- IMO
- 8414582
- MMSI
- 247385600
- Call Sign
- IBRS
Technical Specifications
Key Figures
Live Tracking
Current Position
Intelligence
Risk & Sustainability
- AER (CO₂/capacity·nm)
- 17.4
- Fuel burned
- 8,271 t
- Technical
- EEXI (22.06 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
Operational Status
Activity
Under way but in the slow band — effective capacity voluntarily withdrawn.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
7 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→ · 11 h in port· draught 6.6→6.6 m
- no cargo change→ · 5 h in port· draught 6.6→6.6 m· medium confidence
- no cargo change→ · 12 h in port· draught 6.6→6.6 m
- no cargo change→ · 2 h in port· draught 6.6→6.6 m· medium confidence
- no cargo change→ · 11 h in port· draught 6.6→6.6 m
- no cargo change→ · 3 h in port· draught 6.6→6.6 m
- no cargo change→ · 12 h in port· draught 6.6→6.6 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 · 2.3 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 7 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
Other · summer draught 5.31 m · 11.8 t per cm immersion
Estimate only — modelled from deadweight (deadweight only) 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
Overview
About This Vessel
Moby Orli is a cruiseferry owned by Moby SPA. Until September 2010, she was known as Pride of Bilbao, operated by P&O Ferries on their Portsmouth–Bilbao route. The vessel was built in 1986 as Olympia at the Wärtsilä Perno Shipyard in Turku, Finland for Rederi AB Slite, Sweden for use in Viking Line traffic. She was sold by Irish Continental Group to St. Peter Line in December 2010 and renamed Princess Anastasia and operated on the Saint Petersburg – Helsinki – Stockholm – Tallinn route. In 2022 she was withdrawn because of the Russian invasion of Ukraine, transferred to Moby Lines and sailed to Messina for refurbishment. She was set to return to service in the Mediterranean.
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