
Technical Specifications
Live Tracking
Most time stopped at Rio De Janeiro: 3 d across 2 stays.
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
How a hull like this loses value with age (today's market). The dot marks this ship at 17 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 consensusVerified reported figure. Band is peer-relative, not official IMO CII.
AIS-derived from our live feed.
Compliance
On 27 May 2026, the bulk carrier "RUDDY", while under the conduct of a pilot, reported a total engine failure and a subsequent loss of propulsion in Canal de Beauharnois, QC. The crew released both anchors and the engine was restarted before the vessel resumed its voyage.
On 22 June 2024, the bulk carrier "RUDDY", while under the conduct of a pilot, reported having sustained a total engine failure causing a loss of propulsion in Traverse du Nord, QC. The crew solved the issue and the vessel resumed its voyage.
On 29 November 2023, the bulk carrier "RUDDY" reported having sustained a total failure of its engine below Écluse de Côte-Sainte-Catherine, QC. The vessel was secured in the lock and the crew assessed the issue.
On 28 June 2022, the bulk carrier "RUDDY" reported sustaining multiple mechanical issues while transiting the Gulf of St. Lawrence off Les Îles-de-la-Madeleine, QC. The vessel continued its voyage to Québec, QC where the crew effected repairs.
On 20 December 2020, the bulk carrier "RUDDY" reported main engine problems on the St. Lawrence River. The vessel proceeded under its own power to the Les Rasades anchorage, QC, to assess the problem and carry out repairs.
On 24 July 2019, the bulk carrier "RUDDY" sustained a propulsion failure in Lock No.4 of the Welland Canal off Thorold, ON. The crew carried out the repairs and the vessel resumed its voyage.
On 11 April 2019, the bulk carrier "RUDDY" reported a machinery failure and had to anchor in the St. Lawrence River off Neuville, QC. The crew carried out repairs and the vessel resumed its voyage.
On 06 November 2018, the bulk carrier "RUDDY" sustained a main engine failure and stopped at the Lower Beauharnois Lock, QC. After repairs were made, the vessel continued its voyage.
Recorded marine occurrences naming this vessel.
Operational Status
The latest broadcast is too stale or lacks the speed / status to classify.
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.
Arrivals, 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).
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.
Time-in-port summed by port from the AIS-detected port-call history: the ports this vessel has spent the most time at, longest first.
Based on 5 completed calls observed since . Open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
Composite Risk
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
Bulker · summer draught 6.2 m · 39.3 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=1.56 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.
Transparency
Behavioural flags raised against this vessel, each shown with the raw evidence behind it. Derived in-house from data we are entitled to publish; informational, not a determination of wrongdoing.
Stopped transmitting relative to the live feed front
Method: gap measured vs the live feed's own max timestamp, not wall-clock. Source: TheMaritime aisstream.io ingest (ais_positions).
Signals are a current-state view: a flag clears once the vessel stops tripping its detector. These are screening indicators, not a substitute for your own due diligence.
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 Handysize speed and burn. Replace them with the ship's own figures in the planner.

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