co2 total flooding system

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Home Safety and Environmental Protection Fire Fighting CO2 Flooding System Fixed Fire

Fighting on Ships

October 25, 2015 10:46 am | 10 Comments | Frozee

CO2 flooding system or central bank CO2 system is one of the common fixed fire fighting systeminstalled on most of the ships. It releases carbon dioxide (CO2) in bulk quantity to a protected space

(such as engine room, cargo hold, purifier room, pump room, etc.) under fire. Smothering action of CO2

extinguishes the fire thereby preventing spreading of fire to other parts of the ship. It consist of several

CO2 cylinders located in a separate room, called CO2 room. These bottles contain CO2 in liquid state.

When the fire in a protected space goes out of control or in a situation when the fire is not able to

extinguish by local fire fighting media, CO2 flooding system comes into picture. CO2 from the bottles

directed via common manifold, main valve and distribution pipe lines to nozzles through which it is

released to the protected space for fire extinction. Due to safety reasons, the CO2 flooding system is

manually released from a release cabinet located outside the protected space.

Carbon dioxide is the fire extinguising medium used in CO2 flooding system. It is an effective firesuppression agent applicable to a wide range of fire hazards. It has a high rate of expansion which

allows it to work fast. When applied to a fire, CO2 provides a heavy blanket of gas that reduces the

oxygen level to a point where combustion cannot occur. Since carbon dioxide is a gas, there is no

clean up associated with a system discharge. CO2, a compound of carbon and oxygen, is a colorless

gas which cause coughing to occur when inhaled. At higher concentrations it is acutely toxic. Low and

high pressure CO2 is used for the fire protection of machinery spaces, pump rooms, cargo holds, paint

stores and galley exhaust ventilation ducts on board ships.

There are several advantages for the CO2 as a fire fighting medium. They are:

Density is 1.5 times higher than air. So CO2 settles down and displaces air.

It can be easily liquefied and bottled.

20% 30% CO2 concentration extinguishes fire by smotheringNon-corrosive

Non- conductor of electricity

No residues left after application

No deterioration with age

Similarly there are some disadvantages also, such as:

CO2 is highly asphyxiating. 9% concentration causes unconsciousness within minutes

Very little cooling effect. So there is danger of re-ignition.

When discharged, solid CO2 particles present and generate sufficient static electricity to produce

spark.

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As mentioned earlier CO2 flooding system floods the protected space under fire with carbon dioxide,

which displaces air, thereby removing one leg of fire trianglefor the extinction of fire. CO2 flooding

system consist of main CO2 bottles, common manifold, master valve or distribution valve and

distribution pipe lines with nozzles as shown in the figure below. Click on the diagram to enlarge.

Main CO2 bottles contain carbon dioxide in liquid state with a pressure of 56 bar at 20 degree Celsius.Pressure of CO2 at 25 and 30 degree Celsius are 64 bar and 71 bar respectively. So it is important to

keep the temperature of CO2 bottles low for limiting the pressure inside bottles. CO2 from the main

bottle is released by a CO2 release cabinet as shown in the figure. As soon as the release cabinet

door is opened, a micro switch is activated. The micro switch will ensure the activation of CO2 warning

alarms and ventilation shut off. CO2 release cabinet or release box consist of two pilot CO2 cylinders or

bottles containing CO2 gas inside. The pressure of CO2 inside these pilot bottles is same as that of

main CO2 bottles. Only quantity of gas is different. For releasing CO2 to the protected space, one of

the pilot bottle valve is opened. Now CO2 reaches two valves marked 1 and 2. First valve 1 is to be

opened. Then CO2 passes through a non return valve and opens pneumatically operated master valve.

Now master valve is opened. Next, open valve 2 in the release cabinet, which supply CO2 to main CO2

bottle head assembly through a non return valve and time delay unit. Function of the time delay unit is

explained below. Head assembly consist of a pressure operated cylinder valve. This pressure operated

cylinder valve prevents CO2 from bottle coming to the common manifold. As CO2 reaches the headassembly from pilot bottle, pneumatic actuator in the head moves and opens the pressure operated

cylinder valve. Then CO2 from main bottle escapes to the common manifold via non return valve as

shown. Each of the main CO2 cylinder have a head assembly and non return valve. The pilot CO2 line

is connected to all these heads. All the CO2 from the main bottles now release to common manifold.

