natgillin/translations-raw huggingface dataset:
Havnen strækker sig over 20 km langs Schelde-floden, helt op til den hollandske grænse.
The port stretches for 20 kilometres along the river Scheldt, reaching as far as the Dutch border.
25% af den søgående trafik har tilknytning til industrier, der er beliggende på selve havneområdet, især petrokemiske industrier.
25% of the seagoing traffic of the port is associated with industries located in the area of the port itself, especially petrochemicals.
Havnen ejes i øjeblikket af Antwerpen kommune, men fra 1997 får den en selvstændig status som en virksomhed, der fuldt ud ejes af byen.
The port is currently owned by the municipality of Antwerp, but from 1997 will have an autonomous status as an enterprise wholly owned by the city.
Mere end halvdelen af bestyrelsesposterne er besat med medlemmer af Antwerpens bystyre.
More than half the places on the board of directors are held by members of Antwerp city council.
Den private sektor har ikke nogen direkte medindflydelse på havnens ledelse, men der findes et rådgivende råd, og der vil nu blive mulighed for kommercielle joint ventures.
The private sector has no direct participation in port authority, but a consultative council exists and commercial joint ventures will now be possible.
Havnens brugere har oprettet en forening til fremme af Antwerpens havn.
The port users have established a Port of Antwerp Promotion Association.
Havnens infrastruktur ejes af byen, men er langtidsudlejet til private operatører.
Port infrastructure is owned by the city but leased for long periods to private operators.
Havnens indtægter består derfor af havneafgifter, lejeindtægter og ydelse af visse tjenester.
The port's income is therefore comprised of income from port dues, leases and the provision of certain services.
Omkostningerne ved lastbehandling er udelukkende et spørgsmål om private kontrakter.
Cargo handling charges are entirely a matter of private contract.
I 1995 var havnens aktiviteter opdelt i 4 stort set lige store dele mellem traditionel almindelig last, containere, tørt styrtgods og væsker (især olie).
In 1995 the port's business is shared in 4 roughly equal portions between conventional general cargo, containers, dry bulk and liquids (especially oil).
Den har særlig betydning for biler (500.000 enheder i 1995), stål (10 mio tons), frugt (1,6 mio tons) og papir (4 mio tons).
It is of particular importance for cars (500 000 units in 1995), steel (10 million tonnes), fruit (1.6 million tonnes) and paper (4 million tonnes).
Containerlastens mængde og andel er i stadig stigning, mens mængden af de andre typer er uforandret.
The volume and proportion of containerised cargo is still rising, but the volume of other types is static.
Kun 29% af baglandstrafikken foregår ad landevejen: flodpramme og jernbaner er stadig meget vigtige; 50.000 flodpramme sørger for halvdelen af den samlede mængde af transporten over lange afstande.
Only 29% of hinterland traffic is by road: barges and railways remain very important, with 50 000 barges in particular assuring about half of the total volume of long-distance traffic.
Antwerpen har også bemærkelsesværdigt stor oplagringsplads (4,2 mio kvadratmeter).
Antwerp also has a notably large amount of covered storage space (4.2 million square meters).
Havnemesteren er ansvarlig for sikkerheden, navnlig ved farlige laster.
The harbourmaster is responsible for security, in particular for dangerous cargos.
Men havnen har også et særligt kontrolleret område for meget værdifulde, følsomme produkter for at mindske tyveri.
But the port also provided a special controlled area for high value, sensitive products to reduce theft.
Desværre har det ikke været brugt så meget på grund af de afgifter, der opkræves.
Unfortunately this has been under-used because of the charges imposed.
Havnen giver beskæftigelse til 60.000 mennesker, hvoraf halvdelen arbejder i industrivirksomheder, 15% i den offentlige sektor og 35% i private havnetjenester.
The port provides employment for 60 000 people of who half work in industrial enterprises, 15% in the public sector and 35% in private port services.
