Modified computation method for ullage & sounding under heel or trim

Posted on October 4, 2017

PIAS’ Layout module is able to produce tank sounding tables with a variety of parameters and units. Commonly, if the ullage or sounding parameters are included in such a table, those are determined in a user-defined sounding pipe, which can exist of two or more points. The latter to model curved or knuckled pipes. Additional, it is also possible to define just a single point, which is then used as the reference point for ullage or sounding. Conventionally, for such a case the ullage or sounding was computed under the assumption that the measuring tape goes through this reference point in a vertical direction. On September 22, 2017, this mechanism has been changed, and now a direction perpendicular to the water plane (so, including the effect of heel and trim) is applied, which is more realistic.

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SAIMENA award at Hiper for SARC’s Herbert Koelman

Posted on September 19, 2017

On September 13, Herbert Koelman received a best presentation award out of the hands of the chairman of the South African Institute of Marine Engineers and Naval Architects for his presentations held at the HIPER (High-Performance Marine Vehicles) conference held in Zevenwacht, South-Africa.

Kevin Watson (left, SAIMENA) and the two price winners Anriëtte Bekker (middle, Stellenbosch University) and Herbert Koelman (right, SARC).

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Assessment of intact and damage stability to PS and SB in PIAS

Posted on September 5, 2017

In PIAS, for each particular project of vessel the side of heel for intact and damage stability calculations is user-configurable, where the options are:

  1. Portside (PS).
  2. Starboard (SB).
  3. The side of the statical angle of inclination. With this setting, the side of the worst stability is estimated with this method: if this statical angle is to PS then the calculation is made to that side, otherwise to SB.
  4. Portside and starboard. With this setting there will be no a priori assumption on the “worst side”, instead the stability will be calculated to PS as well as SB, while both sides are fully taken into account in the stability assessment.

The first three options have been available in PIAS from its beginning, the fourth option was added by the end of 2016.

In a separate document Assessment of intact and damage stability to PS and SB in PIAS the background of this feature is described into some detail.

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Calculation of stability around the weakest heeling axis

Posted on July 11, 2017

PIAS, as many other stability programs, has from its conceptualization in the 1980s determined the intact and damage stability (or, to be more precise, the GZ) with respect to centerline plane. That is not always correct, in particular with hull shapes which are significant asymmetrical in longitudinal direction the GZ should be determined with respect to a rotated plane (rotated around a vertical axis). Occasionally, people have inquired for a possible extension of PIAS towards the effects of stability around the axis of weakest stability, and the recurring reply of SARC was that this would certainly be feasible, and could be produced on order. In 2017 that was finally implemented in PIAS.

In a separate document Calculation of stability around the weakest heeling axis with PIAS the background of this feature is described into some detail.


You don’t want this to happen

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Acceleration of PIAS

Posted on June 27, 2017

Some tasks of PIAS can be quite computation-intensive, such as the computation of intact stability (in particular if enhanced features are active, such as the shift of liquid method, and/or stability around the weakest axis) and damage stability, but also the generation of curved surfaces in Fairway. Time was that each new computer generation was faster than its predecessor, mainly thanks to processor clock frequency increase, but that has come to a halt a decade ago. Nowadays, CPU manufacturers try to stimulate performance gains by means of parallelization, so that multiple tasks can be executed simultaneously. In the recent weeks, at SARC, we have been working to optimize (LOCO-)PIAS with these technologies, with the goal to cramp out all possible performance out of modern hardware.

This resulted for some PIAS applications in a speed increase of a factor 3 to 8, depending on the task and the hardware.

In a separate document Acceleration of PIAS by hardware support the background and results are described into some detail.

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Connection with Visual Cargo Care

Posted on June 22, 2017

For our General Cargo module in LOCOPIAS we now have a connection with the software Visual Cargo Care (lashing & securing).

Visual Cargo Care is an advanced software solution for lashing & securing of heavy-lift and project cargo. The Visual Cargo Care solution for Heavy-Lift & Project cargo helps you to be more effectively calculating acceleration forces, applying Lashing & Securing and creating reports for Method Statements.

