
Technical Specifications
Overview
MV Aranui 3 was a dual passenger-cargo ship that operated between Tahiti and the Marquesas Islands. With a homeport of Papeete, French Polynesia, Aranui 3 was registered as a passenger ship under the International Convention for the Safety of Life at Sea (SOLAS), for international operation. She was constructed in Romania and entered service in 2003 with Compagnie Polynesienne de Transport Maritime (CPTM). Apart from supplying cargo to the six ports in the Marquesas Islands, Aranui 3 also operated a passenger service and tourist cruise, as Aranui Cruises, within its 14-day itinerary. It also called at the islands of Rangiroa and Fakarava in the Tuamotu Islands. The ship ended her French Polynesia voyages on 4 December 2015 and was replaced by the Aranui 5 for the 12 December 2015 inaugural sailing. Aranui 3 was sold by CPTM to M2 Vessel Ltd, under the management of Al Seer Marine, Abu Dhabi, and converted to the superyacht support ship M2.
Live Tracking
Most time stopped at Golfo Aranci — 8 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
AIS-derived from our live feed.
Operational Status
Stopped, anchored or moored on its latest broadcast — parked, not necessarily withdrawn.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.
Arrivals, 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).
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
Multiple adverse factors, or a hard ship-specific signal, lift this hull above the fleet norm.
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.

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