Antwerpens havneaktiviteter udgør 4% af Belgiens BNP [til sammenligning bidrager Rotterdam med 12% til Nederlandenes BNP].
Antwerp port activities constitute 4% of the GNP of Belgium. [For comparison, Rotterdam contributes 12% of the GNP of the Netherlands.]
Told og Skat
Page 344
Udvalget blev budt velkommen af Det belgiske toldvæsens hovedrevisor, W. Baert, og af den regionale direktør, C. Inghels, sammen med flere kolleger.
The Committee was greeted by the Auditor-General of Belgian Customs, Mr W. Baert and by the Regional Director, Mr C. Inghels, together with various colleagues.
Der blev rejst følgende punkter:
Points raised included the following:
- Toldmyndighederne i havnene i Rotterdam og Antwerpen konfererer regelmæssigt: de belgiske myndigheder mener, at de er handicappet af den manglende fleksibilitet og indflydelse på den budgetmæssige forvaltning sammenlignet med deres hollandske kolleger;
Customs authorities for the ports of Rotterdam and Antwerp confer regularly; the Belgian authorities consider themselves handicapped by a lack of flexibility and of influence on budgetary management in comparison with their Dutch colleagues the regional office in Antwerp employs 1150 officers of which half in the port itself.
Kontoret for opkrævning af afgifter behandler årligt 2 mio dokumenter (83% af det samlede tal for Belgien): 4 kontorer rundt omkring i havnen påtager sig den første undersøgelse af varerne; en revisionsafdeling foretager en anden undersøgelse af dokumenterne, og den veludrustede undersøgelsesafdeling kontrollerer for svig.
* port operators had monthly meetings with customs which were very fruitful; relations between public and private sectors were good and, although Belgian Customs interpreted the regulations strictly, operators felt that they were fair and took adequate account of commercial considerations
Eftersom Antwerpen er en udpræget transithavn, er pakhusenes rolle meget vigtig; cigaretlagre er både under privat og toldvæsnets kontrol.
* normally, customs did inform private operators about suspected fraud involving incoming cargo
datastyringen af procedurerne er langt fremme, og der er direkte adgang for befragtere, jernbaneog fragtspeditører; forskellige elektroniske dataudvekslingssystemer (EDI) arbejder for
* the impact of the 100% guarantee for sensitive goods was likely to have a negative impact: PJ Reynolds was considering moving its business outside the EU because of the high interest costs for the guarantees; if the 100% guarantee proved to be permanent then a move towards direct shipment to Switzerland seemed likely
* havnemyndighedens information og kontrol; udveksling af information med private operatører; * automatiske kortfattede oversigter over indkommende skibe;
* smaller freight forwarders would probably withdraw from transit following the increase from 30% to 100% for global guarantees on nonsensitive products; it was in any case difficult to determine the real value of such products
* automatisk toldbehandling med brug af det administrative enhedsdokument (SAD), også til fællesskabsforsendelse og oplagring i pakhuse; * automatisk inddeling af SAD til udførelse af undersøgelsesprocedurer og til indsamlingsproceduren for ikke-færdigbehandlede transitdokumenter; * toldbogholderi.
* relations with the European Commission usually passed through CLECAT; although it was felt that the Commission had occasionally been unresponsive to commercial considerations in the past, the position was improving
- et system af elektroniske meddelelser er ved at blive udvidet til at omfatte oplysninger om søgående fartøjers ankomst og afgang, losning aflast, og omladning og til toldbehandling. Dette er et nyttigt redskab til risikoanalyser for tolderne.
* TIR was much preferred to common transit by forwarders for transit movements because of the cessation of liability once the goods had left the port; however, it was now unavailable for sensitive goods
Delegationen var også i stand til i toldkontorerne at overvære gennemførelsen af T-formular-procedurerne for fællesskabsforsendelse.
* as principals, forwarders always undertook careful investigations of clients because of the major risks; insurance underwriters for the risk were impossible to find and only major operators could put up the guarantees themselves
Der er i øjeblikket ingen mulighed for en direkte forespørgsel.
