ELITE FAITH

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IMO: 9454058
MMSI: 357513000
Call Sign: HP5457

Technical Specifications

Key Figures

Gross Tonnage

7,460GT

Deadweight

9,032DWT

Length Overall

122.2m

Beam

19.8m

Draught

6.5m

Year Built

2008

Live Tracking

Current Position

Live AIS · 2 h ago

Track · last 5 d

Position

29.730°N · 95.275°W

Speed

0.0 kn

Course

344°

Status

Moored

Destination US HOUETA Aug 27, 10:30 AMLaden · 6.0 m

Where it waited most

Most time stopped at Houston — 5 d across 1 stay.

1
Houston5 d
2
Cape Town11 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

Risk scoreMedium

77/ 100

Safety68

Compliance95

Environment68

Recent port calls

Houston
Aug 27, 2026
In port
Paardeneiland
Jul 10, 2026
0.5 d
De Waterkant
Jul 10, 2026
0.0 d

AIS-derived from our live feed.

Compliance

Safety Record

Port-State-Control detentions1

Charleston, South Carolina14 deficiencies
Dec 18, 2020US Coast Guard (Tokyo MOU)14 grounds for detention
Operational readiness of; Ready availability of fire; Fire pumps and its pipes Ships shall be provided with fire pumps, fire mains,; Oil accumulation in engine; Covers (hatchway-, portable-; Auxiliary engine Main source of electrical power of sufficient capacity to; Propulsion main engine Internal combustion engines of a cylinder diameter of; Protection machinery Machinery and associated fittings shall be designed and; Other (fire safety) Means shall be provided to control leaks of flammable; Fire doors/openings in fire-; Company responsibility and

Port-State-Control detentions.

Operational Status

Activity

Idle / at anchorFix within the last day

Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.

Speed

0.5 kn

Nav status

Under way using engine

Last broadcast

within the last day

Hull age

18 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

1 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).

Paardeneiland
no cargo change
→ · 11 h in port· draught 6.6→6.7 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

1 port · 11 h 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.

Paardeneiland· South Africa
11 h
1 call · 11 h avg

Based on 1 completed call observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

62/100

Elevated risk60% component coverage

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

PSC detentions54

Sanctions exposureno data

AIS-gap & behaviourno data

Hull age52

Flag register100

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

Cargo capacity at draughtHigh confidence

~9,032t at summer draught

Other · summer draught 6.5 m · 20.9 t per cm immersion

Estimated intake by draught

4.55 m~4,960 t

4.88 m~5,639 t

5.2 m~6,317 t

5.52 m~6,996 t

5.85 m~7,675 t

6.18 m~8,353 t

6.5 m~9,032 t

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.

Full compliance dossier

Commercial