February 4, Eregli, Black Sea. Divers are boarding the rescue and search vessel of the Turkish Navy TCG ISIN (A-589) the body of the deceased sailor of the cargo ship VERA. From site media.worldbulletin.net

Andrey KLIMENKO,
Chief EditorBlackSeaNews

At the beginning of November 2011, we received a question posed in the essay “Who will drown next, or Prayer for the sailors of the Volga-Balts”. At the end of January 2012, three months later - the second. Both times off the coast of Turkey. Both times the old ships waited out the storm. The second time - 8 dead: 7 citizens of Ukraine and 1 - Georgia.

Read the reenactment of events from BSNews ...

Catastrophe

January 31, 2012 at 22:06:05 (local time, similar to Kyiv) Turkish General Directorate of Coastal Security(General Directorate of Coastal Safety) published a report that at about 19:30 a Kampuchean-flagged ship loaded with scrap metal sank while anchoring in front of Karadeniz Eregli (Karadeniz Eregli, i.e. Black Sea Eregli) where sheltered from a violent storm.

It was further reported that as of 23:30 local time on 31 January 3 crew members rescued, and the rescue operation for the other 8 crew members, despite the difficult conditions - strong wind and storm - continues.

CEO Coastal Safety sent a rescue boat to the scene KIYEM 1, located at the northern entrance to the Bosphorus and having the ability to operate in such weather conditions.

February 01, 2012 at 04:38:20 Coastal Safety reported that the rescue bot KIYEM 1, sent from Istanbul to join the search and rescue operation, continues to persevere with the use of night vision goggles. Despite severe weather conditions.

As of 04:30 am February 01, 2012, 8 crew members are still not found. Among the rescued are the second and third mates Eduard Pavlenko (42 years old) and Pavlo Selivanov (24 years old), as well as the ship's cook Larisa Lukach (36), they were taken to the hospital in the city of Eregli, where they were visited on the very first day by the heads of the local administration - the governor the province of Zonguldak and the mayor of the city of Eregli.

The cause of the crash of a 114-meter ship that sank a mile from the port of Eregli was a strong storm, the governor of Zonguldak province, Erol Ayildyz, told reporters. (Erol AYYILDIZ) .

According to him, the dry cargo ship, having got into a strong storm, began to quickly take on water in the bow and sank within 2-3 minutes.

The 2nd and 3rd assistants to the captain of the ship, who were in the wheelhouse, were picked up almost immediately after the distress signal, the female ship's cook spent more than an hour at sea, she was picked up in a semi-conscious state.

Governor of Zonguldak Province Erol AYYILDIZ (top left) and the mayor of Eregli city Ibrahim CAY (bottom right) visited rescued Ukrainian sailors in the hospital. Collage BSNews based on www.canhaber.com

To date, the following citizens of Ukraine are considered missing:Igor Kulish (49), Alexander Zelinsky (58), Pave Zelinsky (26), Igor Khaetsky (22), Alexander Ilyasov (41), Mikhail Kapunenko (40), Boris Borisov (44) and citizen of GeorgiaMurman Darsadze (56).

Motor ships of the "Volgo-Balt" type(project 791, 2-95, 2-95А, 2-95A/R) - large dry-cargo vessels of the "river-sea" class, having four holds with hatch covers, with a tank and a poop, with double sides and a double bottom, with an engine room and a superstructure in the stern.

The Volgo-Balt type of project 791 (and the Baltic type of project 781) launched a large series of mixed navigation vessels of similar architecture, continued by other modifications of the Volgo-Balt type and the Sormovsky type.

The first ships of project 791 are distinguished by the presence of a guardrail on the cargo deck, while later ones have a bulwark along the entire length of the hull. On the basis of the project 791 was developed project 2-95 and its variants, which are distinguished by a superstructure of a modified design with a wheelhouse that provides all-round visibility and reduced flare in the bow.

