- IMO
- 9333802
- MMSI
- 316050854
- Call Sign
- VCBA
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Halifax — 3 d across 2 stays.
- 1Halifax3 d · 2×
- 2Nanticoke13 h
- 3Sarnia11 h · 2×
- 4Port Dover2 h
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.
This ship has no verified emissions report. We estimate a band D from its segment, size and age (50% confidence).
Estimate, not a reported figure. Within one band 95% of the time on reported peers.
Compliance
Safety Record
- TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinorJan 24, 2026Poulier de la Longue Pointe, QUEBEC (QC)
On 24 January 2026, the tanker "ALGOTITAN" reported having sustained a total failure of its electrical power supply system and a failure of its emergency generator while anchored off Pointe-aux-Trembles, QC. Repairs were initiated while the vessel was at anchor, and the vessel was subsequently escorted to Section No. 72 for further repairs (see also M26C0006).
- STRIKING - Allision with a fixed object (striking - includes berthed/docked vessels)SeriousJan 12, 2026Montréal, QUEBEC (QC)
On 12 January 2026, the tanker "ALGOTITAN", while under the conduct of a pilot, reported a total failure of its electrical power supply system and a subsequent loss of propulsion after departing Section No. 94 in the Port of Montréal, QC. The disabled tanker drifted and struck the container ship “TORONTO EXPRESS”, which was secured at Section No. 78. The "ALGOTITAN" was anchored and later towed to Section No. 72. One crew member on board the "ALGOTITAN" sustained a minor injury, and both vessels reported hull damages above the waterline. (See also M26C0013)
Recorded marine occurrences naming this vessel.
Operational Status
Activity
Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.
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).
- op. unknownIn port since
- no cargo change→ · 14 h in port· draught 6.6→6.6 m
- no cargo change→ · 12 h in port· draught 6.6→6.6 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
2 ports · 26 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.
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 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
Tanker · summer draught 8.1 m · 29.2 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.
density DWT/GT=1.59 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
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