Dry cargo vessels of the "river-sea" class of the "Volgo-Balt" type (project 791, 2-95, 2-95A, 2-95A/R), designed for the transportation of bulk cargo (coal, ore, grain, crushed stone, etc.) along large inland waterways of Russia with access to the sea.

Vessels of this type have four holds with hatch covers, with a forecastle and a poop, with double sides and a double bottom, with an engine room and a superstructure in the aft part.

The main project of these vessels was Project 791 of the early 1960s, on the basis of which Project 2-95 and its variants were developed, which are distinguished by a modified design of the deckhouse, providing all-round visibility, and a reduced camber in the bow. Project 2-95 ships have two small chimneys, later ships (project 2-95A, 2-95A/R) have one. As a continuation of the Project 2-95 series, a series of ships of the Amur type were built.

Motor ships of this type were built in the USSR at the Krasnoye Sormovo plant (Russia, Nizhny Novgorod); Shipbuilding "Red Barricades" (Russia, Astrakhan), Gorokhovets Shipyard (Russia, Gorokhovets), as well as abroad - Slovenske Lodenice (Komarno, Slovakia).

Dry cargo ship "Volgo-Balt 156": IMO: 8867442, flag Russia, home port of Arkhangelsk, was built on April 28, 1974 according to project 2-95A (building number 1356) at Slovenske Lodenice (Komarno, Slovakia). Currently owner: Arcus Shipping Company LLC (bareboat charter). Reg. owner: Gervessa Shipping Co Ltd.

Main characteristics: Displacement 2498 tons, deadweight 3143 tons. Length 114 meters, width 13 meters, draft 3.8 meters. Speed ​​10 knots. Power is supplied from two main engines with a power of 515 kW. Has one deck, five bulkheads.

The completed vessel "Volgo-Balt 156" was delivered to the White Sea-Onega Shipping Company of the MRF of the RSFSR. Operator of the State Enterprise Petrozavodsk repair and operational base of the fleet of the BOP MRF of the RSFSR. Home port Petrozavodsk, flag Russia. In January 1975 it was renamed “Komsomol of Karelia”, home port is Petrozavodsk, flag is Russia.

In March 1993, OJSC White Sea-Onega Shipping Company became the owner of the vessel. It was again renamed "Volgo-Balt 156". Home port St. Petersburg.

Until February 1997, the ship sailed under the name "Central", then until November 1997 under the name "Enely". Owner and port of registry unknown.

In September 1998, the ship was renamed "Anton", flag of Saint Vincent and the Grenadines, home port of Kingstown.

In April 2012, the owner of the vessel became Arcus Shipping Company LLC, which renamed the vessel Volgo-Balt 156, flag Russia, home port of St. Petersburg.

July 24, 2013 at 10:40 in the Cherepovets region at 568 km of the Volga-Baltic waterway with a load of crushed stone on board.

In June 2015, Arkhangelsk became the ship’s home port.

Dry cargo vessel "Volgo-Balt 195": IMO: 8865999, flag Russia, home port of St. Petersburg, was laid down on March 17, 1976 according to project 2-95A/R (building number 1923) at Slovenske Lodenice (Komarno, Slovakia), built September 13, 1976.

RMRS class: KM*L4 R3-RSN.

Main characteristics: Gross tonnage 2516 tons, deadweight 3197 tons. Length 113.87 meters, width 13.02 meters, side height 5.5 meters, maximum draft 3.86 meters. Speed ​​10 knots. Power is supplied from two main engines with a power of 515 kW. Has one deck, five bulkheads.

Until March 1993, the ship belonged to the State Enterprise White Sea-Onega Shipping Company MRF RSFSR, flag of the USSR, home port Leningrad.

Until August 2003, it belonged to OJSC White Sea-Onega Shipping Company, flag Russia, home port of St. Petersburg.

Until December 2007, it belonged to OJSC SK Onego-Balt, flag Russia, home port of St. Petersburg.

Currently owned by Neva-Balt LLC.

