This document purpose is to analyse the KPIs to identify the feasibility of fleet electrification, considering environmental, economic, social and industrial aspects, as well as to identify the socio-economic impact.

The objective of this study is to conduct a comprehensive requirement analysis, differentiating across various ship topologies, to assess the applicability of electrification in terms of ship size, vessel types and global operations. This analysis will evaluate FLEXSHIP’s electrification solutions, distinguishing between short, medium, and long-term scenarios for fully electric or hybrid electric vessels.

Standards, Rules and Regulations applicable to battery systems installed onboard hybrid and full electric vessels are analysed in this document, aimed at guiding the relevant aspects of design, integration, installation, validation, testing, commissioning and approval.

There are many possible electrical architectures for electrifying a ship. To support the selection and design of an electrical system architecture a Design tool was elaborated, and this is a complementary document that explains the approach followed. For more information on the various possible architectures (AC, active DC, etc.) see deliverable [1]. The Design tool considers a set of architectures including: a sheet for each architecture, the block diagram, more specific design data (rated power of converters, amount of battery packs, etc.) and some complementary calculations.

The Design tool uses a five-step approach:

• step 1 ‘ship input data collection and definition’
• step 2 ‘short listing the design options or variants to consider for hybrid ship system level electrical architectures.’
• step 3 ‘Primary architecture selection based on exclusion criteria (go/no go)’
• step 4 ‘Secondary architecture selection based on an engineering design trade off based on scoring in the Design tool.’
• step 5 ‘Tertiary and final selection of electrical architecture including (if any) simulations from T2.5’.

This tool supported the electrical architecture design exercise done with the FLEXSHIP project partners and was applied to the two demo ships from which data included herein serves as illustrative example. The main objective of designing an electrical architecture is to ‘electrify’ or convert existing ships into hybrid propulsion ships in line with the design options discussed in the previous deliverables of Task 1. As a result of cooperative design options elaborations and screening, one electrical architecture was proposed for the Ataturk and two for the Gunnerus FLEXSHIP demo vessels. The taskforce decided strategically to keep a second back-up architecture grid for Gunnerus, since some input data is still under investigation (e.g., compatibility check of existing motor drives (step 3). Thus, this second possible Gunnerus architecture serves to provide the FLEXSHIP consortium with a way forward in case the initially selected architecture may encounter complications in its integration phase, while respecting the commitments of the project in its demonstration phase. This tool is a generic approach, harmonized to be used as a baseline for all vessel re[1]electrifications, and could be further used in subsequent tasks because the overall electrical architecture is the basis on which simulation models, control and management systems are developed on, i.e., Task 2.5.

This D2.1 tool (Design tool) that included a clear proposal for the preliminary electrical architecture for both demo ships.

The report is confidential, though a comprehensive summary is shared here.

This document includes all the information related to the Marine Vessel Energy Management System (MVEMS) developed under Task 2.3 (D2.3), which is designed to optimize energy usage and reduce emissions on the demonstration vessels DEMO-1 Gunnerus and DEMO-2 Atatürk. A Python-based simulation framework was created to model the onboard electrical systems and evaluate a range of EMS strategies—both rule-based (e.g., Finite State Machines) and optimization-based approaches (e.g., MILP and ECMS). Key components such as batteries, generators, and onshore charging systems were modeled using both synthetic and real operational data. The system incorporates a DC switchboard for centralized, efficient power distribution and a Power Management System (PMS) that communicates with the EMS to monitor, optimize, and ensure efficient, safe, and reliable vessel performance.

This deliverable focuses on the development of a Digital Twin (DT) for hybrid vessels, enabling simulation, optimization, and verification of energy management strategies and onboard electric grids. The DT serves as a powerful tool to enhance vessel efficiency, reduce emissions, and support the transition toward sustainable maritime operations.

