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Despite the current high level of safety and the efforts to make passenger ships resilient to most fire and flooding scenarios, there are still gaps and challenges in the marine emergency response and ship evacuation processes. Those challenges arise from the fact that both processes are complex, multi-variable problems that rely on parameters involving not only people and technology but also procedural and managerial issues. SafePASS Project, funded under EU’s Horizon 2020 Research and Innovation Programme, is set to radically redefine the evacuation processes by introducing new equipment, expanding the capabilities of legacy systems on-board, proposing new Life-Saving Appliances and ship layouts, and challenging the current international regulations, hence reducing the uncertainty, and increasing the efficiency in all the stages of ship evacuation and abandonment process.

This is a public deliverable of the EU funded (H2020) project SafePASS. The deliverable number is D7.2. Executive Summary: This deliverable reports on the first work conducted in the context of Task 7.2 (Regulatory, ethical and GDPR compliance framework). The scope of T7.2 is to produce a framework to support the SafePASS solutions in meeting their overall regulatory, ethical and GDPR obligations. The IMO regulatory framework for LSA and ship evacuation with its well-known gaps and restrictions has been carefully considered from the preparation stage of SafePASS project. One of the project’s main objectives is to support the ongoing work in IMO on an enhanced regulatory framework on ship evacuation. However, considering the plethora of new systems proposed in SafePASS, and the strict rules that govern ship design, operation, and maintenance, many issues concerning the integration of thenew systems onboard may arise. In this context, D7.2 starts with a mapping of the relevant, to the project’s scope, specific SOLAS areas and identifies possible challenges and implications. Challengesidentified due to the prescriptive nature of FSS Code and LSA Code, which do not match with the SafePASS novel evacuation approach. This is further evidenced in Section 3 where the current compliance options in the context of the AD&A and theship evacuation analysis frameworks are discussed. The Safe Return to Port is another SOLAS area which will be challenged. This is becauseSRtP is relevant to the design, while the new systems proposed in SafePASS are alsoconsidering operational scenarios. This different approach may further evidence the need for harmonization in the regulations, as well as an update of the current SRtPExplanatory Notes. Possible integration difficulties for SafePASS components (including components ofthe smart environment) may arise from the safety management system as enforcedby the ISM Code. Integration difficulties refer mainly to the reliability assessmentoptions (i.e. redundancy, functional tests, maintenance routines and possible replacement) for the systems onboard, as required in the maintenance andemergency preparedness elements of the ISM Code. This Code has recently addedrequirements for cybersecurity management including measures such as networksegregation and separation between OT and IT networks, that must be also considered. SafePASS could challenge STCW as well. The effective use of the SafePASS solutionsmay require additional competencies from crew members that should be compared with the current competencies listed in the STCW Code. Integrating ethics in SafePASS project life cycle, as well as disclosing, embedding andorganizing ethics in the design process have been formulated, and personal dataprotection regulation, as well as personal data management and privacy by designprinciples have been defined. The second deliverable on the same topic (in month 36), will examine the SafePASSintegrated system in order to identify explicit areas challenged in the maritime regulatory framework and support the recommendations to address these challenges that are going to be produced in WP9.

In this paper, we present a high-level view of RANGER, a novel platform that combines innovative radar technologies with cutting edge technological solutions for early warning, in view of delivering a surveillance platform offering detection, recognition, identification and tracking of suspicious vessels, i.e. capabilities that exceed those of current radar systems. The RANGER platform consists of two radar technologies, a novel Over-The-Horizon (OTH) Radar combined with a Multiple- input and Multiple-output Radar (MIMO) implemented exploiting the latest photonics advancements, a Uniform Communication Gateway (UCG) for seamless, secure and interoperable integration of radars and legacy systems, an Early Warning System (EWS) exploiting data fusion and deep and adaptable machine learning schemes able to automatically detect radar targets and produce early warnings, an Advanced User Interface (AUI) for visualization of the maritime operational picture, and a Common Information Sharing Environment (CISE) gateway adapter for sharing information with the CISE network. The RANGER system aims at significantly progressing the accuracy and long distance detection, identification and recognition rates as well as improving the provision of early warnings and alerts related to maritime operations, thus drastically improving the response and intervention capacity of related European services.

