HORIZON EUROPE
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Specific Challenge:Appropriate actions taken following a marine accident can greatly reduce loss of life or damage to the environment. This is particularly the case for very large passenger ships where flooding and maintenance of stability and systems that can safely evacuate large numbers of passengers (from a wide demographic within difficult conditions harsh environments and where there may be limited search and rescue capability) are critical. Despite improvements, fires on board passenger, roro and containerships continue to be a regular occurrence, which sometimes require external intervention for passenger and crew evacuation and on certain occasions could remain uncontrolled for days before being extinguished. Such interventions cannot be assured and are not always effective with consequent risk to personnel and the environment. The specific challenge is to develop solutions that address these risks and which can be reflected within forthcoming revisions of relevant IMO Rules. International cooperation to draw upon global experience and facilitate common positions that are founded upon joint research is considered particularly valuable.
Scope:To address...
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Specific Challenge:Appropriate actions taken following a marine accident can greatly reduce loss of life or damage to the environment. This is particularly the case for very large passenger ships where flooding and maintenance of stability and systems that can safely evacuate large numbers of passengers (from a wide demographic within difficult conditions harsh environments and where there may be limited search and rescue capability) are critical. Despite improvements, fires on board passenger, roro and containerships continue to be a regular occurrence, which sometimes require external intervention for passenger and crew evacuation and on certain occasions could remain uncontrolled for days before being extinguished. Such interventions cannot be assured and are not always effective with consequent risk to personnel and the environment. The specific challenge is to develop solutions that address these risks and which can be reflected within forthcoming revisions of relevant IMO Rules. International cooperation to draw upon global experience and facilitate common positions that are founded upon joint research is considered particularly valuable.
Scope:To address these challenges, proposals should address one of the following subtopics and clearly indicate which one they are addressing:
Subtopic A): To be implemented through Research and Innovation Action. Linked to a forthcoming revision of IMO rules and with a focus on passenger ships, research will address probabilistic damage and consequence safety assessment and actions to control damage and maximise stability following grounding and contact damage. The widest possible accident and design data from all relevant types of ship and damage should be sourced, processed, interpreted for passenger ships and used within probabilistic models. Retaining open access to data is encouraged. Consideration should be given to validation of such models through simulations and model tests. The optimisation of watertight doors in terms of their operation, their role as a watertight boundary and the risk they pose to personnel should also be considered.
Subtopic B): To be implemented through Research and Innovation Action. Research will address a radical re-think of evacuation systems for passenger ships having a high passenger capacity. Next generation of life saving systems should be developed that are "deskilled" to facilitate safe and swift operation on a damaged vessel within stressful environments and which are suitable for large numbers persons from a wide demographic range within poor or extreme weather conditions. Together technical solutions developed to TRL5 and their demonstration, social and behavioural aspects need to be considered.
Subtopic C): To be implemented through Innovation Action. With an emphasis on passenger and crew safety for all types of roro ships, research should address risk, design, ignition, detection, extinguishment, containment and regulatory issues so as to greatly enhance the prevention and management of fires at sea without recourse to external intervention. Solutions should be developed that are subject to experimental validation and demonstration and should include both operational and design risk control options. Special consideration needs to be given to fires originating within all types of roro decks.
Subtopic D): To be implemented through Innovation Action. With an emphasis on container vessels and crew safety, research should address risk, design, detection, firefighting and regulatory issues so as to greatly enhance the prevention and safe management of fires at sea without recourse to external intervention. Special attention should be given to fires occurring within the cargo area where relevant risk control options should be presented, analysed and the effects of their application validated though computer simulation and model test.
In line with the Union's strategy for international cooperation in research and innovation international cooperation is encouraged.[1]
The Commission considers that proposals requesting a contribution from the EU of between EUR 7 and 12 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:To TRL5, innovative technical solutions which significantly improve the safety of shipping will be developed and demonstrated. Activities will provide a technical basis and proposals for the revision of relevant international IMO safety rules. With respect to damage stability, establish a large body of evidence that can provide a sound basis for probabilistic models, free water effects and realistic procedures and systems to maintain stability sufficiently to enable safe evacuation within all reasonably foreseeable circumstances. Concerning evacuation, activities will develop and demonstrate a system that is intuitive, as far as possible automated and fail safe so that it is operable without significant training. The system must enable the timely safe evacuation of large numbers of persons from a wide demographic range in adverse conditions. Considering several recent on board fires, the developed solutions will enable similar on board fires to be detected swiftly and tackled safely without recourse to external intervention. International cooperation with important shipping nations will facilitate common science based understandings and a global approach to marine safety. Contribute to UN's Sustainable Development Goal 14 Conserve and sustainably use the oceans, seas and marine resources and the target to prevent and significantly reduce marine pollution of all kinds.
Cross-cutting Priorities:Open ScienceBlue GrowthSocio-economic science and humanitiesInternational cooperation
[1](COM(2012)497)
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Características del consorcio
:
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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