Dry cargo vessel "Volgo-Balt 199" (until 2006 "Volgo-Balt 199"): IMO: 8850279, flag of Saint Kitts and Nevis, home port of Basseterre was laid down in 1976 according to project 2-95A/R (building number 1927 ) at Slovenske Lodenice (Komarno, Slovakia), built December 21, 1976. Shipbuilder: Slovenské lodenice Komárno a.s., Komárno, Slovenia. Owner: Valship LLC, Ukraine.

Main characteristics: Displacement 4761 tons, deadweight 3474 tons. Length 113.87 meters, width 13.0 meters, side height 5.5 meters, draft 3.86 meters. Speed ​​10.0 knots.

Built on December 21, 1976, the ship entered the White Sea-Onega Shipping Company and was operated along rivers and seas Soviet Union. After the collapse of the Soviet Union, like most other ships, it passed in a certain way from state to private ownership.

December 04, 2012 off the coast of Turkey in the Sile region near Istanbul. There was a Russian-Ukrainian crew of 12 people on board. The ship was traveling from Mariupol to Antalya with a cargo of coal. Three crew members were rescued.

Dry cargo vessel "Volgo-Balt 210": IMO: 8230376, flag Russia, home port of Kaliningrad, was laid down on December 8, 1977 according to project 2-95A/R (building number 1939) at Slovenske Lodenice (Komarno, Slovakia), built on April 10 1978. Shipbuilder: Slovenské lodenice Komárno a.s., Komárno, Slovenia. Owner: JSC Transonega-Shipping.

RMRS register class formula: KM*L4 R3-RSN.

Main characteristics: Displacement 2516 tons, deadweight 3165 tons. Length 114 meters, width 13.23 meters, side height 5.5 meters, draft 3.6 meters. Speed ​​10.0 knots. Has one deck, five bulkheads.

Built in April 1978, the ship entered the White Sea-Onega Shipping Company and was operated along the rivers and seas of the Soviet Union under the flag of the USSR, home port of Leningrad.

In June 1995, Transonega-Shipping CJSC, flag Russia, home port of Kaliningrad, became the owner of the vessel.

On the night of October 1, 2011, it ran aground beyond the edge of the shipping channel at 876.5 km of the Vytegorsk Reservoir. The ship was transporting 1.5 thousand tons of Vologda timber from Belozersk to Kaliningrad. On September 3 at about 10:00 o'clock the operation to refloat the vessel was successfully completed.

On May 29, 2017, she was at the pier of the Lieutenant Schmidt embankment, Big Port of St. Petersburg.

Dry cargo vessel "Volgo-Balt 227" (formerly "Volgo-Balt 227" until December 2009): IMO: 8841723, flag of Saint Kitts and Nevis, home port of Basseterre, was built on November 28, 1980 according to project 2-95A/R (building number 1958) at Slovenske Lodenice (Komarno, Slovakia). Owner and operator: Orbital Shipmanagement, Istanbul, Türkiye.

Main characteristics: Displacement 2516 tons, deadweight 3492 tons. Length 113.87 meters, beam 13.23 meters, draft 3.9 meters. Speed ​​10 knots. Has one deck, five bulkheads.

Built in November 1980, the ship entered the White Sea-Onega Shipping Company and was operated on the rivers and seas of the Soviet Union under the flag of the USSR, home port of Leningrad.

In March 1993, the owner of the vessel became OJSC White Sea-Onega Shipping Company, flag Russia, home port of St. Petersburg.

In October 2000, the owner of the vessel was JSC SK Onego-Balt, flag Russia, port of St. Petersburg.

In December 2009, Orbital Ship Management, Reg. Owner: Primavera Marine Co, Istanbul, Türkiye. The vessel was renamed “Volgo-Balt 227”, Cambodian flag, home port Phnom Penh.

According to a report dated October 11, 2013, the captain of the vessel, a citizen of Azerbaijan, was imposed by the Coast Guard Department of the Georgian Border Police in connection with the fact of sea pollution.

In November 2015, the ship was registered under the flag of Saint Kitts and Nevis, with its home port of Basseterre.

graduate work

5. Description of the Volgo-Balt type motor ship

Volgo-Balt 240

Motor ship of the "Volgo-Balt" type.

