- IMO
- 9254654
- MMSI
- 257329000
- Call Sign
- LAZV5
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Curtis Island LNG — 24 h across 4 stays.
- 1Curtis Island LNG24 h · 4×
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
- South Trees0.9 dJun 28, 2026
- South Trees0.3 dJun 28, 2026
- South Trees0.3 dJun 27, 2026
- South Trees0.3 dJun 26, 2026
- South Trees0.3 dJun 24, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinorMay 14, 2020Grappler Rock, BRITISH COLUMBIA (BC)
On 14 May 2020, the cargo vessel "STAR JAPAN", while under the conduct of a pilot, reported a loss of all engine power in Chemainus Harbour, Houstoun Passage, BC. The vessel's anchor was deployed and the crew replaced a defective exhaust ground.
- RISK OF STRIKING (near allision) - Risk of allision with a fixed object (striking - includes vessels)ModerateNov 13, 2010MATANE, QC, QUEBEC (QC)
On 13 November 2010, a close-quarters situation developped between the tug ''JERRY NEWBERRY'' and barge ''VMS 87'' with the vessel ''STAR JAPAN'' off Matane, Québec.
Recorded marine occurrences naming this vessel.
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
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→ · 30 h in port· draught 10.7→10.8 m
- 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.
Where it waits
1 port · 30 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.
- South Trees· Australia30 h1 call · 30 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 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 7.3 m · 62.6 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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