Marine Safety Regulations
The current European guidelines, published by P&I clubs, IACS and state authorities for the use of builders and vessel operators are a good starting point. But this is a fast-moving technology though. And the guidelines reveal large gaps in the industry’s understanding of TR and its behaviour beyond the theoretical cell or module testing level and how that practically translates into failures in a large installation in a propulsion system battery room, UPS, super yacht water toys or power tools. The focus is on fire because it’s familiar and easy to understand but, but TR is not a fire, its heat, although fire can be a result. And suppression of active fire is good and buys useful time to remove people or other fire hazards from the area, but in the case of LIBs it flips the risk from fire to VCE. With old-style battery technology, fire suppressants such as water or powder would safely resolve a dangerous situation. LiBs are different. The TR and TP continue as we currently can’t stop it directly as explained above, and it can lead to VCE with all its risks to life and property.
Moving forward
The Underwriters Laboratories (UL) in the USA has freely shared its understanding of full-scale LiB failures in Battery Energy Storage systems (BESS). It has created a clear set of full-scale testing goals in UL9540A, based on full scale test results, and observations from real world accidents. ULs work has led to safety improvements in BESS designs, and clear development of domestic BESS installation regulation via Building Fire Codes like the (National Fire Protection Association's) NFPA 855 in the USA. This testing, observation, and feedback approach is now being adopted in Canada. This is a practical approach to potential challenges that the marine industry has and could be adopted to fill the gaps in industry understanding and address the real risks posed by LiBs in marine applications. Full scale safety testing of marine installations using LiBs which nobody seems to be considering would be needed. Freely sharing available information and the feedback from real world marine incidents, via a central or international database, would be an ideal to aim for. This is an ongoing process of review and improvement as technology develops, and would lead to an internationally agreed, practical set of up to the minute minimum safe installation standards to guide marine surveyors, insurance companies, vessel builders, vessel crews, and designers and port state authority safety enforcement. Plus, the bloke who just wants to upgrade his electrical system on his yacht or narrowboat who is dire need for proper information rather than looking for guidance on the internet via YouTube videos.
The developing chemistry of sodium batteries can also undergo thermal runway but seems to produce more gas, than being an ignition source. There are also batteries like the Goliath P1 battery chemistry and the LG battery design that claim to have solved the TR problem. Further testing is required but early statements from the developers look interesting at least.
We need to work together as an international industry to fill the gaps in our knowledge and that of the wider public about the advantages and the safety risks of this new technology. The IIMS and others within the connected maritime industries are welcome to join in on this ongoing process.
I would like to thank Professor Paul Christensen for the information he has shared on the safety risks of LiBs.
Useful links
www.fsri.org Fire training and resources for US fire fighters, free to join. Videos or conferences and presentations.
www.bsigroup.com A PDF copy of new PAS 63100:2024 guidelines for domestic BESS installations.
76 | ISSUE 111 | MAR 2025 | THE REPORT
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108 |
Page 109 |
Page 110 |
Page 111 |
Page 112 |
Page 113 |
Page 114 |
Page 115 |
Page 116 |
Page 117 |
Page 118 |
Page 119 |
Page 120 |
Page 121 |
Page 122 |
Page 123 |
Page 124 |
Page 125 |
Page 126 |
Page 127 |
Page 128 |
Page 129 |
Page 130 |
Page 131 |
Page 132 |
Page 133 |
Page 134 |
Page 135 |
Page 136 |
Page 137 |
Page 138 |
Page 139 |
Page 140 |
Page 141 |
Page 142 |
Page 143 |
Page 144 |
Page 145 |
Page 146 |
Page 147 |
Page 148
