Wednesday, 27 September 2023

Direct shipping connection between Chennai and China

DP World Chennai hosts inaugural call for FIX1 service


A direct container shipping connection will be available for the trade between Chennai and China with DP World, hosting the inaugural call for the Far East India Express (FIX1) service at its terminal in Chennai. This is the first-ever service to establish a direct shipping connection between Chennai and China, reducing transit time by eight days, by bypassing traditional transshipment ports, says a release.

The service launched on September 11 is a collaborative endeavour involving four consortium partners, with Sinotrans deploying two vessels and TS Line, Sealead, and SITC each contributing one vessel to the fleet.

The service’s rotation is designed to optimise the supply chain efficiencies, covering Ports Qingdao, Shanghai, Ningbo, and Shekou ports in China, the Chennai and Vizag ports in India, and Port Kelang in Malaysia (East Bound).

The FIX1 service will be the third weekly service sailing from DP World Chennai for the East region. The service’s key beneficiaries will be the large enterprises along with the SME and MSME clusters across the South and East Indian states of Tamil Nadu, Karnataka, Andhra Pradesh, Telangana, West Bengal, Bihar and Odissa.  DP World’s extensive multimodal network will allow these clusters to link with the port terminal via road and rail connectivity.


Thursday, 14 September 2023

India lifting Cabotage laws to Boost Coastal shipping


In the biggest reform yet in the shipping sector, the Narendra Modi led government plans to totally remove a so-called cabotage rule for ships carrying all types of cargo on local routes, a move that will allow foreign registered/flagged ships to do business along the country’s coast without securing a licence from theDirectorate General of Shipping. 

India is planning to completely remove its cabotage laws which will allow foreign registered and flagged ships to work along its coast without obtaining a permit from the country’s Directorate General of Shipping.

This is seen as a major move by the Narendra Modi-led government as the only ships currently allowed to work on local routes for carrying cargo are registered in India. Foreign ships can work along the coast only with an appropriate permit. When it came into force, the law was intended to protect domestic shipowners.

According to local media, this is seen as the biggest reform yet in the shipping sector but also a topic that will undoubtedly rile up Indian fleet owners.

India’s finance minister Nirmala Sitharaman said earlier this year that coastal shipping would be promoted as the energy-efficient and lower-cost mode of transport both for passengers and freight, through public-private partnerships with viability gap funding.

ET Infra, a news website, cited a document from the country’s Ministry of Ports, Shipping, and Waterways which claimed that to promote a higher percentage of coastal shipping in the transportation mix, the focus should be on enhancing ports and jetties, improving port connectivity, determining suitable vessel types and capacities as well as mitigating financial burdens of multimodal transportation.

This, according to the document, would encourage a shift from road and rail transport to coastal shipping and eventually benefit end users. Infrastructure upgrades will, the Ministry believes, be essential for the shipping and transport of commodities like coal and fertilisers while a further promotion of coastal shipping will benefit other bulk cargo transport like iron ore, steel, and food grains.

Coastal shipping only has a 7% share in India’s transportation mix while road and rail hold 62% and 31% stakes, respectively.

Current cabotage rules have been relaxed from what was in the initial law due to India not having an adequate number of certain vessels.

Foreign-flagged ships can transport export-import laden containers meant for transhipment, empty containers meant for re-positioning, agriculture, horticulture, fisheries, fertiliser and animal husbandry commodities on domestic routes without a license from the Directorate General of Shipping.

Also, RO-RO, RO-PAX, hybrid ro-ro, PCCs, PCTCs, LNG vessels, over-dimensional vessels, and project cargo vessels were allowed to operate in India’s coastal trade without a permit.

Sunday, 3 September 2023

The Jigsaw puzzle : India’s trade ties with China


Over the years, China has emerged as the epicentre of the global supply chain. Notwithstanding the on-going trade war between China and the US, the pandemic, and the clamour for “China-plus-one” strategy, the key role of China in global merchandise trade seems unaffected. While many countries were not at ease with over-dependence on China for their imports, China continues to be a key trading partner for diverse countries all over the world. India is no exception.


