SPIRIT OF DISCOVERY

Built by Meyer Werft in 2019

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IMO: 9802683
MMSI: 232021171
Call Sign: MEYE7

Technical Specifications

Key Figures

Gross Tonnage

58,119GT

Deadweight

5,120DWT

Length Overall

236.71m

Beam

34.44m

Draught

7.2m

Year Built

2019

Overview

About This Vessel

Spirit of Discovery is a 58,250 GT cruise ship operating for Saga Cruises. Built by Meyer Werft, the ship was delivered on 24 June 2019 and began operations on 10 July 2019. Upon delivery, she became Saga's first ever new-build ship. She is Saga's largest ship to ever operate in its history, a title she will share with her sister ship, Spirit of Adventure, after she was delivered in September 2020.

Live Tracking

Current Position

Live AIS · 3 min ago

Track · last 14 d

Position

58.976°N · 5.723°E

Speed

0.0 kn

Course

175°

Status

Moored

Destination GB DVR>NO SVGETA Sep 1, 04:00 AMLaden · 7.2 m

Where it waited most

Most time stopped at Dover Harbor — 39 h across 4 stays.

1
Dover Harbor39 h · 4×
2
Douglas20 h · 2×
3
Belfast17 h
4
Flåm14 h
5
Eidsdal10 h
6
Skjolden9 h
7
Nordfjordeid9 h
8
Port of Le Havre9 h
9
Port of Cork9 h · 2×
10
Bergen9 h
11
Kirkwall9 h
12
Aberdeen8 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 · 2025C

37,748t CO₂

AER (CO₂/capacity·nm): 9.9
Fuel burned: 12,069 t
Technical: EEXI (10.19 gCO₂/t·nm)

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

Recent port calls

Stavanger
Sep 1, 2026
In port
Dover Harbor
Aug 30, 2026
0.4 d
Aberdeen
Aug 28, 2026
0.4 d
Hatston
Aug 27, 2026
0.4 d
Douglas
Aug 23, 2026
0.5 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

9.2 kn

Nav status

Under way using engine

Last broadcast

within the last day

Hull age

7 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

26 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).

Hatston
no cargo change
→ · 10 h in port· draught 7.3→7.2 m
Belfast
no cargo change
→ · 16 h in port· draught 7.3→7.3 m· low confidence
Douglas
no cargo change
→ · 11 h in port· draught 7.3→7.3 m
Kristiansand
no cargo change
→ · 8 h in port· draught 7.3→7.3 m
Alborg
no cargo change
→ · 7 h in port· draught 7.3→7.3 m
Honfleur
no cargo change
→ · 9 h in port· draught 7.3→7.3 m
Hugh Town
no cargo change
→ · 2 h in port· draught 7.3→7.3 m
Dover Harbor
no cargo change
→ · 12 h in port· draught 7.3→7.3 m
Bergen
no cargo change
→ · 9 h in port· draught 7.4→7.4 m
Skjolden
no cargo change
→ · 10 h in port· draught 7.4→7.4 m
Flåm
no cargo change
→ · 14 h in port· draught 7.3→7.4 m
Nordfjordeid
no cargo change
→ · 10 h in port· draught 7.3→7.3 m
Dover Harbor
no cargo change
→ · 11 h in port· draught 7.3→7.3 m
Belfast
no cargo change
→ · 18 h in port· draught 7.3→7.3 m
Douglas
no cargo change
→ · 10 h in port· draught 7.3→7.3 m
Ringaskiddy
no cargo change
→ · 9 h in port· draught 7.3→7.3 m
Ringaskiddy Deepwater Terminal
no cargo change
→ · 9 h in port· draught 7.3→7.3 m
Rushbrooke
no cargo change
→ · 9 h in port· draught 7.3→7.3 m
Dover Harbor
no cargo change
→ · 11 h in port· draught 7.3→7.3 m
Hatston
no cargo change
→ · 10 h in port· draught 7.3→7.3 m
Dover Harbor
no cargo change
→ · 11 h in port· draught 7.3→7.3 m
Saint Peter Port
no cargo change
→ · 3 h in port· draught 7.3→7.3 m
Saint Peter Port
no cargo change
→ · 4 h in port· draught 7.3→7.3 m
Portsmouth Harbour
no cargo change
→ · 6 h in port· draught 7.3→7.3 m
Portsmouth Harbour
no cargo change
→ · 12 h in port· draught 7.3→7.3 m
Gibraltar
no cargo change
→ · 2 h in port· draught 7.3→7.3 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

18 ports · 10.1 days 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.

Dover Harbor· United Kingdom
45 h
4 calls · 11 h avg
Belfast· United Kingdom
34 h
2 calls · 17 h avg
Douglas· Isle of Man
21 h
2 calls · 10 h avg
Hatston· United Kingdom
19 h
2 calls · 10 h avg
Portsmouth Harbour· United Kingdom
17 h
2 calls · 9 h avg
Flåm· Norway
14 h
1 call · 14 h avg
Nordfjordeid· Norway
10 h
1 call · 10 h avg
Skjolden· Norway
10 h
1 call · 10 h avg
Honfleur· France
9 h
1 call · 9 h avg
Bergen· Norway
9 h
1 call · 9 h avg
Ringaskiddy· Ireland
9 h
1 call · 9 h avg
Rushbrooke· Ireland
9 h
1 call · 9 h avg
Ringaskiddy Deepwater Terminal· Ireland
9 h
1 call · 9 h avg
Kristiansand· Norway
8 h
1 call · 8 h avg
Alborg· Denmark
7 h
1 call · 7 h avg
Saint Peter Port· United Kingdom
7 h
2 calls · 3 h avg
Gibraltar· Gibraltar
2 h
1 call · 2 h avg
Hugh Town· United Kingdom
2 h
1 call · 2 h avg

Based on 26 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

25/100

Low riskLow confidence40% component coverage

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

PSC detentionsno data

Sanctions exposureno data

AIS-gap & behaviourno data

Hull age8

Flag register50

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.

Full compliance dossier