.
Surface ships and submarines built for the Russian Navy during the late USSR can be criticized
forge for imbalance in the composition of weapons, inability to use it at full range, lack of
a combat information and control system like Aegis - for anything other than aesthetic imperfection.
Graceful predatory silhouettes of cruisers, BODs, destroyers, multipurpose nuclear submarines, inherited from the Soviet
shipbuilding school, continue to delight the eye and cause pride among the citizens of Russia and respect in half
with envy of the subjects of foreign states (destroyers, unfortunately, are only pleasing to the eye).

Judging by the projects of the ships of the last (fourth) generation, developed at the Severny PKB and the Almaz Central Design Bureau (22350 and 20380),
ship architecture continues to receive due attention and, despite new requirements that run counter to aesthetics,
nK radar signature, frigates and corvettes under construction are as pleasing to the eye as their predecessors. However,
unfortunately, the reverent attitude to the long-standing traditions and canons of the genre is not universal. Today
two alarm calls have already been received, causing concern for the new look of the Russian Navy.

1. The forward-inclined forward wall of the wheelhouse enclosure of the APCR (RPKSN) project 955 "Borey"

Fencing of the cabin APKR pr. 955 (slightly retouched photo from newsreaders.ru from skroznik, submitted by tsonyo from forums.airbase.ru)

They prefer not to mention this architectural absurdity in the descriptions of the Boreyev construction, but questions arise from
many and sometimes they are even asked to the authors of the project. Quote : "(correspondent of the Central Naval Portal Dmitry
Glukhov) - Why is the bow of the cabin (more precisely, the fencing of retractable devices) of the SSBN of the Borey project is made so neo-
usually negative slope? (former general director of the Rubin Central Design Bureau Andrey Dyachkov) - This was done due to the peculiarities
placing in this place one of the stations of the sonar complex of the boat "(link).

That is, earlier, throughout the entire design and construction of nuclear submarines in our country and abroad, there were no such features,
but, suddenly emerging, they turned out to be so significant for the combat effectiveness of a strategic submarine cruise
ra, that for this it was necessary to disfigure its silhouette (it is very difficult to imagine a car with a windshield
would be tilted outward or a dolphin with a forward tilted forehead). Doubts about the appropriateness of this constructive
solutions also arise because A. Dyachkov's commentary is, of course, not about the main, but about the auxiliary (second
power) station GAK, presumably - mine detection (opinionCurious c forums.airbase.ru).


The point here, most likely, is different. CDB "Rubin" has never attached much importance to the form of fencing of the felling of its projects -
they were always either strictly rectangular (family 667, 877, 677), or almost (949 / 949A). Obviously tired of this one-
obrazia, the bureau's management decided to enter the history of shipbuilding since "new cabin concept "(a phrase from Acustic with
forums.airbase.ru). Unfortunately, the military reception, the fleet command and the state leadership did not have enough taste,
to interfere with the architectural research of "Rubin" and order it to be done as it should, that is, beautifully. Make it beautiful without
damage to the performance of individual products is always possible - there would be a desire (I know from experience).

For the sake of fairness, it should be noted that in some photographs where APCR are captured in foreshortening three-quarters from the nose or
stern, acquired ugliness is almost imperceptible, but the art of industrial design in particular consists in
his objects looked equally impressive from all sides.

2. The cut off bow end of the Mistral type DVKD


"Mistral" (photo from nemiga.info) -here THIS will show off in our parade line on the Day of the Navy!

Any reasonable explanation as to why the tip of the Mistral's nose ended up neatly cut off like a piece
sausages, I could not find. On the forums, the most incredible assumptions are put forward, such as a decrease in windage
(tiny nose and immense freeboard! ) or redirecting the incoming air flow in order to reduce
turbulence on the flight deck is a problem that for some reason stubbornly did not want and do not want to be noticed by the designers of all the others
aircraft carriers on the globe.

Or maybe everything is much simpler, and the key to cutting off the stem of the DVKD lies in the banal savings of the contractor company
on metal and man-hours? Or in the reluctance (inability) of the designer to find another way to meet the requirements set in the TTZ
load the masses and ensure normal alignment? After all, several tons of iron removed by a slight movement of the hand (thought) with
the very nose and the very top of the ship's hull are capable of having a much greater influence on the position of its center of gravity than
several hundred tons located amidships in the waterline area. Another option : longer flight deck was unnecessary,
and to make the body proportionally shorter (due to the cylindrical insert) was not possible (or simply did not want
moose to change the layout) - why engage in useless arts, if you can ingeniously just cut off the excess.

