Dry-cargo vessels of the river-sea class of the Volgo-Balt type. Dry-cargo vessels of the "river-sea" class of the "Volgo-Balt" type Dry-cargo ship Volgo-Balt 138

FIRST ARBITRATION COURT OF APPEALS

Berezina st., 4, Vladimir, 600017

http://1aas.arbitr.ru, phone/fax: (4922) phone 44-76-65, fax 44-73-10

P O S T A N O V L E N I E

The operative part of the resolution was announced on May 19, 2016.

The decision was made in full on 26.05. 2016.

First Arbitration Court of Appeal composed of:

presiding judge Rubis E.A.,

judges Protasova Yu.V., Zakharova T.A.,

when maintaining the minutes of the court session by the secretary of the court session Belakh O.V.,

considered in open court the appeal of the representative of the participants (founders) of Transmetal LLC Titovets Sergey Ivanovich

to the decision of the Arbitration Court of the Nizhny Novgorod Region dated February 11, 2016 in case No. A43-28729 / 2014,

adopted by judge Stepanova S.N.,

at the request of the bankruptcy trustee of the limited liability company Transmetal (TIN 5262132187, OGRN 1045207831063) Alexander Ivanovich Ivannikov on establishing the sale price of the debtor's collateral,

with participation in the meeting of representatives:

from the representative of the participants (founders) of Transmetall LLC Titovets Sergey Ivanovich - Belov D.V. by power of attorney dated May 11, 2016, valid for three years;

from JSCB "Novikombank" - Blinova O.A. by power of attorney dated February 4, 2015 valid until January 31, 2017.

Having studied the materials of the case, the First Arbitration Court of Appeal established the following.

As part of the insolvency (bankruptcy) case of the limited liability company Transmetal (hereinafter referred to as the debtor, OOO Transmetal), the bankruptcy trustee of the debtor Ivannikov Alexander Ivanovich (hereinafter referred to as the bankruptcy trustee) applied to the court to establish the initial sale price of the debtor’s property, pledged to Russian Agricultural Bank JSC.

By a ruling dated February 11, 2016, the court of first instance satisfied the application of the bankruptcy trustee and approved the initial sale price of the property of Transmetal LLC, pledged to Rosselkhozbank JSC, in the amount of 57,839,920 rubles, including: 1. Motor ship Volgo- Balt 106 "- 14,340,720 rubles; 2. Motor ship "Volgo-Balt 138" - 14,332,080 rubles; 3. Dry cargo ship Osetrovo - 11,311,200 rubles; 4. Dry-cargo ship "Ternopil" - 8,678,400 rubles; 5. Dry-cargo ship "Ustyug" - 9,177,520 rubles.

When adopting a judicial act, the arbitration court of first instance was guided by the articles of the Federal Law "On Insolvency (Bankruptcy)" dated October 26, 2002 No. 127-FZ (hereinafter referred to as the Bankruptcy Law), an article of the Civil Code Russian Federation, subparagraph 4 of paragraph 2 of Article 54 of the Federal Law of July 16, 1998 No. 102-FZ “On Mortgage (Pledge of Real Estate)”.

Disagreeing with the adopted judicial act, the representative of the participants (founders) of Transmetal LLC Titovets Sergey Ivanovich (hereinafter referred to as Titovets S.I.) appealed to the First Arbitration Court of Appeal with an appeal, in which he asks to cancel the court ruling of 11.02.2016 and accept new judgment in the case.

The appeal Titovets C.AND. indicates that, in accordance with the reports of an independent appraiser (Andor LLC) No. 113/15, No. 123/15 dated October 21, 2015, as of August 6, 2015, the market value of the property pledged to Russian Agricultural Bank JSC is 57,839 920 rub. From the analysis of the descriptive part of these reports, it follows that the appraiser did not apply the cost and income approach.

At the hearing, the representative of the applicant of the appeal supported the arguments set forth in it, agreed with the position of the Bank and the bankruptcy trustee Goncharov SE, set out in their reviews.

The bankruptcy commissioner Goncharov SE, submitting a response to the appeal, considers it subject to satisfaction.

The bankruptcy commissioner draws the attention of the panel of judges that on October 27, 2015, an information message was posted on the EFRSB website on the results of property valuation (publication No. However, subsequently, said information message on the initiative of the bankruptcy trustee Ivannikova A.AND. was canceled (publication No. 810202 dated 11/06/2015) with the wording "Incorrect application of the report". Thus, the bankruptcy creditors and other participants in the insolvency (bankruptcy) case were deprived of the opportunity to get acquainted with the results of the assessment of the property that is the subject of the pledge of Rosselkhozbank JSC, as well as to send their objections to the court of first instance when considering the issue of establishing the initial sale price.

In addition, the bankruptcy trustee points out that in the case file №А43-28729/2014 within the framework of a separate dispute when establishing the initial selling price by the bankruptcy trustee Ivannikov A.AND. Copies of assessment reports No. 113/15 and 115/15 dated 10/21/2015 were provided, which cannot serve as reliable evidence when considering this issue (originals are also not available in the materials of the main case).

Rosselkhozbank JSC, having submitted a response to the appeal, considers it not subject to satisfaction. Believes that Titovets S.I. could present his objections at the consideration of the present case by the court of first instance.

The bankruptcy creditor of the debtor – JSCB «NOVIKOMBANK» in response to the appeal Titovets C.AND. indicates numerous violations committed by the appraiser in the preparation of reports. Believes that the reports of an independent appraiser (Andor LLC) No. 113/15, No. 123/15 dated 10/21/2015 cannot be reliable evidence of the market value of the disputed property.

