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Computations without the Compart detour

Posted on August 19, 2019

Those who followed the newsletters of the past years will have noticed that PIAS has seriously been revised and modernized.

An important topic in this process has been the replacement of Compart with the Layout module. However, PIAS modules using compartment data were still based on the Compart data format, so Layout stored the compartment data both in native Layout format, as well as in Compart format. For the user this was invisible, so as such it was no real objection, but this duality obstructs further software developments. For this reason, all modules of PIAS have been adapted to native Layout format. This new software has been in use within SARC for some time, and has been intensively tested, so we consider it now to be the time for a general release. Actually, you will not see any change in operation of PIAS, although compart-related computations (such as damage stability) might occasionally give marginally different results with the new software. Please be assured that, thanks to the enhanced compartment definition method of Layout, differences — if they occur at all — will be in the direction of increased accuracy.

Compart has been removed from the set of PIAS modules. An act that we will perform with some melancholy because this piece of software has since 1985 served thousands of PIAS users with modelling and computations of an estimated million tanks, holds and spaces.

PIAS’ Probdam module updated with SOLAS 2020 requirements

Posted on June 13, 2019

On June 15, 2018 IMO adopted resolution MSC.421(98), titled “Amendments to the International Convention for the Safety of Life at Sea”. With respect to probabilistic damage stability, this encompasses:

  • A change of the required subdivision index for passenger vessels.
  • Changes in the formula for the probability of survival, applicable to damage cases that involve a ro-ro space.

PIAS module Probdam has been extended with these changes and is currently being tested. From July 1, 2019 this functionality is available for all users of Probdam.

Direct computation of tank volume during definition of tank geometry

Posted on April 23, 2019

When designing or defining a ship for some tanks or compartments target capacities apply. In those cases it will be convenient to have permanent feedback on the actual volume of a compartment. This feature is now available in PIAS’  Layout module.

New damage stability summary

Posted on March 27, 2019

The output of damage stability (summary) has been given a makeover and has become much shorter than before. This output can also be imported into Microsoft Word or Excel to edit it yourself. For each damage case it is now possible to see briefly and clearly whether this case is complies or not. The complete output has remained unchanged and everything can be found there down to the last detail.

Example of new summary output damage stability

 

Example of old summary output damage stability

Article Naval Architect January 2019

Posted on February 28, 2019

In the January 2019 issue of the Naval Architect journal, an article has been published about Computer-Aided Ship Design (CASD) software. Discussed subjects are:

  • User-friendliness of software in practice.
  • Root cause analysis of ill-designed software.
  • Examples of PIAS software after proactively envisioning what the user really needs.

With kind permission of The Naval Architect the article is accessible via this link in our Publications section:

Lost in the stars

Newsletter SARC BV December 2018

Posted on December 28, 2018

Just before the closing of the year we would like to inform you about the most recent developments concerning SARC and PIAS, as elaborated in attached newsletter.

Newsletter SARC BV December 2018

New generation method for compartment connections

Posted on November 1, 2018

Already for some twenty years, the Probdam damage case generator has a feature, called compartment connections, for generating complex intermediate stages of flooding. This tool has been improved so that a multitude of complex intermediate stages will be generated, instead of just a single one previously. This results in a more realistic flooding pattern of compartments through the defined compartment connections. As an example, see the picture below which shows the previous mechanism, as well as the present one. In this example compartment A is initially damaged and compartments B and C are being flooded due to the compartment connections with compartment A.

Calculation performance in PIAS

Posted on October 23, 2018

SARC is already present in the maritime software industry for more than 35 years. Our goal is to create software for naval architects which programmed from the mind and practice of a naval architect, in order to make it quick and easy to use. One of the most challenging parts of software programming is to make the software is fast enough for the most comprehensive calculations. As years got by, on one hand computers became faster, while on the other hand there is a tendence to calculate more and more.  Therefore the software programmers had to make sure they would keep up with the developments of the hardware.

For a long time past a PC generally had one processor, containing only a single processing unit (core). That implies that the computer can process one task at a time. However, there is a tendency where a computer is equipped with multiple real or virtual processors. So, this technology enables a program to execute tasks parallel and in 2005 PIAS has been adapted for that facility by making the following tasks available for simultaneous processing:

  • Intact and damage stability.
  • Probabilistic damage stability.
  • Computation of intersections between bulkheads and/or compartment boundaries in PIAS’ Layout module.

