Passenger Ship🇨🇦 CanadaActive

BURRARD OTTER II

Built by Damen Shipyards Gorinchem in 2014

Compare

IMO: 9688180
MMSI: 316028554
Call Sign: CFN6722

Technical Specifications

Key Figures

Gross Tonnage

453GT

Deadweight

25DWT

Length Overall

34m

Beam

12m

Year Built

2014

Live Tracking

Current Position

Live AIS · 1 min ago

Track · last 13 d

Position

49.310°N · 123.085°W

Speed

4.6 kn

Course

210°

Status

Under way using engine

Where it waited most

Most time stopped at Port of Vancouver — 5 d across 56 stays.

1
Port of Vancouver5 d · 56×

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 scoreLow

84/ 100

Safety78

Compliance95

Environment78

Recent port calls

West Vancouver
Jul 1, 2026
In port
Port of Vancouver
Jul 1, 2026
0.0 d
Port of Vancouver
Jul 1, 2026
0.0 d
West Vancouver
Jun 30, 2026
0.0 d
Port of Vancouver
Jun 30, 2026
0.1 d

AIS-derived from our live feed.

Compliance

Safety Record

Marine casualties6

TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinor
Mar 24, 2026Brockton Point, BRITISH COLUMBIA (BC)
On 24 March 2026, the passenger ship "BURRARD OTTER II" reported a total engine failure in Vancouver Harbour, BC. The vessel proceeded to a wharf for repairs.
RISK OF COLLISION (near collision) - With another vessel or other floating objectMinor
Jul 23, 2022Brockton Point, BRITISH COLUMBIA (BC)
On 23 July 2022, the passenger ferry "BURRARD OTTER II" reported a close quarters situation with an unknown vessel in Vancouver Harbour, BC. The vessel went full astern to avoid a collision.
RISK OF COLLISION (near collision) - With another vessel or other floating objectMinor
Aug 20, 2020Lonsdale Quay Seabus Terminal, North Vancouver, BC, BRITISH COLUMBIA (BC)
On 20 August 2020, the passenger ferry "BURRARD OTTER II", with 24 people on board, reported a risk of collision with a pleasure craft while crossing Burrard Inlet, BC. The ferry took evasive action to avoid the collision.
STRIKING - Allision with a fixed object (striking - includes berthed/docked vessels)Serious
Jun 27, 2017North Seabus Terminal, Burrard Inlet, BC, BRITISH COLUMBIA (BC)
On 27 June 2017, the passenger vessel "BURRARD OTTER II" reported striking the dock while berthing at the North Seabus Terminal in Burrard Inlet, BC. Minor damage to the vessel reported.
TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinor
Jan 6, 2016Brockton Oval Point, BRITISH COLUMBIA (BC)
On 06 January 2016, the passenger vessel "BURRARD OTTER II" reported a total failure breakdown of its No. 1 engine in Vancouver Harbour, BC. The vessel was taken out of service.
TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinor
Nov 16, 2015South Seabus Terminal, BRITISH COLUMBIA (BC)
On 16 November 2015, the passenger vessel "BURRARD OTTER II" reported a breakdown of its No. 4 propulsion system. The vessel returned to the Seabus Terminal, North Vancouver, BC to carry out repairs.

Recorded marine occurrences naming this vessel.

Operational Status

Activity

Slow steamingFix within the last day

Under way but in the slow band — effective capacity voluntarily withdrawn.

Speed

3.5 kn

Nav status

Under way using engine

Last broadcast

within the last day

Hull age

12 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

11 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).

West Vancouver
op. unknown
→ · 3 h in port
West Vancouver
op. unknown
→ · 6 h in port
West Vancouver
op. unknown
→ · 12 h in port
West Vancouver
op. unknown
→ · 16 h in port
West Vancouver
op. unknown
→ · 5 h in port
West Vancouver
op. unknown
→ · 4 h in port
West Vancouver
op. unknown
→ · 4 h in port
West Vancouver
op. unknown
→ · 8 h in port
West Vancouver
op. unknown
→ · 11 h in port
West Vancouver
op. unknown
→ · 6 h in port
West Vancouver
op. unknown
→ · 6 h in port

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 · 3.4 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.

West Vancouver· Canada
3.4 days
11 calls · 7 h avg

Based on 11 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

27/100

Moderate riskLow confidence40% component coverage

Some elevated factors — typically age or a lower-graded flag — but no acute ship-specific flag.

PSC detentionsno data

Sanctions exposureno data

Dark-fleet signalno data

Hull age28

Flag register25

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

Cargo capacity at draughtMedium confidence

~25t at summer draught

Other · summer draught 1.13 m · 0.4 t per cm immersion

Estimated intake by draught

0.79 m~13 t

0.84 m~15 t

0.9 m~17 t

0.96 m~19 t

1.01 m~21 t

1.07 m~23 t

1.13 m~25 t

Design draught looks implausible for this class and size — the figures above are anchored to it, so treat them with extra caution.

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

Commercial