Oil Products Tanker🇹🇭 ThailandActive

AMITA

Compare

IMO: 8348290
MMSI: 567002850
Call Sign: HSB7510

Technical Specifications

Key Figures

Gross Tonnage

1,592GT

Deadweight

3,609DWT

Length Overall

88m

Beam

13m

Year Built

2018

Live Tracking

Current Position

Live AIS · just now

Track · last 12 d

Position

13.685°N · 100.591°E

Speed

0.0 kn

Course

238°

Status

Under way sailing

Destination PHETCHABURIETA Jun 21, 05:40 AMDraught 4.0 m

Where it waited most

Most time stopped at Phra Khanong — 4 d across 9 stays.

1
Phra Khanong4 d · 9×

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 · estimatedE

This ship has no verified emissions report. We estimate a band E from its segment, size and age (100% confidence).

Estimate, not a reported figure. Within one band 95% of the time on reported peers.

Recent port calls

Phra Khanong
Jun 29, 2026
In port
Phra Khanong
Jun 24, 2026
1.2 d
Phra Khanong
Jun 24, 2026
0.6 d
Phra Khanong
Jun 20, 2026
0.0 d
Phra Khanong
Jun 19, 2026
0.6 d

AIS-derived from our live feed.

Operational Status

Activity

Idle / at anchorFix within the last day

Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.

Speed

0.0 kn

Nav status

Under way sailing

Last broadcast

within the last day

Hull age

8 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

4 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).

Phra Khanong
op. unknown
In port since
Phra Khanong
no cargo change
→ · 27 h in port· draught 4.0→4.0 m
Phra Khanong
no cargo change
→ · 16 h in port· draught 4.0→4.0 m
Phra Khanong
no cargo change
→ · 17 h in port· draught 4.0→4.0 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 · 2.5 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.

Phra Khanong· Thailand
2.5 days
3 calls · 20 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

45/100

Moderate risk60% component coverage

Some elevated factors — typically age or a lower-graded flag — but no acute ship-specific flag.

PSC detentionsno data

Sanctions exposureno data

Dark-fleet signal80

Hull age12

Flag register25

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.

Estimated

Capacity & Classification

Cargo capacity at draughtMedium confidence

~3,609t at summer draught

Tanker · summer draught 5.07 m · 9.5 t per cm immersion

Estimated intake by draught

3.55 m~2,164 t

3.81 m~2,405 t

4.06 m~2,646 t

4.31 m~2,887 t

4.57 m~3,127 t

4.82 m~3,368 t

5.07 m~3,609 t

Design draught looks implausible for this class and size — the figures above are anchored to it, so treat them with extra caution.

Estimate only — modelled from deadweight (deadweight only) using a first-principles hydrostatic model, not measured hydrostatic tables. The design draught it is anchored to is unreliable across the fleet.

Type classificationConflict

Declared

Tanker

→

Inferred from size

Tanker

density DWT/GT=2.27 is physically implausible for any cargo ship (declared tanker) — likely a tonnage data error

DWT/GT 2.27Beam/LOA 0.148Declared type: Oil Products Tanker

The declared type conflicts with the class implied by the vessel’s size signals — a possible mis-declaration. Inferred via our shared size-based classifier.

Transparency

Risk signals

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.

Type vs. size mismatchhighstrength 0.95

Declared type contradicts the size-implied class

Jun 23, 2026

Audit Confidence: 0.95
Beam Loa Ratio: 0.148
Deadweight: 3,609
Declared Class: TANKER
Declared Type: Oil Products Tanker
Dwt Gt Ratio: 2.267
Gross Tonnage: 1,592
Reason: density DWT/GT=2.27 is physically implausible for any cargo ship (declared tanker) — likely a tonnage data error
Size Implied Class: TANKER

Method: declared type vs size-implied class (DWT/GT density + beam/LOA fullness). Source: vessel_type_audit (sibling P3#3 job; shared coarse_class classifier).

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.

Commercial