MOBILITY

Home Funding Calls for proposals Autonomous vessels in short sea shipping and inland waterways Autonomous vessels in short sea shipping and inland waterways HORIZON-CL5-2027-03-D5-16 Topic Call for proposal Internal navigation General information Topic description Destination Conditions and documents Budget overview Partner search announcements Start submission Topic Q&As Get support General information Programme Horizon Europe (HORIZON) Call MOBILITY (HORIZON-CL5-2027-03) Type of action HORIZON-IA HORIZON Innovation Actions Type of MGA HORIZON Lump Sum Grant [HORIZON-AG-LS] Forthcoming Deadline model single-stage Planned opening date 15 December 2026 Deadline date 14 April 2027 17:00:00 Brussels time Topic description Expected Outcome: Project outputs and results are expected to contribute to all the following expected outcomes: Demonstration of remote-control operation of vessels without crew, controlled remotely (degree three[1]). Development of concepts for fully autonomous ship where the operating system on the vessel is able to make decisions and determine actions by itself (degree four[2]). Strengthen market confidence in the integration of remote and automated navigation in ship types and services that may see a shortage of workforce in the next decade. Contribute to the EU Port Strategy and the EU Industrial Waterborne Strategy, as well as the EU AI Continent Action Plan[3] and the upcoming EU Apply AI Strategy. Scope: Maritime Autonomous Surface Ships (MASS) have been the focus for several projects both with EU-funding and individual countries but a major breakthrough leading to extensive deployment and widespread commercial maturity are still not achieved. Autonomous vessels can offer safer and more efficient operations and cost savings. New skills and training needed for MASS is a critical issue to ensure safe operations. Projects are expected to address all the following aspects: Demonstration of two different remotely controlled vessels without seafarers on board, considering the most promising areas of operation and types of ships towards market adoption. The demonstration should be performed in at least one short-sea shipping vessel. Demonstration of two different fully autonomous operation in at least one inland waterway vessel. Demonstrations and concept studies should address the whole navigation voyage, including port calling, mooring, and berthing, potential offshore charging solutions, and passing through locks in all weather conditions[4]. Demonstrations should also include aspects for predictive maintenance, self-diagnostic systems to ensure optimal functioning of the vessel’s equipment and structure Identify and address implementation bottlenecks for relevant ship types, such as data quality and lack of infrastructure related to waterborne transport. Map infrastructure and investment needs for extensive roll-out for automated ships operations Appropriate steps to ensure sufficient cyber risk management of the systems and infrastructure used when conducting trials[5]. Address standardization needs and possible safeguards to secure data-integrity and cyber security. Provide recommendations to the relevant regulatory bodies. Address the risk of unlawful data transfer to third-countries outside the borders of the EU/EEA and the impacts it could have on EU fleets. Integrate ongoing legal processes at EU level and at the IMO related to inland automated vessels and MASS i.e., MASS Code, Search&Rescue and Remote Operating Centres. Address safety considerations (using EMSA’s Risk Based Assessment Methodology) and upskilling of port and vessel operators. Assess the net carbon impact of autonomous vessels, taking into account the devices and data processing needed to operate them and potential emissions saved, and ensure no significant harm to biodiversity. If applicable, the calculation method to assess the net impact of digital solutions from the European Green Digital Coalition (EGDC) could be used. Projects should exceed outcomes of previous or on-going projects in relevant ship types. Model the economic viability of the developed solutions, considering initial investment, operational savings, maintenance costs, and potential financial incentives, to assess the economic feasibility while also facilitating decision-making in the design process. All while considering the societal aspects of future shortening workforce. Proposals are expected to explain the contribution of their objectives, results, IP management and exploitation strategy to the EU added value creation and strategic autonomy throughout the supply and value chain, including competitiveness of the EU waterborne industry, enhancement of the EU’s R&I capacity, technological know-how capabilities and human capital, and resilience of the EU industrial and manufacturing base. Proposals are encouraged to prioritise shipyards, equipment manufacturers and providers located and/or manufacturing in the EU and EEA. null Activities are expected to achieve TRL 7 by the end of the project – see General Annex B. Activities may start at any TRL. [1] 100th session of IMO’s Maritime Safety Committee (MSC 100): Remotely controlled ship without seafarers on board: The ship is controlled and operated from another location. There are no seafarers on board. For inland navigation purposes, the demonstration should allow for demonstration on the conditions described for degree 3 of automation as described before, as well as, achieving degree 3 and aiming for degree 4 of automation under the 