Fires caused by lithium-ion (Li-ion) batteries can be challenging to put out. Li-ion batteries may also experience thermal runaway, which is a series of uncontrollable processes that can result in a violent release of stored energy and flammable and toxic gas, as well as potentially catastrophic large-scale thermal events.
When ignition is delayed, there is a chance that a vapour cloud explosion, which can cause more damage than a fire, will occur. Li-ion battery fires can keep burning even in the absence of more oxygen. They run the risk of re-ignition and may continue to produce a lot of heat after the fire has been put out.
Industry guidance
The shipping line members of the Cargo Incident Notification System (CINS) have recently published a new set of guidelines for the carriage of Lithium-ion batteries in containers.
The guidelines identify risk and prevention measures and provide recommendations for all stakeholders in the supply chain to enhance safe carriage.
They are not intended to address waste or damaged batteries.
The guidelines describe how Li-ion batteries operate, how they are regulated for carriage and their hazardous properties.
The risk of thermal runaway is explained and can be triggered by overheating, charging abuse, short-circuiting, a defect within the battery or damage to it.
Cargo packaging is also covered and the stresses to be withstood during sea transport are explained.
A shift of stow within the container should be avoided, but if it were to occur proper packaging still ought to provide some protection, thereby reducing the risk of battery damage and thermal runaway.
The state of charge and health of the battery are also addressed.
Final sections on loss prevention cover training, procedures, the importance of knowing your customer, as well as proposals for future safer carriage.
The guidelines will be subject to revision as knowledge, experience and technology evolves.
Further CINS guidance is expected – Part B Checklists and Compliance, Part C Risk Assessment and Emergency Response, Part D Training and Awareness program.
Industry conference
Almost 130 participants from regulators, container and vehicle carriers, fire investigation and fire-fighting professionals, as well as other stakeholders, attended a conference on lithium-ion batteries in the logistics supply chain that the IG, CINS, and the TT Club jointly organised in London on March 15. Many of the topics indicated in the guidelines and further below were discussed during the presentations and discussion. This partnership should make it easier to address and manage the dangers associated with Li-ion batteries by allowing for more informed decision-making.
Growth in demand and carriage on ships
Li-ion batteries last longer before recharging is required because they have a better energy-to-weight ratio than conventional batteries and a lower discharge rate. Since mobile technology has become more prevalent, there has been an increase in the need for Li-ion batteries, which are now found in the majority of portable electronic gadgets. These items, along with the batteries themselves, are typical cargo that is transported in containers. As part of the green transition, the demand is expected to rise most quickly for usage in propulsion, particularly for electric vehicles that will be transported on vehicle carriers and ro-ro passenger ships. By 2030, the demand for Li-ion batteries is anticipated to increase more than fivefold globally.
Fire incidents and the risk on ships
Any fire on a ship is serious and many fires can be difficult to contain and extinguish, whatever the source.
The risk however is increasing with more electric vehicles carried and a potentially more intense fire should such vehicles become affected by another fire source.
There are numerous examples of electric vehicle fires on land with alarming visuals (see links below).
The risk in container carriage is similarly increasing.
Mis-declared batteries are among the most common source in recent container ship fires.
It is also worth noting that the ships themselves carry many more units (container ships over 24,000 TEU and vehicle carriers heading to over 9,000 CEU), only one unit of which is needed to start a fire.
Fire detection and firefighting complications
Best practice for fire detection and firefighting Li-ion battery fires is the subject of ongoing research, some of which is referred to in the above guidelines and below links.
Traditional smoke detection devices may be less effective.
There are questions over the effectiveness of existing extinguishing mediums, such as CO2, due to a lack of cooling effect.
Thermal runaway continues to produce heat and combustible gases and effective containment may require large quantities of water.
Shore firefighters may need reminding of those risks.
Ships may be particularly vulnerable when doors or hatches are opened in port, which will slow the ability to close space and use a fixed system.
What is extremely important is to avoid putting people in harm’s way, which is why knowing that a fire can involve Li-ion batteries is key.
As mentioned above, a vapour cloud explosion risk can sometimes develop, and toxic gases will be present.
The vapour should not be mistaken for smoke associated with more conventional fires.
It should certainly not be attempted without suitable fire suits and breathing apparatus.
One has to factor in that time is limited when using such apparatus and the crew must also be able to safely evacuate a space which may be difficult to navigate in smoke with small gaps between vehicles.
Many containership operators are investing in firefighting equipment beyond statutory requirements, such as devices that penetrate a container (also at heights) with the crew spending minimal time in danger zones attaching the device to the container.
Regulatory challenges
There are also significant difficulties with the laws governing the dangers of Li-ion batteries. The fact that the risk environment is changing more quickly than it takes to implement controls is one of the issues. This is particularly true as a result of technological and environmental factors. Particularly about regulatory regulations, which take years to scope, discuss, decide upon, and implement.
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Source: Gard
