To move away from the dependence on hydrazine for space propulsion, greener alternatives must be sought. Cryogenic propellant combinations such as oxygen / methane offer higher specific impulses than storable combinations, but their low saturation temperatures raise additional challenges with respect to preventing their evaporation during long-term storage. While the ability to refuel craft with cryogenic propellants would allow for longer-term manned missions to Mars and the Moon, as well as aid in the improvement of in-space sustainability, preventing the evaporation of the propellants during the transfer process also poses challenges. As of today, neither long-term storage nor refuelling with cryogenic propellants has been demonstrated in-orbit. CRYSALIS will develop and mature the technologies needed for the management of cryogenic propellant for future space transportation and in-orbit servicing activities. This maturation will include performing a small-scale in-orbit demonstration to mature those whose performance can only be characterised in a microgravity environment. This will be a closed-system demonstrator flown on-board the Nyx capsule, which will aim to not only demonstrate the feasibility of such processes but will aim to improve the understanding of the behaviour of such propellants under microgravity, allowing for development of future systems. These technologies will aid in ensuring the independent access of the EU to space, in particular to manned and heavy missions beyond GEO and LEO, by supporting the development of a logistical network of craft, depots, and hubs, required for cis-lunar and future Martian missions.

Superconducting medium-voltage cables, based on HTS and MgB2 materials, have the potential to become the preferred solution for energy transmission from many renewable energy sites to the electricity grid. Onshore HTS cables provide a compact design, which preserves the environment in protected areas and minimizes land use in urban areas where space is limited. Offshore HTS cables compete on cost and – compared to conventional HVDC cables – have the clear benefit of eliminating the need for large and costly converter stations on the offshore platforms. MgB2 cables in combination with safe liquid hydrogen transport directly from renewable energy generation sites to e.g., ports and heavy industries, introduce a new paradigm of two energy vectors used simultaneously in the future. Both HTS, cooled with liquid nitrogen, and MgB2, cooled with liquid hydrogen, MVDC superconducting cables will be designed, manufactured, and tested, including a six-month test for the MgB2 cable. For grid protection, a high-current superconducting fault current limiter module will be designed and tested. Furthermore, the technology developments will be supported by techno-economic analyses, and a study of elpipes, large cross-section conductors for high-power transfer, will be performed. The superconductor technology developments will accelerate the energy transition towards a low-carbon society by the direct key impacts of the project: • 30% LCOE reduction for offshore windfarm export cables • 15% reduction in total cost of entire offshore windfarms • Possibility to transfer 0.5 GW in the form of H2 and 1 GW electric energy in one combined system • Installation of cables for 90 GW transmission capacity by the consortium partners by 2050 • Creation of 5 000 European jobs within the field of sustainable energy

Liquid hydrogen is a key solution to enable strong carbon reduction for energy, chemical and mobility industries. If technologies are mature for light vehicles fast refuelling, it is still a challenge for heavy duty applications, hampering massive environmental gains for aviation, maritime, railroad. DelHyVEHR offers to fill the gap of liquid hydrogen distribution technologies by driving the maturation to the demonstration at TRL 6 of the large-scale refuelling station and each main systems with a specific focus on pumping, metering, loading and boil-off gas management systems. DelHyVEHR main objectives are to: • Develop a high flowrate (>5 t/h and up to 6 t/h) transfer cryogenic pump for LH2 refuelling stations with high efficiency (>60%) and high reliability (Mean Time Between Maintenance > 3000h) • Develop and adapt loading and dispensing systems for the high-flowrate refuelling station • Develop and optimize a boil-off gas management system enable to recover >80% of the hydrogen • Design, build and operate the LH2 refuelling station to refill a cryogenic storage of 4-6 m3 and with integrated technologies demonstrated over long-time operation (>10 h) • Assess economic, environmental impacts and policy suitability of the technologies and demonstrator with expected cost reduction of investments and operation of LH2 bunkering stations at 1.5 €/kg and deliver H2 carbon footprint aligned with RED II legislation below 3.38 kgCO2/kgH2 • Ensure safety of the LH2 bunkering station and its operation DelHyVEHR demonstration before 2027 will enable commercialisation before 2029 to target 15 refuelling stations in 2030 and up to 81 stationsin 2040 for shipping, aviation and railroad markets. To succeed, DelHyVEHR gathers 13 EU leading partners covering the whole value chain from component development to system demonstration and assessment, along with an advisory board of worldwide leading H2 end-users.

