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.
Update October 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:
With kind permission of The Naval Architect the article is accessible via this link in our Publications section:
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.
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.
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:
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:
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)
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.
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:
Meer informatie kan gevonden worden op de site van IL&T: https://ilent.nl/misdebootniet
Posted on October 3, 2018
For the computation of wind heeling moments, in PIAS the windage area can be given. That used to be limited to a single contour, with some maximum number of points, which was sufficient for the common use the past 25 years. However, when importing the contour shape from a CAD system that maximum can easily be exceeded. For this reason this PIAS’ module Hulldef has been extended to accommodate a wind contour with a number of sub-contours (each with a resistance coefficient), with an unlimited number of points.
Posted on September 25, 2018
Type vessel: General / Bulk cargo for inland waterways
Delivery: Lines plan for a single screw inland waterway vessel.
For Shipbuilding Solutions our engineers performed the lines plan design for a general cargo vessel built for the Dutch inland waterways. They started off with a general arrangement plan and made a unique design for the hull form. Besides the hull form design, they also have faired the vessel with Fairway to optimize the building process.
After designing the vessel there also have been made some Rhine container calculations with PIAS.
Posted on July 31, 2018
Righting (and heeling) levers of stability are determined by dividing the righting (or heeling) moment by the ship’s displacement. In intact condition, the displacement to choose for that division is unambiguously that of the loading condition under consideration. In damage stability, the choice is not that obvious. However, the standard suggested by the relevant regulations has conventionally been “Constant displacement”, so that has always been the standard choice in PIAS. For some time now an alternative choice is also available — as presented in “MSC.1/Circ.1461, guidelines for verification of damage stability requirements for tankers” and “IACS 110 Guideline for Scope of Damage Stability Verification on new oil tankers, chemical tankers and gas carriers” — i.e. “Intact displacement minus liquid cargo loss”. The choice between these two alternatives is now available as a setting in PIAS, please consult the manual for more details.