## 2 Theoretical Framework and Methodology
The impact of military events, sanctions, and global changes in the energy market on Ukraine's transit potential was highlighted [27]. The research indicated that the development of the processing industry stimulates the transportation sector in both countries. A deterministic analysis of the case of Poland revealed that economic development and increased business activity contributed to the growth of freight transport. The country's size fosters competition between railway and road transport. The analysis showed that, in Poland, economic sectors are more closely linked to transportation logistics than in Ukraine. The study states that the logistics of material flows are the basis for the functioning of any economic system, both at the macroeconomic and sectoral levels and at the level of individual economic entities. The transport sector directly forms logistical chains in the agriculture, mining, and processing industries, as well as energy, construction, trade, and other economic activities. Logistic chains connect production systems and service intermediate consumption and ensure material flow delivery to end consumers. In 2020, the share of transport services serving the production sector in Ukraine was 57.4%, whereas in Poland it was 65.1%. These services include the supply of energy resources, raw materials, materials, and semi-finished products through all modes of transport, including multimodal freight transportation using transshipment terminals and transport hubs, the storage of material resources and finished products using wholesale and retail warehousing systems, and transport services during production activities. Accordingly, in Ukraine, 42.9% of the total volume of transport services was allocated to serving end consumers, considering both freight and passenger transportation, while, in Poland, it was 34.9%. This includes ensuring the functioning of the warehousing and distribution system through which finished products are delivered from producers to consumers. Therefore, the economy's competitiveness depends on the availability of necessary logistics infrastructure, transport capacity, and the efficiency of their use, as the cost of transport services directly affects the price of the final product. The speed and quality of transport services are significant reserves for increasing capital turnover and the overall level of return from its use. Subsequently, the transportation industry in the two countries' economies was considered. A graphical comparison of the GDP structures of Ukraine and Poland by sector based on 2020 data is shown in Figure 1.  
From Figure 1, it can be seen that there are both differences and similarities in the structure of gross domestic product (GDP) in Poland and Ukraine. Ukraine's GDP share of the transportation industry was 7.2% in 2020, whereas it was 7.3% in Poland. Minimal deviations in the GDP structure were also observed in the energy sector of both countries, at about 4%; trade 15.5-16.1%; financial and insurance activities 3.6-3.9%; professional, scientific, and technical activities 16.3-17.6%; and other activities 20.2-20.6%. Primary structural shifts occurred in agriculture and mining, where the share of Ukraine's GDP significantly outpaced Poland. Instead, the Polish economy concentrated more on the manufacturing and construction industries. Therefore, although the main differences in the sectoral structures of the two countries were concentrated in the material production sectors, the transportation industry played an equally important role. One of the leading indicators of transportation logistics is freight turnover, which characterizes the volume of transportation work performed for the movement of goods and is measured in ton-kilometers. Following the onset of the full-scale invasion, the State Statistics Service of Ukraine ceased the publication of a significant portion of official statistical data in open sources.