Road transport still carries a big share of Ukraine’s cargo — simply because it’s the fastest and most flexible way to move goods between regions. But the war has broken old routes, damaged roads, and pushed up costs. Carriers are now working in conditions where almost every leg of a route has become more expensive.
What’s hurting carriers right now
1. Empty return trips
The most painful problem is no cargo on the way back. Trucks deliver to one region, but there’s nothing to take from there — so they return empty. That:
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doubles the cost per km,
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makes Ukrainian carriers less competitive,
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and forces companies to “spread” the cost of the empty leg onto the client.
This is especially visible on long east–west or north–south routes, where the war has distorted cargo flows.
2. Worn-out or risky infrastructure
War damage, temporary bridges, detours, weight limits — all this slows down deliveries and burns fuel. Some bridges or overpasses don’t allow heavy trucks at all, so carriers take longer routes. In frontline or adjacent regions, logistics sometimes becomes a puzzle: the cargo can go, but not the shortest way.
3. People and fleet
There’s a driver shortage: part of the staff has been mobilized, part has gone to the EU where salaries are higher. At the same time, not every company can quickly renew its fleet — and old trucks break more often on bad roads. That limits growth even when there is demand.
4. Regulation and permits
Ukraine is tightening weight-and-dimension control, and that’s good for roads — but it’s an extra risk for carriers. Fines, downtime at checkpoints, complicated permits for oversized cargo, frequent changes in the rules — all this requires a dispatcher or even a lawyer to keep up.
What can bring the market back
Despite all this, road freight isn’t doomed — it just has to become smarter and more integrated.
Multimodal logistics
The obvious trend is to combine truck + rail + river/sea. A truck takes the cargo to a hub, then the cheaper mode takes it further. This is already relevant for exports through the Danube ports and the western borders. Whoever learns to build such chains will carry cheaper — and win tenders.
Digitalization
Route planners, GPS tracking, e-waybills, automatic load matching — all this:
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reduces empty mileage,
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speeds up document flow,
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and gives the shipper transparency (“where is my truck right now?”).
For a market with disrupted routes, this is not a luxury, it’s survival.
Fleet renewal
Newer trucks = less fuel, fewer breakdowns, access to EU routes. For companies that plan to work with Europe after the war, compliance with environmental and technical standards will be mandatory. So investing now is actually preparing for the future market.
Role of the state
The state can speed everything up if it:
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repairs key corridors and bridges;
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simplifies permits for carriers;
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gives soft loans or compensation for companies that lost vehicles due to the war;
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and supports the creation of logistics hubs near borders and ports.
The ministry is already talking about support programs for affected carriers — if they are actually launched, it will help small and medium transport companies survive till full recovery.
Bottom line
Ukraine’s road freight sector is in a tight corner not because it’s weak, but because the entire logistics map of the country has changed. If carriers learn to:
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avoid empty runs,
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plug into multimodal routes,
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digitize operations,
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and use new state tools,
then after the war this market can come back even more structured than before — with better service, clearer rules, and integration into European chains.