The attention of the panel of judges is focused on the fact that the assessed property includes property that is not collateral.

JSCB NOVIKOMBANK believes that the court ruling dated February 11, 2016 is subject to cancellation, with the adoption of a judicial act on the refusal of the bankruptcy trustee of the debtor to satisfy the application for setting the initial sale price of the debtor's property pledged to Russian Agricultural Bank JSC.

At the hearing, the representative of JSCB NOVIKOMBANK supported the arguments. stated in the response to the appeal.

Other persons participating in the case, duly notified of the time and place of the consideration of the appeal, did not ensure the presence of authorized representatives at the court session, the appeal was considered in accordance with the articles of the Arbitration Procedure Code of the Russian Federation in the absence of the persons participating in the case.

Information on the acceptance of the appeal for proceedings, the progress of the case, the time and place of the court session is posted by the arbitration court on the official website of the First Arbitration Court of Appeal on the Internet at: www.1aas.arbitr.ru in accordance with the procedure established by the article of the Arbitration Procedure Code Russian Federation.

The legality and validity of the judicial act, the correctness of the application by the arbitration court of first instance of the norms of substantive and procedural law were verified by the arbitration court of the appellate instance in accordance with the provisions of articles -, the Arbitration Procedure Code of the Russian Federation.

As follows from the materials of the case, by the decision of the Arbitration Court of the Nizhny Novgorod Region dated January 29, 2015, Transmetal LLC was declared insolvent (bankrupt) on the grounds of a liquidated debtor, a bankruptcy proceeding procedure was introduced against it, Ivannikov A.I. was approved as the bankruptcy trustee.

Information on declaring Transmetal LLC bankrupt was published by the bankruptcy trustee in the Kommersant newspaper No. 26 dated February 14, 2015.

By a court ruling dated April 15, 2015 in this case, which entered into force, the claims of Russian Agricultural Bank JSC in the amount of 82,968,519.91 rubles. included in the register of creditors' claims of Transmetal LLC with the following order of satisfaction: 21,743,129.18 rubles. - claims of creditors of the third priority; RUB 61,032,000 - the third priority, secured by a pledge of the debtor's property; 193 390, 73 rub. - claims of creditors of the third priority, taken into account separately in the register of creditors' claims and subject to satisfaction after repayment of the amount of the principal debt and interest due.

The creditor's claims were based, inter alia, on pledge agreements: 1) for mixed navigation vessels No. 143900/0014-7.6/1 dated 03/25/2014; 2) inland navigation vessel No. 143900/0014-7.5/1 dated April 14, 2014; 3) inland navigation vessel No. 143900/0014-7.5/2 of 04/09/2014;

On October 27, 2015, an information message was posted on the EFRS website on the results of property valuation (publication No. 796676 dated October 27, 2015) pledged by the bankruptcy creditor NRO Rosselkhozbank JSC.

The specified information message on the initiative of the bankruptcy trustee Ivannikova A.AND. was canceled (publication No. 810202 dated 11/06/2015) with the wording "Incorrect application of the report".

On 12/17/2015, A.I. Ivannikov applied to the Nizhny Novgorod Region Arbitration Court on 12/17/2015. with an application to establish the initial sale price of the debtor's property pledged to Russian Agricultural Bank JSC.

In the case file №А43-28729/2014 within the framework of a separate dispute in establishing the initial selling price by the bankruptcy trustee Ivannikov A.AND. Copies of assessment reports No. 113/15 and 115/15 dated October 21, 2015 were provided.

The Court of First Instance granted the application in full.

Having considered the evidence available in the case file, evaluating the arguments of the appeal and the response to it, the Arbitration Court of Appeal concluded that the court of first instance, while satisfying the application of the bankruptcy trustee to establish the initial sale price of the debtor's property pledged to Russian Agricultural Bank JSC, did not considered the following.

In accordance with the article of the Bankruptcy Law, part 1 of the article of the Arbitration Procedure Code of the Russian Federation, insolvency (bankruptcy) cases are considered by the arbitration court in accordance with the rules provided for by this Code, with the features established by federal laws governing insolvency (bankruptcy) issues.

As follows from the provisions of the article of the Bankruptcy Law and explained in paragraph 15 of the Decree of the Plenum of the Supreme Arbitration Court of the Russian Federation dated July 23, 2009 No. 58 “On Certain Issues Related to Satisfying the Claims of the Pledgor in the Event of the Pledgor’s Bankruptcy”, 70 percent of the proceeds from the sale of the pledged item are directed to repay the claims of the creditor under the obligation secured by the pledge of the debtor's property, but not more than the principal amount of the debt under the secured obligation and the interest due (payment for the use of money). The remaining 30 percent is deposited in a special bank account of the debtor...

If there are no claims of the first and second priority or are fully repaid (including from the proceeds from the sale of unsecured property), the remaining 20 percent of the amount on a special bank account is used to repay the remaining unsatisfied claims of the secured creditor in accordance with paragraph 2.1 of Article of the Bankruptcy Law , then - for the repayment of current payments and then - for settlements with creditors of the third priority in the general manner.

At the same time, in the event of a discrepancy between the price set in the Property Valuation Report and the real market value of the collateral, there are risks of selling the collateral at a lower cost, which, as a result, may lead to the impossibility of satisfying the existing creditors' claims to the maximum extent.

