
Technical Specifications
Live Tracking
Intelligence
AIS-derived from our live feed.
Compliance
On 14 July 2023, the ferry "QUADRA QUEEN II" reported having sustained the total failure of one of its main engines while approaching Whaletown, BC. The berthing manoeuvre was completed using the remaining engine.
On 31 March 2022, the ferry "QUADRA QUEEN II" reported its port engine not operational on departing Denman Island, BC. The ferry used its starboard engine to return to Denman Island for repairs.
On 08 October 2017, the passenger ferry "QUADRA QUEEN II", with 6 crew and 42 passengers on board, reported a risk of collision with the sea plane "N42125" while berthing at Port McNeill, BC. The sea plane landed between the ferry and the dock.
On 09 August 2016, the ferry "QUADRA QUEEN II" reported a close quarters situation with a sea plane at Port McNeil, BC. The ferry made an emergency stop to avoid a collision.
On 28 June 2015, the passenger/ro-ro ferry "QUADRA QUEEN II" reported a crack in the fender, compromising the hull in way of the forepeak, while berthed at Port McNeill terminal, BC. Repairs were carried out by the company welder.
On 26 June 2011, the BCFS Ferry "QUADRA QUEEN II" reported a close quarter situation with the F/V "KRISTIN JOYE" near the north end of Haddington Island, B.C. Reportedly, the ferry had to go full astern to avoid a collision.
On 04 November 2008, the BC Ferry "QUADRA QUEEN II" reported a hard docking at the Alert Bay Terminal, B.C. The Terminal suffered minor damage and both the vessel and the terminal are in operation.
On 09 March 2008, the BCFS Ferry "QUADRA QUEEN II", discovered a crack open to the forepeak on the rubbing strake, port forward at deck level. The vessel is seaworthy.
Recorded marine occurrences naming this vessel.
Build Series
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
The latest broadcast is too stale or lacks the speed / status to classify.
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.
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).
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
Strong, corroborated adverse evidence — a detention, sanctions exposure or an AIS-gap / behavioural signal.
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.
Transparency
Behavioural flags raised against this vessel — each shown with the raw evidence behind it. Derived in-house from data we are entitled to publish; informational, not a determination of wrongdoing.
Stopped transmitting relative to the live feed front
Method: gap measured vs the live feed's own max timestamp, not wall-clock. Source: TheMaritime aisstream.io ingest (ais_positions).
Signals are a current-state view: a flag clears once the vessel stops tripping its detector. These are screening indicators, not a substitute for your own due diligence.
Fleet Management

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