Perhaps this is the most massive series of river-sea vessels

At different times, these ships were built in different places and according to 4 different projects - 791, 2-95, 2-95A and 2-95A/R.

In 1968, Volgo-Balts began to be built in Czechoslovakia at the Slovenske Lodenice enterprise.

The new project was very different from 791: the hull contours, superstructure, displacement and, finally, instead of SKL, Skodas (2x 515 kW) began to be used as the main engines. It is on this ship that we will transport meal from the port of Yug Rusi Rostov -on-Don to the port of Ravenna, Italy.

Swimming is allowed in waves up to 5 points with a wave height of up to 2.5 meters and at a distance of up to 50 miles from places of refuge.

Vessel class:

M-SP of the Russian River Register and III-SP of the Russian Maritime Register of Shipping.

Vessel type:

twin-screw dry cargo ship.

Purpose of the vessel:

transportation of general, bulk, bulk, timber cargo.

Sailing area:

Motor ships of this project are operated in the Baltic, Northern, Caspian, Azov, Black, Adriatic, Marmara and Aegean seas.

The ships were built:

Shipyard "SlovenskoLodejnice" Komarno (Slovakia)

Type and power of the main 2 engines - marine irreversible,

power plant: with direct fuel injection,

type SKODA 6 - 27.5 A 2 A supercharged

No. = 700 l/s. n = 600 rpm.

Operating speed: loaded - 9.0kt/hour.

in ballast - 9.5 knots/hour.

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A major accident resulting in loss of life, damage to human health, or destruction or destruction of objects, material assets in significant quantities, as well as leading to serious damage to the environment.

Mikhail Morekhodov, full member of the Petrovsky Academy of Sciences and Arts

A series of disasters that occurred in recent years with mixed river-sea navigation vessels: the type of vessel "Sormovsky" - m/v "Georgiy Petrovsky" - built in 1968, the type "Volgo-Balt-23" (renamed m/v x ZORBEY) - built in 1966, "Volgo-Balt-199" - built in 1976, "Volgo-Balt-224" - renamed m/v "Heroes of Arsenala" - built in 1981, does not cause only concern, but also concern about the state of the fleet and the system for monitoring the technical condition of ships.

What are the main reasons that had a direct impact on the destruction of the hulls of the ships in question, which led to disaster and death.

River-sea fleet

The development of the river fleet, the design and construction of mixed river-sea vessels began in the early 1960s. This direction received its development in accordance with the Directives for the development of the national economy of the USSR for 1971-1975, when intensive development of the regions began, which served as the basis for the development river transport. River and sea shipping companies were actively replenished with large-capacity cargo ships, including for non-transshipment river-sea transportation. Particular attention was paid to improving the design solutions of the fleet and increasing its technical and operational characteristics.

The development of the river fleet was carried out at a pace that no other country could match, and by 1980 we began to dominate the international market in terms of the number of river-sea vessels. These ships amazed the imagination with modern design solutions. The projects were so competently calculated and technically executed that during the entire period of operation there were no disasters, no destruction of the hull, no major accidents. Everything that Russian designers created was embodied in metal by the hands of workers and engineering, by specialists from shipyards.

It is important to note that the construction of vessels of the Volgo-Balt type (Project 791) and the Baltiysky type (Project 781) marked the beginning of the construction of a large series of mixed navigation vessels (of similar architecture), which were later developed and continued by vessels of other projects.

Let's consider dry cargo vessels of the "river-sea" type.

"Volgo-Balt"– project (791, 2-95, 2-95A and 2-95A/R).

Vessel type: single-deck, screw-driven, cargo ship with a double bottom and double sides, forecastle and poop, residential and service superstructures and a mooring station in the stern.

Purpose of the vessel: transportation of grain cargo, apatite and iron ore concentrates, coal. River Register class and navigation area: class “M-SP”. Sea of ​​Azov; Baltic Sea - Gulf of Bothnia, Gulf of Finland, Gulf of Riga, 20-mile coastal zone along the southern and eastern coasts from the port of Tallinn to the Kiel Canal, northern and western coasts to the port of Karlshamn; White Sea - Onega, Dvinskaya, Kandalaksha bays, as well as a 20-mile coastal zone south of the Ponoy line - the southern tip of the island. Morzhovets – the mouth of the Mezen River.

