In response to the inefficiencies in road freight transport, this research proposes an innovative collaboration index for carriers. The framework involves a collaboration decision tree that determines four collaboration modes at the trip level, which are then aggregated into a carrier-level evaluation using heuristic local optimization. This results in a collaboration index that quantitatively assesses the potential for collaboration among carriers based on operational data, filling a gap in partner selection processes. The study reveals that participants in horizontal collaboration achieved an average cost-saving rate of 14.4%, with the top 25% reaching 22.12%. While geographical similarity moderately correlates with the index, vehicle type does not show a linear relationship.
The significance of this work lies in its unique collaboration index formulated from operational data, which not only facilitates the identification of collaboration potentials but also provides insights for collaborative partner selection strategies.

The motivation for this research is rooted in the expected increase in demand for international train trips within the EU railway network, driven by policies promoting sustainable transportation solutions. Notable initiatives include the EU’s Green Deal objectives and the commitment to achieve climate neutrality by 2050. Additionally, significant investments in rail infrastructure, such as the Trans-European Transport Network, the introduction of high-speed rail for international travel, and the reduction of barriers to promote international train travel, are contributing factors. This surge in demand requires a reliable railway network and improved management of temporary capacity reductions, particularly during maintenance operations at cross-border sections. Cross-border rail transport is essential for this strategy but faces significant challenges, including technical barriers, regulatory discrepancies, and coordination inefficiencies among infrastructure managers from different countries.

Despite its importance, academic literature on cross-border maintenance strategies is notably limited or non-existent. This thesis begins by describing the current situation of railway cross-border sections to identify the main challenges and existing coordination practices. It then proceeds to analyse these challenges through expert opinions gathered via a questionnaire. By highlighting the key issues and potential solutions, this research aims to fill the gap in the literature and provide a comprehensive framework for improving cross-border railway maintenance coordination.

This thesis also develops a digital and cooperative framework (DCF) to enhance cross-border maintenance decision support within the railway system of the European Union (EU), addressing the cross-border challenges holistically. It emphasizes the introduction of digital twin technology to meet the urgent need for infrastructure digitalization and coordination between the authorities and infrastructure managers in different countries, enabling the cooperative optimisation of the capacity of railway networks. The DCF consists of three components: the establishment of a European Railway Entity, the creation of a European Railway Forum, and the implementation of digital twin (DT) technology. The European Railway Entity aims to centralize coordination, streamline decision-making, and enforce standardized regulations across member states. The European Railway Forum focuses on fostering collaboration and knowledge sharing among stakeholders, facilitating continuous improvement in maintenance practices. The DT technology offers real-time data visualization, predictive maintenance, and advanced analytics to optimize maintenance operations and enhance infrastructure reliability, enabling an evidence-based decision-making process.

Each of the three components of the DCF is evaluated for its potential benefits and implementation challenges. The European Railway Entity can enhance the coordination and standardization of maintenance operations but may face resistance due to its hierarchical structure and potential conflicts with infrastructure managers whose national interests might be compromised for the sake of overall system performance. The European Railway Forum is cost-effective and practical, promoting voluntary data sharing and continuous improvement; however, suggestions and implementation involve complex procedures that require trust and the management of key confidential information. DT offers the greatest potential for innovation and future-readiness, but it demands a significant initial investment, robust data security measures, and the design of complex mechanisms to enable coordination between different DT platforms and protocols across countries.

The proposed DCF is discussed in two case studies. The first case study consists of a generic case of a bridge for railways between two countries focusing on the implementation and assessing potential benefits and limitations of DT as a tool of the DCF. The second case study addresses the cross-border situation in the Netherlands, proposing an implementation plan and evaluating potential advantages and disadvantages. Additionally, the Emmerich–Oberhausen maintenance project on the cross-border section between the Netherlands and Germany is analysed. This case study highlights the benefits, and challenges of implementing the proposed DCF.

In conclusion, the proposed digital and cooperative framework, integrating the European Railway Entity, the European Railway Forum, and DT technology, aims to support maintenance decisions and address the current challenges in cross-border railway maintenance. This integrated framework seeks to improve operational efficiency, increase network reliability, and support the sustainability goals of the EU, ultimately making the railway system more attractive to users.

