NFPA Journal - Spring 2024 - 57

the intense fire burned for several days. Investigators
were unable to determine the exact cause of the fire,
but the electric vehicles onboard were suspected as
a likely source and were thought to have contributed
to the intensity of the fire. The loss of the vessel and
cargo was estimated at over $400 million.
In May 2022, a fire broke out on the barge CMT Y
Not 6, under tow in Delaware Bay off the coast of New
Jersey. The vessel was carrying a load of household
appliances for scrap. The fire was extinguished after
24 hours, with no injuries or pollution reported. The
National Transportation Safety Board (NTSB) determined
that the probable cause of the fire was the
ignition of combustible material by an undetermined
source, such as sparking from shifting metallic cargo,
self-heating of the cargo, improperly prepared cargo,
or damaged LIBs. According to published reports, the
response to the fire constituted one of the largest firefighting
operations ever undertaken in Delaware Bay.
In November 2022, the S Trust, an 800-foot-long
tanker, caught fire while docked in Baton Rouge,
Louisiana. The NTSB determined that the fire was
caused by unattended LIB-powered handheld radios
charging on the tanker's bridge. The crew of 23 was
not injured during the fire, but this incident could
have resulted in a much different outcome had the
fire occurred while the vessel was at sea.
Fires at sea are a critical safety concern because
assistance may be hundreds of miles and several days
away, leaving many crews alone to fight fires with only
the resources onboard. Damaged or defective lithium-ion
batteries have the potential to enter into an
uncontrollable self-heating state called thermal runaway,
leading to fires or explosions. These incidents
are especially concerning due to their rapid growth
potential, release of toxic gases, intense heat emitted
Vessel operators say the number
of incidents involving lithium-ion
batteries has escalated in recent
years, emphasizing the need for
comprehensive safety measures
to address these fires.
from fires, and the substantial quantities of water
required to control them, which may cause the ship
to become unstable and possibly sink. Additionally,
once ignited, lithium-ion batteries can be challenging
to extinguish and are capable of reigniting hours or
days later, complicating response efforts.
Standards developers are taking note of these
evolving hazards. NFPA technical committees are
working to ensure that updates are made to address
LIB safety concerns in all the documents relevant
to the maritime environment, including NFPA 301,
Code for Safety to Life from Fire on Merchant Vessels;
NFPA 303, Fire Protection Standard for Marinas and
Boatyards; and others. Internationally, regulations
governing hazardous material transport, including
maritime transport, adhere to the U.N. Recommendations
on the Transport of Dangerous Goods: Model
Regulations. The International Maritime Dangerous
Goods (IMDG) Code, mandatory under the SOLAS
Convention since 2004-SOLAS, or Safety of Life at
Sea, has existed since 1914-specifies regulations for
packaged hazardous materials in maritime transport.
Additionally, SOLAS addresses ship construction,
equipment, and operation criteria for international
voyages, including regulations on the carriage of hazardous
materials and fire protection.
While these codes and regulations establish the
foundation for safety on marine vessels, a significant
NFPA .ORG/JOURNAL * NFPA JOURNAL | 57
The intensity of the
fire aboard the Felicity
Ace over the course of
several days destroyed
entire sections of the
vessel and contributed
to its eventual sinking.
Electric vehicles were
thought to be a possible
source of the blaze.
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NFPA Journal - Spring 2024

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