
Technical Specifications
Intelligence
Compliance
Civil liability for Bunker oil pollution damage cert; Liability for the removal of wrecks certificate; Certificates for master and officers; Manning specified by the minimum safe manning doc; Certificate or documentary evidence of financial security for repatriation; Certificate or documentary evidence of financial security relating to shipowners liability; Declaration of Maritime Labour Compliance (Part I and II); Retention of oil on board; Garbage management plan; Voyage or passage plan; Charts; SOPEP; Emergency towing arrangements and procedures; Radar; Echo sounder; VHF radio installation; Rescue boats; ISM
Closing devices/watertight doors; Cargo & other hatchways; Scuppers, inlets and discharges; Decks - corrosion; Covers (hatchway-, portable-, tarpaulins, etc.); Fire detection and alarm system; Fire doors/openings in fire-resisting divisions; Ventilators, air pipes, casings; Sanitary Facilities; Steering gear; Wages; Non-payment of wages; Seafarers' employment agreement (SEA); ISM
Conformance Test Report; Long-range identification and tracking system (LRIT); Cargo Ship Safety Equipment (including exemption); Charts; Fire fighting equipment and appliances; Fire doors/openings in fire-resisting divisions; Rescue boats; Abandon ship drills; Fire drills; Cleanliness of engine room; Decks - corrosion; Railing, gangway, walkway and means for safe passage
Port-State-Control detentions.
Composite Risk
Strong, corroborated adverse evidence — a detention, sanctions exposure or an AIS-gap / behavioural signal.
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
Other · summer draught 5 m · 7.2 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
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