Kunj Sinai is a Manger, Tax Services at PwC Tanzania.
Netflix and other streaming platforms have replaced the conventional cinematic / TV experience. It has been a long time since I visited a cinema to watch a movie – the preference now is to watch movies at the comfort of your home. The digital world is evolving continuously and at a faster pace. Transactions happening over the internet have increased exponentially – be it a sale of goods or provision of services. A service provider in China can easily reach Tanzanian customers through a digital platform.
Tanzania, like many other countries, did not have a mechanism to collect tax from non-residents providing such services. However, the 2022/23 Budget read in June 2022 announced that measures in relation to non-resident digital service providers (“NRDSPs”) to (i) enable them to register and account for VAT (18 percent) and (ii) to also require them to account for a new digital service tax (“DST”), charged at 2 percent. Subsequently, on 1 July 2022 regulations were issued for both taxes, which required all existing providers of electronic services to have been registered by 31 December 2022. At the end of 2022 the online portal for registration became available and a 30 December 2022 public notice issued by the Tanzania Revenue Authority (“TRA”) explained the NRDSP registration process. So what is in scope with regard to electronic services? Well, it is quite broad, ranging from website hosting, software update services, imaging services, subscription based media, self-education packages, music, films, gaming activities and many more. So, yes the likes of Netflix, iTunes and so on will be covered.
Whilst the application of VAT on imported services is not a new concept, in practice it is only recently that its application has been extended by many countries to electronic services. By contrast, DST is a relatively new concept being a mechanism that many countries have recently adopted to tax NRDSPs; for example, Kenya introduced it in January 2021 (at a rate of 1.5 percent), other African countries with a DST include Nigeria, Tunisia and Zimbabwe.
So what might the challenges be with the implementation of DST? From my side I have two concerns – firstly, relating to the lack of a threshold for application of the tax; and secondly, relating to the interaction of DST with global tax policy developments to tax digital services.
Currently, there is no threshold for DST registration in Tanzania hence any NRDSP providing electronic services to customers in Tanzania would have an obligation to register irrespective of size of turnover. By contrast reference to a threshold is common in many other countries including India, France, Italy, Nigeria and Zimbabwe.
The global tax policy challenge arises bearing in mind the development of the work on the so-called “Two-Pillar” (“2P”) model (being the OECD approach to address the tax challenges arising from the digitalisation of the economy). Pillar One (“P1”) is focused on the reallocation of (a portion of) the consolidated profit of a multinational enterprise to jurisdictions where sales arise as well as the standardisation of the remuneration of routine marketing and distribution activities. Pillar Two (“P2”), on the other hand, introduces a global minimum effective tax rate of 15 percent. It will be interesting to see how P1 will interact with existing DST laws in countries that are part of the so called “Inclusive Framework” (“IF”) (a collaboration of various countries on the implementation of measures to tackle tax avoidance, improve the coherence of international tax rules and ensure a more transparent tax environment). In fact, the Two-Pillar model requires among other things that countries remove DST and other similar measures already in place. One example of the way forward is India, which has agreed a transitional arrangement with the USA (home to the majority of NRDSPs) to grant a credit for DST incurred up to December 2023 until the expected implementation of P1.
For countries that are part of the IF, it is pretty clear that P1 implementation will see the end of unilateral measures (DST regimes in these countries). What is not so clear, is what will happen to countries that are not part of the IF (such as Tanzania) and therefore not obliged to adopt the 2P approach and whether in practice they will be able to continue with their independent DST measures without reciprocal action from the jurisdictions of the NRDSPs (the US in particular).
So, from a Tanzanian perspective what do I see going forward? Well, I guess the first thing might be as to whether this new cumulative 20 percent tax (18 percent VAT, and 2 percent DST) will result in an increase in the prices for services received through a digital marketplace.
Secondly, it is to keep an eye on where Tanzania sees itself in the context of the IF and whether ultimately it will become part of this global initiative to tax the digital economy. In the meantime, hope you enjoy your next movie on Netflix but do watch out for any price changes in your next subscription renewal!
Kunj Sinai is a Manger, Tax Services at PwC Tanzania.