Project 2-95 ships have two small chimneys, later ships (projects 2-95A and 2-95A/R) have one. On the basis of project 791, hybrid dry-cargo tankers of the Nefterudovoz type (project 1553) were also created. As a continuation of the project 2-95 series, a series of Amur-type ships was built.

Portal riverships.rugives data on the number of ships of this type built and the shipyard:

The construction of ships of project 2-95 and its variants was carried out from 1968 to 1984 in Czechoslovakia. Total built 152 units, of which 8 - project 2-95, 65 - project 2-95A, 79 - project 2-95A/R(ships were assigned numbers starting with Volgo-Balt-101). In addition to ships with serial numbers, several ships have received their own names.

Joint Stock Company Slovak Shipyard Komarno, plant in Komarno (Slovakia), r. Danube. Founded in 1898 Profile. Large lake passenger and cargo-passenger ships, lake and "river-sea" dry cargo ships, tugs, pusher tugs, dry cargo and passenger ships for the Danube, dredgers.

Built riverboats for the USSR / Russia. Type "Georgy Sedov" - 104 ; type "Russia" - 36 ; type "October Revolution" - 14 ; type "Kaliningrad" - 102 ; type "Refrigerator" - 15 ; type "Volgo-Balt" - 151; type "Valerian Kuibyshev" - 9 ; type "Amur" - 45 ; type "Arkus" - 1 ; dredgers various types- near 100 ; type "Ryn" - 38 .

On the picture:VERA under the name "Heroes of Trypillyain the Bosphorus Strait, Türkiye. 2005. Photo: Ilhan Kermen

Project 791 motor ships were delivered Northwestern Shipping Company to work mainly on the Volga-Baltic waterway.

Motor ships of project 2-95 and its variants were supplied to the main shipping companies of the European part of Russia and Ukraine, engaged in mixed river-sea transportation: North-Western, White Sea-Onega, Volga-Don, Western, Northern, Ukrrechflot, as well as the Yenisei Shipping Company.

Basically, ships are used in international transportation in the Baltic (Poland, Germany, the Netherlands), in the Azov, Black and Caspian Seas (Ukraine, Iran, Azerbaijan, Turkey, Bulgaria) with the possibility of passage along the Volga, Don, Volga-Don Canal, Moscow Canal - Volga, the White Sea-Baltic Canal, the Volga-Baltic Waterway.

In the 1990s, many ships were sold to various shipping companies, including foreign ones, and transferred to flags of convenience. Several ships have been decommissioned, two ships sank in 1993...

Reconstruction of the dry cargo route

infographics BSNews based on data from marinetraffic.com and maps.google.com

So, automated data information system(AIS) record that on January 28, the dry cargo ship began its last voyage across the Black Sea from Kerch.

Database marinetraffic.com while retaining only a small section of the movement of the vessel in Kerch Strait and one more section - between the marks of 29.01 at 04:49 ( UTC) and 29.01. at 14:49(UTC) . Therefore, the green dotted line is our assumption.

Reference BSNews :

UTC- Coordinated Universal Time. It was introduced to replace Greenwich Mean Time (GMT). The starting point was the Greenwich meridian, the zero meridian, the middle meridian of the zero time zone. Time zones around the globe are expressed as positive and negative offsets from UTC. (Negative offsets are for time zones west of the prime meridian, positive offsets are east.) Keep in mind that UTC time is not translated in either winter or summer. Therefore, for those places where there is a daylight saving time, the offset relative to UTC changes. The Black Sea (Ukraine and Türkiye) is in the UTC + 2 zone

The day before, in the northern part of the Black Sea, off the coast of Crimea, there was a strong storm, many ships accumulated in the Kerch Strait, navigation in the strait was prohibited. On the 28th, the sea in Kerch calmed down, and the cargo ship clearly hoped to make up for lost time. But the sea in the area of ​​Feodosia has not yet calmed down.

The map clearly shows that the cargo ship tried to hide near Sudak, behind Cape Alchak, but then - as if changing his mind - he rushed straight to Eregli ...

