SHRIA

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IMO: 9179347
MMSI: 307090000
Call Sign: P4AG25

Technical Specifications

Key Figures

Gross Tonnage

20,239GT

Deadweight

30,031DWT

Length Overall

176m

Beam

29m

Year Built

1999

Intelligence

Risk & Sustainability

Estimated market value

$7.7Mrange $6.5M – $8.8M

$256/dwt · 30,031 dwt · built 1999

high confidence · 18 comps

Comparable sales

Maersk Bering 2005 · $15MMAERSK BERING 2005 · $15MTEAM SAMBA 2005 · $9.3MVS REMLIN 2003 · $6MM/T VS REMLIN 2003 · $6MSW CAP FERRAT I 2001 · $7M

Second opinion±24% typical error

$7.5Mrange $6.3M – $16.5M

Value drivers & depreciation

Tanker value vs. age (typical size & today's market).

Typical tanker peer$30M

Age vs peer

−$17M

Size vs peer

−$9.4M

Model fit R² 0.40Typical error ±24%tested on 1,326 recent sales

Estimate from $/dwt of similar-size, similar-age ships sold in the last 24 months. Indicative, not a certified valuation.

Open the full multi-model valuation

Risk scoreCritical

25/ 100

Safety48

Compliance5

Environment48

Carbon intensity · estimatedC

This ship has no verified emissions report. We estimate a band C from its segment, size and age (78% confidence).

Estimate, not a reported figure. Within one band 95% of the time on reported peers.

Composite Risk

Risk Score

97/100

High risk60% component coverage

Strong, corroborated adverse evidence — a detention, sanctions exposure or an AIS-gap / behavioural signal.

PSC detentionsno data

Sanctions exposure100

AIS-gap & behaviour100

Hull age88

Flag registerno data

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.

Sanctions exposure

critical

This vessel is directly sanctioned.

Regimes

OFAC

Chain depth

Hull listed

Confidence

verified

Evidence

imo: 9179347
list source: official:EU+OFAC+UK+UN
listed as: SHRIA
method: vessel IMO is directly on an official sanctions list
path: vessel_listed
programs: SDGT

Screened against official OFAC, EU, UN and UK designations (In-house derivation over the OpenSanctions publishable subset, GLEIF LEI (CC0) and our own vessel/owner master. No new external source fetched.). An automated exposure signal for review, not a legal determination.

Estimated

Capacity & Classification

Cargo capacity at draughtMedium confidence

~30,031t at summer draught

Tanker · summer draught 9.81 m · 39.4 t per cm immersion

Estimated intake by draught

6.87 m~18,445 t

7.36 m~20,376 t

7.85 m~22,307 t

8.34 m~24,238 t

8.83 m~26,169 t

9.32 m~28,100 t

9.81 m~30,031 t

Design draught looks implausible for this class and size — the figures above are anchored to it, so treat them with extra caution.

Estimate only — modelled from deadweight (deadweight only) using a first-principles hydrostatic model, not measured hydrostatic tables. The design draught it is anchored to is unreliable across the fleet.

Type classification

Declared

Tanker

→

Inferred from size

Tanker

density DWT/GT=1.48 is consistent with declared tanker

DWT/GT 1.48Beam/LOA 0.165Declared type: Oil or Chemical Tanker

Declared type is consistent with the class implied by the vessel’s size signals. Inferred via our shared size-based classifier.

Transparency

Risk signals

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.

AIS gapcriticalstrength 1.00

Stopped transmitting relative to the live feed front

Jun 23, 2026

On Sanctions List: yes
Regimes: OFAC

Method: vessel is on a sanctions list but has never appeared on our live AIS feed. Source: ais_positions (absence) + sanctioned_vessels.

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.

Transparency

Flag history

Every recorded change of registered flag for this vessel. None of these changes matched a risk pattern. Re-flagging is a normal commercial act; this is an informational record, not a determination of wrongdoing.

Cyprus→China
Mar 19, 2019
Source: Equasis.

Flag changes are taken verbatim from the vessel's recorded history; the “flagged” marker is a transparent rule over a public open-registry list and a documented re-flagging cadence, not a substitute for your own due diligence.

Full compliance dossier

Commercial