10th consecutive month of rising unemployment. Ladies and gentlemen , do you know when was the last time this happened? Years ago. It is currently 6.2 6.2. The average in the European Union is 3.1, which means that we have exactly 100% higher unemployment in Poland than the average in the European Union. It is as if, within 10 months, 2/3 of Katowice, the entire population of Katowice, lost their jobs. This will be Armageddon. Well, imagine that you are walking down the street and every third person is at the stage of looking for a new job and training. We have gone through this in Silesia, and globally the estimated net loss of jobs is at least 200 million, and in Poland it is estimated at around pi million in pi years. How many of them have managed anything in their lives? Ladies and gentlemen, if I counted correctly, seven. And how many of them have managed for over 10 years? As far as I know, two. For example, in Germany this rate, which surprised me a lot, the rate is drastically higher. There is between 60 and 80% match. 3,300 transport companies arrived. We know this precisely from the number of licenses issued, right, by the international transport office , and 4,400 were liquidated, so we are 1,000 1,100 companies behind. 12 months have passed , it's so sudden 1100 companies less 1100 companies, not 100 companies less, 1100 companies less. Spicy Business Podcast. Enter the world of inspiring Polish entrepreneurs. Szymon Ostrowski invites you. This episode is sponsored by Tech 2000. Choose prevention and save on costly repairs for your diesel engine. Tech 2000 diesel System Cleaner cleans injectors, keeps DPF and EGR clean and removes water from fuel. With the code na ostre 20 you will get a 20% discount on your entire purchase. Link to the store in the video description. Now for the surprise. You can download the episode summary in PDF format. Click the link in the description and learn more. Hi, my name is Szymon Ostrowski, and this is the Biznes na Ostro channel, where we talk about business, entrepreneurship and finance. Before I introduce my guest today, I would like to remind you that you can support this channel by visiting sklepbizneso.pl, where you will find interesting products that will help you run your business better and more effectively. And today my guest is Professor Mariusz Miąsko from the Nicolaus Copernicus University. Good morning. Hello and welcome. Good morning, Madam Editor. Hello everyone. We saw each other two months ago talking about the National Energy System and the professor announced that the National Energy System would not be included. It's the beginning of April, so what? It didn't work . KSEF is here and it works. In fact, I said we would modify it very seriously just to be on the safe side. I didn't say it wouldn't work. This KSE has had only positive effects so far. I know that after such a first sentence it may seem strange, but he has brought about such integration in the business community that I have not seen in the 26 years that I have been an entrepreneur. I mean, I have to tell you that after this broadcast we had over 200 calls. Unfortunately, I've only called back about half of them, and there are still 100 people in the queue, but I promise I'll call you back, of course. Um, but uh, the result of this, of our broadcast and this integration, of this rebellion of entrepreneurs against this system, de facto we can say, because it's not only about KSEW, but about systemic action and systemic destruction of entrepreneurs. This is the establishment of the We People association and the establishment of a government of entrepreneurs. We entrepreneurs decided to take matters into our own hands. and we held a founding meeting, one could call it the founding congress at the Łódź Festival in Tuszyn. yyy, that's where several dozen of these, you could say, leaders, yyy took part, and we established something we called the government of entrepreneurs, an external government, yyy, within which we decided to divide entrepreneurship initially into 20 small thematic boxes and within these thematic boxes, appoint leaders, appoint lawyers who will, 5 days a week, 8 hours a day, systemically fix problems of a legal nature, de facto of a tax nature, but whether they are tax-related or organizational, they always come down to the need to change the law. But this is already our profit, this is our gain, this is our success thanks to the Polish state and thanks to this system, which has unleashed an energy in us that I have not seen in the last 26 years. But apart from KSEFU, we have recently had quite a big problem for entrepreneurs in the transport industry. We have conflict in the Middle East. Fuel prices are soaring to levels we haven't seen in a long time. A few days ago, the government decided to control the situation a bit, according to communication, and introduce maximum prices, while reducing VAT on fuel. Unfortunately, this is not very good news for entrepreneurs, because entrepreneurs nominally pay more anyway. Even though the price on the pylons at gas stations is lower for consumers, entrepreneurs pay more due to the reduction in the VAT rate. Yes. They do not gain anything from it, because VAT, which entrepreneurs may not be aware of, is a transferable tax. We always give it back, right? either in a product or service, or we pay it directly to the account indicated by the state treasury, to put it very simply. In relation to the vocation, it is neutral for us . Such a circumstance is, of course, unfavorable for consumers, because the average consumer might think: "What about me, what does this have to do with me?" This has to do with the fact that if for us entrepreneurs this reduction, de facto VAT reduction, has not reduced our costs in the slightest, it means that you will have the same high prices on your shelves as now. Well, the transport companies themselves also have a problem: it's not just fuel costs that are a big problem here. We, as Polish entrepreneurs, have also specialized in small transport up to 3.5 tons in international transport. In a few weeks, mid-year, new regulations are to come into force that will require tachographs to be installed in these cars. How can this change the transport market in Poland, which is still trying to defend itself? Well, we have been a leader for years, we want to maintain our leading position, but it is very difficult. First of all, you need to know that for now, let's divide the transport costs into two such separate boxes up to 3.5 tons and above 3.5 tons of GVM, i.e. the permissible total weight. First, let us address the issue of large transport, i.e. over 3.5 tonnes of GVW, so-called trucks. Ladies and gentlemen, you need to know that there are two key components that generate 70% of all costs. This is fuel, and depending on the fuel price, it is between 30 and 40%, and remuneration and all the allowances related to remuneration, as well as daily allowances and accommodation allowances, which constitute between 25 and approximately 30% of this total cost. So you see, these two ingredients actually generate a huge answer to the question of how much the product will cost on the shelf. Well, let's remember that the cost of transport directly translates into the cost of products on the shelf. It's not that if Polish transport is expensive, not because it is expensive in itself, but because the system has placed it in such an unfavorable situation where it costs a lot , has a lot of this layer of costs, then you, the average citizen, all of us, will pay more when going to the store. So that's the first point. The second issue, you need to know, is that if we now have these very high costs of this transport, we will de facto lose our European advantage. I mean, we have to know that we in Europe have had a leading role for the last few years. What does it mean? This means we were first or second in metro transport and cabotage. This