3 minute read
Fighting fires
Fighting fires with robust regulations
Lars Lange, IUMI Secretary General, argues that the SOLAS regulations have not kept pace with the growth of container vessels or the complexities of fighting larger and more dangerous fires and, unless this is addressed, the number and severity of large containership fires will continue to grow.
Lars Lange, IUMI
A core role of the International Union of Marine Insurance (IUMI) is to enable the marine insurance sector to speak with a single voice. Bringing global marine underwriters together to lobby for change is a powerful tool and one that is strengthened when we join with other industry representative groups. For some years, we have been concerned about the increasing occurrence of fires onboard containerships. In 2017 we issued our formal position and called for all relevant authorities to join in discussions on how to improve onboard fire detection, protection and fire-fighting capabilities. A continued increase in these fires has prompted us to work alongside the German Flag State and other high-profile bodies on a paper to IMO’s Maritime Safety Committee (planned to meet in May 2020). Together, we are calling for amendments to SOLAS Chapter II-2 regulations to enhance provisions for early fire detection and effective control of fires in containerised cargoes stowed under deck and on deck.
A very significant number of major containership fires were recorded last year and, tragically, many resulted in danger for the crew, injuries or even loss of life. Significant hull and cargo damage was suffered as well and environmental impact sustained. The individual carrying capacity of containerships is increasing with vessels now capable of stowing up to 23,000 TEU. The average ship now carries 5,000 boxes compared with 1,000 just 20 years ago and the combined capacity of the global container fleet has grown over the same period from 4.4 million to 20 million TEU. Larger vessels carrying more containers represents a significantly increased concentration of risk and value.
In many cases it is not easy to identify the cause of these fires, but, most experts believe they are caused by undeclared, mis-declared or poorly stowed dangerous cargoes. This is our observation, too.
The most recent casualty - Cosco Pacific– in January of this year was most likely caused by a shipment of mis-declared lithium batteries. The major fire aboard Maersk Honam in March 2018 has also been attributed to undeclared or mis-declared (dangerous) cargoes and this incident sadly caused the deaths of five seafarers. The total cost of repairs to the hull alone was estimated to be around $30m and the cargo damage is likely to be the largest general average loss in history – although the outcome will probably not be known for many years.
Between 2000 and 2015, 56 fires starting in the cargo area onboard containerships were reported. A total of 8,252 containers were damaged resulting in a total loss of $1.037bn, excluding the loss or repair of the vessels themselves. An analysis of 29 known claims caused by container cargo fires from 2000-2019 shows hull damage at $188.7m.
We believe that current SOLAS regulations have not kept pace with the growth of container vessels or the complexities of fighting larger and more dangerous fires. Unless this is addressed, we believe the number and severity of large containership fires will continue to grow. This will cause needless seafarer deaths and injuries. It will also result in unprecedented hull, cargo and liability claims. Now is the time for all container supply chain participants, service providers and regulators to come together and reverse this worrying trend. IUMI believes that two main issues need to be addressed simultaneously for a holistic approach: First, non or mis-declaration of (dangerous) cargoes and fire-response capabilities on-board; Second, detection, containing, distinguishing and separating in fire compartments.