In general, the cut-off "Mistral" fits well into the general picture of the degradation of European (if not world) aesthetics
naval architecture with its Daring and Horizons. God is with them, it is their choice, but why drag this decadence into
Russia? To be honest, until the very launch of the Vladivostok, I childishly hoped that as part of the finalization of the project for
the needs of the Russian Navy, the Russian "Mistral" will be welded a piece of the stem taken from it, so that it ("Mistral") does not become too discordant
with the current ship composition of the domestic fleet. It didn’t come true. As in the case of the Boreas, the customer did not notice or
pretended not to notice the pronounced ugliness and did not insist on making changes to the project (the French were very
need this order and they probably would try).

I would like to think that the unprepossessing Borei and Mistrals are an annoying misunderstanding that will never happen again, and our military
ships were, are and will bethe most beautiful in the world .

Other photos of the new concept of the wheelhouse enclosure of the Rubin Central Design Bureau

The movement along rivers and seas on ships has been known in history for more than five thousand years. Today, according to the generally accepted terminology, a sea vessel is a cargo, passenger or fishing large-sized floating craft, a ship is a military one. The list of ships can be long. The most famous sea-going ships are sailboats and yachts, passenger liners and steamships, boats, tankers and bulk carriers. Ships are aircraft carriers, battleships, cruisers, destroyers, and submarines.

Ship structure

Whatever type or class the craft belongs to, it has common structural elements. First of all, of course, the hull, on which superstructures for various purposes, masts and deckhouses are installed. Engines and propellers, in general, power plants are an important element of all ships. For the life of a floating craft, devices, systems, electrical equipment, pipelines and equipment of premises are important.

They are also equipped with a spar and rigging.

The nose is called the front, the stern is the rear end of the hull, its lateral surfaces are the sides. The sailors call the starboard side in the direction of travel a starboard, the left side - a backboard.

The bottom or bottom is the lower part of the ship, decks are horizontal overlaps. The hold of the ship is the lowest room, which is located between the bottom and the lower deck. The space between the decks is called a twindeck.

Ship hull design

If we talk about a ship in general, be it a military ship or a civilian ship, then its hull is a streamlined, watertight, hollow body. The hull provides the ship's buoyancy and is the base or platform on which equipment or weapons are mounted, depending on the purpose of the ship.

The type of vessel determines both the shape of the hull and its dimensions.

The ship's hull consists of a set and a skin. Bulkheads and decks are specific to certain types of ships.

Sheathing can be made of wood, as in ancient times and today, plastics, welded together or riveted steel sheets or even reinforced concrete.

On the inside, to maintain the strength and shape of the hull, the skin and deck are reinforced with a set of rigidly fastened beams, wooden or steel, which are located in the transverse and longitudinal directions.

At the extremities, the hull most often ends with strong beams: in the stern - with the sternpost, and in the bow - with the stem. Depending on the type of vessel, bow contours can be different. Reducing resistance to the movement of the vessel, ensuring maneuverability and seaworthiness depends on them.

The underwater bow of the ship reduces water resistance, which means that the ship's speed increases and fuel consumption decreases. And on icebreakers, the stem is strongly inclined forward, due to which the ship crawls onto the ice and destroys it with its mass.

Body kit

The hull of any vessel must have strong connections in the vertical, longitudinal and transverse directions in order to withstand the pressure of the water, the shock of waves in any storm and other forces that act on it.

The underwater parts of the ship are experiencing the main load. Therefore, in the middle of the bottom set, the main longitudinal link is established, which perceives the forces arising from the buckling of the vessel - the vertical keel. It runs the entire length of the hull, connects to the stem and sternpost, and its design depends on the type of vessel.

The bottom stringers run parallel to the keel along it, their number depends on the size of the ship and decreases towards the bow and stern, as the bottom width becomes smaller.

Often, to reduce the influence of the ship's side roll, side keels are installed, they do not go beyond the dimensions of the hull in width and have a different design.