is a situation that is slowly regressing, or rather, not so slowly, but it is clearly noticeable and, unfortunately, this has been a trend for several years. We have seen a third consecutive year of decline in company profitability and a decline in kilometer-based transport and cabotage. So here we are no longer talking about some individual, one-year and exceptional situation. Now, ladies and gentlemen, what does it look like in numbers? That is, Polish truck transport, depending on whether we are talking about cabotage or cross-country. Cross trade is a situation in which, for example, a Polish carrier transports cargo from Germany to France. And cabotage is a situation where a Polish carrier drives in Germany or only transports in France. Well, ladies and gentlemen, we realized from 30 percent in the case of cabotage in Germany, for example, to even 40% in the case of cross-country, and Polish transport was the strongest, it was a powerful transport, the strongest transport in the European Union. This, of course, did not please our neighbors, because remember that Polish companies were registered in Poland and paid taxes and all other indirect levies related to the purchase of car parts, etc., etc. social benefits to the Social Insurance Institution, taxes, truth, from salaries etc., etc. And in 2002, the mobility package was introduced . Well, this is a package of regulations that essentially had only one purpose. increase the remuneration costs of Polish employees, i.e. Polish drivers, in order to sum up in this whole box, from which we have determined that these remuneration costs constitute between 30 and 25 to 30% of the total costs in the implementation of transport, i.e. they are fundamental to profitability or lack of profitability. This move by the European Union has meant that Polish transport companies have lost almost all of their competitive advantage at the level of one of the key costs over the past two years. We all pay for this. There is nothing to be happy about, ladies and gentlemen, if we hear that, for example, because this is the narrative very often presented by the Ministry of Labor. The Ministry of Labor says that yes, but we are in the public interest, looking after the interests of drivers who, by the way, earn 8, 9, 10,000, sometimes 11,000 in cash, we don't envy anyone, we are happy that they earn so much, we wish them to earn 15 and 20, because from a human perspective we wish all people well, the best. But this move, which was also initiated by the Ministry, at the level of regulation of the Polish Act on Drivers' Working Time, led to a situation in which allowances and accommodation lump sums were de facto eliminated for the first time since 2010, i.e. 100% of the remuneration is now subject to contributions and taxes, and resulted in a 30% increase in the cost of employing an employee. Yes, overnight by 30%, ladies and gentlemen, not by 3%, not by 10%, not by 15%, but suddenly by 30%. Who paid for it? Three entities paid for it . The state treasury, which has drastically decreased revenues from transport year after year because Polish transport is shrinking, we will soon show you what this looks like in numbers. Um, secondly, the employees themselves lost out . Well, ladies and gentlemen, if Polish companies are closing down, it is the employees who have lost out because they are not employed. Ladies and gentlemen, we have record unemployment. You may not know, but we have record unemployment, the likes of which have not been seen for over a dozen years. We will also say this in numbers in a moment, but transport entrepreneurs say, we do not have employees and we would practically accept any possible number of free hands who would like to sit behind the wheel and drive with these loads. This is a narrative from a few months ago. It is no longer valid. There have been net liquidations over the last 12 months. In Poland there is a negative net result, there are minus 1,100 transport companies, which means 3,300 transport companies have increased. We know this precisely from the number of licenses issued, right, by the international transport office , and 4 were liquidated, so we are 1000 1100 companies behind. Sorry for such colloquialism. Ladies and gentlemen , imagine that 12 months have passed, suddenly there are 1,100 fewer companies, 1,100 fewer companies, not 100 fewer companies, 1,100 fewer companies. Now imagine, from just one industry, imagine now, imagine this map and just like that, fill it with 1,100 pins, and now you see, you have a visualization of how many 1,100 companies it is, and now these 1,100 companies don't offer jobs, don't pay taxes, have largely sent employees to unemployment, and how do we know that they sent employees to unemployment, and we know from other statistics, ladies and gentlemen, we have the 10th month in a row, the 10th month in a row, because March has ended, we are in the flower, we already have data for April 2026, the 10th month in a row of increasing unemployment. Ladies and gentlemen , do you know when was the last time this happened? 24 years ago. The last such sequence in which unemployment increased year after month took place exactly 24 years ago. 24 years ago, a quarter of a century ago. This is the worst situation on the labor market in a quarter of a century. But why is it additionally dangerous and why does the decline of Polish transport contribute to this enormously ? Well, because so far it has been like this, there were two or three months of increased unemployment, and then, for example, the spring season came and unemployment decreased again . That didn't happen this time. That is, for a quarter of a century there has not been a situation where seasonality did not reduce this and the increase in unemployment. And now please pay attention to the numbers. Well, let's postpone these 10 months and determine what the current unemployment rate is . We have a record unemployment rate that has been nasty for many years . It is currently 6.2 6.2. The average in the European Union is 3.1, which means that we have exactly 100% higher unemployment in Poland than the average in the European Union. You understand 100%. I do n't know what the media is saying because I don't watch any media and I'm fine with that, but I can tell you what the numbers say. Maybe politicians don't say it at all, or maybe they somehow try to cover it up, so to speak, but the numbers are relative. We have exactly 100% higher unemployment than the average in the entire European Union. Now, ladies and gentlemen, let's determine how many of these things there are in some values ​​that each of us understands. How many unemployed people have we had in these 10 months? So, over these 10 months, we have had between 160,000 and 180,000 unemployed people. Well, that's all that was registered. Well, again, ladies and gentlemen, this is not something that can be discussed, because it is simply an officially reported circumstance. How many have we registered in these 10 months? 