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The computational simulation in the design of ship piping systems

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The computational simulation in the design of ship piping systems

Daniel Molina Pérez e-mail: danielmolinaperez90@gmail.com

Centro de Investigaciones Hidráulicas (CIH), Universidad Tecnológica de La Habana José
Antonio Echeverría (Cujae), Habana
Amadelis Quesada Torres e-mail: nurialeo89@gmail.com
Empresa de Proyectos e Investigaciones Hidráulicas de La Habana, Habana
Lemuel C. Ramos-Arzola e-mail: lemuelcarlosra@gmail.com
Centro de Investigaciones Hidráulicas (CIH), Universidad Tecnológica de La Habana José
Antonio Echeverría (Cujae), Habana

ABSTRACT
Ship piping systems are pipe networks which intervene in most of the functions of a ship. This
paper describes the design of a bilge and fire protection system for a ship, which is simulated with
the EPANET software, in order to demonstrate the feasibility of the design of marine hydraulic
systems based on computational simulation. It is concluded that integrating simulation to the
design of these networks allows to configure systems so that the flow variables are within the
recommended ranges and regulations; enables recreation of different system scenarios as well as
variants analysis and gradual design; prevents selection of oversized or erroneous components
which makes possible the optimization of weights and costs of the systems.

Keywords: EPANET, simulation of naval systems, fire protection systems on ships, bilge systems,
piping systems on ships.

La simulación en el diseño de los sistemas hidráulicos navales

RESUMEN
Los sistemas hidráulicos navales son redes de tuberías que intervienen en la mayoría de las
funciones de una embarcación. Este trabajo desarrolla el diseño de un sistema de achique y
contraincendios de un buque, para lo cual se emplea el software EPANET, con el objetivo de
demostrar la factibilidad del diseño de sistemas hidráulicos navales basado en la simulación
computacional. Se concluye que la simulación integrada al diseño de estas redes, permite
configurar los sistemas de manera que las variables de flujo se encuentren dentro de los rangos
recomendables y reglamentarios; posibilita la recreación de diferentes escenarios del sistema, así
como el análisis de variantes y el diseño gradual; evita la selección de componentes
sobredimensionados o erróneos, lo que viabiliza la optimización de pesos y costos de los sistemas.

Palabras clave: EPANET, simulación de sistemas navales, sistemas contraincendios en buques,

sistemas de achique, sistemas de tuberías en buques

This is the translated version of the original article “La simulación en el diseño de los sistemas hidráulicos navales” Ingeniería
Hidráulica y Ambiental, VOL. XXXVIII, No. 2, May-Ago 2017, p.29-43, ISSN: 1815–591X
INTRODUCTION
At the beginning of the 20th century, piping systems were designed based on intuitive rules and
conservatism. Analog methods reached in the mid-twentieth century, to be replaced by the
computational simulation of piping systems that originated in 1957 (Walski 2006). Simulating a
piping system - finding the distribution of flows and pressures - can mean finding hundreds of
nonlinear equations solutions simultaneously, i.e. the solution of a nonlinear equations system.

Ship piping systems are networks that play a role in most vessel functions and can account for
a significant share of the cost and total weight of a ship (Asmara 2013). These networks can carry
gas, fuel, lubricating oil and cooling water for the machines. For human comfort there are systems
of potable water, water vapor and sewage, among others. For protection and safety there are fire,
bilge and ballast systems. These systems generally comprise elements such as pipes, tanks, valves,
accessories, pumps, heat exchangers, emitters, sensors, ejectors, actuators, among others.

The design of the ship piping systems is produced gradually, gaining in detail and precision as
the project stages progress. This is because the specialist at first does not have all the required
information that allows the network simulation. On the other hand, the gradual design is oriented
to guarantee the recommended ranges of flow variables (flow and pressure), to ensure compliance
with the rules of ship classification societies, to reduce the costs and weights of the systems, to
establish better distributions of the same, among others (Asmara 2013). Thus, the design of a ship
piping system requires multiple modifications and simulations, so it is necessary to solve several
times the set of governing equations. For these reasons ship piping systems are among the most
complex design elements of a vessel (Cassee 1992).

