However, the latest large-scale attacks on the ports of Greater Odesa and civilian vessels have dramatically changed the situation. Shipowners are postponing calls to Ukrainian ports, insurers are advising clients to avoid additional risks, companies are suspending purchases at port terminals, and the market is increasingly reverting to scenarios that many believed had been left behind in 2022.

Yet the current situation differs fundamentally from the first months of the full-scale invasion. Back then, the main challenge was the physical absence of logistics routes. Today, Ukraine faces a different problem — the economics of exports.

“The events of the past few days have undoubtedly brought us back to the realities of 2022. At that time, shipping virtually came to a standstill, container lines suspended calls to Ukrainian ports, and general cargo transportation almost disappeared. However, there is one fundamental difference between 2022 and today. Back then, the key issue was the lack of infrastructure. Today, the main challenge is economic,” says GOL Commercial Director Volodymyr Guz.

Poland Will Not Become a Second Odesa

Following the outbreak of the full-scale war, Poland became Ukraine’s primary gateway to Europe. A significant share of both exports and imports has been routed through Polish ports, railways, and border crossings.

However, industry experts caution against assuming that Polish infrastructure can fully replace Ukraine’s Black Sea ports.

“Poland is a critically important part of Ukraine’s alternative logistics network, but it cannot fully replace Ukraine’s deep-water ports. The scale is completely different. Bottlenecks remain at almost every stage: rail border crossings, different track gauges, intermodal terminals, and the Baltic port infrastructure. There is another important factor as well — Poland’s logistics system primarily serves the Polish economy,” says GOL CEO Pavlo Lynnyk.

According to him, the greatest risk lies not in any single infrastructure element, but in the simultaneous surge in demand across the entire logistics chain.

The first bottlenecks would emerge at rail border crossings, where cargo requires either transshipment or bogie exchange due to different rail gauges. This would be followed by congestion at intermodal terminals and, ultimately, a shortage of available capacity at Baltic ports.

Another challenge is that many logistics operators are already working close to full capacity. Over the past three years, businesses that relocated to western Ukraine have established stable logistics flows. A sudden return of large export volumes could quickly overload border crossings, terminals, and ports alike.

Ukraine Has Built a Different Logistics System

Despite the current challenges, comparing today’s situation with the spring of 2022 would be misleading.

Over the past three years, border infrastructure has been modernized, new railway capacity has been added, the Chop–Uzhhorod European-gauge railway has been launched, and the network of dry ports, terminals, and transshipment facilities has expanded. At the same time, businesses have invested in thousands of railcars, containers, grain wagons, and modern cargo-handling equipment.

“The most important achievement of the past three years is operational flexibility. Companies have learned to switch cargo quickly between road transport, rail, the Danube corridor, and maritime routes. This ability to rapidly adapt logistics has become one of the Ukrainian business sector’s greatest strengths,” Pavlo Lynnyk emphasizes.

In his assessment, both Ukraine and its neighboring countries are now significantly better prepared for crisis scenarios than they were three years ago.

But Logistics Is No Longer the Main Problem

The paradox of the current situation is that even when alternative routes exist, using them is not always economically viable.

In 2022, Ukrainian exports benefited from exceptional market conditions. Global supply shortages created such a wide gap between domestic Ukrainian prices and international market prices that exporters could absorb almost any logistics costs. That situation no longer exists.

“The global market is not willing to pay more simply because Ukrainian logistics has become more complicated. Returning to European routes therefore means more than just longer transit times — it means additional costs that someone has to absorb,” explains Volodymyr Guz.

He offers a simple example. If logistics costs for wheat once amounted to approximately $30 per tonne but have now risen to $60, while global wheat prices remain unchanged, those additional costs cannot simply be passed on to buyers.

“Either global commodity prices would have to increase, and today there are no clear reasons to expect that, or the purchase price paid to Ukrainian farmers will decline. At the moment, the latter appears to be the most likely scenario,” Volodymyr notes.

This is why the current crisis extends far beyond the transport industry. It directly affects farmers’ incomes, the competitiveness of Ukrainian exports, and the country’s foreign currency earnings.

Which Cargoes Will Change Routes First?

