If any problem comes up, please contact to first the below AS GLOBAL NETWORK.

And then, if you need an additional help, please contact to NK company.

AS GLOBAL NETWORK
COMPANY TEL/FAX E-MAIL
EUROPE
1 DEXTINSUR S.L. T: +34 956 882 000 dextinsur@dextinsur.com
Polígono Industrial Tres Caminos. F: +34 956 896 772
Av de la Mojarra 18. 11100. San Fernando, Cádiz. Spain.

2 VIKING LIFE-SAVING EQUIPMENT A/S Tel: +45 76 11 81 00 viking@viking-life.com

Saedding Ringvej 13 6710 Esbjerg V Denmark Fax: +45 76 11 81 01

3 VIKING LIFE-SAVING EQUIPMENT Estonia AS Helgi tee 3, Tel: +372 606 93 93 viking-ee@viking-life.com
Peetri alevik, Rae vald, Fax: +372 606 93 99
75312 Harjumaa.
Estonia

4 VIKING LIFE-SAVING EQUIPMENT Oy, Finland Tel: +358-(0)2-489 500 viking-fi@viking-life.com

Pääskykalliontie 13 Fax:: +358-(0)2 489 5011
F-21420 Lieto
Finland

5 VIKING LIFE-SAVING EQUIPMENT France S.a.r.l. Tel: +33 (0) 160 87 09 00 viking-f@viking-life.com
41, Rue Michel Ange Fax: +33 (0) 160 87 09 01
91026 Evry Cedex
France

6 VIKING LIFE-SAVING EQUIPMENT Ltd. Aberdeen Tel: +44 (0) 1224 898969 vikingabz@viking-life.com
Unit 19, Ocean Trade Centre Fax: +44 (0) 1224 894565
Minto Avenue, Altens
AB12 3JZ, Aberdeen
Great Britain

7 VIKING LIFE-SAVING EQUIPMENT Ltd. Tel: +44 (0) 1493 850250 vikingldn@viking-life.com
Gt Yarmouth Fax: +44 (0) 1493 851222
South Denes Road
Gt Yarmouth, Norfolk – NR30 3 PJ
Great Britain

8 VIKING LIFE-SAVING EQUIPMENT Ltd. Liverpool Tel: +44 (0) 151 207 3030 vikingliv@viking-life.com
Unit 31, Wellington Employment Park Fax: +44 (0) 151 207 3807
Dunes Way
L5 9RJ Liverpool
Great Britain

9 VIKING LIFE-SAVING EQUIPMENT Ltd. Southampton Tel: +44 (0) 2380 454184 vikingsth@viking-life.com
Hamble Court, Hamble Lane Fax: +44 (0) 2380 454284
SO31 4QL Southampton, Hampshire
Great Britain

10 VIKING LIFE-SAVING EQUIPMENT Iceland ehf. Tel.: +354-544-2270 viking-is@viking-life.com

Ishella 7 Fax: +354-544-2271
IS-221 Hafnarfjörður
Iceland

11 VIKING LIFE-SAVING EQUIPMENT Norway AS Idrettsveien Tel: +47-815-00- 325 bergen@viking-life.com

Straume Næringspark Fax: +47-56-32 61 10
NO-5353 Straume (Bergen)
Norway

12 VIKING LIFE-SAVING EQUIPMENT Norway AS Oluf Onsumsvei 11 Tel: +47-815-00- 325 viking-n@viking-life.com
N-0680 Oslo Fax: +47-22-68 84 80
Norway

13 VIKING LIFE-SAVING EQUIPMENT Russia Tel.: +7 812 493 59 24 viking-ru@viking-life.com

Promzona Gorelovo, Kvartal 2 Volkhonskoe Shosse, Fax: +7 812 493 59 22
Bldg. 2B, korp. 15 Lomonosovskiy Rajon
188508 Leningrad oblast,
Russia

14 VIKING LIFE-SAVING EQUIPMENT A/S Tel: +49-(0) 40 670 10 25 viking-d@viking-life.com

Moorfleeter Strasse 27 D-22113 Hamburg Fax: +49-(0) 40 670 10 67
Germany

15 VIKING LIFE-SAVING EQUIPMENT Italia s.r.l. Tel: +39 () 187-981322 pedrotti@viking-life.com

Via Delle Pianazze, 170 19136 – La Spezia Italy Fax: +39 0 187-982499

16 VIKING LIFE-SAVING EQUIPMENT B.V. Tel: +31 (0) 88 008 05 00 viking-nl@viking-life.com

P.O. Box 266 Fax: +31 (0) 88 008 05 95
3330 AG Zwijndrecht
The Netherlands

17 VIKING LIFE-SAVING EQUIPMENT Iberica S.A. Tel: +34-98-6421445 viking-e@viking-life.com

Camino Rasposeira, 34 – Nave 2 Fax: +34-98-6419286
36214 Vigo Spain

18 VIKING LIFE-SAVING EQUIPMENT Sweden AB Tel: +46 (0)8 7700170 viking-se@viking-life.com

Strömfallsvägen 53 135 49 Tyresö, Stockholm Sweden Fax: +46 (0)8 7700183

19 OCEAN KING Tel : +30 210 429674 a.triantafyllou@oceanking.gr

31, Bouboulinas str 185 35 Piraeus, Greece Fax : +30 210 4296820

20 BENEMAR Tel : +30 210 4614 498

57, Anapafeos Str. - Piraeus 186.48 Greece Fax: +30 210 4614 393 marinesafety@benemar.gr
COMPANY TEL/FAX E-MAIL
AMERICA
SOUTH AMERICA
21 VIKING LIFE-SAVING EQUIPMENT Brasil LTDA Tel: +5521 2516 5005 viking-br@viking-life.com
Av. Rio Branco 45 – 19th floor
20090-003 Centro Rio de Janeiro
Brazil