2022 CCNR Explanatory note related to the international definition of levels of automation in inland navigation - https://www.ccr-zkr.org/files/documents/AutomatisationNav/Note_explicative_en.pdf [2] 100th session of IMO’s Maritime Safety Committee (MSC 100): Fully autonomous ship: The operating system of the ship is able to make decisions and determine actions by itself. For inland navigation purposes, the demonstration should allow for demonstration on the conditions described for degree 4 and aiming for degree 5 of automation under the 2022 CCNR Explanatory note related to the international definition of levels of automation in inland navigation - https://www.ccr-zkr.org/files/documents/AutomatisationNav/Note_explicative_en.pdf [3] COM(2025)165 [4] Proposals should build upon the results of HE projects DYNAPORT and MISSION on port call optimisation. [5] Proposals should build upon the results of HE projects AUTOFLEX and FOREMAST, and just starting WARRANT and D-NAVIO. Show more Topic destination Achieving sustainable, inclusive, and competitive transport modes (2026-27) This Destination addresses activities that improve the climate and environmental footprint, as well as competitiveness, of different transport modes. 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 directly to the Strategic Plan’s Key Strategic Orientations ‘Green transition’, ‘Digital transition’ and ‘A more resilient, competitive, inclusive and democratic Europe’. In line with the Strategic Plan, the overall expected impact of this Destination is to contribute to the ‘Achieving sustainable and competitive transport modes’. The main impacts to be generated by topics under this Destination are: Zero-emission road transport Accelerated uptake of a zero-tailpipe emission ecosystem, with interoperable technological solutions developed at system level (vehicles, infrastructure, user and energy grid) that support the global competitiveness of the EU transport and mobility system. Zero-tailpipe emission mobility solutions developed that are affordable, efficient, user-friendly, inclusive, safe and circular with concepts and technologies that are easy to deploy, considering needs, behaviours and socio-economic conditions of all end-users. Clean mobility solutions for a climate neutral and environmentally friendly and zero pollution mobility with a higher level of circularity; Increased responsiveness of zero tailpipe emission vehicles and systems to diverse societal interests and concerns. Aviation Enable breakthrough technologies and innovations that will contribute to the design (addressing also eco-design and circularity principles), manufacturing, maintenance and operations of new generation aircrafts, also powered by renewable energy and sustainable aviation fuels, for a competitive and clean EU aviation ecosystem (including airports). Derisk and accelerate the introduction of new digital technologies (with emphasis on AI) at all levels in the industrial aviation ecosystem, while addressing all safety-related issues in collaboration with the European Union Aviation Safety Agency (EASA). Waterborne transport Higher autonomy range in electric and hybrid vessels. Uptake of renewable and low carbon fuels and improved knowledge on the suitability of innovative renewable and low carbon fuels and other energy carriers for waterborne transport. Support the objectives of the European Port Strategy and Waterborne Industrial Strategy, contributing the role of ports as energy hubs, improving efficiency and safety through digitalization, improving the resilience and security of the transport network, as well as increasing the competitiveness of the industrial and technology EU capabilities. Significant reduction of emissions from large vessels due to the merging of energy efficiency and renewable and low carbon fuels. Sustainability of waterborne transport by design, considering air and water pollution, circularity and life-cycle assessments in shipbuilding. Improved safety of seafarers, port workers and the environment. Transport-related environment and health The better monitoring of the environmental performance and enforcement of emissions regulation and biodiversity protection in order to reduce the overall environmental impact of transport (e.g.: as regards biodiversity, noise, pollution and waste) on human health and ecosystems. Legal entities established in China are not eligible to participate in both Research and Innovation Actions (RIAs) and Innovation Actions (IAs) falling under this destination. For additional information please see “Restrictions on the participation of legal entities established in China” found in General Annex B of the General Annexes. Show more Topic conditions and documents General conditions 1. Admissibility Conditions: Proposal page limit and layout 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 Eligible Conditions 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). In line with the “restriction on control in innovation actions in critical technology areas” delineated in General Annex B of the General Annexes, entities established in an eligible country but which are directly or indirectly controlled by China or by a legal entity established in China are not eligible to participate in the action. Subject to restrictions for the protection of European communication networks. 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. 5a. Evaluation and award: Award criteria, scoring and thresholds are described in A [... συνέχεια στην επίσημη πρόσκληση]