GABRIEL A

Built by Rolandwerft in 2004

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IMO: 9300659
MMSI: 215176000
Call Sign: 9HA4995

Technical Specifications

Key Figures

Gross Tonnage

14,193GT

Deadweight

34,973DWT

Length Overall

155.6m

Beam

24.5m

Draught

9.1m

Year Built

2004

Live Tracking

Current Position

Live AIS · 3 d ago

Track · last 10 d

Position

35.784°N · 14.810°E

Speed

0.2 kn

Course

80°

Status

At anchor

Destination MTMARETA Jul 10, 03:00 AMPart-laden · 7.0 m

Where it waited most

Most time stopped at Port of Piraeus: 4 d across 18 stays.

1
Port of Piraeus4 d · 18×
2
Limassol25 h · 4×
3
Augusta20 h
4
Malta Freeport3 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

Quick estimate · comparable sales

$18.1Mrange $16.8M to $19.7M

$518/dwt · 34,973 dwt · built 2004

high confidence · 8 comps

Comparable sales

STRAIT MAS 2002 · $19MINTERSEA TRAVELER 2008 · $22.5MNAJADE 2007 · $20MNEWNEW MOON 1999 · $10.5MBF TIGER 2006 · $20MAS ANGELINA 2007 · $17M

Second opinion · model estimate±59% typical error

$13.1Mrange $5.6M to $18.4M

Value drivers & depreciation

How a hull like this loses value with age (today's market). The dot marks this ship at 22 yrs.

Typical container peer$19M

Age vs peer

−$7.3M

Size vs peer

+$1.8M

Model fit R² 0.47Typical error ±59%tested on 147 recent sales

A quick estimate: the median $/dwt of 8 similar-size, similar-age ships sold in the last 24 months, not re-timed to today's market. The full valuation blends several models over recent sales adjusted for size, age and market moves, so its consensus value can differ from this figure. Indicative, not a certified valuation.

See the full valuation consensus

Risk scoreMedium

71/ 100

Safety58

Compliance95

Environment58

Carbon intensity · 2025C

5,015t CO₂

AER (CO₂/capacity·nm): 9.4
Fuel burned: 1,601 t
Technical: EEXI (18.65 gCO₂/t·nm)

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

Recent port calls

Drapetzona
Oct 7, 2026
0.4 d
Drapetzona
Oct 7, 2026
0.1 d
Drapetzona
Oct 7, 2026
0.3 d
Drapetzona
Oct 3, 2026
0.5 d
Akrotiri
Sep 30, 2026
0.5 d

AIS-derived from our live feed.

Operational Status

Activity

Likely laid upLow confidenceFix 3 days ago

An older hull, stopped, whose last broadcast is itself no longer fresh: a cautious lay-up proxy.

Speed

0.2 kn

Nav status

At anchor

Last broadcast

3 days ago

Hull age

22 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. “Likely laid up” is a cautious proxy (an old hull, stopped, with a non-fresh fix), not a confirmed lay-up. Derived in-house from our own AIS feed; weight it by the broadcast age above.

Port calls

17 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).

Keratsínion
no cargo change
→ · 9 h in port· draught 6.7→6.7 m
Keratsínion
Discharged
→ · 11 h in port· draught 7.0→6.4 m
Akrotiri
no cargo change
→ · 6 h in port· draught 6.9→6.9 m
Punta Cugno
Discharged
→ · 23 h in port· draught 8.7→7.6 m
Drapetzona
no cargo change
→ · 8 h in port· draught 7.9→8.0 m
Keratsínion
no cargo change
→ · 8 h in port· draught 7.9→8.0 m
Drapetzona
Loaded
→ · 23 h in port· draught 7.1→8.8 m
Keratsínion
Loaded
→ · 23 h in port· draught 7.1→8.8 m
Akrotiri
no cargo change
→ · 11 h in port· draught 7.3→7.1 m
Skikda
no cargo change
→ · 10 h in port· draught 8.8→8.8 m· medium confidence
Malta Freeport
no cargo change
→ · 35 h in port· draught 7.5→7.5 m
Port of Algiers
op. unknown
→ · 7.2 days in port
Skikda
no cargo change
→ · 32 h in port· draught 8.6→8.6 m
Skikda
no cargo change
→ · 2.6 days in port· draught 8.6→8.6 m
Skikda
no cargo change
→ · 3.5 days in port· draught 8.6→8.6 m
Skikda
no cargo change
→ · 3.7 days in port· draught 8.6→8.6 m
Skikda
no cargo change
→ · 3.8 days in port· draught 8.6→8.6 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

7 ports · 29.2 days 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.

Skikda· Algeria
15.4 days
6 calls · 2.6 days avg
Port of Algiers· Algeria
7.2 days
1 call · 7.2 days avg
Keratsínion· Greece
2.2 days
4 calls · 13 h avg 1 load 1 discharge
Malta Freeport· Malta
35 h
1 call · 35 h avg
Drapetzona· Greece
32 h
2 calls · 16 h avg 1 load
Punta Cugno· Italy
23 h
1 call · 23 h avg 1 discharge
Akrotiri· Cyprus
17 h
2 calls · 8 h avg

Based on 17 completed calls observed since . Open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

80/100

High risk60% component coverage

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

PSC detentionsno data

Sanctions exposureno data

AIS-gap & behaviour80

Hull age68

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

~34,973t at summer draught

Container · summer draught 9.1 m · 54.3 t per cm immersion

Estimated intake by draught

6.37 m~20,153 t

6.82 m~22,623 t

7.28 m~25,093 t

7.73 m~27,563 t

8.19 m~30,033 t

8.65 m~32,503 t

9.1 m~34,973 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.

Type classificationConflict

Declared

Container

→

Inferred from size

Container

density DWT/GT=2.46 is physically implausible for any cargo ship (declared container) — likely a tonnage data error

DWT/GT 2.46Beam/LOA 0.157Declared type: Container Ship

The declared type conflicts with the class implied by the vessel’s size signals: a possible mis-declaration. Inferred via our shared size-based classifier.

Transparency

Risk signals

Behavioural flags raised against this vessel, each shown with the raw evidence behind it. Derived in-house from data we are entitled to publish; informational, not a determination of wrongdoing.

Type vs. size mismatchhighstrength 0.95

Declared type contradicts the size-implied class

Jun 23, 2026

Audit Confidence: 0.95
Beam Loa Ratio: 0.158
Deadweight: 34,973
Declared Class: CONTAINER
Declared Type: Container Ship
Dwt Gt Ratio: 2.464
Gross Tonnage: 14,193
Reason: density DWT/GT=2.46 is physically implausible for any cargo ship (declared container) — likely a tonnage data error
Size Implied Class: CONTAINER

Method: declared type vs size-implied class (DWT/GT density + beam/LOA fullness). Source: vessel_type_audit (sibling P3#3 job; shared coarse_class classifier).

Signals are a current-state view: a flag clears once the vessel stops tripping its detector. These are screening indicators, not a substitute for your own due diligence.

Full compliance dossier

Commercial

Voyage Planning

Plan a voyage for this ship

Price it in the Route Planner between any two commercial ports: ballast and laden legs, two fuels at live bunker prices, port and canal costs, the weather on the way, and the TCE set against the market.

Segment: Containership
Deadweight: 34,973 DWT
Speed: 16 kn
Fuel 1 at sea: 45 t/day

Typical Sub-Panamax speed and burn. Replace them with the ship's own figures in the planner.

Open in the Route Planner

Fleet Management