
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 26 March 2019, the general cargo vessel "UMIAVUT" reported smoke in the engine room while alongside in the Montreal Harbour. The crew evacuated on to the dock and the local fire brigade boarded the vessel to extinguish the small fire of a Diesel alternator accessories belt.
On 12 August 2018, the general cargo "UMIAVUT" sustained a rudder failure while transiting Lac Saint-Pierre, QC. The vessel grounded near Pointe-du-Lac, QC.
On 27 June 2012, a stevedore on the vessel "UMIAVUT" was injured when he fell while securing cargo. He was transported to hospital for treatment.
On 14 July 2010, in Deception Bay, Quebec, a crew member of the motor vessel "UMIAVUT" fell and severely injured his leg when stepping from the ship's ladder onto a barge.
On 16 June 2006, the upbound vessel Umiavut reported a close-quarters situation with a sailboat, having had to take evasive action to avoid collision.
A crew member probably fell off a 8 foot container, and was sent ashore for medical attention. The crew member was later flown to Iqualuit hospital with a back injury.
On 22 November 2002, the vessel Umiavut made contact with the ship arrestor in St. Lambert lock. The vessel's port side running light was damaged.
The workboat "LOUISA", while proceeding toward the anchored vessel "UMIAVUT" fouled its anchor chain. Pushed by the strong current, the workboat capsized and sunk. The two crew members, both wearing PFD, were recovered without injury.
Recorded marine occurrences naming this vessel.