Configurable Fuel Cell Powertrain for Non-Road Mobile Machinery

Topic updates

24 April 2025

CALL UPDATE: PROPOSAL NUMBERS

Call HORIZON-JU-CLEANH2-2025 has closed on the 23/04/2025.

212 proposals have been submitted 

The breakdown per topic is:

HYDROGEN END USES: TRANSPORT APPLICATIONS

-HORIZON-JU-CLEANH2-2025-03-01: 9 proposals 

Evaluation results are expected to be communicated in August 2025.

15 April 2025

Notice to Applicants (15/04/2025)

Please note that we will no longer be accepting questions regarding the current call for proposals HORIZON-JU-CLEANH2-2025. We appreciate your interest and encourage you to refer to the published documentation for any remaining clarifications.

15 April 2025Errata Notice - Topic HORIZON-JU-CLEANH2-2025-01-05

The correct text for topic HORIZON-JU-CLEANH2-2025-01-05 stipulates:

"Furthermore, project results are expected to contribute to the following KPIs, targeted at co-electrolyser scale, specific for three high temperature co-electrolysis technologies: Oxide and Proton conductive Solid Oxide electrolysers (SOEL, PCCEL) and Molten Carbonate Electrolyser (MCE):

Oxide conductive Solid Oxide electrolysers (SOEL)

Power to syngas efficiency: 0.9 kWLHV /kWe
Degradation in operating conditions: 0.8 %/1000h @1A/cm²
Unit cost: 500 €/kW
Proton Conductive Ceramic electrolysers (PCCEL)

Power to syngas efficiency: 0.9 kWLHV/ kWe
Degradation in operating conditions: 0.8 %/1000h @0.75A/cm²
Unit cost: 500 €/kW
Molten Carbonate electrolysers (MCE)

Power to syngas efficiency: 0.93 kWLHV/ kWe
Degradation in operating conditions: 0.5 %/1000h @0.5A/cm²
Unit cost: 500 €/kW
KPIs are defined for the main high temperature co-electrolysis techniques, derived from the SRIA and from results of previous EU funded projects."

03 April 2025

Errata Notice – Topic Conditions

We appreciate your attention to this information. Please be advised that the Topic Conditions are provided below, as they were not displayed correctly under each topic. These conditions apply to all topics across the entire call.

We kindly ask you to refer to the information below and in the AWP2025 to ensure compliance with the applicable requirements.

General conditions

1. Admissibility Conditions: Proposal page limit and layout
described in Annex A and Annex E of the Horizon Europe Work Programme General Annexes.

Proposal page limits and layout: described in Part B of the Application Form available in the Submission System.

Page limit for Innovation Actions: For all Innovation Actions the page limit of the applications are 70 pages.

2. Eligible Countries
described in Annex B of the Work Programme General Annexes.

A number of non-EU/non-Associated Countries that are not automatically eligible for funding have made specific provisions for making funding available for their participants in Horizon Europe projects. See the information in the Horizon Europe Programme Guide.

3. Other Eligibility Conditions
described in Annex B of the Work Programme General Annexes.

6. Legal and financial set-up of the grants
Eligible costs will take the form of a lump sum as defined in the Decision of 7 July 2021 authorising the use of lump sum contributions under the Horizon Europe Programme – the Framework Programme for Research and Innovation (2021-2027) – and in actions under the Research and Training Programme of the European Atomic Energy Community (2021-2025) [[This decision is available on the Funding and Tenders Portal, in the reference documents section for Horizon Europe, under ‘Simplified costs decisions’ or through this link: https://ec.europa.eu/info/funding-tenders/opportunities/docs/2021-2027/horizon/guidance/ls-decision_he_en.pdf]].

In addition to the standard provisions, the following specific provisions in the model grant agreement will apply:

1. Lump Sum

This year’s call for proposals will take the form of lump sums as defined in the Decision of 7 July 2021 authorising the use of lump sum contributions under the Horizon Europe Programme – the Framework Programme for Research and Innovation (2021- 2027) – and in actions under the Research and Training Programme of the European Atomic Energy Community (2021-2025).

Lump sums will be used across all topics in the Call 2025.

3. Subcontracting

For all topics: an additional obligation regarding subcontracting has been introduced, namely that subcontracted work may only be performed in target countries set out in the call conditions.

The beneficiaries must ensure that the subcontracted work is performed in the countries set out in the call conditions.

The target countries are all Member States of the European Union and all Associated Countries.

31 March 2025
The excel detailed budget table available in the submission system “Download Part B templates” section had outdated values for the SME owner unit cost category.

Today, the issue has been rectified and the template available is the correct version, containing up-to-date values for the SME owner unit cost category.

Please make sure you download and use the correct budget table in your submission.

For the applicants that have already submitted their proposals, please be aware that the system still allows you to edit and re-submit your proposal using the updated excel template.

