Passenger Ship🇮🇹 ItalyActive

ISCHIA JET

Compare

IMO: 8900957
MMSI: 247048700
Call Sign: IOBI

Technical Specifications

Key Figures

Gross Tonnage

411GT

Deadweight

37DWT

Length Overall

41.76m

Beam

7.67m

Draught

1.2m

Year Built

1989

Live Tracking

Current Position

Live AIS · 1 h ago

Track · last 13 d

Position

41.194°N · 13.208°E

Speed

22.4 kn

Course

35°

Status

Under way using engine

Destination ITTRC ITPNZETA Jun 29, 08:00 PMLaden · 1.5 m

Where it waited most

Most time stopped at Ponza — 4 h across 2 stays.

1
Ponza4 h · 2×
2
Napoli2 h · 3×

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 scoreHigh

58/ 100

Safety38

Compliance95

Environment38

Recent port calls

Ponza
Jun 27, 2026
0.2 d
Ponza
Jun 27, 2026
0.0 d
Port of Naples
Jun 21, 2026
0.2 d
Capri
Jun 21, 2026
0.0 d
Port of Naples
Jun 21, 2026
0.0 d

AIS-derived from our live feed.

Operational Status

Activity

Under wayFix within the last day

Making way at sea speed on its latest broadcast.

Speed

21.3 kn

Nav status

Under way using engine

Last broadcast

within the last day

Hull age

37 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

5 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).

Ponza
no cargo change
→ · 5 h in port· draught 1.5→1.5 m
Capri
no cargo change
→ · 3 h in port· draught 1.5→1.5 m· medium confidence
Marina Grande
no cargo change
→ · 3 h in port· draught 1.5→1.5 m· medium confidence
Port of Naples
no cargo change
→ · 7 h in port· draught 1.5→1.5 m· medium confidence
Piano di Sorrento
no cargo change
→ · 3 h in port· draught 1.5→1.5 m· medium confidence

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

5 ports · 21 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.

Port of Naples· Italy
7 h
1 call · 7 h avg
Ponza· Italy
5 h
1 call · 5 h avg
Piano di Sorrento· Italy
3 h
1 call · 3 h avg
Capri· Italy
3 h
1 call · 3 h avg
Marina Grande· Italy
3 h
1 call · 3 h avg

Based on 5 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

60/100

Elevated riskLow confidence40% component coverage

Multiple adverse factors, or a hard ship-specific signal, lift this hull above the fleet norm.

PSC detentionsno data

Sanctions exposureno data

Dark-fleet signalno data

Hull age100

Flag register0

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

~37t at summer draught

Other · summer draught 1.2 m · 0.5 t per cm immersion

Estimated intake by draught

0.84 m~20 t

0.9 m~23 t

0.96 m~26 t

1.02 m~29 t

1.08 m~31 t

1.14 m~34 t

1.2 m~37 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 regression) using a first-principles hydrostatic model, not measured hydrostatic tables. The design draught it is anchored to is unreliable across the fleet.

Commercial