NORTH AMERICA
22 VIKING LIFE-SAVING EQUIPMENT (America), Tel: +1 (305) 614-5800 usasales@viking-life.com
Inc. 1400 NW 159St., Suite 101 33169 Florida, Miami U.S.A. Fax: +1 (305) 614-5810

23 GLOBAL MARINE SAFETY SERVICE INC Tel : +1 713 518 1715 hussain@gmshouston.com
9145 Wallisville Rd, Houston, TX 77029 Fax : +1 713 518 1760

24 FIRE PRETECTION SERVICE INC.

8050 HARRISBURG BLVD. HOUSTON Tel: +1 713 924 9600 Sales@FPS-USA.com
TX77012 USA Fax: +1 713 923 6272

ASIA
25 Engine Safety Equipment Service Co., Ltd(Dalian) Tel:+86 411 8478 4353 engine@marisafe.cn
Room 1301, Technology venture building, No.439 Fax: +86 411 8478 4342
Huangpu Road, Hi-tech Industrial Zone, 116026 Dalian, China

26 Engine Safety Equipment Service Co., Ltd(Guangzhou Office) Tel:+86 769 88280101 engine@marisafe.c n
Fax: +86 769 88285353

27 Global Marine Safety (Singapore) Pte Ltd Tel: +65 6897 7086 gms@gms.com.sg
16, Penjuru Close Fax : +65 6897 8930
Singapore 608612

28 MARETEK Singapore Pte Ltd Tel : +65 6684 8166 sales@maretek.com.sg

190, Woodlands Industrial Park E5, #02-01 Fax : +65 6684 8176
Woodlands Biz Hub
Singapore 757516

29 PT. GLOBAL MARINEDO SAFETY INDONESIA (BATAM) Tel: +62 778 391 330 gmsi@g msi.co.id
Jin Brigjen Katamoso KM 3, Tanjung Uncang-Batam Island Fax : +62 778 391 364
Indonesia 29400

30 PT GLOBAL MARINDO SAFETY INDONESIA(JAKARTA) Tel: +62 21 43910429 gmsi@gmsi.co.id

JLN RE Martadinata, Komp Gudang Martadinata indah Fax : +6221 4361437
No. 100 Block C no 6 Jakarta utara 14430

31 PT GLOBALINDO SOLUTION INDONESIA

JL. R.E MARTADINATA KOMPLEKS, PERGUDANGAN MARTADINATA Tel: +62 21 4391 0429 gmsi@g msi.co.id
INDAH NO. 100 BLOCK D1, TANJUNG PRIOK-JAKARTA UTARA Fax : +62 21 436 1437

32 VIET GLOBAL MARINE SAFETY SERVICES TRADING CO.,LTD Tel : 65 9797 7732 vgms@g ms.com.sg
NO. 973-+30/4 Street Ward 11 Vung Tau S.R Vietnam

33 GLOBAL MARINEDO SAFETY INDONESIA Tel: 62. 778 391 330/ 391 336 gmsi@g msi.co.id
JIN. BRIGJEN KATAMSO KM3, TANJUNG UNCANG, Fax : +62. 778 391 364
BATAM ISLAND, INDONESIA
Nehru Road, Near Shiv Sagar Hotel,
Vileparle (E), Mumbai - 400 057
Maharashtra, India

34 GLOBAL MARINE SAFETY & SERVICES (M) SDN. BHD. Tel: +607 386 6686 gms@g msmalaysia.com
NO.6, JALAN BUKIT 6, KAWASAN PERINDUSTRIAN MIEL Fax : + 607 386 7686
BANDAR BARU SERI ALAM, MASAI 81750, JOHOR,
MALAYSIA

35 SIAM GLOBAL MARINE SAFETY CO.,LTD Tel: +66 2 7078616 sgms@siamgms.com

400/3-4 MOO 5, SUMRONG-NUE, Fax : +66 2 7078619
MUANGSAMUTPRAKARN 10270
THAILAND
SGMS CHONBURI(BRANCH)
79/4 Moo 4Bung, Sriracha, Chonburi 20230, Thailand Tel: +66 38 042 023
SGMS Songkhla(BRANCH)
259/1 Moo. 1 Satingmor, Singhanakorn, Songkhla 90280, Thailand Tel:+66 7433 1879

36 VIET GLOBAL MARINE SAFETY SERVICES TRADING CO.,LTD Tel: +84 64 3594 954 vinh@g ms-vn. com
BLOCK C, ROOM 6TH, 1ST FLOOR, PTSC SUPPLY BASE, Fax : +84 64 3594 953
NO. 65A, 30/4 STREET, VUNG TAU CITY, S.R.
VIETNAM

37 VIKING LIFE-SAVING EQUIPMENT Pte LTD Mobile: +91-22-2618 6233

67, Krishna Bhuvan,
No. 4, 1st Floor,
Nehru Road, Near Shiv Sagar Hotel,
Vileparle (E), Mumbai - 400 057
Maharashtra, India

38 VIKING LIFE-SAVING EQUIPMENT Hong Kong Ltd. Tel: +852 2429 7878 viking-hk@viking-life.com
G/F, Chiap Luen Industrial Building, Fax: +852 2423 6228
30-32, Kung Yip Street
Kwai Chung, New Territories
Hong Kong

39 NY CO., LTD
No.3 Toun bldg., 1-13-10 Shibaura Minato-ku, Tokyo, 105-0023, Japan Tel : +81-3-6809-4540 hd-office@ny-tokyo.com
Fax : +81-3-6809-4541
COMPANY TEL/FAX E-MAIL
MIDDLE EAST
40 SOLAS MARINE SERVICES CO. L.L.C Tel: +971-4-2971300 projects@solasmarine.com
SobhaIvory-II, Plot No BB.A06.006
Business Bay, Dubai – U.A.E

