CHAPTER 5

Emergency procedures

5.1 Introduction
Although it is impossible to predict the occurrence of all potential
emergency situations, it is necessary to establish standardized emergency
procedures tailored to each vessel and to ensure that all crewmembers
are familiarized with such procedures.

This section focuses on essential emergency procedures for LNG carriers,

and in observing the requirements contained in this part of the manual,
you are also requested to refer to the safety management manual laid
down to deal with emergency situations.

Crewmember are requested to grasp every situation at each time of

occurrence, evaluate the possible consequences of the steps taken and
determine the most appropriate measures for best handling of the
situation in a cool manner.

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5.2 Emergency muster plan
I n o r d e r t o i m p l e m e n t t h e e m e r g e n c y p r o c e d u r e s c o r r e c tl y , a n e m e r g e n c y
muster plan have been established in advance.

Items taken into account in emergency muster plan are the following:

 extraordinary work duties to be assigned to each crewmember

 arrangement of equipment and machinery

 code of warnings

 verification procedure of the scene

 the nature and scale of the emergency situation

 the preferred method of risk evaluation

5.3 The emergency station muster

The following five teams should be organized.

5.3.1 Commanding team

The commanding team should be composed of the Master, a deck officer,

a radio operator and a messenger to manage and command the rest of
four teams.

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5.3.2 LNG team

The LNG team should be organized by the deck and engine departments
personnel in charge of cargo, and in the event of an accident relating to
the cargo system, the necessary emergency measures should be taken in
cooperation with the on-the-scene team.

I n t h e c a s e o f a n a c c i d e n t n o t r e l a t e d to t h e c a r g o s y s t e m , t h e m e m b e r s o f
this team should help monitor and protect the cargo system, and give
assistance to the on-the-scene team.

5.3.3 On-the-scene team

The on-the-scene team should report the situation in detail to the

commanding team, take emergency measures and request assistance as
necessary.

In the event of an accident related to the cargo system, the team should
e x e c u t e i t s d u t i e s i n c o o p e r a t i o n w i t h th e L N G t e a m .

5.3.4 Rescue team

The rescue team should be in full readiness to give assistance to the on-
the-scene team for a rescue operation should the need arise.

5.3.5 Engine team

T h e e n g i n e t e a m s h o u l d t a k e a l l n e c e s s a r y s t e p s r e q u i r e d fo r t h e
operation of machinery and other duties within the engine room.
Depending on situation, the team should give assistance to the on-the-
scene team as necessary.

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5.4 Initial activities
5.4.1 General alarm

The person who first discovers an emergency on board the vessel should
press the alarm bell push-button immediately to warn all hands, report his
findings to the Master and engage himself in the initial accident control
activities until the on-the-scene teams arrives.

All crewmember are required to make themselves familiar with the

emergency muster plan and to train themselves to the fullest possible
extent.

5.4.2 Roll call

When the general alarm is sounded, it is important to have a roll call to

confirm that none is injured, lost or dead, but such should not adversely
effect the efficient deployment of the initial accident control operation.

5.4.3 Station muster

Each place of assembly of each team should be noted in the emergency

station bill. The place of assembly differs depending on the type of
emergency. The actual place of assembly should be announced to the rest
of the crewmembers through the public address system or other equally
effective means.

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5.5 LNG Leaks
Crew members should be aware that leaks can develop anywhere in the
piping system. Leaks are most likely to occur at welds, valves, flanges,
fittings and pipe penetrations in vessel walls. When vaporizing, escaped
liquid cools the surrounding air below its dew point, a visible vapor cloud
forms, characteristic of an LNG leak. This visible vapor cloud can be one
means of LNG leak detection.

When leak is discovered the following must be determined:

 Whether the leak requires immediate plant shutdown

 Whether the leak can be isolated and repaired without plant shutdown

 Whether repair can wait until a routine shutdown is scheduled.

