FIRAT

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IMO: 8310384
MMSI: 616884000
Call Sign: D6FM2

Technical Specifications

Key Figures

Gross Tonnage

4,122GT

Deadweight

6,378DWT

Length Overall

105.01m

Beam

16.81m

Draught

Year Built

1983

Live Tracking

Current Position

Live AIS · 7 h ago

Track · last 14 d

Position

42.229°N · 29.379°E

Speed

11.0 kn

Course

9°

Status

Under way using engine

Destination ROCNDETA Sep 1, 07:30 PMLaden · 4.1 m

Where it waited most

Most time stopped at Port of Istanbul — 38 h across 3 stays.

1
Port of Istanbul38 h · 3×
2
Bari15 h · 2×
3
Alexandria5 h · 2×

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 scoreHigh

57/ 100

Safety38

Compliance93

Environment38

Carbon intensity · 2025B

2,027t CO₂

AER (CO₂/capacity·nm): 11.9
Fuel burned: 635 t
Technical: EEXI (14.76 gCO₂/t·nm)

Verified reported figure. Band is peer-relative, not official IMO CII.

Recent port calls

Bari
Aug 27, 2026
0.7 d
Bari
Aug 26, 2026
0.5 d
Bari
Aug 24, 2026
0.3 d
Port of Istanbul
Aug 17, 2026
0.6 d
Alexandria
Jul 23, 2026
0.2 d

AIS-derived from our live feed.

Compliance

Safety Record

Port-State-Control detentions3

Kalymnos10 deficiencies
Jul 25, 2024Paris MoU (THETIS)7 grounds for detention
Stowage and provision of liferafts; Voyage or passage plan; Charts; Emergency fire pump and its pipes; Fire fighting equipment and appliances; Lifeboats; Abandon ship drills
Catania32 deficiencies
Dec 20, 2023Paris MoU (THETIS)27 grounds for detention
Records of seafarers' daily hours of work or rest; Seafarers' employment agreement (SEA); Seafarers' employment agreement (SEA); Seafarers' employment agreement (SEA); Endorsement by flagstate; MF/HF Radio installation; Oil filtering equipment; Fire control plan - all; Asbestos containing materials; Fire detection and alarm system; Fixed fire extinguishing installation; Emergency, lighting,batteries and switches; Noise, vibration and other ambient factors; Fire doors/openings in fire-resisting divisions; Sulphur content of fuel used; Emergency, lighting,batteries and switches; Voyage data recorder (VDR) / Simplified Voyage data recorder (S-VDR); Embarkation arrangement survival craft; Remote Means of control (opening,pumps,ventilation,etc.) Machinery spaces; Fire detection and alarm system; Magnetic compass; Lifeboats; Lifeboats; Fire alarm; Fixed fire extinguishing installation; General alarm; ISM
Brindisi9 deficiencies
Jul 1, 2021Paris MoU (THETIS)5 grounds for detention
Fire drills; Enclosed space entry and rescue drills; Fire doors/openings in fire-resisting divisions; Certificates for master and officers; ISM

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

0.0 kn

Nav status

Moored

Last broadcast

within the last day

Hull age

43 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).

Bari
op. unknown
In 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.

Composite Risk

Risk Score

100/100

High risk60% component coverage

Strong, corroborated adverse evidence — a detention, sanctions exposure or an AIS-gap / behavioural signal.

PSC detentions100

Sanctions exposureno data

AIS-gap & behaviourno data

Hull age100

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 draughtMedium confidence

~6,378t at summer draught

Other · summer draught 4 m · 16.3 t per cm immersion

Estimated intake by draught

2.8 m~4,425 t

3 m~4,751 t

3.2 m~5,076 t

3.4 m~5,402 t

3.6 m~5,727 t

3.8 m~6,053 t

4 m~6,378 t

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.

Full compliance dossier

Commercial