- IMO
- 9242089
- MMSI
- 636011792
- Call Sign
- A8BL4
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Wondelgem — 4 d across 5 stays.
- 1Wondelgem4 d · 5×
- 2Port of Zeebrugge20 h · 2×
- 3Terneuzen1 h · 2×
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
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.
- AER (CO₂/capacity·nm)
- 11.9
- Fuel burned
- 2,958 t
- Technical
- EEXI (13.7 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
- Port of ZeebruggeIn portJun 30, 2026
- Terneuzen0.0 dJun 30, 2026
- Terneuzen0.0 dJun 30, 2026
- Wondelgem0.0 dJun 30, 2026
- Wondelgem0.6 dJun 27, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- St. Petersburg, Florida2 deficienciesJan 8, 2019US Coast Guard (Tokyo MOU)2 grounds for detention
Maintenance of the ship and; Oil accumulation in engine
Port-State-Control detentions.
Operational Status
Activity
An older hull, stopped, whose last broadcast is itself no longer fresh — a cautious lay-up proxy.
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. “Likely laid up” is a cautious proxy (an old hull, stopped, with a non-fresh fix), not a confirmed lay-up. Derived in-house from our own AIS feed; weight it by the broadcast age above.
Port calls
4 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
- op. unknownIn port since
- no cargo change→ · 11 h in port· draught 8.7→8.4 m
- 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.
Where it waits
1 port · 11 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.
- Wondelgem· Belgium11 h1 call · 11 h avg
Based on 1 completed call 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
Tanker · summer draught 9.1 m · 59.5 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=1.30 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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