
Technical Specifications
Live Tracking
Most time stopped at Port of Montreal: 4 d across 12 stays.
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
Verified reported figure. Band is peer-relative, not official IMO CII.
AIS-derived from our live feed.
Compliance
On 11 August 2026, the cargo vessel "EVANS SPIRIT", with 14 people on board, reported that one of its crew members had been injured during a ballast tank inspection that took place while the vessel was proceeding in the St. Marys River off Sault Ste. Marie, MI, USA. The injured crew member was treated on board and later sent to a hospital in Hamilton, ON.
On 01 August 2025, the general cargo "EVANS SPIRIT", while under the conduct of a pilot, reported having experienced a close quarters situation with the recreational craft "MA DOUCE" while transiting downbound in the St. Lawrence River off Îles de Verchères, QC.
On 01 August 2025, the general cargo "EVANS SPIRIT", while under the conduct of a pilot, reported having experienced a close quarters situation with the recreational craft "QC242913" while transiting downbound in the St. Lawrence River off Île aux Rongeurs, QC.
On 06 November 2024, the cargo vessel "EVANS SPIRIT", while proceeding in the St. Lawrence River off Tadoussac, QC, reported that one of its crew members sustained an incapacitation and was medevacked by a pilot boat to Les Escoumins, QC.
On 06 August 2024, the cargo vessel "EVANS SPIRIT", while under the conduct of a pilot, reported having experienced a close quarters situation with a pleasure craft in the St. Lawrence River off Varennes, QC.
On 30 May 2024, the cargo vessel "EVANS SPIRIT", while under the conduct of a pilot, reported a close quarters situation with the sailing vessel "EQUINOXE" in the St. Lawrence River off Saint-Romuald, QC. The cargo vessel maneuvered to avoid a collision.
On 08 February 2023, the general cargo vessel "EVANS SPIRIT" reported that a crew member sustained an injury while closing the hatches prior to departure from section 41 in Sept-Îles, QC. The crew member was sent to the hospital.
On 27 November 2022, the general cargo vessel "EVANS SPIRIT" reported experiencing main engine issues on Lac St-François, QC. The vessel proceeded to the wharf in Côte-Ste-Catherine, QC to investigate the problem.
Recorded marine occurrences naming this vessel.
Steering gear The condition of the ship and its equipment shall be; Maintenance of the ship and
SOx content exceeds limit for While ships are operating within an emission control; Fixed fire extinguishing The PSCO observed the water mist system main delivery; Rescue boats The rescue boat was not ready for immediate use, the; Lifeboats The free fall lifeboat was not ready for immediate use; Emergency lighting, etc Crew could not demonstrate operation of any of the
Port-State-Control detentions.
Operational Status
Stopped, anchored or moored on its latest broadcast: parked, not necessarily withdrawn.
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.
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).
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.
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.
Based on 17 completed calls observed since . Open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
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.
Estimated
Other · summer draught 5.6 m · 29.4 t per cm immersion
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.
Commercial
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.
Typical General cargo speed and burn. Replace them with the ship's own figures in the planner.

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