Containerized cargo, machinery, finished goods, certain chemical products, timber, and other high-value cargo remain the most flexible. For these cargoes, intermodal routes through Poland, Slovakia, Hungary, and Romania remain technically feasible.

Bulk export commodities — including grain, oilseeds, iron ore, steel products, and other large-volume shipments — remain heavily dependent on Ukraine’s deep-water ports. Redirecting these cargoes to land routes would significantly increase logistics costs while placing additional strain on European transport infrastructure.

For this reason, GOL experts believe businesses are already diversifying their logistics routes while simultaneously hoping for the restoration of safe navigation in the Black Sea.

“We are seeing two distinct approaches among our clients. Some companies are postponing new shipments or immediately redirecting them through Poland, Romania, or other alternative routes. Others are adopting a wait-and-see approach, expecting that measures to protect commercial shipping will stabilize the situation in the near future,” says the GOL CEO.

Logistics Is No Longer the Biggest Challenge

The events of recent days have demonstrated that Ukraine is far better prepared for logistics disruptions than it was in 2022. Over the past three years, alternative transport corridors have been established, border infrastructure has been modernized, and businesses have learned to adapt quickly by switching routes and operating through multimodal logistics solutions.

At the same time, the current situation has exposed a different challenge. Three years ago, Ukraine was fighting for the physical ability to export its goods. Today, the key question is whether those exports remain economically viable. That is why the security of navigation in the Black Sea has once again become more than a transportation issue — it is now one of the defining factors for the resilience of the entire Ukrainian economy.

The post Back to 2022: What Will Happen to Ukraine’s Exports If Shipping Through Greater Odesa Remains Suspended? appeared first on GOL.

Cargo details:
– Cargo: Rubber tracks for tractors
– Total weight: 22,010 kg

Thanks to a carefully planned logistics route, the shipment was delivered to the client’s warehouse within the agreed timeframe

Hero of Logistics:
Rostyslav Doda (rdoda@gol.ua)

The post Delivery of Rubber Tracks for Tractors from Shanghai appeared first on GOL.

In July, the Ukrainian port industry experienced another wave of Russian shelling. This time, the aggressor is focused on targeting commercial fleet vessels. According to the Odesa Regional Prosecutor’s Office, within a month, the Russian army attacked 28 civilian vessels in the Odesa region: 21 people were killed, and another 34 were injured.

The highest number of casualties since the beginning of this wave of Russian terror was recorded on July 19, when the Russians struck a vessel carrying a cargo of corn near Odesa — nine crew members and a pilot from the Delta-Pilot branch of the Ukrainian Sea Ports Authority (USPA) were killed; eight sailors were rescued.

Undoubtedly, this situation affects the sentiment of shipowners. This time, they appear ready to pause operations longer than previously, when the Russians increased the intensity of strikes on ports at the end of 2025.

The Situation Is Difficult, but Time Will Tell

“Back then, the Russians ‘sent a message’ to shipowners, but they did not achieve the desired result: shipowners recovered quite quickly and resumed work. Unfortunately, this time the situation looks worse. Shipowners feel the threat to a greater extent, not to mention captains and crews who see this threat with their own eyes or even experience a strike directly,” industry sources explained to CFTS.

At the same time, the relevant ministry assures that the ports of Greater Odesa continue to operate routinely, and the Ukrainian maritime corridor remains functional, securing exports of Ukrainian products and the fulfillment of international contracts. “The Ministry is in constant contact with port authorities and market participants and continues to monitor the situation,” the department added.

As for the market participants themselves, they state the following:

• “Some refuse to enter seaports, choosing the Danube instead, but at the same time, some do not want to go to any Ukrainian port at all,” noted Kateryna Kononenko, Operational Manager at Avalon Shipping.

• “Owners have temporarily refused to call at our ports, given the number of vessels that have been hit,” commented Shota Khadjishvili, co-owner of Risoil, to CFTS.

• “Port calls are being canceled, sailors are refusing to work on Ukrainian routes, and insurers recommend refraining from new voyages. And all this is happening just as the country enters peak harvest season,” states Pavlo Lynnyk, Director of GOL.

• “Right now, the situation indeed seems different from the previous escalation — there are not many willing to go to our ports. But time will tell,” adds Oleksandr Nikulin, head of the shipping company Marevia.