180,000. Do you know how much 180,000 is? It is as if within 10 months 2/3 of Katowice, the entire population of Katowice, lost their jobs. It is as if, within 10 months of less than a year, 2/3 of Katowice lost, i.e. the voivodeship city lost its jobs. We are talking about a huge volume. Of course, transport is part of the problem, because for the first time in these, one could say, 30 years, transport is clearly going backwards, because until now it has only been developing, and now it is only going backwards in its development, and all the statistics show this, both in kilometers, in cabotage transport and in the number of companies. But what is a small transport entrepreneur who has a few trucks supposed to do now? It's not strictly a one- man business with only one truck, but he has several trucks, employs several workers and sees that the market is getting more and more difficult . What should such an entrepreneur do? The entrepreneur may currently have no influence on the cost of fuel. Therefore, in this box, which accounts for between 30 and 40% of the cost, he can do nothing. He won't save on leasing costs because they'll just take his car away, right? he will save on repairs, because the car simply won't run, so he won't save on this box either. So the only box in which the whole, the entire sum of costs that can be saved is the salary costs. And now the problem is that the Polish ministry, with our own Polish hands, has amended the driver's working time act twice, so unfavorably for Polish transport entrepreneurs . The first time it was poorly amended and generated a very large increase in costs, and the second time it was amended even worse and generated an even greater increase in costs for Polish transport companies. So a Polish business, an entrepreneur, can really only do one thing. To join an association or join the government of entrepreneurs or an association such as the Best Road association or ZMPD or OZPD, go to the Ministry of Labor. Just like I went to the Ministry of Labor to talk to Minister Gajewski and said: " Minister, we are basically dying financially here as entrepreneurs. We are basically gone. 1,100 more of us are liquidated every year than new ones are created, so we basically don't exist. Please immediately amend and revise the Act on Drivers' Working Time to allow for the payment of some of the drivers' benefits, which, as we have established, are very high and we are very happy about it, and we hope they are as high as possible for drivers, but so that in some part, for example, in the 13th year, contributions and taxes are exempted, just like it was from 2010 to 2022, right? That's where the success of the Polish transport industry comes from. I will only tell you, ladies and gentlemen, that I had such a meeting with Minister Gajewski. Besides, I recently mentioned this in such a revealing way during the previous program with your editor . We talked. Minister Gajewski did not accept, he was not Please accept this news personally. It's not as if he actually believed there was n't any problem. Minister Grajewski, by the way, was there in front of five officials from the Ministry of Labor and another outsider, so I have witnesses to everything I say. Minister Gajewski said that this is the time when the current government will level the rules of social coexistence and that entrepreneurs have had it so good for so many years, and now it will be good for employees. The problem is that Minister Gajewski doesn't understand that there are no opposing sides here. It's not like it's employers versus employees. Oh no, it doesn't work that way. Employees are closer to us, like family, especially in the SME sector you're asking about, i.e., these small businesses, because honestly, we spend more time with our employees than with our families. Honestly, if you look at online forums, or talk to entrepreneurs, to the drivers who drive these large trucks, and they talk about their earnings, they actually admit that they earn well, if we compare it to monthly salary in the country, but converted into hourly rates, they often have an hourly rate lower than the minimum required because they claim they sit in a truck 24 hours a day and are responsible for this truth. This is, this is not true. This is, and well, I don't want to say that this is true. Perhaps I won't judge what it is, but I will say that it is not true. And why? Again, you don't have to believe me at all, because now I will refer to the bare facts. You must know that the essence of implementing the mobility package was the establishment of the so-called common minimum wage, which was called the sectoral wage. But this is nothing more than a common minimum wage for all European Union member states. It varies slightly in individual countries, because some of the components are slightly different, but in principle, it is a common minimum wage. And this common minimum wage is 100% taxable and subject to contributions, and ladies and gentlemen, it is significantly higher than The minimum wage, but significantly higher, drastically higher. What has happened in the meantime is that the option to pay per diem and lump sums has been removed. The point is that a driver earns significantly more per day than the sectoral wage, the European Union minimum wage . Significantly more. Until now, this one-third of the excess over the EU wage, this minimum wage, was paid in per diem and lump sums, because Polish law allows it. What the Polish minister, the Polish Ministry of Labor, did, in my opinion, due to incompetence and a misunderstanding of the labor market and the broader mechanisms occurring in the labor market, was to eliminate the option of paying these per diems and lump sums. That's a fact. And I am a labor lawyer, and my academic specialization, in which I completed my doctorate at the University of Johannesburg, is labor law, and most of my scientific publications and books on this matter are about labor. So, I'm speaking here as a human being. who has an idea about this sector. In connection with the above, I just wanted to remind the Minister and the Ministry of Labor that it is unacceptable under European labor law to create a situation in which an employee is not allowed to receive any allowances or overnight allowances at all. So this amendment, incidentally, is still inconsistent with international labor law regulations , but it was aimed at populism. This is my opinion. I have the right to this opinion. Pure populism. The ministry and the current government said this. I'm not getting involved in politics. I'm stating facts, please don't take this politically at all. 800,700,800,000 drivers, because that's roughly how many drivers there are in Poland, said: "Well, we'll add to your contributions from the entrepreneurs' money, we'll add to your contributions and taxes now." However, this same ministry forgot, firstly, to look at the bigger picture, that it's killing the industry and increasing unemployment, meaning it's actually attacking the labor market, meaning the employees. Secondly, it forgot to mention that for every five contributions, Only one is the pension, and all of them were raised, because that 1/3 was contributed and taxed in its entirety with all contributions. So, employees weren't told that you would actually receive direct benefits. These are only from one of the five contributions, and we added four other components to that 1/3 of the surplus over the minimum wage, which generated costs. The ministry didn't say this, but I seriously criticize the Ministry of Labor for its lack of a holistic view of the issue. Ladies and gentlemen, I'm both an employer for 26 years, and I own several companies, but I'm also a periodic employee. After all, I'm an employee at the university, so I have two perspectives. I believe that, of course, these relationships need to be carefully balanced so that it's not one-sided, solely pro-employer, not solely pro-employee. That's why we say, " We, the people, all of us." My objection to the ministry is that it doesn't take a holistic view of the effects of its actions. But why should it? Mr. Editor, Ladies and gentlemen, before the program, I checked the education and professional training of the current Ministry of Labor's leadership. Let's start with the minister. His first education is as a philosopher. His second education is as a teacher. Thank you. I have no further questions. Let's look at the deputy ministers, the deputy minister mentioned above. Yes, he's an excellent labor law scholar. Excellent. It must be said honestly. I think he represents the University of Warsaw , and he holds a postdoctoral degree in this regard, and is a university professor, if I remember correctly. Therefore, there's nothing to discuss. Well, the professor has formal competences, as does the minister. But did the