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A. S. Bergantino: Tonnage tax: the Italia n proposal al1d the European experiences
Employrnent too - both direct and indirect - has been significantly on
the rise: in the Netherlands, where measures to promote employrnent in the
sector were first introduced and where the regime can be adopted only if a
substantial part of the management and control activities are carried out in
the country in question, there has been a 205% increase in direct employment
and a 23% increase in indirect employment. In the United Kingdom,
where the city of London is the world leader for maritime financial service,
the increase of indirect employrnent has peaked to 25%. In Norway, owing
to well-aimed policies and to a process whereby the working at sea has been
widely promoted through marketing campaigns, there has been a 23% increase
in the number of cadets enrolling at maritime training schools.
Last but not least, the increase in the orders of new ships in ali the
countries considered with the exception of the United Kingdom - where,
however, the shipbuilding industry has practically disappeared - has been
particularly significant.
As mentioned earlier, though the reported percentages are to be considered
in the light of the pre-existing situation and taking into account
that the tonnage tax has, in generai beeen accompanied by the introduction
of other incentive measures, indications are that the new tax regime
has noticeably improved the overall conditions of the industry.
5. Main features of the Italian proposal and open issues
In Ilaly, the Bililays down the following:
- the tonnage tax should be fixed in accordance with the Community
guidelines on state aid to maritime transport and with the terms of implementation
required by similar regimes set up in other member states;
- the tax should be based on a fixed tax system for each net register
ton and that different classes of tonnage should be identified;
- the unitary rate per ton should be decreasing in total tonnage;
- the option should be irrevocable for a minimum period of five years.
A trasfer pricing regime is also provided for with respect to transfers
of goods and services among companies electing into the lump-sum
regime and companies which do not.
A number of aspects of the outline presented above are with no doubt
to be appreciated: the reference to Community legislation, the provision
regarding the optional nature of the new regime, the antiavoidance measures
and the ring fencing solutions proposed therein.
However, some features of the provision as formulated in the Bill need
carefully scrutiny in a number of respects, and, might possibly require slight
adjustments already during the Parliament scrutiny (Bergantino, 2002).
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