Perhaps the most important aspect is not to prejudge the situation beyond what might have already been considered in SOPs – policy etc. There could be many aircraft type-specific variables, which can be pre considered for SOPs, and then implemented if and when the decision to evacuate is made.
This situation definitely requires good communication to prevent any passenger instigated action.
There is a (horrific) video of an evacuation from an ATP that landed with the nose-wheel retracted. The rear slides were deployed, but they did not reach the ground; they hung vertically. Several passengers had serious injuries, one fell head first onto the concrete. Apparently, the slide arrangement is acceptable in certification; perhaps the authorities assume that crews understand these aspects. Worthwhile checking any assumptions made about your aircraft.
Only base the evacuation decision on the threat at the time, i.e after landing. By all means, consider an evacuation in the pre-landing assessment and any possible restrictions / changes to a standard procedures – i.e. forward doors only. Do not commit to a course of action without first updating the situation.
Note that the risk of fire from fuselage contact is low based on several instances. For the ATP landing there was a foam strip on the runway, but the nosewheel was lowered beyond the foam, thus it played not part.