- IMO
- 9321029
- MMSI
- 538009830
- Call Sign
- V7A5227
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of Singapore — 10 h across 2 stays.
- 1Port of Singapore10 h · 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.
Intelligence
Risk & Sustainability
Estimate from $/dwt of similar-size, similar-age ships sold in the last 24 months. Indicative, not a certified valuation.
This ship has no verified emissions report. We estimate a band B from its segment, size and age (55% confidence).
Estimate, not a reported figure. Within one band 95% of the time on reported peers.
- Pasir Panjang0.3 dJun 20, 2026
- Pasir Panjang0.2 dJun 20, 2026
- Pulau Sebarok0.7 dJun 19, 2026
- Pulau Sebarok1.0 dJun 18, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- FIRESeriousJan 31, 2018Cape St James, BRITISH COLUMBIA (BC)
On 31 January 2018, the container vessel "MOL PRESTIGE", with 23 people on board, reported an engine room fire 146 nautical miles SSW off Haida Gwaii, BC. There were 22 crew and 1 supernumerary on board at the time. The fire was eventually extinguished. Five of the crew members were seriously injured. A Royal Canadian Air Force helicopter evacuated 2 of the crew members to hospital in the Village of Queen Charlotte, BC. The Canadian Coast Guard ship Sir Wilfrid Laurier assisted until a salvage tug arrived and towed the disabled vessel to Seattle, Washington, United States.
Recorded marine occurrences naming this vessel.
Operational Status
Activity
An older hull, stopped, whose last broadcast is itself no longer fresh — a cautious lay-up proxy.
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. “Likely laid up” is a cautious proxy (an old hull, stopped, with a non-fresh fix), not a confirmed lay-up. 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 · 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.
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 9.6 m · 90.9 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=1.01 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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