## 1 Introduction  
The correct design of ship evacuation plans can save many lives in emergencies, and several works in the literature focus on this area [1; 2; 3]. However, almost all of these evacuation plans are impractical in the case of military ships. The key difference this type of ship has is that its crew does not usually fit the profiles of people on other ships. In addition, the type of emergency situations can be very different due, among other things, to damage from military actions or war [4]. Thus, the main contribution of this article is the presentation of a simulator based on graphs that can minimize evacuation times in real time from anywhere on the ship for any member of the crew. This is why the combination of this tool with the ship's control systems and the positioning of its crew will result in a great improvement in survival rates in the event of a breakdown. Although it is now a critical issue on any ship, well into the late 20 th century, passenger and crew safety was not a relevant issue from a technical or legislative point of view [5]. However, the safety of crews on military ships requires different treatment because they are highly qualified personnel whose activities under critical situations entail enormous risk. Thus, the heavy has remained at the forefront of technical and technological maritime security development. The regulatory homogenization project involving the member navies of the North Atlantic Treaty Organization (NATO) began with the first version of the Naval Ship Code (NSC) [6] as a way to standardize the different regulations among the allied armed forces. Chapter VII of the NSC concerning escape, evacuation and rescue (EER) adopts and homogenizes security regulations among NATO navies. Once the Spanish Navy learned of this initiative, it commissioned its military operational research office (Gabinete de Investigacion Militar Operativa, or GIMO) to study EER [7]. Sufficient knowledge to evaluate the safety standards of their ships was gathered to comply with the new NSC. From its first version, the NSC has dealt extensively with EER, albeit generically. Chapter VII of the NSC frequently refers to standards and data from civil regulations adopted by the International Maritime Organization (IMO). These regulations contribute little to the naval environment. One of the first obstacles was the impossibility of applying the population distribution adopted by the NSC to a warship because it corresponds to the distribution assumed by the IMO regulations for the passenger and crew of a civil vessel [8]. This distribution provides some sex, age, and disability ratios, and it also distinguishes between passengers and crew. These are implausible on a naval ship. Based on initial knowledge, the GIMO proposed a minimalist approach involving a preliminary stage to determine the distribution of the embarked military population and then consolidating a base of information to undertake future studies [9]. This approach was transcendental because applying new techniques and technologies to data acquisition and analysis of data better reflected the population distribution of a navy ship and identified its main anthropometric characteristics, most relevant professional attributes, and predominant behavioral skills. With this knowledge, a statistical design of experiments (SDE) was proposed to identify the intervening factors (body mass index, age, and seniority) [10], and delimit the displacement of the embarked population on a military ship [11]. In this way, the regression functions that quantify and model the displacement of the members of the crew can be calculated. Due to its size, this represents the most relevant contingent of an amphibious ship [12]. These first studies were successful, and they provided essential knowledge to enable the validation of the evacuation protocols implemented by the Spanish navy on its ships. These protocols are more complete and restrictive than those included in the EER of the updated NSC [13].