Objective: Our objective was to investigate IL-6 and CRH secretion during the active phase of human labor and to define their potential involvement in myometrial contractility. Study Design: Twenty-two primigravid women were studied for 90 minutes during the active phase of term labor by serial plasma sampling every 3 minutes for measurement of IL-6 and CRH concentrations. Uterine contractions, measured by cardiotocograph, were evaluated in Montevideo units. Basic, quantitative, pulsatility, and time cross-correlation statistical analyses were performed. Results: By linear regression analysis, a positive correlation was observed between IL-6 and CRH total mean area under the curve above 0 (r = 0.76184, P = .006). Mean number of pulses was 2.00 +/- 0.70 and 3.33 +/- 1.29 for IL-6 and CRH, respectively. There was a significant positive correlation between IL-6 and CRH over time, peaking at the 12-minute interval, with IL-6 leading CRH. Also, there was a significant positive correlation between myometrial contractility expressed in Montevideo units and IL-6 concentrations over time, starting at +51 minutes and ending at +57 minutes with myometrial contractility leading IL-6. No significant correlation was found between myometrial contractility and CRH concentrations over time. Conclusion: IL-6 and CRH are both secreted in a pulsatile fashion during the active phase of human labor. The time-integrated concentrations of the two hormones are positively correlated, with IL-6 leading CRH secretion. It appears, thus, that proinflammatory mediators may be direct and/or indirect promoters of placental CRH release. Furthermore, the secretion of IL-6, which is a myokine, seems to be associated positively with uterine contractility. Additional studies are needed to elucidate the combined effect of inflammation, placental CRH release, and/or the receptors of the latter in parturition.

The evacuation of a ship is the last line of defence against human loses in case of emergencies in extreme fire and flooding casualties. Since the establishment of the International Maritime Organisation (IMO), Maritime Safety is its cornerstone with the Safety of Life at Sea Convention (SOLAS) spearheading its relentless efforts to reduce risks to human life at sea. However, the times are changing. On one hand, we have the new opportunities created with the vast technological advances of today. On the other, we are facing new challenges, with the ever-increasing size of the passenger ships and the societal pressure for a continuous improvement of maritime safety. In this respect, the EU-funded Horizon 2020 Research and Innovation Programme project SafePASS, presented herein, aims to radically redefine the evacuation processes, the involved systems and equipment and challenge the international regulations for large passenger ships, in all environments, hazards and weather conditions, independently of the demographic factors. The project consortium, which brings together 15 European partners from industry, academia and classification societies. The SafePASS vision and plan for a safer, faster and smarter ship evacuation involves: i) a holistic and seamless approach to evacuation, addressing all states from alarm to rescue, including the design of the next generation of life-saving appliances and; ii) the integration of ‘smart’ technology and Augmented Reality (AR) applications to provide individual guidance to passengers, regardless of their demographic characteristics or hazard (flooding or fire), towards the optimal route of escape., {"references":["Al-Ammar, M. A. et al. (2014) 'Comparative survey of indoor positioning technologies, techniques, and algorithms', in Proceedings - 2014 International Conference on Cyberworlds, CW 2014. Institute of Electrical and Electronics Engineers Inc., pp. 245–252. doi: 10.1109/CW.2014.41.","Alarifi, A. et al. (2016) 'Ultra wideband indoor positioning technologies: Analysis and recent advances', Sensors (Switzerland). MDPI AG. doi: 10.3390/s16050707.","CLIA (2016) 'Cruise Industry Outlook', Cruise Lines International Association.","Corrigan, S. and Al., E. (2015) 'Implementing Collaborative Decision Making in European Airports: Challenges & Recommendations', Journal of Cognition, Technology & Work, 17(2).","Dowling, R. and Weeden, C. (2017) Cruise Ship Tourism. Wallingford : CABI, 2006.","European Commission (2017) Funding & tenders, Funding & Tender Opportunities. Available at: https://ec.europa.eu/info/funding- tenders/opportunities/portal/screen/opportunities/topic-details/mg-2-2-2018 (Accessed: 15 September 2019).","European Commission (2019) Next generation of life Saving appliances and systems for saFE and swift evacuation operations on high capacity PASSenger ships in extreme scenarios and conditions | SafePASS Project | H2020 | CORDIS | European Commission, CORDIS- EU Research Results. Available at: https://cordis.europa.eu/project/rcn/221857/factsheet/en (Accessed: 15 September 2019).","eVACUATE Deliverable D.10.3 (2017) Exercise Report- Final Version 1.0.","IN-PREP (2018) In-Prep – Right people in the right place at the right time. Available at: https://www.in-prep.eu/ (Accessed: 15 September 2019).","Stefanidis, F., Boulougouris, E. and Vassalos, D. (2019) 'Ship Evacuation and Emergency Response Trends', in Design and Operation of Passenger Ships. London: The Royal Institute of Naval Architects. Available at: https://www.researchgate.net/publication/335639309_Ship_Evacuation_and_Emergency_Response_Trends (Accessed: 15 September 2019).","Tashakkori, H., Rajabifard, A. and Kalantari, M. (2015) 'A new 3D indoor/outdoor spatial model for indoor emergency response facilitation', Building and Environment. Elsevier Ltd, 89, pp. 170–182. doi: 10.1016/j.buildenv.2015.02.036.","Tsitsilonis, K. M. et al. (2018) 'Concept Design Considerations for the next generation of Mega-Ships', in Kujala, P. and Lu, L. (eds) 13th International Marine Design Conference (IMDC 2018). Helsinki, Finland, GB: Taylor and Francis, CRC Press. Available at: https://pureportal.strath.ac.uk/en/publications/22ec4e08-b671-4b76-8219-c30ef5edc69f.","Vassalos, D. and Al., E. (2004) 'Effectiveness of Passenger evacuation performance for Design, Operation and Training using First-Principles Simulation Tools', in Escape, Evacuation & Recovery. Lloyds Lists Events."]}

