- IMO
- 9433509
- MMSI
- 219452000
- Call Sign
- OZCR2
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of Copenhagen — 4 d across 3 stays.
- 1Port of Copenhagen4 d · 3×
- 2Mongstad2 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.
Resolved from the live AIS destination. Distance is the real sea route (around land and through canals); the computed ETA is at the vessel’s passage speed. A destination is the crew’s stated intent, not a confirmed fixture.
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)
- 5.5
- Fuel burned
- 603 t
- Technical
- EEXI (4.95 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
- Mongstadbase2.4 dJun 27, 2026
- Port of Copenhagen0.7 dJun 24, 2026
- Port of Copenhagen2.9 dJun 19, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- New Orleans, Louisiana1 deficiencyMay 23, 2015US Coast Guard (Tokyo MOU)1 ground for detention
Fixed fire extinguishing
Port-State-Control detentions.
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
3 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).
- Loaded→ · 2.4 days in port· draught 8.0→11.2 m
- Discharged→ · 18 h in port· draught 11.1→8.0 m
- 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.
Where it waits
2 ports · 3.1 days 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.
- Mongstadbase· Norway2.4 days1 call · 2.4 days avg 1 load
- Port of Copenhagen· Denmark18 h1 call · 18 h avg 1 discharge
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
Tanker · summer draught 8.6 m · 55.4 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=1.65 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
Fleet Management
Ownership & Management
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