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OSLO BULK 4

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IMO: 9589956
MMSI: 257432000
Call Sign: LAHB8

Technical Specifications

Key Figures

Gross Tonnage

5,629GT

Deadweight

8,039DWT

Length Overall

108.21m

Beam

18.48m

Draught

4.6m

Year Built

2010

Intelligence

Risk & Sustainability

Risk scoreMedium

77/ 100

Safety68

Compliance95

Environment68

Carbon intensity · 2023C

1,286t CO₂

AER (CO₂/capacity·nm): 18.1
Fuel burned: 411 t
Technical: Not Applicable

Verified reported figure. Band is peer-relative, not official IMO CII.

Compliance

Safety Record

Marine casualties1

RISK OF STRIKING (near allision) - Risk of allision with a fixed object (striking - includes vessels)Minor
Nov 19, 2013St-Louis de Gonzague, QUEBEC (QC)
On 19 November 2013, the M/V "OSLO BULK 4" was involved in a risk of allision with the St-Louis de Gonzague's lift bridge in the Beauharnois Canal, St-Louis de Gonzague, QC.

Recorded marine occurrences naming this vessel.

Composite Risk

Risk Score

36/100

Moderate riskLow confidence40% component coverage

Some elevated factors — typically age or a lower-graded flag — but no acute ship-specific flag.

PSC detentionsno data

Sanctions exposureno data

Dark-fleet signalno data

Hull age44

Flag register25

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

Cargo capacity at draughtMedium confidence

~8,039t at summer draught

Other · summer draught 4.6 m · 19.1 t per cm immersion

Estimated intake by draught

3.22 m~5,403 t

3.45 m~5,843 t

3.68 m~6,282 t

3.91 m~6,721 t

4.14 m~7,160 t

4.37 m~7,600 t

4.6 m~8,039 t

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.

Commercial