Taking into account the systematic interpretation of these provisions, the ruling of the Arbitration Court of the Nizhny Novgorod Region dated February 11, 2016 affects both the interests of the secured creditor - NRF JSC "Rosselkhozbank" and the interests of other participants in the bankruptcy case (procedure) of the debtor, including unsecured creditors and participants in the debtor .

Clause 11 of the Decree of the Plenum of the Supreme Arbitration Court of the Russian Federation dated July 23, 2009 N 58 “On Certain Issues Related to Satisfying the Claims of the Pledgor in the Event of the Pledgor’s Bankruptcy” provides for the establishment of the initial sale price of the pledge in order to obtain the maximum proceeds in the interests of all creditors of the debtor.

In accordance with Art. The Federal Law "On Appraisal Activity" defines the requirements for the appraisal report of the object of appraisal.

The report must contain: an accurate description of the object of assessment; a list of the data used in the assessment of the subject matter with an indication of the sources of their receipt, the assumptions adopted during the course of the subject matter appraisal, the sequence of determining the value of the subject matter and its final value, restrictions and limits on the application of the result obtained, etc. At the same time, the report should not allow ambiguous interpretation or be misleading.

Having analyzed report No. 113/15 on the assessment of the market value of domestic water transport dated October 21, 2015 and report No. 115/15 on the assessment of the market value of movable property dated October 21, 2015, prepared by the appraisal company Andor LLC (hereinafter referred to as appraisal reports), the panel of judges established the following.

On page 17 of the valuation reports, it is indicated that one of the stages of the property valuation was a visual inspection of the valuation object.

In accordance with letters from MetallTransFlot LLC (out. No. 01-07/74 dated 05/11/2016) and VolgaCrewing LLC (out. No. 61 dated 05.10. Volgo-Balt 106", motor ship "Volgo-Balt 138", dry-cargo ship "Osetrovo", dry-cargo ship "Ternopol", dry-cargo ship "Ustyug", ship "Vyazma") was in the Sea of Azov.

There is no indisputable evidence that the objects of the appraisal were examined during the appraisal.

It follows from the appraisal reports that the appraisal object is assessed free from encumbrance of the rights of third parties, pledged, under arrest and prohibition.

However, as follows from the case file, as of the date of the Valuation Report, part of the property being valued, namely, the Volgo-Balt 106 motor ship, the Volgo-Balt 138 motor ship, the Osetrovo dry-cargo ship, the Ternopil dry-cargo ship and the motor ship "Ustyug" are pledged to the NRF JSC "Rosselkhozbank". Moreover, all the listed objects of assessment are in long term lease(bareboat lease agreement No. 01/AR/2015 dated 04/01/2015, bareboat lease agreement No. 02/AR/2015 dated 04/01/2015 concluded with Volga-Crewing LLC: bareboat lease agreement No. 08052013- 2 dated 08.05.2013, lease agreement for a vessel without a crew No. 08052013-3 dated 08.05.2013, lease agreement for a vessel without a crew No. 08052013-4 dated 08.05.2013, concluded with OOO MetallTransFlot).

In view of the foregoing, it is incorrect to indicate that the assessment is carried out on the basis of the absence of encumbrances, and there is no information on past income received from the subject of assessment (p. 222 of the report).

In the presence of the above long-term lease relations, it is illegal to indicate in the appraisal report that the appraiser cannot identify information about past income from appraisal objects.

On pages 43 - 44 of the Valuation Report, it is indicated that when valuing property, it is most expedient of the three existing approaches (cost, income, comparative) to apply a comparative approach, which, in the opinion of the appraiser, gives the most objective results.

The income approach implies that the market value of the appraisal object at the appraisal date is the current value of the net (before tax) income that the owner can receive from the use of the object (for example, from renting it out).

Taking into account the presence of the long-term lease relations named above, when assessing the property, the income approach was not applied unlawfully.

In addition, on pages 50-51 of the appraisal report, the objects indicated in the appraisal report cannot be considered as analogues of the appraised objects, because have characteristics different from those of the assessed objects, incl. the date of construction of some objects specified as analogues differs by more than 10 years compared to the date of construction of the appraised objects.

In accordance with the ruling of the Arbitration Court of the Nizhny Novgorod Region dated February 11, 2016, the initial sale price of motor ships, as well as equipment, is approved, which is also indicated as collateral:

1. Equipment of the ship "Volgo-Balt 106":

KDK Portal Don (VB-106), Inv. No. 00000140 - 638,000 rubles;

Set of SKVDP (VB-106), Inv. No. 00000128 - 37.800 rubles:

Techmarine controller, Inv. No. 00000112 - 57,000 rubles;

Boiler "Kiturami", Inv. No. 00000108 - 26.900 rubles;

Receiver indicator Glonass/GPS NAVKOM Gamma (VB-106). Inv. No. 00000142 - 24.100 rubles;

Radar JMA-5106 with PRR certificate (VB-106), Inv. No. 00000117-214.300 rubles;

2. Equipment of the ship "Volgo-Balt 138":

KDK Portal Don (VB-138), Inv. No. 00000141 - 638,000 rubles;

Set of SKVDP (VB-138), Inv. No. 00000129 - 37.800 rubles;

Techmarine controller. Inv. No. 00000111 - 57,000 rubles;

Boiler "Kiturami" (VB-138), inventory No. 00000127 - 26.900 rubles;

Life raft PSN-YURt/x VB-138, Inv. No. 00000147 -41.000 rubles;

Receiver indicator Glonass/GPS NAVKOM Gamma (VB-138), inventory No. 00000143 - 24.100 rubles;

Life raft PSN-YUR m/v VB-138, Inv. No. 00000148 - 41,000 rubles;