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Air Tanzania Banned From EU Airspace Due to Safety Concerns
Several airports have since locked Air Tanzania, dealing a severe blow to the Tanzanian national carrier that must now work overtime to regain its certification or go the wet lease way
The European Commission has announced the inclusion of Air Tanzania on the EU Air Safety List, effectively banning the airline from operating in European airspace.
The decision, made public on December 16, 2024, is based on safety concerns identified by the European Union Aviation Safety Agency (EASA), which also led to the denial of Air Tanzania’s application for a Third Country Operator (TCO) authorisation.
The Commission did not go into the specifics of the safety infringement but industry experts suggest it is possible that the airline could have flown its Airbus A220 well past its scheduled major checks, thus violating the airworthiness directives.
“The decision to include Air Tanzania in the EU Air Safety List underscores our unwavering commitment to ensuring the highest safety standards for passengers in Europe and worldwide,” said Apostolos Tzitzikostas, EU Commissioner for Sustainable Transport and Tourism.
“We strongly urge Air Tanzania to take swift and decisive action to address these safety issues. I have offered the Commission’s assistance to the Tanzanian authorities in enhancing Air Tanzania’s safety performance and achieving full compliance with international aviation standards.”
Air Tanzania has a mixed fleet of modern aircraft types including Boeing 787s, 737 Max jets, and Airbus A220s.
It has been flying the B787 Dreamliner to European destinations like Frankfurt in Germany and Athens in Greece and was looking to add London to its growing list with the A220.
But the ban not only scuppers the London dream but also has seen immediate ripple effect, with several airports – including regional like Kigali and continental – locking out Air Tanzania.
Tanzania operates KLM alongside the national carrier.
The European Commission said Air Tanzania may be permitted to exercise traffic rights by using wet-leased aircraft of an air carrier which is not subject to an operating ban, provided that the relevant safety standards are complied with.
A wet lease is where an airline pays to use an aircraft with a crew, fuel, and insurance all provided by the leasing company at a fee.
Two more to the list
The EU Air Safety List, maintained to ensure passenger safety, is updated periodically based on recommendations from the EU Air Safety Committee.
The latest revision, which followed a meeting of aviation safety experts in Brussels from November 19 to 21, 2024, now includes 129 airlines.
Of these, 100 are certified in 15 states where aviation oversight is deemed insufficient, and 29 are individual airlines with significant safety deficiencies.
Alongside Air Tanzania, other banned carriers include Air Zimbabwe (Zimbabwe), Avior Airlines (Venezuela), and Iran Aseman Airlines (Iran).
Commenting on the broader implications of the list, Tzitzikostas stated, “Our priority remains the safety of every traveler who relies on air transport. We urge all affected airlines to take these bans seriously and work collaboratively with international bodies to resolve the identified issues.”
In a positive development, Pakistan International Airlines (PIA) has been cleared to resume operations in the EU following a four-year suspension. The ban, which began in 2020, was lifted after substantial improvements in safety performance and oversight by PIA and the Pakistan Civil Aviation Authority (PCAA).
“Since the TCO Authorisation was suspended, PIA and PCAA have made remarkable progress in enhancing safety standards,” noted Tzitzikostas. “This demonstrates that safety issues can be resolved through determination and cooperation.”
Another Pakistani airline, Airblue Limited, has also received EASA’s TCO authorisation.
Decisions to include or exclude airlines from the EU Air Safety List are based on rigorous evaluations of international safety standards, particularly those established by the International Civil Aviation Organization (ICAO).
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The process involves thorough review and consultation among EU Member State aviation safety experts, with oversight from the European Commission and support from EASA.
“Where an airline currently on the list believes it complies with the required safety standards, it can request a reassessment,” explained Tzitzikostas. “Our goal is not to penalize but to ensure safety compliance globally.”
Airlines listed on the EU Air Safety List face significant challenges to their international operations, as the bans highlight shortcomings in safety oversight by their home regulatory authorities.
For Air Tanzania, this inclusion signals an urgent need for reform within Tanzania’s aviation sector to address these deficiencies and align with global standards.
The path forward will require immediate and sustained efforts to rectify safety concerns and regain access to one of the world’s most critical aviation markets.
Source: allafrica.com
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