Tomilinas supports the procedure that allows to ensure higher wages for drivers: Buivydas warns, it reduces competition

 

 

Buivydas is wrong, higher wages for drivers do not reduce competition, but reduce the competitive advantage of Lithuanian businessmen over Western businessmen who pay significantly higher wages for the same work. What, you expected to mock foreigners working in Lithuania's trucks for an unlimited time, and to pay them slave cents? People have understood your tricks and are fixing you little by little. Learn to live like everyone else.

 

     "Due to the tax reform implemented in Poland, which forced  to pay drivers higher wages, more and more carriers, who have massively moved their operations to Poland in recent years, are returning and re-registering the purchased vehicles in Lithuania. A similar system also exists in Lithuania, where the carrier's salary reaches 1.65 times the minimum monthly salary (MMA).

 

     Tomas Tomilinas, a member of the "Vardan Lietuvos" democratic group, considers such a change a good step, which eliminates "primitive" way of competition and improves conditions for drivers in both countries. At that time, the general secretary of the Lithuanian national association of motor carriers "Linava" Zenonas Buivydas warns that the salary set in both countries will rise, thus competition with carriers from other European countries will fall.

 

     T. Tomilinas: this is a step towards healthy competition

 

     Tomas Tomilinas, a member of the "Vardan Lietuvos" democrats faction, says that the carrier taxation system in both Lithuania and Poland ensures that long-haul companies will not run away in order to improve the conditions of drivers. According to him, this will ensure that "primitive way of competition", where the aim is to compete on the cheapness of labor, which has a negative impact on drivers, will not remain in the near future.

 

     "All that was predicted by our long-haul system, our logistics companies that tried to move to Poland or threatened to move to Poland. All that pressure is gone, because Poland followed the path of Lithuania and increased the minimum social standards, and this also applies to our drivers. As a result, that attraction factor is gone. But as we see, what are the trends of companies - companies are actively establishing themselves in Lithuania and are actively registering new trucks", commented T. Tomilinas to Elta.

 

     "Countries are simply competing for taxes, for the cheapness of labor." And that's a big problem because it's competition that drives standards down. And this is changing little by little, that primitive way of competition will soon disappear and companies will compete the way they should compete - through the quality of services, according to that classical market theory," he said.

 

     However, according to him, although drivers are better compensated for their work, many shady aspects and other injustices remain in this sector. According to the parliamentarian, these illegal actions of transport companies deprive the state budget of profits and cost taxpayers, because state roads are repaired, and drivers who are sick due to overwork are also treated at the state's expense.

 

     "Here I see, not only is it a social problem, but also a budget problem, because every undeclared hour costs the taxpayers a huge amount of money and in road maintenance in the treatment of trucks and drivers. What the industry itself should pay for," he said.

 

     "We have many other loopholes: undeclared work, deep fatigue, generally very large shadowy aspects of that business. And the trade unions do their job and tell how many massive violations of labor law or safety there are. We really have more than one hundred million budget income opportunities there. There are very large reserves from here and I urge the Ministry of Finance to really stay awake and seriously monitor and analyze the sector, because it is growing, it is prosperous and there is definitely a reserve for the state's income," he explained.

 

     The member of the Seimas mentioned that he does not think that the systems in Poland and Lithuania are not worth comparing with each other, since they are very similar and unified.

 

     "When I remember, the difference is perhaps in the legal concept itself, but in Lithuania it is possible to withdraw the minimum amount that can be seen there. This is subject to various legal nuances, but the essence, as far as I know, does not change," he said.

 

     "Finance ministries are well aware of those systems and they are maximally unified," he mentioned.

 

     Z. Buivydas: Lithuania is reducing its competition with carriers from other European countries

 

     At that time, the general secretary of the Lithuanian national association of car carriers "Linava" Zenonas Buivydas believes that such a system existing in both countries reduces competition compared to the carriers of other European countries. Also, he said, the ratio system in place makes the transport sector unique as it has a higher minimum monthly wage (MMW) than any other sector.

 

     "In short, when truck drivers are paid an exceptionally higher MMA than all other workers in the country, Lithuania is less its competition with the carriers of other European countries, where the situation in this matter is more flexible. We have always advocated that the coefficient system should be revised and destroyed, because the transport sector cannot be the exclusive sector where a higher MMA is exclusively set," he said to Elta.