3. Equipment for the dry-cargo ship "Osetrovo":

Fire alarm, Inv. No. 00000118-911.900 rubles;

Fuel control system PORTAL-DON-02, Inv. No. 00000138 - 638.000 rubles:

Control and automation system "Volna-1.02-G20", inventory No. 00000120 - 154.700 rubles;

Control and automation system "Volna-1.02-G20", Inv. No. 000001 19 - 154.700 rubles;

4. Equipment for the dry-cargo ship "Ternopil":

GPS receiver with controller Inv. No. 00000096 - 73.500 rubles;

AIS Transas T-104 class A GLONASS/GPS Inv. No. 00000113 - 133.400 rubles;

KDK Portal Don, Inv. No. 00000144 - 638.000 rubles;

Boiler "Kiturami", Inv. No. 00000107-26.900 rubles;

Electricity converter BY 110/220/5000/50, Inv. No. 00000059 - 8.700 rubles;

Electricity converter IN 110/220/5000/50, Inv. No. 00000109 - 8.700 rubles;

Power converter IN 110/220/5000/50. Inv. No. 00000062 - 8.700 rubles;

Electricity converter IN 110/220/7000/50, Inv. No. 00000110 - 8.700 rubles;

Radio station NAVCOM SRS-300 VHF. Inv. No. 00000115 - 13.800 rubles;

Radar JMA-5106, Inv. No. 00000101 - 214.300 rubles;

Semi-automatic welding machine (Rectifier CRYSTAL VS-350), Inv. No. 00000099 - 32.300 rubles;

Ship communication and broadcasting system "OKA", Inv. No. 00000116 - 8.300 rubles:

T-701 GLONASS/GPS receiver-indicator included, Inv. No. 00000114 - 33,000 rubles; 5. Equipment of the dry-cargo ship "Ustyug":

GPS receiver with controller, Inv. No. 00000097 -63.400 rubles;

KDK Portal Don, Inv. No. 00000145 - 638.000 rubles;

Radar JMA-5106, Inv. No. 00000100-214.300 rubles;

Installation of purification and UV disinfection of water, Inv. No. 00000092 - 40.300 rubles.

There is no evidence that this equipment is not the subject of pledge.

At the same time, the reports of the appraisal company "Andor" L "No. 113-15 dated 10/21/2015 and No. 115-15 dated 10/21/2015 contain information that the disputed equipment is movable property in the courts (p. 63 of Report No. 113-15, pp. 4 - 7).

There is no evidence that the listed equipment is an integral part of motor ships, its absence on ships may affect their navigational qualities.

Thus, the classification by the Arbitration Court of the Nizhny Novgorod Region of the above equipment as pledged and the approval of its initial sale value as part of pledged motor ships is unreasonable.

JSCB "NOVIKOMBANK" carried out an independent assessment of the property (motor ship "Volgo-Balt 106" and motor ship "Volgo-Balt 138").

The market price of m/v "Volgo-B&tg 106" in accordance with the conclusion of the collateral service of JSCB "NOVIKOMBANK" amounted to 29,777,624.00 rubles, which is 12,849,824 rubles. more than the market value determined in the Valuation Report; the market price of the m / v "Volgo-Balt 138" in accordance with the conclusion of the pledge service of JSCB "NOVIKOMBANK" amounted to 29,777,624.00 rubles, which is 12,728,324 rubles. more than the market value determined in the Valuation Report.

The panel of judges established that on October 27, 2015, an information message was posted on the EFRS website on the results of property valuation (publication No. 796676 dated October 27, 2015) pledged by the bankruptcy creditor NRO Rosselkhozbank JSC. However, subsequently, the specified information message on the initiative of the bankruptcy trustee Ivannikova A.AND. was canceled (publication No. 810202 dated 11/06/2015) with the wording "Incorrect application of the report". Thus, the bankruptcy creditors and other participants in the insolvency (bankruptcy) case were deprived of the opportunity to familiarize themselves with the results of the assessment of the property that is the subject of the pledge of the NRO of Rosselkhozbank JSC, as well as to send their objections to the court of first instance when considering the issue of establishing the initial sale price .

In addition, the materials of the case No. A43-28729/2014 within the framework of a separate dispute in establishing the initial selling price by the bankruptcy trustee Ivannikov A.I. Copies of evaluation reports No. 113/15 and 115/15 dated 10/21/2015 were provided. (the originals are also missing in the materials of the main case).

Paragraph 3 of paragraph 1 of Article of the Bankruptcy Law provides that the report on the assessment of the debtor's property is subject to inclusion by the bankruptcy trustee in the Unified Federal Register of Bankruptcy Information within two business days from the date of receipt of a copy of this report in electronic form.

A similar duty is spelled out in paragraph 1 of Article of the Bankruptcy Law.

These provisions of the Bankruptcy Law are designed to provide creditors with the opportunity to familiarize themselves with the results of the assessment of the debtor's property, form their opinion on the possibility of using these results to determine the initial sale price of the debtor's property and express it when voting at a meeting of creditors.

Based on the fact that the report was not placed in the EFRSB, the original report was not submitted to the case, the court of first instance in any case had no grounds to satisfy the application of the bankruptcy trustee.

The panel of judges established that at the meeting of creditors of the debtor on 05/05/2016, among other things, the following decisions were made: to instruct the bankruptcy trustee of Transmetal LLC Goncharov S.E. by June 1, 2016, develop a draft Regulation on the sale of non-collateral and pledged property in a new edition and send it for review to bankruptcy creditors; instruct the bankruptcy trustee OOO Transmetal to analyze the market of appraisal companies and select a company to appraise collateral and non-collateral property, as well as analyze the property itself to determine its average market value by June 1, 2016. The results of the analysis of the market of appraisal companies, as well as the analysis of the debtor's property, should be sent to bankruptcy creditors.