5. 5. 1 Lea ks in va lve pack ing

Although valves for LNG services are specifically designed for cryogenic
temperatures, when the plant is cooling to operating temperatures, metal
parts contract significantly. Leaks may develop in valve packing. Since
leaks of this type is often can be anticipated, warning and barricading
procedures can be developed, and necessary equipment made available
before hand. In general, extended bonnet valves are used for LNG
service, and packing leaks can be predicted by an abnormal accumulation
of frost on the extended bonnet.

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5. 5. 2 Leaks in transf er hoses an d spool p iec es

The transfer of LNG from one container to another may involve both a
liquid transfer line and a vapor-liquid return line. Both of these lines
become cold during the transfer process, which may result in leakage at
t h r e a d e d o r f l a n g e d c o n n e c t i o n s d u e to c o n t r a c ti o n . L e a k s i n f l a n g e d j o i n t
and spool pieces can also develop in the same manner.

Should a leak develop either at the fittings or in transfer hose, appropriate

procedures for stopping the leak or shutting down the transfer process to
r e p l a c e t h e l e a k i n g c o m p o n e n t m u s t b e i n i t i a te d . M e a s u r e s f o r p e r s o n n e l
protection and vapor ignition reduction potential may also be initiated.

5. 5. 3 Leaks in gas pha se pi pi ng

A cold gas leaks are most likely to develop at welds, valves, flanges,
fittings, and vessel penetrations. A vapor cloud will develop when the
surrounding air is cooled below its dew point. Where the leaking gas is at
high pressures associated with vaporization, personnel exposure to the
turbulent, cold gas can produce rapid freezing of tissue unless adequate
protective clothing is worn. .

Once a cold gas leak is discovered, decision must be made about plant
s h u t d o w n , i s o l a ti o n o f t h e l e a k a n d p r o t e c t i v e m e a s u r e s f o r p e r s o n n e l .
Flammable vapor cloud should be directed away from any potential
ignition source if they exist.

5.6 Spillage of LNG

The LNG spills are classified into the following two broad categories
according to the method employed in dealing with spills.

5. 6. 1 Sm al l spi ll

LNG spills in small amounts from defective flanges, valves and packing
caused when the liquid lines of an LNG carrier are improperly cooled fall
within this category.

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Although small spill pans are provided beneath major flange joints, it is
important to wash spilled LNG overboard and promote its vaporization with
large quantities of water to prevent the steel structural members from
being over cooled.

It goes without saying that it is important for you to pay attention to

the cryogenic temperatures of LNG, but it is more important for you to
be alert to source of fire in the vicinity and to prevent the spills from
developing into a fire.

5. 6. 2 Massi ve LNG spills

Overflows from the cargo tanks and other massive spills in association
with the fractures of pipelines, gaskets and loading arms, etc., are all
classified in this category.

When a massive LNG spill occurs, it is important to stop the further

spillage of LNG by activating the Emergency Shut Down System (ESDS).
And to start the spraying system in the vicinity of the scene for preventing
the structural hull members from being sharply cooled due to their direct
contact with the spilled LNG. Where a large volume of seawater through
other fire hoses and fire monitors should be used to wash the spilled LNG
overboard.

5.7 LNG Fires

LNG fires are broadly divided into the three groups:

Although the applicable fire-fighting procedures differ depending on the

type of fire and environmental conditions, only the principles of the action
taken are described here.

5. 7. 1 Pr essure f ire

This is a fire of pressurized LNG or vapor such as burning LNG that is

leaking from a pipeline.

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In a pressure fire, it is essential to stop supplying combustible first. If the
fire is extinguished before stopping the supply of combustibles, it is
possible that the subsequent spilling LNG, eventually aggravating the fire
can induce recurrences of ignition and explosion.

The LNG is stopped by activating the ESD system and by closing the
intermediate valves in the proximity of the fire. Water, which is sprayed to
protect valve operators and cool the nearby areas, should be sprayed in
fog to increase the cooling effect.