Why China is Important for India

India’s trade with China is important because, for the last 15 years, China has been India’s top source of imports. In 2007-08, China’s share in India’s imports was around 10.8 per cent. It gradually went up and reached 16.4 per cent in 2017-18. It languished around 13.7 per cent for 2018-19 and 2019-20, but in the two post-Covid years (viz., 2020-21 and 2021-22), China’s share in India’s imports reached 16.53 per cent (record high) and 15.43 per cent, respectively.

To put these numbers in perspective, in these two years, the second biggest source of imports for India was the UAE, with an import share of 6.7 per cent in 2020-21 and 7.31 per cent in 2021-22. These numbers indicate that China is not only India’s biggest source of imports, but its share in total Indian imports is also more than double that of the UAE.

Secondly, in total non-oil merchandise imports, China’s dominance is even more pronounced. As oil imports account for 25-30 per cent of India’s total imports, India’s dependence on China for non-oil imports can be as high as 25 per cent or more.


India’s imports from China

Interestingly, the slowdown in China and the massive supply disruptions have not reduced China’s share in India’s total imports. In fact, the import shares seem to have gone back close to the pre-Covid peaks (see chart) . Moreover, in absolute terms, India’s imports from China during the pre-Covid years were $76 billion in 2017-18 and $70 billion in 2018-19. These numbers for 2020-21 and 2021-22 are $65 billion and $94.5 billion, respectively.

This shows that in absolute terms, India’s imports from China in 2021-22 is significantly higher than its pre-Covid level of imports. Data for the period April 2022 to February 2023 show that India’s total imports from China have already crossed $90 billion. In terms of commodity basket, India primarily imports the following items from China — electrical and electronic goods, organic chemicals including pharmaceuticals, and plastic items.

Together, these four categories make up more than 70 per cent of India’s imports from China. Also, imports of these items by India from China have gone up in the post-Covid period. Interestingly, China is a big market for Indian exports, as well. China has been among the top four export markets for India in the last few years. After Covid, India’s exports to China have gone up.

However, as imports from China are much bigger, India’s bilateral trade deficit with China is large and growing. In 2021-22, India’s trade deficit with China was around $73.3 billion (see table). It is expected to cross $100 billion in FY23, going by China’s customs data for 2022. India’s trade deficit with China accounts for 38-40 per cent of India’s total merchandise trade deficit in the post-Covid era (see table).



Do the large trade deficit numbers raise any cause for concern? 

Per se, running a trade deficit with another country is not necessarily undesirable. Imports can be useful as they can bridge the gap between domestic demand and supply of some goods. Imports of cheap raw materials and intermediate goods can help domestic competitiveness. The principle of comparative advantage precisely says this. Also, imports may give access to better technology and apart from the usual gains from trade, cheaper imports can also keep domestic inflation low. However, imports can be destabilising for a country’s domestic economy as they can displace domestic industries and can lead to premature deindustrialisation and unemployment.


Slower GDP growth

But apart from these reasons, the growing trade volume and increasing trade imbalance between India are intriguing for some special policy reasons. Since the Covid crisis, China is experiencing a slower GDP growth rate and has shifted its policies more towards domestic consumption. But these policy shifts do not seem to have dented Chinese exports to India.

Secondly, India has signed a number of free trade agreements (FTAs) with several East and Southeast Asian nations. International trade theory suggests that the signing of such trade agreements should have taken some market share away from China, which has not happened.

It is also notable that India withdrew from the Regional Comprehensive Economic Partnership (RCEP) before signing a deal and consequently, there is no FTA between India and China right now. This puts China at a disadvantage over other FTA partners of India. Finally, over the last few years, the government of India has taken several policy measures to improve import substitution.

But, despite all these developments and various conscious efforts by the government, India’s dependence on China does not seem to have waned. Admittedly, the effects of government policies may kick in with some lag. But, geopolitical and strategic differences between India and China may raise some concerns about the extent of India’s dependence on China in important and strategic industries. This warrants a deeper look at what India and China trade with each other.