Ensuring the safety, resilience and security of waterborne digital systems
HORIZON Research and Innovation Actions
Basic Information
- Identifier
- HORIZON-CL5-2024-D6-01-10
- Programme
- Safe, Resilient Transport and Smart Mobility services for passengers and goods
- Programme Period
- 2021 - 2027
- Status
- Closed (31094503)
- Opening Date
- May 6, 2024
- Deadline
- September 4, 2024
- Deadline Model
- single-stage
- Budget
- €7,000,000
- Min Grant Amount
- €3,000,000
- Max Grant Amount
- €3,500,000
- Expected Number of Grants
- 2
- Keywords
- HORIZON-CL5-2024-D6-01-10HORIZON-CL5-2024-D6-01Sea vesselsSustainable transport - general
Description
Project outputs and results are expected to contribute to the following expected outcomes:
- Increased safety and resilience of waterborne digital systems, including system of systems and their functions and considering both malicious intervention and system failure with particular regard to the application of artificial intelligence methodologies, networks of sensors and the onshore on-board communications.
- Improved system design addressing human factors issues in the changing levels of human/automated system interactions
- Assurance of the resilience, safety and security of waterborne digital and connected systems is undertaken on the basis of robust methodologies to a similar standard to that applied within other sectors which apply safety critical digital technology and their application in safety critical conditions including the safety of navigation and its systems.
- Robust by design waterborne digital and connected systems for safety and resilience (incl. reliability regimes such as fail safe, fail secure, fail to operation etc., HAZOP, system of systems, security, hardware and equipment data, etc.)
- Methodologies to enable effective HAZOP analysis and validation of waterborne digital systems are developed and disseminated, increasing the use of common approaches, also when using artificial intelligence applications.
- Increased software safety (incl. functional analysis and reliability assessment).
- Increased cyber security for operation and maintenance (incl. software maintenance).
Increasingly, modern waterborne transport relies upon smart digital and connected systems to ensure safe and efficient operation. Within large complex vessels, system of systems approaches are used together with Internet of Things and Artificial Intelligence approaches to integrate diverse systems ranging from sensors, business and cargo management systems, power and engine management, electronic navigation and situational awareness. System integration of systems with proprietary digital control systems has become more and more critical in terms of ensuring safety and efficiency. The complexity and foundation upon software, makes assurance of the resilience of such systems challenging and requires a different to that applied to hardware- based systems. Waterborne digital system can be vulnerable to both malicious intervention and the consequences of system failure. Examples have included the spoofing of navigational GPS signals, ransom wear attacks on integrated container management systems, complete power shutdown and the helicopter evacuation of a large passenger ship when engine protection systems identified a common fault across all engine waterborne systems. The challenge to assure the safety and resilience of digital systems is particularly important within large complex vessels where the level of integration and connectivity is high and where the consequences of failure can be particularly severe.
In the domain of power generation and management the vastness of new technological solutions, often driven by environmental regulations, poses new challenges in ships’ design and management, where the need for integration of diverse energy converters (ICEs, batteries, fuel cells, wind, capacitors, etc.) confront designers and operators with systems based on profoundly different operating principles coming together with different requirements and control and digital systems. Integration for harnessing the full potential in a safe and secure frame is key to their implementation.
Furthermore, the capability of integrating different systems (and their dynamics) involve an always increased number of sensors, whose data, fused, should become available for optimisation and increased awareness during normal and safe critical operations.
Comprehensive HAZOP (Hazard Operability) studies are essential for such vessels, yet the methodologies are poorly established within the waterborne sector whilst other sectors operating safety critical digital systems (aerospace, nuclear, medical automotive etc.) have well established practices. Furthermore, applying “hardware in the loop” to simulation and validation of digital systems in dependent on the quality of the digital simulation model. This can be difficult for waterborne transport due to the variability of ship designs, complexity and lack of relevant data concerning the integrated components. Pre-delivery testing and sea trials could include fault simulation and digital testing founded upon the identification of critical digital systems identified by the HAZOP, yet such trials focus on hard-ware or subsystems such as rudder control rather than addressing the entire integration. For safety critical systems, reliability regimes need to be established to identify the safe default state in case of system failure or the identification of malicious intervention. In this respect the best system state could be: “fail operational”, “fail soft”, “fail safe”, “fail secure”, “fail passive”, “be fault tolerant”.
Activities will address the development of a HAZOP methodology for whole system assessment of highly digitised, connected complex vessels. The methodology should include system, system of systems designed for specific function or sets of functions and/or a methodology for the entire vessel, including when application of artificial intelligence algorithms is foreseen. The methodology will be developed with relevant stakeholders including shipbuilders, system designers and equipment providers, IT professionals, operators, class societies, regulators. The acceptability of the methodology to all stakeholders will be assessed and an implementation roadmap will be developed to account for any identified barriers. Work will draw upon the expertise of other sectors with more developed procedures for the assessment and assurance of digital safety.
