Maritime · head to head
DNV Navigator Port vs INTTRA
DNV Navigator Port
Maritime
Port clearance and ship-to-shore reporting software that assembles the documents a vessel needs before arrival
- From
- On request
- Rated
- -
The short version
- Each has a real cost: DNV Navigator Port nothing is published about pricing and licensing is per vessel through DNV sales, so a fleet cannot estimate cost without a commercial conversation.; INTTRA iNTTRA's own homepage as captured by the Internet Archive on 18 January 2022 confirms it operates under E2open with a 'Learn About E2open' link on its own navigation, and pricing remains bare contact-sales with no named editions; a customer testimonial quoted on the same page (not INTTRA's own pricing) cites Bill of Lading fee savings of $25 to $75 per shipment from consolidating onto the platform
- They diverge on capability: DNV Navigator Port covers Port clearance packs, INTTRA covers Electronic booking.
- Prices and features above were last checked on 1 September 2026.
Where they differ
Only the attributes on which DNV Navigator Port and INTTRA actually diverge.
| Attribute | DNV Navigator Port | INTTRA |
|---|---|---|
| Starting price | On request | $0.5/per-transaction |
| Pricing model | quote | transaction |
| Platforms | Windows, Web | Web, Api |
| Founded | Unknown | 2000 |
Identical on both: free tier (No), user rating (Not yet rated), category (Maritime).
What each one covers
Drawn from each product's published feature list. An absence here means we hold no record of it - not that the product lacks it.
Only in DNV Navigator Port
- Port clearance packs
- Weekly content updates
- ALRS Volume 6
- Work and rest hours
- Crew certificates
- Offline operation
- Shore visibility
- Third-party integration
Only in INTTRA
- Electronic booking
- Container tracking
- Documentation
- Rate management
- TMS platforms
- ERP systems
- Carrier systems
- Web support
What people use each for
The jobs each tool is most often brought in to do.
DNV Navigator Port
- A tanker operator whose vessels call at ports where a rejected declaration means a berth is lost and demurrage startsnot INTTRA
- A ship manager standardising port formalities across a mixed fleet and multiple crewing agenciesnot INTTRA
- An operator that must evidence MLC work and rest compliance to a port state control inspector on demandnot INTTRA
- A cruise line calling at many ports per voyage where the paperwork volume exceeds what a bridge team can maintain manuallynot INTTRA
INTTRA
- Booking and managing ocean shipments across global carrier networks from central platformnot DNV Navigator Port
- Reducing shipping costs by 25-30% through streamlined consolidation operationsnot DNV Navigator Port
- Decreasing operational staffing from six to two employees per 100 shipmentsnot DNV Navigator Port
- Standardizing electronic data conversion and transmission faster than manual processesnot DNV Navigator Port
- Managing over 1.5 million container movements across 120+ countriesnot DNV Navigator Port
- Performing real-time regulatory compliance verification for export and import requirementsnot DNV Navigator Port
Where each one falls short
Documented limitations, not opinions. Every one is a constraint you would hit in normal use.
DNV Navigator Port
- Nothing is published about pricing and licensing is per vessel through DNV sales, so a fleet cannot estimate cost without a commercial conversation.
- It is a point solution covering clearance and crew hours only, so it adds another shipboard system to install, update and train crews on rather than consolidating existing ones.
- The onboard component is a Windows installation that needs periodic updating on each vessel, and update discipline across a fleet with rotating crews is a genuine operational burden.
- Content coverage is deepest for major commercial ports; operators calling at small or remote terminals will still assemble some documentation manually and pay for a dataset that does not cover their edge cases.
- DNV is a classification society selling software to the same operators it classes, which some owners view as a conflict when choosing systems that generate compliance evidence.
INTTRA
- INTTRA's own homepage as captured by the Internet Archive on 18 January 2022 confirms it operates under E2open with a 'Learn About E2open' link on its own navigation, and pricing remains bare contact-sales with no named editions; a customer testimonial quoted on the same page (not INTTRA's own pricing) cites Bill of Lading fee savings of $25 to $75 per shipment from consolidating onto the platform
Pricing, plan by plan
DNV Navigator Port
On request- Navigator Port$undefined/year
- Licensed per vessel with fleet agreements available
- Weekly content updates and 24/7 support included
- Onboard installation plus shore-side access
INTTRA
$0.5/per-transaction- Enterprise$1000/month
- E-booking
- Tracking
- Documentation
Which should you pick?
Choose DNV Navigator Port if
- You need port clearance packs.
- You work on Windows, Web.
- You also want weekly content updates.
Choose INTTRA if
- You need electronic booking.
- You work on Web, Api.
- You also want container tracking.
Questions people ask
- Is DNV Navigator Port or INTTRA better?
- Neither clearly leads. DNV Navigator Port starts at On request and INTTRA at $0.5/per-transaction, and user ratings are close enough to be indistinguishable. Choose on capability and platform support.
- Which is cheaper, DNV Navigator Port or INTTRA?
- DNV Navigator Port starts at On request and INTTRA at $0.5/per-transaction.
- Does DNV Navigator Port or INTTRA run on more platforms?
- DNV Navigator Port runs on Windows, Web. INTTRA runs on Web, Api.
- What is DNV Navigator Port best used for?
- DNV Navigator Port is most often used for a tanker operator whose vessels call at ports where a rejected declaration means a berth is lost and demurrage starts, a ship manager standardising port formalities across a mixed fleet and multiple crewing agencies, an operator that must evidence mlc work and rest compliance to a port state control inspector on demand, a cruise line calling at many ports per voyage where the paperwork volume exceeds what a bridge team can maintain manually. Of those, a tanker operator whose vessels call at ports where a rejected declaration means a berth is lost and demurrage starts and a ship manager standardising port formalities across a mixed fleet and multiple crewing agencies are not what INTTRA is typically brought in for.
- What can DNV Navigator Port do that INTTRA cannot?
- DNV Navigator Port covers Port clearance packs, Weekly content updates, ALRS Volume 6, Work and rest hours. INTTRA covers Electronic booking, Container tracking, Documentation, Rate management.
Answered from the vendors’ own pages
DNV Navigator Port: How often is port information updated?
Weekly to the onboard installation, which is the main thing the subscription buys.
INTTRA: How much can INTTRA help reduce ocean shipping costs?
INTTRA users report 25-30% cost reductions through operational efficiency, with some achieving savings of $25-$75 per Bill of Lading through the consolidation platform.
SourceDNV Navigator Port: Does it work without internet?
Yes. The onboard component is built to operate through satellite connectivity loss.
INTTRA: Can INTTRA help with regulatory compliance for international shipments?
Yes, INTTRA provides real-time verification of changing export and import regulations, helping organizations like Etihad Airways manage constantly evolving international shipping requirements.
SourceDNV Navigator Port: Does it cover work and rest hours?
Yes, it calculates against selected MLC and STCW regimes and warns on breaches.
DNV Navigator Port: Is pricing published?
No. It is licensed per vessel through DNV with fleet agreements negotiated.
Related pages
More on DNV Navigator Port
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