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Pola Tech acts as a cultivation center for a new generation of researchers, promotes advanced technical, industry and scientific knowledge and fosters innovative technology to address critical issues facing shipping industry all over the world.

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Pola Tech applies the best Russian and international research and industry practices, with particular emphasis on technogies and innovation. Our model leverages on the integration of basic and applied research and modern technologies.
The company’s close link with the industrial and business ecosystem fosters frontier research and generates a flow of innovative solutions for the benefit of the multi-international shipping industry.

Who we are

Pola Tech Ltd is a private research and development company in Moscow, Russia. Conceived in 2018 and established in 2020 Pola Tech accumulates in its own experienced professionals and outstanding people with both technical and industry knowledge

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The below displayed vessels are performing operations using our solutions exactly at this moment

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Today we are working in a closest cooperation together with leading experts, representing a wide range of shipping areas from shipbuilding to dry bulk cargo transportation, in order to ensure that tomorrow you will have a never seen before possibility to use exclusively functional system, that is extremely user friendly and at the same time beeing powerful enough to fully cover each need of every participant of such a brutal industry.

We are united in achieving our goals

Realizing how valuable and painstaking is everyday working of top-management, chartering, operations, legal and accounting in shipping industry, we are working every day to improve industry level of digitalization by providing the shipping world with a new generation solutions combined in a featured complex solution.

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Software Made by Professionals for Professionals

«Can you see the gopher? No?

Neither can I. But he’s here!»

Russian folklore,“Demobbed”, 2000a

Introduction

Three guests check into a hotel room. The manager says the bill is $30, so each guest pays $10. Later the manager realizes the bill should only have been $25. To rectify this, he gives the bellhop $5 as five one-dollar bills to return to the guests.

On the way to the guests’ room to refund the money, the bellhop realizes that he cannot equally divide the five one-dollar bills among the three guests. As the guests are not aware of the total of the revised bill, the bellhop decides to just give each guest $1 back and keep $2 as a tip for himself and proceeds to do so.

As each guest got $1 back, each guest only paid $9, bringing the total paid to $27. The bellhop kept $2, which when added to the $27, comes to $29. So if the guests originally handed over $30, what happened to the remaining $1?

Above is presented a famous “Missing dollar” riddle that among the other things is a great illustration of the fact that incorrect calculation methodics is a result of completely incorrect output, even if input is clear and a subject area is as simple as usual life.

Shipping operations, especially the bunker (fuel) calculation process, has a completely different level of subject area complexity, so to get a correct result it is vital to check starting condition of the task you are solving, as well as it is very much important to have accurately defined calculation methodology that is carefully used while operating.
This is the first article of the “Buncou” almanac (abbreviation from “bunker counting”). This article will provide readers with basics in order to make this almanac available for a wide range of readers.

Dedicated to Alexander (Alek) Nersesyan,
Moscow, 2021

Definitions
«Charterer» — customer of handysize vessel class dry bulk cargo carrier vessels related services.

«Owner» — contractor of handysize vessel class dry bulk cargo carrier vessels related services.

«CP» — abbreviation for «Charter party» which is a common template of a contract between charterer and owner that regulates terms of handysize vessel class dry bulk cargo carrier vessels related services.

«Fixture» — business relationships between charterer and owner arising within and execuring in strict accordance with CP.

«File» — a synonym for «Fixture».

«Time charter» — one of three most common fixture types related to the vessel hiring from owner to charterer. Within time charter owner delivers the vessel to the charterer for a certain time period in the proper conditions required for cargo carrier operations (crew, equipment, certificates, etc) since usually the charterer is hiring the vessel in order to carry out some cargo transportation operations with immediate effect.

Let’s consider in a bit more details at time charter CP structure which typically consists of more than 100 clauses that may be classified to the following groups:
Description and technical specifications of the vessel that is the subject of the CP.
Terms defining vessel hiring parameters (including but not limited to):

Areas of vessel permitted exploitation, e.g.
«WW VIA SAFE BERTHS, SAFE ANCHORAGES AA. CHOPT TO BREACH INC/IWL AGAINST PAYMENT OF ADDITIONAL INSURANCE PREMIUMS NOT EXCEEDING LLOYDS OF LONDON».*

Cargo that vessel is permitted to carry, e.g.
«CARGO INTENTION CORN».

Duration, e.g.
«ABOUT 30 DAYS WOG».

