- IMO
- 9330941
- MMSI
- 210959000
- Call Sign
- C4FR2
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of St. Petersburg — 35 h across 6 stays.
- 1Port of St. Petersburg35 h · 6×
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.
Resolved from the live AIS destination. Distance is the real sea route (around land and through canals); the computed ETA is at the vessel’s passage speed. A destination is the crew’s stated intent, not a confirmed fixture.
Intelligence
Risk & Sustainability
This ship has no verified emissions report. We estimate a band E from its segment, size and age (92% confidence).
Estimate, not a reported figure. Within one band 95% of the time on reported peers.
Compliance
Safety Record
- Port Everglades, Florida1 deficiencyJun 12, 2024US Coast Guard (Tokyo MOU)1 ground for detention
Ready availability of fire
- Tampa, Florida4 deficienciesMay 16, 2018US Coast Guard (Tokyo MOU)4 grounds for detention
Maintenance of ship and; Fire control plan In all ships general arrangement plans (fire control plan); Musters and drills Crew members with enclosed space entry or rescue; Other (Safety In General) Every ship to which chapter I applies shall carry an
Port-State-Control detentions.
Operational Status
Activity
Making way at sea speed on its latest broadcast.
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.
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 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
Container · summer draught 5.3 m · 14 t per cm immersion
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.
declared container but density DWT/GT=1.58 is at/above the heavy-cargo cut 1.55 — volume carriers (container/gas) sit below ~1.5; reads bulker/tanker; beam/LOA=0.173 is beamy (bulker-like)
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.
Commercial
Voyage Estimate
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