Bulk Carrier 🇺🇸 USAActive

AMERICAN COURAGE

Built by Bay Shipbuilding Company in 1979

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IMO: 7634226
MMSI: 367121040
Call Sign: WDD2879

Technical Specifications

Key Figures

Gross Tonnage

11,688GT

Deadweight

27,393DWT

Length Overall

193.86m

Beam

20.73m

Draught

7.5m

Year Built

1979

Overview

About This Vessel

MV American Courage is a diesel-powered lake freighter owned and operated by Grand River Navigation. This vessel was built in 1979 at Bay Shipbuilding Company, Sturgeon Bay, Wisconsin and included self-unloading technology. The ship is 635 feet (194 m) long and 68 feet (21 m) wide, with a carrying capacity of 24,300 gross tonnage (GT) at midsummer draft. The vessel carries a variety of cargoes including limestone, coal or iron ore.

Live Tracking

Current Position

Live AIS · 1 min ago

Track · last 14 d

Position

41.497°N · 81.722°W

Speed

0.0 kn

Course

91°

Status

Under way using engine

Destination CLEVELANDETA Oct 12, 12:00 AM

Where it waited most

Most time stopped at Cleveland: 19 d across 71 stays.

1
Cleveland19 d · 71×
2
Sarnia2 d
3
Rouge River32 h · 5×
4
Mackinac Island20 h · 2×
5
Erie15 h
6
Rocky River5 h
7
Ashtabula3 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.

Underway to

Cleveland

CanadaAIS: CLEVELAND

Distance

1451 nm

sea route

Off the port

18 Oct 2026

steaming at 11 kn

Likely alongside

18 Oct 2026

+9 h typical queue

Crew ETA

12 Oct 2026

Resolved from the live AIS destination. Distance is the real sea route (around land and through canals). “Off the port” is steaming time only; “likely alongside” adds the wait this port has actually kept comparable ships for. The queue is a typical case, not a promise — berth waits vary far more than they average. A destination is the crew’s stated intent, not a confirmed fixture.

Intelligence

Risk & Sustainability

Risk scoreHigh

58/ 100

Safety38

Compliance95

Environment38

Recent port calls

Cleveland
Oct 12, 2026
In port
Cleveland
Oct 12, 2026
0.0 d
Cleveland
Oct 12, 2026
0.1 d
Cleveland
Oct 12, 2026
0.1 d
Ashtabula
Oct 11, 2026
0.3 d

AIS-derived from our live feed.

Compliance

Safety Record

Marine casualties1

Striking/AllisionSerious
Dec 9, 2005IMPERIAL OIL DOCK, SARNIA ONTARIO, ONTARIO (ON)
On 09 December 2005 at 02:42 the bulk carrier Fred R. White Jr. dragged anchor and struck the Imperial Oil lower dock in Sarnia, Ontario. There was no apparent damage to the vessel and minor damage to the dock.

Recorded marine occurrences naming this vessel.

Operational Status

Activity

Slow steamingFix within the last day

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

Speed

2.3 kn

Nav status

Under way using engine

Last broadcast

within the last day

Hull age

47 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

50 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).