The Turkish Shipowners’ Association called on shipping companies to review voyages to Russian and Ukrainian ports. Attacks on merchant ships continue and security conditions in the region are deteriorating, the association emphasized. Turkish vessels account for 40% of traffic through the Ukrainian maritime corridor, noted Andrii Klymenko, head of the Monitoring Group of the Institute for Black Sea Strategic Studies, earlier.

Freight Rates Rise Along with Risks

Previously, the danger forced shipping companies to implement enhanced safety procedures, while insurers significantly raised premiums for vessels entering Ukrainian waters. Now, industry insiders say insurance companies have suspended issuing new war risk policies and are reviewing premium levels.

Over the past week, freight rates have nearly doubled, reaching up to $40 per ton, industry sources say. “There is no established freight market with new rates right now: whatever rate you agree on, that will be the rate. What freight cost last week no longer matters today,” says Mykhailo Voronych, co-owner and CEO of Arista Trading.

“I have been working in the Black Sea market since 2017. Until 2022, it was difficult and sometimes tense, but overall predictable — with risks that were understood, calculated, and factored in. Then the Black Sea became a combat zone. We adapted by making decisions: whether to fix a voyage or not, take out additional insurance or not, accept the risk or reject the cargo,” says Oleksandr Nikulin.

According to him, shipowners’ willingness to work in a risk zone depends, among other things, on freight rates — specifically how well they cover insurance expenses.

“Previously, shipowners understood that insurance was expensive, but higher freight rates attracted them. Then freight fell and competition intensified. At some point, it became clear that if you constantly include additional war risk in the voyage price, you end up out of the market from a commercial standpoint. The cost of coverage became hard to justify within the voyage’s economics,” he explained.

Part of the market began working differently — with reduced coverage, and sometimes without additional risk coverage at all. This went on for a long time. However, with the current escalation at sea, such shipowners assess their risks quite differently now.

Grain Force Majeure

Most traders have paused new grain purchases or lowered procurement prices for the new crop. In particular, Nibulon informed the publication Latifundist that it would form grain purchase prices taking into account the additional costs of alternative export routes caused by Russian attacks on seaports and civilian vessels.

Maxym Hopka, an analyst at the Ukrainian Agribusiness Club (UCAB), compares the current situation not with the start of the full-scale war in February 2022, but with August–September 2023. At that time, after the termination of the Black Sea Grain Initiative, exports through the ports of Greater Odesa almost ground to a halt. On average, during August–September 2023, without the full operation of deep-water ports, Ukraine exported 3.65 million tons of agricultural products per month, mostly thanks to alternative routes, he recalls.

In 2024, seaports began working more stably, and between January and October, an average of about 4.43 million tons per month was shipped through them, compared to about 1.57 million tons via alternative routes.

UCAB predicts that July export volumes will reach up to three million tons, which is 30% less than in June, and in August this figure could drop by another half, excluding the pessimistic scenario — a complete stop of exports through deep-water ports.

Mykola Gorbachev, President of the Ukrainian Grain Association, says companies cannot predict “even the operational pace of ports for the coming days.” If a trader at an international company makes a miscalculation, those losses can be offset by results in other markets. Ukrainian companies have nothing to compensate them with.

Meanwhile, the Elevatorist portal writes that some farmers quickly reoriented toward the western border. In particular, the Chornotysivskyi Terminal already has orders for the current marketing year’s harvest.

Industry sources say that agricultural producers today do not face the heavy pressure of obligations that would be compounded by the limited capacity of railway crossings and other bottlenecks. Likewise, despite all the enemy’s efforts, there is no shortage of storage capacity. Therefore, there will be no repeat of the logistics crisis seen in 2022.

Containers — Bypassing the Ports

“The market is currently in a state of cautious waiting: everyone is calculating possible scenarios, and no one is rushing to make long-term decisions,” Dmytro Kazanin, Director and Owner of the logistics company TEUS, told CFTS.

Naturally, intense Russian strikes affect more than just shipments of agricultural products. They forced Maersk to suspend service through the terminal at the Chornomorsk Fish Port. Maersk Ukraine reported that, in particular, the vessel MEDKON MIRA was rerouted to the Romanian port of Constanța, from where the cargo will head to Ukraine, but without being unloaded at a seaport.