Swimming is allowed in waves up to 5 points, with a wave height of up to 2.5 meters and at a distance from shelter sites of up to 50 miles. For other vessels - navigation in areas corresponding to category “M” of the River Register.

"Baltic"– project (781 and 781E).

Vessel type: single-deck, twin-screw dry cargo ship with three closed holds, poop and forecastle, with a superstructure and engine room located in the stern of the vessel. Purpose of the vessel: transportation of general cargo, timber and bulk non-shifting cargo.

Place of construction: shipyard "Krasnoe Sormovo" (USSR, Gorky). The lead ship of the Baltic-1 project, 1962. A total of 12 ships were built.

Shipbuilding plant "Yantar" (USSR, Kaliningrad). Lead ship “Baltiysky-4”, 1962. A total of 24 ships were built.

Amur Shipyard (USSR, Komsomolsk-on-Amur). The lead ship “Morskoy-1”, 1965. A total of 1 ship was built.

"Sormovsky"– project (157, 488A, 614, etc.).

Vessel type: single-deck, twin-screw dry-cargo motor ship of mixed river-sea navigation, with a forecastle and a poop, with double sides and a double bottom, having four holds with hatch covers, with an engine room and a two-deck superstructure in the aft part.

Purpose: transportation of general piece cargo, timber, coal, building materials, mineral fertilizers and other bulk non-moving cargo, including grain.

Navigation area: between the ports of the North, Baltic, Caspian, Azov, Black and Mediterranean seas. In the summer - between ports of the same seas with entry into the inland waterways of Russia and Ukraine.

Vessels of this type are a continuation of the series of river-sea mixed navigation vessels of similar architecture, begun by the Baltic type (project 781) and the Volgo-Balt type (project 791). Vessels of the Sormovsky type have a reinforced hull, more advanced equipment and largely borrow the superstructure design from their predecessors. Motor ships of later construction have more advanced hold covers and also feature modern wide deckhouse windows.

The most massive series of vessels of the Sormovsky type is the Project 1557 motor ship with a carrying capacity of 2,700 tons. The lead ship of the project: “50 years of Soviet power”, 1967. A total of 122 ships were built at shipbuilding enterprises of the USSR.

"Siberian"– the project (292 and 0225) formed the basis of the Russian fleet, vessels of mixed “river-sea” navigation - these are large dry-cargo vessels of the “river-sea” class for Arctic navigation, having four holds with hatch covers, with double sides and a double bottom, with reinforced ice hull, with an engine room and a superstructure in the aft part. The vessels are intended mainly for general cargo, containers, and timber in logs.

Vessels of the "Sibirsky" type were built in two versions, similar in characteristics and differing in the design of the superstructure. Vessels of Project 292 have two chimneys, Project 0225 - one.

The construction of ships of the Sibirsky type was carried out at two shipyards. A total of 33 units were built from 1980 to 1983, of which 19 were Project 292.

Motor ships of the "Sibirsky" type were supplied to the Lena and Yenisei or Ob-Irtysh shipping companies for work on northern rivers and seas. The units were delivered to the Volga and North-Western Shipping Companies.

Reclassification and modernization

Modernized river-sea cargo ships of the Volgo-Balt type (project 2-95, 2-95A and 2-95A/R - Slovak designation MNL2700) were built in Czechoslovakia in Komarno at the Slovenske Lodenice shipyard, which had a more durable hull and satisfied the navigation conditions classified as M-SP by the River Register of the RSFSR.

The plant was built by order of the Soviet Union and carried out the construction of river passenger diesel-electric ships of the "Russia" type of the 785th project (including the passenger diesel-electric ship "Bulgaria" that sank due to unsatisfactory technical condition) and vessels of the "Volgo-Balt" type with modified project 2-95, 2-95A and 2-A/R c technical characteristics of this project. (From the library of naval engineer E.L. Smirnov).

Length: 114.0 m.

Width: 13.23 m.

Side height: 5.5 m.