EPANET is a computer program for the analysis of water distribution systems. Although in
general it can be used for the analysis of non-compressible fluid with pressure flow. The program
allows hydraulic analyzes of piping networks based on the characteristics of the elements that
compose the system, to obtain pressure and flow rates in nodes and pipes respectively (Rossman
2001).

This paper describes the design of a bilge system (BS) and fire protection system (FPS) for a
port tug, which is simulated with the EPANET software, in order to demonstrate the feasibility of
designing ship piping systems based on computational simulation. It is concluded that integrating
simulation to the design of these networks allows to configure systems so that the flow variables
are within the recommended ranges and regulations; enables recreation of different system
scenarios as well as variants analysis and gradual design; prevents selection of oversized or
erroneous components which makes possible the optimization of weights and costs of the systems.

BILGE SYSTEM
The BS's constitutes a safety system of the boats. These systems must be able to pump and drain
water from any watertight compartment that is not permanently dedicated to contain water, fuel,
oil or any other type of liquid. The water to be extracted can enter the interior of the ship due to
various causes such as sea blows, leaks in piping systems, faults, among others.
FIRE PROTECTION SYSTEM
FPS's are essential systems for fire extinguishing in boats. These safety systems pump sea water
to different points on the ship where firepower, nozzles, sprinklers, among others. Water FPS's are
very effective because of their cooling capacity, thus preventing explosions of combustible
materials and mitigating the spread of fire.

CUBAN SHIP REGISTERY

Cuban Ship Registry (2006), RCB in Spanish, is a classification society formed by an
independent organization of technical experts. It presents a set of rules applicable to all the parts
or elements that make up a ship. These rules govern the current state of knowledge related to the
shipping industry and are applied by the registry in the classification and technical supervision of
ships.

GENERAL CHARACTERISTICS OF THE TUG RAD II

The RAD II is a port tug with a hull and steel hut. It has a single deck and five watertight
compartments, see figure 1. Table 1 shows the general characteristics of this boat.

RCB RULES
The following are some of the RCB (2006) rules applied to the design of the BS and the FPS,
whose compliance constitutes, in part, the essence of subsequent design. Some rules that by their
extension could divert attention from the main aspects of the work have been omitted.

Table 1. General characteristics of the tug RAD RII

Total length 15,48 meters

Floating length 11 meters

Beam 4,6 meters

Design depth 1,75 meters

Draft 1,4 meters

Maximum displacement 58,4 ton

Maximum speed 8 knots

Main machines 2x148 kW

Category according to the navigation area III inside port

 Profile Perfil
view

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29

Plan view
Planta
Arriba: sobre
Up: Over deckcubierta.
Down: De abajo:
Under bajodeck
cubierta.

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29

Sector de los Timones

Espacio vacio Espacio vacio
Pañol

Maquinas
Combustible

Figure 1. Disposition plan of the tug RAD II

RCB rules applied to the bilge system design of RAD II.

1. Each self-propelled ship shall have not less than two bilge pumps with mechanical drive.

2. In ships of restricted navigation areas II and III, as well as in other ship up to 25 meters of
length, one of the bilge pumps may be driven by the main engine and the other may be an
ejector or a hand pump.

3. Each bilge pump required shall have a capacity such that the velocity, in the water main, whose
diameter is calculated by equation (1), under normal operating conditions, it shall not be less
than 2 m / s.
𝑑1 = 1,68√𝐿(𝐵 + 𝐷) + 25 (1)

4. where: L, B, D: length, beam and depth respectively, in meters; d1: diameter, in millimeters.

5. For the diameters of the suction branches the formula is as follows:

𝑑0 = 2,15√𝑙(𝐵 + 𝐷) + 25 (2)

where: l: bilged space (length of bilged compartment), in meters;

d0: diameter, in millimeters.

6. The chest valves and branches (so that water is not communicated from one compartment to
another) must be fitted with check valves.

7. In the suction of bilge compartments outside the spaces of machines and tunnels install grids
with holes no larger than 10 mm in diameter. The total area of these holes should be at least
twice as large as the cross-sectional area of the suction.

