This report informs about the strategic approaches that were conceived and applied to maximize the outreach of the LASH FIRE project and thus ensure its sustainable impact. For this purpose, target group-specific measures were identified and implemented through the third work package, which is dedicated to communication and cooperation. In addition, valuable forums were created through the establishment of two advisory groups, providing space for qualitative input regarding the need and applicability of the developed solution on fire safety in the maritime domain, as well as productive feedback on the proposed innovations.

 Abstract
This report informs about the strategic approaches that were conceived and applied to maximize the outreach of the LASH FIRE project and thus ensure its sustainable impact. For this purpose, target group-specific measures were identified and implemented through the third work package, which is dedicated to communication and cooperation. In addition, valuable forums were created through the establishment of two advisory groups, which provide room for qualitative input regarding the need and applicability of the solution developed concerning fire safety in maritime as well as productive feedback on the proposed innovations.

Abstract
The LASH FIRE Strategic objective is to provide a recognized technical basis for the revision of international IMO regulations, which greatly enhances fire prevention and ensures independent management of fires on ro-ro ships in current and future fire safety challenges.
The present deliverable makes a series of preliminary proposals on updated rules and regulations on fire safety based on the assessment made by the LASH FIRE Advisory Groups.

A background study concerning fire causes in ro-ro spaces was performed and subsequently used as input for a Hazard Identification (HazId) workshop. The background study comprised the analytical component of the hazard identification and was subsequently complemented with a creative element, i.e. the HazId workshop which ensured that the identified hazards were not confined to those which have materialized in the past.

The workshop also focused on identifying potential safety measures. Examples include advancing technologies like drones, supplying ro-ro space personnel with dedicated thermal cameras, improved routines e.g. avoiding long cables and cable routing, and using only ship cables i.e. prohibiting passengers from using their own cables. These findings will be used as input to define conditions for manual screening of cargo fire hazards and effective fire patrols as well as describing methods for automatic screening and identification of cargoes, amongst other things.

Several potential fire origins were identified, refrigeration units being one of them. Taking into account that refrigeration units are more prone to fire than other types of cargo, and that refrigeration unit fires tend to be more severe, it is likely wise to put special focus on refrigeration units. A fair amount of work on this topic has already been conducted in the EMSA-funded FIRESAFE studies, which naturally served as reference in LASH FIRE.

The Formal Safety Assessment (FSA) carried out in LASH FIRE requires a consolidated comprehensive database on fires in ro-ro spaces and the corresponding ship fleet to be set-up for specific use in the project. Such a database would allow a better understanding of the type of casualties and characteristics of ships in the FSA scope, and provides probabilities and frequencies that will be used in the quantification phase of the LASH FIRE risk model.

For this purpose, a comprehensive database was built by aggregation of different pools of information. Marine casualties, incidents and ship characteristics data were investigated, and collected from different maritime stakeholders. A data quality assessment was performed to select the data to be aggregated as one of the challenge was to propose a homogeneous and unbiased database from heterogeneous source of information. New additional features for the risk model were developed, and missing values for existing database features of importance were completed with ‘data science’ methods. Moreover, case by case studies were performed to refine the scope of the FSA study.

As a result, the comprehensive database was processed in order to draw statistics for the LASH FIRE fleet and fires in ro-ro spaces. The statistics provided an extensive overview of the fleet considered for the FSA study and frequencies of ignition per type of ro-ro ship.

Abstract
To address the lack of historical data, a simulation tool (hereafter referred to as STCQ) has been developed to quantify the consequences of ro-ro shipboard fires to people, ship, and cargo. The consequences of fires (except human consequences) will be converted into monetary units, which in turn will be used, as far as possible, as input data of the risk model to provide societal costs for different ro-ro space fire scenarios.

STCQ is the combination of three upgraded models:
• A CFD model, here the model SAFIR, to assess the fire consequences in the ro-ro space where the fire started, as well as in the other ro-ro spaces, embarkation stations, rescue stations and disembarkation routes out of the ship. More precisely, this involves evaluating the times after which given thresholds are exceeded. Heat and smoke detection times are also provided;
• A probabilistic network model to assess the consequences of fire and smoke in the accommodation spaces. The model estimates the level of damage by indicating the fire status (i.e., ignition, flashover, fully developed fire phase, or decay phase) and the position of the smoke interface over time in each accommodation compartment; and
• An evacuation model to evaluate fire consequences to persons on board.
This report briefly presents the numerical tools used and their extension to ro-ro ships, then the numerical results obtained by the STCQ for some selected worst credible scenarios over a duration of one hour of fire (the calculation time being too long to consider simulating all possible fire scenarios over 3 h of fire). Simulations of fire originating from closed and open ro-ro spaces, as well as on the weather decks of two generic ro-ro ships, namely the Stena Flavia and the Magnolia Seaways, have been performed by varying the location of the fire source and wind conditions (i.e., no wind and headwind). It was assumed that no firefighting action was taken and that the load capacity of vehicles in ro-ro spaces was 100%. Other scenarios have been added to study the influence on the fire consequences of accidental situations such as a loss of integrity of the insulation system, a loss of containment of the fire origin ro-ro space. Finally, simulations of evacuation (i.e., for both assembly and abandonment phases) during the selected fire scenarios have been performed.

Simulation results for two fire scenarios on the Stena Flavia are detailed and discussed. To ensure consistency and ease of use of the expected results in the risk model, the results obtained for all selected fire scenarios are presented in the form of files indicating the times, or periods of time, when given thresholds, related to heat and smoke detection, safety of persons on board, and integrity of the ship’s structure, cargo, and other targets, are exceeded, and compared with evacuation times (where relevant).

For this purpose, a comprehensive database was built by aggregation of different pools of information. Marine casualties, incidents and ship characteristics data were investigated, and collected from different maritime stakeholders. A data quality assessment was performed to select the data to be aggregated as one of the challenge was to propose a homogeneous and unbiased database from heterogeneous source of information. New additional features for the risk model were developed, and missing values for existing database features of importance were completed with ‘data science’ methods. Moreover, case by case studies were performed to refine the scope of the FSA study.

As a result, the comprehensive database was processed in order to draw statistics for the LASH FIRE fleet and fires in ro-ro spaces. The statistics provided an extensive overview of the fleet considered for the FSA study and frequencies of ignition per type of ro-ro ship.

The Formal Safety Assessment (FSA) carried out in LASH FIRE requires the development and quantification of a holistic risk model describing the fire growth and response in ro-ro spaces. The objective is to compute the risk levels in terms of life, cargo and ship loss for the three generic ships (one for ro-ro passenger ship fleet, ro-ro cargo ship fleet and vehicle carrier fleet) as well as to assess the impact of each solution proposed by the D&D WPs on these safety levels. For this purpose, a risk model mainly based on the risk model from the FIRESAFE studies was
developed and quantified. It was then implemented using Microsoft Excel and split into three files, one for each type of ro-ro ship. These files return the risk indicators, also called safety levels, of human (PLL), cargo (PLC) and ship (PLS) for the corresponding generic ship. The values used to quantify these files can be later modified to assess the impact of a proposed solution on the safety levels mentioned above.