 

     "Regarding Lithuania, it is important to emphasize that as MMA increases in our country, the remuneration paid to truck drivers for their important work in transporting goods also increases.

 

From 2024 January MMA will increase again - this time to EUR 924, excluding taxes. This means that the salary of a heavy truck driver will also increase, because his salary consists of MMA and is additionally indexed after applying the aforementioned coefficient. In other words, from January, truck drivers working in Lithuanian companies will receive the minimum wage, which will reach EUR 1,524.60 before taxes. At the moment, the minimum wage in the transport and logistics sector is 1,369.20 euros, after applying the aforementioned coefficient," he explained.

 

     Also, according to him, the models of Lithuania and Poland are very similar, although drivers in the neighboring country are still paid more. However, according to him, such similarity will mean huge costs in transport costs, as systems will be adapted and wages will be raised depending on factors in both countries.

 

     "Neither the Polish nor the Lithuanian model is perfect, and one of them cannot be considered more appropriate or better. "Both of them bring huge costs to transport companies, because it is likely that the Polish neighbors will also raise the fixed wage and will not allow it to remain for a long time," he said.

 

     "The only difference is that, at least for now, the amount paid to the driver in Lithuania is somewhat lower than in Poland," he added."

 

Why is the amount paid to the driver in Lithuania somewhat lower than in Poland? 

Tomilinas pritaria tvarkai, kuri leidžia užtikrinti vairuotojams didesnes algas: Buivydas įspėja, tai mažina konkurenciją

 

Buivydas neteisus, didesnės algos vairuotojams mažina ne konkurenciją, o Lietuvos verslininkų konkurencinį pranašumą prieš Vakarų verslininkus, mokančius už tą patį darbą žymiai didesnį atlyginimą. Ką, jūs tikėjotės, kad neribotą laiką tyčiositės iš Lietuvoje dirbančių užsieniečių, mokėsite jiems vergiškus centus? Žmonės suprato jūsų bajerį ir po truputėlį jus sutvarko. Išsimokykite gyventi, kaip visi.

“Dėl Lenkijoje įvykdytos mokesčių reformos, privertusios vairuotojams mokėti didesnes algas, vis daugiau vežėjų, pastaraisiais metais savo veiklą masiškai iškėlinėjusių į Lenkiją, grįžta ir įsigytas transporto priemones vėl registruoja Lietuvoje. Panaši sistema egzistuoja ir Lietuvoje, kur vežėjo atlyginimas siekia 1,65 koeficiento nuo minimalios mėnesinės algos(MMA).

Demokratų frakcijos „Vardan Lietuvos“ narys Tomas Tomilinas tokį pokyti laiko geru žingsniu, kuris šalina „primityvią“ konkurenciją ir gerina vairuotojų sąlygas abiejose šalyse. Tuo metu Lietuvos nacionalinės vežėjų automobiliais asociacijos „Linava“ generalinis sekretorius Zenonas Buivydas įspėja, kad abejose valstybėse nustatytas atlyginimas kils, tad kris konkurencija su kitų Europos šalių vežėjais.

T. Tomilinas: tai žingsnis link sveikos konkurencijos

Demokratų frakcijos „Vardan Lietuvos“ narys Tomas Tomilinas teigia, kad tiek Lietuvoje, tiek Lenkijoje esanti vežėjų apmokestinimo sistema užtikrina, kad siekiant gerinti vežėjų sąlygas, tolimųjų reisų bendrovės nepabėgs. Anot jo, tai užtikrins, kad „primityvios konkurencijos“, kai siekiama konkuruoti darbo jėgos pigumu, kas neigiamai atsiliepia vairuotojams, artimuoju metu neliks.

„Viso to, ką prognozavo mūsų tolimųjų reisų sistemą, mūsų logistikos įmonės, kurios bandė keltis į Lenkiją ar grasino, kad kelsis į Lenkiją. Tai to viso spaudimo nebėra, nes Lenkija nuėjo Lietuvos keliu ir padidino minimalius socialinius standartus ir tas galioja ir mūsų vairuotojams. Dėl to nebeliko to traukos faktoriaus. Bet kaip mes matome, kokios įmonių tendencijos yra – pakankamai aktyviai steigiasi įmonės Lietuvoje ir registruoja aktyviai naujus sunkvežimius“, – Eltai komentavo T. Tomilinas.