RCB rules applied to the fire protection system design of RAD II

1. For ships with a tonnage less than 300 GRT (gross register tonnage), at least one fire-fighting
pump is required to produce a minimum pressure of 0.2 MPa at the fire connections, operating
simultaneously.

2. The total capacity of stationary fire pumps, with the exception of emergency pumps (if any)
with a pressure at any fire connection not less than specified in regulation 1, shall guarantee a
water flow (with fire nozzle in operation) no less than determined by equation (3).

𝑄 = 𝐶𝑃 ∗ 𝑚2 (3)

where: Q: flow rate in m3/h; CP: no dimensional coefficient, which depends of the ship
compartmentalization, by RAD II CP=0,008; m is given by (4):
 𝑚 = 1,68√𝐿2 (𝐵 + 𝐷) + 25 (4)

where: L2: compartment length (except those without flammable materials), in meters.
3. Each stationary fire pump shall be calculated for at least two jets of water, with the highest
nozzle diameter taken for the ship in question.

4. The location of the fire connections shall allow the quick and easy attachment of the fire hoses
and their quantity shall ensure the supply of two streams of water to any place of the ship.

5. Fire hoses must comply with the following requirements: (i) have a length between 15 and 20
meters from the fire connections, located on exterior deck, and approximately 15 meters from
the fire connections in the spaces (ii) The hoses together with the nozzles must be located next
to the fire connections on spools or placed inside special boxes.

6. For ships with a gross tonnage of less than 150 GRT, nozzles of 10, 12, 16 and 19 millimeters
diameter shall be permitted. In machinery spaces and exterior decks, nozzles shall ensure the
highest possible discharge from two jets, with a pressure at any fire connection not less than
that specified in regulation 1, from the stationary pump of lower capacity.

DESIGN OF THE BILGE AND FIRE PROTECTION SYSTEM OF THE RAD II

Taking into account the confined space of the engine room, it is conceivable that the same pump
can serve to systems, bilge and fire. To do this, a three-way valve must be installed, which in one
position connects the suction of the pump to the water main of bilge and in the other connect the
suction of the pump to the water boxes, see figure 2. On the side of the discharge of the pump, in
a similar manner, the broadside valve will open when bilge or FPS valves when require it.

The bilge system consists of a suction branch located amidships of each compartment, in figure
2 the branch of the storeroom is identified with an illustrative purpose. Each branch is connected
to the main water bilge, which is connected to the suction of the pump. The service pump is
electrically operated. For emergency cases, the manual pump is coupled to the system. The pumps
have a broadside discharge to the sea and a connection that discharge in port oily waters that cannot
be discharged into the sea. Table 2 shows the diameters of the main water and the bilge branches
resulting from the RCB rules.
Table 2. Diameters of bilge system
Component Length (m) d0 calculated(mm) d0 selected (mm)
Water main of bilge 1,50 42 40
Branch of rudder room 2,40 33 40
Branch of engine room 3,48 35 40
Room branch 2,90 34 40
Branch of storeroom 4,00 36 40
Branch of bow room 2,40 33 40
 ¨Ordinario¨
Ejemplar:

Rudder
Cuarto room
de timones Engine
Cuarto room
de máquinas Room
Camarote Storeroom
Pañol Bow room
Compartimento
de proa

UpSalida
to deck
a cubiert a
2"

2"
SisCooling
t ema de
2" enfriamient
system o

1 12 " Branch
Ramal of del
de achique storeroom
pañol

1 12 "
0 1 2 3 1 12 " 10 18 19 20 21 22 23 24 25 26 27 28 29
1 12 "
1 12 "
1 12 "
1
2" 1 2 "
2"

1
1 2 " 2"
1"

1 12 13 15 17
4 5 6 7 8 9 1 2 " 11 14 16
1 12 "
Firma y fecha

Des cargadischarge
Broadside por la banda Descarga de sustancias
Discharge oleaginosas
oily waters to port