5. 7. 2 Pool f ire

This refers to burning LNG that has formed a pool on deck or on the
surface of the sea. As in case of a pressure fire, it is important to stop
the LNG spill. When subsequent spilling is successfully stopped, an
immediate fire-fighting operation must be initiated with dry chemical fire
extinguishers. Since dry chemical fire extinguishers have the capacity for
only a short period of discharge, every operator must engage in a swift
and efficient fire-fighting by making himself familiar with the performance
and features of a fire extinguisher of this type.

Ignorance not only has an adverse effect on fire-fighting, but also

endangers the operator.

The use of seawater can promote vaporization of LNG and encourages the
fire by providing it with a new source of heat. Hence, use no seawater
under any circumstances. Since the cooling effects offered by dry
chemical fire extinguishers are significant thus posing the possibility of re-
ignition, it is necessary to continue sea-water cooling

5. 7. 3 Pr essure p ool f ire

In the event of an occurrence of a massive spill of LNG from pipelines, a

pressure pool fire can develop. In such case, stop the spillage of
p r e s s u r i z e d L N G f i r s t , a n d c a r r y o u t p r o p e r fi r e f i g h t i n g b y a s u i t a b l e
method when the fire has become a pool fire as described above.

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5.8 Scale of LNG fire

If the spilled LNG is ignited, the ratio of spill and consumption due to
burning in a fire becomes narrower with such a smaller area of fire. As an
example, the scale of a fire test is computed on the basis of spillage
analysis above and is shown below:

Assumed scale of fire

Location of Area of fracture Mean spill rate Diameter of fire

fracture (m2) (m3/sec) (m)
opening
5 50 320
5m above the
10 90 450
load line.
15 140 550

5 60 340
10 110 490
On the load line
15 170 600

5.9 Emergency procedure in case of fire

When LNG is involved in a massive fire, we have almost no effective

means to counter the intensity of the fire. If such a massive fire occurs in
off-shore waters where no material effects are thought to be given to the
s u r r o u n d i n g a r e a s , t h e o n l y c o n s i d e r a t i o n t o b e g i v e n i s t h e s af e t y o f t h e
people on board the vessel. But if it occurs within harbor-water area,
effective emergency measures must be taken by taking the enormous
impacts on the surrounding areas into account.

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5. 9. 1 O utl ine of em ergenc y pr ocedure s:

 Notice

 Order Fire Station Muster

 Grasping the conditions of the fire and judgement on proper action.

 Fire extinguishing and fire-fighting operations

 Protection and saving the men’s life

 Protection of hull

 Environmental protection

5. 9. 2 Fi re fi g ht i ng procedur es for LNG f ire s.

LNG fires are divided into two types

 diffuse combustion in which the spilled LNG blazes while dispersing

 pre-mixed combustion associated with explosions, which can occur

when an accumulation of dispersed gas is ignited.

In the event of an accident, the former is easier to handle. In some

sense, the earlier ignition of an accidental spill of LNG can make
judgements on desirable post-occurrence accident control activities
easier.

The most important items for consideration in such case are

 grasp the on going situation correctly

 prevent the occurrence of the secondary disaster arising from fire.

To be more specific, where and how the gas is spilling and burning;
whether or not the spillage and burning of the condition of the gas are
stable, etc. should be watched and examined carefully. Furthermore, the
probable effects on the hull and tanks heated by the fire and possible
outcome induced by such heat-affected hull and tank structures should be
estimated.

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Generally speaking, when the burning condition is unstable or if a fire is
heating a critical part of the vessel, it is likely to be developed into a big
f i r e . I n s u c h a n e v e n t , f i r e f i g h t i n g m u s t b e u r g e d . W h e n th e s i t u a t i o n t e l l s
otherwise, it is said to be safer to leave the LNG burning than to try to
extinguish the fire with eventual dispersion of LNG gas.

