- IMO
- 9169524
- MMSI
- 310556000
- Call Sign
- ZCDW9
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Liverpool — 13 h across 1 stay.
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
- AER (CO₂/capacity·nm)
- 12.4
- Fuel burned
- 22,725 t
- Technical
- EEXI (11.5 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
- MarchwoodIn portJul 1, 2026
- Eling0.4 dJul 1, 2026
- Port of Southampton0.0 dJul 1, 2026
- Fawley Marine Terminal0.0 dJul 1, 2026
- Fishbourne0.0 dJul 1, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- FIRESeriousOct 2, 2018Godbout, QC, QUEBEC (QC)
On 02 October 2018, the passenger vessel "AURORA" sustained an electrical fire of the voltage transformer caused by a malfunction of the diesel generator alternator 11 nautical miles S of Godbout, QC. The fire was rapidly extinguished and the vessel continued its voyage, using another generator.
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
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).
- no cargo change→ · 13 h in port· draught 8.4→8.4 m
- no cargo change→ · 8 h in port· draught 8.4→8.4 m· medium confidence
- no cargo change→ · 11 h in port· draught 8.4→8.4 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
3 ports · 33 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.
- Liverpool· United Kingdom13 h1 call · 13 h avg
- Alesund· Norway11 h1 call · 11 h avg
- Grundarfjordur· Iceland8 h1 call · 8 h avg
Based on 3 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
Composite Risk
Risk Score
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
Capacity & Classification
Other · summer draught 8.2 m · 19.8 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.
Commercial
Voyage Estimate
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Ownership & Management
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