Most likely a ship captain VERA received a storm warning and decided to try to have time to hide in Eregli. The dry cargo ship stood for a day in Eregli, and then a misfortune happened.

Note that here it is necessary to take into account the following information: Mariupol seafarersjournal.com reported - already by the evening of February 1, 2012 - that, according to relatives of the Mariupol crew members, only one engine was working on the ship:

“... Having contacted the families of the victims who were on the ill-fated ship VERA we got enough important information regarding the technical condition of the vessel. As the relatives told us, the chief engineer and the second engineer boarded the ship on January 3 in the port of Mariupol, where the ship was unloading.

In the very first days of being on the ship, the workers of the engine room noticed a malfunction in the operation of the engines. The shipowner was immediately informed about this. The sailors said that the ship must be brought to the port for urgent repairs, as the ship is not suitable for further safe navigation in such a state. This port was supposed to be the port of Rostov, but this did not happen.

According to relatives, the sailors reported that the shipowner suddenly changed his mind, ordered the ship to be loaded for further sailing to Turkey, and then proceed to repair the ship. The worst thing is that the sailors set off...on a broken ship with only one working engine (which the shipowner knew about)!...”

Place of shipwreck VERA

Photo from the map with the place of the death of the dry cargo ship from the Turkish portal gemitrafik.com, published by several Turkish media at once, give us the opportunity to more accurately show readers the place of the ship's death - off the coast of the city of Eregli.

But first, let's still imagine the city where the cargo ship was lost, in the most general terms:

EREGLI(Eregli), a city in northern Turkey, in the Zonguldak silt. Port on the Black Sea. Population 87.8 thousand people (2004). Center of the coal basin. One of the country's main mining centers hard coal and manganese ore. Metallurgical plant...

This is how the place of death of the dry cargo ship VERA looks like on gemitrafik.com:

from www.halkinhabercisi.com

Since the information reports said that this happened one mile from the coast, it is easy enough to show this place on a larger map.

infographics BSNews based on Google Earth

And here is how these places look in the photo. On the right is one of the largest metallurgical plants in Turkey. "Erdemir" and its port. It can be easily identified in the above satellite image.

Eregli sea port is small and located a little to the south- on the other side of the river. Center of the coal basin. One of the country's main centers for the extraction of coal and manganese ore.

Heraclea Pontica- a Greek colony on the southern coast of the Black Sea, near the mouth of the Kilichsu River (in ancient times - Lik or Acheron). The Turkish city of Eregli is now located on the territory of ancient Heraclea. (tur. Karadeniz Eregli) and the district of the same name in the province of Zonguldak, Türkiye.

The river (it is clearly visible in the picture) was called the same as the river in the kingdom of the dead - Acheron. Here, according to the beliefs of the ancients, there was one of the descents to the underworld, naturally, there was also a soothsayer here, where the souls of the dead were called and questioned.

city ​​view Eregli, port metallurgical plant Erdemir and the river (larger). Written by Mehmet Avni Aksu. From www.panoramio.com

It was opposite the mouth of the ancient river Acheron - at one of the entrances to the underworld - that the dry cargo ship died VERA with 8 sailors..

And this is what Eregli looks like from the sea in good weather...

And in this picture, we can see almost the exact place of the death of the dry cargo ship VERA .

At the very mouth of the river, opposite which the dry cargo ship sank about 1.8 km away, there is a shipbreaking plant MED YILMAZ GEMI SAN. From the shooting point, you can clearly see that there is an anchorage opposite it... Several ships are visible at once in the roadstead...

If you zoom in on the fragment with the ships in the roadstead, you can see exactly the same “Volga-Balt” there as the sunken cargo ship VERA

Fragment. Vessels on the outer roadstead of Eregli. Author Medyilmaz. From www.panoramio.com

Rescue operation

We will not retell the chronology of the rescue and search operation in detail (although we could do it). Note that it is still ongoing. And several ships participate in it - rescue, coast guard, navy Turkey, helicopter, military divers.