The Formal Safety Assessment (FSA) carried out in LASH FIRE requires the development and quantification of a holistic risk model describing the fire growth and response in ro-ro spaces. The objective is to compute the risk levels in term of life, cargo and ship loss for the three generic ships, as well as to assess the impact of each solution proposed by the D&D WPs on these safety levels. For this purpose, the FIRESAFE studies and more particularly their risk model were reviewed, as well as several other modelling techniques. The FIRESAFE risk model structure was adapted to LASH FIRE’s scope and objectives, to take into account ro-ro cargo ships and vehicle carriers, as well as some failure modes not yet present in the FIRESAFE risk model but necessary for the study of proposed solutions. Once the structure was established, the risk model was quantified using values from FIRESAFE models, when relevant, historical data and expert judgement. The quantification was verified. Based on this risk model, several safety levels were computed and assessed, and several analyses (i.e. sensitivity and other verification) were performed to verify the model.

As a result, several types of risk models were analysed and their strengths and weaknesses were described. For numerous reasons it was decided to keep as much as practicable the same risk model structure as FIRESAFE II. Similarly, it was decided to keep as much as practicable of the probabilities used in FIRESAFE II to quantify the risk model. Historical data, calculations and expert judgement were used to quantify the parts of the risk model where this was not deemed suitable. As far as possible, consequences associated to the determined scenarios were computed using numerical simulations performed in T04.5, and ship operators were contacted to provide data when necessary.

Last, but not least, this completed risk model was used to compute safety levels for the different reference cases, but also to determine the most sensitive nodes with regard to the safety levels. Other analyses were also performed, for example to determine the top risk contributor ro-ro spaces in terms of loss of life for each generic ship.

The Formal Safety Assessment carried out in LASH FIRE requires the cost-effectiveness assessment of
a selection of technical and operational solutions developed by the partners of the project. The
objective is to compare the effectiveness to reduce the fire risk of ro-ro spaces and the costs
associated with the implementation of selected Risk Control Options (RCOs).

For this purpose, the marginal costs for each Risk Control Option were estimated in terms of life cycle
costs at present value. The performances of each Risk Control Option were assessed by the
Development & Demonstration Work Packages and then used to feed the risk model in order to
estimate the risk reduction in terms of fatalities, cargo losses and ship losses. Finally, the cost effectiveness indices were computed and analyzed.

As a results, 16 Risk Control Options were selected, defined and assessed:

Abstract
The Formal Safety Assessment carried out in LASH FIRE requires the cost-effectiveness assessment of
a selection of technical and operational solutions developed by the partners of the project. The
objective is to compare the effectiveness to reduce the fire risk of ro-ro spaces and the costs
associated with the implementation of selected Risk Control Options (RCOs).
For this purpose, the marginal costs for each Risk Control Option were estimated in terms of life cycle
costs at present value. The performances of each Risk Control Option were assessed by the
Development & Demonstration Work Packages and then used to feed the risk model in order to
estimate the risk reduction in terms of fatalities, cargo losses and ship losses. Finally, the cost-effectiveness indices were computed and analysed. This was presented in deliverable D04.6 “Cost-effectiveness assessment report”.
The present deliverable, D04.7, presents the conducted sensitivity and uncertainty analyses that
were performed to conclude on the cost-effectiveness of each Risk Control Option:
1. Ro-ro passenger ships – Newbuildings: 13 RCOs were found cost-effective in terms of life safety,
saving the cargo and ship;
2. Ro-ro passenger ships – Existing ships: 9 RCOs were found cost-effective in terms of life safety,
saving the cargo and ship and 2 RCOs in saving the cargo and ship;
3. Ro-ro cargo ships – Newbuildings: No RCO was found cost-effective in terms of life safety but 6
RCOs were found cost-effective in saving the cargo and ship;
4. Ro-ro cargo ships – Existing ships: No RCO was found cost-effective in terms of life safety but 2
RCOs were found cost-effective in saving the cargo and ship;
5. Vehicle carriers – Newbuildings: No RCO was found cost-effective in terms of life safety but 7
RCOs were found cost-effective in saving the cargo and ship; and
6. Vehicle carriers – Existing ships: No RCO was found cost-effective in terms of life safety but 2
RCO was found cost-effective in saving the cargo and ship.

Ro–ro ships are an important component of the global transportation system and one of the most successful types of vessels today. However, a significant number of fire incidents on ro–ro ships in recent years and lacking signs of such diminishing call for improved fire protection.

LASH FIRE is a European Union–funded research project, aiming to strengthen the independent fire protection of ro–ro ships by developing and validating effective operative and design solutions. For that purpose, LASH FIREwill address a total of twenty challenges in all stages of fire course originating in ro–ro spaces. Several solutions will be developed, validated and demonstrated to address those challenges.

This deliverable provides a compilation of the solutions selected for further consideration in the cost–effectiveness assessment. A total of 44solutions were preliminary selected by the Development and Demonstration Work Packages (D&D WPs). The list of solutions is covering the entire “fire protection chain”, it comprises both preventive and mitigating risk controls, as well as both engineering, inherent and procedural risk controls.

As next steps, those solutions will be assessedby WP03, WP04 and WP05. Meanwhile, the D&D WPs will continue and refine the on–going developments, conduct the validation and the demonstration of solutions.

This deliverable reflects an intermediate stage of the project and shall not be understood or used as a final outcome of the LASH FIRE project.

This report presents the selection process and the definition of generic ro–ro shipsutilized in the LASH FIRE project for the evaluation of new fire safety solutions. Three main categories of ships werearranged (ro–pax ships, ro–ro cargo ships and vehicle carriers) where one representative existing ship in each category was selected;the ro–ro passenger generic ship Stena Flavia, ro–ro cargo generic ship Magnolia Seaways and vehicle carrier generic ship Torrens. In the selection, considerationwas primarily given to the arrangement of ro–ro cargo spaces, in addition to passenger and cargo capacity, gross tonnage and length of the shipin comparison to the statistical data of the world fleet.

Alongside the evaluation of technical and operational solutions developed in the project, the economic feasibility of the solutions needs to be evaluated throughout the entire life span. Therefore, the Life Cycle Cost (LCC) methodology has been adapted to assess the characteristics, the pros, and cons of each solution for generic ro-ro ship types. Furthermore, the LCC assessment is required as input to calculate the cost-effectiveness in Formal Safety Assessment (FSA). In this deliverable, the evaluation process of the calculations of their parameters and results becomes clear. The following deliverable, on the other hand, deals with the development of the calculation system itself.

In order to measure the economic feasibility of the solution, CMT developed a basic LCC tool and data collector to calculate the LCC of each solution. The tool was supplemented by the user guide. The tool and data collector also completed with the cost categories to guide the user to input the economic value.

Furthermore, the tool takes into account varying fuel prices in the future, as the life span can reach beyond ten or twenty years. Besides that, the users are able to know the impact of the solutions on the environment from the external cost value. The calculation of the external cost is extracted from the Life Cycle Assessment (LCA). To understand the impact of the world economy and legislation situation on the LCC, a sensitivity analysis was made available in the tool so the users can understand the impact on the cost if a different scenario might happen in the future.

