Passenger Ship🇸🇪 SwedenActive

SJOGULL

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IMO: 8129424
MMSI: 265522690
Call Sign: SKLJ

Technical Specifications

Key Figures

Gross Tonnage

209GT

Deadweight

50DWT

Length Overall

38.33m

Beam

6.79m

Year Built

1982

Live Tracking

Current Position

Live AIS · 1 min ago

Track · last 13 d

Position

59.466°N · 18.477°E

Speed

19.8 kn

Course

207°

Status

Under way using engine

ETA Nov 30, 12:00 AMDraught 1.8 m

Where it waited most

Most time stopped at Stockholm — 5 d across 12 stays.

1
Stockholm5 d · 12×
2
Kapellskär5 h · 3×
3
Linanäs3 h · 2×
4
Vaxholm2 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

Risk scoreHigh

58/ 100

Safety38

Compliance95

Environment38

Recent port calls

Stockholm
Jun 30, 2026
0.5 d
Stockholm
Jun 29, 2026
0.6 d
Bergs oljehamn
Jun 29, 2026
0.0 d
Stockholm
Jun 28, 2026
0.5 d
Bergs oljehamn
Jun 28, 2026
0.0 d

AIS-derived from our live feed.

Operational Status

Activity

Under wayFix within the last day

Making way at sea speed on its latest broadcast.

Speed

10.4 kn

Nav status

Under way using engine

Last broadcast

within the last day

Hull age

44 yr

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

10 recent · AIS-detected

Arrivals, 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).

Stockholm
no cargo change
→ · 14 h in port· draught 1.8→1.8 m
Stockholm
no cargo change
→ · 12 h in port· draught 1.8→1.8 m
Stockholm
no cargo change
→ · 15 h in port· draught 1.8→1.8 m
Stockholm
no cargo change
→ · 8 h in port· draught 1.8→1.8 m
Stockholm
no cargo change
→ · 12 h in port· draught 1.8→1.8 m
Stockholm
no cargo change
→ · 14 h in port· draught 1.8→1.8 m
Stockholm
no cargo change
→ · 10 h in port· draught 1.8→1.8 m
Stockholm
no cargo change
→ · 14 h in port· draught 1.8→1.8 m
Vaxholm
no cargo change
→ · 2 h in port· draught 1.8→1.8 m
Stockholm
no cargo change
→ · 8 h in port· draught 1.8→1.8 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 · 4.6 days total

Time-in-port summed by port from the AIS-detected port-call history — the ports this vessel has spent the most time at, longest first.

Stockholm· Sweden
4.5 days
9 calls · 12 h avg
Vaxholm· Sweden
2 h
1 call · 2 h avg

Based on 10 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

60/100

Elevated riskLow confidence40% component coverage

Multiple adverse factors, or a hard ship-specific signal, lift this hull above the fleet norm.

PSC detentionsno data

Sanctions exposureno data

Dark-fleet signalno data

Hull age100

Flag register0

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

~50t at summer draught

Other · summer draught 1.39 m · 0.6 t per cm immersion

Estimated intake by draught

0.97 m~26 t

1.04 m~30 t

1.11 m~34 t

1.18 m~38 t

1.25 m~42 t

1.32 m~46 t

1.39 m~50 t

Design draught looks implausible for this class and size — the figures above are anchored to it, so treat them with extra caution.

Estimate only — modelled from deadweight (deadweight only) using a first-principles hydrostatic model, not measured hydrostatic tables. The design draught it is anchored to is unreliable across the fleet.

Commercial