- IMO
- 7514701
- MMSI
- 366938730
- Call Sign
- WXN3191
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Conneaut — 5 h across 1 stay.
- 1Conneaut5 h
- 2Two Harbors4 h
- 3Rouge River2 h
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
This ship has no verified emissions report. We estimate a band C from its segment, size and age (77% confidence).
Estimate, not a reported figure. Within one band 95% of the time on reported peers.
- Two Harbors0.4 dJun 30, 2026
- Gary0.3 dJun 27, 2026
- Rouge River0.1 dJun 21, 2026
- Conneaut0.6 dJun 20, 2026
AIS-derived from our live feed.
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.
Port calls
2 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).
- no cargo change→ · 13 h in port· draught 7.3→7.3 m· low confidence
- no cargo change→ · 3 h in port· draught 7.3→7.3 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
2 ports · 16 h totalTime-in-port summed by port from the AIS-detected port-call history — the ports this vessel has spent the most time at, longest first.
- Gary· USA13 h1 call · 13 h avg
- Rouge River· USA3 h1 call · 3 h avg
Based on 2 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
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
Bulker · summer draught 14.4 m · 80.7 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=2.61 is physically implausible for any cargo ship (declared bulker) — likely a tonnage data error
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.
Declared type contradicts the size-implied class
- Audit Confidence
- 0.95
- Beam Loa Ratio
- 0.105
- Deadweight
- 93,646
- Declared Class
- BULKER
- Declared Type
- Bulk Carrier
- Dwt Gt Ratio
- 2.607
- Gross Tonnage
- 35,923
- Reason
- density DWT/GT=2.61 is physically implausible for any cargo ship (declared bulker) — likely a tonnage data error
- Size Implied Class
- BULKER
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.
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