natgillin/translations-raw huggingface dataset:
.1.1 Sufficient intact stability shall be provided in all service conditions so as to enable the ship to withstand the final stage of flooding of any one main compartment which is required to be within the floodable length.
.1.1 Predvideti je treba takšno stabilnost nepoškodovane ladje v vseh pogojih obratovanja, da lahko vzdrži popolno poplavljanje katerega koli glavnega oddelka, za katerega se zahteva, da je v okviru poplavne dolžine.
.1.2 Where two adjacent main compartments are separated by a bulkhead which is stepped under the conditions of Regulation 7.6.1, the intact stability shall be adequate to withstand the flooding of those two adjacent compartments.
.1.2 Če sta dva sosednja glavna oddelka ločena s stopničasto pregrado, ki ustreza določbam pravila 7.6.1, je stabilnost v nepoškodovanem stanju takšna, da ladja lahko prenese poplavljanje teh dveh sosednjih glavnih oddelkov.
.1.3 Where the required factor of subdivision is 0,50, the intact stability shall be adequate to withstand the flooding of any two adjacent compartments.
.1.3 Če je določeni faktor pregrajevanja 0,50, mora biti stabilnost v nepoškodovanem stanju takšna, da ladja lahko vzdrži poplavljanje katerih koli dveh sosednjih glavnih oddelkov.
.2.1 The requirements of subparagraph .1 shall be determined by calculations which are in accordance with paragraphs .3, .4 and .6 and which take into consideration the proportions and design characteristics of the ship and the arrangement and configuration of the damaged compartments.
.2.1 Določbe pododstavka.1 se določijo z izračunom v smislu odstavka.3,.4 in.6 ter ob upoštevanju razmerja in glavne značilnosti ladje ter mesta in oblike poškodovanih oddelkov.
In making these calculations the ship is to be assumed in the worst anticipated service condition as regards stability.
Pri teh izračunih je treba predpostaviti, da je ladja glede na stabilnost v najbolj neugodnih pogojih obratovanja.
.2.2 Where it is proposed to fit decks, inner skins or longitudinal bulkheads of sufficient tightness to seriously restrict the flow of water, proper consideration is to be given to such restrictions in the calculations.
.2.2 Če se predlaga postavitev krovov, notranjih oplat ali vzdolžnih pregrad zadostne neprepustnosti, da zares omejijo vdiranje vode, se take omejitve pri izračunih upoštevajo v ustrezni meri.
NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B RO-RO PASSENGER SHIPS AND EXISTING CLASS B NON RO-RO PASSENGER SHIPS, CONSTRUCTED ON OR AFTER 29 APRIL 1990:
NOVE LADJE RAZREDA B, C IN D TER OBSTOJEČE RO-RO POTNIŠKE LADJE RAZREDA B IN OBSTOJEČE POTNIŠKE LADJE, KI NISO RO-RO POTNIŠKE LADJE RAZREDA B, IZDELANE 29. APRILA 1990 ALI POZNEJE:
.2.3 The stability required in the final condition after damage, and after equalisation where provided, shall be determined as follows:
.2.3 Zahtevana stabilnost v končnem stanju po poškodbi in po izravnavi, če je predvidena, se določi na naslednji način:
.2.3.1 The positive residual righting lever curve shall have a minimum range of 15 ° beyond the angle of equilibrium.
.2.3.1 Krivulja vzravnalnih momentov pozitivnih ostankov ima najmanjše območje 15 ° nad kotom ravnovesja.
This range may be reduced to a minimum of 10 ° in cases where the area under the righting lever curve is that specified in subparagraph .2.3.2 multiplied by the ratio 15/range, where range is expressed in degrees.
To območje se lahko zmanjša na najmanj 10 °, če je prostor pod krivuljo vzravnalnega momenta tak, kakor je določeno v pododstavku.2.3.2 in pomnožen z razmerjem 15/območje, pri čemer je obseg izražen v stopinjah.
.2.3.2 The area under the righting lever curve shall be at least 0,015 m-rad, measured from the angle of equilibrium to the lesser of:
.2.3.2 Prostor pod krivuljo vzravnalnega momenta je vsaj 0,015 m-rad, merjen od kota ravnovesja do manjše od naslednjih vrednosti:
.1 the angle at which progressive flooding occurs;
.1 kota, pod katerim se pojavi postopno poplavljanje;
.2 22 ° (measured from upright) in the case of one-compartment flooding, or 27 ° (measured from the upright) in the case of the simultaneous flooding of two adjacent compartments.
