ARINA

Compare

IMO: 9173446
MMSI: 374357000
Call Sign: 3FHC8

Technical Specifications

Key Figures

Gross Tonnage

2,979GT

Deadweight

5,001DWT

Length Overall

99.51m

Beam

16.9m

Draught

3.8m

Year Built

1998

Live Tracking

Current Position

Live AIS · 2 min ago

Track · last 14 d

Position

59.542°N · 24.967°E

Speed

0.1 kn

Course

96°

Status

At anchor

Destination EEMUGETA Aug 31, 06:00 AMLaden · 4.2 m

Where it waited most

Most time stopped at Tallinn — 14 d across 22 stays.

1
Tallinn14 d · 22×
2
Gorskaya2 d · 5×

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.

Underway to

Port of St. Petersburg

RussiaAIS: RULED

Distance

4490 nm

great-circle

Off the port

—

Speed now

9.5 kn

Under way using engine

Crew ETA

28 Aug 2026

Resolved from the live AIS destination. Distance is the real sea route (around land and through canals). The computed ETA is steaming time at the vessel’s passage speed, and does not include any wait for a berth. A destination is the crew’s stated intent, not a confirmed fixture.

Intelligence

Risk & Sustainability

Risk scoreMedium

64/ 100

Safety48

Compliance95

Environment48

Carbon intensity · 2025E

2,687t CO₂

AER (CO₂/capacity·nm): 26.1
Fuel burned: 838 t
Technical: EEXI (16.18 gCO₂/t·nm)

Verified reported figure. Band is peer-relative, not official IMO CII.

Recent port calls

Muuga-Port of Tallin
Aug 31, 2026
In port
Muuga-Port of Tallin
Aug 27, 2026
0.3 d
Muuga-Port of Tallin
Aug 24, 2026
2.6 d
Muuga-Port of Tallin
Aug 22, 2026
0.0 d
Muuga-Port of Tallin
Aug 17, 2026
2.1 d

AIS-derived from our live feed.

Compliance

Safety Record

Port-State-Control detentions2

Cagliari14 deficiencies
Feb 14, 2022Paris MoU (THETIS)7 grounds for detention
Jacketed high pressure lines and oil leakage alarm; Fire doors/openings in fire-resisting divisions; Cargo Ship Safety Equipment (including exemption); Fire doors/openings in fire-resisting divisions; Fire drills; Endorsement by flagstate; ISM
Venice9 deficiencies
Feb 26, 2021Paris MoU (THETIS)3 grounds for detention
Remote Means of control (opening,pumps,ventilation,etc.) Machinery spaces; Fire drills; Ventilation

Port-State-Control detentions.

Operational Status

Activity

Under wayFix within the last day

Making way at sea speed on its latest broadcast.

Speed

9.7 kn

Nav status

Under way using engine

Last broadcast

within the last day

Hull age

28 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

19 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).

Muuga-Port of Tallin
no cargo change
→ · 3.4 days in port· draught 4.4→4.7 m
Muuga-Port of Tallin
no cargo change
→ · 45 h in port· draught 4.3→4.3 m
Muuga-Port of Tallin
op. unknown
In port since
Muuga-Port of Tallin
no cargo change
→ · 8 h in port· draught 4.1→4.2 m· medium confidence
Oti
no cargo change
→ · 3.6 days in port· draught 4.1→4.1 m
Kelvingi
no cargo change
→ · 3.6 days in port· draught 4.1→4.1 m
Rohuneeme
no cargo change
→ · 3.6 days in port· draught 4.1→4.1 m
Muuga-Port of Tallin
no cargo change
→ · 8 h in port· draught 4.4→4.1 m· medium confidence
Muuga-Port of Tallin
no cargo change
→ · 2 h in port· draught 4.4→4.4 m· medium confidence
Prangli Lõunasadam
no cargo change
→ · 13 h in port· draught 4.1→4.1 m
Muuga-Port of Tallin
no cargo change
→ · 3 h in port· draught 4.8→4.8 m· medium confidence
Oti
no cargo change
→ · 21 h in port· draught 4.5→4.5 m
Kelvingi
no cargo change
→ · 21 h in port· draught 4.5→4.5 m
Rohuneeme
no cargo change
→ · 21 h in port· draught 4.5→4.5 m
Muuga-Port of Tallin
no cargo change
→ · 8 h in port· draught 4.3→4.3 m
Prangli Lõunasadam
no cargo change
→ · 2.4 days in port· draught 4.3→4.3 m
Muuga-Port of Tallin
no cargo change
→ · 8 h in port· draught 4.4→4.3 m
Muuga-Port of Tallin
Loaded
→ · 6 h in port· draught 4.1→4.7 m
Muuga-Port of Tallin
Loaded
→ · 9 h in port· draught 4.1→4.7 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

5 ports · 23.8 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.

Muuga-Port of Tallin· Estonia
7.5 days
10 calls · 18 h avg 2 loads
Kelvingi· Estonia
4.5 days
2 calls · 2.2 days avg
Oti· Estonia
4.5 days
2 calls · 2.2 days avg
Rohuneeme· Estonia
4.5 days
2 calls · 2.2 days avg
Prangli Lõunasadam· Estonia
2.9 days
2 calls · 35 h avg

Based on 18 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

86/100

High risk60% component coverage

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

PSC detentions78

Sanctions exposureno data

AIS-gap & behaviourno data

Hull age92

Flag register100

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

Capacity & Classification

Cargo capacity at draughtMedium confidence

~5,001t at summer draught

Other · summer draught 3.8 m · 13.8 t per cm immersion

Estimated intake by draught

2.66 m~3,433 t

2.85 m~3,694 t

3.04 m~3,955 t

3.23 m~4,217 t

3.42 m~4,478 t

3.61 m~4,740 t

3.8 m~5,001 t

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.

Full compliance dossier

Commercial