- IMO
- 9498482
- MMSI
- 403297001
- Call Sign
- HZOH
Technical Specifications
Key Figures
Live Tracking
Current Position
Intelligence
Risk & Sustainability
- AER (CO₂/capacity·nm)
- 9.9
- Fuel burned
- 1,412 t
- Technical
- Not Applicable
Verified reported figure. Band is peer-relative, not official IMO CII.
Compliance
Safety Record
- INTENTIONAL BEACHING/GROUNDING/ANCHORING to avoid occurrenceMinorNov 8, 2015Estevan Point, BRITISH COLUMBIA (BC)
On 08 November 2015, the general cargo vessel "AAL NEWCASTLE" reported main engine issues en-route to New Westminster, BC. The vessel intentionally anchored at Constance Bank, BC to carry out repairs.
Recorded marine occurrences naming this vessel.
Operational Status
Activity
Under way but in the slow band — effective capacity voluntarily withdrawn.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
2 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→ · 27 h in port· draught 8.8→7.7 m
- op. unknownIn 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 · 27 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.
- Trignac· France27 h1 call · 27 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
Some elevated factors — typically age or a lower-graded flag — but no acute ship-specific flag.
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 7.6 m · 49.9 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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