In accordance with part 1 of the article of the Arbitration Procedure Code of the Russian Federation, each person participating in the case must prove the circumstances to which he refers as the basis for his claims and objections.

In accordance with the article of the Arbitration Procedure Code of the Russian Federation, the arbitration court evaluates the evidence according to its inner conviction, based on a comprehensive, complete, objective and direct study of the evidence available in the case, evaluates the relevance, admissibility, reliability of each evidence separately, as well as the sufficiency and interconnection evidence in their entirety.

Thus, having assessed the indicated circumstances established in the present case on the insolvency (bankruptcy) of the debtor, in their totality and comparing them, the panel of judges came to the conclusion that the court of first instance had no legal grounds to satisfy the application of the bankruptcy trustee to establish the initial sale price of the property a debtor pledged by Russian Agricultural Bank JSC.

All arguments and arguments of the applicant of the appeal, bankruptcy creditors, bankruptcy trustee of the debtor are verified by the court of appeal and are recognized as subject to satisfaction.

Incomplete clarification by the court of first instance of circumstances relevant to the case (clause 1, clause 1, article), failure to prove circumstances relevant to the case, which the court of first instance considered established (clause 2, clause 1, article), entails the abolition of the ruling dated February 11, 2016, with the adoption of a decision to refuse to satisfy the application of the bankruptcy trustee of the debtor to establish the initial sale price of the debtor's property pledged to Russian Agricultural Bank JSC.

Violations of the norms of procedural law, which, according to paragraph 4 of Article of the Arbitration Procedure Code of the Russian Federation, are an unconditional basis for the annulment of a judicial act, were not established by the court of appeal.

The appeal is subject to satisfaction.

In accordance with subparagraph 12 of paragraph 1 of Article of the Tax Code of the Russian Federation, an appeal against judicial acts adopted on the issue of establishing the initial sale price of the debtor's property in a bankruptcy case is not paid by the state fee.

Guided by the articles of the Arbitration Procedure Code of the Russian Federation, the First Arbitration Court of Appeal

RESOLVED:

cancel the ruling of the Arbitration Court of the Nizhny Novgorod Region dated February 11, 2016 in case No. A43-28729/2014.

Refuse the bankruptcy trustee of the limited liability company "Transmetall" (TIN 5262132187, OGRN 1045207831063) Ivannikov Alexander Ivanovich to satisfy the application for establishing the sale price of the debtor's collateral.

The decision comes into force from the day of its adoption.

The judgment may be appealed to the Arbitration Court of the Volga-Vyatka District within one month from the date of its adoption.

presiding judge

E.A. Rubis

T.A. Zakharova

Yu.V. Protasov

Court:

1 AAC (First Arbitration Court of Appeal)

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 transport of bulk cargo (coal, ore, grain, crushed stone, etc.) along large 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), Gorokhovetsky shipyard(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, Turkey.

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, Turkey. 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.

Good day to all.
Today is Saturday, which means that everyone has a long-awaited day off. Therefore, I want to tell you about one interesting trip that happened to me in the fall of 2011.
My dad works at Volgo-Balta 138. This is sea ship, river-sea class. On the this moment, due to the fact that the validity of documents for flights abroad has expired, so the vessel operates on domestic lines in the northwestern region.
After Karelia, I went on a ship to make one flight with my dad. Wasted no time, filmed a video and took a bunch of photos
How is loading, transportation, unloading, who is the captain and what to eat with him and much more. I will tell you about this.

I'll start with a description of the ship, so that you at least have a little idea of what Volgo-Balt is
Ship design 2-95A was released in March 1971. The length is 114 m, the width is 13 m and the freeboard is 5.5 m. The maximum speed is 10 knots (18 km / h), oh yes, at sea, speed is not determined in miles and not in km / h, but in knots.

Let's start.
In this story, a ship is transporting rubble 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 from quarries carry crushed stone, everything is poured into a pit, from where stones and sand are moved along the conveyor belt into the hold of the vessel. All details can be seen in the general video at the end of this post.

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

Below are some photos of the loading of the ship itself. Initially, the stern hold is loaded so that the ship simply does not break, and gradually filled towards the bow hold. The person who is on watch is watching the loading. By the way, shifts are usually 4 hours after 8 (three people in command) and 6 hours after 6 hours (two people, respectively). The degree of loading of the vessel is determined by the draft. On each side of the board there are marks that signal that the vessel is immersed to a certain depth. Every person who monitors the loading clearly knows the mark when the ship is in the "Ballast" and when it is loaded.

Every half an hour, marks are taken of the degree of loading of the vessel. Everything is documented and recorded in the ship's log in order to avoid disagreements during inspections.

After a certain load, the surveyor comes. This is an inspector responsible for controlling the loading of the vessel and for the cargo itself on the part of the customer for transportation. He checks and draws up documents for the cargo, counts how many tons fell into the hold of a particular ship and, based on this data, releases the ship on a voyage, or solves problems of underload or overload.

In our case, everything went perfectly. Loading was completed at 21:00. It was getting dark and the weather was getting worse. The wind fanned 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 gave way, and at full reverse against the wind, the ship left the backwater. Then it turned around and went on a certain course. It was dark and cold, so there were few night photos. Filmed more videos.