Air transport has grown by about 9% every year since 1950 and has made the world smaller on a human scale. However, commercial flights remain expensive and account for 2% of human emissions of CO2. As a result, airlines and the aviation industry envision tomorrow's transportation, which will require reduced costs, noise and greenhouse gas emissions. Aeronautics is a sector historically marked by a constant demand for innovation and technological progress. The search for reducing the environmental impact of air transport (emission of greenhouse gases and noise) is a natural part of this project. The evolution of thermal engine technologies, used for aeronautical propulsion (airplanes, helicopters, drones), arrives today at a limit which does not allow to glimpse of sufficient reduction of consumption and compatible pollutant emission of the fixed objectives with the new environmental standards (ACARE). To meet these expectations, electric power seems to be chosen for the development of future aircraft. Several manufacturers, governments and universities have started to work on hybrid or electric aircraft systems. At present, the electrically propelled architectures have been partially studied. Safeties, redundancy, the optimal use of hybrid architecture propulsion modules, or energy storage are just some of the steps that have yet to be taken. Each year, Airbus produces about 500 aircraft, ATR in pound about 50 and Eurocopter builds 300 helicopters. This represents a potential market of 1,500 high-power electric motors applied to hybrid or electric propulsion systems for aeronautics. For information, the average price of an Airbus A320 reactor (the CFM56-5B) is 7.6 million USD. "More electric" aircraft will reduce the overall cost of ownership, improve propulsive efficiency and reduce the impact on the environment. For example, developments for more electric aircraft are designed to replace the energy vectors that are hydraulic fluids and compressed air by the electric current in order to obtain a consequent significant reduction in fuel consumption. One of the most important parameters for aeronautical systems is the mass energy (Wh/kg) for storage systems and mass power (kW/kg) for electric actuators or power converters. The most electric aircraft currently is the Boeing 787. The total electric power installed is 1MW. This aircraft incorporates electric generators with a power density of 2.2 kW/kg. Projections for the next 20 years estimate that the power density could reach 9 kW/kg for conventional machines from 1 to 3 MW. To achieve higher objectives up to 20kW/ kg, disruptive technologies are studied. The use of materials such as superconductors could significantly increase the mass power of motors or generators. The main results obtained during the first RESUM project are: • Validation of electromagnetic design tools. • Realization of a superconducting machine at high speed, 5000 rpm, • Study of an original cryostat structure allowing a significant gain, about 30%, of mass torque. • Patent filings for ways to improve the proposed machine structure This new project that follows RESUM is devoted to the study and realization of a machine whose power is between 500 kW and 1 MW.

SCARBOn (Space CARbon Observatory Next step) is the continuation of the Horizon 2020 SCARBO project. This multidisciplinary project is carried out by a gender-diverse team, through a consortium including the space industry, SMEs and scientific institutes. It is led from Toulouse, France by Airbus Defence and Space. The SCARBOn system is based on a constellation of small greenhouse gases (GHG) monitoring satellites, flying an innovative miniaturised CO2/CH4 instrument (NanoCarb) together with a coregistered compact aerosol sensor (SPEXone). Together, they will deliver twice-daily accurate global measurements to monitor the diurnal variations of fossil CO2 emission. The objective of the SCARBOn project is to mature the technical and industrial definition of the NanoCarb instrument and of the SCARBOn constellation, targeting an operational system availability before the end of the decade. The design of the NanoCarb instrument will be upgraded and refined following the outcomes of the previous SCARBO study, and its performances will be carefully modelled. An instrument breadboard will provide valuable data during an airborne campaign, which will be used together with modelled data to verify the instrument design. This will allow raising the instrument TRL to at least 5, targeting 6 by the end of the project. Data processing at levels L1 to L4 will validate the concept capability to monitor GHG plumes from space. The constellation concept will also be refined in view of a possible short-term industrial implementation. SCARBOn’s daily CO2 and CH4 anthropogenic emissions monitoring data, based on novel European breakthrough technologies, will be a valuable contributor to the European Commission’s endeavour to fight climate change. As an upside, the monitoring data will foster the development of added-value services and will represent a state-of-the-art European alternative to the burgeoning non-European commercial initiatives.