The evacuation of a ship is the last line of defence against human loses in case of emergencies in extreme fire and flooding casualties. Since the establishment of the International Maritime Organisation (IMO), Maritime Safety is its cornerstone with the Safety of Life at Sea Convention (SOLAS) spearheading its relentless efforts to reduce risks to human life at sea. However, the times are changing. On one hand, we have the new opportunities created with the vast technological advances of today. On the other, we are facing new challenges, with the ever-increasing size of the passenger ships and the societal pressure for a continuous improvement of maritime safety. In this respect, the EU-funded Horizon 2020 Research and Innovation Programme project SafePASS, presented herein, aims to radically redefine the evacuation processes, the involved systems and equipment and challenge the international regulations for large passenger ships, in all environments, hazards and weather conditions, independently of the demographic factors. The project consortium, which brings together 15 European partners from industry, academia and classification societies. The SafePASS vision and plan for a safer, faster and smarter ship evacuation involves: i) a holistic and seamless approach to evacuation, addressing all states from alarm to rescue, including the design of the next generation of life-saving appliances and; ii) the integration of ‘smart’ technology and Augmented Reality (AR) applications to provide individual guidance to passengers, regardless of their demographic characteristics or hazard (flooding or fire), towards the optimal route of escape.

This is a public deliverable of the EU funded (H2020) project SafePASS. The deliverable number is D2.3. Executive Summary: This deliverable’s main objective is twofold. On one hand, the deliverable’s focus is to consolidate a set of user requirements to facilitate the SafePASS system and entities design process, as well as the definition of the respective system specifications by describing the methodology used. The second goal is to define the appropriate personas to be used in the design process by describing the methodology used, as well as the respective scenarios of use that will further facilitate the system design and reveal the full potential of SafePASS. In order to create the consolidated list, the methodology used for the elicitation of user requirements is described, as well as the sub-groups of requirements that were derived from the Grant Agreement, the analysis of the best practices, gaps and needs, the mission and operational requirements and the stakeholder workshops and surveys. Moreover, ten (10) different Personas are identified and presented analytically, along with their role, status and main characteristics that may affect the scenarios of use and the overall evacuation process. In parallel, six (6) scenarios of use are described, based on the outcomes of the stakeholder workshops and the identified gaps of the state-of-the-art analysis, while their characteristics as the time of the day, the sea state, the location of the vessel and the type of incident are defined. Finally, the ten (10) defined personas are mapped to the six (6) scenarios of use, so as to assess their interconnections with the SafePASS system under varying situations, and the relevant requirements that derive from the special characteristics of both the personas and the scenario conditions, as well as the relevant SafePASS components, are facilitated.