Since the master valve is already open before, CO2 from manifold is released to the protected space

through distribution pipe lines and nozzles.

As you can see in the diagram, there are two CO2 release cabinets. One is local release cabinet and is

located in the CO2 room itself. One more remote release cabinet is used, which is located in a remote

place such as fire control station. This facilitates operation of CO2 flooding system from a remote place

other than CO2 room. Both release cabinets are connected in parallel and non return valves fitted in

the lines prevent back flow of CO2. Also two pilot CO2 bottles are placed in the release cabinet. Only

one is sufficient for the operation of both master valve and CO2 bottle head assembly.

CO2 flooding system explained here protects only a single space. There are systems which can protect

multiple spaces such as engine room and pump room together. In that case separate release cabinets

will be there for engine room and pump room. Main CO2 bottles are shared for engine room and pump

room according to the volume of the spaces.

CO2 from the pilot bottles in release cabinet reaches main CO2 bottle head assembly through a time

delay unit. Function of this time delay unit is to delay the supply of CO2 to the head assembly for 60

90 seconds. In other words, when valve 2 in the release cabinet is opened, CO2 reaches only after 60

to 90 seconds to the head assembly. Reasons for providing such a s delay in CO2 flooding system are

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given below.

As soon as CO2 release cabinet opens, alarm is sounded in the protected space. A time delay of

60 to 90 seconds give sufficient time for any personnel in the protected space to escape, even

after the operation of both valves in the release cabinet.

1.

If CO2 is released from main bottles to the common manifold before opening master valve, there

may be difficulty in opening master valve because of the bulk CO2 pressure acting on i t. Because

of the time delay, positive opening of the master valve is ensured before releasing CO2.

2.

Regulation per International Code for Fire Safety System (FSS Code) 2.1.3.2 says, The

pre-discharge alarm can be automatically activated (e. g. by opening the release cabinet door).

The alarm shall operate for the length of time needed to evacuate the space, but in no case less

than 20 seconds before the medium is released.

3.

The time delay can be achieved in different ways. Out of these, two types of t ime delay unit is

commonly used in CO2 flooding system on board ships. One is electrical type, which has an AC 220 V

power supply, a pressure switch, timer and a solenoid valve as shown in the figure below.

Power source is always available for the unit. Solenoid valve is normally in closed position. When CO2

from pilot cylinder (CO2 release cabinet) reaches the time delay unit, the pressure acts on the pressure

switch. This closes the pressure switch. But the timer allows power supply to the solenoid only after

60-90 seconds, the timing can be adjusted as required. As soon as the specified time is reached,

solenoid becomes energize and the solenoid valve will open. This allow passage of CO2 to the

pressure operated cylinder valve of main bottle. Normally a by pass valve is also fitted across this time

delay unit which can be used in case the unit goes defective.

Another type of time delay unit uses an empty bottle fitted just before the head assembly. This empty

bottle fills first before supplying pressurised CO2 to the head assembly. This is more reliable since

there is no electrical components involved. Figure below 000000shows two time delay units, one for

engine room and the other for purifier room.


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Head assembly mainly consist of a cylinder valve, which is operated by a pneumatic actuator and

linkages as shown in the figure below. CO2 from the release cabinet reaches the pneumatic actuator

through time delay unit and actuator operates the cylinder valve to release CO2 from main bottles to

the common manifold.

The pressure operated cylinder valve shown in the figure above can also be manually operated by use

of a lever inserted into the top of the valve. Free space above the valve should be minimum 200 mm.

The closing nut is to be screwed tight to the valve outlet during transport and storing of cylinders with

valve fitted. The cylinder valve is always supplied with a cotter pin or split pin as shown for securing

cylinder after filling and during any maintenance on the CO2 flooding system.

The pressure of CO2 inside the bottle depends on the temperature of the surroundings. As temperature

increases, pressure also increases. Therefore to safeguard against abnormally high pressures inside

the bottle, a bursting disc is provided on the head assembly as shown in the figure above. When the


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CO2 pressure inside the bottle increases to about 200 bar, bursting disc burst and releases CO2 to the

CO2 room. Pressure inside the bottle build up to such a high value means there is a fire inside CO2

room. Here, CO2 released from the bottle itself extinguishes fire inside the room. For better

understanding have a look at the pressure- temperature relationship at different filling densities from

the graph below.

