From July 13 to 19, JSC “Ukrzaliznytsia” (UZ) transported 647,100 passengers, and the most popular train last week was the Kyiv–Przemyśl route, which carried 13,800 people, according to a company announcement on its Telegram channel.
According to the published data, the average number of passengers per car during the reporting period was 378.
Meanwhile, the number of passengers in children’s groups that week totaled 21,600.
“The most popular destination is the Carpathians. The vast majority of children traveled to Tatariv, Vorokhta, and Yasinya. Ensuring seats for organized groups of children is a priority, so when tickets are issued for these trips, they are the first to receive them,” Ukrzaliznytsia emphasized.
It is noted that the number of military personnel transported via the special reserve from July 13 to 19 was 3,600.
According to data provided by Ukrzaliznytsia, from July 13 to 19, the highest demand was observed on the Kyiv–Lviv route, where 173,200 requests were recorded and 32,700 passengers were transported.
On the Kyiv–Odesa route, the figures were 107,900 and 23,500 passengers, respectively; on the Kyiv–Przemyśl route, 76,600 and 14,700; on the Kyiv–Kharkiv route, 66,900, with 20,200 passengers transported; and on the Kyiv–Dnipro route—57,100 and 15,600, respectively
Ukrzaliznytsia clarified that there were five passengers vying for each seat on the Kyiv–Lviv, Kyiv–Odesa, and Kyiv–Przemyśl routes; four on the Kyiv–Dnipro route; and three on the Kyiv–Kharkiv route.
Among other things, the company evacuated 243 people from the Donetsk and Dnipropetrovsk regions that week and operated trains for representatives of 15 diplomatic delegations.
In early June, Ukrzaliznytsia told the Interfax-Ukraine news agency that this year’s summer passenger travel season would be more challenging than last year’s due to rising demand and a reduction in the number of railcars.
Ukrzaliznytsia’s international passenger traffic has increased 50–60-fold since the start of Russian aggression and the closure of Ukrainian airspace, and is generating significant profits, according to Ukrzaliznytsia CEO Oleksandr Pertsovskyi.
“This is a profitable segment; pricing is fairly flexible there and is determined by bilateral agreements. We expect to generate up to 5 billion hryvnias in revenue and somewhere around 2 billion hryvnias in profit in this segment,” he said on the “What’s Up with the Economy” podcast produced by the Center for Economic Strategy (CES).
At the same time, Pertsovskyi noted that this result was achieved by repairing a “huge number” of RIC railcars and reaching agreements with all the railways of neighboring countries.
“From an economic standpoint, everything is fine here; the key task is to scale up these operations. We really wanted to launch a train to Bulgaria—another popular route—but politics got in the way because governments changed in Romania and in Bulgaria itself, so there are some complications,” added the chairman of the board of Ukrzaliznytsia.
According to him, they have not yet managed to convince Poland to allow wider Ukrainian railcars to run on European-gauge tracks, even though a pilot run demonstrated that this is possible and such railcars regularly run on European-gauge tracks toward Budapest.
Among the latest successful projects, he cited the transition of the train to Chisinau to a daily schedule instead of every other day, as well as the synchronization of service with Germany.
Regarding domestic long-distance trains, Pertsovskyi emphasized that the government’s introduction this year of an experimental Public Service Obligation (PSO) compensation model—which covers part of the company’s costs for such services—allowed this segment to break even for the first time.
However, the head of Ukrzaliznytsia clarified that there is still a need for capital expenditures to purchase new passenger cars, since renewing the fleet of 1,600 cars with an average cost of $1.5 million would require over $2 billion; therefore, it is positive that the state budget has allocated funds for the purchase of such cars starting in 2021.
As for the “Intercity” trains, according to Pertsovskyi, one was lost due to an enemy attack, and another due to a traffic accident.
“We are currently working on a more systematic, long-term solution for their repair. It’s not cheap, and since the trains aren’t new, manufacturers aren’t really prepared for this, but at the same time, we’re turning them into ‘transformers’: using fewer cars but getting them back into service,” said the chairman of the board.
