Re#8 This point is no longer significant as the freight customers have to a large extent voted with their money and moved to trucks, the railroads that want their business will have to move the freight when the customer wants it moved. There are many freight trains moving during the peak commuter hours, just not in the zones where the commuter trains are moving. This is why the dedicated freight corridors are being proposed to prevent the interference between passenger and freight traffic. BTW have you noticed that even the staunch advocates of the Universal locomotives, the Austrians, have begun to break up the OeBB Traktion fleet, with some of the 1116s being equipped to operate in Hungary on non-ETCS lines.

Re#9 the Br 110s were converted to BR 139s by taking bogies from retired Br 140s, which probably required modifications to the traction motor cooling ducts as the  Br 140 uses a bogie with a longer wheelbase.

The death knell of the Universal locomotive was sounded by the increasing differences in the type of services they are needed for. Passenger locomotives are required to achieve higher speeds, supply electrical power to passenger cars, and operate in push-pull mode. While freight locomotives need signalling systems for multiple countries, and likely the ability to operate under at least two power systems. Trying two combine both in one locomotive will result in an unaffordable price.