minister ever act as an employer, or was he solely and exclusively an employee? Does he have a broader perspective on the issue? Well, I see that decisions explain themselves, the decisions of the entire ministry. The minister's work is also a component of the decisions of the entire ministry. So, ladies and gentlemen, if we have a leading minister who is neither a labor lawyer nor an economist, nor has he previously run a business for 10 years? Some positive effect, meaning he didn't hire, didn't fire, didn't have to quadruple every złoty and consider how to spend it rationally. How can he possibly understand this labor market, ladies and gentlemen? And this is a broader problem and a deeper problem, a systemic one, one that we all have, I would say. And why are tachographs being introduced to the smallest vehicles that transport goods in international transport? Well, this is the result of two trends. The first is internal competition, developing a certain fairness in internal competition. This was largely the initiative of the carriers themselves carrying out transport over 3.5 tons, because they noticed that freight costs were largely influenced by the removal of freight by small vehicles, which carried out transport largely without—well, I don't want to say completely without any restrictions— but there was no direct supervision or control over how much a driver actually performs in this transport. Here, how much driving , how many rest periods, how many breaks, etc. etc. So this is First. And second, well, again, ladies and gentlemen, let's not delude ourselves. Polish minibuses, so-called, are a hit in Europe, because they deliver products incredibly quickly and efficiently, and therefore cheaply. And they took off freight on a gigantic scale across Europe. Therefore, this is another element. And of course, let's not forget about the lobbying of companies producing tachographs. Essentially, if you look at this market, we have one giant potentate that, in my opinion—this is my opinion—has artificial competition just to avoid falling under EU regulations prohibiting, right, having a dominant role in the market. But that's my opinion and assumption. Oh yes, I'll cautiously say that it's my assumption. So these elements were decisive. I think it's not to the detriment of the average participant in this type of road transport market, because these drivers will certainly be more rested and safer. And that's one argument that's being raised, namely the safety element. But certainly, it's It will be detrimental. Let's not compromise on competitiveness. Because if a driver has to work under this regime, it's not even about having to rest more or drive less, but remember that there are strictly defined limits within which they can rest and drive, and this isn't always the case, they don't always match the time slots for loading and unloading. This means that what is there, on the one hand, generates safety and security sources, but on the other hand, generates higher costs. So, this won't have a positive impact on shelf prices, because ladies and gentlemen, everything we say in the context of transport must always be in the back of our minds, or on the contrary, before our eyes, so that ultimately it translates into how much we pay on the shelf for a given product. So what will transport look like after July of this year, when all these regulations are implemented, will they have to be implemented by entrepreneurs? First of all, we are already seeing a drastic decline in transport orders. We are seeing a decline, ladies and gentlemen, because I apologize for my frankness, but what about goods? Transport? No, not goods, ladies and gentlemen, it probably isn't. There's less to transport, isn't there? Because there's a recession. Remember that the recession on the German market, primarily the main transport market, both in cabotage and cross-country transport, is an element that obviously lowers value, so the recession undoubtedly affects the reduction in transport volume. However, ladies and gentlemen, I'm interested in the overall effects on European Union transport . I'm interested in the effects on Polish transport companies, and they obviously have to be unfavorable, if we're talking about the 2.5 tonne GVM to 3.5 tonne GVM permissible gross vehicle weight range. Because, inevitably, these entrepreneurs will have to generate higher costs, because they'll have to have either more drivers, more downtime, or inefficient downtime, inefficient rest periods, inefficiently adjusted driving times, higher penalties, etc., etc. Penalties, higher penalties translate, ladies and gentlemen , If there's action, there must be a reaction. If someone pays a fine, they have to recoup it in freight costs. So again, we'll pay for it . This is another element of European Union regulation or overregulation. It's not, and I must also tell you that as a labor law lawyer, I'm not against these regulations regarding the introduction of tachographs and working time. Because at the same time, I've been conducting audits for many years in corporations regarding safety, especially in the area of cargo securing, so road safety is my primary goal, so I just mean that some kind of balance must be achieved. And honestly, it has to be said that in European Union law , and especially in Regulation 561, there's an article from 2006 defining break and rest periods. There's an article that I consider absolutely exemplary of how law should be constructed . I know it's strange that I praise European Union regulations for anything, but this This is, ladies and gentlemen, an excellent regulation. Besides, the European Union didn't invent it, but copied it from the international AET agreement from 1970, I think. It's an agreement that regulates, among other things, the rules for driving periods, breaks, and rest periods across Eurasia. And as a curiosity, I'll also mention that Poles were the initiators of this famous agreement, even though we were behind the Iron Curtain. We have to give it back to the Poles, um, for being pioneers. And there's a regulation that says this, the most liberal regulation I've ever read. It says this: " Driving periods are 4.5 hours, then a 45-minute break, or divided into 15 plus 30, and so on." daily rest periods, weekly rest periods, fortnightly rest periods , unimaginably, precisely, mathematically complex, and suddenly there appears such a freedom clause, Article 12, and says yes, yes, all this applies, all these strict mathematical rules for which sanctions are imposed, but if in order to reach the loading or unloading place or the company base to ensure the safety of people, and the driver is a person, property he is transporting and/or a vehicle, the driver himself can decide to extend or shorten these values. Something unheard of. This is extraordinary because it gives you such a breath of freedom. Well, because we don't know exactly, we set off on a journey and we don't know that in a moment there will be a traffic jam, because there was, for example, a collision, or there will be such fog that it will reduce the average speed on the road. And this is, ladies and gentlemen, so it must be said that I am not against such a systematic introduction of tachographs to these small companies. There is one other purely financial nuance. I mean, who will now finance the cost of installing these tachographs again? I'll tell you who right away. We, you, me, ladies and gentlemen, how do you watch? We, because after all, when the carrier pays for these tachographs, he has to reflect it in the freight cost. Well, we pay for everything. We pay for all the system ideas. We the people pay. We the people, as we have named our association, we the people pay for all the ideas of the system of officials, ministers of perfection, imperfection, decisions. it is we the people who pay. Well, when I hear this, maybe it's true that because of the recession that's