- IMO
- 9805269
- MMSI
- 538008006
- Call Sign
- V7MY2
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Burns Harbor — 46 h across 4 stays.
- 1Burns Harbor46 h · 4×
- 2Calumet Harbor18 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.
Resolved from the live AIS destination. Distance is the real sea route (around land and through canals); the computed ETA is at the vessel’s passage speed. A destination is the crew’s stated intent, not a confirmed fixture.
Intelligence
Risk & Sustainability
An independent cross-check of the estimate above for Bulker (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)
- 5.8
- Fuel burned
- 2,332 t
- Technical
- EEDI (5.19 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
- Burns Harbor0.1 dJun 27, 2026
- Burns Harbor2.3 dJun 25, 2026
- Burns Harbor0.3 dJun 24, 2026
- Calumet Harbor0.1 dJun 24, 2026
- Calumet Harbor1.0 dJun 20, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- STRIKING - Allision with a fixed object (striking - includes berthed/docked vessels)SeriousMar 28, 2026Bécancour, QUEBEC (QC)
On 28 March 2026, the bulk carrier "FEDERAL DEE", while under the conduct of a pilot and being assisted by a tug for berthing, reported having struck the wharf at section No. 5 in Bécancour, QC. Minor damage to the wharf was assessed.
- RISK OF COLLISION (near collision) - Risk of being struckMinorJun 1, 2024Poulier de la Longue Pointe, QUEBEC (QC)
On 01 June 2024, the cargo vessel "FEDERAL DEE", while under the conduct of a pilot, reported having experienced a close quarters situation with a pleasure craft in the St. Lawrence River off Port de Montréal, QC. The cargo vessel maneuvered to avoid a collision.
Recorded marine occurrences naming this vessel.
Operational Status
Activity
Making way at sea speed on its latest broadcast.
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).
- no cargo change→ · 3.6 days in port· draught 8.0→8.0 m
- no cargo change→ · 19 h in port· draught 8.0→8.0 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
2 ports · 4.4 days totalTime-in-port summed by port from the AIS-detected port-call history — the ports this vessel has spent the most time at, longest first.
- Burns Harbor· USA3.6 days1 call · 3.6 days avg
- Calumet Harbor· USA19 h1 call · 19 h avg
Based on 2 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
Composite Risk
Risk Score
Some elevated factors — typically age or a lower-graded flag — but no acute ship-specific flag.
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 7.3 m · 42.1 t per cm immersion
Estimate only — modelled from deadweight (deadweight regression) 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=1.66 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
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