Configurable Fuel Cell Powertrain for Non-Road Mobile Machinery

TOPIC ID: HORIZON-JU-CLEANH2-2025-03-01

Type of grant: Call for proposals

General information

Programme: Horizon Europe (HORIZON)

Call: HORIZON-JU-CLEANH2-2025 (HORIZON-JU-CLEANH2-2025)

Type of action: HORIZON-JU-RIA HORIZON JU Research and Innovation Actions

Type of MGA: HORIZON Lump Sum Grant [HORIZON-AG-LS]

Status: Forthcoming

Deadline model: single-stage

Planned Opening Date: 15 January 2025

Deadline dates: 23 April 2025 17:00 (Brussels time)

Topic description

Expected Outcome:

To achieve the ambitious goals of the Fit-for-55 and REPowerEU Plans, reducing greenhouse gas (GHG) emissions attributed to all segments of transport is key. In this endeavour, Non-Road Mobile Machinery (NRMM) vehicles also require alternative designs and technologies, as current interal combstin engines (ICE) powered NRMMs remain significant contributors to European GHG emissions. Particularly, hydrogen powered fuel cells (FC) are an attractive option when longer operability or fast fuelling are desired.

NRMMs have various specific requirements depending on their end-use (agriculture, ports, mining, logistic centres, construction, etc.), thereby constraining the dimensions, operation and architecture of their powertrain. More specifically, NRMMs widely vary in size and power level requirements, including power use for non-propulsion purposes. Additionally, a wide range of power levels and autonomy requirements make it difficult for NRMM manufacturers to adopt an appropriate FC solution without significant investments of time and money. An adequate degree of hybridisation (including battery packs), the selection of optimal fuel tank sizes and an efficient refuelling alternative are key challenges for deployment of FCs and hydrogen for NRMM applications. Moreover, NRMM applications are characterised by temporary use in areas with limited infrastructure and weak or no grid connection. Finally, both NRMM power train building blocks and refuelling infrastructure need to work in harsh environments, including extreme temperature, salt, fog, vibration, dust etc.

To support the decarbonisation of NRMMs, configurable FC/battery hybrid powertrains specifically suited for these vehicles, addressing different power levels, hybridisation strategies and autonomy requirements (including reliable, fast and safe refuelling), will be required in the future. As such, individual building blocks which can be assembled into a functioning powertrain by the NRMM manufacturer without in-house FC expertise should be developed.

Project results are expected to contribute to all the following expected outcomes:

• Extend the deployment of hydrogen and FC based powertrains to NRMM applications, thus establishing and consolidating a European supply chain for FC powertrains and components;
• Validation of safe hydrogen FC solutions and systems in demanding NRMM applications, contributing to building a European supply chain for FC powertrains and components;
• Proving efficiency and applicability of hydrogen FC solutions in NRMM applications via necessary improvements gained at system level;
• Provide a complete calculation of total cost of ownership (TCO) and comparison with incumbent ICE and battery-based technologies;
• Building confidence in FC technology and hydrogen refuelling for all of the off-road industry sectors and thus accelerating the market uptake;
• Identification of suitable solutions to any legal or standards barriers likely to prevent the successful introduction of hydrogen FC technology in the various NRMM fields of application;
• Support the development of next generation, cost competitive commercial/industrial scale Proton Exchange Membrane Fuel Cell (PEMFC) systems from EU suppliers for NRMM and potentially other applications.

Project results are expected to contribute to the following 2030 KPIs of the Clean Hydrogen Joint Undertaking (JU) Strategic Research and Innovation Agenda (SRIA) for heavy duty vehicules:

• FC module CAPEX < 100 €/kW (annual production rate greater or equal 25,000 units);
• Hydrogen tank (CG H₂) CAPEX < 300 €/kg H₂;
• FC stack durability (no harsh environment) > 30,000 hrs;
• FC module availability > 98%.

2030 KPIs for NRMM are reported below (ports and agriculture applications: dusty and with high salinity environment):

• NRMM FC stack durability: At least 80% of heavy duty on road;
• NRMM FC module CAPEX: no more than double the target for heavy duty on road;
• NRMM FC module availability: at least 80% of heavy duty on road;
• FC module is defined as FC stack plus air supply system, cooling system, internal (electronic control unit (ECU), media manifold and other BOP (recirculation, humidifier, sensors, DC/DC, etc).

Scope:

The topic aims to demonstrate a configurable fuel cell powertrain capable of being integrated in at least two NRMM applications preferably related to ports or agriculture where one application has a minimum fuel cell power of 200 kW and the other a minimum fuel cell power of 100 kW.

A performance comparison of the fuel cell powertrain with existing technology (i.e. internal combustion engine) should be part of the demonstration and should clearly show fuel cell powertrain advantages.

Furthermore, in the development of the configurable powertrain, the same building blocks should be used but configured in different powertrains with a different form factor or a different power level or a combination of both.

