- IMO
- 9320518
- MMSI
- 352004190
- Call Sign
- 3E7685
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of Singapore — 3 d across 3 stays.
- 1Port of Singapore3 d · 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)
- 16.9
- Fuel burned
- 1,133 t
- Technical
- EEXI (9.83 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
- Tanjong PagarIn portJul 3, 2026
- Tanjong Pagar1.1 dJul 2, 2026
- Tanjong Pagar0.3 dJul 2, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinorFeb 1, 2026Cape George, BRITISH COLUMBIA (BC)
On 01 February 2026, the cargo vessel "LADY VIVIANA", with 14 people on board, reported having sustained a total failure of its steering system in Hecate Strait off Refuge Bay, BC. The vessel proceeded to an anchorage using the emergency steering system, and the crew carried out repairs.
Recorded marine occurrences naming this vessel.
Build Series
Sister Vessels
Sister hulls share a yard, segment, build year (±1) and deadweight (±3%) — the cleanest comparables for valuation. Derived in-house from our fleet register; coverage is limited to hulls carrying a recorded builder, so a series may be incomplete.
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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).
- 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.
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 6.6 m · 23.8 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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