Abstract
Development of Polish international road transport of goods after Polands accession to the EU. Haulage work carried out between 2005 and 2015. International transport in the context of haulage carried out by the remaining EU transport. Transport arranged by types of haulage in 2005 and in 2015. Development of the number of Polish enterprises and their transport potential measured by the numerousness of the car fleet. Changing structure of the trucks fleet according to the pollutants emission standards in the years 2010–2015. Shaping of the average efficiency of the haulage work by the statistical vehicle. Factors influencing the future demand for international transport performed by Polish carriers. Trends for introducing high-volume lorries to run on the EU roads. Prospects for the development of Polish international freight transport until 2030.
Highlights
Growing competitiveness of the Polish international road hauliers as well as the competitiveness of companies from other Central and Eastern Europe as well as Southern European countries has become one of the reasons for some countries from so called "old Union" to try to circumvent the fundamental principle of European Union economic law, that is regarding the internal market as an "area without internal frontiers, where free movement of goods, persons, services and capital is ensured" (Article 26 (2) of the Treaty on European Union) [10]
According to one of the latest forecasts prepared by Polish experts [2], the haulage work performed by trucks of Polish international carriers in the year 2030 will amount to 211–231 billion tkm
Haulage work of the Polish freight road transport carried out in the years 2005–2015 by the vehicles exceeding 3.5 Mg GVW for international transport is greater than domestic transport
Summary
Growing competitiveness of the Polish international road hauliers as well as the competitiveness of companies from other Central and Eastern Europe as well as Southern European countries has become one of the reasons for some countries from so called "old Union" to try to circumvent the fundamental principle of European Union economic law, that is regarding the internal market as an "area without internal frontiers, where free movement of goods, persons, services and capital is ensured" (Article 26 (2) of the Treaty on European Union) [10]. We are witnessing protectionist actions which are an attempt to restrict access to national markets for the carriers from other EU countries [6] This is reflected, for example, by the facts of subjective law creation under the Minimum Wage Act, set in Germany in 2015 (MiLoG) and in France (Loi Macron) in 2016. Following Poland's accession to the EU, obtaining the Community license gave the Polish road haulers more opportunity to operate on the markets of the member states This was one of the driving factors of the dynamic development of the international transport sector. The share of German carriers was less than 8%, and French carriers was slightly above 2% (Fig. 3) This fact demonstrates high competitiveness of the Polish road carriers on the international market. The goods that are transported mainly by the Polish road transport are (according to the share of haulage work): food, beverages and tobacco products (13.6%), chemicals, chemical products, synthetic fibres, rubber and plastic products (12.6%), metals, metal products (excluding machinery and equipment) (11.9%), wood, wood and cork products (without furniture), straw products, paper and paper products, printing products and sound recordings (10.3%) [5]
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