- IMO
- 9242558
- MMSI
- 305600000
- Call Sign
- V2AR8
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Ashdod Southport — 28 h across 5 stays.
- 1Ashdod Southport28 h · 5×
- 2Nieuwdorp20 h
- 3Limassol11 h
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
Estimate from $/dwt of similar-size, similar-age ships sold in the last 24 months. Indicative, not a certified valuation.
- AER (CO₂/capacity·nm)
- 21.6
- Fuel burned
- 6,514 t
- Technical
- EEXI (25.2 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
- Ashdod SouthportIn portJun 30, 2026
- Ashdod Southport0.1 dJun 30, 2026
- Ashdod Southport0.5 dJun 29, 2026
- Akrotiri0.5 dJun 28, 2026
- Nieuwdorp1.6 dJun 18, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- GROUNDING - Under power (non-intentional)SeriousMay 15, 2006SOREL, QC, QUEBEC (QC)
On 15 2006, the vessel Holland Maas Caraibes went aground near buoy S-154, St. Lawrence River, near Sorel, Quebec. The vessel was refloated one hour later with the assistance of two tugs.
Recorded marine occurrences naming this vessel.
Build Series
Sister Vessels
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
Activity
Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.
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
3 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).
- op. unknownIn port since
- no cargo change→ · 11 h in port· draught 7.3→6.8 m
- no cargo change→ · 20 h in port· draught 7.5→7.5 m
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
2 ports · 32 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.
Based on 2 completed calls 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 7.6 m · 24.2 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
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