RoRoRail would reduce the complexity of transferring containers between modes through the simplified process of using cargo aircraft type rollers on rail cars and truck chassis to transfer containers between modes. It eliminates the need for lifting equipment such as cranes and forklifts. 

Auxiliary power, such as solar-battery or hydrogen, may be used to transfer heavier loads. Lighter loads can be pushed by one operator. 

Pending further automation, only one operator would be needed to do transfers, reducing labor costs.

RoRoRail terminals would simply require only team tracks next to pavements similar to those used by the then New York Central and a couple of other railroads in the 1960s and 1970s when they operated Flexivan, a streamlined container system that allowed one person at each terminal to load and unload containers between truck chasses and single spine rail cars (to keep down tare weight compared to regular flat/piggyback cars) with turntables onto which the containers were loaded, turned and locked onto the cars.

Where containers need to be stored as rail and truck movements are often not simultaneous, Secure Transfer Facilities (STF) would be used at transload points. 

RoRoRail has two plans:

RoRoRail can be a new design for carriage of light weight airline style (LD) containers on cars with roller floors for easy loading from secure storage areas and/or from trucks with roller flooring. The concept of carrying LDs can be an effective means of tapping into current LTL (Less Than Truckload) markets.

It offers flexibility and scalability to markets and customer needs with light weight containers that are right-sized to load small shipments completely at origins and ship directly to railheads without having to go through freight consolidation points which add time and money costs to the shipping process, thus reducing the need for large, heavy containers. 

Weatherproof LD containers would be designed to withstand the variety of adverse weather conditions through which they would travel.

There would be reduced tare (empty) weights: An LD2 has tare weight of 200 pounds and a maximum gross weight of 2700 pounds compared to an FEU (40-foot international container) with a tare weight of 8,000 pounds and a loaded weight of 66,000 pounds and an interior volume of 1,170 square feet, suitable only for large loads. 

Secure Transfer Facility (SDF): SDFs would be needed at transload points to provide safe and secure storage since rail and truck traffic flows are usually not simultaneous. Each SDF could utilize simple extendable connections or ramps with roller beds that can adjust to differences in elevations between rail cars and storage areas. LD containers would be moved similarly as they are in air cargo terminals with significantly less need for power assistance than standard containers due lighter weights and smaller dimensions. 

Rail cars would be customized with rollers similar to those on cargo aircraft for easy transfers from SDFs. The design would need to be explored and one concept is an open-sided box car that would provide for some weather and vandalism protection. One possible design may incorporate two large doors on each side that when one door slides open, similarly to plug doors on box cars, one-half of the car is available for loading or unloading which when completed, can be moved to open the other half. Another advantage of the side-loaded cars is that they can be loaded on one-side and off-loaded on the other without having to turn the cars or trains at destinations. 

Another concept would be end-loaded cars similar to auto racks using roller technology to move LDs and/or other containers across several car lengths using built-in ramps between cars.   

Truck chassis would also feature roller beds with secure tie-downs for LD containers and could incorporate a means of weather and vandalism protection if deemed necessary. 

Markets: Plan A system would challenge point-to-point truck services that bypass consolidation delays and costs by using direct rail service along corridors using light-weight weather-proof LD containers that move directly from origin points to consignees. 

Premise: use standard instead of roller floors and specialized vehicles. Use customized containers with castor (all-direction), heavy duty wheels to facilitate movement by workers. Rail cars and truck chassis would require locking equipment.