
Technical Specifications
Live Tracking
Most time stopped at Sorel: 9 d across 2 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
AIS-derived from our live feed.
Compliance
On 10 June 2026, the cargo vessel "HARVEST SPIRIT", while under the conduct of a pilot, reported having sustained a total failure if its fuel supply system in the St. Lawrence River off Saint-Romuald, QC. The vessel proceeded to an anchorage off Saint-Nicholas, QC for repairs.
On 03 April 2026, the cargo vessel "HARVEST SPIRIT", while under the conduct of a pilot, reported a total engine failure in the St. Lawrence River off Contrecoeur, QC. The vessel proceeded to an anchorage for repairs, and once completed, resumed its voyage.
On 31 December 2025, the cargo vessel "HARVEST SPIRIT" reported having struck the wall on its port bow at the Eisenhower Lock, NY, USA. The crew assessed minor hull damage, and the vessel resumed its voyage.
On 03 August 2025, the cargo vessel "HARVEST SPIRIT" reported having made bottom contact while approaching the upper wall at the Eisenhower Lock, NY, USA. The vessel continued proceeding after the contact and listed at the exit of Bertrand H. Snell Lock, NY, USA. The vessel was secured at Côte-Sainte-Catherine, QC where divers confirmed a puncture in a ballast tank, it was repaired before the vessel resumed its voyage.
On 12 January 2025, the general cargo vessel "HARVEST SPIRIT" sustained a blackout and ran aground 1.8 nautical miles west of Kemps Point in the St. Marys River near Neebish Island, Michigan, USA. The vessel anchored and was later assisted by a tug to a safe anchorage for further inspection.
On 01 June 2024, the cargo vessel "HARVEST SPIRIT", while under the conduct of a pilot, reported having experienced a close quarters situation with the pleasure craft "EXCESSIVE IV" in the St. Lawrence River off Longueuil, QC. The cargo vessel maneuvered to avoid a collision.
On 20 April 2024, the cargo vessel "HARVEST SPIRIT", with 15 people on board, reported a crew member sustained an injury in a cargo hold while proceeding in the St. Clair River off Froomfield, ON. The vessel proceeded to Sarnia, ON where the injured member was disembarked and sent to a hospital.
On 20 August 2023, the cargo ship "HARVEST SPIRIT", while under the conduct of a pilot, reported having experienced a close quarters situation with the passenger ship "ABSOLU 80" in Canal de la Rive Sud, QC. The pilot used sound signals and manoeuvered to avoid a collision.
Recorded marine occurrences naming this vessel.
Operational Status
Making way at sea speed on its latest broadcast.
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 15 completed calls observed since . Open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
Composite Risk
Some elevated factors (typically age or a lower-graded flag), but no acute ship-specific flag.
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. This headline is flagged low-confidence (a thin or structural-only read) and should not be treated as a verdict. 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 7.5 m · 31.7 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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