The Geography of Trade in the European Single Market

Total Page:16

File Type:pdf, Size:1020Kb

The Geography of Trade in the European Single Market The Geography of Trade in the European Single Market Shawn W. Tan∗ The World Bank Draft (October 2016) Abstract This paper uses a unique dataset of freight shipments between 270 regions in 28 countries of the European Single Market to examine how trade responds to spatial frictions. We find that aggregate trade falls rapidly over short distances as distance to destination increases. The sharp reduction in trade is driven by the fall in the extensive margins – the total and average number of shipments. And less so by the intensive margins: average value and average price reduce gradually, and average quantity does not change as distance increases. Border effects are present and affect aggregate trade largely through the extensive margins. We show that trade in intermediate inputs and the co-location of firms can explain why trade reduces rapidly at such short distances. We find that when the industrial demand of a sector at the destination is higher, the regions are more likely to trade with each other. JEL Classification: F10, F15, R10, R12, R40. Keywords: Distance, border effects, intermediate inputs, firm co-location, European Union. ∗Shawn Tan is an economist in the Trade and Competitiveness Global Practice at the World Bank and can be contacted at swtan [at] worldbank.org. He thanks Jelena Kmezic for her research assistance. 1 1 Introduction Trade should move freely within the European Single Market (ESM), unimpeded by tariffs and trade barriers. Yet, internal trade flows are still impeded by spatial frictions. These spatial frictions associated with distance and borders can exert a force on trade flows and reduce the flows between countries in Europe, and between the regions in each country. While many papers demonstrate how distance and borders reduce trade in Europe, they do not examine how and why these spatial frictions reduce trade. This paper not only demonstrates that spatial frictions reduce trade within the ESM, but also which components of trade are reduced most by spatial frictions. In addition, this paper will show how trade in intermediate goods and the co-location of firms can explain the strong negative effect of spatial frictions on trade. A unique dataset is used in this paper that captures freight shipments in 28 countries within the ESM. The data provides origin-destination detail about shipments between 270 European regions at the NUTS-2 level for 13 sectors.1 To our knowledge, this is the the best available data documenting sector-level inter-regional trade in Europe: it captures not only international trade flows between 28 countries but also inter-regional trade flows between the 270 regions. The detailed data allow us to decompose trade flows into the intensive and extensive margins of trade and to examine how spatial frictions reduce these components of trade. We find that spatial frictions exert a strong negative effect on trade in the ESM. Aggregate trade falls rapidly over short distances as the distance to destination increases. The sharp reduction in trade is driven largely by the fall in the extensive margins, where the total and average number of shipments drop after 250 km and remain flat thereafter. In contrast, the intensive margins are less affected by distance: average value and average price decrease gradually, and average quantity does not change as distance increases. Thus the relationship between aggregate trade and distance within the ESM over short distances are driven largely by shipments to nearby customers (the extensive margin) and not the value of shipments to customers (the intensive margin). Border effects are also present in the ESM. Trade flows within national borders and 1The NUTS (Nomenclasture of Units for Territorial Statistics) is the standard used in the by the EU to refer to different subdivisions of countries for statistical purposes. There are three NUTS levels: NUTS-1 refers to major economic regions with a population of at least 3 million people; NUTS-2 refers to basic regions with a population of at least 800,000 to 3 million people; and NUTS-3 refer to small regions with about 150,000 to 800,000 people. 2 within regional borders are higher than trade flows that cross these borders. Aggregate trade flows are 5.75 times higher for shipments within the same country and 10 times higher for shipments within the same region, compared to shipments that cross the national or regional borders. A large proportion (66 to 92 percent) of the own-region and own-country border effects occurs through the extensive margins. In contrast, the intensive margins play a smaller role in how spatial frictions affect trade. We explore the hypothesis that trade in intermediate inputs and the co-location of firms explain why aggregate trade and the extensive margins reduce at such short distances. To lower trade costs, firms are more likely to locate near firms that produce their inputs. Producing and consuming firms may choose to co-locate in the same region or cluster spatially in neighboring regions. Regions with matching production structures, where a region consumes the products of the other region, are more likely to trade with each other. Using probits to test this hypothesis for each sector, we find that when the industrial demand of a sector at the destination is higher, the probability of the two regions trading are higher even after controlling for the supply and demand for the goods. The results are robust to different measurements of industrial demand at the destination. The paper contributes to two strands of literature. The first strand relates to the estimation of border effects, and in particular the border effects in Europe. The literature started with McCallum (1995) who looked at U.S.