So, over more then a decade ago we already developed hyper-threading within PIAS. In later years hardware companies kept developing their processors which also led to new developments in our software. Dual threading processors have led to multithreading in PIAS. Additionally, modern CPU’s are equipped with AVX (Advanced Vector eXtensions) which facilitates eight concurrent arithmetic operations in one processor cycle. More information can be found in the white paper ‘Acceleration of PIAS by hardware support‘ from May 2017.

PIAS offers two speed enhancing packages:

  • PIAS/ES 1, with original Windows threading facilities, limited to two threads (dualthreading).
  • PIAS/ES 2, containing AVX and application of Windows thread pool technology. Optimized for 4 to 8 threads but limited to 8 threads (hence its name octothreading).

We have done some tests for an “average” PIAS ship, with damage cases up to 8 simultaneous damaged compartments, resulting in 525 damage cases, without so-called “external subcompartments”. (Measured timings are in seconds)

Hopper dredger stability integrated into PIAS’ Loading module

Posted on October 16, 2018

Hopper dredger stability (e.g. dr-68 or Bureau Veritas N.I. 144) computation used to be present in PIAS in a separate module Hopstab. In February 16 of this year a new version of PIAS’ stability module Loading was released, where all hopper stability effects have been integrated (and enhanced, compared to Hopstab). The dr-78 and dr-68 stability regulations require a hopper dredger also to comply with requirements of probabilistic damage stability. This has been available for some decades in PIAS, based on the hopper particulars as defined in Hopstab. Recently, PIAS’ probabilistic damage stability module has been updated, so it now applies the hopper and loading data as defined in Loading. The new modus operandi of probabilistic damage stability for a hopper dredger is discussed in the manual.

After this enhancement, module Hopstab has become obsolete and will be discarded. This marks the end of the software renewal process around hopper dredger stability in PIAS, and implies that specific hopper-related data files from elder projects cannot be used anymore for computations. Please refer to the hopper stability manual chapter for further discussion.

Split hopper vessels

2006/87/EC technical requirements for inland waterway vessels

Posted on October 11, 2018

The applicable rules are available in all European languages: https://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX%3A32006L0087

Per 1 juli 2009 is in de Binnenvaartwet vastgelegd dat eigenaars van jachten langer dan 20 meter een Certificaat van Onderzoek (CvO) moeten hebben. Dit certificaat is nodig om op Europese binnenwateren te mogen varen. Destijds is er een overgangsregeling ingesteld die eigenaren tot 31 december 2018 de gelegenheid geeft om een geldig Certificaat van Onderzoek te verkrijgen.

Alle drijvende werktuigen die na 1-7-2009 gebouwd zijn moeten worden gecertificeerd (Certificaat van Onderzoek) en de nieuwe eisen en overgangsbepalingen voldoen. Drijvende werktuigen van voor 1-7-2009 (waarvan de kiel is gelegd voor 30-12-2008) moeten per 31-12-2018 gecertificeerd zijn. Deze categorie drijvende werktuigen wordt aangeduid als ‘bestaande vloot’.

Er is in geen geval later dan 30 december 2018 een Certificaat van Onderzoek of Communautair Binnenvaartcertificaat voor Binnenschepen verplicht voor:

  • alle vaartuigen met een lengte van 20 m of meer
  • alle vaartuigen waarvan het product van de lengte, de breedte en de diepgang meer dan 100 m3 bedraagt (het onderwater blokvolume van meer dan 100 m3, exclusief kiel, zwaarden en andere aanhangende zaken, dus ook korter dan 20 m)
  • alle sleep- en duwboten, ongeacht de lengte, die zijn bestemd om de hiervoor bedoelde vaartuigen of drijvende inrichtingen te slepen, te duwen of langszij mee te voeren
  • alle passagiersschepen (vervoer van meer dan 12 passagiers naast de bemanning)
  • drijvende inrichtingen

Meer informatie kan gevonden worden op de site van IL&T: https://ilent.nl/misdebootniet 

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