.2 22 ° (merjeno pokončno), če gre za poplavljanje enega oddelka, ali 27 ° (merjeno pokončno), če gre za hkratno poplavljanje dveh sosednjih oddelkov.
.2.3.3 A residual righting lever is to be obtained within the range of positive stability, taking into account the greatest of the following heeling moments:
.2.3.3 Vzravnalni moment ostanka se dobi znotraj območja pozitivne stabilnosti, ob upoštevanju največjega od naslednjih nagibnih momentov:
.1 the crowding of all passengers towards one side;
.1 množice vseh potnikov na eno stran;
.2 the launching of all fully loaded davit-launched survival craft on one side;
.2 spuščanja vseh popolnoma napolnjenih reševalnih plovil s sošico na eni strani;
.3 due to wind pressure;
.3 zaradi pritiska vetra;
as calculated by the formula:
z naslednjo formulo:
GZ(metres) = heeling moment
GZ(v metrih) = nagibni moment
displacment
izprodiv
However, in no case is the righting lever to be less than 0,10 metres.
V nobenem primeru pa vzravnalni moment ne sme biti manjši od 0,10 metrov.
.2.3.4 For the purpose of calculating the heeling moments in paragraph .2.3.3 the following assumptions shall be made:
.2.3.4 Za namen izračuna nagibnih momentov iz odstavka.2.3.3 se predpostavlja naslednje:
.1 Moment due to crowding of passengers:
.1 Moment zaradi množice potnikov:
.1.1 four persons per square metre;
.1.1 štiri osebe na kvadratni meter;
.1.2 a mass of 75 kg for each passenger;
.1.2 teža 75 kg na potnika;
.1.3 passengers shall be distributed on available deck areas towards one side of the ship on the decks where assembly stations are located and in such a way that they produce the most adverse heeling moment.
.1.3 potniki se porazdelijo po razpoložljivih prostorih na krovih proti eni strani ladje na krovih, na katerih so zbirna mesta, in na tak način, da ustvarijo najbolj negativen nagibni moment.
.2 Moment due to launching of all fully loaded davit-launched survival craft on one side:
.2 Moment zaradi spuščanja vseh popolnoma napolnjenih reševalnih plovil, ki se spuščajo s sošico na eni strani:
.2.1 all lifeboats and rescue boats fitted on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out fully loaded and ready for lowering;
.2.1 za vse rešilne in reševalne čolne, ki so na boku, na katerega se je nagnila ladja po poškodbi, se predpostavlja, da so zanihani čez krov popolnoma napolnjeni in pripravljeni za spust;
.2.2 for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum heeling moment during launching shall be taken;
.2.2 za rešilne čolne, ki so pripravljeni za spust popolnoma napolnjeni s svojega mesta na ladji, se upošteva največji nagibni moment med spuščanjem;
.2.3 a fully loaded davit-launched life-raft attached to each davit on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out ready for lowering;
.2.3 za vsak popolnoma napolnjen rešilni splav, ki se spušča s sošico, pritrjen na vsako sošico na boku, na katerega se je nagnila ladja po poškodbi, se predpostavlja, da je zanihan čez krov, pripravljen za spust;
.2.4 persons not in the life-saving appliances which are swung out shall not provide either additional heeling or righting moment;
.2.4 osebe, ki niso v reševalni opremi, ki je zanihana čez krov, ne smejo ustvarjati dodatnega nagiba ali vzravnalnega momenta;
.2.5 life-saving appliances on the side of the ship opposite to the side to which the ship has heeled shall be assumed to be in a stowed position.
.2.5 za reševalno opremo na boku ladje, nasprotnem od tistega, na katerega se je ladja nagnila, se predpostavlja, da je na svojem mestu.
