NFPA Journal - Spring 2024 - 61

The hazards shared by new
lithium-ion batteries can be
exacerbated when the batteries
are used, recalled, recycled, or
damaged, a problem that is also
under discussion among
maritime stakeholders.
Other governmental bodies, research institutions,
and industry-related organizations around the world
are conducting or contributing to studies, assessments,
or research initiatives with respect to the hazards
associated with LIBs or related cargo during marine
transport. The Fire Protection Research Foundation,
for example, in collaboration with the Research Institutes
of Sweden (RISE) and FSL Consulting, was
recently contracted by the Transportation of Dangerous
Goods Directorate of Transport Canada, the federal
department that oversees road, rail, marine, and air
transportation in the country, to conduct a hazard
assessment and regulatory analysis of ESS marine
transport. [For more on the assessment, see " Size +
Capacity, " preceding spread.] These efforts collectively
aim to provide information, insights, and recommendations
to inform regulatory bodies and stakeholders
of paths forward for safe battery transport.
Looking ahead, the industry also faces the chalwith
the goal of preventing or minimizing the impact
of future LIB-related fires on marine vessels. The
National Chemical Transportation Safety Advisory
Committee (NCTSAC), a federal advisory committee
that makes recommendations to the Secretary
of Homeland Security through the Commandant
of the U.S. Coast Guard, has formed a subcommittee
to address the growing safety concerns around
the maritime transportation of lithium batteries.
The subcommittee is working with maritime subject-matter
experts to review LIB safety issues such
as proper cargo identification, safe packaging, cargo
segregation, fire detection and monitoring, crew
training, and firefighting technologies. These complex
safety issues involve all maritime transportation
modes including container vessels, cargo vessels,
car carrying vessels, passenger ferry vessels, and
barges. Each of these transport methods presents
different challenges under review by the subcommittee,
which will make its recommendations to the
Secretary of Homeland Security in January 2025.
lenge of effectively managing used or end-of-life
battery transport as the volumes of retired batteries
increase. The volume of LIBs reaching end of life and
available for recycling is expected to grow tenfold by
2030, with roughly 138 GWh, or the equivalent of 1.5
million electric vehicles. While used LIB quantities
are still low enough to enable some vessel operators
to decline their transport, this situation will not exist
for long. Real solutions for either assessing the health
and stability of used batteries or additional layers of
protection are required, as the demand for transport
over the full lifecycle of LIBs continues.
One encouraging development is that we are
seeing regulatory progress that is in alignment
with the policies and current practices of vessel
operators. Updates to the IMDG Code designating
stowage category D (on-deck only) for LIBs installed
in cargo transport units represent a positive step
toward safer battery-based cargo transport. These
regulations will become mandatory in 2026.
Collaborative efforts, ongoing research, and
proactive safety measures are imperative to safeguard
maritime operations, mitigate fire risks, and
ensure the safe transportation of lithium-ion batteries
globally. The impending recommendations
from NCTSAC and ongoing research efforts hold
the promise of bolstering safety measures, charting
a path toward safer marine transport in the face of
evolving technological advancements.
VICTORIA HUTCHISON is a senior research project mant
ire Protection Research Foundation. MATTHEW BARKER is a
senior chemical engineer at NFPA.
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