- IMO
- 9309461
- MMSI
- 354315000
- Call Sign
- 3EEQ7
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Napoli — 26 h across 5 stays.
- 1Napoli26 h · 5×
- 2Port of Haifa17 h · 2×
- 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
- AER (CO₂/capacity·nm)
- 7.4
- Fuel burned
- 11,475 t
- Technical
- EEXI (9 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
- NapoliIn portJul 1, 2026
- Meta0.3 dJun 30, 2026
- Torre Del Greco0.2 dJun 30, 2026
- Port of Haifa0.0 dJun 26, 2026
- Port of Haifa0.4 dJun 26, 2026
AIS-derived from our live feed.
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Under way but in the slow band — effective capacity voluntarily withdrawn.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
2 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→ · 15 h in port· draught 9.7→9.7 m
- no cargo change→ · 18 h in port· draught 9.7→9.7 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 · 32 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.
- Ashdod Southport· Israel18 h1 call · 18 h avg
- Port of Haifa· Israel15 h1 call · 15 h avg
Based on 2 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
Container · summer draught 11.4 m · 124.4 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.
density DWT/GT=1.21 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
Fleet Management
Ownership & Management
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