- IMO
- 9215672
- MMSI
- 636020215
- Call Sign
- D5YE2
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of Savannah — 37 h across 1 stay.
- 1Port of Savannah37 h
- 2Balboa7 h · 2×
- 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
Estimate from $/dwt of similar-size, similar-age ships sold in the last 24 months. Indicative, not a certified valuation.
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.
- Taboguilla0.2 dJul 1, 2026
- Taboguilla0.2 dJun 30, 2026
- Taboguilla0.5 dJun 30, 2026
- Taboguilla0.4 dJun 28, 2026
- Rodman0.5 dJun 28, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- Baltimore, Maryland2 deficienciesNov 9, 2020US Coast Guard (Tokyo MOU)2 grounds for detention
Oil accumulation in engine; Shipboard operations The company should establish procedures to ensure that
Port-State-Control detentions.
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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
3 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→ · 8 h in port· draught 9.4→9.4 m· medium confidence
- op. unknownIn port since · medium confidence
- no cargo change→ · 6 h in port· draught 9.1→9.1 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 · 14 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.
- Rodman· Panama8 h1 call · 8 h avg
- Port of Freeport Bahamas· Bahamas6 h1 call · 6 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
Container · summer draught 7.2 m · 70.8 t per cm immersion
Estimate only — modelled from deadweight (deadweight regression) 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=1.27 is consistent with declared container
Declared type is consistent with the class implied by the vessel’s size signals. Inferred via our shared size-based classifier.
Commercial
Voyage Estimate
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