{"refrec":{"BRefID":131541,"RR":"<b>Vredeveldt, A.; Wolf, M.; Broekhuijsen, J.; Gret, E.</b> (2004). Safe transport of hazardous cargo through crashworthy side structures, <b><i>in</i></b>: Society of Naval Architects of Japan (Ed.) <i>Proceedings of the 3rd International Conference on Collision and Grounding of Ships, ICCGS 2004, October 25-27, 2004, Izu, Japan.</i> pp. 234-240","BEntID":125589,"PublicFlag":1,"CheckedFlag":0,"wosflag":null,"vabbflag":null,"RefStringPartII":", <b><i>in</i></b>: Society of Naval Architects of Japan (Ed.) <i>Proceedings of the 3rd International Conference on Collision and Grounding of Ships, ICCGS 2004, October 25-27, 2004, Izu, Japan.</i> pp. 234-240","DocTypID":17,"DocType":"Book chapters","MarineFlag":1,"FreshFlag":0,"BrackishFlag":0,"TerrestrialFlag":0,"Authorstring":"Vredeveldt, A.; Wolf, M.; Broekhuijsen, J.; Gret, E.","OrigTitleTranslFlag":0,"Authorstringtrunc":"Vredeveldt, A. <i>et al.</i>","Englishabstract":"The size of ships navigating the European inland waterways has increased dramatically over the last few years. For tankers, typical capacities have grown from 2000 m<sup>3</sup>,  to 10000 m<sup>3</sup>. Current regulations for transport of hazardous cargo in inland waterway ships prescribe a size limit to tanks of 380 m<sup>3</sup>, intended to limit the effect of accidental cargo outflow. As a consequence the number of tanks has increased typically from 10 to 26. More tanks imply an increased risk of failing valves and control equipment as well as human errors during loading and unloading. Therefore an investigation has been carried out into increasing the maximum size of tanks while compensating the increased effect of accidental outflow by reducing the probability of tank fracture. This decrease is realized by providing a crashworthy side structure, protecting the tank against collision. This paper shows how a crashworthy side structure, designed by Royal Schelde, is used to provide such crashworthiness. The methods to assess the effects of cargo outflow and the probability of tank fracture are outlined. It is indicated how the associated risk is calculated. It is also shown that equivalent safety is a feasible concept.","AbstractOtherLang":null,"BibLvlCode":"AM","StandardTitle":"Safe transport of hazardous cargo through crashworthy side structures","OrigTitleLangCode":"en","OrigTitleLangCodeExtended":"eng","OrigTitleLangID":15,"DateLastModified":{"date":"2024-12-10 01:33:17.368041","timezone_type":1,"timezone":"+01:00"},"UserAccessRight":null,"UserAccID":null,"AuthorKeywords":null,"OtherDescriptors":null,"Notes":null,"AnaPub":2004,"MonPub":null,"DateUpdate":"2009-03-03","DateCreate":"2009-03-03","SecASFANote":null,"ConfID":null,"PeerRev":null,"VlizCoreFlag":1,"WoScode":null,"VABBcode":null,"OpenAcc":0},"refs":null,"anarec":{"AnaID":131541,"PubliDate":2004,"Pagination":"234-240","XtraPublOfAnaID":null,"ISBN":null,"Volume":null,"Issue":null,"BRefMon":131534,"BRefMonRR":"<b>Society of Naval Architects of Japan (Ed.)</b> (2004). 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