Collective projects

The rapid development of digital technologies and new collaborative tools are the basis of an on-going transformation and opening up of science and research, referred to as Open science.

The idea captures a systemic change to the way science and research have been carried out for the last fifty years: shifting from the standard practices of publishing research results in scientific publications towards sharing and using all available knowledge at an earlier stage in the research process.

Today's vehicles - in all modes of transport - are becoming increasingly connected and cooperative, as well as automated. This raises a number of issues about the role of the "driver" (or operator, rider, pilot, captain) in such vehicles (cars, trucks, powered-two-wheelers, trains, ships, planes, etc.). In particular, human-machine interaction is becoming increasingly complex in an environment with higher levels of both qualitative and quantitative information, automated data exchange (into and out of the vehicle) and increasing levels of automation (systems, operations, etc.).

New forms of shared-use mobility, automated vehicle technologies in all transport modes and innovative concepts such as Mobility as a Service (MaaS) often have to function in the regulatory frameworks that may not be adapted to these solutions and to rapid technological change.

Besides technological progress in developing new automated driving functions, there are still many challenges and uncertainties related to the deployment of connected and automated vehicles. Many of these challenges can be better addressed when European partners work together and cooperate with international partners. Therefore, a coordinated and harmonised approach to support the deployment of automated driving systems at European and international level is needed. More cooperation is also necessary to assess the impacts of connected and automated driving systems.

A metropolitan area, "agglomeration" or "commuter belt" (with important cross-docking activities), is a region consisting of a densely populated urban core and its less-populated surrounding territories, that is sharing industry, infrastructure and housing. An efficient multimodal transport network at different spatial levels is fundamental to allow a smooth functioning both in such areas and with their connected surrounding regions thus encouraging mobility and enhancing/preserving social inclusion.

Urban mobility is in transition. This is a result of, for example, changing user needs; emerging transport technologies; new transport services using new business models; and new institutional and financing structures. Greater data availability provides new opportunities for evidence-based policy and policymakers aim at an ever-increasing integration of urban mobility policy with other sectorial policies. The impacts of this change will go far beyond the transport sector and influence other sectors that are transport-reliant.

Urban mobility is in transition. This is a result of, for example, changing user needs; emerging transport technologies; new transport services using new business models; and new institutional and financing structures. Greater data availability provides new opportunities for evidence-based policy and policymakers aim at an ever-increasing integration of urban mobility policy with other sectorial policies. The impacts of this change will go far beyond the transport sector and influence other sectors that are transport-reliant.

To explore and consolidate a new technological direction in order to put it firmly on the map as a viable paradigm for future technology. To foster the interdisciplinary communities that are able to drive this forward, extending from the participating consortia to a wider European pool of expertise. To stimulate the emergence of a European innovation eco-system around a new technological paradigm, well beyond the world of research alone.

Significant progress has been achieved in relation to research regarding the safety of engineered nanomaterials and the transfer of this knowledge into regulation. Still, more needs to be done as nanotechnology reaches the market. To fill this gap, transdisciplinary risk governance is required based on a clear understanding of risk, its management practices and the societal risk perception by all stakeholders. It should propose and apply clear criteria for risk evaluation and acceptance and for transfer of acceptable risk.

Preventive conservation (PC) prevents damage or reduces the potential for damage of cultural heritage (CH) artefacts. In the long term, it is more cost efficient than remedial conservation, which can be orders of magnitude more expensive than appropriate PC measures. In particular small and medium sized museums struggle to fulfil international recommendations for PC and to implement necessary technologies, e.g. for environmental control and monitoring, mainly because of lack of budget and/or expertise.