- IMO
- 9389019
- MMSI
- 314001143
- Call Sign
- 8PZY6
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Offshore 2.12,104.81 — 28 h across 4 stays.
- 1Offshore 2.12,104.8128 h · 4×
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
An independent cross-check of the estimate above for Tanker (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)
- 2
- Fuel burned
- 2,146 t
- Technical
- EEXI (2.12 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
Compliance
Safety Record
- Corpus Christi, Texas10 deficienciesNov 11, 2023US Coast Guard (Tokyo MOU)10 grounds for detention
Maintenance of the ship and; Oil accumulation in engine; Lifeboats Before the ship leaves port and at all times during the; Stowage and provision of; Loading/Ballast condition The condition of the ship and its equipment shall be
Port-State-Control detentions.
Operational Status
Activity
An older hull, stopped, whose last broadcast is itself no longer fresh — a cautious lay-up proxy.
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. “Likely laid up” is a cautious proxy (an old hull, stopped, with a non-fresh fix), not a confirmed lay-up. Derived in-house from our own AIS feed; weight it by the broadcast age above.
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
Tanker · summer draught 11.3 m · 192.9 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=2.02 is consistent with declared tanker
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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