
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 04 September 2025, the bulk carrier "ISABELLE G", while under the conduct of a pilot and approaching the lock at Saint-Lambert, QC, reported having dropped its 2 forward anchors after having sustained a total engine failure. The propulsion was restored, and the vessel was assisted by the tugs "OCEAN SERGE GENOIS" and "OCEAN INTREPIDE" to proceed to section No. 36 of Port de Montréal, QC.
On 28 October 2020, the No. 1 cargo crane on the bulk carrier "ISABELLE G" failed while the vessel was in Oshawa, ON, and the crane's jib collapsed onto the berth. There were no injuries or pollution reported.
On 08 November 2018, the bulk carrier "ISABELLE G" dropped the anchor at Valleyfield Anchorage, QC due to a crack in the main engine's cooling jacket. The crew made repairs and the vessel resumed its voyage.
On 11 October 2012, the bulk carrier "EIDER" experienced a main engine turbocharger failure while exiting Lock 6 in the Welland Canal, Ontario. There were no injuries nor pollution reported.
On 30 June 2011, at 1649 EDT, a platform fell on an oiler in the engine room of the MV "EIDER". The oiler was seriously injured and medevaced to the St. Lambert Hospital, QC.
On 9 June 2011, the Bulk Carrier "EIDER" lost its propulsion while proceeding upbound towards the Seaway entrance, off section 110 of the Port of Montreal, Quebec. The vessel was towed to section 51 for repairs.
On 26 August 2009, while proceeding downbound on the St. Lawrence River, the bulk carrier "EIDER" had problems with the main engine blower at the south Iroqouis wall. The V/L anchored at Wilson Hill, moved to Iroquois Lock to effect repairs.
On 26 April 2006, the west bound vessel EIDER experienced steering gear problems off Pointe au Pic, Quebec.
Recorded marine occurrences naming this vessel.