- IMO
- 7912020
- MMSI
- 265509140
- Call Sign
- SCDI
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Longyearbyen — 22 h across 1 stay.
- 1Longyearbyen22 h
- 2Offshore 79.66,14.2210 h
- 3Offshore 79.73,10.928 h
- 4Ny Alesund6 h
- 5Offshore 77.02,15.925 h
- 6Offshore 78.65,16.945 h
- 7Offshore 79.61,12.713 h
- 8Offshore 77.54,20.803 h
- 9Offshore 79.33,11.753 h
- 10Offshore 79.77,11.473 h
- 11Offshore 77.08,16.012 h
- 12Offshore 76.91,16.312 h
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
- Longyearbyen0.9 dJun 28, 2026
- Longyearbyen0.6 dJun 18, 2026
AIS-derived from our live feed.
Operational Status
Activity
Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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).
- no cargo change→ · 23 h in port· draught 3.9→3.9 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 · 23 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.
- Longyearbyen· Svalbard and Jan Mayen23 h1 call · 23 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 3.9 m · 1.7 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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