* forwarders have been able to increase rates to compensate, but not shipping agents
Under rundturen på havnen hørte delegationen fra en specialist ved toldvæsnet eksempler på tilfælde af cigaretbedragerier, der var indledt fra havnen i Antwerpen. Man drøftede den rolle, som de toldfrie pakhuse i Antwerpen og andre steder spillede, og navnlig i hvor høj grad det måtte være tilladt at bearbejde og pakke i sådanne pakhuse.
* to ensure control over carriers, only approved hauliers were used; in the case of Eastern Europe, trucks had to be equipped with GPS for satellite tracking (but technology only permitted this to be attached to vehicles - not to consignments of goods)
Den hørte om den høje grad af automatisering i terminalen, som havde omkring 9000 containere på sit område hver dag, og den overværede den hurtige flytning af containere fra lastbiler og tog til havnen og til skibene og omvendt, med brug af hurtige maskiner, portaltrucks, som
* since the introduction of the Single European Market in 1992 no statistics were available for internal trade, but it was estimated that 43 million tonnes pa of sea transit originated from Antwerp and 16 million tonnes of inland waterway transit.
Hvert firma arbejdede udelukkende for en cigaretproducent og accepterede kun instruktioner om videre distribution fra det ene firma.
In particular, the potential for fraud was increased by the requirement that customs controls be carried out on the premises of the exporter and not at the port itself.
Ejerskifte med hensyn til varerne skete først, når cigaretterne havde forladt pakhuset.
The forwarders also resented being held responsible in cases of customs stamp fraud and of forgery of forms, where they had no control.
* mellem 40 og 42% af havnens aktivitet drejede sig om fælles forsendelse
Specific reforms supported by the freight forwarders were:
* toldvæsnet foretog altid udlæg i den hovedforpligtedes kautioner i tilfælde af ufuldstændige Tl­procedurer, selv om speditører ofte er ofre for andres svig; til tider burde toldvæsnet nok indrømme administrative fejl
- more intensive collaboration between national customs services - same interpretation of rules by all - harmonisation of sanctions - support for smart cards and acceleration of computerisation - co-responsibility for guarantees involving hauliers.
(svar fra toldvæsnet) Antwerpens havneoperatører havde i øjeblikket en udestående toldskyld på 1 mia BF for fællesskabsforsendelser, der ikke var færdigbehandlet inden for 14 måneder; hvis dette beløb blev indkrævet, ville det føre til, at omkring halvdelen af de berørte virksomheder gik fallit
At the meeting with the deputy public prosecutor and the examining magistrates, the following were the principle points discussed: the lack of specialisation of examining judges (magistrates) who nevertheless dealt with 300 cases of customs fraud per annum in Antwerp. the role of the public prosecutor in selecting cases for submission to the judges and in preparing the prosecution typical examples of frauds involving cigarettes, sugar and meat the problems of collaboration with judicial systems in other countries, both within and outside the EU and the important role of UCLAF in facilitating this collaboration the role of duty-free warehouses in Antwerp and elsewhere in cigarette fraud.
Retsforfølgning
$th December 1996
1) Skrivelse af 5. december 1996 fra Boogaerts (direktør for Antwerpens Speditørforening)
We feel also that the Commission does not consider in a proper way the possibilities offered by art. 161, para 5 of the Custom Code, ("or" - "or"...)
Fuld automatisering er den eneste rimelige løsning, ellers vil speditøren, som den, der har underskrevet dokumentet, stadig blive holdt ansvarlig (se bilag I ) y
Association des IniórAU Pftfluolres tt'Anverj < ASSII > OU0 Hafenoemeinschaft Antweinen Pod of Antwerp Promotion Associnomi BrOUWonWflet 33, bus 6, 6-2000 Antwerpen (Belg.)
