
Technical Specifications
Live Tracking
Most time stopped at Rouge River: 16 d across 8 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.
Resolved from the live AIS destination. Distance is the real sea route (around land and through canals). The computed ETA is steaming time at the vessel’s passage speed, and does not include any wait for a berth. A destination is the crew’s stated intent, not a confirmed fixture.
Intelligence
AIS-derived from our live feed.
Compliance
On 09 July 2023, the tug "LEO A. MCARTHUR", while pushing the barge "JOHN J CARRICK" and under the conduct of a pilot, reported having experienced a close-quarters situation with the pleasure craft "MOMOUSSE" while proceeding upbound on Lac Saint-Pierre, QC.
On 03 September 2022, the tug "LEO A. MCARTHUR", while anchored with the barge "JOHN J CARRICK" in tow, reported sustaining main engine issues in Pointe-au-Pic, QC. The vessel and the barge left the anchorage after repairs were completed.
On 18 June 2022, the tug "LEO A. MCARTHUR", with 14 people on board, reported sustaining a pitch failure on the port controllable pitch propeller in Saint John Harbour, NB. Later, the vessel reported the problem was resolved and continued its voyage.
On 15 September 2021, the tug "LEO A. MCARTHUR", while under the conduct of a pilot, reported a close quarters situation with the sailing vessel "ANAM CARA I" while transiting the harbour in Halifax, NS. The tug blew its whistle and took evasive action to prevent the collision.
On 12 December 2020, the tug "LEO A. MCARTHUR", while pushing the tanker barge "JOHN J CARRICK", sustained multiple problems with its port main engine while transiting the St. Lawrence River. The first issues occurred off Saint-Siméon, QC, with the tug and barge eventually docking in Québec, QC, for repairs, and then anchoring off Trois-Rivières, QC, to conduct further repairs.
On 27 October 2020, the barge "JOHN J CARRICK", which was being pushed by the tug "LEO A. MCARTHUR", sustained a fire in its machinery space 40 nautical miles off Heath Point on Anticosti Island, QC. The fire was extinguished and the tug and barge unit resumed its voyage.
On 23 November 2014, the tug "VICTORIOUS", pushing the barge "JOHN J CARRICK" sustained a black out. The vessel had to anchor for repairs.
On 14 June 2014, the tug "VICTORIOUS", pushing the barge "JOHN J CARRICK", sustained a diesel alternator failure causing a black out, 10 nm E of Pelee island, west Lake Erie, Ontario.
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.
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