
One vessel, every compliance signal in one place: sanctions exposure path, composite risk, dark-fleet behaviour, flag history and safety record.
No sanctions exposure was found, but the composite risk read is elevated. See the breakdown below.
Sanctions exposure screens the hull and its ownership chain against official OFAC, EU, UN and UK designations, then propagates a sanctioned owner or parent down to the vessels it controls. The composite risk read blends age, flag register, port-state detentions, dark-fleet behaviour and sanctions exposure, weighted by how much evidence is present. Every signal shows its own evidence. This is decision support for a compliance review, not a legal determination.
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.
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.
Compliance
On 28 December 2021, the bulk carrier "MARIA G", while under the conduct of a pilot, reported being disabled due to main engine issues in the St. Lawrence River off Batiscan, QC. After anchoring nearby, the crew carried out repairs which allowed the vessel to resume its voyage.
On 27 November 2020, the bulk carrier "MARIA G" reported main engine problems while anchoring in the harbour off Montréal, QC.
On 22 June 2019, the bulk carrier "MARIA G", under the conduct of a pilot, reported a propulsion machinery failure on departure from the anchorage near Sorel, QC, and had to anchor. The crew carried out repairs and the vessel resumed its voyage.
On 24 September 2017, the downbound bulk carrier "MARIA G" struck the ship arrester cable at the Beauharnois lock #3, QC. The St. Lawrence Seaway was closed for approximately 11 hours while the ship arrester cable was repaired. There was no damage to the vessel and no pollution.
On 29 October 2016, the bulk carrier "GADWALL" sustained a steering gear failure near Rivière-au-Renard, QC. The crew was unable to effect the repairs and the captain requested tug assistance to Sept-Îles, QC.
On 04 December 2008, while manoeuvring near Imperial Oil Dock in the St.Clair River, the bulk carrier "GADWALL", with 2 pilots on board, lost steering. The steering was repaired and operational 15 minutes later.
The downbound salty vessel "GADWALL" experienced sea suctions problems. Vessel was not fitted with internal recirculation systems, sea strainers have been cleared of ice.
On 20 June 2007, the downbound vessel GADWALL struck the ship arrester in lock No 3 (Beauharnois). Seaway was temporarily closed for repairs.
Recorded marine occurrences naming this vessel.