Svig til skade for speditoren be fra g 1 er en
C. Inghels, Regional Director J. Moens, Chief Inspector J, Moortgat, Chief Inspector
Desuden er det i sidste ende forbrugeren, der skal betale de høje omkostninger, der er forbundet med disse store kautionsbeløb.
Antwerp Freight Forwarders' Association (VEA) A. De Laet, President T. Geudens, Director
Antwerpens havnesammenslutning/studiecenter for udbygning af Antwerpen (AGHA/SEA) S. Desmalines, rådgiver til fremme af
REPORT to the Committee on Budgetary Control by the members of the delegation of the Committee on their visit to the Port of Rotterdam of 11-12 April 1996
Antwerpens havnesammenslutning/Foreningen (AGHA/ASSIPORT) P. Blonde, administrerende direktør
Mr Herbert Bosch Mr Piet Dankert Mr Stefano De Luca Mr Edward Kellett-Bowman Mr Jan Mulder Mrs Rosemarie Wemheuer
Formålet med undersogelsesreisen
Purpose of Mission
I tilknytning til Budgetkontroludvalgets arbejde i forbindelse med opkrævningen af de egne indtægter besluttede det at foretage to undersøgelsesrejser til store havne, hvor en stor del af de traditionelle egne indtægter opkræves.
Within the context of the Committee on Budgetary Control's work on the collection of own resources, it decided to undertake two missions to major ports at which substantial amounts of traditional own resources are collected.
Den første af disse to rejser var til den franske havn i Le Havre og fandt sted i juli 1995 .
The first of the two visits was to the French port of Le Havre, and took place in July 1995 .
Den anden til Rotterdam behandles i denne beretning.
The second, to Rotterdam, is the subject of this report.
Formålet med undersøgelsesrejsen var at undersøge, hvordan toldmyndighederne kontrollerer og overvåger fragttrafikken, og hvordan Fællesskabet og medlemsstaterne opkræver toldafgifter, punktafgifter og moms på varer, der indføres i Fællesskabet i Rotterdam.
The purpose of the visit was to examine the means by which customs services control and monitor freight traffic and the mechanisms by which the Community and the Member States collect customs duties, excise and VAT on goods entering the Community at Rotterdam.
Mere generelt ønskede man at undersøge toldvæsenets rolle i driften af havnen generelt.
More generally it wished to explore the role of customs within the operation of the port as a whole.
Programet for undersøgelsesreisen oo beretningens opbygning
Programme of the Visit and structure of report
I et intensivt todagesprogram havde delegationens medlemmer følgende møder:
In an intensive two-day programme, the members of the delegation had the following meetings
- Besøg i Delta-terminalen.
Visit to Delta Terminal site.
Redegørelse af J.R.M. Nijman fra Europe Combined Terminals (ECT) om driften af containerhavnen
Presentation by Mr J.R.M. Nijman of Europe Combined Terminals (ECT) on the operation the container port.
- Redegørelse af J.P. Everwijn fra Rotterdam tolddistrikt o« toldprocedurerne i Rotterdam havn
Presentation by Mr J.P. Everwijn of Customs District Rotterdam on customs procedures in Rotterdam port.
- Redegørelse af H.M. Huisman fra toldinformationscentret om målene for fysiske kontroller informations- og
Presentation by Mr H.M. Huisman of the Customs Information Centre on the targeting of physical checks.
- Redegørelse af H.R. Rodenburg fra undersegelsestjenesten FIOD om denne tjeneste
Presentation by Mr H.R. Rodenburg of the Fiscal Intelligence and Investigation Service (FIOD) on the operation of this service.
- Redegørelse af CA. De Beaufort, statsadvokat med speciale i EU-svig, om de juridiske muligheder for at bekæmpe denne svig
Presentation by Mr C.A. De Beaufort, Public Prosecutor specialising in EU fraud, on the legal means for dealing with fraud.
- Besøg på stedet for den fysiske kontrol af containerne
Visit to container physical control site.
- Besøg i toldbygningen, Oliphantweg
Visit to Customs House Oliphantweg.