Draft: 3.9 m.

Speed: 10.0 knots.

Displacement: 4761 tons.

Deadweight: 3556 tons.

Load capacity: 2700 t.

Engine brand, quantity and power: 6L 275 IPN (2) Skoda (2x515 kW).

The project - 2-95, 2-95A and 2-95A/R was developed by the Slovenske Lodeinice Design Bureau and approved by the MRF.

Main additions and changes made to project No. 2-95A and No. 2-95A/R.

Hull:

metal – shipbuilding steel TPE 8012-32-57.

Sheeting thicknesses:

– shearstrak and decks – 13 mm;

– area of ​​cargo holds of the second bottom and second side – 8.10 mm;

– bottoms – 8.9 mm;

– outer belt – 8 mm;

– ice belt – 13 mm (swimming in broken ice).

Spacing size:

– main – 550 mm;

– in the bow – 400 mm.

The height of the double-bottom space is 880 mm.

The distance between the outer and inner sides is 880 mm.

The location of watertight bulkheads is on frames 22, 61, 97, 123, 170,174 and 200.

This design ensured reliable longitudinal and transverse strength of the vessel, general and local loads. This was due to the successfully applied set, the double hull of the vessel and the strengthening of the shearstrake, deck and ice belt. As practice has shown, ships of this type had excellent seaworthiness, excellent maneuverability, stability and unsinkability.

As a disadvantage, it is important to note that the ship's set was located in ballast tanks. This area is considered very aggressive (in terms of corrosion) and was protected from corrosion only by anodic protection. At this time, anti-corrosion protection for ballast tanks was not provided.

The service life (life of the vessel) is determined to be 25 years.

As noted, vessels of this type carried out cargo transportation both in river basins and in the basins of the Azov, Black, Mediterranean, Baltic and North Seas. I would like to especially note that a group of ships of the Soviet Danube Shipping Company (in 1976) made an unprecedented transition from the Baltic to the Mediterranean Sea through the English Channel, the Bay of Biscay (with access to the Atlantic Ocean) and the Strait of Gibraltar.

However, as time passed, the age of the built ships exceeded the critical age (25 years). The age of the vessels in question ranges from 36 to 56 years. During this period, economic and transport policies changed not for the better. The slowdown in the construction of the commercial fleet and the negative economic consequences have practically stopped its development. The fleet continued to age catastrophically. Due to collapse centralized system management found it difficult to ensure control over the technical condition of ships.

In the early 90s, a tendency arose to “reclassify” river vessels and mixed navigation vessels (MSV). The restrictions “M-SP”, “M-pr”, “O-pr” have been revised by the Russian Maritime Register of Shipping. Significant changes have been made for mixed navigation vessels (MSV) with more low class for more high classes by navigation areas. About 1,000 units were reclassified. Dry cargo ships of the type “Volgo-Balt”, “Volzhsky”, “Amur”, “Sibirsky”, “Omsky”, “Volgotanker”, “Lenaneft” and other types of SSP vessels received the right of sea navigation according to class II-SP of the USSR Register (vessels Class II-SP of the USSR Register allows navigation in the sea at waves up to 6.5 points (wave height from 3.5 to 6.0 m) with a distance from the place of refuge up to 100 miles in closed seas and 50 miles in open seas). These ships were produced in large series. IN winter period dry cargo ships and oil ore carriers were used to transport foreign trade cargo between the ports of the Black and Mediterranean seas.

In addition to reclassification, the vessels of the above type were modernized. The types of vessels we are considering (project No. 2-95, No. 2-95A and No. 2-95 A/R) also underwent conversion by raising the coamings of all four holds to a height of 1412 mm. Due to the modernization, the volume of each of the 4 cargo holds increased (16.5 x 9.5 x 1.4 m) by approximately 200 m3. The total volume was more than 800 m3. This in turn (at full load) increased the load on the bottom and inner sides of the hold, and therefore on the ship's equipment. The ship's set is a guarantor of the longitudinal and transverse strength of the vessel, which by this period had weakened due to the effects of corrosion.

