
Built by Collingwood Shipbuilding in 1973
Technical Specifications
Live Tracking
Most time stopped at Rouge River: 5 d across 5 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.
Intelligence
AIS-derived from our live feed.
Compliance
On 22 August 2026, the bulk carrier "RT. HON. PAUL J. MARTIN", while under the conduct of a pilot, reported having experienced a close quarters situation with the sailing pleasure craft "LA MARLO" in the St. Lawrence River off Sorel, QC.
On 12 April 2026, the bulk carrier "RT. HON. PAUL J. MARTIN" reported having sustained a total engine failure and a subsequent loss of propulsion above the upper lock wall at Beauharnois, QC. While the crew was restarting the engines, the vessel made bottom contact near the breakwater. The vessel was secured to the wall and inspected before resuming its voyage to Québec, QC. The vessel later reported a damaged ballast tank on its starboard side, and another inspection was planned.
On 07 November 2025, the bulk carrier "RT. HON. PAUL J. MARTIN", with 23 people on board, reported having run aground while departing from an anchorage in the Detroit River off Detroit, MI, USA. The vessel was anchored as a precaution and was refloated the next day with assistance from the tugs "MINNESOTA" and "OHIO".
On 28 October 2025, the bulk carrier "RT. HON. PAUL J. MARTIN" reported that one of its crew members was injured during cargo operations in Picton, ON. The injured crew member was transported to hospital.
On 20 September 2025, the bulk carrier "RT. HON. PAUL J. MARTIN" reported having sustained a steering system failure in the St. Marys River, MI, USA. The vessel was anchored outside the navigation channel, and the crew assessed the issue.
On 28 July 2025, the self-discharging bulk carrier "RT. HON. PAUL J. MARTIN", reported having sustained a failure of its steering gear while transiting downbound in the Welland Canal. The vessel berthed in Port Colborne, ON for the crew to perform the repairs then the vessel resumed its voyage.
On 08 November 2024, the bulk carrier "RT. HON. PAUL J. MARTIN", while under the conduct of a pilot, reported having sustained a total engine failure causing a loss of propulsion in Canal de la Rive Sud off Sainte-Catherine, QC. Propulsion was restored, and the vessel proceeded to a nearby wharf to determine the cause of the issue.
On 21 August 2024, the bulk carrier "RT. HON. PAUL J. MARTIN" reported a crack in its No. 1 port ballast tank while secured in Québec, QC. The vessel proceeded to Montréal, QC and the crew conducted repairs while underway.
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 31 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 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.
Estimated
Bulker · summer draught 7 m · 39.8 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=1.32 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.
Commercial
Price it in the Route Planner between any two commercial ports: ballast and laden legs, two fuels at live bunker prices, port and canal costs, the weather on the way, and the TCE set against the market.
Typical Handysize speed and burn. Replace them with the ship's own figures in the planner.

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