Válvula
Ball de bola
valve Angledevalve
Vávula globo de ángulo Fire de
Bocas cabinet
incendio
Pump
Bomba Flexible union
Unión flexible
No inventario

equipadas
Non return
Válvula valve
de no ret or no Manual pump
Bomba manual 3-way
Válvula valve
de t r es vías Safelydevalve
Válvula s eguridad Main water
Magistral bilge
de achique
valve Strainer Caja de agua Mud box
Suction grid
Rejilla Globe
Válvula valve
de globo Filt ro Water box Caja de fango
Sustituye a:

Figure 2. Principle diagram of BS y FPS of the tug RAD II

CID NAV
Firma y fecha

CENTRODEINVESTIGACIONYDESARROLLONAVAL
ORDENCARLOSJ.FINLAY
Etapas de elaboración

Mod. Cant No notif. Firma Fecha Masa Escala Hoja No Cant.

Dib. Molina hojas
inventario O.T.

Proy. Molina ESQUEMA DE PRINCIPIO - 1 3

Rev. Febles
Cont.Tec. Cesar
Cont.Nor. Cesar
 On the other hand, the FPS suctions sea water from the water boxes of the ship. This time the
pump takes the water from these boxes to two fire cabinets (FC), in order to guarantee two jets of
water to each space of the ship. The FC consists of a cabinet carrying a hose, a hose reel, a nozzle,
and a shut-off valve (see Figure 3).

Figure 3. Fire cabinets.

The ship is equipped with two FC, one with a 25 mm rigid hose and a 10 mm nozzle is installed
in the engine room and another with a 45 mm flat hose and a 10 mm nozzle on deck. The system
must also have a pressure relief valve as a safety element. This is because the FPSs do not operate
at a fixed flow rate, and in cases where the fire extinguishers are closed, the pressure relief valve
will prevent the pump operates with overpressure.

According to the RCB rules, the bilge pump must operate with a flow rate that guarantees at
least 2 m/s in the water main. The flow rate that guarantees this velocity is 9 m3/h. On the other
hand, the FPS must guarantee flow and pressure criteria. At the fire connection is required at least
0.2 MPa ≈ 20 m, while the pump, according to equation (3), must operate at least with the resulting
flow of 12 m3 / h.

As it´s appreciated, the pump will have an operating point for each system. To ensure that both
systems operate according to the rules, an EPANET model is developed to simulate its behavior.
For this, first all elements of the system must be selected and its hydrodynamic characteristics
determined.

The selected pump is ITUR, series AU-1,5 / 10 117 modified at 3600 rpm. The flow curves vs
pressure head (Q vs H) and flow rate vs net positive suction head (Q vs NPSH) for this rotational
velocity (figure 4) were determined by the affinity laws of centrifugal pumps. As usual, the
accessories (valves, elbows, filters, mud boxes, among others) are introduced to the model by
coefficients that relate the head losses to the velocity head for each accessory, denoted by Kacc.
On the other hand, the elements that constitute emitters, as in this case, the fire nozzles and the
free discharge to broadside, are simulated in EPANET by flow coefficients (K).
 28 6,0
26 A B
5,5
24

NPSH (meters)
5,0
Head (meters)

22
20 4,5
18 4,0
16
3,5
14
12 3,0
0 5 10 15 20 25 30 35 7 9 11 13 15 17 19 21 23
Flow rate (m3/h) 3
Flow rate (m /h)
Figure 4. (A) Pressure head vs. flow rate and (B) NPSH vs. flow rate of the ITUR pump.

K relate the pressure that arrives to the emitter with the discharge flow, see equation (5).
Therefore, the discharge rate depends to pressure that reaches the emitter. It can be concluded that
in these systems the inflow in and outflow are unknowns, constituting variables to determine. To
solve a system with the demands as additional unknowns is possible by the equations that
contribute the emitting elements, where the flow and the pressure are related by the K.
𝑃
𝑄 =𝐾×√ (5)
𝛾
Where: K: flow coefficient in m3/s/ m0.5;Q: discharge flow rate, in m3/s; P: pressure that reach
the emitter in N/m2; γ: specific gravity in N/m3

These systems are known as pressure driven models (Elhay et al., 2015); (Todini 2003).
EPANET has been widely used in such models, Cabrera and Alomá (2015) developed a model in
EPANET with multiple scenarios with tens of sprinklers working in the FPS of oil industry.

