- IMO
- 9588287
- MMSI
- 236623000
- Call Sign
- ZDKP2
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Augusta — 5 d across 3 stays.
- 1Augusta5 d · 3×
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)
- 20.4
- Fuel burned
- 1,649 t
- Technical
- EIV (18.91 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
- Punta Cugno1.1 dJun 27, 2026
- Punta Cugno3.4 dJun 24, 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
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).
- Loaded→ · 4.6 days in port· draught 5.2→7.2 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
1 port · 4.6 days 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.
- Punta Cugno· Italy4.6 days1 call · 4.6 days avg 1 load
Based on 1 completed call observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
Composite Risk
Risk Score
Some elevated factors — typically age or a lower-graded flag — but no acute ship-specific flag.
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
Tanker · summer draught 4.8 m · 16.6 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 tanker but density DWT/GT=1.04 is below the light-cargo cut 1.05 — under even a small bulker/tanker (typical >= 1.2); reads like a container carrier or storage/FSO unit
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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