Grant information


closed    Opened: 30 March 2022   |   Closes: 31 May 2022

Overview

The total volume of goods transported via inland waterways through the 27 European Union countries was 523 million tonnes in 2019 (source: EUROSTAT); this was transported by about 12,700 cargo vessels and 2,300 tugs and push boats using cost-effective and safe logistics solutions via TEN-T transport corridors. The new targets of the Green Deal and the Fit for 55 package open new perspectives for accelerated development of inland water transportation using renewable hydrogen. Eliminating emissions from these vessels, while creating a strong commercial proposition, will boost the European waterborne transport sector and have a major positive impact on air pollution and GHG emissions. Given that inland vessels last for over 40 years, and the current (low) rate of new building, both new building and retrofitting the existing fleet are key to reaching the emission reduction targets and establishing a rapid market uptake.

The spectrum of hydrogen alternatives, the boundary conditions for successful integration as well as codes and standards are new and not widely available yet. Obligatory periodic inspection and maintenance, upgrades or retrofits are executed by many European yards. Their main expertise and experience, however, is with traditional fossil fuel and ICE technologies. The same holds for crew, bunkering and refuelling personnel, and ship owners. All should be upskilled to either design, integrate or work with hydrogen systems.

Several projects have demonstrated the feasibility of zero-emissions hydrogen propelled inland shipping. However, large scale uptake asks for a holistic approach covering the whole value chain. This includes the need for investing in public development, standardisation and integration of hydrogen propulsion and bunkering systems, a clear regulatory framework for technical execution, on-board integration, crew and bunkering personnel education and qualification, as well as a robust regulatory framework for the introduction of hydrogen as a fuel in EU waters. This will increase the uptake of hydrogen fuel cell technology and zero emission inland navigation and bring the application within reach of the sector and end-users. Ultimately, the sector should be supplied by a well distributed, resilient and consolidated market on components for retrofitting, new building and spare parts, with a fuel infrastructure that is integrated in the multimodal transport chain, supporting local industries.

This flagship[1] topic aims to address all of the aspects above mentioned via the deployment of a fleet of inland waterway vessels.

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

  • Retrofitting existing diesel propelled vessels with fuel cells and electric propulsion systems will have become the state-of-the-art. The integration of hydrogen fuel cells, hydrogen storage and distribution (infrastructure, bunkering, piping, and on board and onshore) solutions, based on a Europe-wide, harmonised regulatory framework, has become daily business;
  • Track record of technical, financial and environmental performance resulting from the deployment and operation of a fleet of inland waterway vessels;
  • At least 10% of all vessels in operation (about 1,500) will be hydrogen fuel cell propelled, covering the whole territory of the EU inland waters, creating a market for about 500[2] tonnes hydrogen per day;
  • Hydrogen propelled vessels will be allowed to sail all inland waters in the EU using standardised regulations, without the need for lengthy approval processes;
  • The sector uses common systematic design and engineering methods to achieve integrated ship and power train refits and new build solutions, such that further standardisation of the power train components (modules) is accelerated, allowing the rapid deployment of these technologies across the fleet.

Project results are expected to contribute to all of the following objectives of the Clean Hydrogen JU SRIA:

  • Product design reaching type approval [number]: 15 in 2024 and 40 in 2030;
  • PEMFC system CAPEX [€/kW]: 1,500 in 2024 and 1,000 in 2030;
  • Maritime FCS lifetime [h]: 40,000 in 2024 and 80,000 in 2030.

Scope

First demonstrators funded by previous FCH-JU projects, as well as other projects in recent years, have primarily focused on the demonstration of technical feasibility of fuel cells on board inland vessels. A large-scale demonstration is now required to further the uptake of fuel cells and hydrogen in this sector. This flagship project should include:

  • at least 5 inland vessels (retrofitting and/or new build), with FC power above 500kW and preferably at 1 MW scale;
  • at least 2 vessel types;
  • 2 vessels should operate for at least 2 years, and the others for at least 1 year;
  • vessels that should be able to bunker hydrogen in at least 2 different ports;
  • creating a corridor, connecting to hydrogen infrastructure, aligned with the TEN-T[3] network;
  • preferably one vessel is a (self-propelled) hydrogen bunker barge, which can bunker vessels alongside while in transit, at anchorage, or at the pier;
  • An overall plan for deployment (with different stages) that goes beyond the timeline of this project should be foreseen. The needs of support for later stages should be justified in view of closing the funding gap in a dynamic environment where hydrogen shipping becomes increasingly competitive with incumbent technologies.
  • A detailed data monitoring strategy (with minimum parameters to be monitored) that would allow evaluate the overall financial, environmental and technical performance of each of the vessel to be deployed in the project in sufficient detail. Costs related to the monitoring equipment are eligible.

