
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
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.
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 20 December 2025, the bulk carrier "ROBERT S. PIERSON", reported a fire in an accommodation's locker in Keweenaw Bay, MI, USA. The crew extinguished the fire, and the vessel was anchored in the bay. One crew member sustained a minor injury, and minor damage was found to the locker area and equipment.
On 26 November 2025, the bulk carrier "ROBERT S. PIERSON" reported having drifted aground while anchored in the Detroit River off Detroit, MI, USA. The vessel was refloated by a US tug and towed to Windsor, ON.
On 02 August 2025, the bulk carrier "ROBERT S. PIERSON" reported having sustained a propulsion problem while manoeuvring out of the Soo Locks near Sault Ste. Marie, ON. The vessel proceeded downbound to an anchorage where the crew resolved the problem and the vessel resumed its voyage.
On 25 April 2025, the bulk carrier "ROBERT S. PIERSON", reported having sustained a total loss of power while maneuvering at the approach of the MacArthur Lock downbound in the St. Mary's River near Sault Ste. Marie, MI, USA. The crew resolved the situation, and the ship continued its voyage.
On 13 October 2024, the bulk carrier "ROBERT S. PIERSON" reported being disabled with a total failure of its steering system on Lake Superior off Whitefish Bay, MI, USA. The vessel was anchored to assess the issue. The crew lowered a workboat and found that the rudder was missing. The vessel was later towed to Superior, WI, USA for repairs.
On 24 May 2024, the bulk carrier "ROBERT S. PIERSON", with 18 people on board, reported having run aground on Lake Michigan off Muskegon, MI, USA. The vessel freed itself and was anchored for a damages assessment.
On 19 May 2024, the bulk carrier "ROBERT S. PIERSON" reported having sustained a total failure of its steering system on Lake Huron off Port Sanilac, MI, USA. The vessel proceeded to Calcite, MI, USA for repairs.
On 13 October 2022, the self-unloading bulk carrier "ROBERT S. PIERSON" reported that it had struck the dock on Lake Ontario in Colborne, ON. The vessel proceeded on its intended voyage to Clarkson, ON to unload and conduct repairs.
Recorded marine occurrences naming this vessel.