In fire-fighting an LNG fire, the mechanism and the special features of

the fire, the characteristics and the performance of the fire
extinguishing equipment should have been studied well before the
crew engaged in fire-fighting. Otherwise, the effects of fire fighting
would be lost, the fire would be intensified, and the dangers would be
imposed on the vessel and the crew.

The iron rules which should be observed when one encounters an LNG fire
are as follows:

 Never use water when dealing with LNG (liquid) fire

 Never disturb a pool fire.

 Leave a vapor fire to burnt out

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5.10 Fire Fighting for small LNG fire

Pressure Fire Pool Fire Spill on Deck

(Liquid or vapour) (Spill of Liquid)

Actuation of ESD Actuation of ESD ESD system

Stop supplying liquid or Extinguished the fire Apply water

vapor. (close the valve in the
proximity.)
Keep the fire burning without
extinguishing it. If
extinguished, invisible vapor
may be generated.
Cool the peripheral areas of
the scene with a water fog to
mitigate heat radiation.
When supply of liquid or
vapor cannot be stopped, the
fire grows into pool fire if the
scale is large. Perform the
fire fighting with dry chemical
fire extinguishers.
immediately with dry spraying for the
chemical fire purposes below:
extinguishers.
Promote
Cool the peripheral evaporation of LNG
areas of the scene with a
water fog to mitigate the Wash LNG
radiation heat. overboard.
Never use seawater. If Prevent structural
used the heat of hull membrane from
seawater encourages coming to contact
vaporization of LNG, and with LNG.
the fire suddenly
intensifies. Maintain the
temperature of the
Don’t disturb the LNG hull structure.
spill. Since fire fighting
becomes difficult if there
are structures in the
fool, perform fire fighting
in two different
directions for complete
extinguishing.

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5. 10. 1 Fire i n cargo compart me nt s

 W h e n f i r e o c c u r s i n a s t o r e r o o m o r d e c k m a c h i n e r y o th e r t h a n c a r g o
r e l a t e d e q u i p m e n t w i t h i n t h e c a r g o c o m p a r t m e n t , e n d e a v o r t o p e rf o r m
effective and rapid fire fighting at the initial stage of the fire using the
proper fire extinguishers.

 Isolate the fire-affected area from other spaces. If possible,

immediately close the stop valve closest to the point where spilling
liquid or gas which serves as a source of the fire.

 The cargo temperature, and the pressure of the cargo tank system must
b e c o n s t a n t l y m o n i to r e d .

 When the tank pressure rises excessively, the compressor should be

s t a r t e d t o d r a w s t h e g a s i n th e t a n k t o b e b u r n e d i n t h e b o i l e r . W h e n a n
excessive amount of steam is generated, it must be dump using the
designed dumping system of the ship.

It is considered to be safe practice to discharge gas, through the vent

mast of the end tank than to discharge the gas through the vent mast in
close proximity of the scene of the fire.

 It must be decided before starting the fire-fighting operation whether

the fire should be extinguished or be left to burn.

 A fire-fighting operation should be carried out in two stages, i.e. the

operation to extinguish the fire itself, and the other operation to cool
the peripheral areas to prevent extended fires.

 If water is poured from immediately above the fire, it encourages

vaporization of the spilled LNG with an accelerated burning speed, and
hence care must be taken.

 Dry chemical fire extinguishers are more effective for extinguishing

LNG fire than foam fire extinguishers. When fire-fighting using dry
c h e m i c a l f i r e e x ti n g u i s h e r s , t h e f i r e e x t i n g u i s h i n g a g e n t m u s t b e
discharge through a large number of dry chemical fire nozzles

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 simultaneously from the windward side to the lee ward side focusing on

 the source of fire. Dry chemical should be injected so that the entire
surface of the fire is swept horizontally. Care must be taken so as not
to disturb the surface of the pool of liquid LNG. It is also important to
preserve an ample volume of dry chemical to be prepared for possible
re-ignition.