From this graph, pressure of CO2 at different temperatures can be identified.

Pressure switch is fitted in the common manifold to identify any leakage of CO2 gas from bottles to the

manifold. The pressure switch activates warning alarm for the leakage. Similarly pressure switch will

activate alarms while actual operation of CO2 flooding system. A pressure gauge is also fitted on the

manifold to read any gas pressure inside. A valve for pressure testing of the system is also connected

to the pressure gauge connection as shown in CO2 line diagram.


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There is a relief valve fitted in the manifold of CO2 flooding system. Function of the relief valve is to

release the CO2 pressure in the manifold to the atmosphere outside CO2 room. Such a situation arises

when CO2 get released from the bottle and master valve is still closed. Set pressure of relief valve is

about 180 bar. Again, set pressure varies with the system design and regulations. A relief valve is

required for two purposes:

If the pressure of fluid in a pipe line increases beyond the designed working pressure, there must

be a pressure relief mechanism for bringing down the pressure to safe guard the system. In the

case of CO2 flooding system, CO2 will accumulate in the manifold when it is released from the

bottle and master valve is closed. Pressure of CO2 is 55 bar at 20 degree Celsius. As CO2 takes

temperature from surroundings, its pressure also increases to dangerous levels. Since these pipes

are pressure tested to 190 bar only, a relief valve is necessary in the manifold.

1.

Any pressure accumulate in the manifold may release other CO2 bottles which are intact, if the

non return valve between bottle and manifold is damaged.

2.

Whether it is portable CO2 fire extinguisher or cylinder in CO2 flooding system, a siphon tube or dip

tube is necessary inside bottle.

The function of dip tube is to deliver liquid carbon dioxide outside the bottle. If dip tube in not provided,

CO2 evaporates from the surface while discharge taking latent heat of vaporization and remaining

liquid CO2 will freeze inside and hence failure of CO2 discharge. Therefore it is necessary to operate

CO2 fire extinguishers in up right position.

In CO2 flooding system, carbon dioxide bottles are placed in a separate room called CO2 room. The

requirements for location, accessibility, use and ventilation of CO2 storage spaces as per IMO are:

Spaces for storage of cylinders or tanks for extinguishing gas should not be used for other

purposes.

These spaces should not be located in front of the forward collision bulkhead.

Access to these spaces should be possible from the open deck.

Spaces situated below the deck should be directly accessible by a stairway or ladder from the

open deck.

The space should be located no more than one deck below the open deck.

Spaces where entrance from the open deck is not provided or which are located below deck are to

be fitted with mechanical ventilation.

The exhaust duct (suction) should be lead to the bottom of the space.


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Such spaces should be ventilated with at least 6 air changes per hour.

Discharge requirement is, at least 50% of CO2 discharge to be carried out in 1 minute and at least

85% discharge in 2 minutes.

1.

Capacity of CO2 in the system to be, 1.) 30% of the gross volume of the largest protected cargo

space, 2.) 40% of the gross volume of machinery space excluding engine casings, 2.) 35% of the

gross volume of machinery space including engine casings for vessels GT < 20000. Total amount

of CO2 cylinders depends on the h ighest gross volume out of above 1,2,3 in a particular ship.

2.

Safety procedures must be there against unauthorized use of the system.3.

Machinery space to be fitted with audio-visual alarm and ventilation blower trip.4.

Alarm must trigger well before operation of CO2 flooding system.5.

Permanent piping arrangements should be made.6.

Manifold, distribution piping to be pressure tested. See Pressure Testing of CO2 Flooding System

below.

7.

Diameter of associated pipe lines in the system should not be less than 20 mm.8.

Copper and flexible pipes are allowed between CO2 cylinder and common manifold.9.

Distribution pipes to cargo spaces should not pass through engine room.10.

All stop valves to be checked every month to ensure their working and position.11.

The CO2 flooding system installation to be checked monthly for any leakages.12.

All control valves to be tested annually.13.

