- IMO
- 9232280
- MMSI
- 369285000
- Call Sign
- KIYI
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Seattle-Tacoma — 2 h across 1 stay.
- 1
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
Estimate from $/dwt of similar-size, similar-age ships sold in the last 24 months. Indicative, not a certified valuation.
This ship has no verified emissions report. We estimate a band C from its segment, size and age (58% confidence).
Estimate, not a reported figure. Within one band 95% of the time on reported peers.
- Seattle-Tacoma0.3 dJun 27, 2026
- Seattle-Tacoma0.1 dJun 20, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- FIRESeriousMay 25, 2024Sharp Point, BRITISH COLUMBIA (BC)
On 25 May 2024, the ro-ro cargo vessel "NORTH STAR", with 28 people on board, reported having sustained an electrical fire in its engine room off Hesquiat Harbour, BC. The crew extinguished the fire and the vessel proceeded to Tacoma, WA, USA for a complete damage assessment.
- TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinorNov 24, 2015Graham Island, BC, BRITISH COLUMBIA (BC)
On 24 November 2015, the ro-ro vessel " NORTH STAR", with 27 people on board, reported as disabled due to mechanical issues, 41 nautical miles WSW of Graham Island, BC and drifting towards Haida Gwaii. The vessel's crew carried out repairs and the vessel proceeded to Puget Sound, BC using the port engine. The tug "JEFFREY FOSS" escorted the vessel.
Recorded marine occurrences naming this vessel.
Operational Status
Activity
Making way at sea speed on its latest broadcast.
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).
- no cargo change→ · 12 h in port· draught 8.8→8.8 m
- no cargo change→ · 11 h in port· draught 8.8→8.8 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 · 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.
- Seattle-Tacoma· USA23 h2 calls · 11 h avg
Based on 2 completed calls 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 9.2 m · 42.6 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.
density DWT/GT=0.38 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
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