„Šalys tiesiog konkuruoja dėl mokesčių, dėl darbo jėgos pigumo. Ir tai yra didelė problema, nes tai yra konkurencija, kuri standartus traukia žemyn. Ir tai po truputį keičiasi, tai greitai nebeliks tos primityvios konkurencijos ir įmonės konkuruos taip, kaip ir turi konkuruoti – per paslaugų kokybės, pagal tą klasikinę rinkos teoriją“, – sakė jis.

Visgi, anot jo, nors vairuotojai yra tinkamiau atlyginami už darbą, šiame sektoriuje išlieka daugelis šešėlinių aspektų ir kitokios neteisybės. Anot parlamentaro, šie neteisėti įmonių pervežimo veiksmai atima iš valstybės biudžeto pelną bei kainuoja mokesčių mokėtojams, kadangi valstybės keliai yra remontuojami, o dėl pervargimo sergantys vairuotojai taip pat gydomi už valstybės pinigus.

„Čia aš matau, ne tik tai socialinę problemą, bet ir biudžeto problemą, nes kiekviena nedeklaruota valanda kainuoja mokesčių mokėtojams milžiniškus pinigus ir per kelių tvarkymą po sunkvežimių ir vairuotojų gydime. Už ką turėtų susimokėti pati industrija“, – sakė jis.

„Tai mes turime daugybę kitų spragų: nedeklaruotas darbas, gilusis nuovargis, apskritai labai dideli to verslo šešėliniai aspektai. Ir profsąjungos dirba savo darbą ir pasakoja kiek yra masiškai įvairių darbo teisęs ar saugos pažeidimų. Tai mes ten turime tikrai ne vieną šimtą milijonų biudžeto pajamų galimybių. Iš čia yra labai dideli rezervai ir Finansų ministeriją aš raginu tikrai nemiegoti ir rimtai sektorių stebėti ir analizuoti, nes jis yra augantis, jis yra klestintis ir ten tikrai yra rezervas valstybė pajamoms“, – aiškino jis.

Seimo narys paminėjo, kad nemano, jog Lenkijoje ir Lietuvoje esančios sistemos nevertos lyginti tarpusavyje, kadangi jos labai panašios ir suvienodintos.

„Kai atsimenu, ten skirtumas yra galbūt pačioje teisinėje sąvokoje, bet ir Lietuvoje galima išvesti tą minimalią sumą, kuri matoma ten. Tai čia yra nuo įvairių teisinių niuansų priklausomas dalykas, bet esmė, kiek žinau, nepasikeičia“, – sakė jis.

„Finansų ministerijos puikiai žino tas sistemas ir jos yra maksimaliai suvienodintos“, – paminėjo jis.

Z. Buivydas: Lietuva mažina savo konkurenciją su kitų Europos šalių vežėjais

Tuo metu Lietuvos nacionalinės vežėjų automobiliais asociacijos „Linava“ generalinis sekretorius Zenonas Buivydas mano, kad tokia abiejose šalyse esanti sistema mažina konkurenciją lyginant su kitų Europos šalių vežėjais. Taip pat, pasak jo, esanti koeficiento sistema verčia transporto sektorių išskirtinių, kadangi jame nustatyta didesnė minimali mėnesinė alga (MMA) nei bet kuriame kitame sektoriuje.

„Trumpai tariant, kai vilkikų vairuotojams yra mokamas išskirtinai didesnis MMA, nei visiems kitiems darbuotojams šalyje, Lietuva mažina savo konkurenciją su kitų Europos šalių vežėjais, kur situacija šiuo klausimu yra lankstesnė. Mes visada pasisakėme už tai, kad reikėtų peržiūrėti koeficiento sistemą ir ją naikinti, nes negali transporto sektorius būti išskirtinis sektorius, kuriame išskirtinai nustatyta didesnė MMA“, – Eltai teigė jis.

