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"Non-exhaust emissions in road and railway transport" is currently closed and not accepting applications.
The Non-exhaust emissions in road and railway transport grant is funded by the European Commission through Horizon Europe and supports research and innovation actions targeting particulate and other non-exhaust emissions from tire wear, brake wear, and road surface abrasion in road and rail transport.
Eligible applicants are legal entities in EU Member States and countries associated to Horizon Europe, including EEA/EFTA and associated third countries. The program follows a two-stage application process. The first-stage deadline was April 14, 2026, with a second-stage deadline of October 8, 2026.
Grant amounts are not pre-specified.
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# EU Funding & Tenders Portal EU Funding & Tenders Portal * Results & Innovation support * SME Self-assessment tool Home Funding Calls for proposals Non-exhaust emissions in road and railway transport Non-exhaust emissions in road and railway transport HORIZON-CL5-2026-06-Two-Stage-D5-19 * Conditions and documents * Partner search announcements MOBILITY (HORIZON-CL5-2026-06-Two-Stage) HORIZON-RIA HORIZON Research and Innovation Actions HORIZON Action Grant Budget-Based [HORIZON-AG] 14 April 2026 17:00:00 Brussels time 08 October 2026 17:00:00 Brussels time Project results are expected to contribute to all of the following expected outcomes: * Methods and tools to support measurement, simulation and validation of non-exhaust pollutant emissions in road and railway transport into the environment; * Estimates on the impact of these pollutants on human health, terrestrial ecosystems and the aquatic environment (including biodiversity in these ecosystems) with particular focus on microplastics and other heavier non-airborne particles; * Delivery of better emission factors for emission inventories and projections, including the European Monitoring and Evaluation Programme (EMEP), also for resuspension, for which little knowledge exists today; * Recommendations and mitigation strategies including the determination of appropriate KPIs and assessing the effectiveness of control measures with an appropriate cost-benefit analysis to understand the economic and practical feasibility of different emission reduction strategies.
With continuous increase in electrification of the car fleet and railways, the share of non-exhaust particulate emissions into the environment becomes increasingly important.
Non-exhaust emissions (NEE) of particles apply to all forms of ground transport and can be categorised as those coming from several sources, such as brake wear, tyre wear, pantograph-catenary wear, wheel-rail contact, road surface wear, as well as vehicle-induced resuspension of road/track dust deposited on the surface. There may be other sources, e.g. engine belts and clutch plates.
Quantitative data on the magnitude of non-exhaust emissions are fragmented and highly uncertain, particularly when compared to data for exhaust emissions. Emissions vary widely according to brake, tyre and road surface material, and with driving style. Further research efforts are necessary to increase the understanding of these particles, their creation, ageing and dispersion in the environment.
Moreover, the health impact of NEEs is far less studied, and it remains unclear whether these predominately solid/non-soluble PM may induce the same effects as combustion PM. Additionally, these pollutants has been reported to adversely affect terrestrial systems and aquatic environment as well as the biodiversity; however, it is not clear to what extent.
Research into rail particulate emissions is an equally important area due to its implications for air quality, human health, and environmental impact. However, research data on the health impacts of specific particulate components is limited. Furthermore, comprehensive studies on the chemical composition of rail particulates are scarce.
The impact of rail particulates on soil, water, and ecosystems and their biodiversity is not well understood, while more data is needed on how particulates disperse and deposit in different environments, especially in urban versus rural areas. Addressing these research gaps would provide a more comprehensive understanding of rail particulate emissions and contribute to the development of effective mitigation strategies.
In order to address the two aforementioned areas (road and rail), R&I actions are expected to address the following aspects: * Methods and tools for the segregation of NEE particle sources: i) during particle collection (e.g., due to high background concentrations), ii) attribution of collected material to different sources.
Appropriate real-world test conditions, equipment and sampling methods for the evaluation of particles (e.g., separation of total and solid particles) * Source identification and characterization including detailed source apportionment (brake wear, tyre wear, wheel-rail interaction, resuspension, etc.) and chemical composition; * Assessment of the influencing parameters: use cases (e.g. different vehicle types or tyre types), conditions (e.g. urban, rural, motorways, tunnels), driving behaviour, state of the road surface or rail tracks; attribution and distribution; * Emission Measurement Techniques including but not limited to standardized measurement methods and real-time monitoring; * Downstream assessment: analysis of the deposited material in the environment, assessment of its decomposition, aggregation, dispersion and degradation; * Health Impact estimates building on existing toxicology studies (or developing new ones if deemed necessary) and long-term exposure effects supported by gender disaggregated data collection and intersectional analysis; * Estimates on the environmental impact on soil, water, and ecosystems and their biodiversity as well as deposition patterns (i.e. how particulates disperse and deposit in different environments, especially in urban versus rural areas.)
* Mitigations through focusing on State-of-the-Art systems: test systems (including the vehicle e.g., vehicle-lightweight technologies) that can mitigate non-exhaust emissions to reach TRL 6 or higher, innovative tyre and brake designs and materials that balance durability, safety, and reduced abrasion, innovative road surfaces and texture (considering the interaction between tyre and road), runoff and drainage systems.