Then the route was like this. Several hours after Onega lake, request to dispatcher Ascension, which gives the go-ahead to descend the Svir River. The shift ended and I went to bed.
At five o'clock it began to dawn. I woke up and went to the 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 vessel moors to the crane with a 5 ton grab (bucket). And just like that, little by little, little by little, the unloading to the shore takes place. From there, the crushed stone is taken away by dump trucks to construction sites, roads and other needs.
Next comes a new order for transportation, the vessel is cleared and follows for loading at the designated port. Everything is simple
Watch the video and give it a thumbs up if you like it!

Several technical photos of the vessel.
Photo from the Cabin, where the full control of maneuvers, engines, everything, everything, everything comes from

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

P.S.
You probably think that all waste products are thrown overboard? Well, I do not. Everything is strict with this, environmental services monitor all this, control every garbage discharge.
In order for the team not to pollute the nature, there are storage tankers and processors. A small ship approaches the ship, where everything merges. Sometimes this process happens even on the go.

Thank you all for reading, commenting and telling your friends

] Good day to all.
Recently I came across this community and decided to tell you about one interesting trip that happened to me in the fall of 2011. I think everyone will be interested, at least about and about such a baby Volga-Balt!
My dad worked on the Volga-Balta 138. This is a sea ship, river-sea class. At the moment, due to the fact that the validity of documents for flights abroad has expired, therefore, the vessel operates on domestic lines, in the northwestern region.

How is loading, transportation, unloading, who is the captain and what to eat with him and much more. I will tell you about this.

Let's start.
In this story, a ship is transporting rubble 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 from quarries carry crushed stone, everything is poured into a pit, from where stones and sand are moved along the conveyor belt into the hold of the vessel. All details can be seen in the general video at the end of this post.

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

Below are some photos of the loading of the ship itself. Initially, the stern hold is loaded so that the ship simply does not break, and gradually filled towards the bow hold. The person who is on watch is watching the loading. By the way, shifts are usually 4 hours after 8 (three people in command) and 6 hours after 6 hours (two people, respectively). The degree of loading of the vessel is determined by the draft. On each side of the board there are marks that signal that the vessel is immersed to a certain depth. Every person who monitors the loading clearly knows the mark when the ship is in the "Ballast" and when it is loaded.

Every half an hour, marks are taken of the degree of loading of the vessel. Everything is documented and recorded in the ship's log in order to avoid disagreements during inspections.

Then the route was like this. A few hours on Lake Onega, a request to the dispatcher of the village. Ascension, which gives the go-ahead to descend the Svir River. The shift ended and I went to bed.
At five o'clock it began to dawn. I woke up and went to the 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.

Several technical photos of the vessel.
Photo from the Cabin, where the full control of maneuvers, engines, everything, everything, everything comes from

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

Now dad is working on m/v Arman-2, former ST-1317. I think I'll post it soon and a small report from it!

I will be glad to see all sailors and rivermen as friends!
Thank you for your attention.

The night was cold, so when I got up at dawn, everything in the cockpit was wet with thick and completely icy to the touch dew. However, I assumed that today would be as hot as yesterday, so I didn’t get upset, and just put on all the warm clothes at hand, including winter shoe covers. I decided not to wake Natasha, and weighed anchor on my own.

Lake Onega in these places is completely unremarkable: to the right of us on the shore one could see a strip of forest, beyond which a swamp was guessed, and another village glittered with roofs and windows ahead. The morning breeze blew from the lake, the waves chattered us, but nothing much happened.

A little later, Natashka got up, and after a couple of hours we stopped at anchor not far from the mouth of the Vytegra River. Here I once again took up tying the fenders wherever they could be tied. Natasha was preparing breakfast. The sun was rising higher and I, in the course of my crawling on the boat, gradually took off my clothes, put on in the morning, until I undressed down to a T-shirt. So what? The fenders are tied, and now you can go ahead!

At first, of course, I was very worried, passing between the breakwaters of the mouth, and then the banks of the muddy Vytegra River, but soon calmed down. The weather was great, there was no one around. We were surrounded only by endless swamps overgrown with bushes, and everything here seemed absolutely wild.

But now, ahead appeared powerboat and then another one. The swamps gradually gave way to the harbingers of a nearby industrial zone: more and more moored ships appeared along the banks, here and there tens of cubic meters of forest, heaped in huge heaps near the river, were constantly shifted from place to place. Sometimes clusters of huts interspersed in this dull picture. And now, the gates of the gateway appeared in front of us.

I contacted the dispatcher, and heard that I had to wait. In the narrow channel, I was at first confused, since at first glance there was absolutely nowhere to stumble, so we went to the left and anchored near one of the local walls. Later, I realized that it was possible to go to the right, into the channel leading to the city. As it turned out, in addition to large steamers, there were also small boats. But at the very least, we had already entrenched here - it only remained to wait until they called us.

And then, finally, I saw the lock gates swing open, after which a large steamer crawled out. The dispatcher warned me and another boat, which was somewhere nearby, that we needed to let a passing pusher with a barge pass and go right after him. About ten minutes later this tugboat appeared, and I immediately rushed after it.

The dispatcher called my eye and board. Natasha on the bow prepared herself with a hook, and I carefully headed to the indicated place. When there were about ten meters to the eye, I turned on the neutral on the engine, and a little later - in reverse, and put on the gas to slow down. Natashka pulled out her hook, clung to the eye, but the boat did not have time to stop, and the hook was already hooked, because of which the stick broke with a crack, and we, like the first time, hit the float against the wall. Fortunately, now everything that could be hung with fenders, and the blow fell on the fender. The fender was torn off by the impact, but the hull remained undamaged.

