Electric Vehicle risks in maritime ports and fire response strategies 

Glenn Bowyer, Fire and Rescue Maritime Response group lead for the National Fire Chiefs Council, who addressed the recent Electric Vehicle maritime safety conference, emphasised the growing risks associated with Electric Vehicles (EVs) and battery-related fires, particularly in port environments. As the prevalence of EVs increases, so do concerns around fire safety, as such, he highlighted the importance of collaboration between ports, fire services, and other stakeholders. 

Key concerns raised by Glenn included: 

• The fire load created by tightly packed EVs in car parks, primarily due to the characteristics of lithium-ion batteries. When these batteries catch fire, they generate intense heat, release toxic gases, and are difficult to extinguish, leading to a higher fire load than conventional internal combustion engine vehicles. 

• The fire risks posed by batteries during transport in containers, due to their susceptibility to thermal runaway, where a damaged or overheated battery can ignite and spread rapidly. When transported in large quantities, the fire load increases, and the confined space of containers can intensify the hazard by trapping heat and toxic gases, such as hydrogen fluoride. Battery fires are difficult to extinguish with conventional methods and may reignite even after initial suppression. Poor handling, accidental damage, or inadequate packaging during transport further heighten these risks, necessitating stringent regulations, proper packaging, and advanced fire detection and suppression systems to mitigate potential incidents. 

Glenn stressed the need for comprehensive pre-planning, staff training, and regular emergency drills to mitigate these risks, noting that fire services play a critical role, not only in firefighting but also in prevention and response coordination. He emphasised the importance of early detection and suppression systems, as well as clear communication between agencies. 

Glenn gave some examples of incidents involving EVs, including one in Southampton and one at a car park in Liverpool, noting that these examples underscore the structural challenges modern EVs present to older infrastructure, including the added weight and fire intensity of these vehicles.  

Glenn went on to discuss how fires can spread rapidly before fire crews arrive, citing this as one of the reasons why there is a need for firebreaks and thermal imaging to monitor battery temperatures both during transit and whilst in storage, or parked. 

During discussion with the delegates, it was noted that, at the time of the conference, there were two teams available in South England who could be flown out to assist in the event of fire on board a vessel, but they would not attend to assist with putting the fire out, but to tactically prepare the vessel to handle the incident.  

Where EV fires occur on land, it was noted that one of the significant differences is the smoke plume, along with extensive water runoff caused due to the amount of water it takes to put out this type of fire. In turn this can lead to water being drained from local areas and fire crews being held at a particular site for elongated periods of time due to the time to put them out. 

Glenn went on to advise that, at this time, very few fire trucks in the UK carry fire blankets, as they are not currently part of a standard kit and their weight and available space make it difficult to include. Ports were advised to consider purchasing their own items to assist any attending fire service. Indeed, some of the delegates noted that they already keep large fire blankets at the port gates and have worked with their local fire services to ensure they were aware of them for use in the event of a fire.  

Glenn concluded with a call for ports to be proactive in integrating fire safety measures into their risk management plans, ensuring that all stakeholders are involved in mitigating and responding to potential incidents.