41 SEA-SAFETY MARINE SERVICES L.L.C Tel: +968-2-4590290 projects@solasmarine.com

P.O Box 196, PC-102, Al Quram
Sutanate of Oman

42 VIKING LIFE-SAVING EQUIPMENT Tel: +90 216 593 31 79 vikingistanbul@viking-life.com

ISTANBUL DENIZCILIK TICARET AS Fax: +90 216 593 31 78
Aydinli mah. Tuzla Mermerciler OSB.
Gazi Bulvari. 4. Sokak. No 12
TR 34953 Tuzla-Istanbul
Turkey

43 SOLAS MARINE SERVICES

ASRY Ship Yard
P.O Box: 10738
Kingdom of Bahrain

44 SOLAS MARINE SERVICE WLL Tel: +974-4-4550932 E-mail: projects@solasmarine.com

P.O. Box: 207420, Building No 4
Office-33, Barwa Village, Doha
Qatar

45 Solas Marine Services Pvt. Ltd. projects@solasmarine.com

C-440/1 Ttc Ind. Area, Turbhe
Navi Mumbai-400705-India

46 Solas Marine Lanka Pvt. Ltd. projects@solasmarine.com

No 129, Carmel Mw.,Elakanada
Hendala, Wattala, Srilanka

AFRICA
47 GMS ENVIRO-SAFE NIGERIA LIMITED Tel:+234 706 3349697 gmsenviro-safenigeria@gms.com.sg
768 Mike Ahhigbe Drive, Jabi-Abuja

48 SENOUSSI FREE ZONE CO. Tel : 002062 319 15 23 info@senoussifreezone.com

Inside Suez Public Free Zone - PORT Fax : 002062 319 00 62
TAWFIK - SUEZ - EGYPT.

49 VIKING LIFE-SAVING EQUIPMENT (SA) (Pty) Ltd Tel: +27 31 4681261 vikingdbn@viking-life.com
Units No.2 Seebrook Park Fax: +27 31 4681251
210 Chamberlain Road
4026 Jacobs, Durban
South Africa

50 VIKING Life-Saving Equiptment (SA) (Pty) Ltd Tel. +27 41 5850373

31 Baakens Street Fax. +27 86 6548388
Central 6001
Port Elizabeth
South Africa

51 SEA SAFETY MARINE SERVIES CO.L.L.C 966-13-8811584 E-mail: projects@solasmarine.com

P.O. Box 2654, Al-Khobar – 31952 Fax: +27 (0)86 762 0857
South Africa

AUSTRALIA
52 SHIP SURVEYING SERVICES Tel: +61(0)409 628 480 merdan.solak@shipsurveying.com
PO Box 3254,Sunnybank South, Fax : +61(0)732 195 770
QLD 4109-Australia
The Operating Instruction Manual
for High Pressure C02
Fire Extinguishing System
 CONTENTS

1. RELEASE OF SYSTEM …………3

2. DATA SHEETS …………6

3. SYSTEM TECHINICAL SPECIFICATION …………7

4. MISCELLANEOUS TECHINICAL INFORMATION ……….15

5. MAINTENANCE ……….21

2
1.RELEASE OF SYSTEM

1.1 OPERATING INSTRUCTIONS

3
1.1 OPERATING INSTRUCTION

1.1.1 CO 2 TOTAL FLOODING SYSTEM-GENERAL

The CO 2 extinguishing system utilizes a bank CO 2 cylinders, normally
located in the CO 2 room. The number of cylinders required depends upon
the volume of the protected space. Discharge of the extinguishing agent
is accomplished by means of a control box which is normally situtated at
the exit from the protected space. A duplicate control box may be fitted in the CO 2

room and fire control station. The control box contains a source of pilot CO 2 and
the means by which it is released ; the pilot CO 2 is piped to pressure-operated
release heads in the required number of CO 2 cylinders.

1.1.2 MAIN VALVES

Where more than one space is protected by the same bank or CO 2 cylinders,
pressure-operated direction valves (main valve) are fitted into branch
pipes leading off the main discharge manifold. The main valve is operated
by the pilot cylinder and opened earlier than the CO 2 valve is opened.
Shutdown of ventilation system is achieved by opening of main valve.

CAUTION: "FOR DISTRIBUTION LINE FROM MAIN VALVE TO NOZZLE"

1.1.2.1. IN CASE HYDRO TEST IS PERFORMED TO DISTRIBUTION LINE, THE OUTLET SIDE OF
MAIN VALVE MUST BE BLANKED.
IN SUCH CASE, THE LINE SHALL BE THROUGHLY CLEANED BY COMPRESSED AIR AND DRIED.

1.1.2.2. IN CASE AIR BLOWING IS MADE USING AIR CONNECTION LOCATED DISCHARGE SIDE
OF MAIN VALVE, THE MAIN VALVE
IS SLIGHTLY OPENED BY BACK FLOW FORCE, BUT THIS IS NORMAL WITH A PARTICULAR OF
MAIN VALVE.
SO, EVEN IF AIR BLOWING IS BACK FLOWN TO THE MANIFOLD LINE THROUGH MAIN VALVE, IT
IS NOTHING PROBLEM AND DO CARRY OUT AIR BLOWING OF DISTRIBUTION LINE.

1.1.3 AUDIBLE & VISUAL ALARMS

Audible or visual alarms are normally operated via a door micro switch
on the control box.

4
1.1.4 CO 2 EXTINGUISHING SYSTEM
The CO 2 extinguishing system unitizes a bank of CO 2 cylinders,
normally located in the CO 2 room. The number of cylinders required
depends upon volume of the protected space.
Discharge of the extinguishing agent is accomplished by means of
opening concerned stop valve, cylinder valves by manual.

