- IMO
- 9288069
- MMSI
- 246293000
- Call Sign
- PHCQ
Technical Specifications
Key Figures
Live Tracking
Current Position
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
- AER (CO₂/capacity·nm)
- 12.3
- Fuel burned
- 5,191 t
- Technical
- EEXI (5.71 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
Compliance
Safety Record
- Baltimore, Maryland2 deficienciesDec 23, 2021US Coast Guard (Tokyo MOU)2 grounds for detention
Oil accumulation in engine; Maintenance of the ship and
Port-State-Control detentions.
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
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).
- Loaded→ · 22 h in port· draught 6.7→8.7 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
1 port · 22 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.
- Rauma· Finland22 h1 call · 22 h avg 1 load
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
Some elevated factors — typically age or a lower-graded flag — but no acute ship-specific flag.
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 10.7 m · 34.8 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.
Commercial
Voyage Estimate
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