- IMO
- 9521825
- MMSI
- 256426000
- Call Sign
- 9HA5833
Technical Specifications
Key Figures
Live Tracking
Current Position
Intelligence
Risk & Sustainability
- AER (CO₂/capacity·nm)
- 11.3
- Fuel burned
- 321 t
- Technical
- EIV (15.42 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
Compliance
Safety Record
- COLLISION - With another vessel or other floating objectSeriousDec 17, 2022Les Méchins, QUEBEC (QC)
On 17 December 2022, the bulk carrier "ALE" collided with the moored tug "KAMARINA" after the bulk carrier's mooring lines broke while it was docked at Les Méchins, QC.
- GROUNDING - Under power (non-intentional)SeriousSep 14, 2022Turfys Island, NEWFOUNDLAND AND LABRADOR (NL)
On 14 September 2022, the general cargo vessel "ALE", with 17 people on board and while under the conduct of a pilot, ran aground while entering Long Pond, NL. At the time, the vessel was assisted by the tug ''NORTH ATLANTIC OSPREY". The vessel re-floated with the assistance of the tug and was towed to Kellys Island, NL to drop anchor and assess damage.
- TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinorMay 18, 2020Montréal, QC, QUEBEC (QC)
On 18 May 2020, the bulk carrier "RABA" reported the failure of its bow thruster whilst moored at section No. 48 of the port of Montréal, QC. The defective equipment was isolated and the vessel resumed its voyage.
Recorded marine occurrences naming this vessel.
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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).
- Discharged→ · 46 h in port· draught 9.3→6.3 m
- Loaded→ · 8 h in port· draught 6.3→9.3 m
- no cargo change→ · 43 h in port· draught 9.3→9.3 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 · 4.1 days 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 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
Bulker · summer draught 8.6 m · 26.1 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=1.26 is consistent with declared bulker
Declared type is consistent with the class implied by the vessel’s size signals. Inferred via our shared size-based classifier.
Commercial
Voyage Estimate
Visual Archive
Gallery
Explore More
Similar Vessels
Community
Vessel Comments