- IMO
- 9105035
- MMSI
- 309601000
- Call Sign
- C6OA3
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of Vancouver — 4 d across 1 stay.
- 1
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
Compliance
Safety Record
- TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinorFeb 4, 2019Berth 2, Squamish, BC, BRITISH COLUMBIA (BC)
On 04 February 2019, the mooring lines of the bulk carrier "MANDARIN ARROW" parted and the vessel drifted off the berth at Squamish, BC. The vessel was brought back into position with the assistance of tugs and a pilot.
- GROUNDING - Under power (non-intentional)SeriousAug 17, 1999DUNCAN BAY, B.C., BRITISH COLUMBIA (BC)
The Mandarin Arrow was en route from Kitimat, British Columbia, to Duncan Bay, British Columbia, under the conduct of a British Columbia coast pilot. During the approach to a wharf in Duncan Bay, with two tugboats assisting, the vessel grounded approximately 25 metres from shore. The pilot notified the authorities, while the master and crew carried out damage assessment. Approximately 55 minutes later, the vessel refloated on a rising tide and was berthed at the wharf without further incident. The vessel remained alongside the berth while temporary repairs were completed. No injury or pollution was reported as a result of this occurrence. However, the Mandarin Arrow sustained extensive damage to her shell plating.
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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
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).
- op. unknownIn port since
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.
Composite Risk
Risk Score
Strong, corroborated adverse evidence — a detention, sanctions exposure or a dark-fleet signal.
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
Other · summer draught 13.1 m · 72.8 t per cm immersion
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
Voyage Estimate
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