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 absence of ITF collective agreements - it turns out that crews cannot count on normal working conditions or 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 (lower than the rates of the International Labor Organization (ILO), lack of food, water, work clothes and cleaning supplies – this is the usual state of affairs on the rusty coffins that 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.

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

Andrey KLIMENKO,
Chief EditorBlackSeaNews

At the beginning of November 2011, we received the 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 one. 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 of Georgia.

Read the reconstruction of events from BSNews ...

Catastrophe

January 31, 2012 at 22:06:05 ( local time, similar to Kyiv) Turkish Main Directorate of Coastal Security(General Directorate of Coastal Safety) published a report that at about 19:30 a ship flying the Kampuchea flag, loaded with scrap metal, sank while anchored in front of Karadeniz Eregli (Karadeniz Eregli, i.e. Black Sea Eregli), where it was sheltered from a strong storm.

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

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

01 February 2012 at 04:38:20 Coastal Safety reported that the rescue boat KIYEM 1, sent from Istanbul to join the search and rescue operation, persists in working with night vision equipment. Despite difficult weather conditions.

As of 04:30 am on February 1, 2012, 8 crew members are still missing. Among the rescued were the second and third mates of the captain Eduard Pavlenko (42 years old) and Pavlo Selivanov (24), as well as the ship's cook Larisa Lukach (36), they were taken to the hospital in the city of Eregli, where on the first day they were visited by the heads of the local administration - the governor Zonguldak province and mayor of the city of Eregli.

The cause of the collapse of the 114-meter ship, which sank a mile from the port of Eregli, was a strong storm, Zonguldak provincial governor Erol Ayildiz told reporters (Erol AYYILDIZ) .

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

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

Governor of Zonguldak Province Erol AYYILDIZ (top left) and the mayor of Eregli İbrahim CAY (bottom right) visited the rescued Ukrainian sailors in the hospital. Collage BSNews based on materials from 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, 2-95A, 2-95A/R) - large dry-cargo vessels of the "river-sea" class, having four holds with hatch covers, with a forecastle and poop, with double sides and a double bottom, with an engine room and a superstructure in the aft part.

The Volgo-Balt type of Project 791 (and the Baltic type of Project 781) began 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 Project 791 ships are distinguished by the presence of railings on the cargo deck, while later ones have a bulwark along the entire length of the hull. Based on Project 791, it was developed project 2-95 and its variants, which are distinguished by a modified superstructure with a wheelhouse providing all-round visibility, and reduced camber in the bow.

Project 2-95 ships have two small chimneys, later ships (Projects 2-95A and 2-95A/R) have one. Based on Project 791, dry-cargo-tanker hybrid vessels of the Nefterudovoz type (project 1553) were also created. As a continuation of the Project 2-95 series, a series of ships of the “Amur” type were built.

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

The construction of Project 2-95 ships 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(vessels were assigned numbers starting with Volgo-Balt-101). In addition to ships with serial numbers, several ships received their own names.

Joint Stock Company Slovak Shipyard Komárno, 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 river boats for USSR/Russia. Like "Georgy Sedov" - 104 ; type "Russia" - 36 ; type "October Revolution" - 14 ; type "Kaliningrad" - 102 ; "Refrigerator" type - 15 ; type "Volgo-Balt" - 151; type "Valerian Kuibyshev" - 9 ; type "Cupid" - 45 ; "Arcus" type - 1 ; dredgers of various types - approx. 100 ; type "Ryn" - 38 .

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

Project 791 motor ships were supplied to the North-Western Shipping Company for operation primarily 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, Ukrrichflot, as well as Yenisei Shipping Company.

Basically, the vessels are used in foreign 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, White Sea-Baltic Canal, 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 were decommissioned, two ships sank in 1993...

Reconstruction of the cargo ship route

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

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

Database marinetraffic.com At the same time, it preserved only a small section of the vessel’s movement in the Kerch Strait and another section - between the marks of January 29 at 04:49 ( UTC) and 29.01. at 14:49(UTC) . Therefore, the green dotted line is our assumption.

Reference BSNews :

UTC- universal coordinated time. It was introduced to replace Greenwich Mean Time (GMT). The starting point was the Greenwich meridian, the prime meridian, and the middle meridian of the zero time zone. Time zones around globe expressed as positive and negative offsets from UTC. (Negative offsets for time zones west of prime meridian, positive - to the east.) It should be remembered that UTC time is not converted either in winter or in summer. Therefore, for those places where there is a translation into summer 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 Feodosia area 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 having changed its mind - it took a direct course to Eregli...

Most likely the captain of a cargo ship VERA received a storm warning and decided to try to hide in Eregli. The cargo ship stayed in Eregli for a day, 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 02/01/2012 - that on the ship, according to relatives of the Mariupol crew members, only one engine was working:

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

During the first days of being on the ship, engine room workers noticed problems with the engines. The shipowner was immediately informed about this. The sailors reported that the ship needed to be brought to the port for urgent repairs, since the ship was not suitable for further safe navigation in this condition. This port was supposed to be the port of Rostov, but this did not happen.

As relatives say, the sailors reported that the shipowner suddenly changed his decision and ordered the ship to be loaded for further passage to Turkey, and then to begin repairing the ship. The worst thing is that the sailors set off...on a faulty ship with only one working engine (which the shipowner knew about)!..."

Place of sinking of the ship VERA

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

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

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

This is what the site of the sinking of the cargo ship VERA looks like on gemitrafik.com:

from the site www.halkinhabercisi.com

Since the news reports stated that it happened one mile offshore, the location can be shown fairly easily on a larger map.