For the railway sector mitigation solutions could include test systems addressing emissions from key mechanical interfaces (e.g., braking and wheel–rail contact), vehicle innovations to reduce wear-related emissions, and infrastructure measures such as optimized track materials, surface treatments, and improved drainage and containment systems.
Consider life cycle assessment for the analysis of the systems * Support standardization and regulation based on the recommendations in support of industrial competitiveness Proposals should take into consideration the results of previous or on-going EU funded projects such as Leon-T, ULTRAHAS, nPETS and LIFE23-ENV-ES-LIFE NEEVE and any other similar projects.
Activities are expected to achieve TRL 5-6 by the end of the project – see General Annex B. Activities may start at any TRL.
The submission session is now available for: HORIZON-CL5-2026-06-Two-Stage-D5-19, HORIZON-CL5-2026-06-Two-Stage-D5-10 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. **The main impacts to be generated by topics under this Destination are:** _Zero-emission road transport_ 1.
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. 2.
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. 3. Clean mobility solutions for a climate neutral and environmentally friendly and zero pollution mobility with a higher level of circularity; 4.
Increased responsiveness of zero tailpipe emission vehicles and systems to diverse societal interests and concerns. 1.
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). 2.
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). 1. Higher autonomy range in electric and hybrid vessels.
2. 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. 3.
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. 4.
Significant reduction of emissions from large vessels due to the merging of energy efficiency and renewable and low carbon fuels. 5. Sustainability of waterborne transport by design, considering air and water pollution, circularity and life-cycle assessments in shipbuilding.
6. Improved safety of seafarers, port workers and the environment. _Transport-related environment and health_ 1.
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. Topic conditions and documents #### 1.
Admissibility Conditions: Proposal page limit and layout Applicants submitting a proposal for a blind evaluation (see General Annex F) must not disclose their organisation names, acronyms, logos nor names of personnel in the proposal abstract and Part B of their first-stage application (see General Annex E). 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). 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 The first-stage proposals of this topic will be evaluated blindly.
are described in Annex D of the Work Programme General Annexes. #### 5b. Evaluation and award: Submission and evaluation processes are described in Annex F of the Work Programme General Annexes and the Online Manual.
#### 5c. Evaluation and award: 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 The granting authority may, up to 4 years after the end of the action, object to a transfer of ownership or to the exclusive licensing of results, as set out in the specific provision of Annex 5. described in Annex G of the Work Programme General Annexes.
#### Application and evaluation forms and model grant agreement (MGA): **Application form templates**_— the application form specific to this call is available in the Submission System_ Standard application form (HE RIA IA Stage 1 BLIND) **Evaluation form templates**_— will be used with the necessary adaptations_ Standard evaluation form (HE RIA, IA and CSA Stage 1 BLIND) **Model Grant Agreements (MGA)** **Call-specific instructions** #### Additional documents: HE Main Work Programme 2026-2027 – 1.
General Introduction HE Main Work Programme 2026-2027 – 8. Climate, Energy and Mobility HE Main Work Programme 2026-2027 – 15.
General Annexes HE Framework Programme 2021/695 HE Specific Programme Decision 2021/764 EU Financial Regulation 2024/2509 Decision authorising the use of lump sum contributions under the Horizon Europe Programme Rules for Legal Entity Validation, LEAR Appointment and Financial Capacity Assessment EU Grants AGA — Annotated Model Grant Agreement Funding & Tenders Portal Online Manual Funding & Tenders Portal Terms and Conditions Funding & Tenders Portal Privacy Statement Partner search announcements **Searches of partners to collaborate on this topic** LEARs, Account Administrators or self-registrants can publish partner requests for open and forthcoming topics after logging into this Portal, as well as any user having an active public Person profile.
To access the Electronic Submission Service, please click on the submission-button next to the **type of action** and the **type of model grant agreement** that corresponds to your proposal. You will then be asked to confirm your choice, as it cannot be changed in the submission system. Upon confirmation, you will be linked to the correct entry point.
To access existing draft proposals for this topic, please login to the Funding & Tenders Portal and select the My Proposals page of the My Area section. **Please select the type of your submission:** HORIZON Research and Innovation Actions [HORIZON-RIA], HORIZON Action Grant Budget-Based [HORIZON-AG] Topic Q&As**0** item(s) found Please read carefully all provisions below before the preparation of your application.
Online Manual is your guide on the procedures from proposal submission to managing your grant. Horizon Europe Programme Guide contains the detailed guidance to the structure, budget and political priorities of Horizon Europe. Funding & Tenders Portal FAQ – find the answers to most frequently asked questions on submission of proposals, evaluation and grant management.
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According to the current listing, eligibility includes: Open to legal entities established in EU Member States and countries associated to Horizon Europe (including EEA/EFTA countries, and other associated third countries). Confirm the full requirements in the official notice before applying.
The published deadline was April 14, 2026, which has passed. Check the official notice for any future application windows before investing time in a proposal.
Non-exhaust emissions in road and railway transport is funded by European Commission — Horizon Europe. Verify program details on the funder's official page before applying.
Start from the official opportunity page linked in this listing — it carries the sponsor's submission instructions.
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