The Ministry of Infrastructure and Water Management developed a grant scheme to reduce the emission of nitrogen, CO2 and particulate matter from building materials. In 2023 this scheme is available.
The grant programme for Clean and Zero-Emission Building Materials (SSEB in Dutch) aims to reduce the emissions of nitrogen, CO2, and particulate matter of building materials.
Specifically, the programme aims to give an impetus to:
- The purchase of emission-free construction machines for construction work;
- The conversion of both new and existing construction machines and sea-going construction vessels by means of NOx-reducing measures, namely SCR catalysts, conversion to zero-emission propulsionor re-motorisation;
- Feasibility studies and experimental development aimed at technology, innovation, and knowledge development in the pre-commercial phase, or purchase as part of experimental development.
These three intended objectives translate into three different paths within the programme.
First Two Paths: Purchase and Retrofit
We will discuss the paths of Purchase and Retrofit together, as they apply to the same types of machines and vehicles. Funding can be requested for machines and vehicles that meet one of the following three definitions:
- Construction machinery: This includes construction equipment in the form of mobile machinery, transportable industrial equipment, or vessels and vehicles specifically not intended for the transport of persons or goods.
- Auxiliary machinery: This includes machinery mounted on the chassis of a road or rail vehicle, or of a floating structure.
- Construction vehicles: This refers to vehicles with the vehicle qualification N2 or N3 recorded in the vehicle registration register and with the body code 9, 10, 15, 16, 26, 27 or 28, or the indication for special purposes SF.
The complete list of vehicles and vessels eligible for both Purchase and Retrofit is available. Please contact us, so we can send it to you. It is also important to note that not all vehicles and vessels are eligible for retrofit with SCR. This is included in the list. More technical details about the exact requirements they have to meet in order to be eligible for funding are also available.
Grant amount – purchase
The grant is based on the additional costs of purchasing emission-free construction machinery for construction work. For a large company this is 40% of the additional costs, and for an SME it is 50%. The maximum eligible costs are €300,000 per construction machine, and the maximum grant per year per applicant is €1,000,000.
Grant amount – retrofit
The grant for ‘retrofit’ is based on the net investment cost of the conversion. For a large company it is 40%, and for an SME it is 50%, except for re-motorisation where 15% of the net investment cost is eligible. De maximum eligible costs are €300,000 per conversion (exception for multiple SCR catalysts on one seagoing construction vessel), and a maximum grant per year per applicant of €1,000,000. An MIA discount deduction of 11.25% on investment costs (not for re-motorisation) applies here. Do you have questions regarding this information, please do contact us.
Although for reasons of space, it is not possible to list all of the technical requirements here, we provide a brief overview of the most important ones:
- Machines must be intended, or mainly used for, carrying out construction work in the open air.
- Electrically driven machines must have a continuous electrical power supply of 8 kilowatts or more.
- The battery pack that provides the energy for powering the construction machine must not contain lead.
- It is a strict requirement that the vehicles for which funding is requested, are not registered at the time the application is submitted.
- The received funding may not be stacked with other subsidies. In addition, the MIA will be deducted from the requested funding.
- The vehicle must be owned by the applicant no later than 48 months (for purchase), and max. 8 months (for retrofit) after the funding has been awarded without being transferred to third parties, and is primarily used in the construction sector in the Netherlands.
- A purchase agreement is required, meaning an offer is not sufficient. Purchase agreements agreed upon as of 1 January 2023 are eligible for the programme retroactively.
Third Path: Feasibility Studies and Experimental Development
The third path within this programme concerns feasibility studies and experimental development. Experimental development projects aim to accelerate the development of zero-emission construction equipment, either in the pre-commercial phase, or its roll-out. Research can also be done into the use of infrastructure for alternative energy carriers for zero-emission construction equipment or charging systems for the equipment’s batteries.
Feasibility studies are concerned with assessing whether such experimental development projects (as described above) are indeed feasible (technologically, economically, etc.).
- As indicated above, research into alternative energy carriers is also eligible. However, this explicitly does not encompass research relating to energy generation for recharging.
- Experimental development may only relate to non-combustion engine construction equipment, the energy needs of which are met by electricity, hydrogen, or non-petrochemical hydrogen carriers.
- The maximum duration of a feasibility study is 6 months.
- The maximum duration of an experimental development project is 2 years.
- Applications can also be made by a partnership, which can involve no more than one research organisatio
The following evaluation criteria apply to feasibility studies and experimental development:
- Subject: technical development & practical experience
- Impact: NOx reduction, follow-up potential, & knowledge transfer
- Quality of proposal: objectives, rapid implementation, project management, cost-effectiveness, & cooperation
Annual and Final Reports
At the end of each project year and at the end of the project, the consortium must submit a report indicating the extent to which the technological and organisational obstacles have been overcome. It must also be reported to what extent legislation and regulations were experienced as a hindrance; and what the influence of the project has been on energy consumption, emissions, cost price, and applicability of the innovative technique compared to existing alternatives.
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