Finally, he emphasized, the most unprofitable and problematic segment of passenger transportation remains—commuter rail.
“There is no solution here yet, because it’s stuck between the state budget and local budgets, but there is a willingness and unity within the government—and on our part—to pass a law this year on state procurement, the so-called public PSO, including for commuter (transportation). We would greatly appreciate your support and advocacy; this will make it possible to balance this segment as well, and then we will be in a stable economic situation,” Pertsovskyi concluded.
In 2025, Ukrzaliznytsia reduced its revenue from sales to external customers by 12.4% compared to 2024—to 91.24 billion—and increased its operating loss by 5.5 times—to 17.03 billion hryvnias.
Revenue from intercity passenger transportation on domestic and international routes increased by 11.8%—to 11.94 billion hryvnias—while the loss from these services rose by 9.1%, to 9.62 billion hryvnias.
Suburban transportation generated only 0.51 billion UAH in revenue and 9.996 billion UAH in losses for the company, which is 2.8% less and 7% more, respectively, than in 2024.
Finally, freight transportation declined by 17.1% to 67.87 billion UAH, while profit from this segment fell 3.5-fold to 5.82 billion UAH.
In Ukraine, a requirement takes effect on July 1 stipulating that all freight vehicles registered for the first time for international transport must be equipped with second-generation smart tachographs (G2v2).
According to a statement from the Ministry of Community and Territorial Development, this requirement is part of Ukraine’s obligations under the Agreement on the Liberalization of Freight Transport with the EU.
“We are consistently harmonizing our legislation with EU standards so that Ukrainian companies can operate under the same rules as their European counterparts,” Deputy Minister of Community and Territorial Development Serhiy Derkach is quoted as saying in the press release.
The ministry explained that second-generation smart tachographs will automatically record drivers’ work and rest periods, as well as determine the vehicle’s location.
However, the ministry emphasized that this requirement applies only to trucks that are registered in Ukraine for the first time on or after July 1, 2026, for the purpose of international transport.
It is noted that there are currently over 100 centers operating in Ukraine that issue and service cards for smart tachographs. As a result, more than 29,000 such cards have already been issued.
Training is also underway for inspectors of the State Service of Ukraine for Transport Safety on how to use the new devices, which will enable them to effectively inspect both Ukrainian and foreign vehicles, the press release added.
EU, Ministry of Development, tachograph, TRANSPORTATION, TRUCK
Freight volume in January–May 2026 increased by 4.1% compared to the same period in 2025, reaching 133.8 million metric tons, while passenger traffic decreased by 5.6% to 849.3 million passengers, according to a report by the State Statistics Service.
According to its data, 61.3 million metric tons of freight were transported by rail during the first five months of 2026, which is 3.3% less than during the same period last year, while freight turnover fell by 13.8% to 36.1 billion ton-kilometers.
Road freight transport in January–May of this year increased by 22.1% to 59.6 million metric tons, while freight turnover rose by 10.9% to 17.8 billion metric ton-kilometers.
The largest number of passengers in January–May 2026 was carried by road transport—398.4 million, which is 3.7% more than during the same period in 2025.
A 3.2% increase was also recorded for the metro—138.9 million.
At the same time, the number of passengers carried by rail decreased by 15.1% compared to the same period last year—to 21.6 million; by trams—by 23.1%—to 98.5 million; and by trolleybuses—by 15.6%—to 191.6 million.
As previously reported, the volume of freight transported in January–April 2026 increased by 5% compared to the same period in 2025, reaching 104.4 million metric tons, while passenger traffic decreased by 7% to 658.8 million people.
FREIGHT, PASSENGER, State Statistics Service, TRANSPORT, TRANSPORTATION
Ukraine’s major industrial associations and groups oppose Ukrzaliznytsia’s significant and unjustified increase in freight rates, which would deal yet another blow to Ukraine’s economy.