affecting these transport companies, maybe there should be a clearing of the market now, and maybe because these 1,000 companies have gone bankrupt, if even another 1,000 go bankrupt, maybe only the best, the strongest ones will remain on the market . That's how it would be. This would be a valid thesis if the Lafer curve principle proved it . If it turned out that we were at a point on the Lafer curve where we had optimal revenues for the state budget, and that was not the case. And where do we know this from? From the Central Statistical Office again . Well, ladies and gentlemen, for three years, for two and a half years, we have had a decline in the share of the Polish transport industry in GDP . since 2002, in fact since 2000 it has only been growing. There was a particular peak after 2010. We started there with a 4% share of GDP as a transport industry, and now, ladies and gentlemen, we had 7% and probably 3%, but note that in 2000, this 4% share of GDP was transport plus the warehousing section, there was simply no separate transport and separate, so to speak, warehousing part. And currently, transport alone generates 7.3 and as a result of, among other things, these erroneous decisions of the Ministry of Labor, but also in some parts of the Ministry of Economy, and the government in general, we have a decline, meaning we no longer have 7.3 and we don't even have, ladies and gentlemen, 7.2, we do n't even have 7.1, but it is said that in fact we will now have maybe 6. We have a decline in share year after year. So what does this mean that we are not in the optimal place for curves and lafer. When it comes to taxes and levies, it means that they are so high and the system has been set up so unfavorably that more companies are liquidated on a net basis than expected, i.e. there is a negative balance of as many as 1,100 w per year. At the same time, this is precisely confirmed by mathematical statistics of the share of the GDP of the entire market in relation to the entire market. Mhm. True? Um, ladies and gentlemen, why do we need to value and protect this,... Well, the coefficient that I have just given as a share of GDP currently only applies to transport, as I mentioned two or three sentences earlier. Or maybe you are interested in what is the current GDP with all this, one might say, warehousing and logistics? Because maybe, maybe instead of promoting and maintaining traditional transport, maybe we should address this warehouse issue. Together we have, um, warehouses, so to speak, and um, transport, they contribute about 11% of the entire GDP. Ladies and gentlemen , this is something unheard of. I mean, this is the greatest national asset, I would even say, of our country, right? But now the editor asked, can he build warehouses? On the surface, it would seem very wise if warehouses were built in Poland, provided there was something to store, because we would have to have a very strong economy to invest in the warehouse sector, right, and logistics, the condition being that they cannot stand empty. Well, that's good. Well, in Poland we know that there is probably already such an optimal number, so maybe it is worth building them abroad. Yes, but then we will pay taxes there, because we will pay property taxes there. This is what happens. Top Polish companies build warehouses in Belgium, the Netherlands, and France, and that's where they pay taxes. Is this optimal from the perspective of the interests of the Polish state and the Polish government? Of course not. And the proof that this is not optimal are again the indicators I mentioned, our falling share as transport in the entire GDP. So who is taking over our market share ? those from whom we took it away. Ladies and gentlemen, I will tell you that over the last few years, or rather over 10 years, having the lowest costs, which constitute 25 to 30% of the total costs, i.e. wages, we have actually been inviting foreign entrepreneurs. We had a lot of companies here that moved from Germany, the Netherlands, France, Belgium and paid taxes here. The Lafer Curve does not understand anything like boundaries. She doesn't even understand something like continents. The Lafer curve is ruthless. Where there is the most favorable point, true, tax relationship between costs and revenues, i.e. generates the greatest profitability. Companies will move there. And so it was in Poland. Yes, since 2010 in the transport industry it was because of a very wise decision that we made together ZMPD, OZPTD, the association Nasza Droga (The Best Road), there was probably some representative of the association, I think Galicia was an association and it was the wisdom of the then government, which said okay, we will exempt from contributions and taxation allowances and lump sums and we will allow it to be paid out, wisdom. Why? It is not my thesis that it was wisdom. Mathematics says it was wisdom. Exactly since 2010. Please look at the curves, the statistics, the diagrams. Please note that since 2010 the share of transport in GDP has increased dramatically, but this is drastically from c to s and a bit. This is not a thesis about wisdom, it is a mathematical proof about wisdom, because wisdom can be measured, as can be seen mathematically. Why isn't it measured like that? Because we have, it's a bit off the beaten track, but in fact I'm good at this, because unfortunately we have very intellectually mediocre, not very energetic, intellectually talented staff at the level of ministers, deputy ministers, and sometimes even prime ministers. Look , I took the liberty of making such statistics, I will develop and publish them. What is the fit factor for Polish ministers and prime ministers to the positions they hold? Looking from an industry perspective, you know, there are more or less three parameters here. I would like to extend my warmest regards to Ms Karolina, who helped me in carrying out these analyses and continues to help me as we deepen them, and please note that the match rate is between 40 and 50%. This means that it turns out that statistically only every second minister has, or even does not have, the specialized education to manage the ministry in which he or she manages. Statistically every second is a shock. And ladies and gentlemen , we have done an even deeper analysis. And how many of these ministers, even those who have education in, for example, the field of ministry management, how many of them have managed anything in their lives? Ladies and gentlemen, if I counted correctly, seven. And how many of them have managed for over 10 years? As far as I know, two. And this is the answer to all our questions, because if we only rely on general emotions that we are dissatisfied, but we do not establish the actual causes of why our country is collapsing, because it is collapsing, then it is not political. I, the government, wish every government the best. Why? for the simple reason that I want to be well managed, on the battlefield. A soldier has the same duties, a private has the same responsibilities, but he has one inherent right to good command. And we here as ordinary people, we people have many responsibilities, but we have one inherent right to demand good governance. And our state is objectively collapsing. And it's collapsing because these statistics, these analyses that I'm doing on a purely, I would say, scientific level, where I've been going ministry by ministry for 25 years and checking what formal and practical competences ministers, prime ministers, etc., etc. had . Yes, this coefficient is extremely unfavorable for these Polish ministers. And please know that in Germany, for example, this ratio, which surprised me very much, is drastically higher. There is between 60 and 80% match. I see. So it turns out that there are such countries. In France it is smaller than in Germany, but much higher than in Poland to pass. Now for the surprise. You can download the episode