The standards EN 671-1 (2001) and EN 671-2 (2001) are directed to the construction of the fire
nozzles. These norms regulate the flow rate that must exist for different pressures in the nozzles,
i.e. it establishes the flow coefficients that must be guaranty. Table 3 and table 4 show a fragment
of relation of these coefficients, which relate the flow and pressure by equation (6).

𝑄 = 𝐾√10 ∗ 𝑃 (6)
Where: K: in L/min/MPa0,5;Q: in L/min; P: in MPa.

Table 3. Flow and minimum K in nozzle with 25 mm hose (Source UNE 671-12001)
Diameter of nozzle Flow rate Q in L/min to pressure: Coefficient K
orifice(mm) 0,2 MPa 0,4 MPa 0,6 MPa (L/min/MPa0,5)
10 59 84 102 42
12 90 128 156 64

Table 4. Flow and minimum K in nozzle with 45 mm hose (Source UNE 671-22001)
Diameter of nozzle Flow rate Q in L/min to pressure: Coefficient K
orifice(mm) 0,2 MPa 0,4 MPa 0,6 MPa (L/min/(MPa) 0,5)
10 78 110 135 55
12 100 140 171 72
13 120 170 208 85
 However, the coefficient of the norm relates the pressure in MPa with the flow rate in L/min,
and in equation (5) this coefficient relates the pressure in the form of a head, in meters of water
column, with the flow rate in m3/s, so the standard coefficient must be converted from
L/min/MPa0.5 to m3/s/ m0.5. In addition to the particularity of equation (6) of presenting 100.5 which
must be multiplied with the standard coefficient, because EPANET works with the equation (5).

Similarly, the broadside discharge to the BS must be simulated as an emitter. This discharge
consists simply of an opened pipe to the atmosphere, so it does not have an accessory with a defined
flow coefficient. However, this coefficient can be obtained from the equation of head loss in
accessories, see equation (7). Due to the pressure is zero when the flow goes to the atmosphere,
the pressure variation corresponds to the pressure upstream of the discharge, resulting in equation
(8), in which expressing the flow rate as a function of pressure (9), the flow coefficient K is defined,
see equations (10) and (11).

∆𝑃 𝑉2 𝑃 𝑉2
ℎ𝑓 = = 𝐾𝑎𝑐𝑐 (7) ∴ = 𝐾𝑎𝑐𝑐 (8)
𝛾 2𝑔 𝛾 2𝑔

𝐴2 2𝑔 𝑃 𝐴2 2𝑔 𝑃
𝑄=√ × √ (9) ∴ 𝐾=√ (10) ∴ 𝑄 =𝐾×√ (11)
𝐾𝑎𝑐𝑐 𝛾 𝐾𝑎𝑐𝑐 𝛾

Where: g: gravity acceleration in m/s2; A: section area in m2; Kacc=1 (for atmospheric
discharge).

RESULTS
Figure 5A shows the results of the simulation of FPS discharging by nozzles of 10 mm. Note
that despite that pressures are greater than 20 m, the flow rate in the water main (8.31 m3/h) is
lower than that required by the RCB (12 m3/h). Therefore, the following modifications are made:
(i) to modify the diameter of the water main to 50 mm, (ii) to modify the diameter of pipes
connected to the suction and discharge of the pump to 50 mm, (iii) To change diameter of pipe
connected to FC at the engine room to 50 mm; (iv) Change the nozzle diameter to 12 mm and 13
mm in the engine room and deck respectively. The new system results as shown in Figure 5B. This
time, the requirements for pressure (21.78 m and 20.06 m) and flow in (12.38 m3 / h) are reached.