Business representatives expressed this position at a press conference titled “A Tariff Blow to the Ukrainian Economy: Leading Industries Oppose Ukrzaliznytsia’s Unfair Increase in Freight Rates” at the Interfax-Ukraine news agency on Tuesday.
Oleksandr Kalenkov, president of the “Ukrmetallurgprom” Association, noted that while the draft order on raising tariffs has not yet been made public, the issue is being actively discussed. He emphasized that “Ukrzaliznytsia” is a state monopoly and that corruption is present in its operations. The company must operate transparently, and its activities should be overseen by an independent body—the National Commission for State Regulation in the Transport Sector—the creation of which has been under discussion in Ukraine for 17 years.
“We hope that the decision to raise tariffs will be made objectively. Moreover, freight transportation has always been profitable. Specifically, Ukrzaliznytsia’s operating profit in 2024 amounted to 20 billion hryvnias; profitability remained steady in 2025, and we also expect Ukrzaliznytsia to operate profitably this year. However, the volume of freight is decreasing: from 315 million metric tons in 2021 to 160 million metric tons in 2025,” said Kalenkov.
He added that the business community is trying to engage in a constructive dialogue with the company. In particular, there is the issue of subsidizing passenger transportation, but passenger transportation cannot be subsidized at the expense of private businesses; it must be funded through the budget. However, the business community can invest its own funds to provide support.
“Ukrzaliznytsia has opportunities to improve efficiency through its operational activities. Furthermore, it has the ability to secure external financing, whereas the private sector currently lacks such opportunities. So let’s resolve these issues together, rather than making decisions behind closed doors,” urged the head of Ukrmetallurgprom.
Kalenkov added that following the press conference, a joint appeal to the government would be drafted.
“We are prepared to accept a fare increase of up to 10%. And Ukrzaliznytsia itself must improve its efficiency. We need a normal, open discussion about the transportation situation,” he concluded.
Pavlo Kachur, head of the Association of Cement Producers of Ukraine (Ukrcement), noted that the transportation situation is becoming critical, and this threatens not only a specific industry but the Ukrainian economy as a whole.
“We support raising tariffs, but we advocate for an objective increase. Balanced rates must be adopted. No one has any interest in the collapse of any industry!” Kachur emphasized.
The head of “Ukrcement” proposed a set of solutions, including allowing private rail operators to participate in freight transportation, since, according to his data, up to 50 trains are unable to find locomotives for transport. Kachur also highlighted the need to raise salaries for train drivers and “Ukrzaliznytsia” employees, as well as the need to address the issue of passenger transportation, particularly commuter services.
He also spoke in favor of adopting anti-crisis measures and the need for “Ukrzaliznytsia” to publicly disclose its plans regarding where the funds generated by the tariff increases will be allocated.
“We support Ukrzaliznytsia presenting a program to modernize its rolling stock. We support the adoption of performance indicators for freight delivery so that the railway can report on this,” Kachur explained.
Serhiy Kudryavtsev, Executive Director of the Ukrainian Association of Ferroalloy Producers (UkrFA), supported the proposal regarding fares and resolving the issue of cross-subsidization. At the same time, for enterprises in the ferroalloy industry located in areas of active hostilities, the cost of freight delivery is a critical issue.
“The cost of transporting manganese to Nikopol has increased fivefold. And this is a matter of survival for our companies,” said Kudryavtsev.
Vladimir Gusak, CEO of the Federation of Transport Employers of Ukraine, expressed surprise at Ukrzaliznytsia’s plans to raise tariffs.
“This is yet another attempt by Ukrzaliznytsia to raise freight tariffs: by 30% starting in August 2026 and by another 15% starting in January 2027. That is, by nearly 50%. This shows a complete lack of understanding of the realities,” Gusak said, adding that the main problem is the chronic losses in passenger transportation. At the same time, the volume of freight transportation is declining: now, with every fare increase, companies are forced to either reduce shipments or switch to other modes of transport just to stay afloat.
