- IMO
- 9347750
- MMSI
- 210740000
- Call Sign
- 5BYF3
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Limin Sirou — 7 d across 1 stay.
- 1Limin Sirou7 d
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
Estimate from $/dwt of similar-size, similar-age ships sold in the last 24 months. Indicative, not a certified valuation.
This ship has no verified emissions report. We estimate a band E from its segment, size and age (86% confidence).
Estimate, not a reported figure. Within one band 95% of the time on reported peers.
Compliance
Safety Record
- St. Petersburg, Florida9 deficienciesMar 12, 2019US Coast Guard (Tokyo MOU)9 grounds for detention
Maintenance of the ship and; Rescue boats Rescue boat shall be stowed in a state of continuous; Remote Means of control; Oil accumulation in engine; Fire fighting equipment and; Operation of Fire protection; Safety and environment
Port-State-Control detentions.
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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
1 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
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
Container · summer draught 9.3 m · 21.2 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=1.18 is consistent with declared container
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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