It is highly recommended that the project collaborates with other projects (e.g. RH2INE[4], GREENPORTS,[5] MAGPIE[6] and PIONEERS[7]) on bunkering and refuelling infrastructure to align interfaces and create a robust hydrogen bunkering infrastructure along the TEN-T.

The proposed hydrogen fuel cell electric powertrain and storage should be a modular and easy-to-scale solution, in order to reduce conversion time as well as design and development cost for future vessels. On the technology side, the project should result in:

  • Fuel cell systems, hydrogen storage and hydrogen distribution components meeting the unique requirements of inland waterway navigation, including but not limited to corrosion, performance, lifetime, and safety;
  • Fuel cell systems, hydrogen storage and hydrogen distribution components with type approval, to increase market acceptance and ensure safety under all conditions;
  • The development of resilient value chains in order to provide high quality products and solutions suitable for long-term commercial operations;
  • Solutions which preferably build upon the lessons learned in StasHH[8] and consider circularity by design for equipment and business models;
  • Secure approvals/exemptions from regulating bodies resulting in general permission for hydrogen powered inland vessels to navigate European waterways.

The project should focus on converting those ship types that have the highest impact on emissions. Nevertheless, it is expected that the developed solutions are also applicable to other vessel types and should be adaptable to different operations and associated power and energy consumption profiles. System dimensioning and integration should therefore be based on representative measurement data, allowing for optimal operations and efficient fuel consumption. A systematic retrofit design approach should result in general guidelines or advice for retrofitting inland vessels.

In order to successfully integrate modular hydrogen-based solutions on a large scale and embed them in the EU inland navigation industry, the project should at least perform the following dissemination and communication activities:

  • During the project, results should be disseminated to the inland navigation sector, including training, integration & operation manuals and procedures, to enable knowledge transfer resulting in capacity building and general acceptance of maritime hydrogen fuel cell technology which would initiate other hydrogen vessel projects;
  • Show the impact achieved via a lifecycle assessment (vessel, technology and operation) comparing the conventional (original) and new (retrofitted) situations;
  • Include shipowners, shipyards, ship designers, maritime system integrators, ship operators, port authorities and classification authorities and all key staff within these organisations that would be involved in operating these technologies on board and on shore;
  • Contribute to setting the standard when it comes to rules and regulations for type-approval and technical documentation;
  • Establish a link with Zero Emission Waterborne Transport co-programmed partnership (ZEWT) to ensure that technical knowledge (best practices) can be exported to the larger and more complex (e.g. sea going) vessels.

The HORIZON-JTI-CLEANH2-2022-02-11 and HORIZON-JTI-CLEANH2-2022-03-05 topics are highly complementary and synergies between the two should be sought by applicants.

The refuelling infrastructure and its associated costs are not in the scope of this topic. Applicants are therefore strongly encouraged to seek support from alternative sources of funding and/or financing and provide such additional plan to minimise the risk of the implementation of vehicles and associated infrastructure and maximise its impact.

Applicants are therefore encouraged to submit complementary proposals to Clean Hydrogen JU (for the deployment of the vessels) and to CEF-T (for the deployment of the refuelling infrastructure)[9].

Furthermore applicants may consider additional synergies with other Programmes (e.g. European Structural and Investment Funds, Recovery and Resilience Facility, Just Transition Fund, Connecting Europe Facility, Innovation Fund, Modernisation Fund, LIFE, etc.) and/or clustering with other projects within Horizon Europe or funded under other EU, national or regional programmes, or having loans through the EIB or other promotional or commercial banks; such synergies should be reflected in a financing structure and strategy describing the business model, including envisaged sources of co-funding/co-financing and in line with state-aid rules.

