
Technical Specifications
Live Tracking
Most time stopped at Houston — 7 d across 1 stay.
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.
Compliance
On 11 August 2024, the cargo vessel "AUJAQ", while under the conduct of a pilot, reported having experienced a close quarters situation with the pleasure craft "ROCK-O-WAY" in the St. Lawrence River off St-Laurent, QC. The cargo vessel used sound signals and maneuvered to avoid a collision.
On 06 October 2022, the general cargo vessel "AUJAQ" reported a complete loss of electrical power and being disabled 11 nautical miles SSE of Godbout, QC. The crew carried out repairs and the vessel continued its intended voyage.
On 13 July 2022, the general cargo vessel "AUJAQ", while under the conduct of a pilot, reported having sustained a minor fire in its engine room in the St. Laurent River off Île de la Batture, QC. The crew put out the fire and the vessel continued its voyage.
On 10 July 2020, the general cargo vessel "AUJAQ" struck the wall while entering the lock in Sainte-Catherine, QC. The vessel sustained minor damage.
On 27 November 2016, the general cargo "EGMONDGRACHT" became disabled due to a main engine failure and anchored off Champlain, QC in the navigation channel for repairs. The vessel resumed its transit after repairs were carried out.
Recorded marine occurrences naming this vessel.
Operational Status
The latest broadcast is too stale or lacks the speed / status to classify.
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.
Composite Risk
Strong, corroborated adverse evidence — a detention, sanctions exposure or an AIS-gap / behavioural signal.
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 8.5 m · 22.5 t per cm immersion
Estimate only — modelled from deadweight (hull geometry) using a first-principles hydrostatic model, not measured hydrostatic tables. The design draught it is anchored to is unreliable across the fleet.
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.
Commercial
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