 When water is sprayed onto the surrounding areas, care must be taken
so that no water running down the structures enlarges the pool of liquid
LNG or the liquid LNG is carried by water inside the structures.

 When a fire breaks out in a closed compartments, fill it with inert gas
such as carbon dioxide gas and nitrogen gas. Nitrogen gas is safer
than carbon dioxide gas.

 Workers engaged in fire-fighting must wear protective clothing and

work from the windward side to the leeward side. In view of the
possible inhalation of combustion gases or oxygen deficiency in a
compartment filled with spilled LNG gas, self-contained type breathing
apparatus must be worn.

5. 10. 2. Fire of ve nt mast

Several cases of fires in vent masts while discharging cargo vapor due to
lightning striking have been reported. Such fire can be avoided, if the
relief valves of the cargo tanks are well maintained and cargo vapor is
discharged after carefully checking the surrounding conditions. In the case
of accident, the fire can easily be extinguished by the inert gas fire
extinguishing system of the vent masts after stopping venting.

It is also important to cool the surrounding spaces using the spraying

devices provided on the vent mast top and dome top or a hand hose.

5. 10. 3. Fire i n en gi ne room

Fires in the engine room are mostly related to fuel oil, lubricating oil and
electrical equipment, where effective initial fire-fighting is the key to
successful fire-fighting in the engine room.

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A fire in the engine room tends to spreads out to accommodation spaces
or lead to the loss of the shipboard power.

Pay special attention to the following items when fire-fighting in the

engine room:

 Effective initial fire-fighting using proper fire extinguishers or systems.

 Take a roll call.

 A r r a n g e p r o t e c t i o n f o r p o w e r g e n e r a t i n g s y s t e m s a n d s h u t t i n g f ue l l i n e
as necessary.

 Preparation of evacuation and cooperative action for a large-scale fire

fighting operation.

5. 10. 4 Fi res in accommodat ion space s

Fires in the accommodation spaces are solid fire, which are liable to
spread out through air vent ducts and other openings and hence it is
important to isolate the fire.

Note that smoke generated from the fire can often interfere with effective
fire-fighting operations.

Pay attention to the following items when fire-fighting:

 Effective initial fire-fighting using proper fire extinguishers of systems.

 Take a roll call.

 Isolate the compartment that is on fire.

 A fire-fighting operation should be done through a small opening.

 Effective prevention of re-ignition.

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5.11 FIRE FIGHTING SYSTEM
The fire fighting system is provided as follows:

FIRE FIGHTING SYSTEM PROTECTION AREA

Cargo area

Engine room

Sea water fire extinguishing Accommodation space

system
Store room, etc.

Engine room

Small compartments outside

engine room
CO2 fire extinguishing system
Cargo machinery room

Motor room

High pressure fresh water fire Boiler burner top ( P & S )

extinguishing system ( Local
I.G.G. Burner top
extinguishing system)
Diesel generator

Incinerator burner top

Dry powder fire extinguishing Cargo area

system

Cargo tank domes

Water spray system (to prevent Cargo manifold valves

the spread of fire)
Cargo liquid/vapor

Control valves

Accommodation front bulkheads

Cargo machinery/motor room

Life boat embarkation area

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5. 11. 1 Seaw at er Fire Ext inguishi ng Sys t em

A fire hydrant system (combined with the fire and wash deck system) is
i n s t a l l e d t o p r o t e c t a l l e x t e r n a l a n d i n te r n a l a r e a s o f t h e v e s s e l .

The fire main is permanently pressurized (0,98 MPaG) by the fire line
pressurizing pump.

Sea water fire extinguishing system using a hose reel (a 20m long hose
and a nozzle) permanently connected to the sea water fire extinguishing
line in accommodation is installed for an early period of fire fighting in
accommodation.