„Kalbant apie Lietuvą, svarbu pabrėžti, kad mūsų šalyje kylant MMA, kyla ir vilkikų vairuotojams mokamas atlygis už jų svarbų darbą gabenant krovinius. Nuo 2024 m. sausio MMA vėl didės – šįkart iki 924 Eur, neatskaičius mokesčių. Tai reiškia, kad sunkiasvorio vilkiko vairuotojo alga irgi didės, nes jo alga susideda iš MMA ir yra papildomai indeksuojama, pritaikius minėtą koeficientą. Kitaip tariant, nuo sausio Lietuvos įmonėse dirbantys vilkikų vairuotojai gaus minimalią algą, kuri sieks jau 1 524,60 Eur neatskaičius mokesčių. Šiuo metu minimali alga transporto ir logistikos sektoriuje yra 1 369,20 eur, pritaikius minėtąjį koeficientą“, – aiškino jis.

Taip pat, anot jo, Lietuvos ir Lenkijos modeliai yra labai panašūs, nors kaimynėje šalyje kol kas vairuotojams yra mokama daugiau. Visgi, anot jo, toks panašumas reikš didžiules išlaidas transporto išlaidas, kadangi sistemos bus pritaikomos ir algos bus keliamos priklausant nuo veiksnių abiejose šalyse.

„Nei Lenkijos, nei Lietuvos modelis nėra tobuli ir negalima kurio nors vieno iš jų laikyti tinkamesniu ar geresniu. Abu jie transporto įmonėms atneša didžiules išlaidas, nes, tikėtina, kad ir kaimynai lenkai kels nustatytą atlyginimą ir neleis ilgai jam užsistovėti“, – sakė jis.

„Skirtumas tik toks, kad bent jau kol kas vairuotojui mokama suma Lietuvoje yra kiek mažesnė nei Lenkijoje“, – pridūrė jis."

Kodėl vairuotojui mokama suma Lietuvoje yra kiek mažesnė nei Lenkijoje?

What kind of workers are badly needed in America?

"America's job market looks as if it is coming into better balance, but it might only be halfway there.

The Labor Department on Thursday reported that there were a seasonally adjusted 9.8 million unfilled job openings in the U.S. on the last day of May, down from April's (upwardly revised) 10.3 million and well below the record 12 million posted in March of last year.

But, let's not kid ourselves, that is still a ton of job openings, amounting to about 1.6 unfilled positions for each person counted as unemployed. In February 2019, before the Covid crisis struck, and when the job market was still quite strong, that ratio was about 1.2. To get back to that level, openings would need to fall by around 2.8 million -- more than the 2.2 million they have fallen so far.

Coupled with a separate report on Thursday from ADP showing an unexpected jump in private-sector payrolls last month, the job-openings figures reinforced worries that the Federal Reserve would continue raising rates beyond its meeting later this month. The Treasury market sold off sharply Thursday morning, and stocks fell.

It is possible that the job market isn't quite as tight as the Labor Department's figures on job openings seem to indicate. The response rate for the survey underlying the data has fallen sharply, and some economists believe that is inflating the figures. Alternative measures, such as a job-opening index from job-search site Indeed, suggest the labor market has loosened a bit more. 

That said, Indeed's figures still show job openings are currently a seasonally adjusted 27% higher than just before the pandemic.

One thing that is clear, regardless of where one looks, is that services sectors that experienced big job losses early in the pandemic are still struggling to restaff. 

In a group that Bank of America economists have dubbed "high-touch" services, because they entail a lot of direct contact -- the leisure and hospitality sector, the private education and health sector, and the "other services" sector that includes business such as auto mechanics and dry cleaners -- there were 3.6 million job openings in May versus 2.4 million before the pandemic. Indeed's data similarly show that job openings in areas such as nursing, personal care and home health, and child care are elevated. 

Overall job openings in lower-touch industries are generally high relative to before the pandemic, too, but not by as much.

The need for high-touch workers is probably part of why the Fed's efforts to slow the job market haven't had as much traction as a lot of economists, investors and, likely, Fed officials, thought they would. Many businesses that are understaffed relative to before the pandemic probably still want to hire even if they are a bit worried about the economy.

The good news here is that the still-high level of openings has so far helped prevent the job market from lurching lower. The hope is that inflation will cool quickly enough in the months ahead that the Fed doesn't feel a need to force the issue." [1]

1. Bringing Job Market Into Balance --- Employers are still begging for workers. Lahart, Justin. 
Wall Street Journal, Eastern edition; New York, N.Y. [New York, N.Y]. 07 July 2023: B.12.