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As well as the threat to life, fires are costly. Over the past 20 years, fires at sea have cost well over $20 million per annum. Fire is one of the most expensive sources of cargo liability claims across the shipping industry. Only hatch cover problems and bad stowage have been comparable. Dry and bagged bulk were the cargoes most often hit by fire while crude oil, containers, dry bulk and cars produced the highest claims. The great majority of large cargo fires start in ships’ holds, with others originating in the engine room, cargo tanks, accommodation areas and pumprooms. It is often difficult to pin down their causes in cargo vessels, although spontaneous combustion, variously in relation to fishmeal, tobacco, cotton, woodpulp and coal, has been the most common. Smoking stevedores remain prominent transgressors, while hotwork, machinery in hatch areas and cargo lights and electrical equipment are significant causes. Human error is responsible for more fires than equipment failure, with shore error a perhaps surprisingly bigger factor than operational mistakes by deck and engineering officers and crew. Since Port State Control officers always start their inspections in the master’s office, it is essential that certification, documents, records and manuals are up-to-date, valid and available. The booklet lists 30 of these covering the condition, inspection, testing and servicing of fire safety equipment, fire and damage control plans and crew drills. In operational areas, the focus should be on fire dampers and ventilators; fire-fighting equipment and appliances, including fixed extinguisher systems; means of escape; personal equipment; and doors, detection equipment and alarms. For engine room and machinery spaces, the emphasis should be on cleanliness, the condition of fire pumps, emergency quick closing valves and shutdowns, the jacketed piping system for high pressure fuel lines and ensuring flammable materials are kept separate or insulated from hot surfaces and liquids. Sprinkler systems and ventilators should be closely checked in accommodation areas while international shore connection, paint locker protection and ventilators are priorities on deck. In tanks and holds, careful attention should be paid to inert gas (tankers only) and CO2 systems and to special requirements for dangerous goods. Close attention should be paid to emergency fire pumps, generators, batteries, possible hazards from workshops and the cargo pump room in tankers. Fire drills should be laid down and carried out. Karl Lumbers, the UK Club’s Loss Prevention Director, maintains that professional seafarers fear fire more than any other hazard. “Potential sources of trouble are many and widely dispersed. You cannot pay too much attention to avoiding and pre-empting incidents in the first place. Similarly, officers and crew must be rigorous about the positioning, condition, maintenance, inspection and testing of all appliances. Most important, they should be trained and regularly drilled in their use.” Source: UK P&I Club |
Preventing fires at sea