Meanwhile, MSC Ukraine reported that its office is temporarily closed, the company continues to work remotely until further notice, and all business processes are proceeding as normal.

The most optimistic expectations in the market are that the situation will stabilize in the coming weeks, according to CFTS interlocutors. They say that during this time, businesses will “manage” and overpay for logistics, after which cargo will continue to flow predominantly to seaports.

The Danube Is Always in Reserve

The enemy cannot significantly impact Ukraine’s exports: alternative routes have already been well-tested during the full-scale war. In 2022, instead of sending train cars and trucks to seaports, businesses directed them to Danube ports and western border crossings.

“Danube ports remain an alternative to seaports, but logistics can be more expensive compared to transport through the ports of Greater Odesa. That is why the market is actively calculating alternative routes today, but is in no rush to use them yet,” Kazanin explains.

The Danube market remains active, with rates rising by an average of about five dollars per ton, ASAP Agri reported.

At the same time, Kateryna Kononenko points out that the draft available in the Bystre Channel is barely sufficient even for a vessel in ballast: water levels are currently dropping, and loading a vessel to a 7-meter draft is presently impossible. In the Bystre mouth, the draft is 5.5 m, and near Izmail, it is 6.7 m.

“I used to think the Russian military command had some kind of plan to destroy Ukrainian supply chains. Then I realized there is only one instruction: strike everything that moves or stores something for shipment,” one of the sources told CFTS.

To support his point, he cited a recent Russian strike on the Mykolaiv Sea Port. On July 17, drones damaged three civilian vessels under foreign flags docked at the port. Two Ukrainians aboard a foreign vessel were killed. “The Russians hit a blocked port — for five years, not a single vessel has sailed to or from sea from Mykolaiv or Kherson. If anyone died, it was obviously maintenance personnel keeping idling ships operational. But if you monitor Russian media, the Russian military reports a successful strike on ships unloading Western weapons. This isn’t a strike on logistics; it’s just a strike for the sake of a strike,” the source told CFTS.

All of this is taking place against the backdrop of successful Ukrainian strikes on Russia’s shadow fleet. In total, between July 6 and July 22, as part of the Unmanned Systems Forces’ operation “MoLoChKa,” 196 vessels were hit in the Black and Azov Seas: 126 in the Sea of Azov and 70 in the Black Sea.

As Lloyd’s List notes, the warring sides increasingly view commercial ships as legitimate targets, exacerbating the overall crisis encompassing global shipping in 2026.

The post Under a New Wave: How the Market Is Responding to Another Series of Russian Attacks on Ports and Vessels appeared first on GOL.

That was perhaps the most important outcome of the Ukraine Recovery Conference 2026 (URC 2026). Logistics is no longer viewed as merely a supporting function of the economy. It is increasingly recognized as one of the key pillars of Ukraine’s recovery, long-term competitiveness, and integration into the European economic space.

This goes far beyond the construction of roads, ports, or railways.

Today, Ukraine is effectively building a new logistics architecture—a system capable of ensuring the uninterrupted movement of goods, integrating Ukrainian businesses into European supply chains, and laying the foundation for future economic growth.

This is why international transport corridors, Ukraine’s integration into the TEN-T network, modernization of border infrastructure, multimodal transportation, logistics hubs, and digital solutions became central topics at URC 2026. For businesses, however, the list of projects is less important than the way these initiatives will reshape the rules of the market.

And those rules are already evolving much faster than investment programs can be implemented.

The latest large-scale attacks on the port infrastructure of Greater Odesa once again demonstrated that security remains the weakest link in Ukraine’s logistics system. Maritime exports have effectively come to a standstill. The reasons are evident: continuous attacks on ports, terminals, and civilian vessels. Some grain traders have temporarily suspended purchases at port terminals, while one of the country’s largest exporters reduced its procurement prices three times within a single day. The impact quickly spread to the domestic market, where wheat prices at some inland grain elevators fell by nearly UAH 1,000 per tonne in just one day.