1.1.5 CO 2 TOTAL FLOODING SYSTEM

a. Before operating the system. Determine accurately the compartment
on fire and ensure no personnel are in that compartment. To increase
the effectiveness of the system thoroughly wet tarpaulins and canvas
cover of hatches and seal all openings, ventilators, ports sounding
piping leading to compartment afire.
b. Go to valve manifold containing valve feeding space afire open that
control valve.
c. Discharge into compartment afire the exact number of cylinders as
specified in the squares for the corresponding compartment in the above
diagram. Go to the CO 2 cylinder room and discharge CO 2 from the number
of cylinders specified, to discharge CO 2 from the cylinders rotate
the valve anticlockwise.
d. At each following half hour interval.
Discharge into the compartment the exact number of cylinders specified
in the circle for the corresponding compartment in the diagram.
Continue this procedure until the supply of carbon dioxide is exhausted
or it is certain that the fire is extinguished .
e. During the above and until arrival in port keep all openings sealed,
tarpaulins and hatch covers wet and control valve open.
f. Do not open the hatches or other openings of compartment flooded with
CO 2 until arrival at port. This is to permit burned cargo to cool
and prevent rekindling of the fire.

NOTE – If fire is confined to two compartments located one above the other,
Flood lower compartment first.

5
2. DATA SHEETS

SEE ATTACHED PROJECT DRAWING

6
 3. SYSTEM TECHNICAL SPECIFICATION

3.1 CARBON DIOXIDE FIRE EXTINGUISHING SYSTEM …8

3.2 TYPE OF FIRE ………………9

3.3 CARBON DIOXIDE STORAGE ………………10

3.4 CYLINDER VALVE ………………10

3.5 PRESSURE ACTUATOR ………………10

3.6 PILOT LOOP ………………11

3.7 MANIFOLD ARRANGEMENT ………………11

3.8 PRESSURE OPERATED MAIN VALVE ………………11

3.9 VENTING OF PILOT LINE ………………12

3.10 VENT-BLEED TYPE FOR PILOT LINE ……………..13

3.11 CONTROL BOX ………………13

3.12 SMOKE DETECTION SYSTEM ………………14

3.13 3-WAY VALVE ………………14

7
3.1 CARBON DIOXIDE FIRE EXTINGUISHING SYSTEM

3.1.1 PRINCIPLE
Carbon dioxide ( CO2) is standard commercial product with many
other uses and it is readily available throughout the world.

At normal temperatures and pressure carbon dioxide is an odourless

and colourless inert gas with a density of approximately 50 percent greater
than density of air.

As an extinguishing agent, CO2 has some desirable features.

3.1.2 CLEANLINESS
It is an insert gas, non-corrosive with no harmful effect on most
materials . It will not contaminate foodstuff.
It disperses leaving no materials trace.
3.1.3 NON-CONDUCTIVITY
It has great dielectric strength and can be applied safely to live
electrical equipment.
3.1.4 PENETRATION
It is discharged as a gas and it will penetrate into otherwise
inaccessible positions.
3.1.5 APPLICATION
It provides its own pressure for discharging though valves, pipe
work and nozzles.
CO 2 extinguishes fire by reducing the oxygen content in the
atmosphere to a point where it will not support combustion.

Reducing the oxygen content from the normal 21% in air to 15% will
extinguish most surface fires ; for some materials, however, it must be
reduced even lower.
3.1.6 HAZARD TO PERSONNEL
The discharge of large amounts of CO2 to extinguish fire may
create hazards to personnel such as oxygen deficiency and reduced
visibility.
The dilution of the oxygen in the air, by the CO2 concentration that
Will extinguish fire, may create atmospheres that will not sustain life.
Such atmospheres will be produced in spaces protected by CO2
8
 total flooding and may by produced by any large volume discharge
drifting into adjacent low places.
Persons rendered unconscious in these atmospheres can usually be
revived without any permanent ill effects when promptly removed from
such atmospheres.
Large volume discharges or CO2 may seriously interfere with
visibility during and immediately after the discharge period.
Carbon dioxide is normally colourless,but when discharged from a storage
cylinder pressure it resembles a cloud.

3.2 TYPE OF FIRE

Fires which can be extinguished of controlled by CO2 total flooding
methods may by divided into two categories, namely ; -
1) surface fires involving flammable liquids, gases and solids, and
2) deep-seated fires involving solids subject to smouldering.
3.2.1 SURFACE FIRE
Surface fires are the most common hazard particularly adaptable to
extinguishment by total flooding systems. They are subject to prompt
extinguishment when CO2 is quickly introduced into the space in
sufficient quantity to overcome leakage and provide an extinguishing
concentration for the particular materials involved.

Machinery spaces, pump rooms, paint and lamp store, etc, are spaces
likely to produce surface type fires.

While surface burning can be quickly extinguished there may be some

smouldering material and hot metal surfaces.
The CO2 concentration should be held for a time to allow materials to
cool beyond re-ignition point.
3.2.2 DEEP-SEATED FIRES
Fires in general cargo usually come within this category and this type
of fire cannot be extinguished quickly.

The CO2 will extinguish the active surface burning but the smouldering
material must be allowed to remain in an inert atmosphere for a long
period of time to allow large masses of material to cool.

It is important to make the cargo space as gas tight as possible by

closing openings which would allow CO2 to leak away and to admit fresh
air.

9
 The CO2 quantity carried is a limited amount and the best possible use
should be made of that which is available. The effectiveness of the CO2
will be increased by making sure that openings to the space on fire are
closed.

It is important that as little delay as possible is allowed before

operating the CO2 system but the work of checking the location of the
and the closing of openings is time well spent.