Vertical steel sheets, called bottom floras, are installed across the hull and welded to the keel and can be both permeable and impermeable.

The set of boards continues the bottom set and consists of stringers (longitudinal beams) and frames (transverse stiffeners). The bow is considered in naval shipbuilding to be a zero frame, and the middle frame is considered midship.
The deck set is a system of intersecting longitudinal and transverse beams - beams.

Ship shell

The hull of the ship consists of the outer bottom and side plating and deck flooring. The outer sheathing is made of horizontal individual belts, connected in various ways: close, butt, flat, herringbone.

The underwater parts of the ship must be the strongest, therefore the lower (sheet pile) plating belt is made thicker than the intermediate belts. The same thickness is also the plating belt, which is called the shirstrek, at the beams of the upper continuous deck.

Deck flooring consists of the longest sheets that rest on the deck set, and limits the top of the ship. The sheets are placed with the long side along the vessel. The smallest metal deck deck thickness is 4 mm. can also be made of boards.

The deck is a set and deck.

Ship deck

In terms of height, the ship's hull is divided into several decks and platforms. A platform is a deck that does not run along the entire length of the ship, but only between several bulkheads.

Decks are named according to their location on the vessel, lower, middle and upper. At the ends of the ship (bow and stern) under the lower deck are platforms that are counted from top to bottom.

The number of both decks and platforms depends on the size of the vessel, its purpose and design.

River and mixed navigation vessels have one main or upper deck. Marine, such as a passenger ship, or rather a passenger ship, three decks.

Large lake passenger ships have an intermediate deck, in addition to the main one, which forms an interdeck space.

A cruise ship can have significantly more decks. For example, on "Titanic" there were four of them, stretching along the entire length of the ship, two platforms that did not reach either the bow or stern, one was interrupted in the bow, and one was located only in the front of the liner. The newest liner Royal Princess has nineteen decks .

The upper deck, also called the main or main deck, withstands the greatest stresses during transverse compression and buckling of the hull. The deck of a ship is usually made with a slight rise in the center to the bow and stern and a bulge in the transverse direction, so that water that has fallen on the deck when the sea is rough can easily flow down to the sides.

Ship superstructures

Deck superstructures are superstructures located across the entire beam of the vessel. They form closed volumes that are used as office and residential premises. Sidewalls are superstructures, the side walls of which continue the side of the ship. But most often the rooms above the upper deck do not reach the sides. Therefore, there is a somewhat conventional division into superstructures proper, which are located on a rather large length of the ship, and deckhouses, also superstructures, but short.

Since the upper deck of the ship is divided into sections that have their own names, the same names are given to the superstructures located on them: tank or bow, stern or poop and middle. The forecastle - bow superstructure - is designed to increase the bow of the hull.

The tank can take up to 2/3 of the length of the vessel. In an extended tank, cabins are placed on passenger ships, and on cargo ships - cargo twin decks.
In the aft superstructure - a poop or a poop - they don't arrange living quarters for the team.

Between the superstructures, the deck is fenced with bulwarks, which should protect the deck from flooding with water.

On sea-going vessels, depending on the type and purpose of the vessel, felling is performed in several tiers.

On river vessels, only the premises in which the steering wheel and radio are located are called felling, and all other structures on the upper deck are superstructures.

Ship compartments

The structure of a military or civilian ship implies the presence of watertight compartments, which increase its unsinkability.

Internal vertical walls (bulkheads) are made watertight, dividing the length of the inner volume of the ship into compartments. They prevent water from filling the entire internal volume in case of damage in the underwater part of the ship and the spread of fire.

The compartments of the ship, depending on the purpose, have their own names. The main propulsion systems are installed in a compartment called the engine or engine room. The engine room is separated from the boiler room by a watertight partition. Cargoes are transported in cargo compartments (holds). The living quarters for the crew and passengers are called living and passenger holds. Fuel is stored in the fuel compartment.

Rooms in compartments are fenced with light bulkheads. To get into the compartments, rectangular hatches are made in the deck flooring. Their sizes depend on the purpose of the compartments.

Marine propulsion system

The propulsion system on a ship consists of engines and auxiliary mechanisms that not only set the ship in motion, but also provide it with electricity.

