
Technical Specifications
Live Tracking
Intelligence
How a hull like this loses value with age (today's market). The dot marks this ship at 20 yrs.
Estimate from $/dwt of similar-size, similar-age ships sold in the last 24 months. Indicative, not a certified valuation.
Open the full multi-model valuationThis ship has no verified emissions report. We estimate a band C from its segment, size and age (81% confidence).
Estimate, not a reported figure. Within one band 95% of the time on reported peers.
Compliance
On 07 January 2016, the container vessel "CAP BLANCHE", while under the conduct of a pilot, intentionally anchored to avoid a potential main engine failure and effect repairs to the fuel system on Constance Bank, BC. The crew completed the repairs and the vessel continued on its voyage.
On 11 July 2015, the container vessel "CAP BLANCHE" reported a fire in the auxiliary engine room at Berth 8, Fraser Surrey Docks, BC. The crew extinguished the fire with portable fire extinguishers and the fixed water sprinkler system. There were no reported injuries.
On 25 January 2014, the container vessel “CAP BLANCHE” was inbound from Sandheads for Fraser Surrey Docks when the vessel grounded near Steveston, BC. The vessel was able to refloat itself without the assistance of tugs and proceeded to the berth. No reports of pollution or injuries.
Recorded marine occurrences naming this vessel.
Build Series
Sister hulls share a yard, segment, build year (±1) and deadweight (±3%) — the cleanest comparables for valuation. Derived in-house from our fleet register; coverage is limited to hulls carrying a recorded builder, so a series may be incomplete.
Operational Status
Making way at sea speed on its latest broadcast.
Read from the single most-recent AIS broadcast we hold for this hull — we keep no position history, so this is a point-in-time posture, not a dwell inference. Derived in-house from our own AIS feed; weight it by the broadcast age above.
Arrivals, time in port and the load/discharge inferred from the draught change — detected from AIS track history. An open call means the vessel is still in port (no departure observed yet).
Method: each call is a run of fixes inside a port’s geofence confirmed by a stop (or an AIS gap); load/discharge is the sign of the draught delta over the call. Indicative — arrivals before our AIS history began read from the first observation.
Time-in-port summed by port from the AIS-detected port-call history — the ports this vessel has spent the most time at, longest first.
Based on 1 completed call observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
Composite Risk
Multiple adverse factors, or a hard ship-specific signal, lift this hull above the fleet norm.
A coverage-weighted blend of the 2 components we could read for this hull — the weights renormalise over only the components present, so a thin read is never inflated and a hull is never credited a “safe 0” for a signal it has no row for. This headline is flagged low-confidence (a thin or structural-only read) and should not be treated as a verdict. Higher means riskier. Derived in-house from government-open port-State-control, flag, sanctions and our own vessel data; weight it by the coverage above.
Estimated
Container · summer draught 7.5 m · 57.4 t per cm immersion
Estimate only — modelled from deadweight (deadweight regression) using a first-principles hydrostatic model, not measured hydrostatic tables. The design draught it is anchored to is unreliable across the fleet.
density DWT/GT=1.34 is consistent with declared container
Declared type is consistent with the class implied by the vessel’s size signals. Inferred via our shared size-based classifier.
Commercial
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