The document details the methodology and implementation of the DT framework, covering key components such as the Energy Management System (EMS), Power Management System (PMS), and physical layer models. It outlines the assumptions, numerical models, and integration steps required to create a reliable virtual representation of two DEMO vessels (Gunnerus and Ataturk). Additionally, it provides an analysis of different operational scenarios, comparing traditional diesel-based operation
with hybrid and fully electric modes.

Simulation results demonstrate potential energy savings and emission reductions achieved through strategies for power distribution and optimal energy storage configuration. The validation of the DT against benchmark scenarios confirms the added value of integrating batteries and intelligent control system on board vessels. The conclusions highlight the importance of DT-based optimization and set the stage for further enhancements in subsequent project phases, including real-time data integration
and onboard implementation.

In fact, D2.5 presents the work and outcomes of the first phase of DT development, focusing on identifying requirements, developing and integrating numerical models, and conducting early simulations and validations.

In the subsequent Work Packages (WPs), the DT will undergo further refinement, expansion, calibration, and validation to enhance its accuracy and functionalities. For instance, in T4.2, all actual control functions, including Battery Management System (BMS), PMS, and EMS, will be fully identified, along with the communication between them and their interactions with power components. This will establish a clear functional link between control algorithms and physical hardware. Besides, in T4.3 and T4.5, integration testing will focus on component interoperability and the validation of key control functions. These tests will provide crucial feedback for fine-tuning the DT, ensuring it accurately reflects real-world vessel operations. Finally, only in T5.2 the necessary digital solutions will be identified and implemented on board, such as data acquisition systems, logging, and real-time communication. This step is essential for transforming the simulation framework developed in T2.5 into a true, operational Digital Twin, enabling it to be fed with real-time data to generate control recommendations, predictive insights,
and system optimizations dynamically.

Through these progressive enhancements, the DT will evolve from a validated simulation model to a fully integrated, real-time decision-support system, improving vessel efficiency, safety, and sustainability.

The report is confidential, though a comprehensive summary is shared here.

The conceptual design for a battery system for retrofitting and powering various vessel
sizes addresses safety, mechanical, electrical, and thermal challenges. The system will
be analysed and designed for modularity, eco-design principles, and safety, aiming to
reduce costs and weight, enhance safety, and increase energy density.

The design process involves three steps: considering vessel application requirements
(WP1), creating a rough battery module geometry using optimization techniques, and
performing a rough thermo-mechanical design of the battery pack.

The project’s BESS conceptual design will start with a detailed set of boundaries and
requirements, ensuring functionality and adaptability for two distinct vessels. Key aspects
include defining energy capacity, power output, voltage range, discharge/charge rates,
weight, size limitations, and mounting options. It also involves ensuring seamless
integration with existing vessel architecture, considering spatial constraints, ventilation,
and access compatibility. Strict safety protocols will be incorporated, addressing battery
chemistry, thermal management, fire suppression, and electrical isolation. Additionally, a
strategy will be established to maintain optimal battery temperatures for longevity and
safety.

The design will cater to multi-vessel application by creating a core set of requirements for
interchangeability and maximum utility across both vessels. Flexibility will be included for
potential variations, such as modular battery packs or adjustable mounting systems.
Information from D1.2, D2.1 and D2.4 will guide these requirements, ensuring alignment
with project objectives and vessel characteristics. This comprehensive approach will yield
a robust, effective, and adaptable BESS design for both vessels.

This analysis involved creating multiple design options at both the module and system
levels by varying the series and parallel configurations of battery cells. Each architecture
was evaluated based on ease of use, cost, weight, safety, and modularity. This comparison helped identify the optimal design that balances performance, costeffectiveness, and safety for each vessel.

The design process considered several key factors for selecting battery cells, including
operating voltage, voltage range, energy capacity, weight, physical footprint, and cost.
These factors ensured the chosen cells met the specific requirements and operational
constraints of the vessels.