The applications where this NRMM powertrain should be demonstrated include those which are complementary to already funded projects (H2Ports^[1] and H2Mac^[2]), but excluding the same type of mobile machinery which has already been funded. A complementary application may be one that belongs to the same environment (e.g. port) but is not funded by previous projects (e.g. straddle carrier, Rubber Tyred Gantry cranes , etc), and is expected to go beyond the already demonstrated activities.

Consortia should choose the application segment(s) based on an impact analysis (cradle to grave approach) showing the sustainability improvement, like the potential for CO₂ emission reduction, upon the full segment coverage in Europe compared with the already used technology.

In particular, a complete analysis of the market potential for the selected application/s and the corresponding CO₂ emission reduction has to be a deliverable of the project.

Following validation in a relevant environment, the demonstration in a relevant environment should be carried out for at least 2,000 hours of operation of an NRMM specific load profile to show the necessary stack lifetime and powertrain reliability. The demonstration hours may include the idles and stops which are naturally included in the typical NRMM application load profile. The 2,000 hrs demonstration should be done on the powertrain with the largest power output. The other powertrain/s demonstration testing should last at least 1,000 hrs.

Proposals should cover all the following elements:

• Develop and/or adapt a kit of building blocks which can be assembled into an easily configurable powertrain, including:
  • Fuel cell module/s (compliant with StasHH interface and size standards);Energy management system;
  • Power electronics;
  • Cooling system;
  • Air and fuel management (including appropriate filtration means);
  • Optional components for mitigating the effects of harsh environment;
  • On-board hydrogen storage and equipment for fast refuelling.
• Develop an overarching software and control structure to effectively combine different building blocks into a fully functioning powertrain including batteries for hybrid operation;
• Mapping, identifying and disseminating key requirements (operating envelopes, environmental aspects etc.) of different NRMM platforms highlighting those which are in common between them and those which can have an impact on powertrain design and the selection of various building block elements;
• Analyse operation data and disseminate specific learnings from the FC and hydrogen based NRMM solution compared to incumbent technologies (fossil fueled internal combustion engines and battery-based technologies);
• Developing solutions, including diagnostics and prognostication methods, to mitigate the impact of harsh environments on fuel cell lifetime and powertrain reliability;
• Developing strategies and incorporate measures to optimise powertrain efficiency, reliability, and lifetime while considering cleaning and maintenance procedures for all powertrain components;
• Select and validate a suitable and flexible refuelling solution compatible with the selected NRMM application and compatible with a wide range of end-users’ requirements; This may be done with a comprehensive study that includes simulation and modelling, techno-economic assessments and even RCS considerations. The technical assessment should consider the special conditions as well in which temporary/mobile solutions would have to operate.
• Perform a Sustainable Life Cycle Assessment (SLCA) of the NRMM powertrain solution for at least one relevant case study;
• Performing a techno-economic assessment to demonstrate the progress toward reducing the powertrain capital cost and identify scale factors which could accelerate this progress.
• Adequately address regulatory aspects and contribute to prevailing regulations, codes and standards (RCS) activities.

It is expected that the fuel cell powertrain for NRMM is capable of handling:

• Fast transients from idle to full load in repetition;
• Dust on the nozzle that could impact the refilling;
• Continuous high power for long periods of time.

Consortia for this project should involve at least one NRMM manufacturer, a research institution and a Fuel Cell System integrator.

In addition, proposals should indicate how learnings from the project will be disseminated, in terms of potential spillover effects to segments other than NRMMs, such HD transport, marine, rail, stationary, etc. The development of single components such as the fuel cell stack, battery (cells & packs) and hydrogen tanks are not in the scope of this topic.

For activities developing test protocols and procedures for the performance and durability assessment of electrolysers and fuel cell components proposals should foresee a collaboration mechanism with JRC^[3] (see section 2.2.4.3 "Collaboration with JRC"), in order to support EU-wide harmonisation. Test activities should adopt the already published EU harmonised testing protocols^[4] to benchmark performance and quantify progress at programme level.

For additional elements applicable to all topics please refer to section 2.2.3.2.

Activities are expected to start at TRL 4 and achieve TRL 6 by the end of the project - see General Annex B.

The JU estimates that an EU contribution of maximum EUR 5.00 million would allow these outcomes to be addressed appropriately.

The conditions related to this topic are provided in the chapter 2.2.3.2 of the Clean Hydrogen JU 2025 Annual Work Plan and in the General Annexes to the Horizon Europe Work Programme 2023–2025 which apply mutatis mutandis.

[1] H2Ports funds a yard tractor and a reach stacker, https://cordis.europa.eu/project/id/826339

[2] H2MAC funds an excavator and a crusher, https://cordis.europa.eu/project/id/101137786

[3] https://www.clean-hydrogen.europa.eu/knowledge-management/collaboration-jrc-0_en

[4] https://www.clean-hydrogen.europa.eu/knowledge-management/collaboration-jrc-0/clean-hydrogen-ju-jrc-deliverables_en

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