In the last chapter, the users are able to know all the LCC tool’s features and finds a detailed guideline to navigate and use the tool correctly.

Alongside the evaluation of technical and operational solutions developed in the project, the economic feasibility of the solutions needs to be evaluated throughout the entire life span. Therefore, the Life Cycle Cost (LCC) methodology has been adapted to assess the characteristics, the pros and cons of each solution for generic ro-ro ship types. Furthermore, the LCC assessment is required as input to calculate the cost effectiveness in Formal Safety Assessment (FSA). In this deliverable the development of the calculation system is shown, whereas the previous deliverable “D05.2 Cost assessment tool” focuses on the evaluation process of the calculations, their parameters and results.

In order to calculate the LCC, a basic LCC tool developed by CMT during the project will be used. The tool has the capability to calculate the LCC of the solutions. The Key Performance Indicator (KPI) and relational KPIs, which reflect the LCC results in different parameters, have been defined together with the tool users. Furthermore, the tool takes into account varying fuel prices in the future, as the life span can reach beyond ten or twenty years. Besides that, the users are able to know the impact of the solutions on the environment from the external cost value. The calculation of the external cost is extracted after the Life Cycle Assessment (LCA). To understand the impact of the world economy and legislation situation on the LCC, a sensitivity analysis was made available in the tool so the users can understand the impact on the cost if a different scenario might happen in the future.

This report describes the functionality of the lifecycle assessment (LCA) screening tool used as guidance during the development of fire protection systems in the LASH FIRE project. A more comprehensive description of the LCA screening tool is presented in deliverable D05.5.
The excel® spreadsheet-based LCA screening tool is comprised of fire models, output from SimaPro® LCA software, and scaling calculations. The fire models provide data about the type and amount of fire effluents going to the air as smoke and to surface water as fire water run-off. The SimaPro® output is in terms of these environmental impact categories: Fine particulate matter formation, Freshwater ecotoxicity, Global warming, and Marine ecotoxicity. The calculations within the LCA screening tool are used to scale the results so that they can be compared graphically.

The results are presented in bar graphs showing the total impacts, normalized to the highest impact in each category, which are provided next to the input area so that users can interactively see how the impacts change with new input. Detailed results are presented on a separate worksheet so that users can see both the numerical results and the graphical results showing the relative contributions from manufacturing, installation, use, end of life, fire emissions, and fire response to the overall impacts in each category. All the other worksheets in the tool are hidden and protected so that the calculations cannot accidentally be corrupted.

This report describes the development of a lifecycle assessment (LCA) screening tool that allows environmental consequences to be considered, together with other design factors such as cost, manufacturing processes, material availability, etc, during the development of fire protection systems in the LASH FIRE project.

The platform for the LCA screening tool is an excel® spreadsheet file; expert knowledge of environmental impacts is not needed to use it. The tool is based on output from SimaPro® software, in which detailed LCA models of the risk control measures are created. The SimaPro® results are scaled so that comparisons can be made between alternative RCMs and a reference case. Fire models provide important data about the type and amount of fire effluents going to the air as smoke and surface water as fire water run-off. The fire models used in a previous version of the tool will be modified in the spring of 2022 when fire experiments for Actions 6-D and 10-B are conducted. A tour of the user-accessible worksheets is presented to allow users to understand what they see and how to manage the output from the tool. Detailed descriptions are given about how each part of the tool works and case studies describe how the tool was developed to fit the needs of Actions 6-D and 10-B. This document provides a limited amount of background information about the science of life cycle assessment as needed to support user understanding of the tool.

The results are presented in terms of: Fine particulate matter formation, Freshwater ecotoxicity, Global warming, and Marine ecotoxicity. Bar graphs showing the total impacts, normalized to the highest impact in each category, are provided next to the input area so that users can interactively see how the impacts change with new input. Detailed results are presented on a separate worksheet so that users can see both the numerical results and the graphical results showing the relative contributions from manufacturing, installation, use, end of life, fire emissions, and fire response to the overall impacts in each category. All the other worksheets in the tool are hidden and protected so that the calculations cannot accidentally be corrupted.

It is hoped that this tool will help the partners involved in this project become more aware of the environmental consequences of their design decisions, both for the LASH FIRE project and for other
future work.

Abstract
This report presents the ship integration requirements addressed to all the developments within the LASHFIRE project. To ensure a good quality starting point for the addressed developments, it is crucial that ship designers and operators are involved in the development process. Thus, specific input has been prepared, adjusted to each development, considering the design, production, operational and environmental aspects as well as applicable rules and regulations. Further, all types of ro-ro ships and all types of ro-ro spaces have been considered where appropriate. Finally, expectations and proposal for the developments have been given. This ensured a good starting point for the development teams, making a clear picture of the end user requirements

Abstract
In the LASH FIRE project, technical ship integration evaluations have been performed,regarding design,
production, operational and environmental aspects, on the solutions developed to address the fire
safety challenges identified in the project. Further, input has been provided to the cost assessment,
formal safety assessment and demonstration on board. This report presents the ship integration
evaluation addressed to all the developments within the LASHFIRE project. It is important to highlight
that the assessments were performed during the development process in order to obtain as high as
possible impact on the developments from relevant maritime stakeholders included. The evaluation
results have been exchanged with the development teams to further improve the developed solution
and ensure a feasible solution to be assessed through the life cycle cost, formal safety assessment and
finally demonstration of the most promising solutions.

This deliverable reflects an intermediate stage of the project and shall not be understood or used as a
final outcome of the LASH FIRE project.

Abstract
This report presents the life cycle cost (LCC) and environmental assessment results addressed to the
developments within the LASH FIRE project.

The economic feasibility study of Risk Control Measures (RCMs) and Risk Control Options (RCOs) was
conducted by LCC methodology where all related costs are included, from investment/production to
operation/maintenance and until the end of the life span. A selection of solutions provided by specific
developments was assessed where the LCC assessment was performed for integration on selected
three generic ro-ro ship types, considering both new buildings and existing ships. Finally, more than 40
RCMs and 16 RCOs were assessed, resulting in more than 200 LCC assessments.

The LCC assessment results are used as input for the cost-effectiveness assessment of a selection of
solutions, to be performed within WP04 in line with IMO formal safety assessment (FSA).

Further, environmental assessment using Life Cycle Assessment (LCA) methodology was performed for
manual firefighting of a vehicle fire on the car deck of a ro-pax ship and two fixed fire protection
systems (autonomous and remotely operated) on the weather deck of a ro-ro cargo ship. The LCA
models include smoke emitted to the atmosphere, fire water run-off into surface water, replacing
damaged vehicles and/or traction batteries (for manual firefighting), and replacing cargo (for weather
deck fire protection). The manufacturing, use, and end-of-life phases of the devices and equipment
developed for each of the new fire protection solutions were compared with reference cases in which
a fire occurs but there is no new fire protection solution available to respond to it.

For manual firefighting of a vehicle fire, the results show that the ability to arrive at the fire quickly and
use handheld fire extinguishers and/or a fire blanket reduces the overall impact of a fire considerably
when compared with manual firefighting operations after the fire has developed or in the reference
case. All three handheld fire extinguishers and the fire blanket had similar results, assuming the CAF
extinguisher uses fluorine free foam.

