- IMO
- 9597587
- MMSI
- 538010594
- Call Sign
- V7A6268
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of Istanbul — 3 d across 1 stay.
- 1
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
- AER (CO₂/capacity·nm)
- 6.8
- Fuel burned
- 538 t
- Technical
- EIV (6.6 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
Compliance
Safety Record
- TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinorFeb 18, 2019Brockton Point, BRITISH COLUMBIA (BC)
On 18 February 2019, the bulk carrier "OCTBREEZE ISLAND", while berthing under the conduct of a pilot, experienced a total electrical blackout in Vancouver Harbour, BC. The cause of the power failure is unclear at this time but electrical power was restored approximately 5 minutes later.
- INTENTIONAL BEACHING/GROUNDING/ANCHORING to avoid occurrenceMinorNov 9, 2015Cargill Terminal, N. Vancouver, BRITISH COLUMBIA (BC)
On 09 November 2015, the bulk carrier "OCTBREEZE ISLAND", under the conduct of a pilot, reported as disabled due to main engine issues in Vancouver harbour, BC. The vessel was escorted to anchorage E by assisting tugs.
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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
1 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
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
Multiple adverse factors, or a hard ship-specific signal, lift this hull above the fleet norm.
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 10.6 m · 56.1 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.
Commercial
Voyage Estimate
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