Railways are increasingly investing in their infrastructure to achieve sustainability objectives and meet expected growth in demand for rail transport services. Since building new physical infrastructure requires large-scale investments and long lead times, many infrastructure managers (IMs) are prioritizing upgrades to their signalling systems to optimize use of their existing networks. By migrating from legacy multi-aspect to distance-to-go (DTG) signalling, IMs gain the ability to safely run trains closer together, better manage disruptions occurring in normal operations, and implement other compatible technologies that can increase capacity and enhance service.
The key advantages of DTG systems are derived from their ability to provide more precise brake and speed supervision relative to multi-aspect signalling. Existing multi-aspect signalling systems rely on lineside signals to display braking indications to trains and do not consider train braking capabilities when determining the minimum separation between trains. As a result, minimum train separation is based on the worst-case braking distance of any train that could operate on the line. In contrast, brake supervision in DTG signalling systems is performed by the train’s onboard computer which calculates a train’s braking distance based on that specific train’s current speed and braking capability. The ability to determine braking distance based on a train’s own characteristics allows more delayed braking relative to multi-aspect signalling. Moreover, migrating the brake supervision from track to train eliminates the need for lineside signalling and related restrictions on block lengths, thereby permitting layouts with shorter blocks than would otherwise be possible with multi-aspect signalling.
To further increase network capacity, IMs are also looking to implement Connected Driver Advisory Systems (C-DAS) and Automatic Train Operation (ATO) systems. These systems permit greater coordination of train paths at the operational level through the provision of timing windows to trains (referred to as a Train Path Envelope or TPE) in real time. This timing information, in turn, helps trains avoid conflicts at the operational level when recovering from small departure delays at stations.
In practice, the benefits of DTG signalling and C-DAS/ATO systems can best be realized if timetabling algorithms consider the actual capabilities of those digital technologies to operate trains closer together in regular operations. It is therefore necessary to align tactical and operational scheduling rules, and to update train planning rules to reflect the capabilities of DTG signalling and C-DAS/ATO systems. However, state-of-the-art-methods for tactical scheduling could result in suboptimal network use as they do not accurately represent operational processes occurring on the railway network, and rely on different levels of detail than those used for real-time traffic management. Furthermore, the abstraction of signalling constraints at the tactical level necessitates additional and more detailed assessments using microscopic methods to achieve a target service plan and timetable feasibility.

The study aims to develop an optimization model that determines the optimal configuration of dynamic Electric Road Systems (ERS) and static charging infrastructure for heavy-duty electric trucks. By considering varying levels of ERS adoption, the model seeks to minimize total infrastructure and operational costs while maximizing demand coverage along key transport routes. The research uses a bi-level optimization model: the upper level addresses government decisions on infrastructure placement to minimize infrastructure costs, while the lower level focuses on user routing to minimize transportation expenses. The model was applied to the Netherlands as a case study, optimizing the placement of ERS and static chargers based on traffic patterns and user behavior. Key findings indicate that ERS and static chargers are complementary, with ERS proving more cost-effective on high-traffic routes, reducing battery size and eliminating charging downtime. In low-traffic areas, static chargers provide essential infrastructure support. The model demonstrated that an integrated charging network could lead to cost savings of up to 25%. The study concludes that a combined ERS-static charging infrastructure is the a cost-efficient approach for electrifying freight transport, offering both economic and environmental benefits .

In order to fulfill the climate commitments outlined in the 2015 Paris Climate Agreement, there is a pressing need to substantially reduce Greenhouse Gas (GHG) emissions worldwide. Among these GHG emissions, CO2 contributes for 75% of the total Greenhouse Gas emissions. The transport sector accounts for 22% of these CO2 emissions. Despite the only 2% of the overall vehicle fleet in Europe, trucks and buses contribute a substantial 28% to the annual CO2 emissions on roads. Decarbonizing the transportation sector can be approached with various solution, with electrification emerging as one viable solution. Electrification involves converting diesel trucks with internal combustion engines into battery trucks. Furthermore, extending this shift to heavy duty trucks can be achieved by implementing an Electric Road System (ERS), utilizing either inductive or conductive charging. Completing an European network for ERS would be optimal, considering the daily cross-border transportation undertaken by heavy-duty trucks. Given the challenges in constructing a full European network at once, it is recommended to start an ERS infrastructure between two major freight handling points to guarantee high initial utilization. Numerous studies and pilot projects have investigated ERS technologies, with the Overhead Catenary Line system currently standing out as the most mature technology. However, existing studies primarily focus on the technical aspects or cost-effectiveness of ERS technology, neglecting a crucial aspect—the Social Cost-Benefit Analysis (SCBA) that evaluates the socio-economic impact of implementing an Overhead Catenary Line system. Moreover, these studies mostly looked into the implementation of a larger ERS network. Consequently, the main research question is formulated: What is the socio-economic feasibility of the implementation of an Electric Road System (ERS), the overhead catenary line system, between two freight handling points?
The shift towards electrification has already begun, with the introduction of battery trucks alongside diesel trucks. Hence, a transitional phase involving a mix of diesel and battery trucks is anticipated in the coming years (the zero alternative). The study has focused on testing one policy measure, namely the implementation of an ERS infrastructure between the ports of Rotterdam and Antwerp. The implementation of an ERS network, extend the truck fleet (consisting of diesel trucks and battery trucks), with a new type: the catenary trucks. This is the so called policy scenario (anticipated completion by 2030), which has been compared with the zero alternative. Three distinct route alternatives between the ports were assessed through SCBA, revealing that implementing an ERS infrastructure proves welfare enhancing for all three route alternatives, thus demonstrating the socio-economic feasibility of the policy measure. Furthermore, among the route alternatives (the Western route, the Middle route and the Eastern route), the Eastern route presents the most favorable Net Present Value outcomes for ERS infrastructure. However, conducting further studies encompassing research variables and non-monetized factors arising from ERS infrastructure implementation is necessary. This comprehensive analysis is crucial for informed decision making regarding the successful implementation of an Electric Road System.