The ship is set in motion by the main mover, connected by a shaft line.

Auxiliary mechanisms provide the vessel with electricity, desalinated water, steam.

According to the principle of operation and type of the main engine, as well as energy sources, the ship's power plant can be steam-powered or steam-turbine, diesel, diesel-turbine, gas-turbine, nuclear or combined.

Marine devices and systems

The structure of the ship is not only the hull and superstructures, it is also ship devices, special equipment and deck mechanisms that ensure the operation of the ship. Even people far from shipbuilding cannot imagine a ship without a steering or anchor device. And also on each vessel there is a towing, mooring, boat, cargo device. All of them are powered and serviced by deck aids, which include steering gears, towing, cargo and boat winches, pumps and much more.

Ship systems are many kilometers of pipelines with pumps, instruments and apparatus, with the help of which water is pumped out from holds or drains, drinking water or foam is supplied in case of fire, heating, air conditioning and ventilation are provided.

The mechanisms of the engine room are served by a fuel system for powering engines, an air system for supplying compressed air, and cooling engines.

With the help of electrical equipment, lighting on the ship and the operation of mechanisms and devices that are powered by the ship's power plant are provided.

All modern ships are equipped with sophisticated navigation equipment for determining the direction of movement (course) and depths, measuring speed and detecting obstacles in fog or oncoming ships.

External and internal communication on the ship is carried out using radio equipment: radio stations, ultrashort-wave radiotelephones, ship telephone exchanges.

Ship premises

The ship premises, no matter how many there are on the ship, are divided into several groups.

These are living quarters for the crew (officers 'cabins and sailors' quarters) and for passengers (cabins of various capacities).

A passenger liner is already a rarity today. Few people allow themselves to travel at low speed over long distances. You can fly much faster. Therefore, passenger cabins are more of a cruise ship property.

Passenger cabins, especially on cruise ships, are divided into several classes in terms of comfort. The simplest cabin resembles a railway carriage compartment with four shelves and almost no furniture, often facing inside the hull and without a porthole or window, with artificial lighting. The Royal Princess liner also provides passengers with luxurious two-room suites with balconies.

A cabin on a ship, namely on a military ship, is a resting room for crew officers. The ship commander and senior officers have separate single cabins.

Public spaces are salons, cinemas, restaurants, libraries. For example, the cruise ship Oasis of the Seas has 20 restaurants on board, a real ice rink, a casino and a theater for 1,380 spectators. night club, jazz club and disco.

The sanitary facilities include sanitary facilities (laundries, showers, bathrooms, baths) and household facilities, which include kitchens, all kinds of storerooms and utility rooms.

Passengers are usually denied access to office spaces. These are the premises in which the ship is controlled, or radio equipment, engine room, workshops, storerooms for spare parts and other ship supplies are located.
Special-purpose premises include cargo holds, storage of solid or liquid fuels.

Sailing vessel

The structure of a sailing ship is not much different from a conventional ship. Only sailing equipment, spars and rigging.

Sailing rig - a set of all the sails of the ship. Mast - the parts that directly carry the sails. These are masts, yards, topmills, bowsprites, geeks and other elements familiar from books about pirates of past centuries.

Special tackle, with the help of which masts, bowsprites and topmills are fixed in a certain position, are called standing rigging, for example, cables. Such equipment remains stationary and is made of thick resin, made from plant materials, or galvanized iron or steel cable, and in some places - chains.

Movable gear, with the help of which sails are set and removed, perform other operations related to the management of a sailing vessel, are called running rigging. These are sheets, halyards and other elements made of flexible steel, synthetic or hemp cables.

In all other respects, even in the number of decks, they are similar to their brothers.

The multi-deck sailing ship appeared in the 16th century. On Spanish galleons, depending on the displacement, there could be from 2 to 7 decks. The superstructure was also built in several tiers, which housed living quarters for crew officers and passengers.

The structure of a ship, at least its main structural elements, does not depend on the type and purpose of the ship, whether it be sailboats driven by the force of the wind blowing sails, or paddle steamers with a steam engine as a propulsion device, cruise liners with a steam turbine, or nuclear icebreakers.