In BS, the bilge of each independent compartment is simulated, resulting in 5 sceneries, one for
each compartment. Figure 6 shows the simulation of the bow compartment bilge, which
corresponds to the most critical branch due to it has greater resistance to flow. See that it satisfies
its requirement of minimum velocity in the water main of 2 m/s reaching a velocity of 2.4 m/s.
However, the pump suction pressure indicates, without analyzing the NPSH, that cavitation occurs
in the pump, since the value is even below to 0 in absolute pressure. This pressure, although it is
impossible in reality, is the one that solves the system, and this is because the system has most of
its design in the suction of the pump, whereas in the discharge there is practically no resistance,
which causes an unacceptable hydraulic gradient.
 Día 1, 12:00 AM

Nozzle 10 mm
Boquilla 10 mm Boquilla
Nozzle 13 mm13 mm
Caudal Presión
Pressure 21.23 Flow rate
Caudal Presión
Pressure 19.64
Flow rate
4.00 25.00 Hose 45 45
Manguera mmmm 4.00 25.00 Manguera
Hose 45 45
mmmm 7.09
4.75
8.00 50.00 8.00 50.00
Shut-off valve
Boca Boca
Shut-off valve
12.00 75.00 21.42 12.00 75.00 20.06

16.00 100.00 16.00 100.00

M3H m M3H m

3.75 5.59 5.59

0.00 3.75
-0.43 -0.46 0.00 -0.46 -0.53

0.00 0.00 -0.40 -3.75 0.00 0.00 -0.40 -5.59

0.00 0.00
-0.46 0.00 -0.06 -0.54 0.00 -0.14 7.09
4.75
0.00 0.00
-3.75 -0.40 -5.59 0.00
-0.40 0.00 -0.40
0.00 0.00

0.00 0.00 0.00 0.00 0.00 0.00

-0.48 0.00 -0.08 0.00 0.00 -0.40 -0.40 -0.57 -0.170.00 0.00 0.00
-0.40 -0.40 -0.40
-3.75 0.00 -5.59 0.00

8.31 0.00 0.00 12.38 0.00 0.00

-0.49 -0.93 -0.40 -0.60 -0.96 -0.40 0.00 0.00-0.40

8.31 0.00 12.38 0.00

4.56 6.79

-1.23 0.00 23.96 -1.22 0.00 22.77

4.56 4.56 6.79 6.79 -0.59
0.00 -0.44 -0.49 0.00 -0.48
8.31 12.38
-8.31 0.00 23.91 23.11 -12.38 0.00 22.74 21.96
8.31 3.56 12.38 5.29

Boquilla
Nozzle 1010mm
mm Shut-off valve -1.28 8.31 23.96 0.00 Boquilla12
12 mm
mm -1.26 12.38 22.77 0.00
Boca Nozzle Shut-off
Boca valve
3.56 5.29
20.31 21.41 19.45 21.78
0.00 0.00
0.00 0.00 0.00 0.00

Manguera
Hose 25 25mm
mm Manguera
Hose 2525 mm
mm
A 0.00 0.00
B 0.00 0.00

Broadside Descarga
dischargelibre Broadside Descarga
dischargelibre
0.00 0.00 0.00 0.00

Figure 5. Simulation results of FPS: (A) FPS deficient, (B) FPS modified
(point as decimal separator)
 Día 1, 12:00 AM

Boquilla
Nozzle 13 mm
13 mm
0.00
Velocity
Velocidad Presión
Pressure
Hose 4545mm
Manguera mm
0.01 25.00 0.00

0.10 50.00 shut-off valve

Boca
1.00 75.00 0.00

2.00 100.00
m/s m

0.00
0.00 -0.400.00 -0.40

0.00 0.00 -0.40 0.00

0.00
-0.40 0.00 0.00 0.00
0.00 0.00
0.00 -12.88 -0.40 0.00
0.00

0.00 0.00 0.00

-0.40 0.00 0.00 0.00 -0.40 -12.88 -0.40 0.00 0.00
0.00 0.00

0.00 2.44 3.81 3.81

-0.40 -12.93 -12.88 -5.63 0.00

2.44
0.00
0.00

-13.17 0.00 8.88

0.00 0.00 -0.40
0.00 -0.40
0.00
2.44 0.00 8.81 3.24
2.44
0.00
Boquilla
Nozzle1212mm
mm -13.41 0.00 8.88 3.81
shut-off valve
Boca
0.00
0.00 0.00
0.00
1.79 1.79

Manguera
Hose 2525
mmmm
3.81 0.00

Broadside discharge
Descarga libre
0.74 1.79

Figure 6. Bilge simulation results of bow room (point as decimal separator)

In the simulation of the remaining compartments the available NPSH (NPSHa) is below the
required NPSH (NPSHr), therefore the following modifications are made, (i) to modify the
diameter of the bow branch to 65 mm and the rest the branches to 50 mm of diameter (ii) to place
in the bilge discharge a gate valve of 40 mm in diameter.