PSPC and its requirements for the protection of ballast tanks

A series of disasters of sea vessels and the death of crews forced the adoption of strict measures to protect the ship's equipment (ballast tanks) from the effects of corrosion and its destruction. Ballast tanks are one of the most aggressive corrosion areas on a ship. It is also important to appreciate that the area of ​​ballast tanks is also the most difficult in terms of design. Here is the ship's kit, which must be properly protected from corrosion.

In May 2006, at the 81st session of the International Maritime Organization (IMO), Maritime Safety Committee (MSC.81), based on the requirements of SOLAS II-1 (Rules 3.2 and X11/6.3), a mandatory standard for anti-corrosion protection of ballast tanks, the Performance Standard, was adopted for Protective Coating (PSPC).

The requirements of this standard apply to all ships with a displacement of more than 500 GRT, as well as:

After MSC approval, all tankers and bulk carriers, the construction of which is carried out on the basis of General rules ship designs.

The decision to adopt the relevant document is long overdue. The first recommendations for anti-corrosion protection of ballast tanks and ship's frames began to be received in 1995, however, a number of serious accidents and incidents that led to the destruction of the ship's hull due to deep corrosion of metal (especially the kit located in ballast tanks) accelerated the adoption of this standard. Quite serious attention has been paid to the issue of PSPC control. In particular, it defines:

– sandblasting of steel surfaces is defined by ISO 8105-1 – Sa-2.5;

– surface roughness (Rougness) according to ISO 8503-1 = 30 – 75 µm;

– chloride test (Conductivity) according to ISO 8502-6 = 15 mS/m;

– applied layer thickness (DFT) – (2 x 160) = 320 µm;

– painting dead zones and holes manually (Stripe coat) – 2 (before the 2nd layer and after the 2nd layer);

– coatings used – EPOXY Paint – light colors;

– surface protection period (ballast tanks and set) – at least 15 years.

This standard (PSPC) defines the deadlines for monitoring the condition of the anti-corrosion layer and the condition of the set of ballast tanks, and also identifies the responsible persons who are involved in this.

Monitoring the condition of ballast tanks

The condition of ballast tanks is monitored:

– the ship’s crew, which conducts quarterly inspections based on PSPC requirements and developed instructions;

– by port authorities when the ship enters ports. Revealed defects are included in the vessel inspection report;

– representatives of classification societies (Register) while the ship is under repair. The order of the Register representative is mandatory.

This control includes the following definitions:

– condition of the anti-corrosion layer;

– layer defects – peeling, cracks, swelling and blistering, collapse;

– area of ​​corrosion. General corrosion, local corrosion, pitting;

– condition of the anodes, if any.

1. General corrosion.

2. Detachment (layer collapse).

3. Bubbling (Blistering).

4. Cracking.

In addition, it should be noted:

– condition of the set and its defects;

– structural damage and its areas;

– wear thickness.

The condition of ballast tanks and anti-corrosion coating is assessed based on the IACS/IMO standard and includes three qualification levels:

1. GOOD (good), when the general condition of the layer has a small amount of corrosion damage (no more than 5-10%) of the total area.

2. FAIR (quite satisfactory), when the total area of ​​damage to the anti-corrosion layer is 10-20%. It is necessary to pay attention to cutouts and openings, fences and various platforms that are subject to more intense corrosion attack.

3. POOR (bad), when more than 20% of the total area is covered with rust, which led to the destruction of the anti-corrosion layer, and more than 10% of the anti-corrosion layer is peeled off.

conclusions

Each specialist, expressing his point of view about the disaster that occurred, must operate with facts, be able to reveal the problem, prove and justify its essence, and find solutions.

Speaking about a series of disasters, first of all it is necessary to note the sequence with which they occur with mixed navigation vessels, design features which are similar. It is important to note the age period - this is approximately 40 years (or more) of operation. It should be emphasized that the death of the above vessels was influenced by a complex of violations, omissions and errors. Let's list them.

The first is the reclassification of river-sea navigation vessels, the revision of restrictions by the Russian Maritime Register of Shipping shows that the changes made from lower classes to higher classes by navigation areas turned out to be inappropriate for age-old vessels of this type.

