- IMO
- 9142564
- MMSI
- 305681000
- Call Sign
- V2FI2
Technical Specifications
Key Figures
Live Tracking
Current Position
Intelligence
Risk & Sustainability
- AER (CO₂/capacity·nm)
- 16.9
- Fuel burned
- 1,087 t
- Technical
- EIV (20.4 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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
4 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→ · 33 h in port· draught 4.7→4.7 m
- Discharged→ · 37 h in port· draught 5.5→4.7 m
- no cargo change→ · 2.9 days in port· draught 7.7→7.7 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
3 ports · 5.8 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.
- Kallo· Belgium2.9 days1 call · 2.9 days avg
- Drammen· Norway37 h1 call · 37 h avg 1 discharge
- Fonnes· Norway33 h1 call · 33 h avg
Based on 3 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
Composite Risk
Risk Score
Strong, corroborated adverse evidence — a detention, sanctions exposure or a dark-fleet signal.
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
Other · summer draught 7 m · 19.6 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.
Commercial
Voyage Estimate
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