A bulk carrier loading scrap metal at Albert Dock in Hull caught fire while being loaded, and a Marine Accident Investigation Branch (MAIB) preliminary assessment concludes the blaze was likely caused by an undischarged battery or another ignition source within the scrap cargo. The fire produced a noxious plume, required an extensive firefighting response, and has prompted scrutiny of how scrap is screened and handled before being loaded aboard vessels. GOV.UK+1
What the MAIB Found
MAIB investigators report that the scrap cargo contained hazardous impurities — including batteries, oil drums and oily residues — that increased the risk of ignition and sustained burning once a spark occurred. The company responsible for the scrap handling expected suppliers to screen out combustible materials, but the material loaded onto the vessel had not been physically checked on the dockside before loading. The operator that managed the scrap handling has since ceased trading, the report says. GOV.UK+1
Why Batteries in Scrap Are a Unique Hazard
Lithium-ion and other battery chemistries retain energy even when removed from devices. If a battery is damaged, improperly discharged, or crushed during handling, internal short circuits or a spark can trigger thermal runaway. In a densely packed hold full of mixed scrap and hydrocarbons, a single ignition source can quickly develop into an intense, sustained fire that is difficult to control and produces toxic smoke. This was the risk highlighted by the MAIB’s preliminary findings. GOV.UK+1
Operational and Community Impact
The blaze at Albert Dock forced road and site closures as emergency services tackled the fire and monitored air quality. Local residents reported a visible cloud of smoke and odours, and the incident sparked concerns about how scrap loads are vetted and the responsibilities of suppliers and handlers to remove hazardous items before loading. Yorkshire Post+1
Practical Safety Lessons for Recycling, Shipping and EV Stakeholders
This incident underlines several actions organisations and individuals can take to reduce the risk of scrap-related battery fires:
- Supplier screening and verification. Suppliers must be contractually required — and spot-checked — to remove batteries, oil drums and other hazardous items before scrap is delivered for loading. GOV.UK
- Dockside inspection. Physical checks at the point of loading catch contaminants that paperwork alone can miss. GOV.UK
- Safe segregation and labelling. Batteries and electrical waste should be segregated, clearly labelled and stored to prevent crushing, compression, or contact with conductive materials. Maritime Executive
- Training for grab/loader operators. Operators need to recognise suspicious items and have protocols for halting operations and isolating suspect cargo. GOV.UK
- Emergency planning for thermal runaway. Ships, ports and recycling yards should include battery-specific firefighting strategies, ventilation plans and toxic-fume monitoring in their emergency drills. GOV.UK
How EV Fire Solution Services Can Help
We provide targeted services that address the gaps the MAIB report exposed:
- Risk assessments for scrap handlers and ship operators, focusing on battery contamination and combustible residues.
- Practical training for dockside and grab-loader crews to identify and isolate hazardous items before loading.
- Thermal runaway response training and recovery planning for port emergency teams and salvage operators.
- Policy and supplier-screening templates to help companies enforce robust pre-acceptance checks.
Taken together, these measures reduce the chance a single undischarged battery becomes the trigger for a major incident.