When analyzing the situation of transport SMEs in the context of the current transformations in the commercial road freight transport sector, one must pay attention to a number of factors causing a competitive advantage for large domestic and Western transport operators, primarily:
It is also necessary to point out significant threats that may further weaken, and likely will weaken, the already less-than-optimal position of domestic transport SMEs. The most important of these are:
On the other hand, potential benefits are undoubtedly:
According to the Office of the Committee for European Integration, the strengths and weaknesses as well as opportunities and threats for SMEs, which can also be applied to the road freight transport sector, are presented in Table 1.
As a result of Poland’s accession to EU structures (and consequently, a significant change in cooperation standards between supply chain participants in Poland, as well as in international relations), we are already dealing with increasing problems for many SMEs regarding the operating conditions of these companies, among other things, due to:
The effect of these factors will vary across different years and groups of companies. The period of 2004-2005 seems the most difficult, when costs increased mainly as a result of one-off expenditures or capital being frozen for financial guarantees for licenses, license fees, and certificates of professional competence. This resulted from the provisions of the 2001 Road Transport Act. One must agree with A. Grześkowiak that the process of adapting to EU conditions for companies engaged exclusively in domestic freight transport will be slightly milder. In domestic transport, significantly lower revenues per vehicle-kilometer performed will likely be achieved (approx. 2.30 PLN, compared to 3.20 PLN in international transport), but costs will also be lower, which results, among other things, from the lower load capacity of vehicles operated on the domestic market. Analyses indicate a rather surprising situation for small and medium-sized companies operating between 11 and 25 vehicles, which recorded the lowest profitability index in 2001 and in forecasts up to 2008. If these data were confirmed, according to the already cited A. Grześkowiak, it would mean that accession conditions favor the existence of small companies on the domestic market – under 5 vehicles, or large ones – over 25 vehicles.
It is worth noting that in the liberalization of access to the international market, with a visible increase in trade (turnover with Germany alone may increase by about 30%), one should also see an opportunity for road transport, carried out in large part by SMEs, as currently neither rail nor sea transport provides an alternative to it. On the other hand, it would be a mistake to think that Poland operating outside EU structures could provide relief for transport companies, mainly small and medium-sized ones, in the sense of not having to hold a license and a certificate of professional competence, or having restrictions on drivers’ working time (which results from the Act on Drivers’ Working Time of May 16, 2004). Even remaining outside the EU, Poland, like Switzerland, would have to participate in economic cooperation with effectively functioning transport, dependent on norms and standards commonly applicable in Europe. Another fact testifies to the underutilization (and also inefficient use) of the transport potential of Polish road carriers, and thus the possibilities for increasing their share in the transport market. According to simulation calculations, the level of demand for transport, taking performance indicators for the road transport sector in Germany as a reference point, would require owning only about half of the Polish vehicle fleet.
The article comes from the magazine “Logistyka” 4/2005.