I assume that the question concerns the implications of unifying into one rate of mineral oil tax the present two-tier rate structure for diesel and converting the existing low rate regime into a repayment system. Such a system would not rely on colour or chemical marking of diesel fuel.
Diesel is currently taxed at €368.05 per 1,000 litres in respect of auto use and at a lower rate of €47.36 per 1,000 litres for other use. The low rate diesel is marked with a chemical and dye, which gives it a green colour, and is known as marked gas oil — MGO. While it is used in agricultural machinery and tractors, it is also widely used for commercial and domestic central heating, for off-road and special purpose vehicles such as dumpers, concrete pumping vehicles, mobile well drilling vehicles, mobile cranes, bulldozers and diggers, for trains, for other industrial and construction machinery such as generators and compressors, and in boats. In 2005 consumption of MGO was approximately 1.6 billion litres.
The present system allows misuse of MGO in vehicles to be detected by means of a visual check of colour and a laboratory check for the chemical marker. There were 173 convictions obtained for marked oil offences in 2005 and fines totalling €175,704 were imposed. A further 1,326 offences were settled on payment of penalties totalling €986,720.
Fuel laundering is a fraudulent activity involving the removal of the chemical marker and dye from the fuel in order to make it difficult to distinguish it from unmarked auto-diesel. However, as the MGO has a higher sulphur content than auto-diesel, it is still possible for Revenue enforcement staff to identify laundered fuel using specialised roadside detection equipment backed up with laboratory chemical analysis. In 2005 a total of 127 detections of laundered oil were made across 12 counties, which included: 21 retail outlets-oil distributors; 71 hauliers; 35 others; five tankers seized; 311,404 litres of laundered oil seized; and €155,328 taken in penalties from Northern Ireland hauliers.
Prosecutions in 2005 for laundered oil included eight filling stations and 25 other cases have been reported for prosecution, including ten hauliers. Six convictions were obtained in 2005 and penalties totalling €5,950 and one custodial sentence, of 18 months suspended for three years, were imposed.
While acknowledging that laundering is an unacceptable fraudulent activity which can cause environmental damage, a single rate repayment-based regime as proposed would only succeed if a reciprocal measure in the UK was in place as most of the laundered oil is produced from UK MGO — red diesel — which is cheaper than our MGO. Even if the UK also made such a change, there are other serious drawbacks involved.
I am informed by the Revenue Commissioners that a repayment system would involve an enormous burden on Revenue resources in the compliance, processing and audit areas in view of the diversity and number of users of MGO. In addition, all users of low rate diesel would suffer the cash flow burden of a requirement to pay the full rate in the first instance and would also have to maintain systems to claim subsequent repayments and to keep records for Revenue audit purposes.
Furthermore, in Revenue's experience repayment regimes are inherently vulnerable to abuse and attract the attention of criminal elements, such as those involved in oil laundering. A scheme on the lines suggested would be vulnerable to extensive fraud by opening new possibilities for diversion to high-rate auto use that would be extremely difficult or even impossible to detect and prosecute.
Revenue is taking a vigorous approach to oil laundering transactions and a major national project, which will target mineral oil retail outlets and large-scale users and focus on identifying the supply chain, is being put in place this year.