A common situation - you are about to dive, go to the water, bend over to put on your fins, and suddenly feel painful phenomena in the eyebrow area. If you do not pay attention to this, your painful sensations can increase and give you a lot of trouble when trying to dive in depth. To deal with this problem, we asked questions about this phenomenon to the candidate of medical sciences Irina Skidanova - the head of the department of otorhinolaryngology, who is also a CMAS ** underwater swimmer.

When scuba diving - whether diving or freediving - it is important to keep the medical aspects of deep diving in mind. Pressure drops during descent and ascent can provoke damage to organs or tissues - barotrauma. This applies to cavities filled with gases, the volume of which is limited by the bone framework - the paranasal sinuses (barosinusitis).
There are two types of barotrauma: compression and reverse compression. During a dive, the air in the paranasal sinuses will contract, and upon ascent, it will expand in accordance with Boyle's law. On the surface, we do not experience slow pressure equalization. A rapid increase or decrease in hydrostatic pressure is accompanied by a change in the volume of air in these cavities, which can lead to pathological changes in the mucous membrane. Barotrauma is possible even for experienced divers, as there are drops in hydrostatic pressure with each dive. Not giving importance to a mild runny nose, you increase the risk of getting barotrauma. Often, beginners make the mistake of assuming that since we breathe underwater through our mouth, nasal breathing is not important. It is necessary to take into account the fact that in healthy people, cold water can cause reflex swelling of the nasal mucosa, blocking the sinus fistulas, increasing the risk of barotrauma. Therefore, dive slowly, controlling your senses. If you have a history of ear or sinus pain at depth, consult your ENT doctor before your next dive.

What causes diving headaches?

The reason for the appearance of a sharp headache when diving to a depth may be barotrauma of the paranasal sinuses. This is due to the pressure drop in the bone cavities, not able to stretch and contract. The reason for the violation of the equalization of pressure in the sinuses is a violation of the normal functioning of their natural openings (fistulas), which open into the nasal cavity. Anatomical features or inflammation in the nasal cavity and paranasal sinuses contribute to the blockage of these openings. Air cannot enter the sinus and a vacuum is created. Barotrauma of the paranasal sinuses is caused precisely by the pressure drop in the closed cavities, the increasing edema of the mucous membrane, which presses on the nerve endings, causing pain. By the localization of pain, you can tell exactly which sinus is affected. If there is no clear localization of the headache, it is necessary to measure blood pressure (BP). With high blood pressure, it is necessary to take appropriate drugs, and only after normalization of blood pressure to assess the state of ENT organs. If the headache has been relieved, the sinuses are most likely fine. In addition, with an increase in blood pressure, headache occurs more often on the surface. If you suffer from hypertension, blood pressure should be monitored before and after diving so as not to cause trouble at depth, for example, in the form of nosebleeds.

What are the sinuses and where are they located?

The paranasal sinuses are the cavities inside the facial part of the skull that open into the nasal cavity with small openings (anastomoses). The inner part of the nose is divided by a nasal septum into two halves, they are connected to the external environment through the nostrils, and to the nasopharynx through the nasal openings (choanas). In each half of the nose on the side wall there are three ridges - nasal concha (upper, middle and lower), which form three nasal passages (upper, middle and lower). In the middle and upper nasal passage, anastomosis of the sinuses is opened. The two maxillary sinuses (maxillary sinuses) are the largest sinuses that are located in the body of the upper jaw, the projection of the sinuses is on the sides of the wings of the nose. Two frontal sinuses are located above the nose between the superciliary arches in the thickness of the frontal bone, have a different degree of air communication - the worse, the harder the pressure differential is tolerated. The cells of the ethmoid labyrinth are the cells of the ethmoid bone located between the orbits at the level of the base of the nose. The sphenoid sinus, located in the body of the sphenoid bone, is divided into two halves by a septum.

What diseases of the upper respiratory tract are contraindications for diving?

Contraindications to diving on the part of the ENT organs are relative, since they can be eliminated by conservative or surgical treatment.
These are: acute and chronic rhinitis; acute and chronic sinusitis; malignant and benign formations of the sinuses; curvature of the nasal septum.
After the end of acute diseases of the upper respiratory tract, it is better to give up diving for several days until nasal breathing and the body's defenses are fully restored. After all, not only labored nasal breathing is fraught with danger. Weakened immunity against the background of hypothermia in water can complicate even an easily transferred acute respiratory disease. The decision to dive or not should be based on how you feel and the severity of the infection. Of course, you should not dive right after surgical treatment for diseases of the nose and paranasal sinuses. Recovery after operations in the nasal cavity and sinuses takes place within one month. And even after this period, you need to be careful when you first dive. The speed of descent and ascent should be minimal so that there is time to evaluate your feelings.

