- IMO
- 9311775
- MMSI
- 305347000
- Call Sign
- V2DV5
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of Busan — 1 h across 1 stay.
- 1
Derived from the AIS track — runs of near-zero speed (anchored, moored or drifting) snapped to the nearest port. Builds up as we observe the vessel.
Resolved from the live AIS destination. Distance is the real sea route (around land and through canals); the computed ETA is at the vessel’s passage speed. A destination is the crew’s stated intent, not a confirmed fixture.
Intelligence
Risk & Sustainability
Estimate from $/dwt of similar-size, similar-age ships sold in the last 24 months. Indicative, not a certified valuation.
This ship has no verified emissions report. We estimate a band C from its segment, size and age (80% confidence).
Estimate, not a reported figure. Within one band 95% of the time on reported peers.
Compliance
Safety Record
- INTENTIONAL BEACHING/GROUNDING/ANCHORING to avoid occurrenceMinorJan 7, 2016Albert Head, BRITISH COLUMBIA (BC)
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.
- FIRESeriousJul 11, 2015Berth 8, Fraser Surrey Docks, BC, BRITISH COLUMBIA (BC)
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.
- GROUNDING - Under power (non-intentional)SeriousJan 25, 2014Steveston Bend, BC, BRITISH COLUMBIA (BC)
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.
Operational Status
Activity
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.
Port calls
1 recent · AIS-detectedArrivals, 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).
- Discharged→ · 2 h in port· draught 10.3→7.5 m· medium confidence
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.
Where it waits
1 port · 2 h totalTime-in-port summed by port from the AIS-detected port-call history — the ports this vessel has spent the most time at, longest first.
- Busan New Port· South Korea2 h1 call · 2 h avg 1 discharge
Based on 1 completed call observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
Composite Risk
Risk Score
Strong, corroborated adverse evidence — a detention, sanctions exposure or a dark-fleet signal.
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
Capacity & Classification
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
Voyage Estimate
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