.3 Moments due to wind pressure:
.3 Momenti zaradi pritiska vetra:
.3.1 class B: a wind pressure of 120 N/m2 to be applied;
.3.1 razred B: pritisk vetra 120 N/m2;
classes C and D: a wind pressure of 80 N/m2 to be applied;
razred C in D: pritisk vetra 80 N/m2;
.3.2 the area applicable shall be the projected lateral area of the ship above the waterline corresponding to the intact condition;
.3.2 uporabljeno območje je načrtovano lateralno območje ladje nad vodno črto, ki ustreza neokrnjenemu stanju;
.3.3 the moment arm shall be the vertical distance from a point at one half of the mean draught corresponding to the intact condition to the centre of gravity of the lateral area.
.3.3 krak momenta je navpična razdalja od točke na eni polovici povprečnega ugreza, ki ustreza neokrnjenemu stanju težišča lateralnega območja.
.2.4 When major progressive flooding occurs, that is, when it causes a rapid reduction in the righting lever of 0,04 metres or more, the righting lever curve is to be considered as terminated at the angle the progressive flooding occurs and the range and the area referred to in .2.3.1 and .2.3.2 should be measured to that angle.
.2.4 Kadar nastane večje postopno poplavljanje, to je kadar povzroči hitro zmanjševanje vzravnalnega momenta 0,04 metrov ali več, se šteje, da je krivulja vzravnalnega momenta končana pod kotom, pod katerim se pojavi postopno poplavljanje, območje in površina, navedena v.2.3.1 in.2.3.2, pa se merita do tega kota.
.2.5 In cases where the progressive flooding is of limited nature that does not continue unabated and causes an acceptably slow reduction in righting lever of less than 0,04 metres, the remainder of the curve shall be partially truncated by assuming that the progressively flooded space is so flooded from the beginning.
.2.5 Če ima postopno poplavljanje omejen obseg in se ne nadaljuje neprekinjeno ter povzroča sprejemljivo počasno zmanjševanje vzravnalnega momenta, ki je manjši od 0,04 metrov, se preostanek krivulje delno priseka, ob predpostavki, da je postopno poplavljen prostor tako poplavljen od začetka.
.2.6 In intermediate stages of flooding, the maximum righting lever shall be at least 0,05 metres and the range of positive righting levers shall be at least 7.
.2.6 V vmesnih stopnjah poplavljanja je največji vzravnalni moment vsaj 0,05 metra in obseg pozitivnih vzravnalnih momentov vsaj 7.
In all cases, only one breach in the hull and only one free surface need be assumed.
V vseh primerih je treba predpostavljati le eno razpoko v trupu in le eno prosto površino.
.3 For the purpose of making damaged stability calculations the volume and surface permeabilities shall be as follows:
.3 Če nastane poškodba, se pri izračunu stabilnosti upoštevata prostorska in površinska poplavnost, kakor sledi:
Spaces
Prostori
Permeability
Poplavnost
Appropriated to cargo or stores
Predvideni za tovor ali ladijske zaloge
Occupied by accommodations
Zavzeti z bivalnimi prostori
Occupied by machineries
Zavzeti s stroji
Intended for liquids
Določen za tekočino
Higher surface permeabilities are to be assumed in respect of spaces which, in the vicinity of the damaged waterplane, contain no substantial quantity of accommodation or machinery and spaces which are not generally occupied by any substantial quantity of cargo or stores.
Večjo površinsko poplavnost je treba predpostaviti za tiste prostore, ki blizu poškodovane vodne črte nimajo veliko prostorov za namestitev potnikov in posadke ali strojev in prostorov, ki v glavnem niso zavzeti s kakršno koli večjo količino tovora ali zalog.
.4 Assumed extent of damage shall be as follows:
.4 Predpostavljeni obseg poškodbe je:
.1 longitudinal extent: 3,0 metres plus 3 % of the length of the ship, or 11,0 metres or 10 % of the length of the ship, whichever is less;
.1 v vzdolžni smeri: 3,0 metre ter 3 % dolžine ladje ali 11,0 metrov ali 10 % dolžine ladje, glede na manjšo vrednost;
.2 transverse extent (measured inboard from the ship's side, at right angles to the centreline at the level of the deepest subdivision load line): a distance of one fifth of the breadth of the ship; and
.2 v prečni smeri (merjeno od zunanje oplate znotraj ladje navpično na simetralno ravnino ladje, na višino najvišje pregradne tovorne črte), dolžina enaka petini širine ladje; in
.3 vertical extent: from the base line upwards without limit;
.3 v navpični smeri: od osnovne črte neomejeno navzgor;
.4 if any damage of lesser extent than that indicated in .4.1, .4.2 or .4.3 would result in a more severe condition regarding heel or loss of metacentric height, such damage shall be assumed in the calculations.