“In the current situation, we believe a moratorium on railway fare increases should be implemented until the war ends,” Gusak emphasized.
Konstantin Saliy, president of the All-Ukrainian Union of Building Materials Manufacturers, noted that in developed countries, fare increases are approved only after consultations, and this issue always receives close attention.
“A 2–3% price increase in the EU causes significant public discontent. Here, however, it’s 30% right off the bat. And this will trigger a chain reaction of price increases—we’ll feel it first, and then consumers will,” Saliy predicted, adding that “Ukrzaliznytsia” could secure funding through land taxes, the development of retail trade at train stations, and other areas, rather than by raising fares. The company should streamline its administrative staff and optimize its expenses. And shifting its problems onto Ukrainians and Ukrainian businesses is the wrong approach, Saliy concluded.
Oksana Nechay, a logistics specialist for rail transport at the Kovalska Industrial and Construction Group, noted that every increase in production costs is practically catastrophic for their company.
“It will lead to a loss of customers, and we operate in the domestic market. And this will result in a drop in tax revenues. The next increase could also take a toll on part of the industry. Both we and Ukrzaliznytsia stand to lose. We are not opposed to an increase, but it must be justified, because we are interdependent,” Nechay said.
Ksenia Orynchak, Executive Director of the National Association of the Mining Industry of Ukraine (NADPU), reported on a “casual meeting” of mining industry representatives last week, as well as an appeal to the Prime Minister, the Ministry of Development, and the State Regulatory Service to prevent an increase in railway tariffs.
“We outlined the negative consequences. Meanwhile, the EU is currently focusing on environmental issues. But Ukraine is moving in the opposite direction, shifting from rail to road transport due to Ukrzaliznytsia’s stance,” Orynchak noted, proposing that a joint appeal following the press conference highlight the need to pursue an environmentally friendly approach in line with the SVA.
Source: https://interfax.com.ua/news/press-conference/1177028.html
BUSINESS, freight rates, INDUSTRY, KUDRYAVTSEV, Nechay, Saliy, TRANSPORTATION, UKRZALIZNYTSIA, КАЛЕНКОВ, Оринчак
Metinvest Shipping, the logistics division of the Metinvest Group, reported a net profit of UAH 32.945 million in January–March of this year, compared to a net loss of UAH 32.944 million during the same period last year.
According to the company’s interim report, which is available to the agency “Interfax-Ukraine”, revenue from ordinary activities for this period decreased by 5.1% to UAH 492.388 million.
Retained earnings as of the end of March amounted to UAH 1.525363 billion.
In 2025, the company reported a net profit of UAH 165.097 million, whereas in the previous year there was a net loss of UAH 67.393 million, while revenue from ordinary activities for the past year decreased by 8.1%—to UAH 2,290.835 million from UAH 2,492.714 million.
The number of employees at the end of 2025 was 263, and at the end of 2024—261.
The LLC ended 2024 with a loss of UAH 67.393 million, while in 2023 it amounted to UAH 729.472 million.
Metinvest Shipping LLC has been part of the Metinvest Group since 2006. The company has branches in Mariupol (operations temporarily suspended) and Odesa. The company’s activities cover the full range of freight transportation services: organization of road and rail transport, customs clearance, freight forwarding, ship agency services, and chartering of the maritime fleet.
Metinvest Holding LLC owns a 100% stake in Metinvest Shipping LLC.
The LLC’s authorized capital is UAH 25.012 million.
Metinvest is a vertically integrated group of mining and metallurgical enterprises. Its enterprises are located in Ukraine—in the Donetsk, Luhansk, Zaporizhzhia, and Dnipropetrovsk regions—as well as in European countries. The holding’s main shareholders are the SCM Group (71.24%) and Smart Holding (23.76%). Metinvest Holding LLC is the management company of the Metinvest Group.
LOGISTICS, METINVEST, PROFIT, TRANSPORTATION, Метинвест-Шиппинг
