- IMO
- 9466996
- MMSI
- 244020048
- Call Sign
- PBEL
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of Montreal — 5 d across 2 stays.
- 1Port of Montreal5 d · 2×
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)
- 13.1
- Fuel burned
- 1,744 t
- Technical
- EEXI (9 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
- Port of Montreal2.6 dJun 24, 2026
- Saint-Lambert3.9 dJun 18, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- PERSON SERIOUSLY INJURED OR KILLED - In contact with any part of the ship or its contentsSeriousOct 12, 2020Inukjuak, QC, QUEBEC (QC)
On 12 October 2020, the general cargo vessel "NUNALIK" medevaced an injured crew member to the hospital in Inukjuak, QC.
- STRIKING - Allision with a fixed object (striking - includes berthed/docked vessels)SeriousMay 2, 2011BEAUHARNOIS LOCK, QC, QUEBEC (QC)
On 02 May 2011, the downbound vessel "BELUGA FAIRY" struck the approach wall of the lower Beauharnois Lock upon entering, near Beauharnois, Quebec. The vessel sustained minor damage.
Recorded marine occurrences naming this vessel.
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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
- 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
Some elevated factors — typically age or a lower-graded flag — but no acute ship-specific flag.
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 5.4 m · 26.1 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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