Inland Passenger Ship🇳🇱 NetherlandsActive

TURQUOISE

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MMSI: 244010042
Call Sign: PD5109

Technical Specifications

Key Figures

Gross Tonnage

4,221GT

Length Overall

110m

Beam

13m

Year Built

2006

Live Tracking

Current Position

Live AIS · 1 h ago

Track · last 13 d

Position

51.968°N · 4.073°E

Speed

0.0 kn

Course

0°

Status

Moored

Destination 4EPETROLEUMHAVENCALAETA Jun 27, 05:02 AMDraught 0.2 m

Where it waited most

Most time stopped at Rotterdam Europoort — 3 d across 7 stays.

1
Rotterdam Europoort3 d · 7×
2
Nieuwdorp16 h
3
Port of Rotterdam15 h · 5×
4
Antwerp3 h
5
Rieme2 h
6
Terneuzen2 h · 4×

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

Risk scoreMedium

77/ 100

Safety68

Compliance95

Environment68

Recent port calls

Rotterdam Europoort
Jul 1, 2026
In port
Hoek Van Holland
Jul 1, 2026
0.2 d
Poortugaal
Jul 1, 2026
0.1 d
Maassluis
Jun 30, 2026
0.3 d
Hoek Van Holland
Jun 27, 2026
2.9 d

AIS-derived from our live feed.

Operational Status

Activity

Idle / at anchorFix within the last day

Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.

Speed

0.0 kn

Nav status

Under way using engine

Last broadcast

within the last day

Hull age

20 yr

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

11 recent · AIS-detected

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).

Hoek Van Holland
no cargo change
→ · 3.1 days in port· draught 0.2→0.2 m
Langerbrugge
no cargo change
→ · 6 h in port· draught 0.2→0.2 m· low confidence
Nieuwdorp
no cargo change
→ · 17 h in port· draught 0.2→0.2 m
Terdonk
no cargo change
→ · 16 h in port· draught 0.4→0.2 m· low confidence
Rieme
no cargo change
→ · 4 h in port· draught 0.4→0.4 m
Schiedam
no cargo change
→ · 6 h in port· draught 0.3→0.3 m
Pernis
no cargo change
→ · 20 h in port· draught 0.3→0.3 m
Botlek
no cargo change
→ · 8 h in port· draught 0.3→0.3 m
Pernis
no cargo change
→ · 8 h in port· draught 0.3→0.3 m· medium confidence
Hoek Van Holland
no cargo change
→ · 11 h in port· draught 0.3→0.3 m
Berendrecht
no cargo change
→ · 4 h in port· draught 0.4→0.4 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

9 ports · 7.3 days total

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.

Hoek Van Holland· Netherlands
3.5 days
2 calls · 43 h avg
Pernis· Netherlands
28 h
2 calls · 14 h avg
Nieuwdorp· Netherlands
17 h
1 call · 17 h avg
Terdonk· Belgium
16 h
1 call · 16 h avg
Botlek· Netherlands
8 h
1 call · 8 h avg
Langerbrugge· Belgium
6 h
1 call · 6 h avg
Schiedam· Netherlands
6 h
1 call · 6 h avg
Rieme· Belgium
4 h
1 call · 4 h avg
Berendrecht· Belgium
4 h
1 call · 4 h avg

Based on 11 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

36/100

Moderate riskLow confidence40% component coverage

Some elevated factors — typically age or a lower-graded flag — but no acute ship-specific flag.

PSC detentionsno data

Sanctions exposureno data

Dark-fleet signalno data

Hull age60

Flag register0

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.

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