Table 2 The survey questionnaire (without profile related questions)

Q8

‘At present, cargo condition-monitoring systems are well established in trucking and maritime shipping sectors, where measures are taken in the case of power failure. However there is currently no such system for rail.

In the future cargo units including reefers may easily shift transport modes and be monitored during transit with appropriate measures in place to mitigate such events as power failure.’

Q9

‘At present, rail wagons have no electrical connection with the locomotives and cannot therefore provide the carriers with power.

In the future it is hoped wagons will be powered by electricity, allowing for temperature control, monitoring and communication.’

Q10

‘At present the transhipment of wagons and cargo units between rail and other modes is performed using different methods and equipment. Typically cranes are used for high volume cargo units and reach-stackers for lesser volumes. There are methods for wagon transhipment, such as lateral transhipment technology, but these are costly and require a side platform.

In the future it is hoped that wagons will be inherently flexible, capable of accommodating different types of cargo units that may be loaded and unloaded at a variety of locations as per the needs of the customer. Importantly, the cost of transhipment will no longer be the issue presented today.’

Q11

‘At present a freight train today, performs significantly worse than a passenger train in terms of acceleration, deceleration and top speed and freight trains often have to wait in sidings for passenger services to pass. The greater number of stops exhibited by the passenger service also impacts on the reliability and transit time of the freight service.

In the future a freight train with performance characteristics that allow it to successfully integrate with passenger services is envisaged.’

Q12

‘At present many customers complain about difficulties in knowing where their cargo is located, when it is due to arrive and when it is late.

In the future it is hoped that the implementation of technologies similar to Radio-Frequency Identification (RFID) will allow the customer to track the location of their cargo.’

Q13

‘At present some operators have dedicated terminal facilities. However, many require publicly accessible terminals, which are not very common and a limiting factor in rail freight transport.

It is hoped that in the future terminals will be far more accessible and spread throughout Europe and allow all operators access to load and unload.’

Q14

‘At present many terminals require the use of a diesel locomotive in order to access the terminal due to a lack of electrification.

In the future it is hoped the majority of terminals will be accessed directly using an electric vehicle and, where not possible, a diesel vehicle will be provided at low cost.’

Q15

‘At present terminal restrictions, such as the length of track and lack of reception yards amongst others, serve as shortcomings that limit the times at which rail freight vehicles can arrive and depart.

In the future it is hoped that terminals will be more functional and allocate trains a minimum amount of time for loading and unloading.’

Q16

‘At present there is limited cargo handling capacity at terminals impacts negatively on rail freight transit time.

In the future it is hoped terminals will have the facility to handle large amounts of cargo so as not to impact on the rail freight transit time.’

Q17

‘At present terminals offer little in the way of value added services.

In the future it is hoped the majority of terminals provide many value added services, such as the repair of damaged or broken wagons, electrical power supply and staff amenities.’

Q18

‘At present many cargo shippers use trucking to serve their logistics needs. To use intermodal transport they must ship significantly greater volumes to be cost effective. Cooperation between carriers transporting smaller volumes of cargo is not common.

In the future it is hoped transport companies selling capacity on a variety of transport modes will be more common. Control will be provided by track and trace systems and the cargo owners will have the ability to redirect the transport and even change the transport mode in times of crisis.’

Q19

‘At present freight trains in Europe generally have long lead-time, many lines having a maximum speed of between 30 and 50 km/h. Road transport is much faster, even considering the adverse effects of congestion.

In the future it is hoped a Spectrum type train, with a faster lead-time due to better adjustment to passenger traffic, will be available to customers.’

Q20

‘At present congestion on some parts of a freight train corridor can be stationary for large periods of time.

In the future it is hoped a high service frequency and a train that is adapted to integrate with passenger traffic, will allow shippers to be sure that the cargo is delivered on time to the customer.’

Q21

‘At present when planning a train path the freight vehicle is not given the same priority as passenger trains.

In the future it is hoped a Spectrum type train and passenger services will be given equal priority, resulting in quality train paths.’