3.3 CARBON DIOXIDE STORAGE

The carbon dioxide is stored as a liquid, under pressure, in high pressure
steel cylinders. Each cylinder if filled with liquid CO2 e q u a l to two
thirds of the internal volume of the cylinder.
The pressure within the cylinder varies with changes in ambient
temperature ; the pressure increases with rising temperature at 21 °C the
pressure would be 58.6 bar(850 lb/in 2).

Each cylinder valve incorporates a safety disc designed to rupture and

discharge the CO 2 contents at a pressure safety below the cylinder test
pressure.

Care must be taken, therefore, to ensure that the CO2 cylinders are not
i n st al le d in a position where the temperature is likely to e x c e e d
46°C(115°F).

3.4 CYLINDER VALVE

Each cylinder is fitted with a valve can be opened pneumatically (by gas
pressure) or mechanically and manually when the appropriate actuator is
fitted to it.

The valve is opened by depressing an actuator rod, the end of which

is recessed into the valve body. The actuator rod is recessed into the
body so that the valve cannot be accidentally operated while the
cylinder is being handled during installation and maintenance.

3.5 PRESSURE ACTUATOR

When the CO2 system is to be operated automatically or when number of
cylinders are to be manually operated, the cylinder valves are fitted with
pressure actuators.
10
 The fitting of pressure actuators allows the simultaneous operation of
cylinder valves by using pilot CO2 gas pressure.

The pressure actuator is a small piston device which, when pilot gas
pressure is a applied, depresses the cylinder valve actuator rod and opens
the valve.

Each pressure actuator is fitted with a small lever which is secured by a

removable safety pin. This lever is provided for emergency use and the
operation of the lever will discharge CO2 from that cylinder only.

3.6 PILOT L O O P
The pressure actuators are interconnected by small bore, flexible
pipes(pilot loop), connected to the gas inlet ports of the pressure
actuators.

Operating CO2 gas can therefore be applied simultaneously to a all

cylinder valve pressure actuators.

3.7 MANIFOLD ARRANGEMENT

The CO2 gas outlets of the cylinder valves are connected to a common
manifold pipe running over the row of cylinders.
Each cylinder valve gas outlet is connected to the manifold pipe by a
flexible hose.

Each connection point on the manifold pipe in corporates a check valve to

provide for the removal of one or more cylinders from to bank without
rendering the system inoperative.

If one or more cylinders are to be removed from the bank, the pressure
actuators are detached from the cylinder valve, without disconnection of
the pilot loops so that this, together with the abovementioned check valve
in the manifold connection, enables the system to be operated.

3.8 PRESSURE OPERATED MAIN VALVE

Where several spaces are protected from one control bank of CO2 cylinders,
a distribution valve for each protected space is installed on a common
CO2 feed pipe from the cylinder bank. For a fire in one of the spaces the
appropriate valve is opened to direct the CO2 to that space.

11
 The distribution valve is normally operated by using pilot CO2 gas
pressure.

Pilot CO2 (operating CO2) is applied to the valve actuator inlet port.
Pilot CO2 depresses the piston, opens the valve and it then flows from an
outlet port to the cylinder valve pressure actuators to discharge the main
fire fighting CO2.

When the pilot CO2 pressure is removed from the valve actuator, the valve
will automatically close.

The valve is provided with a manual operating handwheel (3 ”,4” & 6”

valves have a handwheel). This manual facility is for emergency use.

It the manual handweel is operated while pilot CO2 pressure is applied

to the valve actuator, the valve will not close until the manual handwheel
is restored to its original(valve shut) position.

Note) For 3/4 ” POD V/V, please don ’t loose the adaptor of 3/4 ” POD V/V
at your side to avoid any problem.
If you need to replace the pipe line, please contact to NK CO., LTD.

3.9 VENTING OF PILOT CO 2

When the CO 2 s y s t e m is pressure operated, pilot CO2 is conveyed from
the source to the actuators through an individual pipe which is not
connected with the main CO2 fire fighting pipe work.
The pilot CO2 must, therefore, be vented to atmosphere after the main CO2
has discharged.

Venting of pilot CO2 can be done manually by providing a small valve at

the end of the pilot CO2 line. This has the d i s a d v a n t a g e that someone
has to remember to operate the valve and remember to close it afterwards.

It is preferable to arrange for automatic venting of the pilot CO2 and this is
achieved by using a bleed type vent.

3.10 VENT-BLEED TYPE FOR PILOT LINE

This small vent assembly is screwed a unused part on a cylinder valve

12
pressure actuator or, if necessary, connected into the pilot CO2 line.

When fitted, the vent provides a very small leak(bleed) in the pilot
CO2 line. When the system is operated, pilot CO2 commences to bleed
away immediately to atmosphere.

The data at which pilot CO2 is vented is slow enough to maintain adequate
operating pressure in the pilot line system far in excess of the time taken for
the main CO2 discharge.

3.11 CONTROL BOX

The system is initiated by a supply of CO2 separate from the fire fighting
CO2 in marine systems pilot CO2 is stored in a small cylinder which is
not permanently connected with the main pilot system pipe work.

In the event that fire fighting CO2 is to be released, the small pilot
CO2 cylinder is connected to pilot CO 2 pipe and its contents discharged.
The pressure thus provided will, via the pilot CO2 pipe, operated the main
cylinder and the pressure operated distribution valve if fitted.
For reasons of safety and security the pilot CO2 cylinders are kept in a
box of cabinet fixed to the bulkhead near the protected space. The pilot
CO2 pipe from the main cylinders and distribution valve terminates inside
this box.

The control box is arranged that the control box door will operate a
switch when it is in the open position, to initiate audible and visual
alarms.

