
Technical Specifications
Intelligence
How a hull like this loses value with age (today's market). The dot marks this ship at 21 yrs.
A quick estimate: the median $/dwt of 13 similar-size, similar-age ships sold in the last 24 months, not re-timed to today's market. The full valuation blends several models over recent sales adjusted for size, age and market moves, so its consensus value can differ from this figure. Indicative, not a certified valuation.
See the full valuation consensusVerified reported figure. Band is peer-relative, not official IMO CII.
Compliance
On 05 January 2026, the container ship "CMA CGM PARANAGUA", while under the conduct of a pilot, reported cooling issues and a subsequent loss of propulsion and electrical power in the St. Lawrence River off L'Isle-aux-Coudres, QC. The crew carried out repairs while adrift and the vessel resumed its voyage.
On 06 March 2025, the container ship "CMA CGM PARANAGUA", sustained a failure of its steam system and had to stop off Anticosti Island, QC. The crew carried out the repairs and the vessel resumed its voyage.
On 29 January 2025, while under the conduct of a pilot on the St. Lawrence River, the container vessel "CMA CGM PARANAGUA" reported issues with its main engine cooling system. The vessel proceeded anchored to clear ice from the cooling system heat exchangers and before resuming its intended voyage.
On 27 November 2023, the container ship "CMA CGM PARANAGUA" reported having sustained a total failure of two main engine blowers in Détroit d'Honguedo, QC. The vessel was stopped and one blower was repaired adrift before resuming the voyage at a reduced speed.
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.
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 11.1 m · 59.3 t per cm immersion
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.
density DWT/GT=1.17 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
Price it in the Route Planner between any two commercial ports: ballast and laden legs, two fuels at live bunker prices, port and canal costs, the weather on the way, and the TCE set against the market.
Typical Sub-Panamax speed and burn. Replace them with the ship's own figures in the planner.
Fleet Management
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