Fire on vessels: A growing trend

The most common type of fire incident we encounter is engine room fires. However, fires can also occur in accommodation areas, container holds, cargo holds, and on ro-ro vessels.

Main categories of fire claims

Engine room:

• Dominant cause: lube-oil or fuel-oil mist spraying onto unprotected hot surfaces.

• Secondary damages: CO2, soot, heat and smoke damage.

• Preservation considerations.

• Blackout, no propulsion SALVAGE.

• Can lead to a very expensive claim.

Preventing an engine room fire is the priority, but the time and effectiveness of the response is almost as important.

Accommodation:

• Smaller compared to engine room fires.

• Fire detection systems (detectors, alarms, call buttons) and public announcement systems are usually requested to be repaired before departure.

Cargo holds:

• Less frequent compared to engine room fires.

• Scrap metal cargo prone to initiate fire.

• Self heating cargos (e.g., coal, DRI etc.).

• Other potential causes: cargo lights, smoking, hot works, fumigants.

• Alignment of hatch cover panels, rubber and hydraulics.

• IMDG and IMSBC Codes.

Ro/Ro Carriers:

•  Can escalate quickly, difficult to contain.

•  Hybrid and electric cars increased risk.

•  Used cars can often be damaged and present an elevated risk of fire.

• Safe stowage and securing practices.

• Disconnect battery procedures not always followed.

• Very expensive cargo damage.

Container vessels:

• Potential causes: Misdeclared container content, bad weather or bad stowage can cause containers to collapse.

In a recent case, the main challenge was that no terminal would accept the vessel in its current condition due to environmental concerns. If they did agree to accept it, the vessel would have to discharge its containers, but this situation is complicated by factors such as general average (cargo loss), pollution, and wreck removal.

Another key issue with container fires is that, in most cases, we don’t know exactly what we’re dealing with.

Even after successfully extinguishing the fire, the cargo itself can reignite due to its specific characteristics. This makes firefighting efforts particularly difficult.

Location vs Cost distribution

Looking at statistics from the Swedish Club, we see that 50% of the fire claims we handle are related to engine room fires, and the same percentage applies to the associated costs.

When comparing fire and explosion incidents to other types of damage, such as collisions, heavy weather, or groundings, we see that fires occur less frequently. In fact, fires account for only about 2% of incidents, according to data from Nordic Marine Insurance statistics (2018–2022).

However, when it comes to costs, the picture changes. Fires represent around 15% of the total claims cost during that period.

Looking at 2023, we see a significant increase in the cost distribution related to fire incidents. While the frequency remains roughly the same at 2.7%, the cost associated with fires has more than doubled, rising from 15% to nearly 27%.

This trend is further supported by data showing that the average claim cost for fire-related incidents in 2023 was around $3.5 million, compared to an average of just $1.5 million for other types of claims, such as groundings, collisions, or machinery damage.

IUMI statistics

According to reports from the International Union of Marine Insurance, between 2008 and 2023, there were 56 incidents involving engine room fires, with a total repair cost of around a quarter of a billion dollars.

It was found that 60% of these fires started due to fuel or oil leaks onto hot surfaces. This highlights the need for further investigation into the issue.

Analysis of these incidents

When analyzing the cause of these leaks, we can determine that high-pressure fuel pipes are generally well-protected, as they feature double-wall safeguards.

However, leaks from low-pressure pipes pose a greater safety risk and should be a focus of concern.

To reduce the likelihood of these incidents, it’s essential to address the vulnerabilities of low-pressure piping and implement measures to prevent such leaks. The high percentage of fire incidents originating from leaks makes this an important issue to tackle.

Going forward

SOLAS regulations contain specific requirements for the design, construction, and arrangement of oil and fuel piping, outlined by maritime regulations.

Similarly, the Maritime Safety Committee (MSC) provides guidelines on piping arrangements onboard ships.

However, studies of fire incidents reported to the International Union of Marine Insurance (IUMI) have shown that the requirements of SOLAS and the MSC have not always been fully implemented. This issue involves both the piping arrangement itself and human factors.

Recognizing this gap, the IMO’s (International Maritime Organization) Maritime Safety Committee has acknowledged the need for more practical and effective guidelines to improve existing standards.

Since 2017, there have been ongoing discussions between the IUMI and the IMO, which led to the creation of a correspondence group to identify gaps in the current guidelines and recommend improvements.

The Swedish Club’s technical team has been involved in drafting a proposal to the Maritime Safety Committee.

This proposal includes specific recommendations, changes, and measures aimed at reducing fire risks related to fuel oil piping leaks onboard ships.

The views presented are only those of the authors and do not necessarily reflect those of SAFETY4SEA and are for information sharing and discussion purposes only.

Above article has been edited from Ioanna Kafka’s presentation during the 2024 SAFETY4SEA Athens Forum.

Explore more by watching his video presentation here below