine Coast Guard via AP, File)

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BANGKOK (AP) —

China has been at odds with many other countries in the Asia-Pacific for years over its sweeping maritime claims, including almost all of the South China Sea, a strategic and resource-rich waterway around which Beijing has drawn a 10-dash-line on official maps to delineate what it says it its territory .

Beijing is in the midst of a massive military expansion and has become increasingly assertive in pursuing its claims , giving rise to more frequent direct confrontations, primarily with the Philippines, though it is also involved in longtime territorial disputes with Vietnam, Taiwan, Malaysia and Brunei.

A 2016 arbitration ruling by a United Nations tribunal invalidated Beijing’s claims in the South China Sea, but China did not participate in the proceedings and rejected the ruling.

At stake are fishing rights, access to undersea oil reserves and other natural resources , as well as the possibility of establishing military outposts .

The U.S., a treaty partner with the Philippines, has raised concerns about China’s actions and President Joe Biden has pledged “ironclad” support for Manila . That’s sparked fears that if an incident escalates, it could spark a wider conflict.

In the latest incident, a Chinese vessel and a Philippine supply ship collided near the disputed Spratly Islands in the South China Sea on Monday. China’s coast guard said a Philippine supply ship entered waters near the Second Thomas Shoal, a submerged reef in the Spratly Islands that’s part of territory claimed by several nations. The Philippine military called the Chinese coast guard’s report “deceptive and misleading.”

Here’s a look at some other incidents and developments in recent months:

June 4: Philippine officials say the Chinese coast guard seized food dropped for Filipino naval personnel on an outpost on Second Thomas Shoal. Philippine Gen. Romeo Brawner says the Chinese may have suspected the packages contained construction materials intended to reinforce the rusty Philippine navy ship deliberately run aground at Second Thomas Shoal to serve as a Philippine outpost.

May 16: About 100 Filipino activists on wooden boats change plans to distribute food to Filipinos based on the Second Thomas Shoal after being shadowed by Chinese coast guard ships through the night. Instead, they distribute food packs and fuel southeast of the disputed territory.

April 30: Chinese coast guard ships fire water cannons at two Philippine patrol vessels near the Scarborough Shoal, another hotly disputed area where tensions have flared on and off. Philippine officials say water cannons could damage their ships’ engines, or even capsize the smaller vessels. China called its move a “necessary measure,” accusing the Philippines of violating China’s sovereignty. China also re-installed a floating barrier across the entrance to the shoal’s vast fishing lagoon.

April 23: A Chinese coast guard ship blocks a Philippine patrol vessel near Second Thomas Shoal, causing a near-collision. Before the incident, a Chinese naval vessel had shadowed two Philippine patrol boats as they cruised near Subi, one of seven barren reefs in the Spratly Islands that China has transformed in the last decade into a missile-protected island military outpost. Subi is also claimed by Vietnam and Taiwan.

March 23: Chinese coast guard hits Philippine supply boat with water cannons near Second Thomas Shoal, injuring crew members and damaging the vessel, Philippine officials say. China says the Philippines intruded into its territorial waters despite repeated warnings.

March 5: Chinese and Philippine coast guard vessels are involved in a minor collision off the Second Thomas Shoal, and four Filipino crew members are injured when China blasts a supply boat with water cannons , shattering its windshield. China’s coast guard says the Philippine ships were illegally intruding in the area’s waters and accused one of them of ramming a Chinese vessel.

Jan. 12: Filipino fishing boat captain says Chinese coast guard drives him away from Scarborough Shoal, forces him to dump his catch into the sea.

Dec. 9, 2023: The Chinese coast guard surrounds a supply ship, blasts it with a water cannon in the area around Second Thomas Shoal. The head of the Philippine military , who was aboard the supply boat, says they were also “bumped” by a Chinese ship.

Nov. 10, 2023: China blasts Philippine supply ship with water cannon near Second Thomas Shoal; China says it acted appropriately under maritime law to defend its territory.

Oct. 22, 2023: A Chinese coast guard ship and accompanying vessel ram Philippine coast guard ship and a military-run supply boat near the Second Thomas Shoal. Chinese coast guard says the Philippine vessels “trespassed” into what it said were Chinese waters.

