ATLANTIC EXPRESS
Built by SLKB Komarno – Slovak Shipyard Komárno in 2001
- IMO
- 9197430
- MMSI
- 304221000
- Call Sign
- V2PR6
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Las Palmas — 23 h across 3 stays.
- 1Las Palmas23 h · 3×
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
Risk & Sustainability
- Las PalmasIn portJun 30, 2026
- Las Palmas0.4 dJun 29, 2026
- Las Palmas0.4 dJun 28, 2026
- Las Palmas0.1 dJun 26, 2026
AIS-derived from our live feed.
Compliance
Safety Record
- East Providence, Rhode Island2 deficienciesJul 18, 2022US Coast Guard (Tokyo MOU)2 grounds for detention
Cargo operation Carriage of Dangerous Good shall be in compliance with; Functional requirements Every company should develop, implement and maintain
Port-State-Control detentions.
Operational Status
Activity
Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.
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.
Port calls
2 recent · AIS-detectedArrivals, 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).
- op. unknownIn port since
- op. unknownIn port since · medium confidence
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.
Composite Risk
Risk Score
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.
Estimated
Capacity & Classification
Other · summer draught 5.2 m · 9.8 t per cm immersion
Estimate only — modelled from deadweight (hull geometry) using a first-principles hydrostatic model, not measured hydrostatic tables. The design draught it is anchored to is unreliable across the fleet.
Commercial
Voyage Estimate
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