Same canonical CoatingPassport data product as every other Hullproof vertical, applied to a vessel hull. Domain knowledge (applicable standards, severity calibration) is automatically applied via the domain registry — adding a new asset class is a directory, not a rewrite.
Axes
Indicative commercial signal
Insurance premium multiplier
×1.34 – ×1.89
Annual fuel penalty (ISO 19030)
$119,437 – $221,813
Top drivers — every point traces to a finding or metric
Every point of `index` traces to a finding_id or SHM metric in `drivers`; recompute the same passport to reproduce. Indicative only — Hullproof sets no premium and takes no risk; this is the signal a market prices against.
Measured = read from a sensor / instrument / file header. Estimated = derived from a proxy. Modeled = AI / algorithm output. Declared = operator-supplied. Nothing is presented as stronger than its provenance.
IMO biofouling rating BR3-4 over ~38% of midship vertical sides. Heavy slime + barnacles + tubeworms. Consistent with extended idle period or out-of-spec anti-fouling performance.
Coating breakdown estimated 11% over a 8 m × 2 m band near port-bow waterline. Likely impact/abrasion from prior berthing operations rather than systemic AFC failure.
Sacrificial anode set 52% depleted across stern frame. Within expected progression for 24 months since last drydock.
Heavy biofouling on propeller blades, with visible barnacle attachments on leading edges. Estimated 6-9% fuel-consumption penalty per typical IMO calibration curves.
Isolated paint blistering across ~0.4 m² area. Below intervention threshold.
| Metric | Value | Confidence | Window | Status |
|---|---|---|---|---|
| hull girder stress | 118.4 MPa | 94% | 2026-04-23 → 2026-05-02 | within limits |
| used fatigue life | 34 pct | 88% | 2018-06-01 → 2026-05-02 | within limits |
| slamming count | 14 count | 91% | 2026-04-23 → 2026-05-02 | within limits |
| acceleration peak | 0.42 g | 90% | 2026-04-23 → 2026-05-02 | within limits |
Structural condition fused with the visual surface findings above — the unified record that becomes the safety case when no crew is aboard (MASS Code). Ingested, never sensed by us.
Supporting evidence for a primary-data fuel/intensity figure — not the ISO 14083 calculation and not a replacement for EU MRV / FuelEU monitoring. A fouled hull burns more fuel per tonne-km; this is the verified condition that defends a lower self-reported intensity.
The same JSON powers Cognite CDF Asset+Timeseries, OSDU exports, RDF knowledge graphs, and MCP-tool calls from agentic systems. PDF is a renderer of this; never the source.