
One vessel, every compliance signal in one place: sanctions exposure path, composite risk, dark-fleet behaviour, flag history and safety record.
No sanctions exposure was found, but the composite risk read is elevated. See the breakdown below.
Sanctions exposure screens the hull and its ownership chain against official OFAC, EU, UN and UK designations, then propagates a sanctioned owner or parent down to the vessels it controls. The composite risk read blends age, flag register, port-state detentions, dark-fleet behaviour and sanctions exposure, weighted by how much evidence is present. Every signal shows its own evidence. This is decision support for a compliance review, not a legal determination.
Composite Risk
Multiple adverse factors, or a hard ship-specific signal, lift this hull above the fleet norm.
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.
Transparency
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.
Stopped transmitting relative to the live feed front
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.
Compliance
On 06 June 2024, the ferry "DEER ISLAND PRINCESS II", with 25 people on board, reported having made bottom contact, causing damage to one of its propulsion systems in Little Letete Passage, NB. The vessel proceeded to its wharf off Butler Point, NB to disembark its passengers and assess the damage.
On 23 September 2019, the passenger ferry "DEER ISLAND PRINCESS II" reported a close quarters situation with the passenger vessel "JOLLY BREEZE OF ST ANDREWS".
On 02 February 2018, the passenger ferry "DEER ISLAND PRINCESS II", with 4 people on board, made bottom contact 0.13 nautical miles NNW of Parker Island, NB while transiting to L'Etete, NB. One of 2 z-drive thruster units was broken away from the vessel as a result. The vessel aborted its voyage and proceeded back toward Deer Island, NB using the remaining thruster. The vessel made bottom contact a second time 0.13 nautical miles NNE of Jameson Island, NB and the remaining thruster was broken away from the vessel as a result. With no propulsion, the vessel anchored until the following day when it was towed by a tug to L'Etete, NB. There were no injuries and minor pollution reported.
On 07 February 2017, the passenger ferry "DEER ISLAND PRINCESS II", with 4 people on board, sheared off the lower section of its stern propulsion unit while departing the dock in L'Etete, NB. Minor pollution and damage reported.
On 08 November 2015, the passenger ferry "DEER ISLAND PRINCESS II", with 33 people on board, lost a propeller while approaching the dock at Deer Island, NB.
Recorded marine occurrences naming this vessel.