.4 če bi kakšna poškodba manjše razsežnosti, kakor je navedeno v. 4.1,.4.2 ali.4.3, povzročila težje pogoje glede prečnega nagiba ali zmanjšanja metacentrične višine, se v izračunih takšna poškodba domneva.
.5 Unsymmetrical flooding is to be kept to a minimum consistent with efficient arrangements.
.5 Nesimetrično poplavljanje je treba z ustreznimi napravami zmanjšati na najmanjšo mero.
Where it is necessary to correct large angles of heel, the means adopted shall, where practicable, be self-acting, but in any case where controls to cross-flooding fittings are provided they shall be operable from above the bulkhead deck.
Če je treba izravnavati velike kote prečnih nagibov, se, če je to izvedljivo, uporabijo sredstva z avtomatičnim delovanjem, vendar je treba vedno, kadar obstajajo krmila za napravo za prečno poplavljanje, s takšno napravo ravnati z mesta nad pregradnim krovom.
For new class B, C and D ships the maximum angle of heel after flooding but before equalisation shall not exceed 15 °.
Za nove ladje razreda B, C in D največji kot prečnega nagiba po poplavljanju, vendar pred izravnavo ne sme presegati 15 °.
Where cross-flooding fittings are required the time for equalisation shall not exceed 15 minutes.
Če se zahtevajo naprave za prečno poplavljanje, čas za izravnavo ne sme preseči 15 minut.
Suitable information concerning the use of cross-flooding fittings shall be supplied to the master of the ship.
Ustrezna navodila za uporabo naprav za izravnavo nagiba morajo biti poslana poveljniku ladje.
.6 The final conditions of the ship after damage and, in the case of unsymmetrical flooding, after equalisation measures have been taken shall be as follows:
.6 Končno stanje ladje po poškodbi in izvedeni izravnavi v primeru nesimetričnega poplavljanja:
.1 in the case of symmetrical flooding there shall be a positive residual metacentric height of at least 50 mm as calculated by the constant displacement method;
.1 v primeru simetričnega poplavljanja je preostala metacentrična višina pozitivna in znaša najmanj 50 mm, izračunana po metodi nespremenljivega spodriva;
.2a unless provided otherwise in paragraph .6.2b, in the case of unsymmetrical flooding the angle of heel for one-compartment flooding shall not exceed 7 ° for class B ships (new and existing) and 12 ° for classes C and D ships (new).
.2a če ni drugače določeno v odstavku 6.2b, v primeru nesimetričnega poplavljanja nagib poplavljanja enega oddelka ne presega 7 ° pri ladjah razreda B (nove in obstoječe) in 12 ° pri ladjah razreda C in D (nove).
For the simultaneous flooding of two adjacent compartments, a heel of 12 ° may be permitted for existing and new class B ships, provided that the factor of subdivision is nowhere greater than 0,50 in that part of the ship that is flooded;
Pri hkratnem poplavljanju dveh sosednjih oddelkov se lahko dovoli nagib 12 ° za obstoječe in nove ladje razreda B, pod pogojem, da faktor pregrajevanja nikjer ni večji od 0,50 v poplavljenem delu ladje;
.2b for existing class B non ro-ro passenger ships, constructed before 29 April 1990, in the case of unsymmetrical flooding, the angle shall not exceed 7 °, except that in exceptional cases the Administration may allow additional heel due to the unsymmetrical moment, but in no case shall the final heel exceed 15;
.2b za obstoječe potniške ladje razreda B, ki niso RO-RO potniške ladje, izdelane pred 29. aprilom 1990, v primeru nesimetričnega poplavljanja kot ne presega 7 °, razen v posebnih stanjih, za katera uprava lahko dovoli dodatni nagib zaradi nesimetričnega momenta, vendar v nobenem primeru končni nagib ne presega 15 °.
.3 in no case shall the margin line be submerged in the final stage of flooding.
.3 mejna ugrezna črta v končnem stanju poplavljanja ne sme biti potopljena.
If it is considered that the margin line may become submerged during an intermediate stage of flooding, the Administration of the flag State may require such investigations and arrangements as it considers necessary for the safety of the ship.
