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Citigo and Superb electric vehicles. In the same principle as above, the firefighter will apply the Cobra system directly to the battery wall and cut through with water and abrasive mix. The Cobra is then kept running to the hot areas and can be safely moved from point to point as needed even if the battery contains a charge.


SHIP BUILDING SECTOR Ship builders Babcock used two Cobra systems during construction of the Queen Elizabeth and Prince of Wales Aircraft Carriers. Babcock used two sets of Cobra units to de-risk operations whilst their fixed installations were being commissioned. These were also mobile Cobra units utilised.


RESILENCE Redundancy/ Resilience. When fixed systems are turned off whilst vessels are in dock for service, Cobra can provide fire cover in strategic areas or kept alongside to be deployed wherever needed. For military fleets it offers resilience when fixed systems have failed as it is independent of the vessel’s systems. As lean manning becomes more the norm, having reliable, safe and effective firefighting equipment becomes more critical.


BOUNDARY COOLING Unlike traditional techniques of boundary cooling from the outside, the Cobra effectively cools on the inside of the compartment on fire so will lessen the need for cooling other adjacent boundaries making sure the integrity of the bulkheads and decks is maintained. Cooling bulkheads to enable door entry is also possible in addition to cutting manholes with the cold cutting capability. The use of Cobra reduces the need for Boundary Starvation.


LOW WATER USEAGE Minimising damage. Cobra systems typically run at 30-6lpm, so water damage in compartments is minimised. This is especially important into areas that need to get back up and running quickly, or for the comfort of the crew. It also means that areas aren’t flooded causing potential ballast issues even if multiple Cobra systems are used at the same time.


Figure 4 – Traditional boundary cooling vs. Cobra Method.


Traditional


CASE STUDIES M/V Charlotte Maersk, off Port Klang, Malaysia


In 2010, a fire broke out on the vessel. Some 160 containers on board took 11 days to bring under control and finally extinguish.


Figure 3 – HMS Queen Elizabeth - licensed under the Open Government Licence v1.0.


In the Marine Accident Report, The Danish Maritime Accident Investigation Board came to the conclusion that the fire most probably originated from a container with methyl ethyl ketone peroxide (MEKP) in bay 23. In the proximity were four other IMDG containers, three containers of calcium hypochlorite and one with Trichloroisocyanuric acid.


Cobra


The Report • June 2021 • Issue 96 | 87


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