2

CONTENTS

1. RELEASE OF SYSTEM …………3

2. DATA SHEETS ………..6

3. SYSTEM TECHINICAL SPECIFICATION ………..7

4. MISCELLANEOUS TECHINICAL INFORMATION ……….14

5. MAINTENANCE ……….19

3

1.RELEASE OF SYSTEM

1.1 OPERATING INSTRUCTIONS

4

1.1 OPERATING INSTRUCTION

1.1.1 CO2 TOTAL FLOODING SYSTEM-GENERAL The CO2 extinguishing system utilizes a bank CO2 cylinders, normally

located in the CO2 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 CO2

room and fire control station. The control box contains a source of pilot CO2 and

the means by which it is released ; the pilot CO2 is piped to pressure-operated

release heads in the required number of CO2 cylinders.

1.1.2 MAIN VALVES

Where more than one space is protected by the same bank or CO2 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 CO2 valve is opened.

1.1.3 AUDIBLE & VISUAL ALARMS

Audible or visual alarms are normally operated via a door micro switch

on the control box. Shutdown of ventilation system is achieved by

opening of control box.

1.1.4 CO2 EXTINGUISHING SYSTEM

The CO2 extinguishing system unitizes a bank of CO2 cylinders,

normally located in the CO2 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 CO2 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 CO2 cylinder room and discharge CO2 from the number

of cylinders specified, to discharge CO2 from the cylinders rotate

the valve anticlockwise.

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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

CO2 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.

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2. DATA SHEETS

SEE ATTACHED PROJECT DRAWING

7

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 ……………..12

3.11 CONTROL BOX ………………13

8

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.

CO2 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

total flooding and may by produced by any large volume discharge

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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.

The CO2 quantity carried is a limited amount and the best possible use

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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/in2).

Each cylinder valve incorporates a safety disc designed to rupture and

discharge the CO2 contents at a pressure safety below the cylinder test

pressure.

Care must be taken, therefore, to ensure that the CO2 cylinders are not

installed 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.

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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 LO 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.

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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 CO2

When the CO2 sys tem 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 sa d v a nt a ge 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

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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 CO2 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 pressure indicator is fitted the pilot line inside control box to

show the pilot CO2 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.

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4.MISCELLANEOUS TECHINICAL INFORMATION

4.1 FIRE IN ENGINE ROOM …………15

4.2 GENERAL RULES FOR FIRE EXTINGUISHING ………..17

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4.1 FIRE IN ENGINE ROOMS

Smaller fires in the engine room 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, should be released in accordance with the

instruction detailed at the control box.

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.

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

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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.

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

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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.

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

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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

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 ……..20

5.2 SERVICE ARRANGEMENTS ………20

5.3 PIPES ……..20

5.4 CO2 CYLINDER BANK ………21

5.5 PRESSURE TESTING .…….22

5.6 REMOVAL AND RE-INSTALLATION OF

PRESSURE OPERATED CO2 CYLINDER …….23

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5. MAINTENANCE

5.1 FIRE DRILL In order to familiarize the crew with the operation of the CO2 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

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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 CO2 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.

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Check the clamp block tightening condition reqularly after voyage and

Retighten the nuts if there is any loosen part.

5.5 PRESSURE 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.

23

Most than one cylinder may be required to achieve a reasonable

test pressure depending upon the size of the installation.

If a cylinder was found to be underweight during the prior checking,

the CO2 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 CO2 from the test cylinder (s), and check for leakage.

While manifolds and feed pipe are pressurized, prepare to check CO2

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 CO2 observe pressure gauge to

see that reading is pressurized.

8. Distribution valve should open, releasing CO2 from the manifolds

and feed pipe into the protected space. Check for leaks in the pilot CO2 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 CO2 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 CO2 cylinders used are

recharged and re-installed, pressure actuators are refitted,

distribution valves are shut and the CO2 room is secured.

5.6 REMOVAL AND RE-INSTALLATION OF PRESSURE OPERATED CO2

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).

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DO NOT DISCONNECT THE PILOT CO2 LOOPS.

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 CO2 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.

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 CO2 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.

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 CO2 loops are still connected to the pressure

actuators that have been taken from the removed cylinders,

25

i.e. the pilot CO2 line is unbroken.

The Check valves in the manifold and the piston seals in the

pressure actuators prevent loss of CO2 from the broken connections.