A new framework to improve traffic safety culture in the EU
HORIZON Research and Innovation Actions
Basic Information
- Identifier
- HORIZON-CL5-2024-D6-01-12
- 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-D6-01-12HORIZON-CL5-2024-D6-01Sustainable transport - generalTraffic demand management
Description
Research results are expected to contribute to all the following outcomes:
- Growing a positive traffic safety culture across the EU that supports the Vision Zero goal and the Safe System Approach, and which is in line with the UN Sustainable Development Goals and the 2020 Stockholm Declaration, UN General Assembly Resolution and Global Plan of Action for the second decade on road safety
- Remedial action against detrimental, non-temporary impacts of the COVID-19 pandemic on certain road safety risk factors such as a shift from collective to individual means of transport. Facilitation of a shift to increase efficiency in road safety related public spending across Europe together with a shift towards more energy efficient mobility choices.
- Development and evaluation of strategies to transform the traffic safety culture of road users and stakeholders based on a valid model that identifies the key components defining traffic safety culture, including, for example, social norms, attitudes, perceived control, values, and system assumptions (including its energy efficiency and consumption)
- Concepts and guidelines to make the concept of traffic safety culture an integral part of road safety work of actors across the socio-economic systems of European societies
- Better understanding of the link between road safety outcomes and safety culture; pilot implementation of road safety education at secondary school level and also for decision makers and practitioners in EU Member States/Associated countries.
A Safe System entails the understanding and managing of all elements of the transport system, including the behaviour and interplay of its actors. Comparative analysis shows persistent differences in road safety performances between EU Member States/Associated countries. These differences may be attributable to differences in culture, which are hard to explain with classical risk models. Efforts should therefore be made to complement road safety initiatives by a safety culture perspective, i.e., the values, beliefs, priorities and viewpoints shared among groups of road users and stakeholders that influence their decisions to behave or act in ways that affect safety, while also considering energy consumption. This concept is already well established in organisational research.
Assessing road safety cultures in different national, regional or local systems, groups and organisations is believed to help understanding and explaining different patterns of risk perception and risk taking across communities and countries – and can likewise inform tailored interventions for these (sub-)cultures, which all come with their specific norms, values, beliefs and behaviours (including gender-related behavioural patterns). These interventions should address all relevant actors in the system for road transport of people and goods, and consider future developments, such as potential impacts by increasing automation levels or by the introduction of new means of road transport such as e-scooters and hoverboards.
Within this context, actions should contribute to establishing a framework for cultural transformation in road safety across the EU and thereby address all the following aspects:
- Better understanding of the link between road safety outcomes and safety culture, i.e. of sociocultural factors like values, beliefs, attitudes, and norms and their effects on actual behaviour of road users (including subjective perception of safety as well as implications of value of time and institutionalised travel costs) – and the ways how these factors can be sustainably transformed.
- Consideration in particular - but not exclusively - of traffic behaviour with high safety impacts, such as inadequate speed choice, distraction by communication or control devices, driving or riding under the influence of alcohol or drugs, non-use of protective devices, and risks triggered by professional drivers’ requirements to multitask and report while driving.
- Assessment of safety cultures and respective activities from other transport modes such as aviation and rail and their potential for road safety.
- Assessment of the interplay between shifting to more energy efficient mobility solutions and traffic safety.
- Consideration of safety impacts of new technologies (including better understanding and use of Advanced Driver Assistance Systems (ADAS)) and emerging transport means and services.
- Consideration of the safety impact of the increasing penetration of urban micro-mobility systems in mixed traffic scenarios and evaluation of potential safety improvements for the protection of micro-mobility users.
- Stocktaking of good practices from countries and companies worldwide already successfully applying cultural approaches to (road) safety work, including countries outside of the EU such as the US and Australia.
- Targeting all levels of the socio-economic systems of societies in the EU, i.e. from European to national, regional and local communities, including entities such as schools and workplaces. Also, NGOs, victims’ organisations etc. can play an important role in that regard.
- Clear guidance & hands-on advice on the design and evaluation of interventions to define, measure, transform and institutionalise traffic safety culture across all areas affecting road safety – for decision-makers and practitioners, with a good geographic coverage across EU institutions, EU Member States/Associated countries. At the level of individual road users, including VRUs, such interventions may entail targeted educational and communication efforts to challenge wrong beliefs or to clarify misperceived social norms, and the use of incentives and nudging to encourage compliant behaviour. At the level of enterprises and authorities, initiatives may include the take-up of safety culture principles in sustainability reporting and encompass various activities from staff training and supervision to procurement and operations – at best permeating work culture and norms of an organisation. Advice at the level of EU Member States/Associated countries and the EU is sought on how to support such transformation such as with legislation, enforcement, and data.
- At least three different pilot tests of selected interventions at various levels in different EU Member States/Associated countries.
Actions should be based on the results of previous research projects in this domain, such as the TraSaCu project, and make advances by completing and updating their theoretical foundations, teaming up with EU stakeholders and bringing their findings to life by establishing a framework for true cultural transformation in road safety both among stakeholders and road users. Making use of data that is already being collected in EU Member States/Associated countries about traffic safety culture such as the ESRA initiative (which already involves 60 countries, including over 20 European ones) and Baseline[1] project is strongly encouraged.
Special attention should be given to EU countries with lower safety performance[2]. Integration of relevant expertise from social sciences and humanities (SSH) and international cooperation with partners from the US and/or Australia is encouraged.
[1] https://www.baseline.vias.be/en/
[2] According to the data provided by the European Road Safety Observatory (https://ec.europa.eu/transport/road_safety/statistics-and-analysis/data-and-analysis/facts-and-figures_en)
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).
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
-
Award criteria, scoring and thresholds are described in Annex D of the Work Programme General Annexes
-
Submission and evaluation processes are described in Annex F of the Work Programme General Annexes and the Online Manual
-
Indicative timeline for evaluation and grant agreement: described in Annex F of the Work Programme General Annexes
Eligible costs will take the form of a lump sum as defined in the Decision of 7 July 2021 authorising the use of lump sum contributions under the Horizon Europe Programme – the Framework Programme for Research and Innovation (2021-2027) – and in actions under the Research and Training Programme of the European Atomic Energy Community (2021-2025). [[This decision is available on the Funding and Tenders Portal, in the reference documents section for Horizon Europe, under ‘Simplified costs decisions’ or through this link: https://ec.europa.eu/info/funding-tenders/opportunities/docs/2021-2027/horizon/guidance/ls-decision_he_en.pdf]].
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 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)”.