
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 28 May 2025, the container ship "EM KEA", while under the conduct of a pilot, reported having experienced a close quarters situation with the recreational craft "VATENA" off the east point of the Île d'Orléans, QC.
On 27 April 2025, the container ship "EM KEA", with 25 people on board and while under conduct of a pilot, reported having a failure of its main engine while berthing at the section 60 in the Port of Montreal, QC. The vessel continued his berthing operations with the assistance of a tug.
On 19 June 2024, the cargo vessel "EM KEA", while under the conduct of a pilot and assisted by 2 tugs for berthing, reported having sustained a total engine failure at section No. 60 of the Port de Montréal, QC. The vessel was secured and the crew assessed the issue.
On 13 May 2022, the container vessel "EM KEA", while under the conduct of a pilot, reported having sustained a machinery failure involving its main engine while transiting the St. Lawrence River off Trois-Rivières, QC. The crew carried out repairs and the vessel resumed its voyage.
On 21 June 2017, the container vessel "EM KEA" reported as disabled due to a main engine failure, 7 nautical miles east of Les Escoumins pilot station, QC. The vessel cleared off the traffic lane and the crew members carried out repairs while the vessel was drifting. The vessel resumed its transit after repairs were carried out.
Recorded marine occurrences naming this vessel.