On-board systems and functions integration by design, for safe and secure operation should be used to test and demonstrate the safety and security of the applications.
The developed methodology will be applied to a representative complex highly digitised vessel, safety critical systems and functions will be identified, and appropriate reliability regimes and mitigation measures will be established with consideration of both malicious intervention and system failure.
Cost effective methodologies for validating the safety, resilience and correct functioning of digital and connected safety critical ship systems, including system of systems, will be developed and demonstrated.
- In case of validation on the basis of a theoretical digital models and/or digital twinning (e.g. hardware in the loop) then the validity of the model should be proven as well as its flexibility to be applied towards a range of vessel designs.
- In case of validation on the basis of physical testing of the responses of the final system to a range of fault conditions and malicious interventions during the final trials, there should be assurance that test conditions are representative of the identified risks.
Guidance should be produced and disseminated concerning the recommended methodology for assuring the safety and resilience of complex digitalised and connected shipping.
The safety assessment should be developed by using methodologies suitable for being assessed in international fora such as the International Maritime Organisation.
Destination & Scope
This Destination includes activities addressing safe and smart mobility services for passengers and goods.
Europe needs to manage the transformation of supply-based transport into safe, resilient and sustainable transport and demand-driven, smart mobility services for passengers and goods. Suitable research and innovation will enable significant safety, environmental, economic and social benefits by reducing accidents caused by human error, decreasing traffic congestion, reducing energy consumption and emissions of vehicles, increasing efficiency and productivity of freight transport operations. To succeed in this transformation, Europe’s ageing (and not always sustainable) transport infrastructure needs to be prepared for enabling cleaner and smarter operations.
Europe needs also to maintain a high-level of transport safety for its citizens. Resilience should be built in the transport systems to prevent, mitigate and recover from disruptions. Research and innovation will underpin the three safety pillars: technologies, regulations and human factors.
This Destination contributes to the following Strategic Plan’s Key Strategic Orientations (KSO):
- C: Making Europe the first digitally enabled circular, climate-neutral and sustainable economy through the transformation of its mobility, energy, construction and production systems;
- A: Promoting an open strategic autonomy[1] by leading the development of key digital, enabling and emerging technologies, sectors and value chains to accelerate and steer the digital and green transitions through human-centred technologies and innovations.
It covers the following impact areas:
- Industrial leadership in key and emerging technologies that work for people;
- Smart and sustainable transport.
The expected impact, in line with the Strategic Plan, is to contribute to “Safe, seamless, smart, inclusive, resilient and sustainable mobility systems for people and goods thanks to user-centric technologies and services including digital technologies and advanced satellite navigation services”, notably through:
- Accelerating the implementation of innovative connected, cooperative and automated mobility (CCAM) technologies and systems for passengers and goods (more detailed information below).
- Further developing a multimodal transport system through sustainable and smart long-haul and urban freight transport and logistics, upgraded and resilient physical and digital infrastructures for smarter vehicles and operations, for optimised system-wide network efficiency (more detailed information below).
- Drastically decreasing the number of transport accidents, incidents and fatalities towards the EU’s long-term goal of moving close to zero fatalities and serious injuries by 2050 even in road transportation (Vision Zero) and increase the resilience of transport systems (more detailed information below).
Connected, Cooperative and Automated Mobility (CCAM)
Joint actions are foreseen between the “Cooperative Connected and Automated Mobility” (CCAM) partnership, the “2ZERO” Partnership and the Mission on “Climate Neutral and Smart Cities”, in particular the Joint topic “Co-designed smart systems and services for user-centred shared zero-emission mobility of people and goods in urban areas (see work programme of the Cities’ Mission 2023).
To test CCAM solutions, applicants can seek possibilities of involving the European Commission’s Joint Research Centre (JRC) in order to valorise the relevant expertise and physical facilities of JRC in demonstrating and testing energy and mobility applications of the JRC Living Lab for Future Urban Ecosystems https://ec.europa.eu/jrc/en/research-facility/living-labs-at-the-jrc
Main expected impacts:
- Seamless, affordable and user oriented CCAM based solutions with particular focus on shared, smart and zero emission mobility and goods deliveries for all and high public buy-in of these solutions.
- Validated safety and security, improved robustness and resilience of CCAM technologies and systems.
- Vehicle technologies and solutions which optimise the on-board and off-board experience in terms of well-being, security and privacy.