Quantity of free carbon dioxide calculation at 0.56 m3/ kg

Mixing ratio of CO2 based on the volume of protected spaces to be as follows:

a) Gross volume of engine room space including casing = 35%

a) Gross volume of engine room space excluding casing = 40%

a) Gross volume of purifier room space = 40%

Quantity of CO2 in kg = (GROSS VOLUME x MIXING RATIO) / 0.56

NO. NAME OF SPACE GROSS MOLUME

(M3)

QUANTITY OF

CO2 (KG)

QUANTITY OF

45 KG

CYLINDER

1 ENG ROOM SPACE

INCL. CASING

7324 4577.5 102

2 ENG ROOM SPACE

EXCL. CASING

6856 4897.14 109

3 PURIFIER ROOM

SPACE

132 94.2 3

Therefore required quantity of 45 kg CO2 cylinder for engine room = 109

Note: The air reservoir in engine room space is not included in the above calculation since the outlet of

safety valve shall be led to atmosphere outside engine room.

Pipe Section Area Material Test


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Low Pressure Section Branch Pipe to

Nozzles

Galvanized Seamless

Manganese Steel

7 Bar Air Blowing Test

Medium Pressure

Section

Master Valve to Main

Pipe Branches

Galvanized Seamless

Manganese Steel

80 Bar Pressure Test

High Pressure Section CO2 Cylinder to

Master Valve

Galvanized Seamless

Manganese Steel

190 Bar Pressure Test

Pilot Control Line Control Lines Copper Tube 58 Bar Pressure Test

Fixed carbon dioxide fire extinguishing systems should be kept in good working order and readily

available for immediate use. Maintenance and inspections should be carried out in accordance with the

ships maintenance plan having due regard to ensuring the reliability of the system. The on board

maintenance plan should be included in the ships safety management system and should be based on

the system manufacturers recommendations.

Alarms, Machinery trips, Door alarm, Quick closing valves, Flaps, Skylights, Ventilation fan trips to

be tested.

General inspection of the installation, pipe lines to be checked.

1+

Verify CO2 contents by mechanical advantage lever, ultrasonic liquid level measurement or

radioactive liquid level measurement. Equipment for measuring CO2 content must be available on

board ships. A maximum reduction of 5% in CO2 content may be allowed provided total CO2

quantity on board is not less than the required amount.

Blow through the system with 6-7 bar air with plastic air bags at the nozzle ends.

1+2+

The servo cylinders and any remote controlled stop valves to be tested by opening one pilot

cylinder. The main CO2 bottles must be uncoupled for this purpose.

Spring loaded relief valves to be checked and pressure tested at 180 bar.

Checking of HP alarms which operate with gas pressure.

Section of CO2 which can be shut off must be tested with air at 25 bar.

1+2+5+

CO2 bottles to be inspected internally. Siphon tube or dip tube to be checked. Cylinders to be

pressure tested at 250 bar. If permanent change in volume is observed, those cylinders to be

discarded. After 20 years of installation of CO2 flooding system, these tests to be carried out every

5 years thereafter.


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1+5+

Pressure test HP pipes, stop valves to engine room, pump room, purifier room,etc. at 190 bar

(hydraulic), medium pressure pipes at 80 bar (hydraulic) and low pressure p ipes at 7 bar air.

After hydraulic pressure testing, lines to be blown through by dry air.

Service chart sample used by marine engineers for CO2 flooding system on ships is shown below.

Click on the diagram to enlarge.

Muster and take head count.1.

Master will take decision, depending upon the situation and as per the company policy.2.

If total CO2 flooding of engine room is to be done, master will consult with chief engineer.3.

Nearest coast guard to be informed as soon as possible.4.

Ensure proper sealing of the engine room.5.Make sure emergency generator is running and on load. Power is required for running emergency

fire pump for boundary cooling.

6.

All access doors, vent flaps, blower flaps, skylights, hatches, fire flaps, to be closed.7.

Quick closing valves to be closed.8.

Emergency stops for lube oil pumps, fuel oil pumps to be operated.9.

All machinery in engine room to be stopped.10.

Ensure all personnel vacated engine room.11.

CO2 must be released by competent engineer.12.

Break the glass and take out key for CO2 release cabinet from key box. Using local CO2 release

cabinet is preferred.

13.

Open the release cabinet. Audio visual alarms will sound and ventilation blower trips will activate.14.

In the CO2 release cabinet, open pilot cylinder valve first. Now open valve 1 for master valve first.

Then open valve 2 for CO2 releasing mechanism. Co2 will be released after 60-90 seconds oftime delay.

15.

Now the system pressure can be checked from the pressure gauge on the manifold.16.

