WP_Post Object ( [ID] => 30291 [post_author] => 34 [post_date] => 2020-11-09 07:55:10 [post_date_gmt] => 2020-11-09 07:55:10 [post_content] =>

The proliferation of serious fires onboard containerships and ro-ro vessels in recent years has shocked the international shipping industry and its partners. Andrew Gray, director at specialist maritime law firm Campbell Johnston Clark (CJC), considers the causes and impact of such fires and the urgent efforts being made by a wide variety of stakeholders to solve this seemingly intractable problem.

The substantial increase in such fires runs counter to an overall improvement in the maritime accident record; there has been a 70 per cent fall in ship losses over the past decade, according to underwriter Allianz. Currently, as TT Club has highlighted, there is a fire aboard a containership every week and a serious fire every 60 days – indeed, during the first half of 2020, there were ten such events.

This disturbing situation has been linked to both supply chain issues, including the widespread non-declaration and mis-declaration of dangerous goods, and inadequate firefighting systems onboard many of these vessels.

There are some 5.4 million containers shipped annually that contain dangerous goods, according to Gard; of these, nearly one quarter are poorly packed or incorrectly identified, according to TT Club. Undeclared or mis-declared cargoes that have become notorious for causing container fires include calcium hypochlorite (widely used as a bleaching agent), lithium batteries and charcoal. Non-declaration or mis-declaration of cargoes is generally understood to arise from shippers’ attempts to pay lower freight or circumvent restrictions on the carriage of dangerous cargoes.

ONBOARD RESPONSE FAILINGS

There has also been widespread concern about the ability of existing ships’ firefighting systems to deal with container fires. A 2017 study by the International Union of Marine Insurance (IUMI) highlighted that systems originally developed for fighting fires in general cargo ship holds have proved to be unsuitable for container vessels.

Smoke detection and CO₂ fire-extinguishing systems developed for large open holds may be completely ineffective within the confines of individual containers stowed beneath hatch-cover pontoons that are not gas-tight. There are calls for more sophisticated fire detection systems, utilising infrared cameras or thermal sensors installed both below deck and on deck.

While the containment of a fire within a limited number of containers remains the approved method of firefighting onboard a container ship, the equipment available is often unsuitable. Many stakeholders warn that new technical solutions are needed to make this approach effective. These issues have only been magnified by the steadily increasing size of container ships from 10,000 teu vessels in 2005 to ultra-large container ships in excess of 20,000 teu today.

Regulation II-2/10 of the International Convention for the Safety of Life at Sea (Solas) has improved firefighting on vessels built after 1 January 2016 but there are many who think more is needed. Ideas include using the ship’s structure to create more effective fire compartments and installing enhanced below-deck and on-deck water-based systems to cool the ship’s superstructure and prevent the spread of fire.

On deck, monitors should be installed to create water curtains which can cool the maximum height and width of container stacks, particularly on the very much larger container ships now at sea. Other innovative firefighting systems are being deployed, such as HydroPen, which drills though the container door and then switches mode to spray water inside the container.

Without adequate ship’s firefighting systems, the ability of a ship’s crew to respond to and contain a blaze is severely limited. Despite the undoubted bravery and professionalism of crews in tackling such fires, external assistance is invariably required. The ship may be a considerable distance from shore and, even when outside assistance arrives, such fires may take weeks to be brought under control. Meanwhile, a further concern is the pressure placed on the resources and expertise of the global salvage industry in dealing with the rising numbers of major container fires.

HIDDEN DAMAGES

As a specialist shipping law firm, CJC is only too aware of the increasingly severe consequences of large container ships fires. Not only have such events resulted in the injury and death of many crew members and others over the years, but the environmental implications and financial losses continue to be significant.

Apart from needless injury and loss of life, potential losses from a container ship fire might include hull damage, total loss of the ship, cargo and container loss and damage, claims between shipowners, charterers and slot-charterers, environmental damage prevention and clean-up, salvage costs, wreck removal, fines and legal costs.

With the increased size of container ships and their carrying capacity, a large container fire will severely impact the global marine insurance and P&I market with the sheer value of the property at risk, not to mention the general average (GA) effort of trying to collect security, vastly scaled up for the largest container ships. With current claims potentially running into tens or even hundreds of millions of US dollars, there is the fear that a total loss of a 20,000 teu vessel and her cargo might exceed $1 billion.

A considerable burden is also placed on the salvage industry and external firefighting services, with the significant challenge of fighting such fires due to the increased beam and stack heights of the larger container ships.

In addition, ports of refuge face the nightmare of how to deal with perhaps 10,000 burned-out container shells and their cargo, many of which are not insured and are abandoned.

FIND A SOLUTION

Major efforts are however underway to deal with this problem from both the supply chain side and in improving onboard firefighting systems. In an ideal world every cargo loaded in every container would be checked before shipping, but the cost of such an undertaking would be immense. At the same time, there are calls for more widespread spot checks by IMO member states and shipping lines to help identify undeclared or mis-declared cargoes.

Leading stakeholders are also working together to develop systems which reduce risk. The Cargo Incident Notification System (CINS) has over a number of years shared information on cargo-related incidents and identified commodities that commonly cause problems during transport.

A number of shipping lines are using artificial intelligence to develop increasingly sophisticated algorithms to search through their booking systems to identify potential mis-declaration, including Hapag-Lloyd’s Cargo Patrol, Exis Technologies’ Hazcheck Detect and ZIM’s ZimGuard. 

Other ventures include the Maritime Blockchain Labs (MBL) Misdeclaration of Dangerous Goods pilot, using blockchain technology to verify documentation and demonstrate the end-to-end delivery of dangerous goods.

Meanwhile, IUMI and other major stakeholders have co-sponsored a submission to IMO’s Maritime Safety Committee to amend Solas in respect of improved detection, protection and firefighting capabilities onboard container ships.

Further pressure may also need to be brought to bear on rogue shippers by building a worldwide consensus for those mis-declaring dangerous container cargoes to face criminal sanctions in their home country, with jail time for deliberately endangering life and the marine environment.

CJC, with offices in London, Newcastle, Singpore and Miami, has been involved in many significant ship and container fire cases over the years. Most recently, our Singapore office has acted in the MOL Charisma fire, which occurred off Sri Lanka in September of this year. As a firm, CJC shares the serious concerns of its clients and the wider shipping industry about the proliferation of containership fires. It strongly supports the numerous efforts being made by different sectors to bring this unhappy chapter in shipping history to a close.

www.cjclaw.com

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