HORIZON EUROPE
Europeo
Specific Challenge:Human factors are the largest cause of accidents across all transport modes. Increased technical development and automation fundamentally change the way in which humans interact with the road or rail vehicles, vessels or aircraft and can improve safety by decreasing the human element. Evolving systems, operations and technology change how humans perceive their immediate environment and traffic as well as how they interact with the machine. However, machines are inherently less flexible than humans, who are, by their nature, variable in terms of behaviour, experience, cultural demographic, distraction, fatigue etc. Availability of sufficient relevant data on human factors needs to be secured. There is also a need for better methodologies to assess human factors which should be incorporated within risk based approaches to design and operation. In particular, human behaviour in "normal situations", in addition to accidents and incidents, should be assessed using real world data when available. Consideration also needs to be taken of demographic factors, including dynamics such as variations in safety perception and behaviour resulting from greater cultural... ver más
Specific Challenge:Human factors are the largest cause of accidents across all transport modes. Increased technical development and automation fundamentally change the way in which humans interact with the road or rail vehicles, vessels or aircraft and can improve safety by decreasing the human element. Evolving systems, operations and technology change how humans perceive their immediate environment and traffic as well as how they interact with the machine. However, machines are inherently less flexible than humans, who are, by their nature, variable in terms of behaviour, experience, cultural demographic, distraction, fatigue etc. Availability of sufficient relevant data on human factors needs to be secured. There is also a need for better methodologies to assess human factors which should be incorporated within risk based approaches to design and operation. In particular, human behaviour in "normal situations", in addition to accidents and incidents, should be assessed using real world data when available. Consideration also needs to be taken of demographic factors, including dynamics such as variations in safety perception and behaviour resulting from greater cultural and ethnic diversity in the EU.
The challenge is to improve transport safety through a more timely, focussed and integrated adoption of human factors in the design of road or rail vehicles, vessels or aircraft, infrastructure and the mobility system - taking advantage of automation - as well as increasing knowledge of enhanced human machine interactions to further advance the use of automation without introducing new, previously unknown, safety risks. More knowledge is needed on how automation changes human behaviour and the capability to react appropriately to fast emerging situations in a complex environment.
It is also necessary to understand and address bottlenecks in organisational acceptance of technological and social change. This includes emerging legal and regulatory issues associated with shifts in responsibility of the operator (driver, pilot, captain etc) as well as governance of complex integrated systems.
Cross-fertilisation of concepts and technologies across transport modes is encouraged.
Scope:In order to meet this challenge, proposals should address one of the following sub-topics, and clearly indicate which subtopic is addressed:
Subtopic A): Understand the limitations, interaction and range of factors that influence and degrade human performance when controlling a vehicle/aircraft/vessel and apply solutions that overcome these limitations. Establish the conditions for a "tolerance zone" of acceptable operator performance and corresponding appropriate actions when the limits of safe behaviour are approached. The range of factors to be taken into account includes – but is not limited to - physical profile and ability, age, gender, linguistic and IT abilities, level of technical and non-technical skills, culture, and limitations faced by persons of reduced mobility (“PRM”). Carry out comparative behavioural and perceptive studies in different EU regions, and – within them – between different cultural and ethnic groups amongst transport users and operators, in order to understand diversity in perception of danger, comprehension of rules, mobility behaviour. Apply the knowledge in concepts and solutions. Methods and measures that support better adaptation skills in human behaviour, or provide intelligent support, may be considered. Define behavioural markers, including indicators of successful and degraded human performance. Develop recovery measures and mitigation solutions together with methods and techniques for measurement of changes in performance. Virtual concepts should be considered. Verify models and methods experimentally in relevant use cases. Activities should be aimed at identifying measures to increase understanding, respect and acceptance of transport safety rules. Furthermore the actions proposed should support the transfer of best practice within the EU and in neighbouring countries and ensure a better transport culture. Collaboration with neighbouring countries is recommended.Subtopic B): Improve the assessment of human risk factors in risk based design and operation within waterborne / air transport, including crew resource management, crew awareness and response in extreme cases (e.g collision, evacuation, aircrafts upset recovery, runway excursions, etc). Identify new (and presently unknown) risk factors which might arise in the transformation towards increasing automation. Compile and analyse a large quantity of global real world accident, incident, near miss and other safety event data. Use this data to develop improved methodologies to address human factors within risk based comprehensive design models and operational safety assessment for waterborne and air transport. The data (if necessary anonymised) should be retained as an open source beyond the project, and be maintained and updated. Standardised guidelines should be developed for assessing and categorising human factors within investigations of accidents, incidents and near misses and other safety events. The resulting data should be easily incorporated into open data bases which can be a continued resource for risk based design and operations. Guidelines should be developed and, if necessary, recommendations to amend existing rules and regulation should be made. Proposals should include methodologies or tools to demonstrate that they contribute significantly to safe transport systems through the knowledge created and also show how the measures identified adapt best practices to local conditions. Work should draw upon knowledge from other sectors-when addressing risk and interaction with complex systems. Development of enhanced Human Machine Interface solutions and simulators should take into account the advantages of automation. The cross-modal transfer of human factors issues within various levels of automation should also be considered. Proposals addressing air transport may include the commitment from the European Aviation Safety Agency to assist or to participate in the action.
