
Technical Specifications
Compliance
On 08 March 2026, the Canadian Coast Guard Ship "VINCENT MASSEY", reported that a crew member was injured while using a lifeboat davit on Lake Erie off Nanticoke, ON. The vessel proceeded to Port Colborne, ON and the injured crew member was transported to a hospital.
On 20 January 2026, the Canadian Coast Guard Ship "VINCENT MASSEY", with 28 people on board, reported taking on water in its steering gear compartment on Lake Huron off Goderich, ON. The water level was monitored and controlled while the vessel resumed its icebreaking operation. The vessel subsequently proceeded to Sarnia, ON for a complete inspection.
On 24 March 2025, the Canadian Coast Guard Ship "VINCENT MASSEY" reported having fouled its starboard propeller with the anchor chain for a buoy while performing aids to navigation service near Portneuf, QC. The vessel proceeded to Québec, QC, using its port engine.
On 16 September 2024, the Canadian Coast Guard Ship "VINCENT MASSEY" reported that a crew member was missing. At the time of the report, the vessel had just docked in St. John's, NL, after arriving from the Arctic. The crew member had last been seen the previous evening. Following an unsuccessful search on board, an extensive search was done along the NE coast of Newfoundland. The crew member was not found.
On 22 August 2022, the Canadian Coast Guard Ship "VINCENT MASSEY" reported experiencing a problem with its propulsion in the St. Lawrence River off Montaigu, QC. The vessel proceeded to the nearest anchorage for a technical investigation. Repairs were carried out and the vessel later resumed its voyage.
On 08 August 2007, the v/l "TOR VIKING II" struck the barge "JOHN WURMLINGER" while attempting to connect tow.in Beaufort Sea, Arctic region..
Recorded marine occurrences naming this vessel.
Composite Risk
Multiple adverse factors, or a hard ship-specific signal, lift this hull above the fleet norm.
A coverage-weighted blend of the single component 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.
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.

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