Despite the diameter increases, the NPSHd continues to be lower than NPSHr for all scenarios.
Therefore, a gate valve is placed in the discharge of the pump in order to regulate the flow. This
valve is regulated to a partial opening of 25% for a Kacc = 20. The results of the NPSHd after
these modifications are shown in Figure 7, see this time the NPSHd is higher than NPSHr with
more than one meter of reserve. Note in figure 7 that the reason the bow branch is modify to 65
mm is because of the low reserve between the NPSHd and NPSHr for a diameter of 50 mm (point
with a square marker).
8

7 5,89 6,34
Storeroom Engine room 7,74
6 Bow room
NPSH (mca)

4
5,06
3 Bow room with 6,03
50 mm water main Room and rudder room
2 diameter NPSHr

1
NPSHd
0
16,7 16,8 16,9 17,0 17,1 17,2 17,3 17,4 17,5 17,6 17,7 17,8 17,9 18,0
Caudal (m3/h)
Figure 7. NPSH for each bilge scenario.

Figure 8 shows the simulation of the bow branch after the modifications described. Likewise, the
minimum velocity in the bilge water main (2 m/s) is reached for each scenario, as shown in
Table 5.

Table 5. Flow rate and velocity in the bilge water main for each scenario
Parameter Rudder room Engine room Room Store room Bow room
Flow rate (m3/h) 17,16 17,29 17,16 17,10 17,88
Velocity (m/s) 2,43 2,45 2,43 2,42 2,53

Finally, the system has a pump of 30 kg, 53m of pipes and 54 accessories that correspond to a
weight of 230 kg, for a total of 260 kg. The selection of the equipment was governed by the
simulation, which allows complying with the rules, compromising weights and dimensions to the
smallest extent possible.
 Día 1, 12:00 AM

Nozzle mmmm
13 13
Boquilla
0.00

Velocidad Presión Hose 4545

Manguera mmmm 0.00
0.01 25.00
shut-off valve
Boca
0.10 50.00 0.00
1.00 75.00
2.00 100.00
m/s m

0.00 0.00
0.00 -0.40 -0.40

0.00 0.00 -0.40 0.00

0.00
-0.40 0.00 0.00 0.00
0.00 0.00
0.00 -1.79 -0.40 0.00
0.00

0.00 0.00 0.00

-0.40 0.00 0.00 0.00 -0.40 -1.79 -0.40 0.00 0.00
0.00 0.00

0.00 2.53 1.50 1.50

-0.40 -1.84 -1.79 -1.10 0.00

2.53 0.00
0.00

-2.10 0.00 19.70

0.00 0.00 -0.40
0.00 -0.40
2.53 0.00 0.00
19.63 6.84
2.53 0.00

Nozzle12
Boquilla 12mm
mm shut-off valve
Boca
-2.35 0.00 19.70 3.95

0.00
0.00 0.00
0.00
1.92 1.92

Hose 2525
Manguera mmmm
3.95 0.00

Broadside discharge
Descarga libre
0.80 1.92

Figure 8. Bilge simulation results of the bow room after modifications (point as decimal separator)
 CONCLUSIONS
 This work demonstrates that the integrated simulation to the design process of ship piping
systems, allows to configure the systems so that the variables of flow are within the
recommended and regulatory ranges.
 On the other hand, it shows how the computer simulation makes possible the recreation of
different scenarios of the system; as well as the analysis of variants and the characteristic
gradual design of the ship piping systems.
 It is evident that the possibility of simulating most of the system elements, it allows to
evaluate the feasibility of each one and avoids the selection of oversized or erroneous
components. Making possible the optimization of weights and costs of the systems.

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