We showed analytically the legal framework, which
Greek flag administration established since 01/01/1953 with the long celebrated
law of 2687/1953 for ships greater than 1500 GRT. All Greeks believe that this
institutional framework contributed a lot to the expansion of Greek-flagged
shipping. We also presented the tonnage tax payable by a Greek-flagged ship,
with suggestions to modify it in a more proper manner. We dissolved the myth
that Greek flag is a quasi or a flag-of-convenience, where ships do not pay
taxes. We have stressed a number of facts: 1) the role that a Government plays
vis-à-vis national shipping; 2) the freedom of actions which shipping needs; 3)
the best legal framework required by shipping: in having permanency, being
expandable as time goesby,
protected by country’s constitution, modified to provide more favorable terms
and all these are legislated by 2 ministers outside parliament in a fast way to
be ahead of any shipping crisis like that in 1981-1987.Law 2687 and “the ship registration approval action”
are the products of a long traumatic experience—except in 1946—that Greek-flagged shipping had since 1830 from
various governments—including that of El. Venizelos—and from 2 world wars.
References
[1]
Law 2687/1953 about: Investment and Insurance of Foreign Capital.
[2]
Kyriazopoulos, I. (1958) The New Greek Shipping Policy. Lecture 1, Institute of Shipping Research, Bremen, 4-26.
[3]
Law 27/1975 GGI 77A 19-22/04/1975: For Ship’s Taxation and the Special Tax for the Development of Merchant Marine, the Settlement of Foreign Companies and Other Related Matters.
[4]
Law 1376/1983: Measures for Facing-Out the Shipping Cycle and Related Provisions.
[5]
Harlaftis, G. (1993) Greek Shipowners and Greece, 1945-1975: From Separate Development to Mutual Interdependence. Athlone Press, London.
[6]
Goulielmos, A.M. (2017) The Great Achievement of Greek-Owned Shipping (1946-2017) and Keynes’ Animal Spirits. Modern Economy, 8, 1186-1210.
[7]
Goss, R.O. (1968) Investment in Shipping and the Balance of Payments: A Case Study of Import-Substitution Policy. Cambridge University Press, Cambridge, 46-60.
[8]
The General Council of British Shipping UK Department of Transport (1986) Analysis of the International Earnings and Expenditure of the UK Shipping Industry.
[9]
Varvitsiotis, M. (Date Unknown) To Maintain the Competitiveness of Shipping Companies. Nautical Chronicles, 70. (In Greek)
[10]
Goulielmos, A.M. (2000) A Proposed Shipping Policy to Counteract Flagging-Out: The Paradigm of Greece. Maritime Economics & Logistics, 2, 27-47.
https://doi.org/10.1057/ijme.2000.5
[11]
Goulielmos, A.M. (1997) The Factors Determining the Foreign Exchange Inflow from Shipping Companies in Greece: During the Deep and Prolonged Crisis, 1981-1987. In: Metaxas, B.N., Ed., The Volume of Essays in Memory, University of Piraeus, Piraeus.
[12]
Fisser, F. (undated) Konkurrenz der billigen Flaggen. Hansa, 95, 240.
[13]
Doganis, R.S. and Metaxas, B.N. (1976) The Impact of Flags of Convenience. Research Report No. 3, Transport Studies Group, Polytechnic of Central London (PCL).
[14]
Bergstrand, S.J. (1983) Buy the Flag: Developments in the Open Registry Debate. Transport Studies Group, Discussion Paper No. 13, PCL.
[15]
ILO (1974) Argiroffo, E. Flags of Convenience and Substandard Vessels: A Review of the ILO’s Approach to the Problem. International Labour Review, 110, Article ID: 437453.
[16]
Metaxas, B.N. (1978) Flags of Convenience and Shipping Strategies, Maritime Research and European Shipping and Shipbuilding. The Netherlands Maritime Institute, 199-219.
[17]
Karatzas, N. and Ready, N.P. (1982) The Greek Code of Private Maritime Law.
