
Technical Specifications
Live Tracking
Intelligence
How a hull like this loses value with age (today's market). The dot marks this ship at 25 yrs.
A quick estimate: the median $/dwt of 59 similar-size, similar-age ships sold in the last 24 months, not re-timed to today's market. The full valuation blends several models over recent sales adjusted for size, age and market moves, so its consensus value can differ from this figure. Indicative, not a certified valuation.
See the full valuation consensusThis ship has no verified emissions report. We estimate a band C from its segment, size and age (57% confidence).
Estimate, not a reported figure. Within one band 94% of the time on reported peers.
Compliance
The bulk carrier Yong Kang, en route from Esperance, Australia, anchored off Saint-Jean, le d'Orlans, in the St. Lawrence River on 02 December 2003, while awaiting a berth to unload in the port of Qubec. At approximately 0715, eastern standard time, on December 6, driven by the ebb tide current and strong northeast winds, the Yong Kang started to drag its anchor and drift slowly toward the south bank of the river, where it grounded at approximately 0815. The Yong Kang was refloated by the rising tide at around 1230, but it had sustained some damage to its hull in way of the forepeak; ballast tanks 1, 2, and 3; and the propeller. No pollution or injury was reported.
Recorded marine occurrences naming this vessel.
Operational Status
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.
Composite Risk
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
Bulker · summer draught 7 m · 69.8 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=1.85 is consistent with declared bulker
Declared type is consistent with the class implied by the vessel’s size signals. Inferred via our shared size-based classifier.
Commercial
Price it in the Route Planner between any two commercial ports: ballast and laden legs, two fuels at live bunker prices, port and canal costs, the weather on the way, and the TCE set against the market.
Typical Panamax/Kamsarmax speed and burn. Replace them with the ship's own figures in the planner.
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