The challenge on vehicle decks is not extinguishment — it is reignition
Fixed suppression systems deprive fire of oxygen. They do not interrupt thermal runaway inside a lithium-ion battery. EV-X addresses the phase your existing systems are not designed to manage.
EV fire on vehicle deck · Illustration
Why suppression alone does not resolve an EV fire at sea
Lithium-ion batteries do not burn like conventional cargo. When a cell enters thermal runaway, the electrochemical reaction generates its own oxygen and continues independently of the surrounding atmosphere. CO² and fixed water mist suppression systems — the SOLAS baseline for most vessel fire plans — deprive fire of external oxygen. They cannot interrupt what is already happening inside the battery pack.
This creates the condition responsible for crew abandonment in several recent incidents: the fire appears controlled, then reignites. An EV battery can reignite for up to 72 hours. Conventional cooling requires up to 90,000 litres of continuous water application — without guaranteed resolution.
Fire blankets — increasingly acquired as an EV response measure — have been explicitly warned against by DBI, the Fire Research Safety Institute (FRSI), and the NFPA. Explosive gas concentrations can accumulate beneath a blanket and ignite.
The question operators now face is not whether they can extinguish an EV fire. It is whether they can confirm it is fully resolved — and safely resume operations — within a timeframe that does not require abandoning the vessel.
Period during which an EV battery can reignite after initial suppression (Tesla / Danish Emergency Management Agency)
Water required for conventional continuous EV fire suppression — versus 3–5 tonnes with EV-X
Estimated losses from the Felicity Ace car carrier fire — one of several total-loss incidents linked to EV cargo
EVs on EU roads in 2024 with lithium-ion batteries (EUROSTAT) — average vehicle age 12.5 years and rising
As SOLAS vehicle deck requirements develop and insurers sharpen guidance on EV fire risk, operators are increasingly being asked to demonstrate a considered response to the post-suppression phase. EV-X addresses precisely that gap.
What it is — and what it is not
EVstinguish EV-X is a kit-based EV containment and control system designed for enclosed vehicle decks where cars are parked in close proximity — ro-ro ferries, car carriers, parking garages, and tunnels. It can be installed by two firefighters in under 10 minutes and requires no structural modification to the vessel.
Fights surface flames with fine watermist and can penetrate the EV battery casing directly, delivering cooling water to the cell core. High-voltage insulation protects the user.
5.2 × 2.2 m patent-pending barrier in 680 g/m² PVC with puncture and heat-resistant reinforcement. Resistant to HF acid. Open-top design allows explosive gases to vent upward — unlike fire blankets.
Three stackable 8-bar flat lifting bags (CE-marked, EN 13731). Only 2.5 cm undercarriage clearance needed. Operational with punctured tyres. Lifting from up to 5 metres for crew safety.
Eight purpose-designed ratchet straps, pressure regulator, three 25-bar air hoses, deadman inflation controller. All in transport bags. One unit per vehicle deck recommended.
Operational sequence:
- 1 Activate sprinkler system. Cool vehicle with water and lance until surfaces below 60°C (approx. 1 hr 15 min)
- 2 Install lifting bags under vehicle (2.5 cm clearance required). Raise vehicle.
- 3 Install barrier — two firefighters, under 10 min in normal conditions
- 4 Fill with 3–5 tonnes of water until battery is submerged
- 5 Monitor. Battery confirmed dead after 72 hrs — drain and remove
EV-X barrier installed · Danish Institute of Fire and Security Technology
- Not a replacement for SOLAS-required fixed suppression systems
- Not a fire blanket — DBI, FRSI, and NFPA have warned fire blankets create explosion risk on EVs
- Not an installed system — no class or flag state approval required for procurement
- Not designed for buses or vehicles over 5.2 m
- Does not create new SMS obligations to acquire
Tested under realistic vessel conditions
The EV-X system has been independently tested by the Danish Institute of Fire and Security Technology (DBI) — Denmark's leading fire testing institute for electric vehicles, internationally recognised. Testing replicated tight vehicle spacing, limited crew access, and a large-format lithium-ion battery in thermal runaway.
Full-scale test conditions
Test vehicle: Fisker Ocean 1 (113 kWh LFP battery, vehicle #5 in a 9-vehicle formation). Surrounding: 8 scrap cars at ferry vehicle deck spacing.
The battery ruptured during the fire, exposing sharp metal edges on the vehicle underside — worst-case installation scenario. Barrier installed and filled successfully.
Result: No reignitions recorded at any point following submersion. HF gases absorbed by water. Barrier confirmed reusable after test.
Receive DBI test documentation and video →Reignition events following battery submersion — confirmed across the full DBI test series
Time to cool battery below 60°C in full-scale test
Worst-case barrier installation: ruptured battery, sharp edges, extreme vehicle density
Water for full battery submersion vs. up to 90,000 litres for conventional suppression
Danish Institute of Fire and Security Technology
Fisker Ocean 1 (113 kWh) · 9-vehicle formation · ferry deck spacingFull test documentation available for underwriter review, P&I club assessment, auditor inspection, and flag state inquiry. SepcoTech coordinates delivery directly.
