- IMO
- 9167447
- MMSI
- 564588000
- Call Sign
- S6TI
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of Shenzhen — 6 h across 1 stay.
- 1
- 2
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.
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
This ship has no verified emissions report. We estimate a band D from its segment, size and age (61% confidence).
Estimate, not a reported figure. Within one band 95% of the time on reported peers.
- Mawan PtIn portJul 1, 2026
- Port of Singapore0.1 dJun 24, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- Apra, Guam4 deficienciesOct 9, 2020US Coast Guard (Tokyo MOU)4 grounds for detention
Other (fire safety) The condition of the ship and its equipment shall be; Other (fire safety) After any survey of the ship under regulation 8 has been; Other (fire safety) The number of openings in watertight subdivisions is to; Safety and environment
Port-State-Control detentions.
Operational Status
Activity
Making way at sea speed on its latest broadcast.
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-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).
- no cargo change→ · 2 h in port· draught 6.9→6.9 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 · 2 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.
- Port of Singapore· Singapore2 h1 call · 2 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
Multiple adverse factors, or a hard ship-specific signal, lift this hull above the fleet norm.
A coverage-weighted blend of the 3 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. 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
Container · summer draught 6.7 m · 29.7 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=1.39 is consistent with declared container
Declared type is consistent with the class implied by the vessel’s size signals. Inferred via our shared size-based classifier.
Commercial
Voyage Estimate
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