- IMO
- 9287443
- MMSI
- 374582000
- Call Sign
- 3FNJ3
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of Freeport Bahamas — 10 h across 1 stay.
- 1
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
- Port of Freeport Bahamas0.4 dJun 30, 2026
- Port of Freeport Bahamas0.0 dJun 29, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- N. Charleston, South Carolina5 deficienciesFeb 9, 2021US Coast Guard (Tokyo MOU)5 grounds for detention
Emergency source of power -; Fire fighting equipment and; Voyage or passage plan Nautical charts and nautical publications, such as sailing; Radar All ships of 3,000 gross tonnage and upwards shall, in; Safety and environment
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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
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).
- op. unknownIn port since
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.
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
Other · summer draught 4.5 m · 18.7 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.
Commercial
Voyage Estimate
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