A press ure indicator is fitted the pilot line inside control box to
show the pilot CO 2 pressure.

There are several variants of control box, depending upon the requirements
of individual system. A project data sheet showing the type fitted to
this vessel is incorporated in the appropriated section at the back of
this manual.
However, all cases the principle of operation is the same.

13
3.12 SMOKE DETECTION SYSTEM
This is applied for the cargo holds and the equipment detecting the fire
in the cargo holds by the smoke to be generated in the hold in where
any fire occurred.
There is a suction fan to get the air from each hold and this fan
is operated 24 hours.
The air from cargo hold is passed through the smoke detector and
if it is found that there is any smoke contained, the buzzer is sound
to announce the concerned cargo is in fire.

3.13 3-WAY VALVE

This is a multi purpose valve connecting 3-way to cargo hold/
smoke detector/CO2 Room.
It is directed from cargo hold to smoke detector normally and if there is
any fire in the hold the valve to be turned to the CO2 Room and
the relevant CO2 gas quantity shall be able to discharge to the cargo hold.
This valve is located in the CO2 Room generally and designed to be
endured at CO2 gas pressure

14
4.MISCELLANEOUS TECHNICAL INFORMATION

4.1 FIRE IN ENGINE ROOM AND CARGO HOLDS …………16

4.2 GENERAL RULES FOR FIRE EXTINGUISHING ………..19

15
4.1 FIRE IN ENGINE ROOM AND CARGO HOLD
Smaller fires in the engine room and cargo hold should be extinguished
immediately using the available portable fire extinguishers or
water and foam handlines.

If the extinguishing fails and it is necessary to leave the room due

to the heat and smoke, fuel oil units including transfer pump, super
ejectors and separators in operation should be stopped.

At the same time all fans are stopped, all opening closed, and fire alarm
is given.

At the instruction of the master the CO2 extinguishing system for total
flooding of the engine room and cargo hold, should be released in accordance
with the instruction detailed at the control box & 3-way valve.

At concentration of 35% / 40% is developed in the engine room within 2

minutes. This reduces the oxygen content of the air to less than 15%
at which level it will not support combustion. For cargo spaces the quantity
of carbon dioxide available are to be, unless otherwise provided, sufficient
to give a minimum volume of free gas equal to 30% of the gross volume of the
largest cargo space so protected in the vessel.

The fire in the cargo hold can be noted by the smoke detection system, or by
Personal and need to go immediately to the CO2 room and turn the relevant
3-way valve directing to the CO2 room.
Ensure there is no personnel in the cargo hold and close all hatches, openings
And stopped the vent fan, shut the duct damper.
In according to the instruction posted in the CO2 room pull the operating lever
Of cylinder valve in equanimity for the required number of CO2 cylinder and
discharge the CO2 into the cargo hold in fire.

In order to complete extinguishments of fire do not open the cargo hold until
arriving the next port.

16
When the person enter into the hold to make sure fire extinguishments the air
Breathing apparatus shall be put on. If the fire is still continue, let the
Shore fire fighting equipments to be prepared in advance to extinguish the
Fire upon the vessel arrival.
Checking the complete fire extinguishments, do not open the hold until the
Vessel arrive next port for safety and then, open the hold with sufficient
ventilation to reach CO2 concentration below 3% and O2 more than 21%, which
allows the personnel entrance.

As there may be local hot sports in the room, which could cause the fire
to break out again when the room is aired, the room should be kept
tightly closed until it is absolutely certain that sufficient cooling and
therefore. Complete extinguishing has been achieved.

During and after extinguishing all spaces adjacent to the engine room
should be frequently checked or preferably continuously watched so as to
prevent spreading of the fire by for e x a m p le overheating of bulkheads.
If necessary these can be cooled by water fog.

When the fire has been extinguished the room must be thoroughly aired and
inspected before it is used again, due to the effects of carbon dioxide
it is dangerous to enter the room before the CO2 contents have been
reduced to about 3-4%. Therefore, it should be properly checked by
lowering a safety lamp or a wad of cotton waste soaked in ammonia
into the room, or by a CO2 indicator, that the CO2 concentration is
safe, it is safe provided the lamp is not extinguished or the was of
cotton waste does not give off white fumes.
Even so a fresh air apparatus and lifeline should be used when first
checking the room.

If there is any reason to believe that persons have been trapped by the
fire or the release of CO2 a rescue party must be organized immediately.
The party mist be equipped with fresh air apparatus (not ordinary smoke
masks) and the victims, if unconscious, must be given artificial
respiration as soon as they have been brought out.
An engine room fire will always involve a high risk to the safety of the
ship and its crew. It is therefore essential that the above procedure is
followed promptly and fire properly extinguished.

17
Masks with smoke filter protect against smoke but not against carbon
monoxide of carbon dioxide. In spaces where these gases are present, or
the air is for some other reason difficult in oxygen, persons enter in the
space must be equipped with breathing apparatus.

During a fire all adjacent spaces including spaces under and over the
space on fire must be kept under observation, for instance by temperature
measurements, so as to prevent spreading of the fire through bulkheads and
decks.

It is also advisable to check regularly throughout the ship, especially

where large ventilation plants may increase the spreading of smoke and
heat. If there is a fire in the cargo spaces particular attention must be paid
air to pipes from these spaces which pass through deck houses ; as, the heat from
such pipes has been known to set such houses of fire.
The best way of cooling down decks and bulkheads adjacent to the space on
fire by using water fog, which also minimizes water damage.

Highly hazardous cargo such as compressed gas cylinders, which may

explode if heated, should if possible be removed from the seat of fire and
its surroundings, and be cooled heating.
Pressure cylinders intended for gases other than acetylene must not be
used after being subject to strong heating until they have been examined
by the manufacturer or a competent authority.
After extinguishing of the fire, the seat of fire should be watched until
there is no risk of reignition. Also space adjacent to the seat of fire
should be. Watched and if possible examined to make sure that the fire has
not spread to these.