Both vessels require a BESS with a voltage between 700V and 1000V, so the series
configuration of cells will be the same for both. However, their energy storage capacities differ, with the Gunnerus needing 1 MWh and the Atatürk needing 3 MWh. This necessitates different parallel configurations, highlighting the need for a scalable design. The BESS design prioritizes a modular configuration that allows for scalability in parallel connections to meet the varying capacity demands. This ensures the system can be tailored to the specific needs of both the Gunnerus and Atatürk vessels by adjusting the number of parallel modules. The resulting BESS design will effectively accommodate the
desired voltage and capacity requirements for each vessel.

The report is confidential, though a comprehensive summary is shared here.

The FLEXSHIP project aims to accelerate the electrification of ships to support climate neutral waterborne transport. It focuses on developing modular, high-efficiency BESS and integrating them safely into existing vessels, with demonstrations in real-world applications. Key component of the BESS, the DC Switchboard ensures an efficient distribution of electrical power between the batteries and the propulsion grid of the vessel.

To perform its functions, the Switchboard integrates two liquid cooled 200kW
bidirectional modules converters (galvanically isolated), electromechanical contactors,
capacitor banks and protective features (IMD, fire and ingress detection). The bidirectional power flow enables the Switchboard to convert power from the 702.72 VDC battery system to the 720 VDC grid in “Battery mode”, from the 720 VDC grid to the 702.72 VDC battery system in “Charging mode”. The Switchboard management system controls the converters and supports the exchange of information with the Power Management System (PMS-DC) but also the Portable Test Equipment for ease of maintenance.

Through parallelization, the FLEXSHIP DC Switchboard design provides an easily scalable solution, able to transfer power from the vessel energy storage whether it is in a full D grid vessel (Ataturk) or in a dual (AC & DC) grid vessel (Gunnerus). The installation and exploitation of the FLEXSHIP on board those demonstrators will help secure the FLEXSHIP design dissemination.

The Switchboard is designed to comply with marine standards (IEC 60092, 60533), and regulator recommendations (RINA Rules for the Classification of Ships [1]). It considers all onboard vessel’s operating constraints from environmental (vibrations, inclination humidity, salt mist), to thermal and electromagnetic constraints.

The document details the functional, electrical, software, execution, usage, reliability and quality requirements for the complete DC Switchboard including its two 200kW Bidirectional Modules. Electrical and mechanical interfaces are also detailed.

The report is confidential, though a comprehensive summary is shared here.

This document is a deliverable of the FLEXSHIP Projects’ Work Package (WP) 6, Skills development, business models and stakeholders, showing the approach to and results obtained to date in Task 6.1 Evaluating stakeholders’ requirements and expectations incorporating the technical feasibility (digital twin and demonstrator). WP6 addresses the main aspects of the strategic vision from the perspective of key stakeholders. Other tasks in the work package will factor stakeholders’ current and future requirements and economic opportunities and risks into business models for electrically powered marine vessels in the European and Global shipping industries. Business models need to cover different sub-categories of stakeholder groups, as initial analysis has shown that use cases vary significantly, depending on shipping type. A SWOT analysis will be conducted to give better insight into relevant internal and external stakeholder influence. Analyses are being used to identify the project’s key stakeholders, carry out assessments of their interests and relationships and how they affect the project and its viability.

This document includes all the information needed to facilitate the communication efforts of the FLEXSHIP project partners. The use of the major dissemination tools and channels is described in the deliverable, which includes both traditional approaches like publications and participation at events, as well as diverse online activities. Subtasks such as timing of communication and dissemination activities, media channels, and division of tasks between partners are detailed.

This document, in conjunction with the Data Management Plan (D8.2), explains the
principles, practices, and measures established by the FLEXSHIP consortium to manage
knowledge and Intellectual Property Rights (IPR) in a systematic manner. The goals of
this document are two: first, to outline the internal procedures for knowledge and IPR
management in accordance with the FLEXSHIP Grant Agreement, and second, to describe
the current state of knowledge and IPR in the FLEXSHIP project.