Port calls are being cancelled, seafarers are refusing to operate on Ukrainian routes, and insurers are advising shipowners against launching new voyages. All of this is happening precisely as Ukraine enters the peak harvest season.

This situation highlights a simple yet fundamental reality: logistics can no longer be considered separately from security. If the transport system cannot function under regular attacks, any plans to expand international transport corridors or increase exports remain little more than unrealized potential.

Only a few years ago, competition in logistics was built around freight rates, delivery speed, or access to specific routes. Today, that is no longer enough. After several years of war, Ukrainian businesses have come to understand that the greatest competitive advantage is not a particular route, but the ability to rapidly redesign the entire supply chain. Resilience has become the new currency of logistics.

Logistics is no longer simply a service function. It has become part of the country’s critical economic infrastructure. In the years ahead, the winners will be those companies capable not only of transporting cargo, but of designing resilient supply chain models together with their customers.

The development of international transport corridors is equally significant. For Ukraine, this is no longer about finding alternative routes—it is about economic security. The deeper Ukraine’s logistics network becomes integrated into the European transport system, the less dependent its foreign trade will be on individual routes, bottlenecks, or geopolitical risks.

At the same time, infrastructure itself should not be overestimated. New highways, terminals, or railway crossings do not automatically create an efficient logistics system. They simply provide the opportunity to do so.

Efficiency emerges when the entire system operates as an integrated whole—where infrastructure is combined with digital technologies, multimodal services, risk forecasting, and professional supply chain management. This is why managerial expertise is becoming just as important as physical construction.

Today, businesses are investing not only in faster delivery but also in greater predictability. The ability to provide reliable, resilient, and predictable logistics is rapidly becoming the industry’s most valuable competitive advantage.

URC 2026 demonstrated an important shift in thinking. Ukraine’s recovery is no longer solely about rebuilding physical infrastructure. It is about creating a new model of international trade in which logistics becomes one of the key drivers of economic development, and logistics companies evolve from contractors into strategic partners of both government and business in shaping this new system.

Ultimately, Ukraine’s long-term competitiveness will depend not on how quickly individual infrastructure projects are completed, but on how successfully the country transitions from building isolated facilities to developing an integrated, resilient logistics ecosystem.

The post Ukraine’s Biggest Reconstruction Project Is Logistics appeared first on GOL.

Institutional Opportunities and Strategic Direction

Today, Ukrainian representatives are regularly invited to institutional-level events dedicated to the country’s future reconstruction. These discussions focus on long-term recovery strategies, as well as the equipment, infrastructure, and resources required to support them.

At the same time, there is currently little rationale for prioritizing transit development. Moldova may represent a limited opportunity, but even in that case, transit volumes are unlikely to exceed 2%. The real growth potential lies in strengthening Ukraine’s own import and export base.

Infrastructure Challenges

When it comes to port infrastructure, the priority should be the expansion, reinforcement, and efficient utilization of existing capacities. One of the global trends shaping the industry is digitalization, which reduces reliance on manual labor in port logistics management. However, implementing these innovations in Ukraine is particularly challenging, as resources must first be directed toward restoring infrastructure damaged by attacks. This inevitably slows progress toward long-term development goals that would otherwise be more achievable under stable conditions. Nevertheless, improving cargo handling efficiency remains both realistic and essential.

There are also positive developments in the construction of inland terminals. The gradual replacement of outdated infrastructure with modern facilities creates new opportunities for the sector. New terminals have been built, for example, in Mostyska since 2021–2022. Their key advantage lies in combining cost-efficient construction with modern technologies and operational approaches.

Rail infrastructure also deserves particular attention. Given the ongoing attacks, the destruction of rolling stock has become a critical challenge that cannot be overlooked. Since the majority of Ukraine’s rolling stock remains state-owned, this represents a significant operational risk that must be taken into account when planning the sector’s future development.

A Comprehensive Approach to Logistics Development

A comprehensive approach has become one of the key priorities of modern logistics. Freight forwarding companies are increasingly expected to manage the entire supply chain—from assisting with procurement and verifying suppliers to organizing domestic transportation in China, arranging ocean freight, coordinating cargo unloading upon arrival, managing last-mile delivery, facilitating financing solutions, supporting customs clearance, and providing clients with guidance throughout the entire process.