There are very few fires on ro-ro cargo weather decks. For this reason, the impacts associated with
manufacturing, use and end-of-life of the two fixed fire protection systems are higher than the impacts
of fire, given the low probability of a fire occurring during the ship’s lifetime. The autonomous system
has more components, e.g., fire detectors and cabling, therefore its lifecycle impacts are higher than
the remotely operated system. The autonomous system also has a faster activation time than the
remotely operated system, which results in slightly lower smoke and fire water run-off impacts than
the remotely operated system; however, the difference is very small due to the low probability of a
fire occurring on the weather deck

As new energy carriers make their way into the market, some misconceptions will naturally also make their way to the public. The objective of this report is to respond to some of the most common misconceptions and myths regarding battery electric vehicle fires, while highlighting the latest research and available data.

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When a fire signal like heat or smoke is detected by technical equipment and alarmed, the vessel crew will check if it is a real fire or not. If fire signals are detected by several sensors, in several areas, or if a fire is seen on CCTV, the fire is confirmed, and the firefighting team will be mustered.

However, often only one sensor has gone off. Then, the fire must be manually confirmed or dismissed by a crew member. Current practice is that the officer on watch ask an able seaman (AB) (often bridge watch or fire patrol) to run to manually confirm and identify the fire (Bram, Millgård, & Degerman, 2019). This person can thus be called the runner. The response to a fire alarm must be as fast as possible, to tackle the fire at the initial stage. However, previous research shows that the task often takes some time and have identified several challenges delaying the manual confirmation and localization. These practices thus could be improved to increase the chance to successfully fight a fire.

Abstract
This Deliverable is an output of the LASH FIRE Project, within its Work Package for Effective Manual
Operations. It intends to address the problem of manual screening of cargo and effective fire patrols
onboard ro-ro and ro-pax ships, by establishing suggestions for guidelines to be implemented by ship
operators, their staff and crew.

For the development of the tasks that lead to this document, the Project team used a variety of input
from internal LASH FIRE documents, research, interviews, ship visits and their own expertise to
establish the best possible solutions on important improvements in manual screening of cargo and fire
patrols. The objective, as with the whole of LASH FIRE, is to contribute to decreasing fire risks onboard
ro-ro and ro-pax vessels, as well as endorse a continuous improvement of safety procedures and
measures at sea.

We attempt to summarize the results in proposal for guidelines to be implemented by operators,
namely relating to clearer and more efficient fire patrolling procedures, as well as increased awareness
and detail in the cargo screening process.

This Deliverable, along with several other outputs of this Work Package, work in tandem to provide a
suite of risk mitigation proposals and routines, that can hopefully guarantee some increase in fire
safety onboard the addressed vessels.

This document is an output of the LASH FIRE Project, within the Work Package 6 – Effective Manual Operations. Its main goal is to report the progress on the work conducted in developing guidelines for communication of fire confirmation within the context of ro-ro and ro-pax vessels.
The development of the work and the elaboration of this deliverable involved the participation of several partners of Work Package 6, who contributed with their own expertise, along with the research and field visits conducted. Furthermore, the data gathered from work done in other Actions of the Project was another form of input towards this task.

The overall result of Deliverable 06.3 are proposals for guidelines to be implemented by operators in their onboard routine operations, leading to more efficient communication of fire confirmation, which ultimately will result in quicker response time and a safer environment abord this type of ships. This involved understanding the state of fire confirmation and communication, and looking for ways to develop methods or tools in which crew members can establish quick and efficient ways to share fire related safety status updates to command.

D06.3 is also a part of a set of reports that aim to propose guidelines to onboard activities that aim, as a whole, to increase fire safety by improving the efficacy of manual operations in ro-ro/ro-pax scenarios. Furthermore, Work Package 6 will continue to strive towards these objectives.

The sixth work package in LASH FIRE deals with effective manual operations and the aim of Task T06.10 therein, is the development and demonstration of smart alert system of nearby first responders. Particularly, the research objective is to develop an innovative geo-positioning technology to allow more efficient first response to initial fires on ro-ro vessels. Besides the core geo-positioning technology, the aim is also to provide the building blocks of a novel vessel indoor information system that will provide fire intelligence during patrol operations. For the above purpose, T06.10 capitalizes upon the technology ecosystem of Anyplace, which is a Wi-Fi localization, navigation, crowdsourcing and indoor modeling platform developed over the years at the University of Cyprus. Although Wi-Fi, 4G and 5G is available or will become available to some limited degree on vessels to provide network (and Internet) connectivity to personnel and passengers, dense deployment of radio antennas necessary to provide accurate localization is not available. This led to the design and development of an innovative geo-positioning technology with “zero” infrastructure. Particularly, the aim was to offer similar accuracy to Wi-Fi localization (i.e., room-level accuracy to about 1-10 meters) with low installation and maintenance cost. Our solution uses static elements of vessel spaces as reference points and can be recognized by commodity smartphone cameras (e.g., deck patterns, bulkhead patterns, hoses, fixed installations, signs, control buttons). The spatial location of vessel objects is collected as a one-off installation process and can then be utilized for technology-driven localization
and first response in the early stages of a fire.

Abstract
This deliverable is an output of the LASH FIRE project, within its Work Package 6, “Effective Manual Operations”. It intends to address the question of fire patrols and manual screening of cargo fire hazards onboard ro-ro passenger ships, ro-ro cargo ships and vehicle carriers by analysing the current state within the sector and providing suggestions for the development of new standards for these operations.
For the development of the tasks that lead to this document, as well as its predecessor, deliverable D06.2 Guidelines for manual screening of cargo fire hazards and effective fire patrols, the project team used a variety of input from internal LASH FIRE documents, research, interviews, ship visits and their own expertise to establish the best possible solutions on important improvements in manual screening
of cargo and fire patrols. The objective, as with the whole of LASH FIRE, is to contribute to decreasing fire risks onboard ro-ro ships, as well as endorse a continuous improvement of safety procedures and measures at sea.

In summation, the result of the work conducted within the work package Effective Manual Operations, the predecessor deliverables and input from other partners and documents have allowed the team to develop a better understanding of the difficulties these operations carry, and in what ways, even if in small increments, they can be improved. This deliverable, along with several other outputs of this work package, work in tandem to provide a suite of risk mitigation proposals and routines, that can hopefully guarantee some increase in fire safety onboard the addressed ships.

Abstract
The sixth work package in LASH FIRE deals with effective manual operations and the aim of Task T06.10 therein, was the development and demonstration of smart alert system of nearby first responders. The research objective was to develop an innovative geo-positioning technology (i.e., longitude, latitude and deck with room level accuracy) to allow more efficient first response to initial fires on roro vessels. To this end, we developed and demonstrate a ground-breaking localization system that requires “zero” fixed infrastructure. Our solution uses static elements of vessel spaces as reference points that can be recognized by commodity smartphone cameras (e.g., deck patterns, bulkhead patterns, hoses, fixed installations, signs, control buttons). The spatial location of vessel objects is collected as a one-off installation process and can then be utilized for technology-driven localization and first response in the early stages of a fire. Besides the core geo-positioning technology, the aim was also to provide the building blocks of a novel vessel indoor information system that will provide fire intelligence during patrol operations. For the above purpose, we developed a fully functional vessel communication software system, coined Smart Alert System (SMAS), which integrates besides our localization technology also subsystems allowing first responders to interact over an ordinary network communication channel to exchange messages and data (e.g., heat scans, images, etc.). This provides high levels of situational awareness to cope with information communication bottlenecks in the early stages of a developing fire.

