
Technical Specifications
Live Tracking
Most time stopped at Toronto: 46 h across 1 stay.
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
How a hull like this loses value with age (today's market). The dot marks this ship at 19 yrs.
A quick estimate: the median $/dwt of 58 similar-size, similar-age ships sold in the last 24 months, not re-timed to today's market. The full valuation blends several models over recent sales adjusted for size, age and market moves, so its consensus value can differ from this figure. Indicative, not a certified valuation.
See the full valuation consensusVerified reported figure. Band is peer-relative, not official IMO CII.
AIS-derived from our live feed.
Compliance
On 21 April 2022, the bulk carrier "WHISTLER", while under the conduct of a pilot, reported having sustained a lack of propulsion power while transiting under the Laviolette Bridge in St. Lawrence River, QC. The vessel proceeded to Trois-Rivières, QC and the crew effected repairs.
On 24 October 2020, the bulk carrier "WHISTLER" reported a problem with its main engine on arrival to Sainte-Catherine, QC. The crew carried out repairs and the vessel later resumed its voyage.
On 19 April 2019, the bulk carrier "WHISTLER", under the conduct of a pilot, reported a propulsion machinery failure upon departure from section 53 in the Montreal Harbour, QC, and had to anchor off section 60. The crew carried out repairs and the vessel resumed its voyage.
On 10 June 2018, the bulk carrier "WHISTLER" sustained a propulsion failure in the St. Lawrence Seaway's Lock No.3 (Lower Beauharnois). The crew carried out the repairs and the vessel resumed its voyage.
On 17 November 2017, the bulk carrier "WHISTLER" reported the failure of its auxiliary boiler off Trois-Rivières, QC. The vessel proceeded to the anchorage, the crew carried out the repairs, and the vessel resumed its voyage.
Recorded marine occurrences naming this vessel.
Fire doors/openings in fire-resisting divisions; Launching arrangements for rescue boats; Sewage treatment plant; ISM
Stowage of rescue boats; ISM
Records of seafarers' daily hours of work or rest; Cleanliness of engine room; Sewage treatment plant; Nautical publications; Steam pipes, pressure pipes, wires (insulation); Insulation wetted through (oil); Launching arrangements for rescue boats; Auxiliary engine; Auxiliary engine; Ventilators, air pipes, casings; Oil filtering equipment
Seafarers' employment agreement (SEA); Ballast Water Record Book; Crew Training and familiarization; ISM; Booklet for bulk cargo loading/unloading/stowage; Records of seafarers' daily hours of work or rest; Lights, shapes, sound-signals; Fire detection and alarm system; Bilge pumping arrangements; Fire drills; On board training and instructions
Port-State-Control detentions.
Operational Status
The latest broadcast is too stale or lacks the speed / status to classify.
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.
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).
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.
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.
Based on 1 completed call observed since . Open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
Composite Risk
Strong, corroborated adverse evidence: a detention, sanctions exposure or an AIS-gap / behavioural signal.
A coverage-weighted blend of the 4 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
Bulker · summer draught 8.1 m · 44.3 t per cm immersion
Estimate only: modelled from deadweight (deadweight regression) using a first-principles hydrostatic model, not measured hydrostatic tables. The design draught it is anchored to is unreliable across the fleet.
density DWT/GT=1.64 is consistent with declared bulker
Declared type is consistent with the class implied by the vessel’s size signals. Inferred via our shared size-based classifier.
Transparency
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.
Stopped transmitting relative to the live feed front
Method: gap measured vs the live feed's own max timestamp, not wall-clock. Source: TheMaritime aisstream.io ingest (ais_positions).
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.
Commercial
Price it in the Route Planner between any two commercial ports: ballast and laden legs, two fuels at live bunker prices, port and canal costs, the weather on the way, and the TCE set against the market.
Typical Handysize speed and burn. Replace them with the ship's own figures in the planner.

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