The fact that 3 crew members who were on top and had time to put on life jackets were rescued almost immediately after the crash of the dry cargo ship - and in the dark - is, of course, due to the proximity of the coast. And not just by the proximity of the coast, but by the presence in Eregli at once of 2 ports with the corresponding rescue equipment ... The boats of the coast guard and the rescue service of the metallurgical plant participated in the rescue ERDEMIR.

On the evening of January 31st seaport Eregli: ambulance, firemen, journalists. Photo from nevsehirmedya.com

On February 1, starting in the morning, visibility decreased due to snow, it was very stormy. On this day, local firefighters and rescuers continued to work, examining the shore and beaches.

From this photo of the CIHAN agency from the site sondakika.com, you can imagine the nature of the weather. On the left - smoke and buildings of a metallurgical plant

Photo from sondakika.com

Helicopter search, photo from ereglideyasam.com

Helipad on the beach. Photo from ereglihakimiyet.com

Helicopter in the air. Photo from the sitewww.sonhaberimiz.com

February 2 at the crash site VERA divers began to work. Their task is to examine the ship, the seabed and find the bodies of the dead. In addition, there were about 50 tons of fuel on the ship. Divers will have to find out the condition of the fuel tanks and the presence of a threat to the environment.

In this video, the Turkish Navy search and rescue ship TCG ISIN (A-589) launches a high-speed boat with divers.

It is worth talking about this warship separately, which we will do a little later ...

The search is being conducted by a Turkish Coast Guard ship. Photo from trthaber.com

February 2, 2012. Orange buoy set by divers TCG ISIN (A-589) - Probable location of the sunken ship. Photo from the site www.aktueldeniz.com

In the photo: launching the boat from TCG ISIN (A-589), from the site kdzereglihaber.com

In the photo: a boat with divers from TCG ISIN (A-589), from the site kdzereglihaber.com

On February 3, the minesweeper of the Turkish Navy M266 Amasra, equipped with deep underwater cameras, joined the search operation. Photo from kdzereglihaber.com

Rescue services, taking advantage of the improved weather, are combing the shore in search of missing sailors or objects washed ashore that could shed light on the causes of the accident, photo from kdzereglihaber.com

The Eregli Marine Police are joining the search, photo from kdzereglihaber.com

Turkish divers on Saturday, February 4, found the bodies of two dead sailors inside the ship's premises of a dry cargo ship that sank on January 31 VERA.

As reported, out of 8 sailors who were previously considered missing, 7 are citizens of Ukraine and 1 of Georgia. Thus, the Turkish rescuers had to find 6 crew members. The search will continue on February 5.

Some results

Summarizing the disparate information, we can say the following.

Bulk carrier VERA on the evening of January 31, 2012, in the dark and in a storm, she suddenly began to list sharply on her bow and sank within 2-3 minutes.

This is not VERA... This is a BERYL of the same type sinking on 11/25/2009 in the Sea of ​​Azov, not far from Primorsko-Akhtarsk, after a collision with the ship "SANTA VICTORIA". Photo provided by Roman Yugatov

The reasons for this theoretically can be the following: 1) a crack in the hull or a break in the hull due to storm loading; 2) load displacement (?)...

Only those 3 crew members who were at the top managed to escape. The rest of the crew was in the interior of the ship and, most likely, sadly, died ...

At the same time, the fact that the crew members were in the interior indicates that the majority of the crew were resting, this seems to be confirmed by the survivors. That is, the crew did not see any serious harbingers of disaster.

The search and rescue operation by the Turkish services was carried out persistently and massively. The incentive for its further continuation is the presence of more than 40 tons of fuel on board the dry cargo ship.

At the same time, the crew members appeared to be wearing insulated wetsuits. This is what allowed the cook woman to hold out for more than an hour in the cold sea. And this is exactly what the Turkish rescuers were counting on, continuing the search at night from January 31 to February 1, since in such a suit a person can stay at sea for up to 3-4 hours.