If CO2 is not released, then follow emergency releasing procedure. Open master valve manually

and open each CO2 main bottle by manual actuation lever.

17.

CO2 flooding is the final course of action, used only when all else has failed. Proper sealing of the

engine room is essential for effective extinction of fire. There were incidents like CO2 is re leased,

effective smothering did not occur due to improper sealing of engine room and fire remained

unextinguished.

To obtain a total flooding of engine room, about 35% by volume of CO2 is required in 2 minutes.


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This will reduce the oxygen content of the air in engine room to less than 15% to extinguish the

fire. At this CO2 concentration human life cannot be supported.

Typically it takes about 15-20 seconds after release of CO2 before the concentration in engine

room reaches a dangerous level.

After CO2 flooding system is operated efficiently, engine room fire will extinguish by smothering action.

But before engine room entry is made or space ventilated, it is recommended to obtain expert advice

from shore. Nearest coast guard can be contacted for getting assistance for the same.

The first question is, how to make sure that CO2 is actually released after the operation of CO2

flooding system. When Co2 is released there will be a loud noise of gas escaping to the protected

space. CO2 bottles can be felt cold after releasing. Visual inspection of the operation of, pressure

operated cylinder valves also can be carried out.

1.

CO2 has very little cooling effect. So there is a danger of re-ignition of fire when engine room is

ventilated immediately. Keep the boundary cooling running to reduce the temperature of the

engine room.

2.

Ventilation of engine room should not be started until it has been definitely established that the fire

has been extinguished completely, which will take several hours.

3.

Engine room to be sufficiently ventilated before entering.4.

Entry to be carried out by trained personnel wearing breathing apparatus.5.

Even after fire has been extinguished completely, never bring bare flame such as candle light or

lighted cigarette into the burnt room, other wise fire may break out again due to explosion

of combustible gases, if any.

6.

In order to allow persons to get away quickly and safely in case of fire, entrances and exits

shall be always kept clear.

7.

Back up team or support team to be ready in case any difficulties happens in side.8.

An attendant should be instructed to remain at the entrance of the engine room.9.

An agreed and tested system of communication to be established between attendant and team

inside engine room.

10.

In case any emergency occur to the team inside engine room, the attendant is not supposed to

enter inside before the help has arrived.

11.

In the event of ventilation system fails, the personnel in the space should leave immediately.12.

To remove the leakage CO2 from the CO2 room.

CO2 gas is heavier than air and does not support to human l ife (Suffocate).

CO2 room must be well ventilated before entry

CO2 room is situated outside the machinery space usually at main deck and it must be a separate

compartment.

It is made by motor driven exhaust blower or fan, which suction is drown from CO2 room floor,

because CO2 is heavier than air and leakage CO2 can accumulate on the CO2 room floor.

Fan control switch is fitted outside the CO2 room, at the entrance.

Steel cylinder, 67 liters capacity, each charged with 45 kg liquid CO2 under pressure of 55 bar.1.

Provided with safety disc, bursts at a pressure of 175 to 195 bar.2.

Quick release or total flooding cylinders are arranged that 85% of the capacity can be

released within 2 minutes.

3.

Can be discharged indiv idually.4.

Manual release mechanism for individual release.5.


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Same manifold for different groups (engine room, pump room, etc.)6.

The liquid when released produces about 450 times its original liquid volume in the gas form.7.

One kg of liquid CO2 can produce 0.56 cubic meter gas.8.

To be effective in smothering a fire the total carbon dioxide gas to be obtained at least 30% of the

gross volume of the largest room of the ship and the total flooding system must release to obtain

40% of the gross volume of the machinery space and held until the fire is out.

9.

In the case of CO2 flooding system for cargo holds, the visual and audible smoke detecting

cabinet (with smoke detectors) is located in the CO2 room and two exhaust fans are installed in

the water tight galvanized steel box on top of it. The three way valves, under the smoke detecting

cabinet, are normally closed to CO2 line and the blower sucks air from the holds through smoke

detector will be closed and CO2 can be discharged to the required cargo hold.

10.

Master valve with alarm switch.

Relief valves at manifold.

Stop valve and pull handle are in lock release cabinet and alarm switch.

Safety bursting disc at each CO2 bott le.

Leakage detecting pressure switch on manifold.

Non return discharge valves after CO2 bottles.