- Comprehensive set of verification, validation and rating procedures of CCAM systems
- Secure and trustworthy interaction between road users, CCAM and “conventional” vehicles, physical and digital infrastructure and services to achieve safer and more efficient transport flows (people and goods) and better use of infrastructure capacity.
- Clear understanding of societal needs and impacts of CCAM (including ethics, employment, socio-economic impacts) at individual and collective level, to ensure a more tailored, resilient and sustainable deployment of CCAM solutions.
- Better coordination of public and private R&I actions, large-scale testing and implementation plans in Europe towards harmonisation and standardisation.
Multimodal and sustainable transport systems for passengers and goods
Main expected impacts:
- Upgraded and resilient physical and digital infrastructures for clean, accessible and affordable multimodal mobility.
- Sustainable and smart long-haul and regional (including links to urban) freight transport and logistics, through increased efficiency and improved interconnectivity.
- Reduced external costs (e.g. congestion, traffic jams, emissions, air and noise pollution, road collisions) of passenger mobility and freight transport, as well as optimised system-wide network efficiency and resilience.
- Enhanced local and/or regional capacity for governance and innovation in passenger mobility and freight transport.
Safety and resilience - per mode and across all transport modes
Main expected impacts:
Safety in Urban Areas / Road Transport Safety
- Drastic reduction in serious injuries and fatalities in road crashes by 2030 and establishing a framework to improve traffic safety culture in the EU.
- Avoiding risks, collisions and finding new ways of reducing long term consequences of road crashes.
- Minimising the effects of disruptive changes on transport safety and improving the resilience of transport systems by design.
- Better infrastructure safety on urban and secondary rural roads throughout a combination of adaptable monitoring and maintenance solutions.
Waterborne Safety and Resilience
- Ensure safe and secure exploitation of technologies like digitalisation, Internet of Things, and sensors
Aviation Safety and Resilience
- Ensure safety through aviation transformation (from green/digital technologies uptake up to independent certification).
[1] ‘Open strategic autonomy’ refers to the term ‘strategic autonomy while preserving an open economy’, as reflected in the conclusions of the European Council 1 – 2 October 2020.
Eligibility & Conditions
General conditions
2. Eligible countries: described in Annex B of the Work Programme General Annexes
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 Europe projects. See the information in the Horizon Europe Programme Guide.
If projects use satellite-based earth observation, positioning, navigation and/or related timing data and services, beneficiaries must make use of Copernicus and/or Galileo/EGNOS (other data and services may additionally be used).
The following exceptions apply: subject to restrictions for the protection of European communication networks.
3. Other eligibility conditions: described in Annex B of the Work Programme General Annexes
4. Financial and operational capacity and exclusion: described in Annex C of the Work Programme General Annexes
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Award criteria, scoring and thresholds are described in Annex D of the Work Programme General Annexes
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Submission and evaluation processes are described in Annex F of the Work Programme General Annexes and the Online Manual
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Indicative timeline for evaluation and grant agreement: described in Annex F of the Work Programme General Annexes
6. Legal and financial set-up of the grants: described in Annex G of the Work Programme General Annexes
Documents
Call documents:
Standard application form — call-specific application form is available in the Submission System
Standard application form (HE RIA, IA)
Standard application form (HE RIA IA Stage 1)
Standard evaluation form — will be used with the necessary adaptations
Standard evaluation form (HE RIA, IA)
MGA
Call-specific instructions
Additional documents:
HE Main Work Programme 2023–2024 – 1. General Introduction
HE Main Work Programme 2023–2024 – 8. Climate, Energy and Mobility
HE Main Work Programme 2023–2024 – 13. General Annexes
HE Framework Programme and Rules for Participation Regulation 2021/695
HE Specific Programme Decision 2021/764
Rules for Legal Entity Validation, LEAR Appointment and Financial Capacity Assessment
EU Grants AGA — Annotated Model Grant Agreement
Funding & Tenders Portal Online Manual
Support & Resources
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Horizon Europe Programme Guide contains the detailed guidance to the structure, budget and political priorities of Horizon Europe.