If cold stored, adjacent to the space which has been on fire are insulated
with cork, it is very important that these cold stores go carefully
examined and watched for a suitable time after extinguishing of the fire
as the heat of the fire may spread through steel bulkheads or steel decks
causing ignition or such a strong heating of the cork insulation that
explosive hot gases are released. Therefore, naked flames must not be
used in cork insulated cold store or near these as long as there is any
risk of hot gases being present.

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 Fire in cork normally spreads slowly as long as the insulation is not
burnt through, but will burst into flames when it eventually burns through.
Thus many hours may pass from initial ignition of the cork until the fire
is observed.

4.2 GENERAL RULES FOR FIRE EXTINGUISHING

If a fire is found on board it must be extinguished immediately with
the available equipment, and the fire alarm must be given.

When the alarm sounds the ship ’s officers and crew should immediately
follow the standing instructions laid down in the ship ’s fire plan.

Portable fire extinguishers are essentially first-aid units and contain

only a limited quantity of fire extinguishing agent. Therefore, such
extinguishers should not be used until the location of the fire is
properly determined.

Rescue of persons in danger must be started as quickly as possible. Quiet

and controlled action-especially from the personnel in charge is necessary
so as to avoid panic.

The master of duty officer should check on the situation immediately and
decide whether the fire should be extinguishing equipment.
The master must decide if the life boats are to be launched, and if the
ship is to be turned to reduce the risk if spreading the fire and to
assist extinguishing.
The air supply to the space on fire and all adjacent space must be shut
off as quickly as possible by stopping all fans, closing vents and oil
pipes, and by closing all other openings. However, hatches and vents must
not be closed. In case the fire involves the chlorates which contain

their own oxygen, and which cannot, therefore, be extinguished by

smothering.

During extinguishing poisonous carbon dioxide may be released where

19
combustion is incomplete, and which may give rise to explosion. Therefore,
if air is suddenly let into a smoke-filled room, a smoke gas explosion may
happen, which may cause spurts of flame and further outbreaks spreading
of the fire.

Care must always betaken before opening a during and smoke-filled room,
and fire extinguishing equipment must be ready for immediate use.

Further if should be noted that heat from a fire may develop explosive
gases in spaces which have not been in direct contact with the fire Thus
soya bean oil in a deep tank which are exposed to heat from a fire can evolve
methane, which is highly flammable.

It is therefore essential to check during and after a fire if flammable

gases have been evolved in any space. naked flames mist not be used at
or near places where has been a fire, of where explosive gases might be
present, until it has been checked that the spaces are safe.

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 5. MAINTENANCE

5.1 FIRE DRILL ……..22

5.2 SERVICE ARRANGEMENTS ………22

5.3 PIPES ……..22

5.4 CO 2 CYLINDER BANK ………23

5.5 PRESSURE TESTING . …….24

5.6 REMOVAL AND RE-INSTALLATION OF

PRESSURE OPERATED CO 2 CYLINDER …….25

5.7 REMOVAL AND RE-INSTALLATION OF

CO2 FLEXIBLE HOSE …….26

21
5. MAINTENANCE
5.1 FIRE DRILL
In order to familiarize the crew with the operation of the CO 2 system,
it is recommended that a fire drill is held regularly.

It is advisable to assume that a fire has occurred and have the crew
perform the operations that would be necessary to bring the CO2 system
into action. Clearly, controls such as the operating levers on the
main bank CO2 cylinders must not be operated, otherwise CO2 would be
released.

During this exercise it is advisable to take the opportunity to inspect as

much of the installation as is possible for damage or evidence of some
derangement.

If CO2 distribution valves are opened, make sure that each valve is
finally closed.

5.2 SERVICING ARRANGEMENTS

The system should be serviced at least once a year, preferable be the
NK CO., LTD. or service agent.
The following instructions are for use if NK servicing facilities are
not available. In case of Air blowing through the distribution pipe, 7 bar
to be applied by only in case the main v/v is closed. Function of Main v/v
to be opened and closed by manual at least once per six months.

5.3 PIPES
Pipes lines throughout should be examined for damage, sign of carbon
dioxide to remove dirt which may have accumulated and to prove them
clear. A connection into main manifold is normally provided for this
purpose.

IMPORTANT NOTE
WATER AND ANY GAS UNDER PRESSURE, WITHOUT TAKING PROPER PRECAUTIONS,
REPORT, MUST NOT BE APPLIED TO PILOT CO2 PIPE LINES AS THIS COULD
RESULT IN RELEASE OF CYLINDER VALVES AND OPENING OF MAIN DISTRIBUTION
22
 VALVE. OXYGEN MUST NOT BE USED TO BELOW THROUGH PIPES.

While pipes are being blown though, the opportunity should be taken
check that the nameplates on distribution valve correctly designate the
spaces the serve.

Having serviced the smoke detector, a smoke test should be carried out
by applying smoke to the intake points in each cargo space. Check that
visual and audible fire alarms are operated and that each line module
in the smoke detector indicates smoke. Check the presence of smoke
visually by observation through the sight hole in the line module.

DO NOT RESET UNTIL SMOKE TEST IS COMPLETED .

During the smoke test, check that the nameplates on the line modules
correctly designate the space.

5.4 CO 2 CYLINDER BANK

Before entering the CO2 room a responsible ship officer or/and
the shop repair manager should be informed that work is to be carried
out in the CO2 room.

Each cylinder should be checked to as certain the prescribed quantity

of CO2. If equipment available to enable the CO2 liquid level in each
cylinder to be detected, together with ability to interpret from the
detected liquid level the quantity of CO2 continued, this work can be
carried out with cylinders in suit.

