- IMO
- 9387279
- MMSI
- 632001149
- Call Sign
- 3X2122
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of Zeebrugge — 10 d across 2 stays.
- 1Port of Zeebrugge10 d · 2×
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
An independent cross-check of the estimate above for Tanker (segment · size · age · market).
Estimate from $/dwt of similar-size, similar-age ships sold in the last 24 months. Indicative, not a certified valuation.
- AER (CO₂/capacity·nm)
- 7.9
- Fuel burned
- 1,268 t
- Technical
- EEXI (5.13 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
- Port of ZeebruggeIn portJun 24, 2026
- Port of Zeebrugge3.9 dJun 18, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinorAug 22, 2018Les Escoumins, QC, QUEBEC (QC)
On 22 August 2018, the chemical tanker "ENERGY PROGRESS" experienced a problem with the no. 3 cylinder exhaust valve on its way to the pilot station at Les Escoumins, QC. The vessel returned to the Les Rasades anchorage to replace the defective part.
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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
2 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).
- op. unknownIn port since
- op. unknownIn port since
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.
Composite Risk
Risk Score
Multiple adverse factors, or a hard ship-specific signal, lift this hull above the fleet norm.
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
Tanker · summer draught 11 m · 53.3 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 tanker
Declared type is consistent with the class implied by the vessel’s size signals. Inferred via our shared size-based classifier.
Commercial
Voyage Estimate
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