- IMO
- 9764233
- MMSI
- 316033814
- Call Sign
- CFEB
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of Vancouver — 4 d across 17 stays.
- 1Port of Vancouver4 d · 17×
- 2Harmac23 h · 8×
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
Compliance
Safety Record
- RISK OF COLLISION (near collision) - With another vessel or other floating objectMinorNov 1, 2018Garry Point, BRITISH COLUMBIA (BC)
On 01 November 2018, the cargo ferry "SEASPAN RELIANT" reported a close quarters situation with the fishing vessel "SHELLIE-SHAUN" in the Fraser River, BC. The ferry altered to port to avoid a collision.
- TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinorOct 13, 2017Tilbury Island, BC., BRITISH COLUMBIA (BC)
On 13 October 2017, the ferry "SEASPAN RELIANT" reported being disabled due to electronic issues of its propulsion and steering systems shortly after departing the berth at Tilbury Island, Fraser River, BC. With the assistance of stand-by tug "SMIT HUNTER", the vessel's crew restored the systems and the vessel resumed its voyage.
- TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinorJun 10, 2017Main Arm, Fraser River, BC, BRITISH COLUMBIA (BC)
On 10 June 2017, the ro-ro passenger ferry "SEASPAN RELIANT", with 12 people on board, reported as disabled due to a machinery failure on the Fraser River, BC. The crew conducted repairs and the vessel resumed its voyage with one engine.
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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
3 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→ · 13 h in port· draught 4.3→4.3 m
- no cargo change→ · 2 h in port· draught 4.3→4.3 m
- no cargo change→ · 2 h in port· draught 4.3→4.3 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 · 17 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.
- Harmac· Canada17 h3 calls · 6 h avg
Based on 3 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
Composite Risk
Risk Score
No strong adverse signal on the components we could read for this hull.
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 4.3 m · 9.1 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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