Previously - until the 1990s - ships of this type were used very carefully: mainly on rivers, and very carefully - in sea bays, near the coast. Since the 1990s, dozens and even hundreds of ships of this and similar types have been recklessly and desperately going further out to sea. There were even cases when they were driven from the Baltic to the Black Sea - around Europe ...

As these hard workers get older, more and more of them go under exotic flags. And the more such “exotics”, the greater the risk for thousands of sailors from year to year ...

* * *

P.S. The dead were found by a veteran ship,

Comments:

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Sergey G 14:42 04.12.2012

Volgo-Balt 199 RIP
But there are questions, as they say.
If you remember, in August of this year I wrote in the article "Preparation of a Crime" about exemptions from the requirements of the Convention on Load Lines for old ships. Quote
I believe that to issue exemptions from the requirements of the load line convention for old ships is to expose the crew to real risk, and the ship to the threat of destruction. There should be no exemptions from the requirements of the convention on load lines for old ships!

Here's what we're reading in the news feed today:

At least 12 people - 11 Ukrainians and one Russian - are considered missing after a shipwreck that occurred on the morning of December 4 in the Black Sea near Istanbul, writes Hurriyet.
The dry cargo ship Volgo Balt 199, which was transporting coal, did not give SOS signals, and it was not possible to get in touch with it.
Anyone can see the data on this vessel (a conventional 3-thousander of the Soviet-built river-sea type with a standard deadweight of 3249 tons). Here pay attention to deadweight - 3498 and draft 4.1 m! This means that the load line of this vessel has been shifted by about 50 cm, i.e. freeboard reduced by half a meter!

Sergey G 04:30 08/22/2012

There, please note the following:
In one place, the parameters of a vessel of the Volgo-Balt type are indicated:
VERA. Vessel type: Cargo. Year built: 1977, shipyard Slovenske Lodenice (Komarno, Slovakia). Length and width: 114 x 13 m. Draft: 3.6 m. Deadweight (carrying capacity): 2850 t. Recorded speed (max/avg): 18.6 / 7.2 knots. Flag: Cambodia. Callsign: XUCR2. IMO: 8826254, MMSI: 515779000.

A little lower -
Project: 2-95A/R. Class: KM L4 R2-RSN. Build: Slovenske Lodenice (Komarno, Slovakia). Length, m: 113.87. Width, m: 13.0. Board height, m: 5.5. Draft, m: 3.86. Speed, knots: 10.0. Displacement, t: 4761. Deadweight, t: 3474. Number and power of the main engine: 2*515 kW. Engine brand: 6-27.5 A2L. Number of decks: 1. Number of bulkheads: 5. Number and volume of dry cargo holds (cubic meters each): 1*1100; 2*1210; 1*1200

The difference in draft is 26 cm. The difference in carrying capacity is 620 tons. At the same time, both the length of the vessel and its width are unchanged: 114 m by 13 m. It is precisely these 26 cm increase in draft that is the subject of the "withdrawal" from the load line conversion requirements indicated in the article. http://blog.liga.net/user/sgor... For the constructive load line, which is indicated, according to the requirements of the convention, in the international load line certificate - 3.60 (3.65).

As for the project 2-95A / R. The letter R, apparently, indicates that the ship's set is additionally reinforced with an understudy on the main deck. This increases the local strength, but does not affect the location of the watertight closures. Namely, the draft (freeboard) depends on the location of the waterproof closures.

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

Mikhail Morekhodov, Member of the Petrovsky Academy of Sciences and Arts

A series of disasters that have occurred in recent years with ships of mixed "river-sea" navigation: the type of vessel "Sormovsky" - m / v "Georgy Petrovsky" - built in 1968, type "Volgo-Balt-23" (renamed to m / x ZORBEY) - built in 1966, "Volgo-Balt-199" - built in 1976, "Volgo-Balt-224" - renamed m/v "Geroi Arsenal" - built in 1981, causes no only anxiety, but also concern about the state of the fleet and the control system for technical condition courts.

