A peer-reviewed methodology, verified across 7,000+ railcars in commercial operation in Ukraine, documented for adaptation to U.S. rolling stock, FRA operational requirements, and Class III short-line infrastructure.
The federal National Freight Strategic Plan and state-level multimodal plans — such as the Tennessee Statewide Multimodal Freight Plan 2023 — converge on the same priority: first and last mile of freight flows, particularly where Class III short-lines connect end consumers to the Class I trunk network. The existing response — stationary transload terminals — requires CAPEX of $1.5M to $5M+ per location and 18–36 months to commission. For dispersed, temporary, or remote flows, that math does not close.
Anywhere Logistics is a methodological instrument designed for exactly this segment. Entry point is measured in thousands of dollars and hours, not millions and years. It is not a replacement for stationary infrastructure but a different class of solution: for flows that today never reach the rail network at all.
Anywhere Logistics is a methodology for organizing mobile transload hubs on public-use track, without modification of the rail bed and without capital earthworks. The concept is documented in a peer-reviewed publication of the Ukrainian State University of Railway Transport (DOI 10.18664/1994-7852.215.2026.358843) and in a monograph (ISBN 979-8-90243-723-9, Staten House, USA, under the auspices of ISST).
The technological implementation — the instrument — varies by rolling stock. For gondola cars with bottom-discharge hatches, the methodology was applied in commercial operation in Ukraine from 2018 to 2022: over 7,000 gondola cars and approximately 500,000 tons of bulk aggregates were handled. For the U.S. market, an instrument adapted to hopper cars — the dominant rolling stock for bulk in the United States — has been developed and is prepared for industrial testing. The concept stays constant; the instruments vary.
Adaptation to U.S. rolling stock proceeds in two phases. The first is a pilot industrial test of the U.S. instrument in Ukraine, on hopper cars operated by JSC Ukrzaliznytsia. This verifies the instrument on rolling stock familiar to the developer before market entry into the United States. The second is pilot deployment in the U.S. in partnership with a Class III operator or a bulk shipper, with operational validation under FRA and AREMA requirements.
Engineering details of the instrument are not published — they are discussed under NDA as part of partnership engagement.
The projection is built on the tariff differential between truck and rail-based delivery of bulk commodities in the United States. The differential sets the lower bound of savings for every ton-mile shifted from trucking to rail via a mobile hub. The calculation passed academic peer review as part of the methodology.
On a representative project of 100,000 tons of material and a 50-mile delivery leg, the modal delta yields $0.5–1M in savings — two orders of magnitude above the methodology's entry CAPEX ($7,000 – $28,000).
Mobile hub deployment requires no modification of track infrastructure. This simplifies integration with the existing Class III operational model: no new FRA documentation for track work, no intervention in track structure, no need for geometry car inspection, and no additional obligations under AREMA track standards.
As a consequence, the operational footprint of the methodology lies on the shipper or receiver side, not in the short-line carrier's operational functions. The Class III remains in standard transport mode; what changes is what happens at the unloading face once the railcar arrives.
Tennessee combines factors that push the first/last-mile question into the foreground of infrastructure priorities: a disproportionately high share of freight industries in state GDP, projected growth of freight flows, an extensive short-line network, and explicit articulation of the task in TDOT's official multimodal plan.
A projected 50% growth in commercial truck traffic on top of existing congestion, set against a wide short-line network, opens a direct economic window for modal shift: every ton diverted from truck to rail via a mobile hub frees road capacity and simultaneously delivers the shipper a tariff-level modal delta.
Tennessee is positioned as the first geographic market for pilot deployment. The logic is not state uniqueness but the concentration of all required conditions in one jurisdiction: a clearly stated task, presence of short-line operators, an explicit growth forecast, and access to structured industry statistics.
U.S. deployment of Anywhere Logistics is anticipated through partnership with one of three categories of counterparty: a Class III short-line operator interested in new freight flows on its network; a large bulk shipper with stable demand interested in its own rail-based delivery channel; or an investment side interested in commercializing the technology.
The form of partnership is open. It can be a joint venture targeting a specific geographic market, a licensing arrangement for commercialization of the methodology, or contract engagement on a single large project with an option to expand.
Inquiries on partnership, pilot deployment, and licensing are welcome. The first conversation is not necessarily about a transaction: it is a discussion of how the methodology fits a specific freight flow, geography, and operational model of the potential partner.
Briefly describe your context: freight flow, geography, what aspect of the methodology interests you. Replies arrive within one business week. NDA is the standard step before engineering-level discussion of the instrument.