Inland Tanker🇳🇱 NetherlandsActive

MAASPOORT

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IMO: 9051428
MMSI: 244670820
Call Sign: PD4468

Technical Specifications

Key Figures

Gross Tonnage

1,100GT

Deadweight

2,495DWT

Length Overall

109.9m

Beam

10.5m

Year Built

1992

Live Tracking

Current Position

Live AIS · 4 min ago

Track · last 13 d

Position

51.506°N · 4.257°E

Speed

0.0 kn

Course

121°

Status

Moored

Destination NBDraught 1.0 m

Where it waited most

Most time stopped at Antwerp — 5 d across 5 stays.

1
Antwerp5 d · 5×
2
Weurt17 h · 2×
3
's-Hertogenbosch15 h · 2×
4
Sleeuwijk4 h · 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

Risk scoreHigh

58/ 100

Safety38

Compliance95

Environment38

Carbon intensity · estimatedE

This ship has no verified emissions report. We estimate a band E from its segment, size and age (100% confidence).

Estimate, not a reported figure. Within one band 95% of the time on reported peers.

Recent port calls

Bergen op Zoom
Jun 30, 2026
In port
Ooltgensplaat
Jun 30, 2026
0.0 d
Sleeuwijk
Jun 30, 2026
0.0 d
Sleeuwijk
Jun 30, 2026
0.1 d
Sleeuwijk
Jun 30, 2026
0.0 d

AIS-derived from our live feed.

Operational Status

Activity

Under wayFix within the last day

Making way at sea speed on its latest broadcast.

Speed

9.8 kn

Nav status

Under way using engine

Last broadcast

within the last day

Hull age

34 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. Derived in-house from our own AIS feed; weight it by the broadcast age above.

Port calls

4 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).

Weurt
no cargo change
→ · 10 h in port· draught 1.0→1.0 m
Bergen op Zoom
no cargo change
→ · 2.3 days in port· draught 1.0→1.0 m
Bergen op Zoom
no cargo change
→ · 2.1 days in port· draught 1.0→1.0 m
Weurt
no cargo change
→ · 9 h in port· draught 1.0→1.0 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 · 5.2 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.

Bergen op Zoom· Netherlands
4.4 days
2 calls · 2.2 days avg
Weurt· Netherlands
19 h
2 calls · 10 h avg

Based on 4 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

69/100

Elevated risk60% component coverage

Multiple adverse factors, or a hard ship-specific signal, lift this hull above the fleet norm.

PSC detentionsno data

Sanctions exposureno data

Dark-fleet signal80

Hull age100

Flag register0

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

~2,495t at summer draught

Tanker · summer draught 4.52 m · 7.4 t per cm immersion

Estimated intake by draught

3.17 m~1,490 t

3.39 m~1,657 t

3.62 m~1,825 t

3.84 m~1,992 t

4.07 m~2,160 t

4.3 m~2,327 t

4.52 m~2,495 t

Design draught looks implausible for this class and size — the figures above are anchored to it, so treat them with extra caution.

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.

Type classificationConflict

Declared

Tanker

→

Inferred from size

Tanker

density DWT/GT=2.27 is physically implausible for any cargo ship (declared tanker) — likely a tonnage data error

DWT/GT 2.27Beam/LOA 0.095Declared type: Inland Tanker

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: 0.096
Deadweight: 2,495
Declared Class: TANKER
Declared Type: Inland Tanker
Dwt Gt Ratio: 2.268
Gross Tonnage: 1,100
Reason: density DWT/GT=2.27 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.

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