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.

Fleet "river-sea"

The development of the river fleet, the design and construction of mixed river-sea vessels began in the early 1960s. This direction was developed in accordance with the Development Directives National economy USSR for 1971-1975, when the intensive development of the regions began, which served as the basis for the development of river transport. River and sea shipping companies were actively replenished with large-tonnage cargo ships, including those for non-transshipment river-sea navigation. Special attention paid attention to improving the design solutions of the fleet and improving 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 by the number of river-sea vessels. These ships were amazing with modern design solutions. The projects were so well calculated and technically executed that during the entire period of operation there were no accidents, no destruction of the hull, no major accidents. Everything that Russian designers created was embodied in metal by the hands of workers and engineering thought, by specialists from shipyards.

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

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, propeller-driven cargo motor ship with double bottom and double sides, forecastle and poop, residential and service superstructures, and MO in the stern.

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

Swimming is allowed with 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. For other vessels - navigation in areas corresponding to the 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 superstructure and engine room located in the stern of the vessel. Purpose of the vessel: transportation of general cargo, timber and bulk non-moving cargo.

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

Shipyard "Yantar" (USSR, Kaliningrad). The 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 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 stern.

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 summer period- between the ports of the same seas with entry into the inland waterways of Russia, Ukraine.

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

The most massive series of ships of the Sormovsky type is the motor ship of project 1557 with a carrying capacity of 2700 tons. The lead ship of the project: "50 years of Soviet power", 1967 Total for shipbuilding enterprises The USSR built 122 ships.

"Siberian"– project (292 and 0225) formed the basis Russian fleet, river-sea vessels 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 a reinforced ice hull, with an engine room and a superstructure in the stern parts. Vessels are intended mainly for general cargo, containers, timber in logs.

Ships 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 operation on the 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 the city of Komarno at the Slovenske Lodenice shipyard, which had a stronger hull and satisfied the navigation conditions classified as M-SP of the River Register of the RSFSR.

The plant built by order of the Soviet Union 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" sunk due to poor technical condition) and vessels of the "Volgo-Balt" type with a modified project 2-95, 2-95A and 2-A / R c technical specifications this project. (From the library of ship engineer E.L. Smirnov).

Length: 114.0 m.

Width: 13.23 m.

Board height: 5.5 m.

Draft: 3.9 m.

Speed: 10.0 knots.

Displacement: 4761 tons

Deadweight: 3556 tons

Load capacity: 2700 tons

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 KB "Slovenske Lodejnice" and approved by the MRF.

The main additions and changes made to the project No. 2-95A and No. 2-95A/R.

Hull:

metal - shipbuilding steel TRE 8012-32-57.

Sheet thicknesses:

- sheerstrake 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 - on the 22nd, 61st, 97th, 123rd, 170.174th and 200th frames.

This design provided 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 sheerstrake, deck and ice belt. As practice showed, ships of this type had excellent seaworthiness, excellent maneuverability, stability and unsinkability.

As a drawback, 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 anode protection. At that time, anti-corrosion protection of ballast tanks was not provided.

The term of operation (vessel life) is determined - 25 years.

As noted, ships 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 want to emphasize 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 went on, the age of the built ships crossed the critical age (25 years). The age of the considered courts is from 36 to 56 years. During this period has not changed in better side economic and transport policy. The slowdown in the construction of the commercial fleet and the negative economic consequences practically halted 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 the courts.