summary in PDF format. Click the link in the description and learn more. Maybe that's not a very good measure of success either. Well, if we look at Germany mainly from an economic perspective, then even in this conversation it turned out that Germany is in a significant economic recession and this situation will probably deepen. It's unlikely to go up or improve. Yes, because it is also very important what ideology adopts the leading narrative. The ideology of the Green Deal suddenly emerged in Western Europe. Mhm. And at the same time, when the Chinese were building, right, these works that they were performing there with beautiful kung fu in front of the emperor of Europe, that is, the chancellor of Germany, who was standing there with such a look on his face, he did n't know how to find his way in this situation at all. At the same time, we will attach the caps to the bottles. And now, ladies and gentlemen, they have turned us into garbage collectors, because now each of us, in order to get our money back for the bottles, has to pack them into bags and go and stand in line, at least in the town where I am. People are standing in lines with these bags, garbage collectors and throwing these bottles. Ladies and gentlemen, these are scenes like the ones I saw recently. I'm driving and I stop a city bus, I look, and there are people coming out with these bags, with garbage. I think, what happened? Well, the government simply turned us into garbage collectors. Suddenly we started running around with bags of garbage, and I don't care if it's rational or not. I believe that this is a completely irrational meaning, as I have had the opportunity to visit the sorting plant, as I carry out audits of, among other things, fastening and safety in corporations. So, among other things, I was at one of the most modern sorting plants. I'll tell you that what we're doing now, taking out these bags of garbage, has been done in parallel by machines for, I don't know, at least 10 years. Exactly. Because I have also heard the opinion of people involved in the waste industry that we already have the most modern waste sorting and recovery systems. And if we could compare it to the banking sector, we have skipped several levels of development, because in the banking sector, just as we skipped checks, in this waste packaging industry we have also skipped several years and several levels and we have very modern sorting plants. And in fact, according to specialists from this industry, we do not need this deposit system at this time. I am absolutely useless, I confirm, I have seen such sorting plants, and these are from two different companies, therefore I confirm, it is worth it, I don't know why this industry doesn't show videos of what these sorting plants look like, I mean, this is it, ladies and gentlemen, the efficiency of these sorting plants is unimaginable, so they simply turned us into garbage collectors who are now standing, not getting upset that this system works, it doesn't work, they stand in these queues with these bags . Well, something incredible happened here, no wonder. We return to the starting point. The Minister, then Deputy Minister of the Environment, and currently Minister of Energy, is a wonderful guy, and in human terms, probably a nice person. If I met him in person, I would probably invite him for coffee, I don't know, I don't know the man, but he's a young guy. there is a guy who worked for 5 years straight after graduation in some environmental department, and I would say it was an office job, he didn't hold any key position there, but he was a politician and after five years of no business experience, no experience in managing anything, he became the minister of a key ministry. First, deputy minister of the key Ministry of the Environment, and later key minister of the Ministry of Energy. How can we entrust the state to such people? Ladies and gentlemen, you fly often sometimes, or at least most of you probably fly by plane on vacation. Well, you know, that's why you feel good in this plane, comfortable and relatively safe, because you know that the pilot undergoes very specialized courses, training, examinations every year, undergoes annual tests for various critical situations, and he carries as many as, because human life is priceless, but only, let's say, a maximum of several hundred people, as in a larger plane. And our country is run by people without tests, courses, or confirmation of competence. How is it that to fly a plane, to be a pilot of a plane carrying, say, 300 people, you have to pass very strict competency tests every year, and rightly so, but to manage a country of 37 million, all you have to do is turn 25, go to university, work somewhere, have certain political relationships, and become a minister in a ministry, and become a minister and manage a key ministry without competences, and the mismatch rate in Poland is 50%. And when we looked, I'll go back to how many of them managed, not the banking sector, they managed something that was already organized, not in some investment funds, like the current minister, who says he worked in the sector, in funds, but after all, he was only a director there and he came to something that was already organized, he didn't build anything from scratch. We barely had people like that. A few who had 10 years of experience, a few in our government, a few over 20 years. So how is this state supposed to function? I'm asking, well, each of you probably understands now, how? Yeah. Well, leave the driver on the train with whom you travel and come to annual tests, courses and exams. Now get yourself a legal advisor. Every year he has to collect a certain number of points and so on. any profession of such a high quality state, entry, you pass tests, a professor at the university has an evaluation every year, every two years he has an evaluation every year, right, he has an inspection and his quality of his teaching is checked. What's more, it's also assessed by students, and in a secret ballot, and rightly so, and that's how it should be, but no one is verifying the government, no one is verifying the ministers. This state has no chance of functioning differently, because its foundations are poorly structured. Therefore, as a result of this KSEF, this benefit, which is this KS in quotation marks a benefit, because we do not want KSEF, but only that it motivated us, it showed us, it united us, we decided to establish a government of entrepreneurs and we are establishing this government of entrepreneurs and we will create and we will have these 100, 200, 300 lawyers who will repair these elements five days a week, eight hours a day and will verify the quality of work, the quality of work of politicians, ministers, deputy ministers, department directors, judges, and municipal officials. Ladies and gentlemen, it is not possible for this state to function on its own. It, we must take responsibility for it. Each of us must take responsibility for them. Then it will function. You are talking about this responsibility for the state and the ability to manage and build something from scratch. What would you say to someone who is starting out in business or would like to start any business? And this person reads that in Poland we have a lot of restrictions for entrepreneurs. these costs are very high, and there are even analyses starting to show us that working full-time is more profitable for tax reasons, because tax changes are about to be introduced that will make it unprofitable to run a sole proprietorship primarily on a self-employment basis, but this full-time job is more profitable, and as we know, with a full-time job, we do n't always want to achieve super-large development, as is often the case with a small entrepreneur. I think that everyone has their own path and it is very important to adapt yourself to your own path. Your self-image, your priorities, your values. There