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).

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