In the early 1990s, there was a trend of "reclassification" of river vessels and mixed navigation vessels (CSP). The restrictions "M-SP", "M-pr", "O-pr" were revised by the Russian Maritime Register of Shipping. were made significant changes for mixed navigation vessels (SSP) with a lower class to higher classes by navigation area. Approximately 1,000 units have been reclassified. Bulk carriers such as "Volgo-Balt", "Volzhsky", "Amur", "Sibirsky", "Omsky", "Volgotanker", "Lenaneft", etc. class II-SP of the Register of the USSR, it is allowed to sail in the sea with waves up to 6.5 points (wave height from 3.5 to 6.0 m) with a distance of up to 100 miles from the place of refuge in closed seas and 50 miles in open seas). These ships were produced in a large series. IN winter period dry cargo carriers and oil and ore carriers were operated in the transportation of foreign trade cargo between the ports of the Black and Mediterranean Seas.

In addition to the reclassification, the vessels of the above type were modernized. The types of vessels under consideration (project No. 2-95, No. 2-95A and No. 2-95 A / R) were also re-equipped by raising the coaming of all four holds to a height of 1412 mm. Due to the modernization, the volume of each of the 4 cargo holds has increased (16.5 x 9.5 x 1.4 m) by approximately 200 m3. The total volume was over 800 m3. This, in turn (when fully loaded), increased the load on the bottom and inner sides of the hold, and hence on the ship's set. The ship set is the guarantor of the longitudinal and transverse strength of the vessel, which by this period has weakened due to the effects of corrosion.

PSPC and its requirements for the protection of ballast tanks

A series of catastrophes of sea vessels and the death of crews made it necessary to take strict measures to protect the ship's set (ballast tanks) from the effects of corrosion and its destruction. Ballast tanks are one of the most aggressive corrosive areas on a ship. It is also important to assess that the area of ​​ballast tanks is also the most difficult in terms of design. Here is the set of the vessel, which must be properly protected from the effects of corrosion.

In May 2006, at the 81st session of the International Maritime Organization (IMO), the Maritime Safety Committee (MSC.81) based on the requirements of SOLAS II-1 (Regulations 3.2 and X11 / 6.3) was adopted mandatory standard for anti-corrosion protection of ballast tanks Performance Standard 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 the approval of the MSC, all tankers and bulk carriers, the construction of which is carried out on the basis of General rules vessel structure.

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

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

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

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

– thickness of the deposited layer (DFT) – (2 x 160) = 320 µm;

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

– applied coatings – EPOXY Paint – light colors;

- the term of surface protection (ballast tanks and sets) - at least 15 years.

This standard (PSPC) defines the terms for monitoring the state of the anti-corrosion layer and the state of the set of ballast tanks, as well as the responsible persons who are involved in this.

Monitoring the condition of ballast tanks

Control over the state of ballast tanks is carried out:

– by the crew of the vessel, which conducts quarterly inspections based on PSPC requirements and developed instructions;

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

– representatives of classification societies (Register) during the period when the vessel is under repair. The prescription of the Register representative is obligatory to be fulfilled.

This control includes the following definitions:

– the state of the anti-corrosion layer;

- layer defects - delamination, cracks, swelling and bubbling, collapse;

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

– the condition of the anodes, if any.

1. General corrosion.

2. Delamination (collapse of the layer).

3. Blistering.

4. Cracking.

In addition, it should be noted:

– the state of the set and its defects;

– Structural damages and their areas;

- wear thickness.

The assessment of the condition of ballast tanks and anti-corrosion coating is carried out on the basis of 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 total area.

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

3. POOR (poor) when more than 20% of the total area is covered with rust, resulting in the destruction of the anti-corrosion layer, and more than 10% delamination of the anti-corrosion layer.

conclusions

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

Speaking of a series of disasters, first of all, it is necessary to note their sequence in which they occur with ships of mixed navigation, design features which are similar. It is important to note the age period - it is about 40 years (or more) of operation. It should be emphasized that the set of violations, omissions and errors that had occurred affected the death of the above ships. Let's list them.

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

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

Thirdly, the condition of the ship's kit (even during selective repairs) was weakened due to the corrosive effect on metal constructions. Neither the ballast tanks nor the ship's kit were protected from corrosion. The anti-corrosion layer was absent from the moment of construction. The corrosion rate of metal (corrosion resistant) is 0.1-1.0 mm per year.