Previous research has shown that even though a ship may fulfil all regulations, crew activities related to fire safety can still be impaired by the design of working environments, equipment and system interfaces. Although a wealth of guidance exists on the integration of Human-Centered Design (HCD) principles into ship design, such design practices remain uncommon within the industry. There is a need of research that describes how the ship design and construction process can be augmented to better cater for fire safety-related operative needs, what barriers exist against HCD practices in the design of safety-critical artefacts, and how those barriers can be overcome. Given that the shipping industry adheres closely to regulation, regulatory studies is also a vital part of understanding the position of Human Factors and Ergonomics in ship fire safety design.

Based on results from the Firesafe II and SEBRA projects, one area of fire-safety related design that is in particular need of attention is fire alarm system interface design. The aim of this report is to research development needs in terms of usability and systems integration for fire alarm system interfaces and to turn this knowledge into design requirements that will inform subsequent conceptual and physical design of a fire information management system in LASH FIRE.

The LASH FIRE Digital Fire Central prototype has been developed over several iterations to arrive at its current state – an interactive, screen-based interface with functionality to match a large set of common fire management activities, including fire detection and assessment, deck and cargo information, control of fire dampers, fire doors and the drencher system. In addition, it also allows its users to follow events on a fire response timeline. Up until the time of this study, however, prototype development has mainly rested on needs and feedback reported by informants and test persons, and there was a perceived needs amongst the researchers to better understand the practical actions and
interactions that would occur in an actual onboard fire scenario.

Two approaches were chosen to produce data for the present study. The primary ambition was to reach a deeper understanding of operational fire management under realistic circumstances. The secondary ambition was to gather experiences and perceptions from an international community of seafarers involved in onboard fire management and the use of fire safety systems.

Abstract
This report presents the development of the firefighting resource management centre (FRMC) design. The FRMC encompasses the entire management of resources involved in a fire scenario, including training, fire-drills, the people involved in fighting the fire, how they are organised, their communication, their equipment and how they use it. Data has been collected through interviews, remote ethnography, and virtual walkthroughs. This report includes a presentation of the central functions of the FRMC analysed with the Functional Resonance Analysis Method (FRAM), how to use the FRMC FRAM to improve safety and presents the process of continuous improvement. The process of continuous improvement gives guidance on how to increase learning from fire drills through analysing recorded drills and improved debrief and reflections post-drill.

Executive Summary
The goal for LASH FIRE task T07.5 was to develop a demonstrator/prototype of a holistic alarm interface of a Digital Fire Central (DFC), the aim being to utilize the potential of an integrated digital interface for fire plans and alarm displays by combining various already existing interfaces as well as new concepts in one. This approach delivers a demonstration of an interface which shows live information about the fire and the firefighting effort directly on the fire plan while also enabling the fire commander to exclude irrelevant information. In addition, a centralised, digital interface integrates all the information necessary in one place. This has been achieved by prototyping in four iterations and user testing of the DFC with active crewmembers. The demonstration of the DFC, including experimental sessions, was conducted in a laboratory environment at a shipowner’s headquarters with active fire commanders. LASH FIRE D07.6 ‘Alarm System Interface Prototype Development and Testing’ includes detailed descriptions of the different elements of the interface of the DFC, the physical design of the operator’s station, the testing of the DFC and the corresponding results; the present document is limited to include a short summary, the primary purpose being to serve as evidence of the testing.

Abstract
The current standard of analogue fire plans and alarm systems on ro-ro ships is a relic of its time. It works as intended, but it also has a lot of potential for problems. Other, preceding works within LASH FIRE have analysed the potential bottlenecks, high cognitive load, and out-of-date interface design of current standards. Next to these analyses, earlier work has also lined out design guidelines for a digital alarm interface for fire centrals on board. This report presents the design and demonstration of the Digital Fire Central (DFC) developed within the LASH FIRE project. The main objectives were to present information about the situation on the digital fire plan by visualising sensor data, enable the user to access the historical data of the development of the fire, and a centralisation of the controls of extinguishing equipment. The user will be able to oversee and coordinate the entire attack on the fire from one interface. The demonstration of the prototype was performed with fire leaders who are active on ro-ro vessels in which they had to coordinate an attack on a fire on a car deck. The results of the DFC demonstration support the original idea of integration of information based on the principles of user centred design and ecological display design. Departing in user needs and the physical properties of the problem to be addressed – ro-ro deck fire – by the first analysis the DFC demonstrator provides a level of effectiveness, efficiency, satisfaction and intuitiveness that appears to surpass present-day installations and -systems. In short, this means that a DFC, or a DFC-like system, is likely to improve of firefighting capability on ro-ro ships, and thus that this is a valid risk control option from a functional perspective.

Abstract
This report provides comprehensive information for deciding whether to pursue the deployment of a
drone system for increasing safety on ship. The assessments of technical and legal feasibility as well
as usefulness of a drone system for surveying the open decks of a ro-ro ship are presented. The use
cases of fire patrol, fire resource management and search & rescue operations are targeted. A
prototype drone system is detailed that is built on open standards and open-source software for high
extensibility and reproducibility. Technical feasibility is assessed positively overall using a purposedesigned drone-control software, in-field tests and a demonstration onboard of DFDS Petunia
Seaways. The needs for further development, analysis and long-term tests are described. The legal
feasibility assessment gives an overview of applicable maritime and airspace regulations within the
EU. It concludes that the drone system should be seen complementary to existing fire safety systems
and that operational authorization is best applied for in collaboration with a ship owner. Usefulness
is assessed using responses from maritime experts to an online questionnaire on the targeted use
cases. Results are positive with two major challenges identified: achieving a reasonable selling price
and obtaining the ship operators’ and crews’ trust in the system. Finally, a SWOT analysis gives a
concise summary of the performed assessments and can be used as input to the strategic business
planning for a potential drone system provider.

Abstract
This report presents the conceptual design and development of the firefighting resource management
centre (FRMC). The FRMC has been operationalized as a set of tools presented in this report alongside
with plans to test them in a simulated environment. The FRMC tools include; Safety assessment tool,
Training design tool, Drill debriefing tool, Unmanned Aerial Vehicles (drone) system (presented in a
separate report), and a Digital Fire Central (presented in a separate report)

Abstract
The initial phase of a fire on ro-ro ships is critical. Fixed fire extinguishing system activation (drencher
and CO2) often takes long time, typically 20 minutes or more, from fire detection until extinguishing
system is activated. This allows fires to escalate and spread before extinguishing starts. Thus, reducing
the time spent before drenchers or CO2 systems are activated will contribute significantly to reducing
the consequences of a fire. The objective of the work described in this report is to develop improved
procedures and design for more efficient fixed fire extinguishing system activation.

