Minor moods of Polish SME transport operators – part 1

In the era of liberalization, the creation of free trade zones, and customs unions –

the role of transport is becoming increasingly important. It is not without reason that the term “bloodstream” or “nervous system” of economic systems is used in relation to transport. As such an important element of the national economy, transport must absolutely develop based on sound economic principles and a market-oriented policy of the government and local governments. A reliable analysis of the transport services market requires consideration of a number of issues in the category of both the system of international relations, the state, as well as the transport sector itself, and therefore transport companies and their contractors. We will notice here both apparent and real conflicts of interest, which materialize in a number of indirect and direct actions –

of supranational organizations, the state, as well as entrepreneurs and their associations. Many processes and events are not understood by the participants in the trade of these services, as we are dealing here with the actions of entities specialized in the fight for profit, sales markets, international dominance, and in the case of particularly small transport enterprises –

with the fight for survival.

Among the many aspects/events occurring in the transport services sector, the most interesting are undoubtedly those that concern the economic and

organizational characteristics of this department, especially in the aspect of existing tendencies towards monopolization of activities in this area, international expansion, large differentiation of supply and demand, as well as transport remaining in the sphere of intensive fiscal exploitation by the state. It should be noted that in most countries, the number of people employed in transport showed a constant absolute increase. Transport –

like energy or the human factor –

must be treated as a basic element of the “equipment” of every economic organism. Transport companies generate a significant part of income in the process. This is, of course, a sufficient reason for the transport services sector to remain in the sphere of intensive efforts and the fight for influence and shares. The ability to compete in the domestic and international markets, as well as the level and scope of services, are influenced not only by the entities providing transport services themselves, but also by the recipients of these services. The actions of state and supranational institutions can also significantly condition the profitability or even the survival possibilities of individual groups of entrepreneurs. An example of these actions can be legal regulations. The way of enforcing the provisions of the Act of September 6, 2001, on road transport (amended many times; the last amendment was in July 2005), plays a huge role in the context of the survival possibilities of currently and undoubtedly future operating transport companies.

It is estimated that in approx. 84% of companies classified as so-called “family” businesses, the opportunity to earn a living, which they had at the time of the adoption of this act, is systematically being lost –

ultimately for up to 0.5 million people. The above act, introduced hastily, against the opinion of the appropriate parliamentary committee for the ad hoc use of small, after all, EU funds is –

in the opinion of many carriers, especially those classified in the SME category –

a classic manifestation of the dictate of EU bureaucracy, of which almost the entire Polish political class has become an obedient executor, which is clearly visible from the analysis of the minutes of the Sejm voting.

The obligations imposed by this act fell on different ground and were from the beginning unfeasible for most Polish carriers. Most transport SMEs believe that the incoming, or rather already implemented, EU competition policy is a negation of the free market and as such limits the range within which entrepreneurs can shape and implement the operating strategies of their companies. The owners of these enterprises claim that while some MPs did not delve into the issues related to the effects of the already mentioned act, the regulations contained therein were certainly not proposed by accident. Especially since, for example, the phenomenon of Western contractors imposing their local carriers on Polish partners on the basis of related transactions is becoming increasingly visible.

A similar element of non-market interference, conditioning the existence of transport enterprises, is the state’s fiscal policy towards this important sector of the economy. An example of destructive tax exploitation is the register of fees imposed on domestic entities operating in Poland. Excise duty on fuel, tax on means of transport, vignettes, and many other indirect taxes and inexhaustible ideas for introducing more, are a visible example of the state’s special concern for the maximum use of this very important and strategic department of the economy for (and quite unambiguously interpreted) its own tasks, resulting from the adopted and hitherto ineffective model of operation. According to research conducted by the Department of International Transport and Forwarding, only one in six Polish carriers expected an increase in their turnover after joining the EU, and 55% believe that EU forwarders are being imposed on Polish importers. It is worth mentioning that as many as 70% are afraid of the capital advantage of local carriers. It should be stated that these fears –

in light of the policy pursued by our state –

seem justified. At the session of the Ministerial Accession Conference, as a necessary condition for Poland’s accession to EU structures, the necessity for the Polish side to meet a number of social, technical, financial, tax, safety and environmental protection requirements, as well as criteria conditioning the legal performance of commercial road transport, was given –

concerning both goods and persons.