Remote detector fitted at the CO2 room can detect smoke on concerned cargo space.1.

This operation must be done by masters order.2.

After ensuring no person left in cargo space, seal off the cargo space (closing of ventilation fan,

fire damper, and hatch cover), operate 3 way valve for the concerned hold and manually open

required CO2 bottles.

3.

All bottles stamped at 52 bar pressure.1.

Bursting disc fitted, operates at 177~ 193 bar at 63 C2.

Store in temperature less than 55 C3.

Recharge if 5 % loss.4.

Clamped against movement and vibration(by wooden plank).5.

Remote and manual operation possible.6.

Hydraulically tested to 228 bar.7.

Level tested (by radio active level indication).8.

if > 10 years internal and external examination required.9.

CO2 is heavier than air1.

Less cooling effect2.

Static electricity induced3.

Heavily asphyxiating (suffocating)4.

Ineffective if > 10 ~ 12 minutes5.

One off no reserve6.

Total evacuation required7.

Possibility of thermal shock8.

No protection of personal9.

Expands 450 times its volume in liquid to produce gas.10.

Check emergency light and all other l ights.1.

Check exhaust fan / ventilation.2.

Check all bottles overall condition, clamps, valves etc.3.

Check operating wire condition.4.

Check CO2 alarms.5.


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CO2 room key should be in position.6.

Check the operating instructions.7.

Inspection to be recorded in log book and Saturday safety routine book.8.

Check CO2 weight every 2 years1.

Testing of cylinder at 228 bars2.

Blow through the lines3.

General inspection on Instructions, Key, Emergency lights, Ventilation, Alarms etc.4.

Exhaust fan and suction duct

Provided at the bottom of the CO2 room.

Any accumulated CO2 from leakage at the bottom can be exhausted to atmosphere.

Relief valve

Reason explained above Why Relief Valve is Required ? section.

Check valve

Fitted on connection pipe between each cy linder discharge valve and manifold, so that leakage

of one cylinder cannot effect other cylinder.

Bursting disc

Each bottle has a combined bursting disc, which will rupture spontaneously at a pressure of 177

bar at 63C

Pressure gauge and pressure alarm in the mainfold

Reasons explained above.

References

http://www.imo.org/en/OurWork/Circulars

http://www.dgshipping.gov.in/Content/DGSCirculars.aspx


15 01-07-20


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Posted in: Fire Fighting, MEO Examination Study Materials | Tagged: after releasing co2, bursting disc, calculation of

co2 required, co2 flooding system, co2 release mechanism, electrical time delay unit, head assembly, leakage monitor,

maintenance of co2 flooding system, pressure gauge, Pressure Operated Cylinder Valve, pressure switch, pressure

testing of co2 flooding system, Purpose of Dip Tube in CO2 Extinguisher, regulations on co2 room, requirements of co2

flooding system, requirements of co2 room, safety precautions on releasing co2, service chart on ships, time delay unit,

total flooding system, why time delay unit

Very nice and well explained i read it and it is all most covered all doubt about co2 .

Reply

Very informative and so perfectly explained. Thank you

Reply

good explanation.

Reply

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Dinesh kumar

on December 17, 2015 at 11:09 am said:

Rathore Mariner

on December 29, 2015 at 7:05 pm said:

vijay

on January 7, 2016 at 6:05 pm said:

Krishnaprasad


15 01-07-20


14/15

superb. Thanks alot

Reply

very nice explanation. good workReply

Since 01 July 2010 by Res. MSC.206(81) it is required that the two controls shall be provided so

they can only be operated in that order. Sequence 1-2 with positive means ensured for that.

On ships built before year 2002 you may still find single release relaying pressure to the effect of

release controls. These arrangements are disputable for compliance with FSS as amended.

Reply

superb

Reply

Thank you

Reply

Its really usful for me to do class 4 exa. Thank u so much

Reply

Very beautifully explained. Thanks a lot.

Reply

on January 19, 2016 at 11:42 am said:

nicks

on January 20, 2016 at 12:45 am said:

Michael

on February 4, 2016 at 5:42 pm said:

ratheesh rasappan

on February 6, 2016 at 8:45 am said:

Saravana

on March 28, 2016 at 1:58 pm said:

dinakaran

on May 6, 2016 at 10:15 am said:

ALEX JOHN KOSHY

on June 14, 2016 at 8:39 pm said:

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