The fire pumps associated with this system are as follows:

 Fire line pressurizing pump

 Fire pump

 Fire, bilge and general service pump

 Emergency fire pump

The fire main system consists of sea water lines, stop valves, hydrants,
fire hoses, nozzle and the necessary fittings.

The fire pump, fire, bilge and general service pump and fire line
pressurizing pump can be remotely started from the wheelhouse and the
fire control station on the upper deck.

The emergency fire pump can be remotely started from the fire control
station on the upper deck.

Caution:

The sea water fire extinguishing system is not suitable for cargo fires
(LNG), therefore the dry powder system should be immediately used
for cargo fires (LNG),

However, the sea water fire extinguishing system is useful for protecting
the deck in case of cargo (LNG) leakage, therefore this system and the
dry powder system should be made ready for use during loading or
unloading.

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5.11.2 Princi pal of CO 2 Fi re Exti ngui shing sys te m

Nos. of CLY.

No Fire Fighting Space (55 KG/CYL) OPERATION ALARM EQUIPMENT

. SMALL TOTAL INDEPEND TOTAL TYPHON ELECT. ROTATING
COMPARTM FLOODING ENT FLOODING
ENT FOR ENG. FOR ENG. HORN LIGHT
RM. RM.

A ENGINE ROOM ---- ----- 5 STES 2 SETS 6 SETS

A-1 I.G.G. ROOM 25 CYL. O --- 2 SETS 1 SET

A-2 MAIN SWITCH BOARD 11 CYL. O O ---- 2 SETS 2 SETS

ROOM

A-3 F.O. PURIFIER ROOM 8 CYL. 360 O --- 1 SET ---

CYL.

A-4 ENGINE CONTROL 3 CYL. O --- 1 SET 1 SET

ROOM

A-5 INCINERATOR ROOM 2 CYL. O --- 1 SET ---

A-6 REMAINING 311 ---

CYL

B EMERGENCY (5 CYL) ---- O ---- ---- 1 SET 1 SET

GENERATOR ROOM -

C EMERGENCY (2 CYL) ----- O ------ ----- 1 SET

SWITCHBOARD ROOM
----

D PAINT STORE (2 CYL) ----- O ----- 1 SET ---- ----

E L.O. & HYD. OIL. (1 CYL) ---- O --- --- 1 SET ---

STORE - -

F MOTOR ROOM (6 CYL) ---- O ----- NONE

G CARGO MACHINERY 15 CYL ----- O ---- NONE

ROOM -

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5. 11. 3 CO 2 F i r e Ex t i n gu i s hi ng S y s t e m

1. The CO2 total flooding fire extinguishing system are installed to protect
the following spaces:

 Engine room

 Inert gas generator room

 Main switchboard room

 F.O. purifier room

 Engine control room

 Incinerator room

 Emergency generator room

 Emergency switchboard room

 Paint store

 L.O. & hyd. Oil store

 Motor room

2. Independent CO2 total flooding fire extinguishing systems are

installed to protect the cargo machinery room.

3. Sufficient number of CO2 cylinders is stored in the CO2 bottle room.

4. The CO2 total flooding fire extinguishing system and independent CO2
total flooding system are remotely released from fire control station.

Note:

Inert gas should only be introduced into the cargo machinery room if it has
subsequently been found out that the fire has not been extinguished. This
should be regarded as a secondary measure only.

Before entering a space that has been flooded by CO2, the room
should be adequately ventilated and the atmosphere should be
checked prior to entry.

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5. 11. 4 High Pres s ur e Fres hw at er Fire Ext i ngui shing Sy st em

1. The protected area of the high pressure fresh water fire extinguishing
system are as follows:

a. boiler burner top (P)

b. boiler burner top (S)

c. I.G.G. burner top

d. Diesel generator

e. Incinerator burner top

2. The system consists of the following equipment:

a. Fresh water cylinders

b. Spray heads

c. N2 cylinder

d. Piping

e. Analogue addressable type fire detecting system

f. Alarm system

3. The system is activated automatically by smoke and flame detector

located in each protected area and also activated manually from main
panel (FIRE CONTROL STATION) and local release/stop panel (EACH
PROTECTED AREA).

