CAPE TAYLOR

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IMO: 7603497
MMSI: 366778000
Call Sign: WZSB

Technical Specifications

Key Figures

Gross Tonnage

21,661GT

Deadweight

14,545DWT

Length Overall

193.21m

Beam

27m

Draught

8.5m

Year Built

1977

Overview

About This Vessel

MV Cape Taylor (T-AKR-113) is a roll-on/roll-off (RO/RO) ship with the Ready Reserve Force (RRF) of the United States Department of Transportation's Maritime Administration (MARAD). As of 31 December 2014, her homeport is the Port of Houston in Houston, Texas, and she is on ROS-5 status; she is able to be fully operational within 5 days of being activated. When activated, she becomes part of the United States Navy's Military Sealift Command (MSC).

Live Tracking

Current Position

Live AIS · 4 min ago

Track · last 14 d

Position

30.081°N · 94.090°W

Speed

0.0 kn

Course

0°

Status

Moored

Destination USBPTETA Jul 5, 12:00 PMLaden · 8.5 m

Where it waited most

Most time stopped at Sabine Pass — 40 d across 5 stays.

1
Sabine Pass40 d · 5×

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.

Intelligence

Risk & Sustainability

Risk scoreHigh

58/ 100

Safety38

Compliance95

Environment38

Recent port calls

Beaumont
Aug 22, 2026
In port
Beaumont
Aug 17, 2026
2.2 d
Beaumont
Jul 22, 2026
14.6 d
Beaumont
Jul 6, 2026
14.2 d
Beaumont
Jun 24, 2026
9.5 d

AIS-derived from our live feed.

Operational Status

Activity

Idle / at anchorFix within the last day

Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.

Speed

0.0 kn

Nav status

Moored

Last broadcast

within the last day

Hull age

49 yr

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

18 recent · AIS-detected

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).

Beaumont
op. unknown
In port since
Beaumont
op. unknown
In port since
Beaumont
op. unknown
In port since
Beaumont
op. unknown
In port since
Beaumont
no cargo change
→ · 5.3 days in port· draught 8.5→8.5 m
Beaumont
no cargo change
→ · 5.6 days in port· draught 8.5→8.5 m
Beaumont
no cargo change
→ · 6.5 days in port· draught 8.5→8.5 m
Beaumont
no cargo change
→ · 7.2 days in port· draught 8.5→8.5 m
Beaumont
no cargo change
→ · 7.5 days in port· draught 8.5→8.5 m
Beaumont
no cargo change
→ · 8.2 days in port· draught 8.5→8.5 m
Beaumont
no cargo change
→ · 8.5 days in port· draught 8.5→8.5 m
Beaumont
no cargo change
→ · 9.3 days in port· draught 8.5→8.5 m
Beaumont
no cargo change
→ · 9.5 days in port· draught 8.5→8.5 m
Beaumont
op. unknown
In port since
Beaumont
op. unknown
In port since
Beaumont
op. unknown
In port since
Beaumont
op. unknown
In port since
Beaumont
op. unknown
In port since

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 · 67.7 days total

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.

Beaumont· USA
67.7 days
9 calls · 7.5 days avg

Based on 9 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

74/100

Elevated riskLow confidence20% component coverage

Multiple adverse factors, or a hard ship-specific signal, lift this hull above the fleet norm.

PSC detentionsno data

Sanctions exposureno data

AIS-gap & behaviourno data

Hull age100

Flag registerno data

A coverage-weighted blend of the single component 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

Cargo capacity at draughtHigh confidence

~14,545t at summer draught

Container · summer draught 8.5 m · 30.3 t per cm immersion

Estimated intake by draught

5.95 m~6,828 t

6.38 m~8,114 t

6.8 m~9,400 t

7.23 m~10,686 t

7.65 m~11,973 t

8.08 m~13,259 t

8.5 m~14,545 t

Estimate only — modelled from deadweight (hull geometry) using a first-principles hydrostatic model, not measured hydrostatic tables. The design draught it is anchored to is unreliable across the fleet.

Type classification

Declared

Container

→

Inferred from size

Container

density DWT/GT=0.67 is consistent with declared container

DWT/GT 0.67Beam/LOA 0.14Declared type: Ro-Ro or Container Carrier

Declared type is consistent with the class implied by the vessel’s size signals. Inferred via our shared size-based classifier.

Full compliance dossier

Commercial