This topic is expected to contribute to EU competitiveness and industrial leadership by supporting a European value chain for hydrogen and fuel cell systems and components.

It is expected that Guarantees of origin (GOs) will be used to prove the renewable character of the hydrogen that is used. In this respect consortium may seek out the purchase and subsequent cancellation of GOs from the relevant Member State issuing body and if that is not yet available the consortium may proceed with the purchase and cancellation of non-governmental certificates (e.g CertifHy[10]).

Proposals should provide a preliminary draft on ‘hydrogen safety planning and management’ at the project level, which will be further updated during project implementation.

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 (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 to benchmark performance and quantify progress at programme level.

Activities are expected to start at TRL 6 and achieve TRL 8 by the end of the project.

At least one partner in the consortium must be a member of either Hydrogen Europe or Hydrogen Europe Research.

The maximum Clean Hydrogen JU contribution that may be requested is EUR 15.00 million – proposals requesting Clean Hydrogen JU contributions above this amount will not be evaluated.

The conditions related to this topic are provided in the chapter 2.2.3.2 of the Clean Hydrogen JU 2022 Annual Work Plan and in the General Annexes to the Horizon Europe Work Programme 2021–2022 which apply mutatis mutandis.

[1]For definition of flagship see section 5.3. of the Clean Hydrogen JU Strategic Research and Innovation Agenda 2021 – 2027

[2]assuming an average consumption of 125 tonnes a year per vessel (reference 110m vessel with 1MW FC).

[3]https://transport.ec.europa.eu/transport-themes/infrastructure-and-investment/trans-european-transport-network-ten-t_en

[4]https://www.rh2ine.eu/

[5]https://greencportsproject.eu/

[6]https://cordis.europa.eu/project/id/101036594

[7]https://cordis.europa.eu/project/id/101037564

[8]https://www.clean-hydrogen.europa.eu/projects-repository_en

[9]The Connecting Europe Facility (CEF) for Transport (CEF-T) work programme 2021-2023 has a 3-year rolling call running for the Alternative Fuel Infrastructure Facility, with deadlines every 6 months, .

[10]https://www.certifhy.eu/

General Conditions

  1. Admissibility conditions:described inAnnex 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

 Additional condition: For all Innovation Actions the page limit of the applications are 70 pages.

  1. Eligible countries:described inAnnex 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.

 

  1.  Other eligibility conditions:described in Annex B of the Work Programme General Annexes

Additional eligibility condition: Maximum contribution per topic

For some topics, in line with the Clean Hydrogen JU SRIA, an additional eligibility criterion has been introduced to limit the Clean Hydrogen JU requested contribution mostly for actions performed at high TRL level, including demonstration in real operation environment and with important involvement from industrial stakeholders and/or end users such as public authorities. Such actions are expected to leverage co-funding as commitment from stakeholders. It is of added value that such leverage is shown through the private investment in these specific topics. Therefore, proposals requesting contributions above the amounts specified per each topic below will not be evaluated:

- HORIZON-JTI-CLEANH2-2022-01-07 - The maximum Clean Hydrogen JU contribution that may be requested is EUR 9.00 million

- HORIZON-JTI-CLEANH2-2022-03-03 - The maximum Clean Hydrogen JU contribution that may be requested is EUR 30.00 million

- HORIZON-JTI-CLEANH2-2022-03-05 - The maximum Clean Hydrogen JU contribution that may be requested is EUR 15.00 million

- HORIZON-JTI-CLEANH2-2022-04-01 - The maximum Clean Hydrogen JU contribution that may be requested is EUR 7.00 million

- HORIZON-JTI-CLEANH2-2022-06-01 - The maximum Clean Hydrogen JU contribution that may be requested is EUR 25.00 million

- HORIZON-JTI-CLEANH2-2022-06-02 - The maximum Clean Hydrogen JU contribution that may be requested is EUR 8.00 million

 Additional eligibility condition: Membership to Hydrogen Europe/Hydrogen Europe Research

