• greater capital resources
• developed acquisition network
• know-how
• more effective work organization.
It is also necessary to point out significant threats that may, and likely will, further weaken the already not-so-good position of domestic transport SMEs. The most important of these are:
• the absorption of Polish enterprises by more capital-strong Western companies
• administrative procedures that will be easier for Western companies to meet
• even wider opening of Poland to carriers from Western Europe
• cheaper transport provided by carriers from the former Soviet Republics.
On the other hand, the potential benefits are undoubtedly:
• an increase in the supply of cargo as a consequence of the acceleration of the Polish economy
• a noticeable improvement in road safety
• easier access to loans.
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 the standards of cooperation between participants in supply chains 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 in connection with:
• the adoption of technical and environmental standards
• licensing of access to the carrier profession
• new social regulations
• additional fiscal burdens related to the harmonization of excise and VAT rates.
The effect of these factors will vary across different years and groups of companies. The most difficult period seems to be 2004-2005, when costs rose mainly as a result of one-off expenditures or the freezing of capital for financial guarantees for licenses, license fees, and professional competence certificates. This resulted from the content of the 2001 Road Transport Act. It must be agreed with A. Grześkowiak that the process of adapting to EU conditions for companies dealing exclusively with domestic cargo transport will be slightly milder. In domestic transport, significantly lower revenues per vehicle-kilometer are likely to be achieved (approx. PLN 2.30, compared to PLN 3.20 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, this would mean that accession conditions favor the existence of small companies on the domestic market – fewer than 5 vehicles, or large ones – more than 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, because currently neither rail nor sea transport constitutes an alternative for 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 the limitation of 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 efficiently functioning transport, dependent on norms and standards commonly applicable in Europe. Another fact testifies to the non-utilization (as well as 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 having only about half of the Polish vehicle fleet.