are people who value holy peace more than this constant, everyday, 7 days a week emotional rollercoaster. I will do it, I won't do it, I will think of it, I won't think of it, they will pay and they won't pay, the inspection will come, it won't come, it will last a day or three years. They will impose a penalty on me, they will not impose a penalty. Everyone has their own path, so I don't think there should be one answer here. This is the first point, but I'm going to tell you something that you, the staff, wo n't like. I am convinced of this. And we have already said that we have the 10th consecutive month of decline in unemployment growth. But maybe you don't know, I once did such an analysis and even published it. This is a scientific publication analyzing the labor market for the next yyy 5 years as a result of the introduction, not only in Poland but also around the world, of autonomous systems and artificial intelligence. And this study is based on my analysis, this scientific publication is based on leading research, top research from around the world, the most top and up-to-date institutions and agencies researching the labor market. which showed that in the world, the estimated net loss of jobs is at least 200 million positions and in Poland it is estimated that around pi million in 5 to 7 years, well, that will be Armageddon. This doesn't mean that 5.5 million will lose their jobs and never get them back, but it does mean that 5 million should expect to have to change careers. This is, ladies and gentlemen, 1/3 of the entire labor market, employment contracts, because the labor market is 15.5 million from employment contracts and about 2.5 million from civil law contracts. This will be Armageddon. Well, imagine that you are walking down the street and every third person is at the stage of looking for a new job and training. We did it in Silesia. I now formally live in Lesser Poland, but I lived most of my time in Silesia. Therefore, we have reworked it. There was a scale of 300,000 miners and steelworkers who changed professions. It was, it was a hell of a hard process. It was a success, but socially it was difficult for various reasons. There's a whole, whole range of reasons. I talked about this with Minister Gajewski. I am also trying to involve the Ministry of Digital Affairs in this, the Ministry, because it is somewhat responsible for automation, the effects of automation and the effects of the introduction of artificial intelligence. Ministry of Labor. You think there is no interest. I mean, what kind? Zero. I mean, nobody wants to talk about it . I proposed the urgent appointment of a chapter consisting of top Polish entrepreneurs, Polish economists and Polish lawyers, professors of labor law, together with the Minister of Labor, with the Ministry of Labor, in order, or perhaps with the Chancellery of the Prime Minister, to immediately take radical, protective and protective measures against what will happen in the next five years, and what has already begun, because this 10th month in a row in a quarter of a century is, among other things, the result of the introduction of autonomous systems and artificial intelligence, and this process cannot be stopped. All international studies show this. How on earth did the ministry not invite us the day after that first visit and say: "We invite you with open arms, let's do something, let's act, let's protect people, let's protect the labor market, let's protect employees, let's protect employers, let's protect the Polish state, let's protect the budget, let's protect our defense , because the money for defense comes exclusively from the work of entrepreneurs and employees employed by entrepreneurs." How come this didn't happen? Well, we're back to the starting point again. The expert matching rate is only 50% in Poland, in ministries, among ministers and deputy ministers. And I will calculate the ratio of people who have managed anything precisely, but we already know in numbers that only a few people have managed something for more than 10 years over the course of 20 years and have a broader perspective and optics on the labor market and on hiring employees. This is a picture of the misery and despair of the Polish state beyond politics. I don't look at one government, another government, I look at the last 26 years that I've been an entrepreneur. It only gets worse and worse and worse. Yes, we had a huge transfer of funds from the European Union, which we brilliantly used for roads and highways, which, incidentally, were built largely by foreign corporations or those with foreign capital, to the detriment of thousands of Polish subcontractors. To a large extent, these roads, which you don't know, because this is unpopular information, because it has been done under all successive governments, were largely built with the private money of thousands of Polish companies that invested their entire life savings there and lost them, while only the corporations made money. Yes, when we look at how our country shines, because it shines, we come here and think, wow, it's completely different than anywhere else in the world. Objectively, this must be said. It shines and stands out, but there is a deeper meaning behind it. This means that we see that we are being poorly managed, because the indicators that we achieved in transport, for example, 10 years ago through smart regulations are being destroyed year after year and our labor market, the market of employers and entrepreneurs are being destroyed. I do n't recall, we serve, of course, the law firm has been serving the transport industry for 26 years, so we are experts in this field. I don't recall a situation like this, even in 2008, when there was such a huge crisis, when a flood of clients called and said: "We're closing, closing, closing, liquidating the company, we've had enough, we've had enough, we've had enough, we're closing, we've had enough, we're closing, we've had enough, we don't want this." Now, a driver of an international transport company has come to you, who used to drive for some company and he would like to go completely on his own and start his own transport company. What would you tell him? Wonderful, wonderful man, run away, don't do this. It proves the validity of my thesis, the validity of my thesis is proved by mathematics. Since only 3,100 companies were established in the year and 4,200 were liquidated, this means that there is no climate for doing business. They, those who entered this market this year, will be liquidated in a year. There is no atmosphere. This is what we recently talked about at one of the parliamentary meetings. By the way, one of the former officials of the Ministry of Finance, who has been working on the private market for a year now, came up with the idea of ​​​​preparing a new tax reform based on the idea of ​​​​creating one common tax. This is supposed to simplify things. But when we started looking at this really digital analysis, it turned out that we wouldn't have to pay 19% tax, but he proposed 30-something percent tax. How would that be, I ask him, but where is the benefit for us? I say, but it will be easier. But I say that's the point, to make it easier and twice as expensive, or here or there x more expensive. And now I say, ladies and gentlemen, you started this analysis from the wrong side. The issue must be approached purely scientifically. Purely scientific. Let's start with the Lafer Curve. This is something objective. Let's establish a point on the Lafer Curve where it is profitable for the Polish state to have taxes in a certain range, not too high, not too low, where it is still profitable for us entrepreneurs and we can see that the job market is growing , taxes are increasing, GDP is building and we are also attracting other entrepreneurs from all over the world . Well, the Lafer curve, remember, it knows no bounds. This is the phenomenon of the Lafer