For some topics, in line with the Clean Hydrogen JU SRIA, an additional eligibility criterion has been introduced to ensure that one partner in the consortium is a member of either Hydrogen Europe or Hydrogen Europe Research. This concerns topics targeting actions for large-scale demonstrations, flagship projects and strategic research actions, where the industrial and research partners of the Clean Hydrogen JU are considered to play a key role in accelerating the commercialisation of hydrogen technologies by being closely linked to the Clean Hydrogen JU constituency, which could further ensure full alignment with the Strategic Research and Innovation Agenda of the Industry and the SRIA188 of the JU. This approach shall also ensure the continuity of the work performed within projects funded through the H2020 and FP7, by building up on their experience and consolidating the EU value-chain. This applies to the following topics: 

- HORIZON-JTI-CLEANH2-2022 -01-07

- HORIZON-JTI-CLEANH2-2022 -01-08

- HORIZON-JTI-CLEANH2-2022 -01-10

- HORIZON-JTI-CLEANH2-2022 -02-08

- HORIZON-JTI-CLEANH2-2022 -03-03

- HORIZON-JTI-CLEANH2-2022 -03-05

- HORIZON-JTI-CLEANH2-2022 -04-01

- HORIZON-JTI-CLEANH2-2022 -06-01

- HORIZON-JTI-CLEANH2-2022 -06-02

 - HORIZON-JTI-CLEANH2-2022 -07-01

 Additional eligibility condition: Participation of African countries

For one topic the following additional eligibility criteria have been introduced to allow African countries to i) participate in proposal, ii) be eligible for funding and iii) ensure a sufficient geographical coverage of the African continent. This concerns the following topic: 

- HORIZON-JTI-CLEANH2-2022 -05-5

Manufacturing Readiness Assessment

For some topics a definition of Manufacturing Readiness Level has been introduced in the Annexes of the Annual Work Programme. This is necessary to evaluate the status of the overall manufacturing activities included in the following topics:

- HORIZON-JTI-CLEANH2-2022 -01-04

- HORIZON-JTI-CLEANH2-2022 -04-01

  1. Financial and operational capacity and exclusion:described in Annex C of the Work Programme General Annexes
  2. Evaluation and award:
  • Award criteria, scoring and thresholds are described in Annex D of the Work Programme General Annexes
  • Submission and evaluation processes are described in Annex F of the Work Programme General Annexes and the Online Manua

Exemption to evaluation procedure: complementarity of projects

For some topics in order to ensure a balanced portfolio covering complementary approaches, grants will be awarded to applications not only in order of ranking but at least also to one additional project that is / are complementary, provided that the applications attain all thresholds

- HORIZON-JTI-CLEANH2-2022 -01-03

- HORIZON-JTI-CLEANH2-2022 -01-04

- HORIZON-JTI-CLEANH2-2022 -01-09

- HORIZON-JTI-CLEANH2-2022 -02-10

- HORIZON-JTI-CLEANH2-2022 -03-01

- HORIZON-JTI-CLEANH2-2022 -03-02

- HORIZON-JTI-CLEANH2-2022 -03-04

- HORIZON-JTI-CLEANH2-2022 -04-04

Seal of Excellence

For two topics the ‘Seal of Excellence’ will be awarded to applications exceeding all of the evaluation thresholds set out in this Annual Work Programme but cannot be funded due to lack of budget available to the call. This will further improve the chances of good proposals, otherwise not selected, to find alternative funding in other Union programmes, including those managed by national or regional Managing Authorities. With prior authorisation from the applicant, the Clean Hydrogen JU may share information concerning the proposal and the evaluation with interested financing authorities, subject to the conclusion of confidentiality agreements. In this Annual Work Programme ‘Seal of Excellence’ will be piloted for topics:

- HORIZON-JTI-CLEANH2-2022 -06-01

- HORIZON-JTI-CLEANH2-2022 -06-02

  • Indicative timeline for evaluation and grant agreement: described in Annex F of the Work Programme General Annexes
  1. Legal and financial set-up of the grants: described in Annex G of the Work Programme General Annexes

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

Intellectual Property Rights (IPR), background and results, access rights and rights of use (article 16 and Annex 5 of the Model Grant Agreement (MGA)).