Če je mogoče, da se mejna ugrezna črta potopi v času samega poplavljanja, lahko uprava države zastave zahteva, da se opravijo preiskave in sprejmejo ukrepi, ki so po njenem mnenju potrebni za varnost ladje.
.7 The master of the ship shall be supplied with the data necessary to maintain sufficient intact stability under service conditions to enable the ship to withstand the critical damage.
.7 Poveljnik ladje ima na voljo podatke, potrebne za ohranitev zadostne stabilnosti ladje v nepoškodovanem stanju v pogojih obratovanja, da lahko ladja vzdrži kritično poškodbo.
In the case of ships requiring cross-flooding, the master of the ship shall be informed of the conditions of stability on which the calculations of heel are based and shall be warned that excessive heeling might result should the ship sustain damage when in a less favourable condition.
Na ladjah z napravami za prečno poplavljanje je poveljnik ladje seznanjen s pogoji stabilnosti, na podlagi katerih so opravljeni izračuni prečnega nagiba, in opozorjen, da bi utegnila ladja ob manj ugodnih pogojih stabilnosti v poškodovanem stanju dobiti prevelik nagib.
.8 The data referred to in paragraph .7 to enable the master to maintain sufficient intact stability shall include information which indicates the maximum permissible height of the ship's centre of gravity above keel (KG), or alternatively the minimum permissible metacentric height (GM), for a range of draughts or displacements sufficient to include all service conditions.
.8 Podatki iz odstavka.7, ki poveljniku ladje omogočajo, da ohrani zadostno stabilnost ladje v nepoškodovanem stanju, vsebujejo informacije o največji dovoljeni višini težišča ladje nad gredljem (KG) ali najmanjši dovoljeni metacentrični višini (GM) za območje ugrezov ali izpodrivov, ki zadostujejo za vključitev vseh pogojev obratovanja.
The information shall show the influence of various trims taking into account the operational limits.
Informacije prikazujejo vpliv različnih prevesov ob upoštevanju obratovalnih omejitev.
.9 Each ship shall have scales of draughts marked clearly at the bow and stern.
.9 Vsaka ladja ima ugrezne lestvice, ki so jasno označene na premcu in krmi.
In the case where the draught marks are not located where they are easily readable, or operational constraints for a particular trade make it difficult to read the draught marks, then the ship shall also be fitted with a reliable draught indicating system by which the bow and stern draughts can be determined.
Če ugrezne označbe niso na jasno vidnem mestu ali če obratovalne omejitve določene dejavnosti otežujejo odčitavanje ugreznih oznak, se ladja opremi z zanesljivim sistemom prikaza ugreza, s katerim se lahko določa ugrez na premcu in krmi.
.10 On completion of loading of the ship and prior to its departure, the master shall determine the ship's trim and stability and also ascertain and record that the ship is in compliance with stability criteria in the relevant regulations.
.10 Ko je ladja naložena in preden odpluje, poveljnik ladje določi poravnanost in stabilnost ladje, ter preveri in zapiše, da ladja izpolnjuje merila stabilnosti iz ustreznih pravil.
The determination of the ship's stability shall always be made by calculation.
Ugotavljanje stabilnosti ladje se vedno opravi z izračunom.
An electronic loading and stability computer or equivalent means may be used for this purpose.
Za ta namen se lahko uporabi elektronski računalnik za izračun nalaganja in stabilnosti ali enakovreden pripomoček.
.11 No relaxation from the requirements for damage stability may be considered by the Administration of the flag State unless it is shown that the intact metacentric height in any service condition necessary to meet these requirements is excessive for the service intended.
.11 Uprava države zastave ne sme dovoliti odmikov od zahtev za stabilnost ladje v poškodovanem stanju, razen če se dokaže, da je v vseh pogojih obratovanja metacentrična višina ladje v nepoškodovanem stanju, ki bi zadostila tem zahtevam, prevelika za predvideno obratovanje ladje.
.12 Relaxations from the requirements for damage stability shall be permitted only in exceptional cases and subject to the condition that the Administration of the flag State is to be satisfied that the proportions, arrangements and other characteristics of the ship are the most favourable to stability after damage which can practically and reasonably be adopted in the particular circumstances.
