
Technical Specifications
Live Tracking
Most time stopped at Rotterdam Europoort — 9 d across 5 stays.
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
How a hull like this loses value with age (today's market). The dot marks this ship at 5 yrs.
Estimate from $/dwt of similar-size, similar-age ships sold in the last 24 months. Indicative, not a certified valuation.
Open the full multi-model valuationVerified reported figure. Band is peer-relative, not official IMO CII.
AIS-derived from our live feed.
Compliance
On 28 September 2024, the tanker "FURE VITEN", while under the conduct of a pilot, reported having experienced a close quarters situation with the sailing vessel "ALTER EGO I" in the St. Lawrence River off Sorel, QC.
Recorded marine occurrences naming this vessel.
Operational Status
Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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.
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).
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.
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.
Based on 14 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
Composite Risk
No strong adverse signal on the components we could read for this hull.
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
Tanker · summer draught 8.37 m · 27.9 t per cm immersion
Estimate only — modelled from deadweight (deadweight only) 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=1.41 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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