4. The high-pressure fresh water can be discharged for min. 30 seconds

for the largest protected area.

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5. 11. 5 Dr y Powder Ext i ngui shing Syst em

1. The fixed dry powder fire extinguishing system is located in the

exposed part of gas hazardous areas, including the flying passage,
cargo tank dome and cargo manifold deck, to extinguish LNG fires.

2. T h e “ d r y p o w d e r ” i s m a i n l y s o d i u m b i c a r b o n a t e ( N a H C O 3 ) . A n d i s
a c t i v a t e d a n d p r e s s u r i z e d b y n i t r o g e n g a s . T h e d r y p o w d e r i s s up p l i e d
from the pressurized tank via fixed piping to each discharge station (a
“Gun” type dry powder pistol and fixed dry powder monitor).

3. Each dry powder units allows 60 seconds of continuous use for all
monitor and pistols connected to the unit.

4. Dry powder monitors in the cargo manifold deck can be remotely

released from the cargo control room or fire control station.

The monitors should be normally fixed at a position parallel to the

ship’s center line using direction cords and at a 12 down angle in
order to cover all cargo manifolds with remotely released dry powder.

5. 11. 6 W at er S pr ay Sy s t em

1. The following areas are protected by the water spray system in case of
fire or LNG cargo leakage:

a. Cargo tank domes.

b. Cargo manifold valves.

c. Cargo liquid/vapor control valves

d. All bulkheads of accommodation block.

e. Cargo machinery/motor room

f. Life boat embarkation area.

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2. The water spray system is stared as follows:

a. Open discharge valve and suction valve of water spray pump.

b. Start water spray pump remotely using the push button switch in
the fire control station, wheelhouse, or ballast control console
(BCC) in the cargo control room.

c. Start water spraying.

3. Caution:

a . I s o l a t i o n v a l v e s a r e i n s t a l l e d i n t h e w a t e r s p r a y l i n e f o r th e p u r p o s e
of isolating damage section from the rest. They should normally kept
open.

b. Fresh water rinsing is recommended after water spraying to avoid

clogging of the spray nozzles by salt. For this purpose, fire, bilge &
G.S. pump is used to supply fresh water.

c. Draining out of the main line through the drain valve is

recommended after the freshwater rinsing.

d . I n c a s e o f w a t e r s p r a y p u m p tr o u b l e , f i r e p u m p a n d f i r e , b i l g e & G . S .
pump are able to back up the water spray system by opening
isolation valves normally shut in the fire control station.

However, the capacity is insufficient to meet total demand of the

system. Therefore, the distribution valves of the water spray
manifold in the fire control station must be properly selected to be
o p e n e d o r s h u t i n o r d e r t o s u p p l y s u f f i c i e n t w a te r t o t h e n e c e s s a r y
areas.

5. 11. 7 W at er Curt ain

1. A water curtain system protects the side shell under the cargo manifold
from LNG splashing, in case of accidental leakage during cargo loading
or discharging.

Also when jettisoning of cargo liquid is carried out, the water curtain
system must be used.

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2. A water curtain system and two (2) jets of the sea water fire
e x t i n g u i s h i n g s y s te m a r e a v a i l a b l e a t t h e s a m e t i m e .

3. F i r e , b i l g e & G . S . p u m p i s u s e d u n d e r h i g h p r e s s u r e r u n n i n g m o d e f o r a
water curtain system.

4. The operation step flow is shown as follows.

(1) A water system Only (2) A water curtain system +2 jets

Fire-Bilge & G.S. Pump

Water curtain running
Running
Start

Fire breaks out

Preparation for No

2 jet starts

Pump starts

Fire line pressure 600 No

kPaG
Valves open

Fire pump
System starts auto starts

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