I was very nervous: after all, it would be very difficult for Natasha to climb onto the float, and it was completely unclear how to quickly moor to the eye. I gave more gas - the boat went back. Then I turned on the forward gear, trying to get to the eye. Natashka tried to grab hold of him with a broken stick, but all this did not give any result. The boat went forward again, and again I backed off, then forward again - and again slipped through. Meanwhile, Natashka was finally able to climb onto the float, and with another attempt she grabbed the eye. In the walkie-talkie, I heard the voice of the dispatcher, who even offered to go to another eye, if this does not work out for us, but I replied that almost everything was ready. The rope was successfully threaded and tied to ducks.

Another boat entered the chamber - some kind of gaff historical yacht. Behind her, the gate began to close. Reports went out from all the locking navigators. The dispatcher replied that they say, watch the mooring lines, the chamber is filling up, and then he began to ask everyone for the data of ships, navigators and routes. Our turn has come. P92-38, Russia, Bogorodsky Peter - I answered his questions. Priozersk-Arkhangelsk!

The last point threw him into obvious confusion, but he did not answer. However, after a few seconds, a girl appeared on the air, a local traffic controller: “Yacht 9238 Vytegre-1” “At the reception 9238” “Hmm, 9238, and Arkhangelsk is on the other side - is that nothing?” In this question, sarcasm and a slight mockery were clearly felt. Well, of course! - I thought, - some incomprehensible suckers came, at first they could not moor for half an hour, and then it turns out that they also have geographical cretinism! This pissed me off a bit, and I replied, “No, that's right. I go there along the North Dvina water system.

The dispatcher was satisfied with this answer, and she fell silent. But Natasha and I started joking with each other about her incomplete official compliance, that she, they say, doesn’t rummage around in the Unified Deep-Sea System, and all that. Ah, if only we could have known at that moment that my aunt, despite her ignorance, would still turn out to be right, and we would have to go back. But more on that later. In the meantime, the lock was filled with water.

After the lock was completed, I warned the dispatcher that I would not go to the next lock today, but would stand somewhere nearby. We were given the go-ahead to leave, and we went to the Vytegorsk reservoir. From here we could see houses, a museum organized in a submarine and a church, and from behind the trees the huge building of Pyaterochka looked out friendly, towards which we headed.

Finally, on another beautiful fine morning, we hit the road: in one day we had to go through a whole cascade of locks, going one after another. Of course, we were worried, but not at all like on the Svir, we had some experience of locking.

We passed several villages, admired two picturesque dilapidated churches, and finally saw a gateway at the end of the reservoir. I immediately contacted the dispatcher, but I heard that for the time being we urgently need to leave the operational raid, anchor somewhere outside it and not shine. He, they say, will call when it is possible to send us off.

We had to wait here for four hours. We ate and drank tea, I constantly looked around, waiting for passing ships, but they all went in pairs. The fact is that either one motor ship and as many small boats as you like, or two motor ships and nothing more, are placed in the lock chamber, so we have not been able to wedge in so far. But, finally, the moment has come: I heard how a certain "Volgodon-half-a-half-sixty-eight" called the dispatcher and received an invitation to airlock.

In addition to this Volgodon, no one else appeared on the air. We began to prepare for lifting the anchor and starting. So the ship appeared from behind the turn - Natasha went on her bow to the anchor, and I took up the radio station.

The passage of all the Vytegorsk locks took place without any incidents. We were launched into the chambers after our "half-sixty-eight", we moored to the eye, rose, then let us out, and we rushed at full speed after the steamer. Since the repelling hook was lost by us in the first lock, Natashka went out on the float ahead of time and caught the eye with her hands - it turned out to be much easier. To make it easier for her to move around the boat, I tied our kayak under the left side, and Natasha simply stepped into it from the cockpit, and then stepped onto the float. By the fourth lock, we had already relaxed so much that, during the rise of the water in the chamber, we drank tea at ease and talked abstractly.

The dogs, on the other hand, locked up in the cabin during the intense heat, suffered greatly and drove us crazy with their constant whining and attempts to break free. In addition, from the very morning they did not have the opportunity to relieve themselves, and therefore, both freaks took turns shitting right in the cabin. Natashka eliminated the consequences of this during the transitions from the gateway to the gateway.

It was already getting dark when we found ourselves in front of the sixth sluice, behind which began a long narrow canal without any hydraulic structures. We will no longer need to lock behind it all the way to the North Dvina Canal. We went into the cell, moored, and the gate closed behind us. It became completely dark, and only the searchlights of the airlock illuminated its cold concrete maw. The water began to rise, and when we were at the very top, we could see the rays of the Sun setting over the horizon. Another day was coming to an end.

When leaving, I lit the running lights, but it turned out that the battery had completely sat down - the bulbs barely glowed. I had to remove the generator from the stern hold, start it, and wrapped in a double roar, we continued our course along the narrow river. Five kilometers from the gateway, a small raid was discovered, in which we got up for the night.

The next transition was to follow the channel continuously. Here there was a feeling that we were moving not along the waterway, but along the highway: the banks were very cultured, filled and fortified canals. Here and there various signs met, landmarks stood at the same distance from each other at the very edge of the water. So we walked and walked, not seeing anything interesting around - no housing, no other ships. Only occasionally came across separate abandoned huts.

