General information

IMO:
9351608
MMSI:
477815200
Callsign:
VRHB2
Width:
32.0 m
Length:
265.0 m
Deadweight:
Gross tonnage:
TEU:
Liquid Capacity:
Year of build:
Class:
AIS type:
Cargo Ship
Ship type:
Flag:
Hong Kong
Builder:
Owner:
Operator:
Insurer:

Course/Position

Position:
Navigational status:
Moving
Course:
34.5° / 8.0
Heading:
39.0° / 8.0
Speed:
Max speed:
Status:
moving
Area:
INDIAN OCEAN
Last seen:
2024-03-28
11 hours ago
 
Source:
T-AIS
Destination:
ETA:
Summer draft:
Current draft:
Last update:
11 days ago 
Source:
T-AIS
Calculated ETA:

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Latest ports

Port
Arrival
Departure
Duration
2024-03-10
2024-03-11
18h 22m
2024-02-24
2024-02-25
23h 12m
2024-02-22
2024-02-22
22h 5m
2024-02-09
2024-02-10
7h 30m
2024-02-05
2024-02-06
22h 54m
2024-02-02
2024-02-03
17h 28m
2024-01-27
2024-01-27
2h 21m
2024-01-27
2024-01-27
26m
2024-01-27
2024-01-27
2h 17m
2024-01-05
2024-01-06
20h 12m
Note: All times are in UTC

Latest Waypoints

Waypoints
Time
Direction
Cape Town
2024-03-26
Enter
Colon Approach
2024-01-27
Leave
Gatun Locks
2024-01-27
Leave
Pedro Miguel Locks
2024-01-27
Leave
Miraflores Locks
2024-01-27
Leave
Puente de las Americas
2024-01-27
Leave
Balboa Approach
2024-01-27
Leave
Note: All times are in UTC

Latest news

Robbers stole ship's stores

Thu Jun 25 21:17:28 CEST 2020 Timsen

Robbers boarded the 'Seaspan Fraser' at the Manila anchorage in position 14 35 5.0N,120 51 08.0E,on June 12, 2020, between 7 and 9 p.m. The duty able seaman on routine rounds noticed that the bosun's store and the paint room door padlocks had been broken and the doors were open. He immediately informed the duty officer, who raised the alarm and mustered the crew. A search was conducted and it was reported that the ship's stores and properties had been stolen. The incident was reported to the Manila port authority.

Release after detention in Indonesia

Thu Oct 31 20:41:25 CET 2019 Timsen

The 'Seaspan Fraser' raached Singapore on Oct 31, 2019, after a month-long detention at Tanjung Uban, Bintan. The ship is in charter of the PT Cosco Shipping Lines Indonesia and deployed on the Surabaya – Singapore loop. On Sep 29 it left Surabaya, bound for Singapore, but was seized by Indonesian Navy in the Singapore Strait and taken to the Tanjung Uban anchorage, with a cargo of 1.700 TEU containers on board, containing different types of commodities, including food and fishery products in reefer containers. COSCO Indonesia could not say something regarding the condition of the goods, but was expecting claims and disputes.

Crew member died due to safety issues

Thu Oct 13 12:27:20 CEST 2016 Timsen

A 52-year-old Filipino who fell from the "Madinah" near Lyttelton in July 2015 was not wearing a life jacket and had been clipped to a broken wire. His body was never found. The previous day a man had been seriously injured at Port Otago when a crane toppled whilst unloading the ship. The ship was three kilometres from Lyttelton port when the man, who was foreman of the Madinah's deck crew, was preparing the ship to dock. While setting up the accommodation ladder, a flight of steps running down the ship's side, he lost his balance and fell into the harbour. The man was last seen swimming towards a lifebuoy thrown into the water by a crew member. The man's hard hat and gloves were found in the water 20 minutes after he fell. Boats and a helicopter searched for several hours but could not find him. An investigation by the Transport Accident Investigation Commission (TAIC) has found that there were several safety issues which led to his death. The man had been wearing a safety harness but it was clipped to a severely corroded wire, which had not been installed properly. The wire was also plastic-coated, meaning it was unlikely the damage was obvious. Other crew members told investigators that they did not clip themselves to the wire because it looked unsafe. There was no procedure for setting up the accommodation ladder. Another crew member had gone to collect life jackets but the man had started working before he returned. Not wearing a life jacket had been the greatest contributor to the accident. A buoyancy vest would have significantly enhanced his chances of surviving after falling overboard. The report also found that the ship's bridge crew did not follow man overboard procedure. Their response was "not intuitive," the report said: the ship did not return to the position where the man fell, did not mark the area where it happened, and did not sound a general alarm. Whilst unlikely to have saved the man, the failure to follow procedure would have wasted valuable time if the man had been wearing a life jacket. In this case the most effective means of raising the alarm on board the ship, sounding the general alarm, was not used. "Consequently, not all of the crew were available to help manage the recovery." The commission did not make any new recommendations after its investigation, but urged the need to wear a floatation device when working over the ship's railing.

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Daily average speed

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Distance travelled

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Ship master data