In line with the strategy for EU international cooperation in research and innovation[(COM(2012)497, international cooperation is encouraged.
The Commission considers that proposals requesting a contribution from the EU of between EUR 4 and 8 million each would allow this specific challenge to be addressed appropriately. Nonetheless, this does not preclude submission and selection of proposals requesting other amounts.
Expected Impact:A significant step towards a safe transport system considering all transport modes, enabled by a decrease in collisions and incidents attributable to human factors by taking advantage of increasing automation in transport operation and control. Enhanced transport safety for a diverse demographic by increasing consideration of human factors within designs and transport operation means. Improved selection and training of operators. Enhanced international cooperation concerning human factors. Improved international rules and regulations. Facilitation of learning and safety improvement from assessment of human factors within accidents, incidents, near misses and other safety events, enabled through the provision of a long term human factors data resource. For road transport, actions will contribute to UN's Sustainable Development Goals 11 (Make cities and human settlements inclusive, safe, resilient and sustainable) and 3.6 (By 2020, halve the number of global deaths and injuries from road traffic accidents). For aviation, actions will contribute to United Nations' International Civil Aviation Organisation (ICAO), EASA and FlightPath2050 goals to decrease fatality rates. For waterborne actions will contribute to IMO, EMSA, European maritime transport policy and UN Sustainable Development Goals 14 concerning the sustainable use of the seas and oceans.
Cross-cutting Priorities:International cooperationSocio-economic science and humanitiesBlue GrowthGender
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Características del consorcio
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La ayuda es de ámbito europeo, puede aplicar a esta linea cualquier empresa que forme parte de la Comunidad Europea.
Características del Proyecto
Los costes de personal subvencionables cubren las horas de trabajo efectivo de las personas directamente dedicadas a la ejecución de la acción. Los propietarios de pequeñas y medianas empresas que no perciban salario y otras personas físicas que no perciban salario podrán imputar los costes de personal sobre la base de una escala de costes unitarios
Los otros costes directos se dividen en los siguientes apartados: Viajes, amortizaciones, equipamiento y otros bienes y servicios. Se financia la amortización de equipos, permitiendo incluir la amortización de equipos adquiridos antes del proyecto si se registra durante su ejecución. En el apartado de otros bienes y servicios se incluyen los diferentes bienes y servicios comprados por los beneficiarios a proveedores externos para poder llevar a cabo sus tareas
La subcontratación en ayudas europeas no debe tratarse del core de actividades de I+D del proyecto. El contratista debe ser seleccionado por el beneficiario de acuerdo con el principio de mejor relación calidad-precio bajo las condiciones de transparencia e igualdad (en ningún caso consistirá en solicitar menos de 3 ofertas). En el caso de entidades públicas, para la subcontratación se deberán de seguir las leyes que rijan en el país al que pertenezca el contratante
Características de la financiación
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 2020 projects. See the information in the Online Manual.