The gross and net weights and to be found stamped around the top of
each cylinder. If a cylinder is found to contain less than 90% of the
prescribed quantity CO2, it must be recharged.

Instructions for disconnection and removal are set out in later paragraphs.

Cylinders should be examined for signs of serious corrosion. Cylinder

valves and actuators should be checked for damage and wear. Check the
locking tab washer securing the cap on the side of the cylinder valve
to see that it has not been tampered with.

Examine main CO2 pipe and pilot CO2 loops for damage. Inspect pilot
CO2 pipe lines and the CO2 release equipment in the control boxes.
Check pilot CO2 cylinder for correct CO2 quantity.

Check the clamp block tightening condition reqularly(every 3 months)

23
 after voyage and retighten the nuts if there is any loosen part.

5.5 RESSURE TESTING

Preparation should be made to pressure test the manifolds and CO2 feed
pipe within the CO2 room and up to closed distribution valve prepare
also to test operate the CO2 release equipment.

A responsible ship ’s officer of ship repair manager should be informed

that this work is to be done. So that any precautions that may be
necessary can be taken.

1. Prepare and carry out the following checks ; -

Coupling nuts of flexible connecting loops are tight.
All CO2 pipe is intact.
All distribution valves are shut.
Pilot loop couplings are tight.

2. Remove all pressure actuators from cylinder valves, without

disconnecting the pilot loops. Remove pressure actuators by removing
U shaped locking pin(upwards movement). Prize it upwards by using
a screwdriver or other suitable tool.

3. The check valve manifolds should be used to support the lines of

pressure actuators/pilot loops. Arrange to discharge one or more
cylinders into the manifolds and feed pipe up to the
closed distribution valves, in order to pressure test.
Most than one cylinder may be required to achieve a reasonable
24
 test pressure depending upon the size of the installation.
If a cylinder was found to be underweight during the prior checking,
the CO 2 from this should be used.

4. Having chosen the cylinder or cylinders to be discharged for

pressure test, fit pressure actuators to these cylinders only.

5. Discharge CO 2 from the test cylinder (s), and check for leakage.
While manifolds and feed pipe are pressurized, prepare to check CO 2
release equipment.
Remove pressure actuators fitted to cylinders used for pressure
test.

6. Warn personnel who may be working in the protected space the some
CO2 will be discharge into that space.

7. Go to a control box and release pilot CO 2 observe pressure gauge to

see that reading is pressurized.

8. Distribution valve should open, releasing CO 2 from the manifolds

and feed pipe into the protected space. Check for leaks in the pilot CO 2
line including the pilot loops.

9. Check that each pressure actuator piston has advanced into the
operated position and that there are no leaks.

10. An arrangement of fitted to automatically vent the released

pilot CO 2 to atmosphere. Check by observing the pressure gauge
that pressure reading remains outside the red sector for a time in
excess of ten minutes.

11. On completion of that work make sure that the CO 2 cylinders used are
recharged and re-installed, pressure actuators are refitted,
distribution valves are shut and the CO 2 room is secured.

5.6 REMOVAL AND RE-INSTALLATION OF PRESSURE OPERATED CO 2

CYLINDERS.
1. Mark sure that the safety pin securing the manual release
lever on the pressure actuator is in position and the level cannot
be moved.

2. Remove the pressure actuator from the cylinder valve. To do this

remove the U shaped locking pin(upwards movement). Prize it upwards
using a screwdriver or other suitable tool. When the locking pin is
removed take off the pressure actuator (sideways movement).
DO NOT DISCONNECT THE PILOT CO 2 LOOPS.

25
3. Use the check valve manifold to support the line of disconnected
pressure actuator/pilot loops. If all cylinders in the row are to be
removed

4. Slacken the upper coupling nut which secures the main CO 2 copper
connecting loop to the check valve manifold above the cylinder. If
the connecting loop is a flexible one, do not slacken the upper
coupling nut. Completely unscrew the lower coupling nut which
secures the connecting loop to the cylinder valve outlet.

5. Remove the cylinder racks. Do not remove all the cylinder front
straps at once.

6. Remove one cylinder at a time. Set each cylinder in such a position

that it will not fall over and damage the valve. If necessary, lay
the cylinder down.

7. If the cylinders are to be transported for recharging ; fit the small

protection cap to the cylinder valve gas outlet, and the large
cylinder valve protection cap.

5.7 REMOVAL AND RE-INSTALLATION OF CO2 FLEXIBLE HOSE

1. After delivery upto third(3) year

- Visual inspection: If there is any deformation or crack on flexible hose,
those hoses should be replaced.

2. Fourth(4) year upto fifth(5) year

- Air pressure test around 130~175 bar of 3% sampling hose to be carried out.

3. After fifth(5) year upto ten(10) year

- Air pressure test around 130~175 bar of 5% sampling hose to be carried out.

RE-INSTALLATION

Re-installation of the cylinders is a reversal of the foregoing

instructions.

When the cylinders are refitted, check the following carefully ;

1. Make sure that the cylinder leaks are securely fastened.

2. Check that main CO 2 connecting loop coupling nuts are secure.

3. Check that pressure actuators are properly fitted and are secured to
the cylinder valve by seeing that the U shaped locking pins are
driven fully down.

26
 NOTE : If one or more cylinders have been removed, leaving others
intact, the rest of the system can be operated provided ;

The pressure actuators are fitted to the cylinders that

remain.

The pilot CO 2 loops are still connected to the pressure

actuators that have been taken from the removed cylinders,
i.e. the pilot CO 2 line is unbroken.

The Check valves in the manifold and the piston seals in the
pressure actuators prevent loss of CO 2 from the broken connections.

27