- IMO
- 9387671
- MMSI
- 403503000
- Call Sign
- HZFW
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Gdansk — 30 h across 1 stay.
- 1Gdansk30 h
- 2Skagen Havn18 h · 2×
- 3Lysekil4 h · 2×
- 4Offshore 58.16,10.823 h · 2×
- 5Offshore 58.23,10.662 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.
Resolved from the live AIS destination. Distance is the real sea route (around land and through canals); the computed ETA is at the vessel’s passage speed. A destination is the crew’s stated intent, not a confirmed fixture.
Intelligence
Risk & Sustainability
An independent cross-check of the estimate above for Tanker (segment · size · age · market).
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 B from its segment, size and age (66% confidence).
Estimate, not a reported figure. Within one band 95% of the time on reported peers.
Compliance
Safety Record
- COLLISION - Struck by vesselModerateJul 31, 2022Québec City, QUEBEC (QC)
On 31 July 2022, the bulk carrier "ATLANTIC HURON", while berthing at section 51, reported touching the bow of the bulk carrier "MAGIC THUNDER" and striking both the dock and the chemical tanker "NCC QAMAR" in Québec City, QC. Once inspected, both vessels were cleared to resume their voyage.
Recorded marine occurrences naming this vessel.
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).
- Loaded→ · 3 h in port· draught 7.0→11.4 m
- Discharged→ · 30 h in port· draught 11.0→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
2 ports · 33 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.
- Gdynia· Poland30 h1 call · 30 h avg 1 discharge
- Brofjorden· Sweden3 h1 call · 3 h avg 1 load
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
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 11.5 m · 51 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.
density DWT/GT=1.55 is consistent with declared tanker
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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