On the highway to a better trade regime
Along with GST, India needs infrastructure for easy movement of goods
The
opening of the Suez Canal in 1869 helped India participate in an
expanding world economy. An industrial boom followed, albeit under
conditions of unequal colonial trade. The broader lesson is clear.
Interlinked trade routes—be it the Suez Canal or the Silk Route—have
always been essential to the spread of economic prosperity.
The creation of a seamless internal market that promotes economic
growth is an unfinished job in India. One part of the task is removing
barriers to interstate trade through the goods and services tax (GST).
The other task is to provide physical infrastructure that will allow
goods to move across the country comfortably.
The Indian government plans
to build a network of 27 road corridors that will bring various parts
of the country together. The blueprint for the grid is reportedly ready.
Such a proposal needs to be welcomed. It may seem ambitious to some,
but it is useful to remember that the Golden Quadrilateral and the
North-South corridor projects were met with a lot of scepticism when
they were first announced by then prime minister Atal Bihari Vajpayee at
the turn of the century.
The proposed national
highway grid will connect 12 major ports and cities with populations of
more than 45 million and 26 state capitals, and ensure that highways are
linked every 250km, conforming to the ambitions of Bharatmala—the
government’s flagship project to “connect India like never before”.
Roads form vital links
between markets that are not connected. They link producers to distant
markets, promote economic specialization, provide linkages to other
parts of the economy and generate positive externalities. But the
greatest benefit of the proposed national highway grid would be for
interstate trade. Interstate trade for India is less than 15% of gross
domestic product, whereas the corresponding figures for the US and China
are 40% and 35%, respectively. High transaction costs, which include
physical and legal infrastructure problems, are among the primary
reasons for the low level of such trade in the country.
In India and elsewhere,
travel—both passenger and freight—involves costs in terms of money and
time. The reduction of these costs requires the expansion of roadways as
well as the simultaneous deployment of resources on alternative means
of transport such as rails, inland waterways and air.
Though India has the second
largest road transport network in the world, the growth rate of road
development is slow compared to the growth of road freight and vehicle
volume. The disproportionate burden of freight on roads does not help
either. The current road to rail ratio of 70:30 is inadequate and
inefficient for economic as well as environmental reasons.
If roadways form the
physical foundation for uniting India’s markets into an integrated
whole, reducing transaction costs and facilitating interstate trade,
GST—now with the backing of most states—will form the legal and fiscal
foundation. It will address the cascading effect of the present tax
regime, broaden the tax base, increase compliance and reduce inter-state
variations in taxes. The current tax regime also imposes significant
time costs on interstate road freight via interstate checkpoints, and
that translates to lower freight volumes moved.
India has one of the lowest
average speeds for trucks and about 60% of their time is taken up at
these checkpoints and tollgates. A joint study report by Transport
Corporation of India and Indian Institute of Management Calcutta
released last week estimates that India incurs costs of $14.7 billion
and $6.6 billion annually due to additional fuel consumption costs and
transportation delays, respectively. This makes producers less
competitive despite having competitive input prices. According to a
McKinsey estimate, around 13% of GDP is compromised by these logistical
lacunae in India compared to 7-8% in developed economies.
Freight transport depends
on the volume of goods produced, location of suppliers and consumers and
efficient use of resources. But in India, infrastructure problems and
red tape have compromised the manner in which these factors are
balanced—and consequently, the demand-supply equation. The highway grid
will not set it right by itself. But it could be a good start.
In what other ways can India resolve its logistics issues?
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