Cleveland
op. unknown
→ · 3 h in port· medium confidence
Ashtabula
op. unknown
→ · 2 h in port
Cleveland
op. unknown
→ · 39 h in port
Cleveland
op. unknown
→ · 27 h in port
Cleveland
op. unknown
→ · 12 h in port
Cleveland
op. unknown
→ · 22 h in port
Cleveland
op. unknown
→ · 17 h in port
Cleveland
op. unknown
→ · 21 h in port
Cleveland
op. unknown
→ · 20 h in port
Cleveland
op. unknown
→ · 13 h in port
Cleveland
op. unknown
→ · 23 h in port
Cleveland
op. unknown
→ · 13 h in port
Cleveland
op. unknown
→ · 2 h in port· medium confidence
Cleveland
op. unknown
→ · 12 h in port
Cleveland
op. unknown
→ · 2.3 days in port
Rouge River
op. unknown
→ · 3 h in port
Cleveland
op. unknown
→ · 12 h in port
Cleveland
op. unknown
→ · 12 h in port
Cleveland
op. unknown
→ · 17 h in port
Cleveland
op. unknown
→ · 14 h in port
Cleveland
op. unknown
→ · 12 h in port
Cleveland
op. unknown
→ · 18 h in port
Cleveland
op. unknown
→ · 12 h in port
Fairport
op. unknown
→ · 6 h in port· low confidence
Cleveland
op. unknown
→ · 6 h in port
Cleveland
op. unknown
→ · 10 h in port
Fairport
op. unknown
→ · 8 h in port· low confidence
Rouge River
op. unknown
→ · 3 h in port
Cleveland
op. unknown
→ · 15 h in port
Cleveland
op. unknown
→ · 17 h in port
Cleveland
op. unknown
→ · 11 h in port
Cleveland
op. unknown
→ · 13 h in port
Cleveland
op. unknown
→ · 22 h in port
Cleveland
op. unknown
→ · 12 h in port
Cleveland
op. unknown
→ · 18 h in port
Erie
op. unknown
→ · 17 h in port
Rouge River
op. unknown
→ · 21 h in port
Rouge River
op. unknown
→ · 9 h in port
Cleveland
op. unknown
→ · 15 h in port
Cleveland
op. unknown
→ · 13 h in port
Cleveland
op. unknown
→ · 4 h in port
Cleveland
op. unknown
→ · 12 h in port
Cleveland
op. unknown
→ · 40 h in port
Cleveland
op. unknown
→ · 11 h in port
Cleveland
op. unknown
→ · 35 h in port
Cleveland
op. unknown
→ · 11 h in port
Cleveland
op. unknown
→ · 12 h in port
Cleveland
op. unknown
→ · 13 h in port
Cleveland
op. unknown
→ · 21 h in port
Cleveland
op. unknown
→ · 2 h in port· medium confidence

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 · 36.3 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.

Cleveland· USA
33.3 days
49 calls · 16 h avg
Rouge River· USA
39 h
5 calls · 8 h avg
Erie· USA
17 h
1 call · 17 h avg
Fairport· USA
15 h
2 calls · 7 h avg
Ashtabula· USA
2 h
1 call · 2 h avg

Based on 58 completed calls observed since . Open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.

Composite Risk

Risk Score

89/100

High risk40% component coverage

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

PSC detentionsno data

Sanctions exposureno data

AIS-gap & behaviour80

Hull age100

Flag registerno data

A coverage-weighted blend of the 2 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

~27,393t at summer draught

Bulker · summer draught 7.5 m · 36.3 t per cm immersion

Estimated intake by draught

5.25 m~19,233 t

5.63 m~20,593 t

6 m~21,953 t

6.38 m~23,313 t

6.75 m~24,673 t

7.13 m~26,033 t

7.5 m~27,393 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.

Type classificationConflict

Declared

Bulker

→

Inferred from size

Bulker

density DWT/GT=2.34 is physically implausible for any cargo ship (declared bulker) — likely a tonnage data error

DWT/GT 2.34Beam/LOA 0.107Declared type: Bulk Carrier

The declared type conflicts with the class implied by the vessel’s size signals: a possible mis-declaration. Inferred via our shared size-based classifier.

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.

Type vs. size mismatchhighstrength 0.95

Declared type contradicts the size-implied class

Jun 23, 2026

Audit Confidence: 0.95
Beam Loa Ratio: 0.107
Deadweight: 27,393
Declared Class: BULKER
Declared Type: Bulk Carrier
Dwt Gt Ratio: 2.344
Gross Tonnage: 11,688
Reason: density DWT/GT=2.34 is physically implausible for any cargo ship (declared bulker) — likely a tonnage data error
Size Implied Class: BULKER

Method: declared type vs size-implied class (DWT/GT density + beam/LOA fullness). Source: vessel_type_audit (sibling P3#3 job; shared coarse_class classifier).

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

Commercial

Voyage Planning

Plan a voyage for this ship

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.

Segment: Dry bulk
Deadweight: 27,393 DWT
Speed: 12.5 kn
Fuel 1 at sea: 22 t/day

Typical Handysize speed and burn. Replace them with the ship's own figures in the planner.

Open in the Route Planner