The below recommendations are from the Energy Security Agency (ESA), leaders in Electric Vehicle (EV) fire safety and destructive testing of lithium-ion batteries.

The views and opinions Below are not those of LUCID MOTORS. Energy Security Agency (ESA) has determined the following after research and/or testing of the referenced vehicle.

Call the ESA for real time guidance anytime at (+1) 855-ESA-SAFE.

IMPORTANT: Fires involving Lithium-ion batteries and/or HV components may require copious amounts of water to manage. It is the recommendation of the Energy Security Agency to take a defensive firefighting approach and allow the vehicle to burn in a controlled manner and protect exposures, when possible. See the following sections for interacting with potential fire conditions for the Lucid Air.

1. Necessary Equipment
   1. Don All Full Structural Personal Protective Equipment (PPE)
   2. Full Self-Contained Breathing Apparatus (SCBA)
   3. Thermal Imaging Camera (TIC)
   4. 4 Gas Monitor(s) or Atmospheric Monitor for CO
2. Establish a HOT ZONE
   1. Must be a 75-Foot / 23 Meters Radius Hot Zone
   2. Recommended to Have Atmospheric Monitoring and Thermal Imaging Present
3. Determine Priorities of the Fire
   1. Is Life Safety at Risk? See Firefighting Guidelines
   2. Is There the Ability to Let the Vehicle Burn in a Safe, Controlled Manner?
4. Water Supply
   1. ESA DOES NOT recommend using FOAM or other agents to extinguish a lithium-ion battery fire in the Lucid Air.
   2. If necessary, an ABC extinguisher can be used to mitigate the fire conditions only for a short period of time. ABC and/or foam may be used on non-battery components of the vehicle.
   3. A direct attack (especially if access to inside the pack is not available), has the potential to require large amounts of water.

1. Electric vehicles present unique hazards that are associated with the high-voltage system: these are grouped into chemical, electrical, and thermal hazards.
2. Assume the high voltage (HV) system to be energized during all interactions.
   1. The HV electrical system is powered with 900 volts of DC power. NEVER make contact with the HV battery or HV components, as it can result in electrical shock or arc. HV systems can remain charged for up to 10 minutes after being powered down or disabled. High-voltage stranded energy is always present in the high voltage battery.
3. Assume smoke conditions to be flammable, explosive, and toxic.
   1. Natural or mechanical ventilation may be necessary to manage gas levels.
4. Off-Gassing
   1. When the battery is off-gassing, it will produce a white toxic gas cloud that can be differentiated from smoke by the utilization of a 4-gas monitor(s).
   2. These gasses can accumulate inside of the vehicle at levels above the Lower Explosive Limit (LEL), especially if the vehicle is still relatively airtight and the glass and doors have not been opened or compromised.
   3. Extreme caution should be taken prior to any ventilation attempts or opening of doors or windows on the vehicle, because introducing fresh air may bring the atmospheric conditions back into the explosive range and result in an explosion if a fire or other ignition sources are present.
   4. The off-gas can contain detectable levels of Hydrogen Fluoride (HF), Hydrogen Chloride (HCl), Hydrogen Cyanide (HCN), and other hydrocarbons and Volatile Organic Compounds (VOCs) during the inception and growth phases that will pose an inhalation hazard. Full firefighter personal protective equipment and SCBA should be utilized until gas levels are confirmed to be at a safe level. An increase in Carbon Monoxide (CO) readings indicate the presence of off-gassing and thermal runaway, (before and during active burning), of the lithium-ion battery cells. During active burning, the 4-gas monitor may show Hydrogen Sulfide (H2S) and Hydrogen Cyanide (HCN) from cross sensitivity of the Li-ion battery and vehicle synthetics producing Hydrogen (H).
   5. The fire will burn up the volatile organic compounds (Hydrogen Fluoride and others) once ignited, and produces Carbon Monoxide (CO) and Hydrogen (H).
5. Individual Battery Cells
   1. Individual cells have the potential to explode, catch fire, and become separated from the packs during extreme collisions or when overheated, and the batteries may scatter over the incident scene as a result.
   2. Structural PPE will protect firefighters from these cells if they become projectiles.
   3. Contact ESA or call (+1) 855-ESA-SAFE for the handling of individual loose batteries.
6. Electrolyte Leak
   1. A cell will not leak or vent under normal operating conditions. However, cell leakage or venting could occur if the cell is overheated or mechanically, electrically, or physically mishandled/damaged.
   2. The electrolyte contained within the lithium cells can cause severe irritation to the respiratory tract, eyes, and skin.
   3. Violent cell venting can result in a room full of either corrosive or flammable vapors. All proper precautions should be taken to limit exposure to the electrolyte vapor.
   The following actions should be taken if electrolyte leaks from a cell:

   • Evacuate and isolate all areas that may be potentially affected by the gas.
   • Ventilation should be initiated if you are in a confined area or indoors, and continued until the cell is removed from the area and pungent odor is no longer detectable.
   • Allow the cell to cool to ambient temperature before handling if it has vented as a result of excessive heating.
   • Have fire extinguishment equipment nearby (hose line, water bucket).
   • Put on all PPE and remove the cell to a well-ventilated area.
   • Cover any spilled fluid on the ground with dry earth, dry sand, or other non-combustible material.
   • Place small amounts of batteries and dry non-combustible materials into ventilated plastic buckets.
   • Batteries may be placed in water or dry non-combustible material; water will result in discharging cells that may produce thermal events. Dry non-combustible material will isolate thermal events and not discharge cells. Make sure there is 1 part battery to 3 parts dry non-combustible material/water in buckets.
   • Move the battery to a dry, well-ventilated area.
   • Dispose it in accordance with applicable local, state, and federal regulations.
   • Contact the ESA for additional handling and transportation guidelines for damaged battery components.
7. Coolant
   • High voltage system components are liquid-cooled with a typical glycol-based automotive coolant. If damaged, this orange coolant can leak out of the high voltage battery.
8. Water Runoff
   • Assume runoff from firefighting operations may have the potential to be contaminated, just like an internal combustible engine car fire. Consider utilizing dikes, dams, absorbent socks, and other measures to limit runoff.
9. Thermal Dangers
   1. The exposure to heat and flames can weaken the airbag inflators, stored gas inflation cylinders, gas struts, and other components, potentially leading to unexpected and excessive heat that may result in the explosion of the inflation cylinder.
   2. Lithium-ion fires produce significantly higher levels of heat compared to standard vehicle fires. Direct flame exposure can result in serious injury or death and structural turnout gear may not provide adequate protection to prolonged exposure. Special precautions should be taken by emergency personnel to avoid direct flame exposure.

Firefighting Operations

1. Defensive Fire
   1. The ESA reccomends taking a defensive firefighting approach and allowing the vehicle to burn if life safety and exposure protection can be maintained. Exposures and atmospheric conditions should be protected and managed throughout the event.
   2. Chemicals released during a fire or explosion will be in a gaseous form and primarily pose an inhalation hazard. These gasses can become acids if water is used in extinguishing the flames, potentially causing skin irritation. See Section 4 of Hazardous Conditions.
2. Transitional Attack
   1. The only effective suppression must have a direct flow of water into the battery compartment and any involved HV components, if it is necessary to extinguish the fire for life safety or potential exposures. ABC extinguishers and/or foam may be used on non-battery components.
   2. Use a combination nozzle when attacking the fire to provide maximum versatility for flow patterns to address the fire condition and source.
   3. Fire departments must flow water into the vent points or openings created by the fire within the battery pack after the initial knock down. Use a ¼ open bail or comparable amounts of water to fill the vent points. The manufactured vent point will not be accessible in Lucid Air. Use openings created by the fire/accident. Do not puncture the battery.
   4. Some circumstances may call for technician level-lifting techniques to expose vent points.
   5. Water should be applied inside the battery pack for enough time to properly cool the thermal event and stop thermal runaway. Water should also be used to cool the battery until it shows a thermal reading of below 200°F (93°C). An atmospheric monitor should be used to differentiate between steam and smoke once this temperature has been reached. Carbon monoxide (CO) should present itself at or below 50 ppm and declining before cooling is stopped.
   6. It should be assumed that the pack may reignite or go back into thermal runaway after cooling efforts are deemed to be adequate. Vehicle movement is a major mechanism of reignition. The battery should be checked for carbon monoxide (CO) and temperature after any movement.
   7. Consider that battery cells in thermal runaway may take time to heat the exterior of the pack and reveal a heat signature when using a thermal imagining camera to detect heat buildup on the exterior of the pack.
   8. The amount of time that it takes for a heat signature to appear on a Lucid battery pack may be extended due to a protective composite plate between the battery cells and the exterior enclosure.
   9. NEVER attempt to create vent holes in the battery pack.
3. Fire in an Enclosed Structure
   1. Assume smoke conditions to be flammable, explosive, and toxic.
      • Assume that fire conditions can start at any time if off-gassing is present. See Section 4 of Hazardous Conditions.
   2. Extinguish the initial fire conditions via the application of water or another available agent.
   3. Try to remove the vehicle from a garage or enclosed space using a winch, come-along, or another mechanical device. Attachment should be made to a component isolated from high-voltage components.
   4. See the above directions for firefighting techniques once the vehicle is removed from the structure.

1. Monitoring
   1. The battery must be monitored with a TIC for a minimum of 45 minutes after the last application of water.
   2. The battery must remain below 200°F / 93°C to safely be released for transport.
   3. Batteries over 200°F / 93°C have the potential to re-ignite.
   4. Reengage in cooling operations if the battery is showing trends of increasing temperature, a heat signature of over 200°F / 93°C is detected, OR hot spots are seen through a thermal imaging camera.
2. Transferring to Tow Operators
   1. The risk of battery re-ignition remains present for hours or even days after an incident. There is still a potential for re-ignition, even if fire was present and extinguished by the methods listed above.
   2. The Authority Having Jurisdiction (AHJ) must inform the tow operator of the need to perform a risk assessment on the vehicle before they transfer responsibility of the vehicle, by calling the Energy Security Agency (ESA) at (+1) 855-ESA-SAFE.
   3. The vehicle should be stored 50 feet / 15 meters away from all exposures after a fire event or whenever deemed necessary by the ESA. Barrier isolation can also be used to protect exposures.
   4. Like all electric vehicles, a Lucid Air that has experienced a fire event or collision that has compromised the high-voltage battery may pose a fire risk if moved. Limit the movement of the vehicle after a collision or fire because vehicle movement is a major mechanism of reignition. Furthermore, the battery should be checked for CO and temperature after any movement.
   5. One side of the vehicle should be elevated to allow water to drain from the high-voltage battery pack if the vehicle has been exposed to large amounts of water or the pack has been flooded.
   6. The AHJ must ensure that an ESA Risk Analysis Placard (RAP) sticker is placed on the vehicle following an assessment to determine proper storage conditions and safety concerns.