Secondly, modernization work and re-equipment pursued the only goal - to increase cargo capacity (and therefore the carrying capacity of ships). The increase in carrying capacity led to an increase in draft and a decrease in freeboard on one side, which could not but affect the unsinkability. In addition, general and local loads were increased, since the design features remained the same.

Third, the condition of the ship's kit (even during selective repairs) was weakened due to the corrosive effect on metal structures. Neither the ballast tanks nor the ship's fittings were protected from corrosion. There has been no anti-corrosion layer since construction. The corrosion rate of metal (corrosion-resistant) is 0.1-1.0 mm per year.

Fourth, the service life of vessels of this type is 25 years. In our case, they were exceeded almost twice. Hence the conclusion - the structure of a vessel (at the age of 40 years or more) cannot withstand the same loads that were determined during the design.

Based on the above data, it is necessary to determine whether it is advisable to allow ships over 30 years old to enter the ports of the Russian Federation. It is necessary to consider these restrictions at the legislative level and make this important decision for the fleet.

Marine News of Russia No. 9 (2017)

Good day to all.
Today is Saturday, which means that everyone has a long-awaited day off. Therefore, I want to talk about one interesting trip that happened to me in the fall of 2011.
My dad works on Volgo-Balt 138. This is a sea-going ship, river-sea class. At the moment, due to the fact that documents for flights abroad have expired, the ship is operating on domestic routes in the northwestern region.
After Karelia, I went on a ship to make one voyage with my dad. I didn’t waste any time, I shot a video and took a bunch of photos.
How loading, transportation, unloading is carried out, who is the captain and what to eat with him and much more. I'll tell you about this.

I’ll start with a description of the vessel, so that you have at least a little idea of ​​what Volgo-Balt is like.
The project of the vessel 2-95A was released in March 1971. The length is 114 m, the width is 13 m and the freeboard height is 5.5 m. The maximum loaded draft (freeboard height, below the waterline) is 4 meters. The maximum speed is 10 knots (18 km/h), oh yes, at sea speed is determined not in miles or km/h, but in knots.

Let's start.
In this story, the ship is transporting crushed stone from a small village in Karelia called Ropruchey.

All around are solid rocks and Lake Onega.

The ship approaches the pier, which is equipped with a conveyor. The essence of the conveyor is that trucks carry crushed stone from quarries, everything is poured into a pit, from where stones and sand are moved along a conveyor belt into the hold of the ship. You can see all the details in the general video at the end of this post.

Volgo-Balt has four holds, which are closed with four lids so that nothing else gets into the hold except cargo. The covers move using a hydraulic mechanism, which is controlled from the Main Command Deck (Main Command Deck, in common parlance the Cabin)

Below are a few photographs of the loading of the vessel itself. Initially, the aft hold is loaded so that the ship does not simply break down, and is gradually filled towards the bow hold. The person on duty monitors the loading. By the way, watches are usually 4 hours after 8 (three people in the command staff) and 6 hours after 6 hours (two people, respectively). The degree of loading of the vessel is determined by the draft. There are marks on each side of the side that indicate that the vessel has sunk to a certain depth. Every person who monitors loading clearly knows the mark when the ship is in “Ballast” and when it is loaded.

Every half hour, marks of the vessel's load level are taken. Everything is documented and entered into the ship's log in order to avoid disagreements during inspections.

After a certain loading, the surveyor arrives. This is an inspector responsible for monitoring the loading of the vessel and for the cargo itself on the part of the customer for transportation. He checks and prepares documents for the cargo, counts how many tons have fallen into the hold of a particular ship and, based on this data, releases the ship on its voyage, or solves problems of underloading or overloading.

In our case, everything went perfectly. Loading was completed at 21:00. It was getting dark and the weather was beginning to deteriorate. The wind blew up the waves; according to the forecast, the wave height reached up to 3 meters in some areas of Lake Onega. My dad's watch had just begun.
The mooring lines were given up, and full in reverse against the wind, the ship came out of the backwater. After which it turned around and set off on a certain course. It was dark and cold, so there weren't many night photos. I shot more videos.