2. Eligibility and admissibility conditions: described in Annex B and Annex C of the Work Programme.
Proposal page limits and layout: please refer to Part B of the proposal template in the submission system below.
3. Evaluation:
Evaluation criteria, scoring and thresholds are described in Annex H of the Work Programme.
Submission and evaluation processes are described in the Online Manual.
Grants will be awarded to proposals according to the ranking list. However, in order to ensure a balanced portfolio of supported actions, at least the highest-ranked proposal per sub-topic will be funded provided that it attains all thresholds.
4. Indicative time for evaluation and grant agreements:
Information on the outcome of evaluation (two-stage call):
For stage 1: maximum 3 months from the deadline for submission.
For stage 2: maximum 5 months from the deadline for submission.
Signature of grant agreements: maximum 8 months from the deadline for submission.
5. Proposal templates, evalu... 1. Eligible countries: described in Annex A of the Work Programme.
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 2020 projects. See the information in the Online Manual.
2. Eligibility and admissibility conditions: described in Annex B and Annex C of the Work Programme.
Proposal page limits and layout: please refer to Part B of the proposal template in the submission system below.
3. Evaluation:
Evaluation criteria, scoring and thresholds are described in Annex H of the Work Programme.
Submission and evaluation processes are described in the Online Manual.
Grants will be awarded to proposals according to the ranking list. However, in order to ensure a balanced portfolio of supported actions, at least the highest-ranked proposal per sub-topic will be funded provided that it attains all thresholds.
4. Indicative time for evaluation and grant agreements:
Information on the outcome of evaluation (two-stage call):
For stage 1: maximum 3 months from the deadline for submission.
For stage 2: maximum 5 months from the deadline for submission.
Signature of grant agreements: maximum 8 months from the deadline for submission.
5. Proposal templates, evaluation forms and model grant agreements (MGA):
Research and Innovation Action:
Specific provisions and funding rates
Proposal templates are available after entering the submission tool below
Standard evaluation form
General MGA - Multi-Beneficiary
Annotated Grant Agreement
6. Additional provisions:
Horizon 2020 budget flexibility
Classified information
Technology readiness levels (TRL) – where a topic description refers to TRL, these definitions apply
Members of consortium are required to conclude a consortium agreement, in principle prior to the signature of the grant agreement.
8. Additional documents:
1. Introduction WP 2018-20
11. Smart, green and integrated transport WP 2018-20
18. Dissemination, Exploitation and Evaluation WP 2018-20
General annexes to the Work Programme 2018-2020
Legal basis: Horizon 2020 Regulation of Establishment
Legal basis: Horizon 2020 Rules for Participation
Legal basis: Horizon 2020 Specific Programme
7. Open access must be granted to all scientific publications resulting from Horizon 2020 actions.
Where relevant, proposals should also provide information on how the participants will manage the research data generated and/or collected during the project, such as details on what types of data the project will generate, whether and how this data will be exploited or made accessible for verification and re-use, and how it will be curated and preserved.
Open access to research data
The Open Research Data Pilot has been extended to cover all Horizon 2020 topics for which the submission is opened on 26 July 2016 or later. Projects funded under this topic will therefore by default provide open access to the research data they generate, except if they decide to opt-out under the conditions described in Annex L of the Work Programme. Projects can opt-out at any stage, that is both before and after the grant signature.
Note that the evaluation phase proposals will not be evaluated more favourably because they plan to open or share their data, and will not be penalised for opting out.
Open research data sharing applies to the data needed to validate the results presented in scientific publications. Additionally, projects can choose to make other data available open access and need to describe their approach in a Data Management Plan.
Projects need to create a Data Management Plan (DMP), except if they opt-out of making their research data open access. A first version of the DMP must be provided as an early deliverable within six months of the project and should be updated during the project as appropriate. The Commission already provides guidance documents, including a template for DMPs. See the Online Manual.
Eligibility of costs: costs related to data management and data sharing are eligible for reimbursement during the project duration.
The legal requirements for projects participating in this pilot are in the article 29.3 of the Model Grant Agreement.
Información adicional de la convocatoria
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