  • An additional information obligation has been introduced for topics including standardisation activities: ‘Beneficiaries must, up to 4 years after the end of the action, inform the granting authority if the results could reasonably be expected to contribute to European or international standards’. These concerns the topics below:

Additional information obligation for topics including standardisation activities

- HORIZON-JTI-CLEANH2-2022 -02-09

- HORIZON-JTI-CLEANH2-2022 -03-04

- HORIZON-JTI-CLEANH2-2022 -05-02

- HORIZON-JTI-CLEANH2-2022 -05-03

- HORIZON-JTI-CLEANH2-2022 -05-04

  • For all topics in this Work Programme Clean Hydrogen JU shall have the right to object to transfers of ownership of results, or to grants of an exclusive licence regarding results, if: (a) the beneficiaries which generated the results have received Union funding; (b) the transfer or licensing is to a legal entity established in a non-associated third country; and (c) the transfer or licensing is not in line with Union interests. The grant agreement shall contain a provision in this respect.

Full capitalised costs for purchases of equipment, infrastructure or other assets purchased specifically for the action

For some topics, in line with the Clean Hydrogen JU SRIA, mostly large-scale demonstrators or flagship projects specific equipment, infrastructure or other assets purchased specifically for the action (or developed as part of the action tasks) can exceptionally be declared as full capitalised costs. This concerns the topics below:

- HORIZON-JTI-CLEANH2-2022 -01-07: electrolyser and other hydrogen related equipment essential for implementation of the project, (e.g. compression of hydrogen, storage and any essential end-use technology)

- HORIZON-JTI-CLEANH2-2022 -01-08: electrolyser, its BoP and any other hydrogen related equipment essential for the implementation of the project (e.g. hydrogen storage)

- HORIZON-JTI-CLEANH2-2022 -01-10: electrolyser, its BOP and any other hydrogen related equipment essential for implementation of the project (e.g. offshore infrastructure, renewable electricity supply infrastructure, storages, pipelines and other auxiliaries required to convey and utilise the hydrogen)

- HORIZON-JTI-CLEANH2-2022 -02-08: compression prototype/s and related components

- HORIZON-JTI-CLEANH2-2022 -03-03: trucks, fuel cell system, on-board hydrogen storage and other components needed in a hydrogen truck

- HORIZON-JTI-CLEANH2-2022 -03-05: vessels, fuel cell system, on-board hydrogen storage and other components needed in a hydrogen fuel cell hydrogen vessel

- HORIZON-JTI-CLEANH2-2022 -04-01: manufacturing equipment and tooling

- HORIZON-JTI-CLEANH2-2022 -06-01: hydrogen production plant, distribution and storage infrastructure and hydrogen end-uses

- HORIZON-JTI-CLEANH2-2022 -06-02: hydrogen production plant, distribution and storage infrastructure and hydrogen end-uses

Specific conditions

  1. Specific conditions:described in thechapter 2.2.3.2 of the Clean Hydrogen JU 2022 Annual Work Plan

Documents

Call documents:

Application form — As well available in the Submission System from March 31st 2022

Application form - Part B (HE CleanH2 RIA, IA)

Application form - Part B (HE CleanH2 CSA)

 Evaluation forms

Evaluation form (HE RIA, IA)

Evaluation form (HE CSA)

 Model Grant Agreement (MGA)

HE General MGA v1.0  

 Clean Hydrogen JU - Annual Work Programme 2022 (AWP 2022)

AWP 2022

 Clean Hydrogen JU - Strategic Research and Innovation Agenda (SRIA) 

SRIA - Clean Hydrogen JU 

Additional documents:

HE Main Work Programme 2021–2022 – 1. General Introduction

HE Main Work Programme 2021–2022 – 13. General Annexes

HE Programme Guide

HE Framework Programme and Rules for Participation Regulation 2021/695

HE Specific Programme Decision 2021/764

EU Financial Regulation

Rules for Legal Entity Validation, LEAR Appointment and Financial Capacity Assessment

EU Grants AGA — Annotated Model Grant Agreement

Funding & Tenders Portal Online Manual

Funding & Tenders Portal Terms and Conditions

Funding & Tenders Portal Privacy Statement

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