Then the route was like this. Several hours on Lake Onega, request to the village dispatcher. Ascension, which gives the go-ahead for the descent along the Svir River. The watch ended and I went to bed.
At five o'clock it began to dawn. I woke up and went to Rubka to shoot a video. The ship was moving at full speed along the Svir River to the city of Podporozhye, to the Black Beach pier.

Then the ship moored to a crane with a 5-ton grab (bucket). And just like that, little by little, little by little, unloading takes place on shore. From there, the crushed stone is transported by dump trucks to construction sites, roads and other needs.
Next, a new order for transportation arrives, the ship is cleaned and proceeds for loading at the designated port. It's simple
Watch the video and if you like it, give it a thumbs up!

Several technical photographs of the vessel.
Photo from Rubka, where it comes from full control maneuvers, engines, everything everything everyone

Two main engines that drive propellers, which in turn propel the ship

P.S.
You probably think that all waste is thrown overboard? Well, I do not. Everything is strict with this, environmental services monitor all this, control every waste discharge.
To ensure that the team does not pollute the environment, there are storage tankers and processors. A small ship approaches the ship, where everything is merged. Sometimes this process happens even on the go.

Thank you all for reading, commenting and telling your friends.

The sinking of the Volgo-Balt 214 ship and the death of sailors once again exposed the problems of shipping in the Black Sea, which has long been known to trade unions and seafarers as the “sea of ​​shame.”

The river-sea class vessel Volgo-Balt 214 (Panamanian flag) sank off the coast of Turkey on January 7, 2019. The cargo ship left the Russian port of Azov heading for Samsun. Before reaching Turkey, Volgo-Balt 214 could not withstand the shock of the wave and broke in half. There were 13 people on board, only seven of them were pulled out of the water. Rescue and search efforts continue.

The ship was built back in 1978. Its last operator was the notorious Orbital Ship Management from Turkey. By the way, it is Turkish companies that often buy up old Soviet ships and operate them in the Black Sea to the last.

According to Equasis, the last inspection of the state port control of the m/v Volgo-Balt 214 took place on December 23, 2018 in the port of Azov. Then the inspectors had only seven comments, which, apparently, did not interfere with the ship’s departure on the fateful voyage.

If you look at the ship’s role of the Volgo-Balt 214, published on the Internet, you can see that two welders worked on the sunken bulk carrier, which is very unusual for such small ships. What terrible technical condition was the ship in that it required as many as two such workers on board? Apparently, the holes had to be patched on the fly.

The Volgo-Balt 214 tragedy is the face of shipping in the Black Sea. It’s not for nothing that it was called the “sea of ​​shame.” The ships operating here do not meet safety requirements and should have been decommissioned a long time ago. Add to this the lack of ITF collective agreements - it turns out that crews cannot count on any normal conditions labor, nor any guarantees of wages or compensation.

Six more Volgo-Balt type vessels operate under the flag of Panama and managed by Orbital Ship Management: Volgo-Balt 217 (built in 1979), Volgo-Balt 235 (built in 1981), Volgo-Balt 213 (1978), “Volgo-Balt 220” (1979), “Volgo-Balt 226” (1980), and “Volgo-Balt 227” (1980).

“On all Volgo-Balts, the flag, companies, classification societies have repeatedly changed, many of them were delayed by port controls, and since 2014, the crews have repeatedly turned to the ITF for help,” comments Olga, an inspector of the International Transport Workers’ Federation (ITF) in Novorossiysk Ananina. “Today, dry cargo ships operate under the flag of Panama and under the management of Orbital Ship Management: all the ships are old and problematic.”

Judging by the federation's database, all ITF Black Sea inspectors - in Turkey, Georgia, Ukraine and Russia - took part in providing assistance to seafarers working on the Volga-Balts. “Non-payment of money, meager wages (below International organization labor (ILO), lack of food, water, work clothes and detergents - this is the usual state of affairs on rusty coffins, which drown every year in winter, claiming the lives of sailors,” says O. Ananina.

The Russian Union of Seafarers (RPSM) strongly recommends that seafarers do not work on these ships. All dry cargo ships pose a threat to the safety of navigation and the lives of sailors.