- IMO
- 9365790
- MMSI
- 311001416
- Call Sign
- C6HB6
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of Marseille-Fos — 29 h across 1 stay.
- 1
- 2Port of Valencia27 h · 2×
- 3Malta Freeport15 h · 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
- 3,066 t
- Technical
- EEXI (8.35 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
- DelimaraIn portJul 1, 2026
- Port of Valencia0.6 dJun 24, 2026
- Port of Valencia0.8 dJun 21, 2026
- Port of Marseille-Fos1.5 dJun 18, 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Under way but in the slow band — effective capacity voluntarily withdrawn.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
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).
- Loaded→ · 15 h in port· draught 13.4→14.8 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
1 port · 15 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.
- Port of Valencia· Spain15 h1 call · 15 h avg 1 load
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
Container · summer draught 14.1 m · 131.9 t per cm immersion
Estimate only — modelled from deadweight (hull geometry) 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=1.09 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
Overview
About This Vessel
CMA CGM Butterfly is one of the largest container ships in the world. It is one of the largest ships in the French company's fleet, built in South Korea. The ship went around Africa (adding seven days to the trip) to avoid a $600,000 toll for the 9,660 TEU ship passing through the Suez Canal. CMA CGM Butterfly is one of the last generation of 9,700 teu ships. CMA CGM Butterfly was built by Hyundai Heavy Industries, and completed in 2008. Its total maximum cargo capacity is 9661 TEU. The ship is 337 m in length and has a beam of 42.8 m. The cargo vessel is powered by Wärtsilä 12RTA96C, a 2 stroke 12 cylinder engine, capable or generating a total power of 68,639 kW (93,322 hp) driving 1 fixed prop propeller.
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