Piggyback service was designed for increase service levels to intermodal customers. What are the characteristics of this traffic?
Intermodal traffic has been increasing about 20 percent per year.
This intermodal traffic, when the modes are rail and truck, are called trailer-on-flatcar (TOFC) and container-on-flatcar (COFC) service.
TOFC service transports highway trailers on railroad flatcars. It combines the line-haul efficiencies of the railroads with the flexibility of local motor pickup and delivery service. On-time deliveries, regularly scheduled departures, and fuel efficiency are the major reasons for the present growth and future potential of TOFC service. For example, a 100-car train (which places two trailers on each flatcar) is more economical to run than 200 trucks over the road. Fuel is saved and railroad economies of scale are realized. Traffic congestion, road damage, and maintenance and repair costs are all reduced because of the reduction of number of trucks out on the highways.
The railroads realized the necessity of improving the TOFC and COFC service to compete effectively with motor carriers. To facilitate this the rail providers have made developments such as include terminal facilities for loading and unloading, as well as changes in the railcars and trailers and containers. However, the changes have not stopped here. The railroads have invested a significant amount of money recently in improving right-of-way and structures to improve service by preventing delays.
Intermodal movement of trailers and containers grew rapidly during the 1980s. This growth was stimulated by the advent of double-stack containers used in international trade. Also, the railroads have placed new emphasis on their intermodal business after a number of years of doubting its profitability.
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