Sept. 26, 2023: The Philippine coast guard says it removed a floating barrier from blocking the entrance to the lagoon at the Scarborough Shoal, put in place by China to prevent Filipino fishing boats from entering. China would later replace the barrier.

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‘It’s All Happening Again.’ The Supply Chain Is Under Strain.

As Houthi rebels intensify strikes on vessels headed for the Suez Canal, global shipping prices are soaring, raising fears of product shortages and delays.

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By Peter S. Goodman

Peter Goodman has reported extensively on the global supply chain since the early months of the Covid-19 pandemic.

Stephanie Loomis had hoped that the chaos besieging the global supply chain was subsiding. The floating traffic jams off ports . The multiplying costs of moving freight . The resulting shortages of goods . All of this had seemed like an unpleasant memory confined to the Covid-19 pandemic.

No such luck.

As head of ocean freight for the Americas at Rhenus Logistics, a company based in Germany, Ms. Loomis spends her days negotiating with international shipping carriers on behalf of clients moving products and parts around the globe. Over the last few months, she has watched cargo prices soar as a series of disturbances have roiled the seas.

Late last year, Houthi rebels in Yemen began firing on ships entering the Red Sea en route to the Suez Canal , a vital artery for vessels moving between Asia, Europe and the East Coast of the United States. That prompted ships to avoid the waterway, instead moving the long way around Africa, lengthening their journeys by as much as two weeks.

Then, a severe drought in Central America dropped water levels in the Panama Canal , forcing authorities to limit the number of ships passing through that crucial conduit for international trade.

In recent weeks, dockworkers have threatened to strike on the East and Gulf Coasts of the United States, while longshore workers at German ports have halted shifts in pursuit of better pay. Rail workers in Canada are poised to walk off the job, imperiling cargo moving across North America and threatening backups at major ports like Vancouver, British Columbia.

The intensifying upheaval in shipping is prompting carriers to lift rates while raising the specter of waterborne gridlock that could again threaten retailers with product shortages during the make-or-break holiday shopping season. The disruption could also exacerbate inflation, a source of economic anxiety animating the American presidential election.

If the supply chain disturbances of the pandemic proved anything, it was this: Trouble in any one place tends to ripple out widely.

A container full of chemicals that arrives late to its destination spells delayed production for factories waiting for those ingredients. Ships jammed at ports wreak havoc on the flow of goods, clogging warehouses and putting pressure on the trucking and rail industries.

“I’m lovingly calling the market now ‘Covid junior,’ because in a lot of ways we’re right back to where we were during the pandemic,” said Ms. Loomis. “It’s all happening again.”

Since October, the cost of moving a 40-foot shipping container from China to Europe has increased to about $7,000, from an average of roughly $1,200, according to data compiled by Xeneta, a cargo analytics company based in Norway. That is well below the $15,000 peak reached in late 2021, when supply chain disruptions were at their worst, but it is about five times the prices that prevailed for the years leading up to the pandemic.

Rates to ship goods across the Pacific have multiplied by a similar magnitude. It now costs over $6,700 to transport a 40-foot container from Shanghai to Los Angeles, and nearly $8,000 for Shanghai to New York. As recently as December, those costs were near $2,000.

“We haven’t seen the peak yet,” said Peter Sand, Xeneta’s chief analyst.

Importers relying on shipping bemoan the return of another source of distress they suffered during the pandemic: carriers frequently canceling confirmed bookings, while demanding special handling charges and premium service fees as the requirement for getting containers on vessels.

“Everything is a fight to get containers,” said David Reich, whose Chicago company, MSRF, assembles gift baskets for Walmart and other giant chains. “It’s frustrating.”

Alarmed by the growing threats to sea transportation, Mr. Reich is accelerating plans to amass goods for the holiday season. He is pressing his suppliers in China to make his packaging for food items faster, anticipating delays in shipping.

Mr. Reich has contracts with two ocean carriers to move four containers per week from China to Chicago at prices below $5,000. Yet he was recently informed that the carriers were imposing escalating “peak season surcharges” that would add as much as $2,400 per container, he said.

And even at those prices, the carriers often say they have no space on their vessels, he complained. He fears he will have to resort to booking on the so-called spot market, where prices fluctuate, with rates now reaching $8,000.