In conclusion, despite ongoing challenges and uncertainty, Ukraine’s logistics industry continues to move forward with a clear strategic direction. The sector has demonstrated remarkable resilience and adaptability, enabling it to operate under exceptionally difficult conditions while maintaining a high level of service for businesses.

The post Ukraine as Europe’s Container Hub: Prospects and Opportunities appeared first on GOL.

Logistics is becoming a data-driven industry

One of the central topics at the Ukrainian Transport Forum, organized by the Association of International Freight Forwarders of Ukraine and the European Business Association, was the digitalization of the transport industry.

Participants emphasized that amid wartime risks, changing trade routes, volatile freight rates, and infrastructure constraints, competitive advantage increasingly depends not on the number of trucks or warehouses a company owns, but on its ability to process and leverage data quickly.

One of the key takeaways from the forum for GOL was that logistics is rapidly evolving into a data-driven industry. In our daily operations, we see how artificial intelligence helps analyze routes, identify risks, and improve the efficiency of our teams. Today, the ability to work with data has become one of the defining factors of competitiveness for logistics companies.

Forecasting is becoming more important than reacting

Similar conclusions were highlighted at Grain Ukraine 2026, where the future of export logistics was one of the main topics.

A key takeaway from one of the most influential conferences in the agricultural sector was that logistics is increasingly becoming a strategic business management tool. For exporters, it is no longer enough to simply deliver cargo. Businesses also need to understand how routes, costs, and risks may change over the coming months.

Artificial intelligence enables companies to generate these forecasts much faster and with greater accuracy by analyzing vast amounts of transportation and infrastructure data. That is why AI has become an essential part of GOL’s operations, supporting not only day-to-day logistics but also the development of export strategies for our clients.

Logistics companies are becoming business partners

At the Forbes x Done business forum, experts discussed the key challenges and opportunities facing importers, including effective sales channels and product adaptation to the needs of the Ukrainian market.

This trend is gradually transforming the very nature of the logistics business—from providing standalone transportation services to managing customers’ logistics processes as a whole. This is exactly the approach we are implementing at GOL by positioning ourselves as a logistics partner and solution architect rather than simply a transportation provider.

Europe is moving toward predictive logistics

At SIL Barcelona 2026, one of the main topics was the concept of Predictive Logistics.

The key conclusion from the discussions was that companies should not react to disruptions after they occur but anticipate and prevent them in advance.

This approach relies on delay forecasting systems, algorithms for evaluating transport corridor capacity, and AI-powered decision-support solutions. In other words, the industry is shifting toward proactive logistics management.

Artificial intelligence is becoming part of everyday operations

Artificial intelligence was also one of the central topics at Breakbulk Europe 2026. Participants discussed its application in transportation planning, risk management, port coordination, and improving supply chain transparency. Particular attention was paid to the practical implementation of AI technologies in the daily operations of logistics companies.

One thing became especially clear at Breakbulk Europe: the market no longer sees artificial intelligence as an experimental technology. Today, businesses are looking for practical tools to improve efficiency and manage risks. At the same time, one of the conference’s main messages was that AI does not replace human expertise—it enhances it.

From transportation to logistics management

Overall, four key conclusions can be drawn:

• Artificial intelligence has fully moved from the category of experimental technologies to everyday business tools.
• The primary value of AI lies in supporting decision-making through advanced analytics and forecasting.
• Logistics companies are gradually becoming data integrators and strategic partners for their customers.
• Businesses increasingly expect logistics providers not only to transport cargo but also to manage the entire logistics ecosystem.

At the same time, artificial intelligence enables managers to analyze large volumes of data more quickly, identify patterns, and generate more accurate forecasts, allowing logistics providers to offer customers more efficient and reliable supply chain solutions.

The role of logistics companies is also evolving. Today, customers expect comprehensive support not only in organizing transportation but also in international trade, including the analysis of optimal import and export routes, identification of new trade opportunities, risk assessment, partner verification, and support throughout foreign trade operations.

The post AI in logistics: the trends that will shape business competitiveness appeared first on GOL.

As a result, the cargo was promptly delivered directly to the client’s warehouse in Kyiv.