The development of solutions is based on studies of research literature and governing documentation,
interviews with crew from ro-ro, ro-pax and vehicle carriers, remote ethnography studies, and field
studies on ro-ro ships. The demonstration of the two developed solutions were performed in a relevant
environment, the Jovellanos Maritime Safety Training Centre in Gijon, Spain and on board a ro-ro
vessel while docked in port.

To meet the objective of improved procedures and design for more efficient fixed fire extinguishing
system activation, a reflection, evaluation and change (REC) process has been developed for shipspecific adaptation of procedures and design. The REC process is developed to function as an internal
crew process, to be implemented in connection with, and as an extension of, ordinary fire drills. In the
REC process, the crew collectively reflect on and evaluate activation procedures and material/design
conditions before, during and after drills, with the aim of producing and implementing
recommendations for changes in procedures and design that will increase the efficiency of the
extinguishing system activation process. A user guide for the REC process is available (included) as a
brief guideline, see Section 9.4.

In addition, a training course for activation of fixed fire extinguishing systems has been developed
based on the acknowledgement of a current lack of training and familiarization among ro-ro and ropax crew members, with realistic hands-on activation of fixed firefighting systems (drencher and CO2).
Evaluations from participants at the course show that hands-on experience with activation of fixed
extinguishing systems is experienced as useful and may improve fire safety at sea. Drencher activation
can be trained and performed on board, but the intense daily operative of the vessel makes it difficult
to incorporate the drencher activation to the mandatory and regular fire drills due to, among other
reasons, that cargo space needs to be empty of cargo for the real discharge of water. LASH FIRE
recommends the incorporation of drencher activation to the on-board training routines. CO2 presents
different issues due to the inherent dangers of the gas (asphyxiant even lethal at high concentrations),
so the only way to train the real activation will be under a controlled scenario ashore. The
recommendation is to include the competence of the real activation of firefighting systems to the
column 3 (Knowledge, understanding and proficiency) of the table A-II/2 of the STCW Code as the
specification of minimum standard of competence for masters and chief mates of ships of 500 gross
tonnage or more.

Based on historical data and previous projects; FIRESAFE 1& 2 (EMSA, 2021), Lighthouse In-door positioning on RoRo vessels (2017), these studies includes conclusions taken from the fire cause perspective and highlights the differences in fire sources, from the ship’s equipment and the cargo. The statistics regarding the probability related to fires originating in ro-ro spaces was performed and subsequently used as input for a Hazard Identification (HAZID) workshop (LASH FIRE, 2020) where the main takeaways are:

• The ship’s equipment is rarely the cause of fire, rather the ship’s cargo is generally the culprit.
• Electrical fault originating in the ship’s cargo is the most common cause of fires in ro-ro spaces.
• Although refrigerated units typically constitute a relatively limited proportion of all the carried cargo onboard it is statistically the most fire hazardous type of cargo in terms of probability and severity.
• While electrical failures in internal combustion engine vehicles constitute an apparent hazard, especially if the vehicles are in poor condition, there is little, if any, data that suggests electrical vehicles are more prone to fire than internal combustion engine vehicles.
• Gas leaks in Alternatively Powered Vehicles (APV) that leads to fire is a rare occurrence.

This report describes the Fire Hazard Matching tool one of the main results of the LASHFIRE project related to automatic screening and management of cargo fire hazards.

The hazard mapping tool is a software that enables the visualization of risky ‘hot’ zones and different hazard types of cargo as a support element to identify hazards associated to each zone of the ship according to the cargo unit’s position at planning and real level.

The Fire Hazard Matching tool is able to evaluate fire risk associated to all cargo units of a given ship loading configuration using an easy-to-use graphical interface that can be run both in computers and hand-held devices (mobile phones or tablets). It is developed as a standalone visualization and interaction module for the Stowage Planning Tool, the overall software tool result of action 8-A. The Fire Hazard Matching tool is currently available at https://lashfire.cimne.com/login.aspx

This deliverable covers the requirements, the specification and the technologies used for the implementation and testing phases of a Fire Hazard Matching tool one of the main results of the LASHFIRE project related to automatic screening and management of cargo fire hazards.

Since the different types of cargo that can be transported or rolled onboard ro-ro cargo and ro-ro passenger ships is limitless, focus is on the cargo types that possess the most frequent issues, cargo that is classified as hazardous or possess new types of dangers to passengers, crew and ships, e.g. new types of alternative powers for vehicles. The Fire Hazard Matching tool it is a software that will enable the visualization of risky ‘hot’ zones and different hazard types of cargo as a support element to identify hazards associated to each zone of the ship according to the cargo unit’s position at planning and real level.

The Fire Hazard Matching tool is able to evaluate fire risk associated to all cargo units of a given ship loading configuration using an easy-to-use graphical interface that can be run both in computers and hand-held devices (mobile phones or tablets). It is developed as a standalone visualization and interaction module for the Stowage Planning Tool, the overall software tool result of action 8-A.

Abstract
This report aims at enhancing electrical safety on ro-ro cargo and ro-ro passenger vessels.
Complementing qualitative operational guidelines from report D08.6, this study delves into a
quantitative technical implementation to curtail electrical risks and potential fires on board. The
emphasis rests on safeguarding reefer units, pivotal for cargo preservation, and accommodating the
surge of electric vehicles (EVs) necessitating in-voyage charging. The maritime sector’s conventional
lack of control over these electric loads accentuates the risks they pose. The report also presents the
development and validation of a hardware-based solution for fire prevention through a secure
electrical infrastructure for reefers and EVs.

In this solution, a common insulation monitoring unit is moved from the distribution transformer
outputs to individual reefer inputs along with insulation fault locators. Further, energy meters are
incorporated for in-depth monitoring of each load unit’s vital parameters. This facilitates precise
identification of load units when deviations from their normal electrical behaviour occurs. During
demonstrative testing on 5 reefer units, the system automatically identified all electrical faults,
whether natural or simulated, flagging incorrect parameters, faulty measurements, deviations, and
corresponding reefer units.

In the face of potential electrical fires from faulty reefers and EVs, this report presents a tangible
quantitative solution for preventing such hazards and providing a secure electrical ecosystem aboard
relevant vessels. The practical implementation and demonstrative outcomes pave the way for future
expansion and integration into maritime operations, ultimately fostering safer journeys and reducing
fire risks substantially.

Abstract
Cargo in refrigerated units called reefers have been transported on ships for several decades. For the
operation of these reefers during voyage, they are connected to and powered by the ship’s electrical
grid. While it seems straightforward, there are often electrical faults such as insulation faults, short
circuits, et cetera, of which several have led to fires. While electrical problems in reefer units have
persisted for as long as reefers have been used, charging of passengers’ electric vehicles and design of
a safe infrastructure during the voyage is a new and upcoming requirement. While there is not much
data regarding electrical faults in charging EVs, it is not an exaggeration to assume dire consequences
if electrical faults led to fires in EVs on board.