Costs and commissions, e.g.
«HIRE USD 11,000 DIOT. CABLES/VIC/ENT USD 1500 LUMPSUM PER MONTH PRO RATE. 3,75 PCT ADD COM + 1.25% TO BROKER».

Payment terms, e.g.
«FIRST 15 DAYS HIRE PAYABLE W/I 3 BANKING DAYS AFTER VESSELS DELIVERY».

Terms of the vessel delivery and redelivery process (including but not limited to):
Delivery location and time, e.g.
«LAYCAN 10–20 AUG 2019. APS RECALADA PILOT STATION».

Bunker on delivery (BOD) grades and ranges, e.g.
«BUNKER ON DELIVERY APS RECALADA PS ABT VLSFO: ABT 770 MT LSMGO: ABT 80 MTS. BUNKER PRICE USD 580/740».
Redelivery location and time, e.g.
«DLOSP 1SP RIO GRAND — SANTOS RANGE».

Bunker on redelivery (BOR) grades and ranges, e.g.
«BUNKERS ON REDELY AS ON BOARD. MINOR DIFFERENCES TO BE SETTLED AT ABOVE PRICES».

Cargo holds condition terms, e.g.
«ON DELIVERY VESSEL TO BE GRAIN CLEAN WITH HOLDS CLEAN, DRY, FREE OF LOOSE PAINT / RUST / SCALE, FREE OF ANY STAINS OR RESIDUES OF PREVIOUS CARGO(ES), FREE OF BUGS, AND READY IN EVERY RESPECT AND IN ALL COMPARTMENTS TO RECEIVE CHARTERERS’ CARGO TO INDEPENDENT SURVEYORS’ SATISFACTION, FAILING WHICH VESSEL TO BE OFF-HIRE AND OWNERS TO TAKE IMMEDIATE CORRECTIVE STEPS TO EXPEDITE CLEANING AS FAST AS POSSIBLE INCLUDING THE USE OF SHORE LABOUR AS NECESSARY. IF VESSEL FAILS INSPECTION ALL BUNKERS CONSUMED AND EXTRA EXPENSES INCURRED TO BE FOR OWNERS’ ACCOUNT UNTIL VESSEL HAS BEEN PASSED IN ALL COMPARTMENTS. THE VESSEL SHALL BE OFFHIRE FROM THE TIME OF THE FAILURE TO PASS INSPECTIONS UNTIL THE TIME SHE PASSES INSPECTIONS. CHOPT TO REDELIVER VESSEL WITH UNCLEAN HOLDS PAYING USD 4000 ILOHC».

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* There is a quite specific commonly used shipping business language for business communications. Invented for time and character savings when telegraphs were in common use, it is full of abbreviations and technical terms that are hard to understand for starters in shipping.
E.g. “WW” means “World wide” and “AA” means always afloat.
For more details please refer to one of available shipping terms dictionary
Modelling
L
et’s assume there is a time charter CP dated 16Aug2021 between companies «O» (owner) and «C» (charterer) having the following bunker clause:
. . .
VESSEL WILL BE DELIVERED WITH ABOUT 250 METRIC TONES OF VLSFO AND ABOUT 50 METRIC TONES OF LSMGO.
VESSEL TO BE REDELIVERED WITH ABOUT SAME QUANTITY OF BUNKER AS ON DELIVERY.
. . .
CHRTS TO PAY VALUE OF ESTIMATE BUNKERS ON DELY TOGETHER WITH 1ST 15-DAYS HIRE PAYMENT WITHIN 3 BANKING DAYS AFTER DELY. CHRTS HAVE RIGHT TO DEDUCT FROM LAST SUFFICIENT HIREPAYMENT(S) ESTIMATED VALUE BUNKERS ON REDELY.
FOR MINOR DIFFERENCIES PRICES BOTH ENDS USD 500 PER METRIC TON FOR VLSFO AND USD 800 PER METRIC TON FOR LSMGO.
. . .

