- IMO
- 9742766
- MMSI
- 258613000
- Call Sign
- LMZN
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Offshore 59.27,2.51 — 4 d across 16 stays.
- 1Offshore 59.27,2.514 d · 16×
- 2Stavanger33 h · 2×
- 3Offshore 58.81,2.716 h · 2×
- 4Offshore 59.27,2.453 h · 2×
- 5Offshore 58.84,2.552 h · 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
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→ · 22 h in port· draught 5.9→6.3 m
- no cargo change→ · 13 h in port· draught 5.6→5.6 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 · 35 h 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.
- Dusavik· Norway35 h2 calls · 17 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 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
Other · summer draught 5.9 m · 12.7 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.
Commercial
Voyage Estimate
Fleet Management
Ownership & Management
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