What happens in the sinuses at depth?

When diving to a depth, air under pressure, with low humidity, begins to act on the mucous membrane of the nose and paranasal sinuses. This leads to reciprocal changes in the mucous membrane of the paranasal sinuses. If the area of \u200b\u200bnatural anastomoses is blocked, the pressure drop provokes edema and infiltration of the nasal mucosa and paranasal sinuses, and with a further increase in pressure, a submucous hematoma is formed.

How can you suspect that there was a barotrauma of the paranasal sinuses?

In this case, when diving to a depth, pain sharply appears in the area of \u200b\u200bthe sinuses, which is often so strong that it causes the diver to emerge immediately. After surfacing, the pain decreases if you had time to react quickly and there was a shallow depth. Sometimes pain can appear during the ascent.

What are the symptoms of sinus barotrauma?

This is a sharp headache, which in strength can be compared with a toothache. The localization of pain varies depending on the affected sinuses - the bridge of the nose, cheekbones, upper teeth, forehead. Occurs during submersion or ascent and persists on the surface. Often, barosinusitis is combined with barootitis, which is manifested by congestion, pain and tinnitus. Other symptoms are variable - nasal congestion, mucous discharge from the nose, and nosebleeds are possible. Neurologic symptoms may be associated with damage to the adjacent trigeminal nerve and infraorbital nerve.

What are the degrees of barotrauma and what is affected?

Three classes of severity of barotrauma are distinguished depending on the severity of symptoms (V. Weisman) .1 class. Just discomfort in the sinus area (not accompanied by changes in the radiograph) of the sinuses. Grade 2. Severe headache lasting up to 24 hours (with thickening of the mucous membrane of the paranasal sinuses on the radiograph). 3rd grade. Severe headache lasting more than 24 hours (with severe swelling in the paranasal sinuses on the x-ray) and nosebleeds. In most cases of barotrauma, the frontal sinuses are affected, which is associated with the anatomically narrow nasolabial canal, even in healthy people. Barotrauma of the maxillary, ethmoid and sphenoid sinuses is less common and in most cases is associated with an acute respiratory infection. The pressure drop required for barotrauma is individual and depends on the size of the natural sinus anastomosis and the rate of immersion.

What to do if you have a barotrauma of the sinuses?

In the event of a headache, a controlled ascent is necessary. The first aid is vasoconstrictor nasal drops - nasivin, xymelin, which should be in the first aid kit of every diver. They will help restore nasal breathing and open the natural fistula of the sinuses, thereby ensuring equalization of pressure with the environment. The use of antihistamines (Zyrtec, Erius, Cetrin, etc.) will reduce the developed edema in the paranasal sinuses, and therefore, reduce pain. The use of non-steroidal anti-inflammatory drugs (nurofen, pentalgin) is also justified, since the effect of the drugs can reduce inflammation and anesthetize. Naturally, upon returning, it is necessary to take an X-ray of the paranasal sinuses and appear to the ENT doctor. With persistent pain syndrome and persistent edema in the sinuses (this will be shown by an x-ray), infusion decongestant therapy is indicated, for example, with calcium chloride and dexamethasone.

When is X-ray of the paranasal sinuses necessary?

The indications are as follows: Before immersion: acute inflammation in the nasal cavity, accompanied by nasal congestion, mucous or purulent discharge from the nose. After immersion: a sharp headache that occurs when immersed under water. Indications for CT of the sinuses are chronic processes in the nasal cavity and paranasal sinuses. This is necessary to prevent the occurrence of barotrauma.

How to avoid barotrauma of the sinuses?