Owing to these, this report provides operational guidelines and recommendations mainly to ship
operators to help reduce undesired electrical incidents on ro-ro cargo and ro-ro passenger ships. A
qualitative approach is suggested based on interactions with ship operators and current practices and
procedures on board. Stena Jutlandica and Stena Scandinavica are used as reference vessels, operated
by Stena Line. Electrical risks associated with powering of these reefer units and charging of EVs are
identified and operation guidelines are presented to mitigate these risks.

Ro-ro spaces on vehicle carriers are typically protected by a total-flooding Carbon Dioxide system. Due to its toxicity, there could be a considerable time delay from the start of a fire until the Carbon Dioxide system is discharged, which can cause fire damage and jeopardize the performance of the system. This report summarises the development, theoretical evaluation, and preliminary assessment of supplementary water-based Automatic first response fire protection systems.

The system should automatically activate at an early stage of the fire and limit the size of a vehicle fire to allow more time to fight the fire safely manually or to safely evacuate the space prior to discharging the Carbon Dioxide system.The starting point for the work was a comprehensive literature review, identifying relevant standards and information in those standards that are applicable to the design of an automatic fire sprinkler and Compressed Air Foam System (CAFS). The literature review did also summarize fire tests and field experience with automatic sprinkler and water spray systems.

Three primary systems were studied in detail, a dry-pipe sprinkler system utilizing automatic sprinklers, an automatic deluge water spray system and a deluge CAFS using rotating nozzles. For the first system, individual sprinklers are activated by the heat from the fire, the latter systems require a fire detection system for activation. The system development work included small– and intermediate–scale tests. Small-scale CAFS tests were conducted to establish the most efficient foam agent, the admixture concentration, and foam expansion ratio. Intermediate-scale fire tests were conducted with a water spray system and a prototype CAFS to determine the fire suppression performance. Large-scale system validation fire tests were conducted. The results proved that suggested system solutions provided the intended fire control of vehicles in a simulated ro-ro vehicle space.

The work has resulted in detailed design and installation guidelines (as given in the Annex of the report), where additional systems are recognized. These guidelines may be part of regulatory requirements or be adopted on a voluntary basis.

Abstract
Currently, fire monitor systems (the terminology “fixed fire-extinguishment systems” is used by IMO)
are not mandatory on ro-ro weather decks, although the fire load is substantial and manual
firefighting operations are both difficult and hazardous. This report addresses the development of
fire monitor system solutions that can activate early in case of fire, be remotely and safely operated,
and suppress a fire in the typical cargo whilst withstanding the potentially harsh environmental
conditions on a weather deck. The most recent technological advances, ideas and features in the
field were identified and formed the basis for this work.

The development work focussed on water-based fire monitor systems. Such systems may discharge
water only, foam, or water with any other fire suppression enhancing additive. Independent of the
fire suppression agent, the systems may be remotely controlled by an operator from a safe position
on a ship or be autonomously operated with the possibility for remote-control by an operator if
desired. The system may also be semi-autonomous, which means that it can be remotely controlled
by an operator but can also be set to operate in a pre-determined discharge mode.

The systems are described in detailed design and installation guidelines. The guidelines were written
to define a system that can suppress and control a high hazard fire in a cargo trailer. Although
written with the solutions developed within the project in mind, the guidelines are directly applicable
to any standard water-based fire monitor system. The performance of the solutions detailed in the
design and installation guidelines was evaluated in terms of fire detection, precision, and fire
suppression in large-scale fire tests. The test results proved that the concepts work as intended.

Abstract
MSC.1/Circ.1430, that supersedes previous requirements in IMO Resolution A.123 (V) and
MSC.1/Circ. 1272, contains design and installation requirements for prescriptive-based and
performance-based (i.e., ‘alternative’) fire protection systems for vehicle spaces and ro-ro spaces not
capable of being sealed and special category spaces. Prescriptive-based systems should be designed
per the design tables in MSC.1/Circ.1430, whilst performance-based systems should be tested in
accordance with the fire test procedures in the Appendix. Concerns related to the performance of
the performance-based option have been raised as the fire test procedures set a performance level
that is only similar or slightly better than the performance of systems that used to be installed in
accordance with Resolution A.123(V).

The objective of the work presented in this report was to suggest new, more realistic fire test
scenarios and document the fire suppression performance of the prescriptive-based system design.

A review of actual fires on ro-ro ships shows that many fires start inside vehicles due to electrical
failures, that may have been avoided by the disconnection of the battery. Although starting small,
fire development is often rapid and may include several vehicles prior the manual activation of the
fixed installed water-based fire-fighting system. The fires are difficult to access due to the short
horizontal clearance between vehicles and they are shielded from direct application of water from
overhead sprinklers or nozzles by the body or by the roof and sides of a trailer. None of the fire
investigation reports documented fuel spill fires from the vehicles. One case with a fire starting in an
electric car was identified. The car was originally a conventional combustion engine car but had been
rebuilt by the owner. A review of the characteristics of fires in battery electric vehicles (BEV) was
made, indicating that the severity of fires is comparable to that of conventional internal combustion
engine vehicles (ICEV). Some data indicate that the maximum heat flux from a BEV may be slightly
higher compared to an ICEV, which could be due to the jet flames generated from the battery pack.
However, other data indicate the opposite as a result of a fuel spill fire.

New fire test scenarios representing fires in a passenger car as well as a freight truck trailer were
developed. The design of the mock-ups resembled those used in the current fire test procedures in
the Appendix of MSC.1/Circ.1430, but the aim was to generate more intense fires. Thereafter,
benchmark fire suppression tests were conducted with an automatic sprinkler system and a deluge
water spray system designed per the prescriptive-based requirements in MSC.1/Circ.1430.

Fire suppression tests were also conducted involving two pairs of geometrically similar internal
combustion engine and battery electric vehicles in test conditions that were as equivalent as
possible. Fire ignition was arranged in such a way that the liquid fuel or the battery pack was involved
at the initial stage of the fire. It is concluded that fires in the two types of vehicles are different but
have similarities. However, a fire in a BEV does not seem to be more challenging than a fire in an ICEV
for a drencher system designed in accordance with current recommendations in MSC.1/Circ.1430.

The experience and outcome documented in the report will serve as the baseline for a revision of the
fire test procedures in the Appendix of MSC.1/Circ.1430. This work will be documented in D10.5.

The International Maritime Organization, through its correspondence group on fire safety, has underlined the need for more scientific studies regarding the performance of A-60 boundaries in case of a ro-ro space fire. The goal of the present study was to clarify the state-of-the-art fire protection capacity of A class thermal insulation when exposed to the heat exposure from a realistic fire in a ro-ro space. The study has been conducted in Work Package 11 – Containment (WP11) of the EU funded project LASH FIRE.

Abstract
A ro-ro space on a ro-ro ship offers great flexibility by providing substantial large spaces for stowage
of goods. The major benefits of a ro-ro space unfortunately also entail the major fire challenge,
namely that they extend to a substantial or entire length of the ship. Barriers are essential to avoid
longitudinal fire and smoke spread to the same extent.

The goal of this report was to assess the development for vertical subdivision of ro-ro spaces. The
conducted studies have considered smoke, fire, and heat integrity as well as regulatory, integration
and cost aspects. and contribute to the objective to develop and demonstrate artificial and new
means for fire integrity subdivision of ro-ro spaces.