.12 Odmiki od zahtev za stabilnost ladje v poškodovanem stanju se smejo dovoliti le izjemoma in pod pogojem, da se uprava države zastave prepriča, da so razmerja, naprave in druge značilnosti ladje najugodnejše za stabilnost ladje po poškodbi, ki se lahko v določenih okoliščinah praktično in smiselno sprejmejo.
8-1 Stability of ro-ro passenger ships in damaged conditions (R 8-1)
8-1 Stabilnost RO-RO potniških ladij v poškodovanem stanju (pravilo 8-1)
EXISTING CLASS B RO-RO PASSENGER SHIPS:
OBSTOJEČE RO-RO POTNIŠKE LADJE RAZREDA B:
.1 Existing class B ro-ro passenger ships shall comply with Regulation 8 not later than the date of the first periodical survey after the date of compliance prescribed below, according to the value of A/Amax as defined in the Annex of the Calculation Procedure to Assess the Survivability Characteristics of Existing Ro-Ro Passenger Ships when Using a Simplified Method Based Upon Resolution A.265 (VIII), developed by the Maritime Safety Committee at its 59th session in June 1991 (MSC/Circ.
.1 Obstoječe RO-RO potniške ladje razreda B morajo biti v skladu s pravilom 8 najpozneje do datuma prvega rednega pregleda po datumu izpolnitve, ki je predpisan spodaj, v skladu z vrednostjo A/Amax, kakor je opredeljena v Prilogi k Postopku izračuna za ocenitev lastnosti glede sposobnosti preživetja obstoječih RO-RO potniških ladij, kadar se uporablja poenostavljena metoda, temelječa na pravilu A.265 (VIII), ki ga je razvil Odbor za pomorsko varnost na svoji 59. seji junija 1991 (MSC/Circ.
Value of A/Amax
Vrednost A/Amax:
Date of compliance
Datum izpolnitve:
less than 85 %
manj kot 85 %
1 October 1998
oktober 1998
85 % or more but less than 90 %
85 % ali več, vendar manj kot 90 %
90 % or more but less than 95 %
90 % ali več, vendar manj kot 95 %
1 October 2002
oktober 2002
95 % or more but less than 97,5 %
95 % ali več, vendar manj kot 97,5 %
1 October 2004
oktober 2004
97,5 % or more
97,5 % ali več
1 October 2005
oktober 2005
8-2 Special requirements for ro-ro passenger ships carrying 400 persons or more (R 8-2)
8-2 Posebne zahteve za RO-RO potniške ladje, ki prevažajo 400 oseb ali več (pravilo 8-2)
NEW CLASS B, C AND D AND EXISTING CLASS B RO-RO PASSENGER SHIPS:
NOVE LADJE RAZREDA B, C IN D TER OBSTOJEČE RO-RO POTNIŠKE LADJE RAZREDA B:
Notwithstanding the provisions of Regulation II-1/B/8 and II-1/B/8-1:
Ne glede na določbe pravila II-l/B/8 in II-l/B/8-1:
.1 new ro-ro passenger ships certified to carry 400 persons or more shall comply with the provisions of paragraph .2.3 of Regulation II-1/B/8, assuming the damage applied anywhere within the ship's length L; and
.1 nove RO-RO potniške ladje, ki smejo prevažati 400 oseb ali več, izpolnjujejo določbe odstavka.2.3 pravila II-l/B/8, ob domnevi poškodbe kjer koli na dolžini ladje L; in
.2 existing ro-ro passenger ships certified to carry 400 persons or more shall comply with the requirements of paragraph .1 not later than the date of the first periodical survey after the date of compliance prescribed in subparagraph .2.1, .2.2 or .2.3 which occurs the latest:
.2 obstoječe RO-RO potniške ladje, ki smejo prevažati 400 oseb ali več, izpolnjujejo zahteve odstavka 1 najpozneje do datuma prvega rednega pregleda po datumu izpolnitve, ki je predpisan v pododstavku.2.1,.2.2 ali.2.3, odvisno od tega, kateri je poznejši:
.2.1 Value of A/Amax
.2.1 Vrednost A/Amax:
1 October 2010
oktober 2010
.2.2 Number of persons permitted to be carried:
.2.2 Dovoljeno število oseb na ladji:
1500 or more
1500 ali več