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Latest Updates
Call update: EVALUATION results
Published: 07/12/2022
Deadline: 05/09/2024
Available budget: EUR 124,500,000.00
The results of the evaluation for each topic are as follows:
Topic | D6-01-01 | D6-01-02 | D6-01-03 | D6-01-04 | D6-01-05 | D6-01-06 | D6-01-07 |
Number of proposals submitted (including proposals transferred from or to other calls) | 12 | 3 | 7 | 30 | 1 | 48 | 15 |
Number of inadmissible proposals | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
Number of ineligible proposals | 0 | 0 | 0 | 0 | 0 | 2 | 3 |
Number of above-threshold proposals | 8 | 2 | 5 | 27 | 1 | 34 | 12 |
Total budget requested for above-threshold proposals | 47,762,928.00 € | 27,999,436.00 € | 29,963,857.00 € | 135,479,203.00 € | 4,499,846.00 € | 171,508,721.00 € | 116,678,805.00 € |
Number of proposals retained for funding | 2 | 1 | 2 | 2 | 1 | 2 | 2 |
Number of proposals in the reserve list | 2 | 1 | 2 | 2 | 0 | 2 | 2 |
Funding threshold* | 12.5 | 12.5 | 14 | 14 | 10.5 | 14 | 15 |
Ranking distribution |
| ||||||
Number of proposals with scores lower or equal to 15 and higher or equal to 14 | 1 | 0 | 2 | 3 | 0 | 4 | 5 |
Number of proposals with scores lower than 14 and higher or equal to 13 | 0 | 0 | 1 | 6 | 0 | 4 | 4 |
Number of proposals with scores lower than 13 and higher or equal to 10 | 7 | 2 | 2 | 18 | 1 | 26 | 3 |
Topic | D6-01-08 | D6-01-09 | D6-01-10 | D6-01-11 | D6-01-12 | D6-01-13 | |
Number of proposals submitted (including proposals transferred from or to other calls) | 29 | 18 | 17 | 31 | 17 | 1 | |
Number of inadmissible proposals | 0 | 0 | 0 | 0 | 0 | 1 | |
Number of ineligible proposals | 3 | 0 | 0 | 0 | 0 | 0 | |
Number of above-threshold proposals | 8 | 14 | 14 | 25 | 11 | 0 | |
Total budget requested for above-threshold proposals | 39,465,318.00 € | 41,766,523.00 € | 56,781,814.00 € | 85,857,663.00 € | 38,573,706.00 € | 0.00 € | |
Number of proposals retained for funding | 3 | 1 | 2 | 2 | 2 | 0 | |
Number of proposals in the reserve list | 2 | 2 | 2 | 2 | 2 | 0 | |
Funding threshold* | 12 | 14.5 | 14 | 14.5 | 14.5 |
| |
Ranking distribution | |||||||
Number of proposals with scores lower or equal to 15 and higher or equal to 14 | 1 | 3 | 2 | 4 | 3 | 0 | |
Number of proposals with scores lower than 14 and higher or equal to 13 | 1 | 5 | 3 | 2 | 2 | 0 | |
Number of proposals with scores lower than 13 and higher or equal to 10 | 6 | 6 | 9 | 19 | 6 | 0 | |
* Proposals with the same score were ranked according to the priority order procedure set out in the call conditions (for HE, in the General Annexes to the Work Programme or specific arrangements in the specific call/topic conditions).
Summary of the observer report:
"The selection of experts was found to be well balanced, and the experts complemented each other well. In general, the content of the topics was well covered by the experts. The CINEA staff was well prepared, and the organisational set-up was professionally arranged. Transparency was ensured through briefings, clear guidelines and quality control. The evaluation process was found efficient, with well-organized briefings and supporting documentation. The evaluation was considered fair and impartial, with high confidentiality maintained. The evaluation was conducted in full conformity with the applicable rules and guidance documents, and the quality of the entire evaluation process was high. The report also highlights some recommendations for improvement".
We recently informed the applicants about the evaluation results for their proposals.
For questions, please contact the Research Enquiry Service.
The call for proposals HORIZON-CL5-2024-D6-01 closed on 05/09/2024. 239 proposals were submitted to the call. The breakdown per topic is:
HORIZON-CL5-2024-D6-01-01 (RIA): 12
HORIZON-CL5-2024-D6-01-02 (RIA): 3
HORIZON-CL5-2024-D6-01-03 (IA): 7
HORIZON-CL5-2024-D6-01-04 (RIA): 30
HORIZON-CL5-2024-D6-01-05 (CSA): 1
HORIZON-CL5-2024-D6-01-06 (RIA): 51
HORIZON-CL5-2024-D6-01-07 (IA): 18
HORIZON-CL5-2024-D6-01-08 (IA): 32
HORIZON-CL5-2024-D6-01-09 (RIA): 18
HORIZON-CL5-2024-D6-01-10 (RIA): 17
HORIZON-CL5-2024-D6-01-11 (RIA): 31
HORIZON-CL5-2024-D6-01-12 (RIA): 17
HORIZON-CL5-2024-D6-01-13 (CSA): 2
Following the adoption of an amendment to the 2023-2024 Work Programme of Horizon Europe, a topic has been added to call HORIZON-CL5-2024-D6-01, namely topic HORIZON-CL5-2024-D6-01-13: “EU Member States/Associated countries research policy cooperation network to accelerate zero-emission road mobility (2ZERO Partnership)”.