Every year, fires aboard ships result in loss of life and significant damage to the vessels themselves. Most onboard fires originate in the engine room, where the three essential ingredients for combustion—fuel, oxygen, and an ignition source—are abundantly present. These elements not only trigger the fire but also sustain and intensify it.
But where do most fires originate? A report published by Gard (one of the leading marine insurers in the world) indicates that from 2017 to 2024, 60% of fires occurring aboard ships originated in the engine room. Furthermore, two-thirds of these incidents involved main and auxiliary engines or their associated components, such as turbochargers. Notably, from 2017 to 2024, the frequency of main engine fires showed a slight downward trend, while auxiliary engine fires remained stable.
Frequency of engine fires (GARD H&M data)
Between 2017 and 2024, main engine fires occurred on average in 0.07% of vessels annually. This translates to approximately 7 fires for every 10,000 ships each year. Although this percentage may seem low, the consequences of such fires are severe, often leading to major losses or situations of Constructive Total Loss (CTL) or Total Loss (TL).
Specifically, certain types of vessels present a higher risk of fire compared to others: for instance, passenger ships exhibit the highest combined frequency of main and auxiliary engine fires. Among cargo vessels, car carriers and container ships have a higher incidence of such fires, likely due to a greater number of auxiliary engines.
Moreover, the risk of fire can be attributed to additional factors, such as:
- The use of blended fuels to comply with regulations set by various international organizations.
- Poor performance of ships during port inspections: a high number of deficiencies indicates a lack of attention to routine maintenance, particularly within the engine room.
- The age of the vessel.
Based on the observations, it is not surprising that, since the beginning of 2025, approximately 10 fires originating in the engine room have already been recorded. This raises a pertinent question: what measures should HM underwriters implement? Is the application of a simple Machinery Deductible sufficient, or would it be more prudent to take proactive steps to prevent the occurrence of such incidents?
