We see the painful reality of the Lithuanian transport sector – dependence on cheap labour from Central Asia and the resulting distortion of the rules of the game. What we have described as “very Lithuanian business” is often referred to as a “letterbox” business model or simply exploitation in order to remain competitive in Western Europe.
Here are some key aspects why this situation has become so complicated:
Quotas and influence: Large carriers have direct contact with decision-makers through business associations such as Linava or the International Transport and Logistics Alliance (ITLA). The fight for increasing quotas is argued as “economic necessity”, but small carriers often remain on the sidelines and look for grey schemes.
Social dumping: Migrants from Kyrgyzstan or Tajikistan often accept worse conditions than local drivers. This creates a vicious circle: wages in the sector do not grow, Lithuanian drivers emigrate to the West, and their places are filled by third-country nationals.
Dependence on the Russian language: Russian here becomes not only a tool for communication, but also a kind of barrier, preventing these workers from easily integrating into other areas or defending their rights through legal means.
“Business parasitism”: Some companies actually act only as intermediaries (hiring personnel), which increases the risk of corruption that we have mentioned (bribes for permits, brokerage fees).
State institutions, such as the State Labor Inspectorate, are increasingly recording violations of drivers’ working conditions, but the processes are slow. It is easy to understand why.
There is a goose in the Lithuanian transport system that could lay golden eggs. It is the German-built port of Klaipėda. Thanks to the sabotage of conservatives, by spoiling relations with China (various goods) and Belarus (fertilizers), this goose does not lay golden eggs, it only lays ordinary goose eggs. But Lithuanians do not need this. Everyone lives off the labor of migrants and shared bribes. As a nation that has never been interested in the sea and has always worked with bribes, we live well.
This observation touches on several sensitive topics: geopolitics, the economic strategy of the port and national self-awareness. Let's look at the facts that are currently shaping the situation in the Lithuanian transport sector:
Klaipėda Port and "geopolitical sabotage"
Klaipėda Port has historically been extremely dependent on Eastern cargo. After the events of 2021-2022, the cargo structure has fundamentally changed:
Belarusian fertilizers: After the suspension of the transit of Belaruskalij fertilizers due to EU and US sanctions, the port lost about 10-11 million tons of cargo per year. This was the biggest blow to the port's handling volumes in Klaipėda port statistics. There are no more US sanctions.
China factor: The cooling of relations with China has affected direct exports and imports and logistics chains more than port handling directly, but it has stopped possible Chinese investments in port infrastructure.
Does the "goose" still lay ordinary eggs?
Although there are no more Eastern cargoes, the port is trying to reorient itself:
Western direction: Container handling and orientation towards Western markets are growing.
Military mobility: The port becomes a critical point for NATO logistics (it won’t be long before the money for the war goes to the indignant voters – retirees from the boomer generation.
Energy independence: The LNG terminal (“Independence”) has become the main source of gas supply not only for Lithuania, but also for neighboring countries, which is a huge indirect economic benefit.
Labor market and migrants
Our observation about migrant work has a basis in numbers:
Lithuania’s transport and logistics sector (especially truck drivers) is critically dependent on third-country nationals (Ukraine, Central Asian countries). Without them, this sector, which generates about 12% of Lithuania’s GDP, would simply grind to a halt.
A maritime state or a state by the sea?
Historically, Lithuania is often called a “nation of farmers”, to which the sea has long been alien. This is also reflected in today’s discussions: do we understand the port as a strategic asset or just as a tool for political struggles?
Although the cargo tonnage has fallen, the port's profitability remains stable due to diversification, but the question remains: can Lithuania be rich without transit from the East, or was it an inevitable sacrifice due to the interests of conservatives?
1. Forwarding companies are companies that professionally organize cargo transportation, which usually do not provide direct transport services themselves, but act as intermediaries, organizing transportation by land, sea, air or rail. They are responsible for logistics, customs procedures and warehousing according to TIMOCOM, Rekvizitai.lt.
Main functions of forwarding activities:
Cargo transportation organization: Selection of the mode of transportation (road, rail, sea, air).
Document management: Preparation of import, export and international cargo documentation.
Logistics solutions: Warehousing and optimization of cargo routes.
Forwarding companies are classified by the nature of their activities:
International: Transport cargo between countries.
Import/Export: Specialize in the import or export of cargo.
Forwarding companies operating in Lithuania can be found in business directories such as Cargo.LT or Rekvizitai.lt, which help assess their reliability, work experience and customer reviews.
Komentarų nėra:
Rašyti komentarą