curve. If only politicians understood this, if they knew what the Lafer curve is all about. But they would have to be adjusted and we're back to square one, right? Have knowledge. And where is this ratio exceeded? It causes a breakdown, and we all lose. We entrepreneurs, employees lose, the state budget loses, farmers, defense, we all lose. This is the starting point. I say, have you asked yourself, I say, doctor, because he was a scientist, he says: "Doctor, have you asked yourself, where is this point, where are we at this point like the Krzywila scandal when determining whether it should be 30% or 18%, or whatever?" No, he didn't ask himself a question. I understand, do you understand? The state must be managed scientifically, it must be expertly, but it must also be intuitive, but by people who have intuition developed on the basis of decades of managing anything. And it cannot be managed politically like this. This politics is dying, this management system, perhaps the European elites don't see it yet, but it is dying, this management system is dying, there is such general opposition to management by politicians who are party presidents, and let them be party presidents, but they have never managed anything in their lives, and for some reason they want to manage the state without any tests, without any proof of competence . Well, imagine that you have an army in which someone came as a private and suddenly became a general and there is a war and he suddenly has to manage the army. How would he manage? Well, he would manage disastrously. After all, this is happening in the Polish state. a man comes who is nobody, that is, as a man he is the greatest man in the world, because it is very important to me to make it clear that we must build this new Poland on the foundations of respect and respect for the dignity of other people. So he is a great person as a person, but he has no competence. That's what I mean. He is not calorically competent, but he is turbo-calorically political. it's so loaded here, isn't it, even politically charged. And later he comes from politics, he gets this position from the political distribution list , because he was a political turbo packer for management, which is purely operational, but he has no competences there. So why would he be a better manager than the private who would be given the task of managing the army? Or why would he be better at managing than a passenger who is flying on the same plane? And let's swap the passenger with the pilot. Let the pilot sit in the passenger seat, passenger seat and vice versa, let him land and take off there. Well, this is happening in the Polish state. Well, we have to look for simple analogies. Well, where there are simple analogies in life that do not work and other solutions are used, they will work identically at the level of the Polish state. Only we don't see it, because another incompetent government comes along, and another, and another government, and another government, and says: "And if we do n't succeed, then: 'We'll take out some more bonds, we'll issue some, we'll take out a loan, we'll close it, we'll book it, we'll swear in the court, well, enough of that . We as people are glad this happened . Do you understand why I say it happened well? It's bad that it happened , because I think that counterintelligence should have blocked it and said there's no way. Something that causes the system to be managed by foreign companies, and this is already official information. And this is official information. There's no way it's going in. How on earth does the government take on this responsibility and the Prime Minister takes on this responsibility of packing all the information into a box and sending it abroad? This I cannot understand. So the counter-terrorism should come and arrest him, and that should be the end of the whole history of KSEU, and it should be rebuilt. Maybe there is some formula and structure in which it is useful for something . I don't know. I don't know of one, but I'm not an expert on everything. I don't need to know myself. There are probably people who are 100% smarter. 100 times smarter than me and they would say that in a different design and configuration this KSW would be great. And it won't be like this that we entrepreneurs will get used to it and after two years we will forget about all the problems we are discussing today. It depends on whether it works at all. In fact, let's start by seeing if it works. We'll see later. I do n't know that, because I don't have prophetic abilities, you know, but what I am sure of, what I know, what I see, what I feel, because I talk to people, he evoked completely different emotions than I have had for the last 26 years. He was the straw that broke the camel's back. She, he showed us that there are many of us, that we think, that we think the same, that we are sick, that we are fed up with it , that we want a completely different formula. And this is what I was talking about a few sentences earlier. This current political formula has already been exhausted, these politicians, politicos, etc. It is being exhausted at various levels, because please note that until now political parties have been building themselves on the messages of the mainstream media. There were a few large media outlets, but that is no longer the case. the internet, channels like yours eliminate this image. Who watches TV these days ? Well, maybe there is a small core, but if we look at these percentage shares, they are 18 and it turns out that it is the largest, because it has 18 of the market. Well, something unbelievable, how they have become terribly devalued. For decades, these media outlets have actually worked to ensure that people do not trust them. This is a different matter. But thanks to such wonderful programs as yours, I watch your presentations with guests whom you invite, such phenomenal people, such brilliant, calorie-rich minds, experts, and they can express their opinions thanks to you, thanks to the Internet, thanks to this new model of communication. And suddenly it turns out that there are a lot of us. We think, there are many of us who think the same way , who say: "Enough of this, right, post-Viavellian model of political management. Now we want an operational system." I am sure that we will build a government of entrepreneurs, because no more than three sentences are needed. A powerful entrepreneur calls and says: "I heard you're organizing something." I say: "Mr. President, not something, but a government of entrepreneurs. We need to start managing something, because we are being managed by people who are incompetent. We like them, value them, respect them, but objectively they are incompetent. This is neither a political nor an emotional issue. Objectively, they are incompetent. So we create our own entrepreneurial government and it says: 'I understand, I've been waiting for this for 20 years.' Do you know how many top Polish entrepreneurs have said that this is the best they've heard in the last 20 years? When I said we were creating a government of entrepreneurs, they very often said that this is the best they've heard in the last 20 years and joined it. Yes. And it's all thanks to this KSEF. Also, the Ministry, the Ministry of Finance, we thank both governments, because both worked on this KSEF, and in connection with this, we sincerely thank you for motivating us, uniting us, keep it up. That's good. Everything in life has a purpose. Everything in life has a purpose . And we will change this. This country in its own way, and with that in mind, we'll leave our viewers to ponder. Thank you very much. Thank you very much to the editor for inviting us again, and to you all. Thank you very much for watching this episode. Remember to share your opinions in the comments and let me know what issues I should cover in future episodes. And we'll see you, as always, next week. Bye and see you soon.