Visual Cargo Care screenshot

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The BWM Convention will enter into force on 8 September 2017

Posted on June 19, 2017

A Ballast Water Management Plan must be approved and on board by 8 September 2017. With the deadline approaching, SARC has information and resources to help you. Ships of 400 gt and above are required to have on board and implement a Ballast Water Management Plan approved by Class. The Ballast Water Management Plan is specific to each ship and includes a detailed description of the actions to be taken to implement the Ballast Water Management requirements and supplemental Ballast Water Management practices.


Ballast Water Management Plan example

The Ballast Water Management Plan is required to:

  • Assist the ship in complying with international regulations to minimise the risk of the transfer of harmful aquatic organisms and pathogens in ships’ ballast water and associated sediments.
  • Identify the ship’s Ballast Water Management Officer.
  • Consider ship safety elements, provide information to PSC officers on the ship’s ballast handling system and confirm that ballast water management can be effectively planned.
  • Include training on BWM operational practices.
  • Be written in the working language of the ship. If this language is not English, French or Spanish a translation into one of these languages must be included.

Ballast Water explained

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Update 26-07-2017

The MEPC, at its 71st meeting, reached a compromise on compliance dates for ballast water discharge. Ships constructed after 8th September 2017 must comply on delivery, while existing ships in general must comply by the first IOPP renewal after 8th September 2019.

Under the proposal, ships constructed on or after September 8, 2017 are to comply with the D-2 standard on or after that date.
Vessels built before September 8, 2017, are to comply with the D-2 standard at the first MARPOL IOPP renewal survey completed on or after:

  •  September 8, 2019 (Reg B-3/10.1.1); or
  •  September 8, 2017, only if a MARPOL IOPP renewal survey is completed on or after September 8, 2014, but prior to September 8, 2017 (Reg B-3/10.1.2).


Practicalities of loading instruments for Inland Waterway Tankers

Posted on June 9, 2017

The 16th International Ship Stability Workshop, ISSW 2017 was held in Belgrade, Serbia, from 5th to 7th of June, 2017. During this workshop Herbert Koelman had given a speech about the practicalities of loading instruments for Inland Waterway Tankers.

Intact and damage stability properties of Inland WaterWay (IWW) tankers are being considered to a much greater depth today than they used to be, because the 2015 edition of the applicable legislation not only requires an extensive (damage-) stability manual to be issued, but also an on-board loading computer to be installed. Although the formal framework is set by the rules, there are quite some issues left for interpretation or additional guidance, where also the classification societies play a role. Besides those practical issues, in this paper also data collection, specific loading instrument functions and loading software assessment are discussed. The entire paper can be found in our publications.

Read more about our loading instrument for IWW tankers.

Updated PIAS Layout file format

Posted on May 18, 2017

In order to accommodate future program enhancements, PIAS’ module Layout has been updated as per May 18, 2017. As usual, this format update is upwards compatible, which means that newer PIAS versions can read the old format, but older versions cannot read the new format. So, in order to be prepared to receive PIAS files in the contemporary format, users are advised to update PIAS at a convenient moment.

Article Naval Architect April 2017

Posted on April 20, 2017

In the April 2017 issue of the Naval Architect journal, an article has been published about recent developments in PIAS. Discussed subjects are:

  • The recent restructuring of the PIAS program suit. PIAS used to contain quite some separate modules, from which many have merged into core functional modules for e.g. hullform design, compartment modelling, intact and deterministic damage stability and probabilistic damage stability. Presently under construction is a local cloud which enables data sharing between the PIAS modules.
  • Conventional data exchange, such as file export to CFD, IGES and the Poseidon scantling program from DNV.GL.
  • Non-conventional data exchange, notable the collaborative design and engineering platform as currently under development in collaboration with CADMATIC.
  • Modelling of geometry of pipe lines in PIAS, and its use in design evaluation (such as probabilistic damage stability) and engineering.

With kind permission of The Naval Architect the article is accessible via this link:

Modular design system re-galvanized_The Naval Architect_April 2017

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