APPENDIX U PIGGYBACK SERVICE PURPOSE.  This section governs the use of piggyback service. 1.        Piggyback    service    or    trailer-on-flatcar    service (TOFC).      Service   conducted   under   the   seven   plans described below.  In most instances, trailers moving in piggyback   service   are   transported   in   scheduled   fast freight  trains.    Unlike  regular  rail  freight  that  is  readily accepted   for   interchange   by   all   railroads   within   the United States, piggyback freight is limited to movement under working agreements between specific rail systems.      Within   the   last   few   years,   however,   the arrangements  have  been  expanded  to  include  service between  many  widely-separated  areas.    Several  types of    piggyback    flatcars    have    been    adopted    by    the railroads,   some   of   which   require   the   use   of   loading ramps while others can be loaded at truck-bed level. a. Plan   I   -   Motor   common   carrier   trailers .    Rail carriage   of   motor   common   carrier   trailers   at   a   flat charge    per    trailer    based    on    weight    and    distance regardless of the commodity.  The motor carrier solicits and bills the freight at truck rates, takes trailers to and picks  them  up  from  a  railroad  piggyback  terminal,  and performs any required road haul before or after the rail movement.    The  governing  motor  tariffs  specify  that motor   carriers   may   substitute   piggyback   service   for highway line-haul movement at their convenience. b. Plan II - Railroad-ouwned trailers.  Rail carriers perform  the  complete  transaction  of  handling  freight  in trailers  or  demountable  trailer  bodies  furnished  by  the railroads,   from   shippers   dock,   platform   or   facility   at origin    to    consignee's    dock,    platform    or    facility    at destination. c. Plan   II   1/4      Railroad-owned      trailers.      Rail carriers  carry  their  own  trailers  as  under  Plan  II,  and provide  for  either  pick-up  or  delivery  service,  but  not both. d. Plan   II   1/2      Railroad-owned      trailers.      Rail carriers handle freight, in trailers or demountable trailer bodies  furnished  by  the  railroad,  from  carrier's  origin ramp   location   to   carrier's   destination   ramp   location. Terminal   services   at   origin   and   destination   must   be performed by the consignor and consignee, respectively, or their agent at their expense. e. Plan    III    Shipper-owned    trailers    and    railroad owned   cars.      Carriers   handle   shipper-owned   trailers from carrier's origin ramp location to carrier's destination ramp    location.        Terminal    services    at    origin    and destination    must    be    performed    by    the    consignor, consignee or their agent at their expense. f. Plan IV  Shipper-owned trailers and cars.  Line- haul transportation of trailers on flatcars, both of which are owned or leased by the shipper, from carrier's origin ramp   location   to   carrier's   destination   ramp   location. Terminal   service   at   origin   and   destination   must   be performed by the consignor, consignee or their agent at their expense. g. Plan   V   Railroad   or   motor   carrier   trailers   joint rates.    Joint  motor-rail  or  rail-motor  transportation  with trailers  furnished  by  either  motor  carrier  or  rail  carrier. Carriers  perform  the  complete  transaction  of  handling freight in trailers from shipper's dock, platform or facility at   origin,   to   consignee's   dock,   platform   or   facility   at destination. 2.  Routing of Piggyback Traffic.  Area commanders will route piggyback traffic in accordance with the procedures prescribed below. a. Plan   I.      Motor   carriers   will   be   allowed   free choice in determining whether intercity movements will be   made   by   highway   or   rail,   except   where   use   of piggyback service is precluded for valid reasons such as sensitivity   of   shipments   to   shock   or,   in   the   case   of ammunition   and   explosives,   the   absence   of   specific piggyback   operation.      When   the   use   of   piggyback service   is   precluded,   area   commanders   will   remind shippers to annotate bills of lading with a statement that piggyback service is not to be used. b. Plan II.  This plan will be given full consideration as a competitive method of transportation except when its use is precluded by reasons as outlined for plan I. c. Plan  II  1/4.    This  plan  should  be  used  when advantageous,     provided     the     origin     or     destination installation has equipment to handle. d. Plan  II  1/2.    This  plan  should  be  used  when advantageous,    provided    the    origin    and    destination installations have the equipment to handle. e. Plan III.  Approval for use of this plan must be obtained   from   HQ   MTMC.      When   Plan   III   provides definite service advantages or is more economical U-1