DNV is an emerging player in the field of container ship classification. The driving force of a strong domestic market has not been there for historical reasons.
Entering a new arena where the existing players have a strong and competent hand means
you have to have something to offer that makes it worthwhile for people to listen to what you have to say.
A significant track record and large portfolio of good quality ships is often seen as an indication of know-how and competence. Many prudent owners view their choice of class society as a matter of trust and confidence.
DNV’s existing fleet of container ships is made up of two categories. Newbuilds and what we call “class entry ships”. The newbuilds are ordered and built to DNV class, in compliance with the DNV container ship Rules in force at the time. This is the normal way of getting ships to class for all classification societies.
The “class entry” category comprises existing ships which have already been built and delivered. Owners may choose the class society under which the ship is to be operated in the years to come. That could well be a different class society to the one under whose Rules it has been constructed. The choice may depend on how the owners see their interests best being served. The service quality and cost effectiveness offered by the class society are important factors. The owners make an independent decision regarding this. The way in which the owner’s operations will be regarded by clients and other stakeholders in the industry will probably also play an important role here.
Almost 70% of DNV’s container ship fleet consists of “class entry ships” - ships that have been built to other class standards and classed by DNV while in service. That gives DNV a unique experience base.
We can compare how other class standards measure up in operation and benchmark this against our Rules and procedures. That gives us a different kind of experience and provides us with continuous input so we can improve and enhance the way we conduct our business.
So what have we learnt? Some of our procedures are “square headed” and need to be changed. Container ships are different from tankers and bulkers. So it is essential that we adjust the way we do things in order to maintain standards and contribute to safe and reliable container shipping, and we will continue on that track.
However, we have seen that our structural bow impact standards are good, better than the classification average, and have been so for years. Our side shell fatigue standards fall into the same category. We saw that some years ago when the container ship industry had problems.
Is there a relevance to the Napoli case? Well, we are looking into that right now. We have screened all the ships in our fleet and are accumulating that knowledge. We have also taken an initiative in IACS to coordinate our common experience and the way that newbuilds and existing ships are handled. Other class societies may have a bigger fleet from which to gain experience. We will contribute what we know and make sure that the industry benefits from this.