ExpectedOutcome:
Project results should focus to the minimisation of aviation non-CO2 emissions. Project results are expected to contribute to at least three of the following expected outcomes:
Scope:
EU-studies show that approximately 50-75% of aviation’s climate impact is caused by non-CO2 emissions. It is because of their local geographical character, their dependency on atmospheric phenomena, the incomplete understanding and uncertainty as well as operational trade-offs that non-CO2 emissions have been less-targeted so far from international and European regulatory measures. Recent studies show that cost-effective mitigation measures are possible, provided that focused R&I actions together with flight tests resolve the final uncertainties. However, today any avoidance that increases CO2 emissions, even at a net reduction of overall climate warming impact, introduces a complex policy issue of mitigating short-term versus long term climate effects.
Recent EU and National-funded research activities (i.e. FP7-REACT4C, SESAR-FLyATM4E, ALARM, SINOPTICA, DLR-WeCARE, H2020-ACACIA, HE-BECOM) characterized better the contrail formation and provided more insight in the aviation NOx emissions and ozone formation. The studies also showed that if aircraft operations are only optimized for fuel use, they may have an increased climate impact, since non-CO2 effects may compensate the reduced warming from CO2 savings.
Avoiding climate sensitive regions has a large potential in reducing climate impact at relatively low costs without causing significantly more CO2 emissions that outweigh the overall climate effect. The integration of data analytics and weather forecasting into advanced decision-support software tools that are able to predict real-time the contrail formation as well as propose alternative paths, are well in-line with the scope of this topic. This topic aims to integrate and provide clear operational guidelines supported by validated flight tests. Engine gas and particle emissions characterisation, when data is incomplete or unavailable, is in-line with the scope of this topic.
As a follow-up of EASA study, on non-CO2 climate impacts, and for the standardisation in view of safety considerations and future certification, the involvement of EASA is necessary (e.g. as part of the steering group), as well as the coordination with ICAO relevant groups (CAEP).
Synergies with SESAR3 should also be exploited – in view of the relevant topics in the SESAR3 JU bi-annual work programme 2022-2023. Furthermore, international collaboration for research and Air-Traffic Management should be sought (e.g. SESAR/NextGen).
Synergies may also be considered with the Digital Sky Demonstrators, including in particular flights for demonstrating green trajectories or equipped with sensors to collect data for the assessment of the non-CO2 impact on aviation. Finally, synergies with Destination Earth should also be sought.
Specific Topic Conditions:
Activities are expected to achieve TRL 2-4 by the end of the project – see General Annex B.
[1] COM(2020) 747 final - Updated analysis of the non-CO2 climate impacts of aviation and potential policy measures pursuant to EU Emissions Trading System Directive Article 30(4).
This Destination addresses activities that improve the climate and environmental footprint, as well as competitiveness, of different transport modes.
The transport sector is responsible for 23% of CO2 emissions and remains dependent on oil for 92% of its energy demand. While there has been significant technological progress over past decades, projected GHG emissions are not in line with the objectives of the Paris Agreement due to the expected increase in transport demand. Intensified research and innovation activities are therefore needed, across all transport modes and in line with societal needs and preferences, in order for the EU to reach its policy goals towards a net-zero greenhouse gas emissions by 2050 and to reduce significantly air pollutants.
The areas of rail and air traffic management will be addressed through dedicated Institutional European Partnerships and are therefore not included in this document.
This Destination contributes to the following Strategic Plan’s Key Strategic Orientations (KSO):
It covers the following impact areas:
The expected impact, in line with the Strategic Plan, is to contribute “Towards climate-neutral and environmental friendly mobility through clean solutions across all transport modes while increasing global competitiveness of the EU transport sector", notably through:
Several levels of interactions are foreseen with other European initiatives, in particular with the Industrial Battery Value Chain (BATT4EU) partnership, the Cooperative Connected and Automated Mobility (CCAM) partnership and the Mission on Climate Neutral and Smart Cities, in particular:
Zero-emission road transport
Main expected impacts:
Support EU leadership in world transport markets at component, vehicle and transport system level, including related services.
Aviation
Main expected impacts:
Waterborne transport
Main expected impacts:
Impact of transport on environment and human health
Main expected impacts:
General conditions
1. Admissibility conditions: described in Annex A and Annex E of the Horizon Europe Work Programme General Annexes
Proposal page limits and layout: described in Part B of the Application Form available in the Submission System
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.
3. Other eligibility conditions: described in Annex B of the Work Programme General Annexes
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).
4. Financial and operational capacity and exclusion: described in Annex C of the Work Programme General Annexes
5. Evaluation and award:
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
6. Legal and financial set-up of the grants: described in Annex G of the Work Programme General Annexes
Specific conditions
7. Specific conditions: described in the specific topic of the Work Programme
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 application form (HE CSA)
Standard application form (HE CSA Stage 1)
Standard evaluation form — will be used with the necessary adaptations
Standard evaluation form (HE RIA, IA)
Standard evaluation form (HE CSA)
Standard evaluation form (HE RIA, IA and CSA Stage 1)
MGA
Call-specific instructions
Information on financial support to third parties (HE)
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