Container Ship🇸🇬 SingaporeActive

COSCO JAPAN

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IMO: 9448748
MMSI: 563277600
Call Sign: 9VMV5

Technical Specifications

Key Figures

Gross Tonnage

91,051GT

Deadweight

102,834DWT

Length Overall

334m

Beam

42.79m

Draught

14.5m

Year Built

2010

Live Tracking

Current Position

Live AIS · 20 h ago

Track · last 12 d

Position

54.439°N · 6.778°E

Speed

0.4 kn

Course

218°

Status

Under way using engine

Destination DEBRV>>DEHAMETA Jul 5, 12:01 AMPart-laden · 11.6 m

Where it waited most

Most time stopped at Port of Felixstowe — 36 h across 1 stay.

1
Port of Felixstowe36 h
2
Bremerhaven28 h
3
Wangerooge24 h · 3×
4
Offshore 54.47,6.942 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.

Underway to

Port of Hamburg

GermanyAIS: DEHAM

Distance

115 nm

sea route

ETA (computed)

—

at 11 kn

Speed now

1.2 kn

Under way using engine

Crew ETA

not reported

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

Risk scoreMedium

77/ 100

Safety68

Compliance95

Environment68

Carbon intensity · 2024B

34,823t CO₂

AER (CO₂/capacity·nm): 7.6
Fuel burned: 11,164 t
Technical: EEXI (11.12 gCO₂/t·nm)

Verified reported figure. Band is peer-relative, not official IMO CII.

Recent port calls

Bremerhaven
Jun 28, 2026
1.2 d
Harwich
Jun 24, 2026
1.5 d

AIS-derived from our live feed.

Compliance

Safety Record

Marine casualties2

RISK OF GROUNDINGMinor
Oct 18, 2017Holland Rocks, Prine Rupert, BC, BRITISH COLUMBIA (BC)
On 18 October 2017, the container vessel "COSCO JAPAN", with 23 people on board, reported its anchor dragged due to heavy weather and at a risk of grounding while anchored at Anchorage 9 in Prince Rupert Harbour, BC. A pilot attended the vessel and re-positioned the anchor.
STRIKING - Allision with a fixed object (striking - includes berthed/docked vessels)Serious
Aug 11, 2014Fairview Container Terminal, Prince Rupert, B.C., BRITISH COLUMBIA (BC)
On 11 August 2014, the container vessel "COSCO JAPAN" struck the pier and damaged a fender while berthing in Prince Rupert, B.C.

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

1.2 kn

Nav status

Under way using engine

Last broadcast

within the last day

Hull age

16 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

1 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).

Harwich
no cargo change
→ · 37 h in port· draught 13.1→13.1 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

1 port · 37 h 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.

Harwich· United Kingdom
37 h
1 call · 37 h avg

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

46/100

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 age44

Flag register50

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 draughtHigh confidence

~102,834t at summer draught

Container · summer draught 14.5 m · 112.4 t per cm immersion

Estimated intake by draught

10.15 m~53,921 t

10.88 m~62,073 t

11.6 m~70,225 t

12.33 m~78,377 t

13.05 m~86,530 t

13.77 m~94,682 t

14.5 m~102,834 t

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.

Type classification

Declared

Container

→

Inferred from size

Container

density DWT/GT=1.13 is consistent with declared container

DWT/GT 1.13Beam/LOA 0.128Declared type: Container Ship

Declared type is consistent with the class implied by the vessel’s size signals. Inferred via our shared size-based classifier.

Commercial