- Redegørelse af J.M. Dekkers fra Rotterdam Port Industries Association (Rotterdam havns industrisammenslutning) om havneoperatørernes krav til told- og kontrolsystemet
Presentation by Mr J.M. Dekkers of the Rotterdam Port Industries Association on the demands of port operators on the functioning of the customs/control system
- Redegørelse af M.S.B. Duin fra Rotterdam Association of Shipbrokers and Agents (Sammenslutning af skibsmæglere og speditører) om behovet for "lige betingelser", for så vidt angår toldkontrol
Presentation by Mr M.S.B. Duin of the Rotterdam Association of Shipbrokers and Agents on the need for a "level playing field" in customs controls. Presentation by Mr P.J.N, van Os of the Netherlands Association of Forwarding Agents and Logistics on the relationship between the activities of forwarders and customs.
- Redegørelse af P.J.N. van Os fra den nederlandske speditør- og logistiksammenslutning om forholdet mellem speditørerne og toldvæsenet
Visit to Van Ommeren Tank Terminals (import, storage and forwarding of liquid products). Presentation by Mr H. van Westenbrugge of the impact of customs/transit regulations on Van Ommeren1s business.
- Besøg i Van Ommeren Tank Terminaler (import, oplagring og forsendelse af flydende produkter).
Visit to Ribro International Transport (textile forwarding agents).
- Besøg hos Ribro International Transport (tekstilspeditør); redegørelse af C. van den Broek om fortoldningsprocedurer
Presentation by Mr C. van den Broek on customs clearance procedures.
- Redegørelse af M.J. van Broekhoven fra handelskammeret for Rotterdam og Maas' nedre løb om oprindelsescertifikater
Presentation by Mr M.J. van Broekhoven of the Chamber of Commerce for Rotterdam and the Lower Maas on certificates of origin.
- Redegørelse af P.M.A. van den Berg fra den nationale tjeneste for kontrol af kvæg og kød om veterinærkontrol
Presentation by Mr P.M.A. van den Berg of the National Inspection Service for Livestock and Meat on veterinary controls.
- Afsluttende bemærkninger af H.H.H. Welters fra Rotterdam Port Industries Association.
Concluding comments by Mr H.W.H. Welters, Rotterdam Port Industries Association.
Under besøget modtog medlemmerne rigelig dokumentation. Denne dokumentation kan stilles til rådighed for medlemmer, som ønsker flere oplysninger om bestemte møder.
Throughout the visit, the members received abundant documentation.
Den følgende beretning er derfor ikke et resumé af de møder, der fandt sted, men essensen af de vigtigste emner og spørgsmål, som blev fremlagt for delegationen, med nogle indledende bemærkninger fra medlemmerne selv.
The following report is therefore not a resumé of the meetings which were held, but a distillation of the important issues and problems which were laid before the delegation, with some preliminary observations of the members themselves.
Følgende emner vil blive behandlet: a) Aktiviteter i Rotterdam havn b) Toldmyndighedernes aktiviteter c) Juridiske muligheder for at bekæmpe svig d) "Lige betingelser" e) Toldbestemmelser - en ønskeseddel.
Activities of the Port of Rotterdam Activities of the customs service Legal means of combatting fraud The "level playing field" Customs rules - a wish list
Målt efter den samlede mængde trafik, den behandler, er Rotterdam den største havn i verden, selv om denne position trues af nogle havne i Det Fjerne Østen.
Measured by the total amount of traffic it handles, Rotterdam is the biggest port in the world, though this position is under challenge from some Far Eastern ports.
Vigtigere er, at den ubestridt er Europas dominerende havn, og at den tegner sig for en betydelig del af Nederlandenes økonomi.
More crucially, it is indisputably Europe's dominant port, and a substantial part of the Netherlands economy.
Nedenstående tal for 1994, som er fremlagt af Rotterdam havn, viser størrelsen.
The following figures for 1994, issued by the Port of Rotterdam, illustrate the scale of the enterprise.
