- IMO
- 7312610
- MMSI
- 237500000
- Call Sign
- SV8029
Technical Specifications
Key Figures
Live Tracking
Current Position
Intelligence
Risk & Sustainability
Operational Status
Activity
Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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.
Port calls
7 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).
- op. unknownIn port since
- no cargo change→ · 7 h in port· draught 5.4→5.4 m
- no cargo change→ · 32 h in port· draught 5.4→5.4 m
- no cargo change→ · 32 h in port· draught 5.4→5.4 m
- no cargo change→ · 2 h in port· draught 5.4→5.4 m
- op. unknownIn port since
- no cargo change→ · 16 h in port· draught 5.4→5.4 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 · 3.7 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.
- Spétsai· Greece3.7 days5 calls · 18 h avg
Based on 5 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
Composite Risk
Risk Score
Strong, corroborated adverse evidence — a detention, sanctions exposure or a dark-fleet signal.
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
Tanker · summer draught 4.04 m · 5.8 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=3.49 is physically implausible for any cargo ship (declared tanker) — 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
- 0.162
- Deadweight
- 1,740
- Declared Class
- TANKER
- Declared Type
- Water Tanker
- Dwt Gt Ratio
- 3.487
- Gross Tonnage
- 499
- Reason
- density DWT/GT=3.49 is physically implausible for any cargo ship (declared tanker) — likely a tonnage data error
- Size Implied Class
- TANKER
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.
Commercial
Voyage Estimate
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