
Built by Guangzhou Wenchong Shipyard in 2004
Technical Specifications
Live Tracking
Most time stopped at Port of Antwerp-Bruges — 2 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
How a hull like this loses value with age (today's market). The dot marks this ship at 22 yrs.
Estimate from $/dwt of similar-size, similar-age ships sold in the last 24 months. Indicative, not a certified valuation.
Open the full multi-model valuationVerified reported figure. Band is peer-relative, not official IMO CII.
AIS-derived from our live feed.
Compliance
On 27 July 2020, the bulk carrier "LAKE ONTARIO", whilst under the conduct of a pilot, reported the failure of its starboard windlass during anchoring operations 1 nautical mile ESE of Pointe-aux-Trembles. QC. The failure led to a close quarters situation with other anchored vessels.
On 19 April 2019, the products/chemical tanker "ALGONORTH”, under the conduct of a pilot, and the anchored bulk carrier "LAKE ONTARIO" were involved in a close quarter’s situation on the St. Lawrence River off Longueil, QC. There were no injuries, damage, or pollution reported.
On 18 April 2019, the bulk carrier "LAKE ONTARIO" reported the total failure of one generator in the St. Lawrence River off Sorel, QC. The crew carried out repairs at anchor in Lanoraie, QC, and the vessel resumed its voyage.
On 02 October 2018, the bulk carrier "LAKE ONTARIO" sustained a main engine failure on its approach to the anchorage of Sorel-Tracy, QC. The vessel dropped the anchor to assess the problem. No pollution or damage was reported.
On 17 November 2017, the bulk carrier "LAKE ONTARIO" reported a main engine failure on the St. Lawrence River in Montreal harbour, QC. The vessel proceeded to anchorage in Pointe-Aux-Trembles, QC for repairs.
On 16 April 2011, the upbound vessel "LAKE ONTARIO" struck the approach wall at St-Lambert Lock, Quebec upon entering. The vessel and the approach wall sustained minor damage.
Recorded marine occurrences naming this vessel.
Build Series


Sister hulls share a yard, segment, build year (±1) and deadweight (±3%) — the cleanest comparables for valuation. Derived in-house from our fleet register; coverage is limited to hulls carrying a recorded builder, so a series may be incomplete.
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 4 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
Bulker · summer draught 5.9 m · 36.6 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.
density DWT/GT=1.48 is consistent with declared bulker
Declared type is consistent with the class implied by the vessel’s size signals. Inferred via our shared size-based classifier.
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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