Containermængde Beskæftigelse: direkte
Total goods transshipped Seagoing ships in/out Market share in Hamburg - Le Havre range Container throughput Employment : direct indirect Contribution to Netherlands GNP Area
70.000 300.000 indirekte Bidrag til Nederlandenes BNP
1 Its nearest European rival, Antwerp, shipped about 110m tonnes.
Rotterdams dominerende position i Europa vil sandsynligvis blive befæstet eller forøget i de kommende år, efterhånden som skibene bliver større, hvilket i praksis begrænser antallet af havne, der kan behandle dem, og får befragterne til at lede efter et begrænset antal "kontinentale" havne, der kan optræde som hovedhavne for videreforsendelse.
The dominance of Rotterdam in European terms is likely to be consolidated or increased over coming years, as the size of ships steadily grows, limiting in practical terms the number of ports capable of handling them and encouraging shippers to look for a restricted number of "continental" ports which can act as hubs for on-shipment.
Rotterdams geografiske placering og de eksisterende (og planlagte) faciliteter betyder, at den er den havn, der sandsynligvis bedst kan udfylde denne rolle.
Rotterdam's geographical position and its existing (and planned) facilities make it the most likely to be able to fulfil this role.
Antallet af transaktioner i Rotterdam har gjort hurtig og effektiv lastbehandling og videreforsendelse absolut nødvendig.
The scale of operations in Rotterdam have made fast and efficient cargo handling and on-transport indispensable.
Det mest slående eksempel herpå under undersøgelsesrejsen var Delta-terminalen, som behandler hovedparten af Rotterdams containertrafik.
The most striking example of this encountered during the visit was the Delta Terminal, which handles the bulk of Rotterdam's container traffic.
Dette kæmpestore, næsten 100 procent automatiserede 24-timers anlæg viste klart, hvor store mængder varer, der passerer gennem havnen, og hvor hurtigt disse varer kan flyttes fra et lastskib til ladet på en lastbil på motorvejen. Det springende punkt i en hvilken som helst forsendelsesaktion af denne art er fleksibel og hurtig forsendelse af varer, eftersom det er det, der giver konkurrenceevnen og forrenter de enorme infrastrukturinvesteringer.
This huge, almost completely automated 24-hour facility illustrated clearly the sheer volume of goods flowing through the port and the rapidity with which goods could be transferred from a cargo vessel onto the back of a lorry on the motorway.
Følger for opkrævningen af egne indtægter
Implications for the collection of own resources
En varestrøm i denne størrelsesorden giver selvfølgelig anledning til betydelige beløb i moms og afgifter, som skal betales både til Fællesskabet og medlemsstater, enten straks i havnen eller ved afslutningen af en forsendelsesprocedure, som begynder i havnen.
A flow of goods on this scale clearly gives rise to substantial amounts of VAT and duty, payable both to the Community and the Member States, either immediately at the port or at the conclusion of a transit procedure beginning at the port.
Sidstnævnte område er af særlig stor betydning i Rotterdam. Delegationen fik at vide, at næsten halvdelen (44%) af de varer, der passerer gennem Rotterdam, fremsendes under den fælles forsendelsesordning.
The latter area is particularly important in Rotterdam, with, the delegation was informed, nearly half (44%) of goods passing through Rotterdam being forwarded under the Community transit regime.
Det hollandske toldvæsen i Rotterdam har derfor en uforholdsmæssig stor opgave med at kontrollere varestrømmen og sikre, at de pågældende skatter og afgifter enten betales på stedet, eller at forsendelsesprocedurerne gennemføres korrekt.
The Dutch customs in Rotterdam therefore has a disproportionately large task on its hands in controlling the flow of goods and ensuring either the payment of the appropriate taxes and duties in situ or correct completion of the transit procedures.
Den måde, hvorpå dette gøres, var et af de centrale spørgsmål, som delegationen behandlede.
The manner in which it achieves this formed the central issue explored by the delegation