In an emailed statement, the World Shipping Council, an industry trade association, said “spot rates reflect demand and supply in a competitive, global market, and the large majority of container traffic moves under rates negotiated through long-term contracts.”

Experts challenge that assertion, noting that container shipping is characterized by a dearth of competition on major routes, allowing carriers to raise prices substantially when the system is strained.

Three primary alliances of carriers control 95 percent of the container traffic between Asia and Europe and more than 90 percent between Asia and the East Coast of the United States, according to the International Transport Forum , an intergovernmental organization in Paris with 69 member countries including China and the United States.

During the worst disruptions of the pandemic, when extreme delays and product shortages prompted retailers to pay carriers as much as $28,000 to move single containers across the Pacific, the industry logged record profits .

New Balance, the athletic shoe brand, is cushioned in part by its reliance on factories in the United States as well as its contracts with carriers that lock in prices. Still, in some instances, the company has been forced to pay spot market rates that have risen sharply, “similar to the peak years of the pandemic — more than 40 percent month over month,” Dave Wheeler, the chief operating officer, said in an email.

Carriers have been canceling some scheduled sailings, reducing capacity, Mr. Wheeler added. “We do see a storm brewing in 2024 for reliability and pricing risks.”

The most immediate cause of the recent increase in shipping prices is the targeting of vessels by the Houthis, who are acting in support of Palestinians under assault by Israeli forces.

That threat appears to be escalating, as the Iranian-backed Houthi rebels increase the frequency of their attacks, supplementing missile strikes with sea drones — essentially waterborne boats loaded with explosives and commanded by remote control.

In recent weeks, such assaults have sunk two vessels, including a Greek-owned ship carrying coal.

With container traffic through the Suez Canal dropping to one-tenth of its usual flow, most ships moving between Asia and Europe now circumnavigate Africa, which entails burning more fuel.

At the same time, carriers have concentrated their fleets on the most lucrative routes, those connecting destinations like Shanghai and the Dutch port of Rotterdam, Europe’s busiest. That has forced cargo bound for other places to stop for loading and reloading at major hubs known as transshipment ports.

The largest such ports, including Singapore and the Sri Lankan capital, Colombo, are now overwhelmed with incoming vessels. Ships must wait at anchor for as long as a week before pulling up to the docks.

Given the disruptions and additional costs, some increase in shipping rates is unavoidable. But those dependent on the industry argue that the carriers are increasing prices beyond the recovery of their own additional costs.

“The carriers learned a very valuable lesson during the pandemic,” Ms. Loomis said. “They will manipulate capacity, and they will jack up freight rates.”

The greatest concern is that floating jams could become a self-fulfilling prophecy. As importers absorb the reality of increased shipping prices and port congestion, they are ordering early. That could result in a surge of incoming cargo at major ports like Los Angeles, Newark and Savannah, Ga., exceeding the capacity of trucking, railroads and warehouses.

The prospect of a rail strike in Canada is prompting cargo bound for Vancouver to divert to Southern California, the scene of the worst traffic jams during the pandemic disruptions.

In Tennessee, F9 Brands, an importer of cabinets and flooring products, has been increasing its orders in the face of longer delivery times, said Jason Delves, the company’s chief executive.

The company brings cabinets from factories in Vietnam, Thailand and Malaysia to the port of Savannah, and then to its warehouses in Tennessee via rail and truck. Typically, that journey takes six weeks. “Now, you’re bumping it up to over eight weeks,” Mr. Delves said.

Adding to the concern is the reality that no one knows how long the latest disruption will last, or how it will play out.

The Panama Canal restrictions have mostly been lifted as the rainy season replenishes the supply of water. But climate change is increasing the risks of future droughts.

The consequences of the pandemic were difficult enough to grasp, with great miscalculations over the impacts on demand for factory goods. But everyone understood that pandemics end eventually.

The Houthi strikes and the effects on the Suez Canal, on the other hand, involve enormous geopolitical variables that make forecasting difficult.

“It’s a very complex situation, and it appears open-ended,” said Mr. Sand, the Xeneta analyst. “There is no clear solution in sight.”

Peter S. Goodman is a reporter who covers the global economy. He writes about the intersection of economics and geopolitics, with particular emphasis on the consequences for people and their lives and livelihoods. More about Peter S. Goodman