- IMO
- 9388950
- MMSI
- 259332000
- Call Sign
- LAFE
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Stavanger — 2 d across 4 stays.
- 1Stavanger2 d · 4×
- 2Offshore 59.26,2.4113 h · 3×
- 3Offshore 59.25,2.4010 h · 2×
- 4Offshore 59.16,2.483 h · 3×
- 5Offshore 59.34,2.222 h
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
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Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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
3 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).
- no cargo change→ · 8 h in port· draught 6.0→6.0 m
- no cargo change→ · 9 h in port· draught 6.0→6.0 m
- no cargo change→ · 23 h in port· draught 6.0→6.0 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 · 39 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.
- Dusavik· Norway39 h3 calls · 13 h avg
Based on 3 completed calls 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 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
Capacity & Classification
Other · summer draught 5.9 m · 14 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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Ownership & Management
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