{"id":25400,"date":"2021-05-11T17:45:47","date_gmt":"2021-05-11T15:45:47","guid":{"rendered":"https:\/\/blog.brand-architecture.at\/2021\/05\/11\/le-dslv-deplore-des-conditions-de-concurrence-desequilibrees\/"},"modified":"2025-12-15T13:02:10","modified_gmt":"2025-12-15T12:02:10","slug":"le-dslv-deplore-des-conditions-de-concurrence-desequilibrees","status":"publish","type":"post","link":"https:\/\/loginfo24.com\/fr\/2021\/05\/11\/le-dslv-deplore-des-conditions-de-concurrence-desequilibrees\/","title":{"rendered":"Le DSLV d\u00e9plore des conditions de concurrence d\u00e9s\u00e9quilibr\u00e9es"},"content":{"rendered":"

La performance des cha\u00eenes d’approvisionnement maritimes est essentielle pour la comp\u00e9titivit\u00e9 mondiale des sites industriels, commerciaux et logistiques. Tous les acteurs ont besoin d’un cadre juridique \u00e9quilibr\u00e9 qui \u00e9tablisse l’\u00e9galit\u00e9 de concurrence horizontale et verticale pour les armateurs, les ports, les entreprises portuaires, les transitaires et l’\u00e9conomie exp\u00e9ditrice, avertit le DSLV, l’association f\u00e9d\u00e9rale des transitaires et de la logistique, \u00e0 l’occasion de la Conf\u00e9rence maritime nationale (10 et 11 mai 2021).<\/p>\n

(Berlin) \u00ab Les conditions juridiques actuelles ne sont pas \u00e9quilibr\u00e9es. Elles contribuent \u00e0 des distorsions de concurrence \u00bb, d\u00e9clare Willem van der Schalk, pr\u00e9sident du comit\u00e9 des transitaires des ports maritimes allemands au DSLV, en faisant r\u00e9f\u00e9rence au syst\u00e8me actuel de la taxe tonnage des navires et au r\u00e8glement de l’UE sur les exemptions par cat\u00e9gorie pour les consortiums de transport maritime.<\/p>\n

In\u00e9galit\u00e9 fiscale<\/strong><\/h5>\n

Il est inacceptable que des all\u00e8gements fiscaux, qui \u00e9taient initialement destin\u00e9s \u00e0 stabiliser la position de march\u00e9 des lignes maritimes europ\u00e9ennes dans la concurrence internationale, soient maintenant utilis\u00e9s par de grandes compagnies maritimes pour \u00e9vincer d\u00e9lib\u00e9r\u00e9ment les transitaires des march\u00e9s int\u00e9rieurs. Dans de plus en plus d’\u00c9tats membres de l’UE, les armateurs organisent \u00e9galement eux-m\u00eames les cha\u00eenes d’approvisionnement int\u00e9rieures, y compris les services de terminal, le transport terrestre et le stockage, sous la forme de transports dits porte-\u00e0-porte \u2013 avec un taux de taxe tonnage de seulement sept pour cent. Ils se retrouvent ainsi en concurrence directe avec les transitaires, qui sont soumis \u00e0 un taux d’imposition sur les soci\u00e9t\u00e9s effectif de 27 pour cent. L’Organisation de coop\u00e9ration et de d\u00e9veloppement \u00e9conomiques (OCDE) a \u00e9galement d\u00e9j\u00e0 soulign\u00e9 cette distorsion de concurrence. \u00c0 ce sujet, van der Schalk d\u00e9clare : \u00ab La Commission europ\u00e9enne doit veiller \u00e0 ce que le faible taux de taxe tonnage reste limit\u00e9 \u00e0 l’exploitation d’un navire et ne puisse pas \u00eatre \u00e9tendu \u00e0 des services non maritimes. \u00bb\"\"<\/p>\n

Le droit de la concurrence europ\u00e9en ne limite pas le pouvoir de march\u00e9 des armateurs<\/strong><\/h5>\n

Le d\u00e9s\u00e9quilibre concurrentiel est renforc\u00e9 par la concentration du c\u00f4t\u00e9 de l’offre. Le droit de la concurrence europ\u00e9en ne limite pas le pouvoir de march\u00e9 des alliances d’armateurs \u2013 au contraire : la Commission europ\u00e9enne a prolong\u00e9 en mars 2020 le r\u00e8glement d’exemption par cat\u00e9gorie (GVO) CE 906\/2009 pour les consortiums de transport maritime de quatre ann\u00e9es suppl\u00e9mentaires. Cela signifie que les compagnies maritimes de conteneurs restent exempt\u00e9es de l’interdiction fondamentale des accords et comportements anticoncurrentiels entre entreprises. L’offre de transport maritime de conteneurs s’est d\u00e9sormais resserr\u00e9e \u00e0 neuf compagnies maritimes, qui se sont regroup\u00e9es en trois alliances op\u00e9rant \u00e0 l’\u00e9chelle mondiale et contr\u00f4lent actuellement environ 86 % du volume mondial de conteneurs. Cet oligopole de l’offre est confront\u00e9 \u00e0 une demande croissante et les tarifs de fret maritime restent \u00e0 un niveau exorbitant.<\/p>\n

\u00ab L’Allemagne et l’UE doivent agir \u00bb<\/strong><\/h5>\n

\u00ab Il n’est pas inhabituel que les march\u00e9s se d\u00e9placent et que les prix augmentent lors de sauts de demande \u00bb, d\u00e9clare van der Schalk. \u00ab Je doute cependant que le march\u00e9 du fret maritime fonctionne encore dans son ensemble. \u00bb Le secteur maritime est per\u00e7u par la politique de mani\u00e8re trop unilat\u00e9rale \u00e0 travers le prisme de l’industrie maritime, qui ignore que les entreprises de transit et les entreprises portuaires contr\u00f4lent une part importante des processus logistiques maritimes. Du point de vue de l’UE, il est juste de maintenir le savoir-faire maritime en Europe gr\u00e2ce \u00e0 des conditions cadres avantageuses. Cependant, il est inacceptable que des privil\u00e8ges unilat\u00e9raux entra\u00eenent des distorsions de concurrence dans l’ensemble du secteur du transport de marchandises europ\u00e9en. Van der Schalk : \u00ab L’Allemagne et l’UE doivent agir. On peut esp\u00e9rer que la Conf\u00e9rence maritime nationale apportera encore des impulsions \u00e0 cet \u00e9gard. \u00bb
Photos : \u00a9 Pixabay\/Loginfo24<\/p>\n","protected":false},"excerpt":{"rendered":"

La performance des cha\u00eenes d’approvisionnement maritimes est essentielle pour la comp\u00e9titivit\u00e9 mondiale des sites industriels, commerciaux et logistiques. 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