Two different types of subdivisions were developed and evaluated: water curtain and fabric curtain.
Both solutions have potential to function as a containment measure but show challenges for
implementation on board.

Water mist is undoubtedly a powerful solution for fire suppression and control. However, some
weaknesses inherent to the application of water curtains were identified during the reduced scale
study, namely smoke destratification, turbulent mixing promoting some fire increase in some cases,
smoke flow through the water curtain after its activation, increase of the smoke exhaust at the side
openings within the contained space. At this stage the use of water mist seems to induce a cost
increase for a benefit which is still questionable within the present application.

Fabric curtain is used in building applications and was evaluated for usage on board. Both reduced-,
and large-scale tests show that a curtain that is fully rolled down results in most effective subdivision
in terms of smoke shielding. The advantage of a partly rolled down curtain that does not reduce
cargo loading space, is not obtained.

On board assessments were used to evaluate feasibility for subdivision with the use of fabric curtains
on board vessels. Installation on board is challenging however, both for technical and cost reasons.

One objective of the LASH FIRE project was to develop solutions and recommendations to ensure safe evacuation during safe return to port (considering a fire integrity for 3 hours) and when arriving at foreign port. In this report, the abandonment phase of the ship was therefore considered. For this phase to be possible, the passengers should have gathered first in a designated safe area known as the assembly station in due time. Subsequently, when the means of abandoning the ship become available, the passengers start leaving the ship.

Abstract
Fires in open ro-ro spaces have been identified as a serious hazard since the generated heat and smoke can spread through ro-ro space openings to critical areas such as embarkation stations and life-saving appliances, thus endangering safe evacuation. In this report, the safe arrangement of ro-ro space openings in relation to critical areas on board ro-ro vessels is studied.
Simulations of fires in ro-ro spaces of two generic ships were performed using Fire Dynamics Simulator software to study heat transfer and smoke spread from ro-ro space side and end openings to critical areas. The studied scenarios included a heavy goods vehicle fire in different locations, and wind direction and speed were varied. Separate criteria were established for human and material safety.
To validate simulation results, large-scale testing was undertaken to provide comparative temperature and radiation measurements for a fire plume from an opening. Although general trends were similar, the experimental results did not provide a close correlation with the simulation results, due to smaller fire source in the tests compared to the simulated fire and differences in geometry.
A test series assessing the critical heat flux for ignition for a selection of materials used in life-saving appliances was performed. The critical heat fluxes measured were of the same order of magnitude as the critical limits assumed in simulations.
Based on the fire simulation results, potential risk control measures to establish a safe design for ro-ro space openings were identified and discussed. Implementing safety distances between the ro-ro space openings and critical areas seems to be an effective way to ensure safety of the critical areas. In newbuilds, the safety distances could be implemented by means of novel ship designs. For existing ships, the safety distances could be established by either closing some openings or by fitting some of the openings with suitable closure devices. In addition, manoeuvring can be used to direct smoke away from the critical areas in case of fire if conditions are favourable.

Abstract
Fires in open ro-ro spaces have been identified as a serious hazard since the generated heat and smoke
can spread through ro-ro space openings to critical areas such as embarkation stations and life-saving
appliances, thus endangering safe evacuation. Implementing safety distances between ro-ro space
openings and these critical areas has been found to be an effective way to ensure the safety of the
critical areas. However, the definition of proper safety distances is challenging, requiring further
research and validation work. In the future, it might be possible to use either prescriptive values
defined in IMO regulations or ship-specific values based on alternative, performance-based design.
The alternative approaches for defining suitable safety distances could be either analytical calculation
tools or advanced computational methods.

This report describes analytical calculation methods for estimating the incident heat flux emerging
from side and end openings in case of a ro-ro space fire. By defining critical heat fluxes, safety distances
can be determined.

In the FIRESAFE II project, safety distances for exposure to radiant heat flux were studied by numerical
simulations and analytical calculations. The analytical formula used in FIRESAFE II study was used as
the basis of further work presented in this report. Modifications and additions were made to produce
a more advanced analytical formula. Example calculations with the modified analytical method were
performed to illustrate the calculation procedure. Selected scenarios from LASH FIRE Task T11.10 CFD
simulations were used as example cases. Finally, the limitations of the proposed analytical calculation
method were discussed.

The proposed analytical method covers fires near side openings and end openings. The assumed heat
release rate of a vehicle on fire is a key input for the proposed method, and the subsequent calculations
primarily involve radiant heat flux, flame height, and velocity in a plume, along with other geometrical
and environmental inputs. This method can be applied to different fire sizes to calculate incident
radiant heat fluxes and resulting safety distances.

Also another potential method for defining safety distances is introduced in this report. This method
utilizes various simulation results to produce a linear relationship between the assumed size of a fire
and the resulting safe distance around openings. This method requires only fire size as an input and
gives safe distances as an output without intermediate calculations. The results indicate that the safety
distances linearly increase with increasing fire size. Thus, a linear regression model can be developed
to determine safety distances for different fire sizes.

In addition, a parametric study on the combined effect of different fire sizes with different opening
widths was performed to support the selection of an optimum opening size concerning the perceived
risk of fire in a critical area. It was demonstrated that the size of the openings has a considerable effect
on the radiant heat flux around the openings. Smaller fires with bigger openings can have the same
impact as larger fires with smaller openings. A large fire with a relatively small opening size can reduce
the impact of fire in the area of interest. On the other hand, a small fire with a rather large opening
size can increase the impact of fire in the area of interest. The results can be utilized to reduce the
effects of a fire near a critical area by choosing the optimum size for openings that also meet the
ventilation requirement of the deck.

It is noted that in the development of the proposed analytical methods only one ship geometry and a
limited number of different wind speeds were considered. It has not been investigated to what extent
the proposed methods are applicable to ships with different arrangements or to scenarios with
different environmental conditions at sea.

Abstract
There are current and proposed requirements in the SOLAS regulations regarding the safe distances
from ro-ro openings to life safety appliances. There are however no requirements placed on the
performance requirements for hull construction to accommodation (where people may be
evacuating and assembly stations may be located) and control spaces (from where emergency
response may be being coordinated) above a ro-ro opening. It is clear therefore that there is a
missing element to the current regulations which will establish appropriate performance
requirements for the hull construction above and adjacent to ro-ro openings and a safety distance
for unprotected hulls.

The protection provided to these spaces by unprotected hulls has been assessed by way of a heat
transfer analysis to establish a limit of exposure they can reasonably withstand without allowing fire
spread or endangering occupants within the accommodation space. This limit was calculated tp ne a
heat exposure (incident heat flux) of 5 kW/m2.

This limit was then compared with data from calculations carried out in LASH FIRE and previous
projects, as well as experimental data to estimate the exposure to hulls from fire plumes exiting ro-ro
space openings. On the basis of this comparison, it is proposed that a zone extending 7 m above and
6 m horizontally from the top of ro-ro space openings is provided with protected hull construction. It
should be noted that a number of assumptions have been made in the calculation and assessments
within this report and no dedicated verification or validation testing has been undertaken. The
results and recommendations contained within this report should therefore be used with caution
and only where confidence that the assumptions are valid is high.