Heroes of logistics:
Vladyslava Gordiyenko (Sales Manager): vhordiienko@gol.ua
Iryna Parkhoniuk (Logistics Manager): iparkhoniuk@gol.ua

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The Global Ocean Link team transported the disassembled modular home to a secure partner warehouse in Poland, completely eliminating any safety or security risks for the client’s property. As soon as the US recipient confirmed they were ready to receive the shipment, the house was loaded into a sea container and dispatched to the port.

Because the cargo was already within the EU and had completed the first major leg of its journey, the final shipping speed after receiving the green light from the receiver was incredibly fast. The entire process went smoothly—with zero transport downtime and absolutely no stress for the shipper.

Logistics Heroes:

Artem Hutsuliuk (Sales Manager): ahutsuliuk@gol.ua

Iryna Sabram (Logistic Manager): idibrova@gol.ua

The post Exporting a modular house to the USA via a secure hub in Poland appeared first on GOL.

As part of the independent audit, our operational procedures, risk management practices, control mechanisms, and customer feedback processes were thoroughly assessed.

Successfully passing the audit is official recognition that every GOL process—from the initial inquiry to final delivery—is transparent, efficient, and optimized in accordance with international best practices. In addition, GDP certification opens new opportunities for us in pharmaceutical logistics, ensuring the highest standards of safety and strict quality control throughout the transportation of pharmaceutical products.

We would like to thank our clients for their trust, which inspires us to improve every day, and our team for their professionalism, dedication, and commitment to our shared success.

The post Global Ocean Link has successfully confirmed its Quality Management System’s compliance with two key international standards: ISO 9001 and GDP appeared first on GOL.

The main challenge lay in the specifics of the cargo itself, as the presence of refrigerant required strict adherence to aviation safety rules, special declaration, and thorough document verification.
The cargo was transported from Lviv to Warsaw Airport, then shipped to the USA, where the transit time was only 2 days. Upon arrival in the USA, we ensured final door-to-door delivery to the buyer in San Diego.

Thanks to coordinated work and experience with specific cargo, the entire journey from the Ukrainian warehouse to the American client was optimized and executed in the shortest possible time

Hero of logistics: Roman Betsa
: rbetsa@gol.ua

The post Air freight of ice equipment with refrigerant from Ukraine to the USA appeared first on GOL.

Under these circumstances, Ukraine is forced to utilize European ports for its exports, including Gdansk/Gdynia, Constanta, Koper, Rijeka, Hamburg, and Trieste.

“Today, every fourth import container enters Ukraine via Poland and returns fully loaded. Therefore, Poland holds a leading position in handling Ukrainian exports, with intermodal transportation making up the bulk of Ukraine-Poland transit,” P. Mirzak emphasized.

According to him, the development of the Polish route is largely driven by the fact that the Ukrainian-Polish border possesses the best infrastructure for containers and a high railway capacity.

Among the advantages of cooperating through the Polish ports of Gdynia and Gdansk, Pavlo noted their capability to accommodate vessels from leading container carriers, provide direct shipping services to the Far East, and ensure the availability of empty containers for transport to Ukraine, among other benefits.

“However, there are also disadvantages. For instance, the port of Gdansk lacks dedicated time slots for intermodal trains. Furthermore, it should be noted that over the past six months, Polish customs have increased the number of border inspections, particularly for food products. The resulting additional costs can range from €250 to €350 per container. Another challenge is the shortage of empty 20-foot containers in Ukraine, which creates a high demand for them to be transported from Poland,” P. Mirzak stated.

The post The use of EU ports has become a necessary measure for organizing container shipping from Ukraine appeared first on GOL.

– Route: Germany → Ukraine
– Cargo: oversized agricultural machinery
– Additional work: dismantling and securing the header, preparation of transport documents, escorting the cargo along the entire route

The combine was prepared for safe transportation in accordance with requirements. The header was dismantled and placed separately on the platform, while the machinery itself was securely fastened with specialized straps and chains to prevent shifting during transit.

Such shipments require clear logistics and coordination, which in the end guarantees safe and timely delivery.

Hero of logistics: Yulia Artyukh
: yartyuh@gol.ua

The post Transporting a combine harvester from Germany to Ukraine appeared first on GOL.