Failing to switch off an incandescent cargo hold light caused a fire on board multipurpose/container vessel Kokopo Chief. Heat radiating from the lamp set fire to packs of timber, while the vessel was in the Port of Tauranga, New Zealand.
The incident took place on 23 September 2017 and results of the official investigation were published in the April 2019 Mars Reports, published by The Nautical Institute. The New Zealand Transport Accident Investigation Commission (TAIC) investigated the incident.
Cargo Loading
The Kokopo Chief was loading timber packs, machinery and containers. Once the holds were loaded with the timber pack cargo, the stevedores loaded machinery on the main deck. Finally, dangerous goods containers were loaded on top of number four hatch cover. The deck cargo was then lashed secure for sea.
Smoke Detection Alarm
About ninety minutes later, the number four cargo hold smoke detection alarm sounded throughout the crew accommodation. When the access hatch to number four cargo hold was lifted a burning smell was detected. The general alarm was activated to summon any crew who had not already mustered on first hearing the smoke alarm.
Locating and Fighting the Fire Fails
The ship’s crew began to prepare the firefighting equipment and the fire fighting team returned to the access hatch and prepared to enter number four cargo hold. This time when the access hatch was opened, smoke could clearly be seen coming from the cargo hold. The first fire team entered the cargo hold with the intention of locating and fighting the fire. They soon found that their access was blocked by containers and that visibility was limited due to heavy smoke, so they exited.
CO2 Bottles and Boundary Cooling
The port authorities were advised and assistance from the local fire service was requested. Once all crew members were accounted for and the cargo hold sealed, 48 bottles of CO2 were released into the hold. Boundary cooling now took place and the temperature on the bulkheads of number four cargo hold was monitored.
A decision was made to unload the dangerous goods containers on top of the hatch and partially open one of the lids. However, smoke was emitted from under the hatch lid, so it was replaced and he remaining 24 bottles of liquid CO2 were released into the cargo hold.
Fire Extinguished
About four hours later the incident management team, made up of vessel and shore personnel, agreed to open the hold. No smoke was present in the hold and the fire appeared to have been extinguished.
Official Report Findings
The TAIC investigated the fire and published the following official report (MO-2017-205) findings:
- The fire was caused by heat radiating from an incandescent cargo hold lamp. The lamp set fire to packs of timber that had been stowed within 45–50 mm of the lamp.
- The response to the fire was well co-ordinated.
- The ship had no written procedure or checklist for ensuring the cargo hold lights were switched off before flammable cargo was loaded against cargo light recesses, or when loading was complete and hatch lids were closed, in spite of an earlier incident involving similar circumstances.
- The responsibilities of the various authorities involved in responding to the fire were not clearly documented and understood by all parties.
- The ship’s fixed CO2 fire-extinguishing system was effective, but the fire could have been extinguished sooner if the hatch had not been opened earlier.
Lessons Learned
- For a fire in a cargo hold, fixed CO2 is usually your best option.
- Release, wait and boundary-cool. Monitor temperatures and do not open hatches too soon.
- Safety procedures such as switching off cargo hold lights should be documented and include systems for checking that they have been carried out.
- The responsibilities of command structure when shore firefighters are on board should be clearly documented and understood by the various authorities involved in responding to the fire.
- High-temperature-producing cargo lamps are inherently more risky than LED lamps, which are now available at affordable prices.
TAIC and Mars Report
This accident report has been based on and Mars Report 201924. This is one of the April Mars Reports, that are part of Report Number 318. A selection of this Report has also been published in SWZ|Maritime’s May issue.
More reports are needed to keep the scheme interesting and informative. All reports are read only by the Mars coordinator and are treated in the strictest confidence. To submit a report, please use the Mars report form and send it to mars@nautinst.org.
Picture (top): The Kokopo Chief (courtesy of Bernard Spragg).
