- IMO
- 9518983
- MMSI
- 255806468
- Call Sign
- CQER9
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Humber — 29 h across 2 stays.
- 1Humber29 h · 2×
- 2Boulogne-Sur-Mer20 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
- Boulogne-Sur-Mer0.2 dJun 30, 2026
- Boulogne-Sur-Mer0.2 dJun 29, 2026
- Boulogne-Sur-Mer0.6 dJun 28, 2026
- Boulogne-Sur-Mer0.3 dJun 28, 2026
- Boulogne-Sur-Mer0.5 dJun 27, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinorOct 2, 2015Pier 42, Halifax, NS, NOVA SCOTIA (NS)
On 02 October 2015, the container vessel "DINKELDIEP" reported a loss of propulsion control while approaching the dock 0.2 nautical miles NE of pier 42 in Halifax, NS. The vessel regained propulsion control, moved into the harbour and requested a tug to standby. The vessel then secured without further incident. No injuries or pollution were reported.
Recorded marine occurrences naming this vessel.
- Fort Macon2 deficienciesMar 19, 2020US Coast Guard (Tokyo MOU)2 grounds for detention
Functionality of Safety; Company responsibility and
- Baltimore, Maryland3 deficienciesFeb 19, 2020US Coast Guard (Tokyo MOU)3 grounds for detention
Emergency source of; Oil accumulation in engine; Maintenance of the ship and
Port-State-Control detentions.
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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
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).
- op. unknownIn port since
- Discharged→ · 39 h in port· draught 6.2→3.8 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 · 39 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.
- Salt End· United Kingdom39 h1 call · 39 h avg 1 discharge
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 3 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. 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 6.1 m · 14 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.
Commercial
Voyage Estimate
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