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WP8 Pilot demonstration of the SafePASS solutions

The SafePASS pilot test was carried out on the 23rd of February at the Chantiers de L’atlantique shipyard in St Nazaire. This saw the various technologies developed throughout the project being tested in different scenarios in order to emulate possible incidents that could occur on a cruise ship. During the pilot, different groups made up of volunteers from the shipyard and consortium members used the different technologies to play out the scenarios. At the same time, visitors, as well as the technical team were in the command centre, where the scenarios were monitored and led while the project coordinator walked the audience through the different scenarios and technologies.

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Prior to the pilot, the technical parts carried out final configurations and integration tests to ensure that all the components were functioning properly but also working as an integrated system. This was coupled with the physical installation of hardware on the L34 cruise ship and the SafePASS server. The technologies tested in the pilot were the following:

  • The Core Engine: The Core Engine acted as the operational backed of the SafePASS system during the pilot. It was responsible for managing the communication, connectivity and state of all the different systems (facilitated through KAFKA and REST API), as well receiving and sending data from the on-board legacy systems (simulated data was used to represent necessary passenger data and sensor data, such as fire and smoke) and sending alerts to the COP based off sensor data.

  • The Location-Based Dynamic Evacuation Routes (LDER): The LDER calculated the passenger densities on board as well as the most appropriate evacuation routes based on data received from the Core Engine. 

  • The COP and holographic COP: The COP visualized different incidents produced by the Core Engine and Holographic COP and live footage from the CCTV cameras on board for a better management of the evacuation scenario. It also visualized the ever-changing evacuation routes and allowed the COP operator to block certain evacuation paths, set off appropriate alarms based on the incident and assign tasks to crew members. The holographic COP was used by a crew member to report incidents in different areas of the pilot area.

  • The Dynamic Exit Signs: The Dynamic Exit Signs displayed new evacuation routes calculated by the LDER based on the respective scenarios, leading passengers to their muster stations or evacuation points.

  • The Passenger Mobile app: The Passenger Mobile app displayed evacuation routes calculated by the LDER based on the passenger location (using BLE beacons), but also allowed passengers to request assistance when necessary.

  • The AR crew app: The AR crew app allowed crew members to respond to incidents, such as localizing and finding passengers who requested assistance or who were in distress (based off their biometric data).

  • The smart wristbands: The smart wristband was used to measure biometric data of passengers and to activate the smart lifejackets.

  • The smart lifejackets: allowed for passenger localization (using UWB anchors) and haptic navigation through the LDER calculated evacuation routes.

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During the pilot, 5 different scenarios were tested out. Different groups used the different solutions developed, either to report and manage incidents onboard, respond to incidents and passengers in need or to reach allocated muster and evacuation stations.


Scenario 1 saw passengers going to their allocated muster stations after a crew member used the holographic COP to alert the COP about a missing person (who was not located on CCTV cameras). Passengers went to their respective muster station using either the dynamic exit signs or the passenger mobile app. The crew member with the holographic COP then counted the passengers in the muster station and after locating the missing person, notified the COP.

Scenario 2 saw fire and smoke alarms setting off evacuation routes. Two passenger groups used the mobile apps to take different routes to the muster station while a third used the dynamic exit signs. At the same time, a crew member used the AR app to locate a passenger that was in distress (simulated data was to indicate stress based off their biometric data).

Scenario 3 involved two different passenger groups heading to their respective stations using either the dynamic exit signs or the passenger mobile app after the COP operator sets off the alarm due to a flooding incident. After reaching their muster stations, the passengers put on their lifejackets. Those equipped with smart wristbands activated their smart lifejackets. Passengers were then directed towards the evacuation routes using the exit signs, the mobile app or the haptic navigation (for those with activated smart life-jackets).

Scenario 4 started off with the detection of fire and smoke. The COP operator assigned a crew member to check the incident. Due to the incident, the general alarm was sounded, resulting in passengers using the mobile passenger app to head to the lifeboats. At the same time, a passenger with mobility issues requested for assistance, after which a crew member using the AR crew app was able to locate and assist them.

Finally, scenario 5 saw the COP operator assigning a crew member wearing the Holographic COP to asses damage to certain evacuation routes. The crew member assessed the damage and reported back to the COP operator, after which the specific route is blocked by the operator and the general alarm sounds off. Two passenger groups from different locations used the exit signs and mobile app to go to an unobstructed muster station where they put on their lifejackets. Fire and smoke were then detected, so the passengers were guided to a different muster station. There was also a passenger which requested for assistance using the mobile app, who was assisted by a crew member using the AR crew app.

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Overall, the SafePASS pilot was successful in displaying the various technologies working together as a holistic evacuation management system in a real-life environment with various scenarios. Feedback from the users shows that the SafePASS system was effective in directing them through the various scenarios. As such, it is hopeful that these results can lead to further research and developments in safe and effective cruise ship evacuations.

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