The first significant structure on the way was the Volkov Bridge - a floating drawbridge in the area of the village of the same name. I called her for a long time on the third channel, but she did not answer. I had to spin nearby in anticipation of someone bigger, who certainly knows how to get through here. I even thought that the little ones are not allowed in here alone, just like at the locks. But ten minutes later, some tugboat appeared from behind, which called the bridge on the fifth channel, and not at all on the third, as I did, reported something there and said that it would not go across the bridge, but would stand next to it. That's how it is! I also turned to the dispatcher on the fifth, she replied that she would let us through now - let's, they say, come up. How is it that everything is closed there and the red traffic light is on! - I answered, and she, in turn, urged me not to be shy and go forward: "now the crossing will open, and you will see a tunnel, do not be afraid."

And in fact - the colossus of the bridge slowly crawled to the side, opening like a huge door. A passage appeared, into which I rushed, while no one changed their minds. The bridge soon left behind us, I thanked the dispatcher, to which she wished me good luck, and we moved on.

Then we also passed the Annensky bridge, after which we rode absolutely monotonously all day until evening. The shores all around became swampy, and the tall pines and firs were replaced by continuous weedy deciduous windbreaks. It seemed that everything around here was just as swampy, impassable and absolutely uninhabited. So we passed some village Kurdyuk with several, obviously residential houses, and we wanted to stop already. Fortunately, it was only ten kilometers from here to White Lake, and tomorrow we will definitely be in Belozersk.

A place for us was found in some dirty, muddy creek. We climbed as far as possible from the ship's passage and anchored. Some kind of river obviously flowed here, but all around stretched the already bored northern jungle, consisting of alder and birch. Everything, the transition is over - you can go for reconnaissance. We let Styopa run on his own, but I took a gun and decided to go to the river in a kayak with Seva. Natasha did not express any particular desire to land here.

When I entered a stream, lost in the thickets, the kayak kept landing on the muddy ground, and then I had to get out and drag it along on foot. At some point, when it got a little deeper, Seva jumped out somewhere into the reeds, but quickly realized that he had made a mistake and screamed from somewhere on solid ground that his poor man had supposedly been abandoned on this uninhabited wild shore. With curses, I had to wade through the grass and pick up this fool.

The river here, finally, acquired a normal form. Narrow, like our Okhta, it barely perceptibly flowed among the thickets of crooked, ugly trees and got lost somewhere around the bend. Some kind of stake sticking out of the water, clogged with a man - that is, someone happens here, and, probably, fishes. But these places looked absolutely untrodden. Seva and I swam a little more upstream and turned into one of the backwaters, where I decided to land.

This decision was clearly wrong. At first, I tried for a long time to get out of the boat, driven into the bushes, then painfully forced my way through the same bushes and grass to a human height, sliding and falling through the grassy swamp hummocks. Then I found myself in a completely impassable undergrowth: dry branches poked me in the face, the gun clung to everything that was possible. Sevka could not run normally here, therefore, as he usually does in such situations, he trailed right behind me, annoyingly stepping on my heels. Of course, I was filled with the expectation that just about, in the next moment, I would suddenly hear the frantic flapping of wings and the cackling of a fleeing bird. But the forest here seemed completely lifeless, and only hordes of midges attacked us from all sides. I made a small circle and we returned to the kayak.

However, my curiosity did not leave me and I headed further up the river. Behind one of the turns, the thickets abruptly ended and we found ourselves in the middle of an endless swamp. We were surrounded by a sea of grass, endless swamps, on which small islands with trees could be seen here and there, and the river meandered between them and disappeared somewhere in the distance. There was no question of landing on any island, as this would require too much effort. So I paddled along the riverbed in a relaxed manner. In one of the places I saw rows of old wooden piles sticking out of the water - apparently, once there was a road or something like that. In the end, I realized that I was unlikely to find something interesting here and that I still had to row back - and turned back.

In the morning we moved to the White Lake. Very soon the river - now Kovzha - was heard in breadth. The ship's passage ran among the swampy islands, and further on a forest was visible. Of course, outside of it, the depth should be very shallow, so we didn’t even have any thoughts about going anywhere. Here and there, blackened stumps were visible above the water, leftover, presumably, from the very construction of the canal. The places here, of course, are the most disgusting, but we passed them quickly.

Ahead appeared a stele, marking the beginning of the Belozersky canal. Of course, I went closer to her so that Natasha could photograph her from all sides. There were also motorboats local residents. It was evident from everything that the endless swamps would soon be replaced by civilization.

So we went to White lake. The weather was just perfect. The blue sky above us was streaked with contrails of aircraft, and the horizon merged with this sky somewhere far, far away. I decided to go to sleep, and Natasha sat on the steering wheel. In general, I slept through almost the entire lake, and woke up only when Belozersk was very close. Like how the fuck is that ancient city. White churches and the same white merchant houses towered over various buildings, and base stations of cellular communication stuck out above all this, which made us unspeakably happy. We did not plan to visit the city, since there was enough fuel, and food was also purchased in Vytegra. We were going to make the next purchases somewhere further, because we really wanted to get to the North Dvina system faster.

We anchored a little short of Belozersk. We spent the night here, and from here the next day we went further.

Here we must definitely remember about drinking water, with which there are some problems in the Volga-Balta. The water here is very dirty and muddy, so I had to filter it with a homemade filter: I cut off a bottle, into the neck of which I inserted a piece of cotton wool, and through this business I drew water into a five-liter bottle.

But it is, digression. In the meantime, we returned to ship's passage. Our reference point was an old leaning church - a well-known building, flooded during the construction of the canal, and now concreted so that it does not fall apart at all. So we entered another river. Before Topornya, where the North Dvina Canal begins, we had two small crossings left.