To achieve the first goal, the FLEXSHIP procedures are based on four pillars: i)
management of results, ii) protection of results, iii) valorisation of results, and iv)
governance model. i) The management of results pillar covers result ownership, access
rights to background and results, and the transfer of results. ii) The protection of results
pillar involves measures to seek IP protection when the project results have commercial
application, and the benefits outweigh the costs. iii) The valorisation of results pillar
focuses on actions to maximize project impacts and returns for each partner, including
practices related to project exploitation and dissemination and promoting openness. iv)
The governance model describes the responsibilities, roles, and tools used by the
consortium to orchestrate knowledge and IPR management.

The second goal of the document is to address three priorities related to knowledge and
IPR in FLEXSHIP. First, to communicate a clear roadmap connecting all project tasks that
contribute to knowledge and IPR management. Second, to recap background items that
the consortium must consider. And third, to conduct an initial revision of project assets,
including hardware, software, data, and know-how, and exemplify how the proposed
methodology can be used to valorise these assets throughout the project lifecycle.

The report is confidential, though a comprehensive summary is shared here.

The purpose of this document is to establish guidelines for the day-to-day operations of the
project, and to provide a reference for all project partners to understand their roles,
responsibilities, and the project-related processes. This document includes the Risk
Management Plan created for the FLEXSHIP project. It first outlines the specifics of the plan,
including how new risks are identified, evaluated, managed, and tracked. The FLEXSHIP
project aims to achieve all specified project objectives while adhering to the project schedule
and budget and producing high-quality results.

The report is confidential, though a comprehensive summary is shared here.

The initial Data Management Plan (DMP) for the FLEXSHIP project, which is funded by the European Union’s Horizon Europe research and innovation programme under Grant Agreement number 101095863, is explained in this report. The purpose of the DMP is to provide an overview of all datasets collected, generated, and disseminated by the project and to define the data management policy used by the FLEXSHIP consortium for these datasets. The FLEXSHIP DMP indicates the status of the data that is collected, processed, or generated, the methodology and standards followed, whether and how this data will be shared and/or made open, and how it will be curated and preserved by the Consortium.
This includes guidelines on FAIR data management. The initial version of the DMP defines the general policy and approach to data management in FLEXSHIP, which handles data management related issues at both the administrative and technical level. Subsequently, the methodology for protection and protection schemes implemented in the project are shown.

Lastly, in this D8.3, the updated IP Data sets identified up to the 18th month of the project
are collected and reflected.

The DMP will be updated during the project’s lifespan. Subsequent versions will improve policy aspects and provide more detailed information on the datasets collected and produced by the FLEXSHIP project, throughout its whole execution time.

The report is confidential, though a comprehensive summary is shared here.

The initial Data Management Plan (DMP) for the FLEXSHIP project, which is funded by the
European Union’s Horizon Europe research and innovation programme under Grant
Agreement number 101095863, is explained in this report. The purpose of the DMP is to
provide an overview of all datasets collected, generated, and disseminated by the project
and to define the data management policy used by the FLEXSHIP consortium for these
datasets. The FLEXSHIP DMP indicates the status of the data that is collected, processed,
or generated, the methodology and standards followed, whether and how this data will be
shared and/or made open, and how it will be curated and preserved by the Consortium.
This includes guidelines on FAIR data management. The initial version of the DMP defines
the general policy and approach to data management in FLEXSHIP, which handles data
management related issues at both the administrative and technical level. Subsequently,
the methodology for protection and protection schemes implemented in the project are
shown.

Lastly, in this D8.3, the updated IP Data sets identified up to the 18th month of the project
are collected and reflected.

The DMP will be updated during the project’s lifespan. Subsequent versions will improve
policy aspects and provide more detailed information on the datasets collected and
produced by the FLEXSHIP project, throughout its whole execution time.

The report is confidential, though a comprehensive summary is shared here.