Never dive if your nose is not breathing. This applies to both acute rhinitis and sinusitis of an infectious nature, as well as chronic pathology in which nasal breathing is blocked (polyps, benign and malignant neoplasms). A curvature of the septum is not a contraindication to diving if the degree of curvature does not affect nasal breathing and the ability to purge and does not block the natural openings of the sinuses. Cysts of the paranasal sinuses adversely affect immersion, as a pressure drop can provoke or intensify pain. Therefore, before a deep dive, it is better to be examined by an ENT doctor and remove all possible factors provoking barotrauma.

Can I dive if there is a residual runny nose after a respiratory infection?

Many believe that immersion in residual acute rhinitis and sinusitis is possible with the use of vasoconstrictor drops. Indeed, these drugs make nasal breathing easier, but their duration is limited. If you plan to stay under water for a long time, more than 1.5–2 hours, the effect of the drops on ascent will decrease, increasing the risk of damage to the sinuses and middle ear. Exercise self-control before diving, since the decision to dive is made by YOU!

To reduce the risk of developing barotrauma, it is necessary to choose the optimal immersion speed that does not affect your well-being, which allows you to have time to purge. Most importantly, don't dive if you have nasal breathing problems!


Text: Irina Skidanova - Head of the Department of Otorhinolaryngology, CMAS underwater swimmer Photo: Vladimir Gudzev

Have you noticed how easy it is for us to breathe at sea? The thing is that the sea air contains small particles of sea water, rich in minerals. By acting on the mucous membrane of the respiratory tract, they not only moisturize it, but also help the epithelial cells to work more efficiently.

Rinsing the nose with sea water has been practiced for a long time, but it was not immediately possible to scientifically prove its positive effect on health. It is still believed that a sodium chloride solution (or saline solution) is comparable in effectiveness with seawater-based sprays.

However, this is not true:
Exposure to minerals is only possible when using sea salt. In addition to sodium and chlorine, seawater contains magnesium and calcium ions, which stimulate the nasal mucosa. Magnesium ions are especially important, which contribute to the production of energy necessary for ciliated cells of the mucosa to remove pathological microorganisms from the nasal cavity 1;

Mechanical cleansing will help both in the prevention and treatment of the common cold. The effectiveness of the prevention and treatment of rhinitis with the help of regular nasal lavage has been repeatedly subjected to clinical studies both in Russia and abroad.
Nasal lavage helps with diseases such as colds (ARVI), rhinitis (runny nose), sinusitis (inflammation of the sinuses), allergic rhinitis and, as well as respiratory diseases associated with air pollution in large cities and at work 1. Rinsing the nose with sea water, as part of complex therapy, will help to avoid the development of such unpleasant complications as, for example, otitis media, sinusitis, frontal sinusitis, as well as chronicity of process 1;

Liquefying mucus and facilitating its removal from the nose also occurs in different ways. Regular rinsing of the nose with seawater prevents the thickening of mucus in the nasal cavity and clears the mucous membrane of bacteria, viruses and allergens, improves the performance of microcilia, which are responsible for the distribution of mucus in the nasal cavity and the removal of mucus, and with it bacteria, viruses, allergens from the nasopharynx.

To learn how to properly rinse your nose, watch our animated video on this topic.

Remember personal hygiene and nasal hygiene. In the latter, the Marimer sea water can help.

Marimer is natural seawater for the prevention and treatment of rhinitis. Thanks to the innovative spraying system, in one injection, many micro-drops of seawater are gently distributed throughout the nasal cavity and help to effectively clear mucus from it 2.

Each microparticle of Marimer seawater contains beneficial trace elements that help support the protective functions of the nose from the very beginning of the treatment of the common cold. The unique design of the can helps to avoid discomfort for a soft and comfortable use. A wide range of products will allow you to choose the right format for each family member 2.

Marimer sea water is collected every day, off the coast at a depth of several meters in the waters of the Atlantic in a bay near Saint-Malo. This bay has powerful ebbs and flows, and the constant mixing of water provides a rich variety of algae, which means a high content of mineral elements.

Sterility is ensured through a microfiltration process without irradiation and the use of antiseptics (no chemicals are used in water treatment). Within a few days after collection, water is poured into bottles. During the manufacturing process, water quality is monitored to ensure the highest level of safety. A special valve in the nozzle prevents bacteria and other contaminants from entering the bottle.

An innovative atomization system (microdiffusion) creates the optimal size of droplets / particles of aerosol, providing accurate and continuous atomization, uniform and maximum complete distribution of the solution on the surface of the mucous membrane.

