- IMO
- 9349980
- MMSI
- 248038000
- Call Sign
- 9HA4489
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Monfalcone — 3 d across 6 stays.
- 1Monfalcone3 d · 6×
- 2Iesolo7 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
- AER (CO₂/capacity·nm)
- 11.6
- Fuel burned
- 810 t
- Technical
- EIV (12.68 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
- TorviscosaIn portJul 1, 2026
- Torviscosa0.7 dJun 30, 2026
- Torviscosa0.5 dJun 29, 2026
- Torviscosa1.3 dJun 28, 2026
- Torviscosa0.8 dJun 27, 2026
AIS-derived from our live feed.
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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.
Composite Risk
Risk Score
Strong, corroborated adverse evidence — a detention, sanctions exposure or a dark-fleet signal.
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
Bulker · summer draught 6.4 m · 16.4 t per cm immersion
Estimate only — modelled from deadweight (hull geometry) using a first-principles hydrostatic model, not measured hydrostatic tables. The design draught it is anchored to is unreliable across the fleet.
density DWT/GT=1.57 is consistent with declared bulker
Declared type is consistent with the class implied by the vessel’s size signals. Inferred via our shared size-based classifier.
Commercial
Voyage Estimate
Overview
About This Vessel
The Ostedijk is a Dutch cargo ship that sent out a distress call on 17 February 2007 when it was about 20 kilometers off the northwestern tip of Spain (east of Estaca de Bares) The ship was transporting 6,012 tons of a fertilizer NPK 15-15-15C from Porsgrunn in Norway to the Spanish Mediterranean city of Valencia. On the 17 February, the captain of the ship radioed that there was a "chemical reaction" in the ship's cargo, leading him to stop engines. The vessel was near the port of A Coruña. The Spanish authorities sent a support team to look at the ship but nothing wrong was detected and the Ostedijk was allowed to continue her voyage to Valencia. A day later, the captain radioed again that the chemical reaction in the cargo was continuing and that white smoke was coming out of # 2 section of the cargo hold. The Spanish authorities then towed the ship away from the coast and began consultation with technical experts. Specialists were sent to the vessel, they took measurements with infrared cameras, estimating that the top of the fertilizer had reached about 200 °C. As time went by and no action was taken, the plume continued to grow. On the morning of the 20th, a nearby tugboat started throwing water over the ship's cover to cool down the cargo but the effect was negligible. Land personnel were sent aboard the ship to open the cargo containers on the 21st.
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