RIX BALTIC

Built by Veka Shipyard Lemmer in 2002

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IMO: 9250414
MMSI: 209892000
Call Sign: 5BJG6

Technical Specifications

Key Figures

Gross Tonnage

2,999GT

Deadweight

4,400DWT

Length Overall

89.95m

Beam

14.4m

Draught

3.7m

Year Built

2002

Live Tracking

Current Position

Live AIS · 3 d ago

Track · last 11 d

Position

50.728°N · 0.365°W

Speed

7.7 kn

Course

228°

Status

Under way using engine

Destination ESBIOETA Sep 1, 01:00 AMLaden · 3.8 m

Where it waited most

Most time stopped at Port of Copenhagen — 3 d across 1 stay.

1
Port of Copenhagen3 d
2
Eemshaven2 d · 2×
3
Southwick46 h
4
Rade De Brest45 h
5
Domburg20 h · 2×
6
Bremerhaven10 h
7
Koge8 h · 3×
8
Port of Amsterdam5 h · 2×
9
Haraholmen5 h

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

71/ 100

Safety58

Compliance95

Environment58

Carbon intensity · 2025C

2,523t CO₂

AER (CO₂/capacity·nm): 16.4
Fuel burned: 787 t
Technical: EEXI (15 gCO₂/t·nm)

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

Recent port calls

Southwick
Aug 26, 2026
2.0 d
Southwick
Aug 26, 2026
0.0 d
Rade De Brest
Aug 23, 2026
1.9 d
Zaandam
Aug 19, 2026
0.5 d
Ijmuiden
Aug 18, 2026
0.0 d

AIS-derived from our live feed.

Compliance

Safety Record

Port-State-Control detentions2

Avonmouth56 deficiencies
Dec 27, 2023UK MCA (Paris MOU)10 grounds for detention
14107 – Oil disch. Monitoring and control system; 07125 – Evaluation of crew performance (fire drills); 04114 – Emergency source of power - Emergency generator; 14108 – 15 PPM Alarm arrangmts; 07105 – Fire doors/openings in fire-resisting divisions; 04103 – Emergency, lighting, batteries and switches; 11131 – On board training and instructions; 04121 – Crew familiarization with Emergency Systems; 07115 – Fire-dampers; 01102– Cargo Ship Safety Construction (including exempt.)
Avonmouth56 deficiencies
Dec 24, 2023Paris MoU (THETIS)10 grounds for detention
Oil disch. Monitoring and control system; Evaluation of crew performance (fire drills); Emergency source of power - Emergency generator; 15 PPM Alarm arrangmts.; Fire doors/openings in fire-resisting divisions; Emergency, lighting,batteries and switches; On board training and instructions; Crew familiarization with Emergency Systems; Fire-dampers; Cargo Ship Safety Construction (including exempt.)

Port-State-Control detentions.

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

Moored

Last broadcast

within the last day

Hull age

24 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

15 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).

Southwick
op. unknown
In port since
Rade De Brest
Discharged
→ · 46 h in port· draught 5.3→3.8 m
Zaandam
no cargo change
→ · 6 h in port· draught 3.8→3.8 m
Brake
Discharged
→ · 10 h in port· draught 5.5→3.8 m
Rieme
no cargo change
→ · 10 h in port· draught 5.8→5.8 m· medium confidence
Eemshaven
Discharged
→ · 46 h in port· draught 6.0→3.6 m
Helsingborg
no cargo change
→ · 2.7 days in port· draught 3.8→3.8 m
Koge
no cargo change
→ · 45 h in port· draught 5.6→5.6 m
Haraholmen
no cargo change
→ · 2.1 days in port· draught 6.3→6.3 m
Djurön
Loaded
→ · 2 h in port· draught 3.7→6.3 m
Djurön
Loaded
→ · 21 h in port· draught 3.7→6.3 m
Djurön
Loaded
→ · 26 h in port· draught 3.7→6.3 m
Djurön
Loaded
→ · 28 h in port· draught 3.7→6.3 m
Korsor
no cargo change
→ · 17 h in port· draught 6.4→6.4 m
Korsor
no cargo change
→ · 20 h in port· draught 6.4→6.4 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

10 ports · 16.4 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.

Djurön· Sweden
3.2 days
4 calls · 19 h avg 4 loads
Helsingborg· Sweden
2.7 days
1 call · 2.7 days avg
Haraholmen· Sweden
2.1 days
1 call · 2.1 days avg
Rade De Brest· France
46 h
1 call · 46 h avg 1 discharge
Eemshaven· Netherlands
46 h
1 call · 46 h avg 1 discharge
Koge· Denmark
45 h
1 call · 45 h avg
Korsor· Denmark
37 h
2 calls · 19 h avg
Brake· Germany
10 h
1 call · 10 h avg 1 discharge
Rieme· Belgium
10 h
1 call · 10 h avg
Zaandam· Netherlands
6 h
1 call · 6 h avg

Based on 14 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

87/100

High risk60% component coverage

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

PSC detentions88

Sanctions exposureno data

AIS-gap & behaviourno data

Hull age76

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

~4,400t at summer draught

Other · summer draught 3.7 m · 12.6 t per cm immersion

Estimated intake by draught

2.59 m~3,002 t

2.78 m~3,235 t

2.96 m~3,468 t

3.15 m~3,701 t

3.33 m~3,934 t

3.52 m~4,167 t

3.7 m~4,400 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

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