1 GS Maltseva, "The use of sea water for the prevention and treatment of diseases of the nasal cavity and nasopharynx in children." // Journal "Pediatrics", No. 03, 2013.
2 Instructions for the medical use of MARIMER FORTE and MARIMER preparations dated 05/07/2015 and 05/06/2015.

Looking at the ship in profile, you can evaluate its shape and hull lines. The vessel itself is a frame, called a set, and a skin. The body kit serves to give the entire structure rigidity. It also forms the appearance of the ship, its contours. It can be seen that in the front (bow) part of the vessel has a special shape. The bow of the ship is specially made pointed so that when moving through the water column the ship experiences minimal resistance of the environment.

The front end of the ship in marine terminology is called the bow. In its location, it is opposite the stern. The bow of the ship most often has an elongated shape, narrowed from the sides. Its function is to cut the waves that impede the rapid movement of the vessel. Such a peculiar shape of the bow is best suited to the operating conditions of the ship.

Elements of the bow of the ship

The bow of the ship has a complex structure. It is designed in such a way as to minimize water resistance. At the very end of the nose is the stem. This is a thick beam, which is a kind of continuation of the keel. In the place where the stem comes to the waterline, a metal plate is often placed, which is called "green" or "water cutter".

In ancient times, on the prow of sailing ships, ornaments were usually placed in the form of figures - rostra, which performed a decorative function. Such images allowed not only to make the ship more attractive, but often gave a frightening look to warships. Roman warships, instead of decorative figures, often had massive battering rams in front, with which the nose ended.

Deck elements at the fore of the vessel also have their own names. The bow space of the upper deck of the ship is called the "tank". On a sailing ship, the tank starts at the foremast and ends at the foremost end of the ship. Sometimes the ship has an elevation on the deck in the front part - a forecastle. This structural element can take up to half of the entire length of the vessel. Rigging and mooring equipment is installed on the front of the deck.

In the area of \u200b\u200bthe bow, the hull has a reinforced structure. The kit here is more durable and frequent, and the casing has a significant thickness and strength. It is done so that the vessel has the ability to confidently go against the wind and strong waves. A strong bow is also needed when touching the berth at the moment of mooring. In any swimming conditions, the nose takes on the main load of the external environment, therefore the requirements for its design are always more stringent.

When looking at an ocean-going ship, it is not always possible to imagine how many parts it consists of. In the beginning, external forms of construction, hull contours and deck superstructures are striking. Meanwhile, any ship is a complex system that includes a number of elements, each of which has its own purpose and name.

The main parts of the ship

The basis of any ship, be it a small vessel, or a giant ocean liner, is its hull. It consists of a set including rigid longitudinal and transverse elements, as well as a casing, which is attached to the set from the outside. The set, combined with the casing, gives the vessel a smooth outline, guarantees waterproof and hull protection from damage. This is a kind of backbone, the skeleton of a ship.

Conventionally, the body can be divided into two parts. The front is called the bow, and the rear is called stern. The part of the ship that is below the waterline is called underwater. Everything that rises above the surface of the water is the surface of the ship. The feed and the nose on both sides of the center line are connected by sides.

The horizontal surface at the top of the hull is called the deck. It has long been recruited from boards tightly fitted to each other. One or more vertical masts are installed on the decks of sailing ships, to which sails and rigging equipment are attached.

Large ships are equipped with a superstructure in their upper part. This structure serves as a continuation of the sides and can take up a significant part of the deck area. The massive superstructure allows efficient use of the space on the deck, but worsens the stability of the ship and increases its windage. To control the ship, the cabin is part of the superstructure.

Other structural elements of the ship

In the middle and bow of the ship, you can often see the continuation of the side, slightly rising above the surface of the deck. This lightweight construction made of wood or heavy canvas is called a bulwark. It can be stationary or temporary. The bulwark is indispensable during heavy seas, when passing dangerous reefs and sailing.

They have their own names and elements of the ship set. The main longitudinal part of the structure, which runs along the entire hull in its lower part, is called the keel. In front, the keel passes into an inclined stem. The aft end of the keel is called the sternpost. The steering wheel is usually hung on it. A shaft can also be passed through the shaft.