Fourth, the service life of ships of this type is 25 years. In our case, they are exceeded almost twice. Hence the conclusion - the design of the vessel (aged 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 entry into ports Russian Federation courts over 30 years old. It is necessary to consider these restrictions at the legislative level and make this important decision for the fleet.

Maritime News of Russia No. 9 (2017)

Dry cargo ships class "river-sea" type "Volgo-Balt" (project 791, 2-95, 2-95A, 2-95A / R), designed for the transportation of bulk cargo (coal, ore, grain, crushed stone, etc.) inland water arteries 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 stern.

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 cabin design that provides all-round visibility and reduced bow flare. Vessels of project 2-95 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 Amur-type ships was built.

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

Dry-cargo vessel "Volgo-Balt 156": IMO: 8867442, flag Russia, port of registry Arkhangelsk, was built on April 28, 1974 according to project 2-95A (building number 1356) at Slovenske Lodenice (Komarno, Slovakia). Currently owner: Arkus 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. Travel speed 10 knots. Power is supplied from two main engines with a power of 515 kW. It has one deck, five bulkheads.

The built vessel "Volgo-Balt 156" entered the White Sea-Onega Shipping Company of the MRF RSFSR. Operator SE Petrozavodsk repair and maintenance base of the fleet BOP MRF RSFSR. Homeport Petrozavodsk, Russia flag. In January 1975 it was renamed Komsomol of Karelia, port of registry Petrozavodsk, Russian flag.

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

Until February 1997, the ship sailed under the name "Central", after 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, Arkus Shipping Company LLC became the owner of the vessel, which renamed the vessel Volgo-Balt 156, flag of Russia, port of registry 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 port of registry.

Dry-cargo vessel "Volgo-Balt 195": IMO: 8865999, flag of Russia, port of registry 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, depth 5.5 meters, maximum draft 3.86 meters. Speed ​​10 knots. Power is supplied from two main engines with a power of 515 kW. It has one deck, five bulkheads.

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

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

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

Currently owned by LLC Neva-Balt.

Dry-cargo vessel "Volgo-Balt 199" (until 2006 "Volgo-Balt 199"): IMO: 8850279, flag of Saint Kitts and Nevis, port of registry Basseterre was laid down in 1976 under the project 2-95A / R (building number 1927 ) at Slovenske Lodenice (Komarno, Slovakia), built on 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, depth 5.5 meters, draft 3.86 meters. Travel speed 10.0 knots.

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

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

Dry-cargo vessel "Volgo-Balt 210": IMO: 8230376, flag Russia, port of registry Kaliningrad, was laid down on December 08, 1977 according to project 2-95А/R (building number 1939) at Slovenske Lodenice (Komarno, Slovakia), built on April 10 1978. Shipbuilder: Slovenské lodenice Komárno a.s., Komárno, Slovenia. Owner: CJSC 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, depth 5.5 meters, draft 3.6 meters. Travel speed 10.0 knots. It 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, port of registry Leningrad.

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

On the night of October 01, 2011, she ran aground behind the edge of the ship's passage at 876.5 km of the Vytegorsk reservoir. The ship was transporting 1.5 thousand tons of Vologda forest from Belozersk to Kaliningrad. On September 3, at about 10:00, the operation to refloat the ship was successfully completed.

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

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

Main characteristics: Displacement 2516 tons, deadweight 3492 tons. Length 113.87 meters, width 13.23 meters, draft 3.9 meters. Travel speed 10 knots. It has one deck, five bulkheads.

Built in November 1980, 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, port of registry Leningrad.

In March 1993, the Belomorsko-Onega Shipping Company became the owner of the vessel, the flag is Russia, the port of registry is St. Petersburg.

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

In December 2009, Orbital Ship Management, Reg. owner: Primavera Marine Co, Istanbul, Türkiye. The ship was renamed "Volgo-Balt 227", flag of Cambodia, port of registry Phnom Penh.

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

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