Infographics BSNews based on Google Earth

And here's what these places look like 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 seaport 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- Greek colony south coast Black Sea, near the mouth of the Kilichsu River (in ancient times - Lik or Acheron). On the territory of ancient Heraclea is now located Turkish city Eregli (Turkish 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 into the underworld; naturally, there was also a soothsayer where the souls of the dead were summoned and questioned.

City view Eregli, port of the Erdemir metallurgical plant and the river (larger). Author Mehmet Avni Aksu. From panoramio.com

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

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

And in this photo we can practically see exact location of the cargo ship's sinking VERA .

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

If you enlarge the fragment with ships in the roadstead, you can see there exactly the same “Volgo-Balt” as a sunken cargo ship VERA

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

Rescue operation

We will not retell in detail the chronology of the rescue and search operation (although we could do so). Note that it is still ongoing. And several ships are participating in it - rescue ships, coast guards, the Turkish Navy, a helicopter, and military divers.

The fact that 3 crew members who were on top and managed to put on life jackets were rescued almost immediately after the cargo ship crashed - and in the dark - is explained, of course, by the proximity of the coast. And not just by the proximity of the coast, but by the presence of 2 ports in Eregli with the appropriate rescue equipment... Coast guard boats and the rescue service of the metallurgical plant took part in the rescue ERDEMIR.

On the evening of January 31, near the Eregli seaport: ambulances, firefighters, journalists. Photo from the site nevsehirmedya.com

On February 1, starting in the morning, visibility decreased due to snow, and it was very stormy. Local firefighters and rescuers continued to work that day, 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 the metallurgical plant

Photo from sondakika.com

Searches from a helicopter, photo from ereglideyasam.com

Helipad on the shore. Photo from ereglihakimiyet.com

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

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

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

This warship is worth talking about 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 installed by divers TCG ISIN (A-589) - probable location of the sunken ship. Photo from the site aktueldeniz.com

In the photo: boat launching 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 Turkish Navy minesweeper M266 Amasra, equipped with deep-sea underwater cameras, joined the search operation. Photo from kdzereglihaber.com

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

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

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

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

Some results

Summarizing the scattered information, we can say the following.

Bulk carrier VERA on the evening of January 31, 2012, in the dark and in stormy conditions, it suddenly began to list sharply on its bow and sank within 2-3 minutes.

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

The reasons for this could theoretically 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 crew members were in the interior indicates that the majority of the crew was 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 Turkish services was carried out persistently and massively. The incentive for its further continuation is the presence of over 40 tons of fuel on board the dry cargo ship.

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

Previously - until the 1990s - vessels 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 heading further out to sea. There were even cases when they were transported from the Baltic to the Black Sea - around Europe...

As these hard workers age, more and more of them go under exotic flags. And the more such “exotics” there are, 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, as they say, there are questions.
If you remember, in August of this year I wrote in the article “Preparation of a crime” about exceptions from the requirements of the convention on load lines for old ships. Quote
I believe that issuing exemptions from the requirements of the load line convention for old ships is exposing the crew to real risk and the ship to the threat of loss. There should be no exceptions from the requirements of the load line convention for old ships!

And this is what we read today in the news feed:

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, Hurriyet writes.
The bulk carrier Volgo Balt 199, which was transporting coal, did not send SOS signals, and it was not possible to contact it.
Anyone can view the data on this vessel (an ordinary 3,000-ton, Soviet-built river-sea type vessel with a standard deadweight of 3,249 tons). Here, pay attention to the deadweight - 3498 and the draft of 4.1 m! This means that the load line of this vessel has been shifted by approximately 50 cm, i.e. freeboard reduced by half a meter!

Sergey G 04:30 08/22/2012

There, please pay attention to the following:
The parameters of a Volgo-Balt type vessel are indicated in one place:
VERA. Vessel type: Cargo. Year of construction: 1977, Slovenske Lodenice shipyard (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. Call sign: XUCR2. IMO: 8826254, MMSI: 515779000.

And a little lower -
Project: 2-95A/R. Class: KM L4 R2-RSN. Construction: Slovenske Lodenice (Komarno, Slovakia). Length, m: 113.87. Width, m: 13.0. Side 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 cubic capacity 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 this 26 cm increase in draft that is the subject of the “exemption” specified in the article from the load line conversion requirements. http://blog.liga.net/user/sgor... Because the design load line, which is indicated, according to the requirements of the convention, in the international load line certificate is 3.60 (3.65).

Regarding project 2-95A/R. The letter R appears to indicate that the ship's set is additionally reinforced with a backup on the main deck. This increases local strength but does not affect the location of the watertight closures. Namely, the draft (freeboard) depends on the location of the waterproof closures.

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

IN different time 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 from places of refuge up to 50 miles.

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.

Analysis of the state and prospects for the development of waterways and shipping in the Cherepovets region

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Characteristics of the activities of the shipping company Don Master LLC

No. Characteristics Value 1 Overall length, m 114.0 2 Length between perpendiculars, m 110.0 3 Overall width, m 13.2 4 Design width, m 13.0 5 Side height, m ​​5.5 6 Summer load line draft ...

Dry cargo ships class "river-sea" type "Volgo-Balt" (project 791, 2-95, 2-95A, 2-95A/R), designed for transportation of bulk cargo (coal, ore, grain, crushed stone, etc.) over 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 Krasnoe 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 of the Ministry of the Russian Federation of the RSFSR, flag of the USSR, home port of 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 the rivers and seas of the 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, I was at the pier of the Lieutenant Schmidt embankment, Big port Saint 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.