SAGA BEIJA FLOR

Built by Oshima Shipbuilding in 1997

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IMO: 9160798
MMSI: 311001603
Call Sign: C6HY6

Technical Specifications

Key Figures

Gross Tonnage

29,729GT

Deadweight

47,029DWT

Length Overall

199.2m

Beam

30.57m

Draught

6.2m

Year Built

1997

Live Tracking

Current Position

Live AIS · 15 d ago

Position

33.874°S · 58.424°W

Speed

0.6 kn

Course

72°

Status

Under way using engine

Destination UYNVPETA Aug 17, 11:00 AMLaden · 6.5 m

Where it waited most

Most time stopped at Baltimore — 2 d 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

Risk & Sustainability

Risk scoreMedium

64/ 100

Safety48

Compliance95

Environment48

Carbon intensity · 2024A

2,675t CO₂

AER (CO₂/capacity·nm): 5.1
Fuel burned: 858 t
Technical: EEXI (5.79 gCO₂/t·nm)

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

Recent port calls

Nueva Palmira
Aug 17, 2026
0.2 d
Nueva Palmira
Aug 17, 2026
0.2 d
Port Arthur
Jul 22, 2026
0.0 d
Port Arthur
Jul 19, 2026
0.4 d
Port Manatee
Jul 16, 2026
1.0 d

AIS-derived from our live feed.

Compliance

Safety Record

Marine casualties1

Near-MissMinor
Oct 15, 2022Burnaby Shoal, BRITISH COLUMBIA (BC)
On 15 October 2022, the general cargo vessel "SAGA BEIJA-FLOR" and the recreational craft "BC4010135" came in close proximity with one another and were at risk of collision in Vancouver Harbour, BC. The recreational craft overturned and its occupants entered the water. The occupants were recovered from the water by vessels in the area and were subsequently transported to the hospital. Two dogs are reported missing.

Recorded marine occurrences naming this vessel.

Build Series

Sister Vessels

1 sister

Oshima Shipbuilding · OTHER · 1996–1997 · 2-hull series

SAGA SKY

Built 199647,034 DWTIMO 9144354

Sister hulls share a yard, segment, build year (±1) and deadweight (±3%) — the cleanest comparables for valuation. Derived in-house from our fleet register; coverage is limited to hulls carrying a recorded builder, so a series may be incomplete.

Operational Status

Activity

Slow steamingLow confidenceFix 10 days ago

Under way but in the slow band — effective capacity voluntarily withdrawn.

Speed

0.6 kn

Nav status

Under way using engine

Last broadcast

10 days ago

Hull age

29 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

3 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).

Port Arthur
op. unknown
In port since
Port Manatee
no cargo change
→ · 24 h in port· draught 9.1→9.0 m
Baltimore
Discharged
→ · 2.1 days in port· draught 12.1→9.3 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

2 ports · 3.1 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.

Baltimore· USA
2.1 days
1 call · 2.1 days avg 1 discharge
Port Manatee· USA
24 h
1 call · 24 h avg

Based on 2 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

76/100

High risk60% component coverage

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

PSC detentionsno data

Sanctions exposureno data

AIS-gap & behaviour50

Hull age96

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

~47,029t at summer draught

Other · summer draught 6.2 m · 64.7 t per cm immersion

Estimated intake by draught

4.34 m~34,995 t

4.65 m~37,000 t

4.96 m~39,006 t

5.27 m~41,012 t

5.58 m~43,018 t

5.89 m~45,023 t

6.2 m~47,029 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.

Transparency

Risk signals

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.

AIS gapmediumstrength 0.71

Stopped transmitting relative to the live feed front

Jul 5, 2026

Feed Front: Aug 27, 2026
Gap Days: 9.98
Last Fix: Aug 17, 2026
On Sanctions List: no
Threshold Days: 3

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.

Full compliance dossier

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