How EV-X works on your vessel
EV-X requires no pre-installation, permanent mounting, or changes to existing fire systems. Deployment sits within existing officer emergency authority — no new approval chain is required before use during an incident.
| Parameter | Specification |
|---|---|
| Crew required | Minimum 2 smoke divers. Under 10 minutes (2 crew); approx. 6 minutes (4 crew). Free e-learning included. No specialist certification beyond standard firefighting qualifications required. |
| Space required | 40 cm clearance each side, 20 cm fore and aft. Lifting cushions can push surrounding vehicles if needed (50 cm stroke). Only 2.5 cm undercarriage clearance to begin lifting. |
| Water source | Standard vessel fire hydrant. 3–5 tonnes depending on vehicle size. Fill until water observed on vehicle floor — battery is then covered. |
| Deck load | Must support vehicle weight plus 50 g/cm² water pressure from filled barrier. |
| Storage | Fire locker or closed deck cabinet. Recommended: one EV-X unit per vehicle deck, not one per EV. |
| SMS integration | Adds one step after initial suppression: install barrier to prevent reignition. Does not alter existing procedures, require SMS amendment, class notification, or flag state approval for procurement. |
| Master's authority | Deployment sits within existing emergency officer authority. No new approval chain required before use. |
| Training | Free e-learning included. Extended e-learning with tactics and risk assessment: €30 per participant, certificate issued. Instructor-led course available. Certificates were specifically requested by insurers during product review. |
| Post-incident | Document with photos per user manual. Inspect barrier for holes; wash with water and soap. Vehicle lifted inside barrier using crane and slings, or drained and towed after 72 hours. |
| Service life | Barrier: 10 years minimum, 1-year warranty. Lifting cushions: 15 years with service in years 5, 10, 13. Annual crew inspection for cracks. No other recurring costs. |
Vessel types
Passenger vehicle ferries
EV-X reduces reignition uncertainty from 24+ hours to 2–3 hours and eliminates the need for passenger evacuation due to an EV fire.
Pure car & truck carriers
The Fremantle Highway and Felicity Ace incidents both involved car carriers. EV-X provides contained resolution without diversion from route.
Mixed cargo & enclosed facilities
Mixed manifests increasingly include hybrid and battery EVs. EV-X is designed for any enclosed space where conventional submersion containers are impractical.
Defensibility before and after an incident
For technical managers, procurement officers, and senior management, the relevant question is not only whether EV-X works — it is how having it in place changes the operator's position before investigators, underwriters, and regulators.
Classification for procurement
EV-X is classified as an operational tool — comparable to PPE or supplementary firefighting equipment. No class society or flag state approval is required for purchase or deployment.
Audit trail produced by adoption
Adoption produces: risk assessment documentation, DBI test verification records, crew training certificates, and drill completion logs — all suitable for SMS audit files and P&I documentation packages.
Post-incident accountability
Operators who can demonstrate they assessed the reignition risk gap, procured an independently verified solution, and trained their crew are better positioned before investigators, underwriters, and flag state authorities.
Regulatory positioning
Flag states currently have no requirements for EV-specific equipment on board. If EV-X is carried, crew must demonstrate its use during inspection. IMO regulation in this domain is expected within 5–10 years.
Sector-specific considerations
Passenger safety & schedule
The primary concern is the period between initial suppression and confirmed extinguishment. EV-X eliminates the need for evacuation entirely.
Cargo protection & total loss
High EV density and recent total-loss incidents define the risk. Rapid battery submersion limits fire spread without diversion from route.
Enclosed EV parking
Pre-embarkation staging areas face identical challenges to vessel decks — often without a vessel sprinkler system for initial suppression.
Fleet-wide standardisation
A single independently verified EV fire capability that standardises response across vessel types without per-vessel class approval procedures.
What operators ask before evaluating EV-X
Does adopting EV-X require changes to our SMS or create new compliance obligations?
No. EV-X adds one step after initial suppression — install barrier to prevent reignition — as an extension of existing procedure. It does not alter existing fire response procedures, require flag state notification, or trigger SMS amendments.
Does it require class or flag state approval?
No. EV-X is not an installed safety system and requires no class or flag state approval for procurement or use. The lifting cushions are CE-marked (EN 13731). Full DBI test documentation is available for any operator wishing to present independent verification to their flag state, class society, or P&I club.
We have already purchased fire blankets — does this replace them?
DBI, FRSI, and NFPA have all explicitly warned against using fire blankets on electric vehicles. Explosive gas concentrations can accumulate beneath a blanket and ignite. EV-X has an open-top design — gases vent upward and are absorbed by water.
We have already purchased a fire lance — does EV-X replace it?
No — the two are designed to be used together. A lance is highly effective for initial battery cooling but does not address reignition risk. EV-X is installed after initial suppression is complete. The lance remains in the battery during barrier installation.
Will crew be able to use this correctly under the stress of a real incident?
In the full-scale DBI test — worst case: ruptured 113 kWh battery, sharp metal edges, extreme vehicle density — two smoke divers installed the barrier in 55 minutes including cooling breaks, with no reignition or hazardous conditions at any point.
Are there other barrier solutions — how does EV-X compare?
There are two other barrier solutions on the market. EV-X is the only one with patented puncture resistance, the only independently tested solution (DBI), and the only system developed and tested specifically for the maritime market.
What is the lowest-risk first step?
Request a vessel-specific technical review — an assessment of layout, space requirements, and SMS compatibility for your vessel type. It is a due diligence action, not a purchase commitment. See next steps below.
Three ways to evaluate EV-X — each framed as assessment, not commitment
Request a vessel-specific technical review
Assess deployment feasibility, space requirements, crew needs, and SMS compatibility for your specific vessel type and layout.
Request a vessel-specific technical review →Receive the full DBI test documentation and video
For operators who need to take independent verification to a colleague, buying committee, P&I underwriter, or flag state.
Request DBI documentation →Understand whether EV-X fits your vessel type and safety framework
For operators still assessing whether EV containment and control is relevant to their specific operations and structure.
Start the conversation →