Passenger Ship🇼🇫 Wallis and FutunaActive

LE CHAMPLAIN

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IMO: 9814038
MMSI: 578001100
Call Sign: FLBP

Technical Specifications

Key Figures

Gross Tonnage

9,976GT

Deadweight

1,353DWT

Length Overall

131.46m

Beam

18m

Draught

4.9m

Year Built

2018

Live Tracking

Current Position

Live AIS · 12 min ago

Track · last 13 d

Position

61.939°N · 5.122°E

Speed

0.0 kn

Course

191°

Status

Moored

Destination NO EDFETA Jul 2, 10:00 AMLaden · 4.7 m

Where it waited most

Most time stopped at Greenock — 12 h across 1 stay.

1
Greenock12 h
2
Flåm12 h · 2×
3
Bergen11 h
4
Maloy8 h
5
Eidsdal7 h
6
Hatston6 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

Risk scoreLow

90/ 100

Safety88

Compliance95

Environment88

Carbon intensity · 2024E

4,939t CO₂

AER (CO₂/capacity·nm): 20.3
Fuel burned: 1,541 t
Technical: EEDI (22.1 gCO₂/t·nm)

Verified reported figure. Band is peer-relative, not official IMO CII.

Recent port calls

Maloy
Jul 1, 2026
In port
Flåm
Jun 29, 2026
0.3 d
Bergen
Jun 28, 2026
0.5 d
Flåm
Jun 27, 2026
0.2 d
Hatston
Jun 24, 2026
0.3 d

AIS-derived from our live feed.

Operational Status

Activity

Under wayFix within the last day

Making way at sea speed on its latest broadcast.

Speed

8.2 kn

Nav status

Under way using engine

Last broadcast

within the last day

Hull age

8 yr

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

5 recent · AIS-detected

Arrivals, 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).

Flåm
no cargo change
→ · 7 h in port· draught 4.7→4.7 m
Bergen
no cargo change
→ · 12 h in port· draught 4.7→4.7 m
Flåm
no cargo change
→ · 6 h in port· draught 4.7→4.7 m
Hatston
no cargo change
→ · 7 h in port· draught 4.7→4.7 m
Greenock
no cargo change
→ · 13 h in port· draught 4.7→4.7 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

4 ports · 44 h total

Time-in-port summed by port from the AIS-detected port-call history — the ports this vessel has spent the most time at, longest first.

Flåm· Norway
13 h
2 calls · 6 h avg
Greenock· United Kingdom
13 h
1 call · 13 h avg
Bergen· Norway
12 h
1 call · 12 h avg
Hatston· United Kingdom
7 h
1 call · 7 h avg

Based on 5 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

7/100

Low riskLow confidence40% component coverage

No strong adverse signal on the components we could read for this hull.

PSC detentionsno data

Sanctions exposureno data

Dark-fleet signalno data

Hull age12

Flag register0

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

Cargo capacity at draughtMedium confidence

~1,353t at summer draught

Other · summer draught 4.9 m · 5.6 t per cm immersion

Estimated intake by draught

3.43 m~533 t

3.68 m~670 t

3.92 m~807 t

4.17 m~943 t

4.41 m~1,080 t

4.66 m~1,216 t

4.9 m~1,353 t

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