Let’s also assume that on Delivery vessel has exactly 250 MT of VLSFO and 50 MT of LSMGO.
As per the bunker CP clause the company «C» will include the following statements in the first hire invoice:
250 MT VLSFO * 500$/MT = +125 000$
50 MT LSMGO * 800$/MT = +40 000$
Thus, the company «C» will pay 165 000$ to the company «O» for bunker on delivery and after that all bunker on board to become belonging to the company «C» and would be used for its voyage performance purposes.
However, as per the bunker CP clause, the company «C» has to redeliver vessel to the company «O» with about the same bunker grades and quantities as they were on delivery. It means that company «C» while performing the voyage and in order to fulfill their obligations has to:
Estimate bunker consumption required to perform the voyage;
Bunker estimated quantities during the voyage performance.

Let’s assume that during the voyage company «C» had bunkered some bunker quantity required, by the prices of 450$/MT for VLSFO and 600$/MT for LSMGO and has redelivered the vessel to the company «O» with 241 MT of VLSFO and 48.5 MT of LSMGO.
As per the bunker CP clause company «C» will include the following statements in the last hire invoice:
-241 MT VLSFO * 500$/MT = -120 500$
-48.5 MT LSMGO * 800$/MT = -37 200$
Thus, company «C» would receive 157 700$ from the company «O» for bunker on redelivery and after that all bunker on board to become belonging to the company «O».
Check if you are up to date

Suggest and justify your calculation methodology for both company «C» and company «O» this fixture bunker earnings/expenses in USD terms.
Using your own methodology, calculate bunker earnings/expenses in USD terms for both company “C” and company “O” in this fixture.



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Buncou — Article 1

# Transition planning and use Unified deep-water system of the European part of Russia (UDWS).

Briefly about UDWS: A system of rivers, canals, and locks — providing navigation between the Black, White, Baltic and Caspian Seas.

The use of UDWS — today the cheapest way of transportation of goods is a rather voluminous process of planning, calculations, and decision-making. Today, freight managers and operators of companies, brokers, and logistic managers of cargo owners calculate routes, taking into account the following factors: length, river and sea sections, berth times, the fuel consumption of the vessel. Direct calculations, especially at the river-sea junction, are not always relevant, because It is still possible to divide the distance by the speed at sea, and taking into account the time of passage of canals, the passage of locks, waiting in Rostov-on-Don, Petersburg or Azov for the operator becomes a voluminous task, in addition, it is necessary to plan the types and types of fuel that the ship will use, to calculate several alternative routes. In conditions of a tight time frame, today’s shortage of the fleet, or vice versa — high competition for cargo, the accuracy and speed of calculation becomes an extremely important necessity.

How we solve these problems:

The “river-sea” fleet, which we manage, has about 30 motor ships. Managing a large number of ships is impossible without a transparent and fast system that helps to make the right and economically sound decisions. To do this within the framework established by the shipping company management system (we are completely with “0” developed own system https://pola-tech.com/ with the calculation of routes, operational and financial module) were introduced to the unique features of this class of systems:

The exact calculation of distances on rivers
Normalized time of crossings between river points (not distance/speed, but statistics of voyages)
Thus, the speed and accuracy of calculations, construction, and complete calculation of the route with all calculations were significantly increased: parking in estuarine ports, calculation of passes of individual rivers: the Volga, the Kama, the Don, the Belaya, etc. Manually outlined and corrected the UDWS.
The system is built on the basis of graphs, where the nodal points are ports of entry and exit, intersections of routes (rivers). The system knows the transition times, analyzes and chooses the shortest path, if the system cannot find the path (standard transition times are not specified, or the point added by the user is located far from the normalized ports) — the system will calculate the distance along the river (also a unique function for this class of systems), will notify the user and offer to add a standard for this route. On the basis of statistics, we have calculated the times between 40 main ports of the UDWS, the system is constantly replenished due to statistics of transitions.
Today we are proud that the calculation of the route using the UDWS does not differ in time and labor intensity from the usual calculation (by sea) in common voyage calculators.

Alex Enshin
Marine IT product. Development of IT system for sea-river management


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Rivers route calculation

We have developed a system that meets modern standards for quality software.
This ERP class system is, on the one hand, user-friendly, but at the same time powerful enough to fully cover the business needs of each participant in the full business chain of the bulk / general cargo transportation industry by water transport.
Read more about the [nomination here](https://www-transweek-digital.translate.goog/2021/ru/award/nominees/7706/?_x_tr_sl=ru&_x_tr_tl=en&_x_tr_hl=ru&_x_tr_pto=nui).


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Pola ERP System nominated  for THE BEST SOLUTION IN THE FIELD OF TRANSPORT DIGITALIZATION

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