200708 Containerised scrap fire

Adapted from Britannia Risk Watch, Vol 13, No 2

A container packed with scrap metal was delivered to a container terminal and was lying in the export stack yard awaiting shipment. Some days later an explosion was heard and a fire was seen on this unit. By the time the fire was extinguished, a total of five containers and their contents were badly damaged. Upon opening, the container of scrap was found to contain bales of crushed vehicle radiators, which had been bundled together with steel straps. These bundles also contained plastics, rubber hoses and transmission coolers. On top of the bundles were stowed rolls of aluminium foil scrap wrapped in plastic sheeting and packaged in cardboard boxes.

Root cause/contributory factors
Exothermic reaction within the crushed bundles of dissimilar metals and other materials tightly compressed together;
The presence of automotive liquid residues such as antifreeze, brake and transmission fluids further assisted this exothermic reaction;
Wooden floor of the container impregnated with the leaked fluids itself becoming combustible.

Other lessons
Fortunately, because the container was still on the quay, the fire was relatively easy to extinguish and the extent of the damage was, therefore, limited. However, if the container had been on board the intended ship when the fire broke out, a serious fire at sea would have resulted in the loss of yet another ship and cargo, and, perhaps of seafarers' lives as well.
Traditionally, scrap metal has been carried in bulk and is, therefore, subject to the Bulk Cargo (BC) Code. The code recommends a number of general precautions which should be taken for the carriage of scrap metal, although it states that such cargo has a low fire risk except when it contains swarf.
Experience has shown that scrap metal, especially 'crushed or shredded automobiles' that are normally exported from USA, does have the real risk of shifting in a seaway, and depletes oxygen levels in cargo spaces.
The International Maritime Dangerous Goods (IMDG) Code, which primarily governs the carriage of packaged cargoes, does not include any specific requirements for the carriage of scrap metal. Furthermore, unlike scrap that is carried in bulk, it is not practicable to carry out a visual inspection of containerised scrap metal prior to loading on board.
When accepting the booking of scrap shipments, liner operators must demand that the shipper declares the exact nature and contents of scrap in writing. If the scrap contains products which are listed in the IMDG Code (eg acids, fuels etc.) then the container must be treated as dangerous goods and should be marked properly and stowed in accordance with the IMDG Code.