- IMO
- 9670602
- MMSI
- 215804000
- Call Sign
- 9HA5293
Technical Specifications
Key Figures
Live Tracking
Current Position
Where it waited most
Most time stopped at Port of New York and New Jersey — 9 h across 1 stay.
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
Estimate from $/dwt of similar-size, similar-age ships sold in the last 24 months. Indicative, not a certified valuation.
- AER (CO₂/capacity·nm)
- 9.5
- Fuel burned
- 4,346 t
- Technical
- EEDI (8.2 gCO₂/t·nm)
Verified reported figure. Band is peer-relative, not official IMO CII.
Compliance
Safety Record
- COLLISION - With another vessel or other floating objectModerateJan 26, 2021Fairview Cove, Halifax, NOVA SCOTIA (NS)
On 26 January 2021, the tug "ATLANTIC FIR" collided with the stern ramp base of the ro-ro vessel "ATLANTIC SKY". The "ATLANTIC FIR" reported damage to its shell plate above the waterline and the "ATLANTIC SKY" did not report any damage.
- RISK OF COLLISION (near collision) - With another vessel or other floating objectMinorAug 6, 2020McNabs Island, NS, NOVA SCOTIA (NS)
On 06 August 2020, the container ship "ATLANTIC SKY" reported a close quarters situation with a sailing vessel in Halifax Harbour.
- TOTAL FAILURE OF ANY MACHINERY OR TECHNICAL SYSTEMMinorMar 31, 2019Portuguese Cove, NS, NOVA SCOTIA (NS)
On 31 March 2019, the cargo vessel "ATLANTIC SKY", while at Anchorage A near Halifax, NS, was reported disabled due to a complete power failure. Power was restored after approximately ten minutes and the vessel docked with the assistance of tugs.
Recorded marine occurrences naming this vessel.
Operational Status
Activity
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.
Port calls
4 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).
- Discharged→ · 15 h in port· draught 9.9→9.3 m· medium confidence
- Discharged→ · 15 h in port· draught 9.9→9.3 m· medium confidence
- no cargo change→ · 10 h in port· draught 10.0→9.9 m
- no cargo change→ · 10 h in port· draught 10.0→9.9 m
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.
Where it waits
2 ports · 2.1 days totalTime-in-port summed by port from the AIS-detected port-call history — the ports this vessel has spent the most time at, longest first.
- Newark· USA25 h2 calls · 13 h avg 1 discharge
- Port Newark· USA25 h2 calls · 13 h avg 1 discharge
Based on 4 completed calls observed since — open calls (no departure yet) are excluded. The distribution sharpens as AIS history accrues.
Composite Risk
Risk Score
Some elevated factors — typically age or a lower-graded flag — but no acute ship-specific flag.
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
Capacity & Classification
Container · summer draught 10.1 m · 87.6 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.
density DWT/GT=0.56 is consistent with declared container
Declared type is consistent with the class implied by the vessel’s size signals. Inferred via our shared size-based classifier.
Commercial
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