-Canada trade flows and show that there is a ‘border puzzle’, where internal trade flows are higher than trade flows that cross the national border. Many papers have estimated the border effects in Europe using two types of trade flows: international (country to country) trade flows and regional (region to region/country) trade flows. Head and Mayer (2000), Nitsch (2000), Chen (2004), and Minondo (2007) use international trade flows and find that border effects exist for a variety of European countries. However, the border effects estimated in these papers may suffer from poor identification as each country has only one internal trade flow — trade with itself — to identify the border variable, compared to an estimation using regional trade flows that will have more than one internal trade flow. As a result, the estimated border effects using international trade flows may be a factor of the geographical aggregation of the data and the border effects may reduce when finer geographical data is used (Wolf, 2000; Hillberry, 2002; Hillberry and Hummels, 2003). The set of papers that use regional trade data to estimate border effects in Europe is small due the unavailability of regional trade flows data.2 Many papers have used 2This issue is not limited to Europe as data on trade flows within a country is limited. 3 the same dataset that covers Spanish regions trading with each other and with other European countries to estimate the border effects for Spanish regions (Gil-Pareja et al., 2005; Ghemawat et al., 2010; Requena and Llano, 2010; Llano-Verduras et al., 2011; Garmendia et al., 2012). These papers use freight data to construct regional trade flows but the country coverage is limited: while the data contains trade flows between Spanish regions, trade flows between these regions and other European countries are at the national level. Helble (2007) uses freight data between regions in France and Germany and Kashiha et al. (2016) use data on shipments of wine from eight European countries to the U.S. to estimate the border effects in Europe. This paper will be the first to estimate the border effects in Europe using a comprehensive dataset that covers trade flows between 270 regions in 28 European countries. This paper is closest to the work by Hillberry and Hummels (2008) who use data on freight shipments from the U.S. Commodity Flow Survey. They show that aggregate trade falls dramatically over a short distance, which is largely driven the extensive margins. They also show the state borders impede cross border trade. More importantly, the authors show that border effects exist for trade that crosses the finest geographical unit – a five digit zip code – highlighting that the geographical aggregation of data cannot fully explain the presence of border effects. One can imagine a reductio ad absurdum scenario where border effects may be present for trade between city blocks. The second strand of literature relates to the examination of the reasons behind the border effects and what drives the relationship between aggregate trade and spatial frictions. One explanation is the role of intermediate inputs and the co-location of firms.3 Firms locate close to each other and the input-output linkages between these firms can increase the trade of intermediate inputs, thereby increasing the estimated border effects. Hillberry and Hummels (2008) demonstrate that the trade in intermediate inputs can explain this relationship. In her estimation of border effects for seven EU countries, Chen (2004) also finds some evidence that the spatial co-location of firms increase border effects. While Hillberry and Hummels (2008) have data at a finer geographical level within the U.S., this paper can examine the issue over a wider geographical scope with data that has trade flows within and between countries. 3There are other possible reasons to explain the border effects. Anderson and Van Wincoop (2003) show that large border effects may be an artifact of omitted variable bias, but recent studies that find border effects in Europe have accounted for this estimation bias.
Recommended publications
  • Unrecorded Cross-Border Trade Between Tanzania and Her Neighbors Implications for Food Security
    SD Publication Series Office of Sustainable Development Bureau for Africa Unrecorded Cross-Border Trade Between Tanzania and Her Neighbors Implications for Food Security C. Ackello-Ogutu P. N. Echessah TechnoServe Inc. Technical Paper No. 89 September 1998 This publication is part of the Regional Trade Agenda Series USAID / Africa Bureau Office of Sustainable Development Productive Sector Growth and Environment Division Food Security and Productivity Unit and Regional Economic Development Support Office Eastern and Southern Africa, Office of Agriculture and Natural Resources Activity Title Regional Trade and Comparative Advantage in Eastern and Southern Africa: Implications for Food Security The series includes the following publications: n TradeNet: User’s Guide to InterMail n Comparative Analysis of Economic Reform and Structural Adjustment Programs in East Africa: With Emphasis on Trade Policies n Comparative Analysis of Economic Reform and Structural Adjustment Programs in East Africa: With Emphasis on Trade Policies—ANNEX n Comparative Transportation Cost Analysis in East Africa: Executive Summary n Comparative Transportation Cost Analysis in East Africa: Final Report n Comparative Analysis of Structural Adjustment Policies in Southern Africa: With Emphasis on Agriculture and Trade n Comparative Cost of Production Analysis in East Africa: Implications for Competitiveness and Comparative Advantage n Methodologies for Estimating Informal Cross-Border Trade in Eastern and Southern Africa n Reported Trade in East and Southern Africa:
    [Show full text]
  • Shopping for Christmas 2016: Retail Prospects
    Shopping for Christmas 2016: Retail Prospects ~ A Research Report for VoucherCodes.co.uk, part of RetailMeNot Report Prepared by Centre for Retail Research Limited, Nottingham September 2016 Research Report Shopping for Christmas 2016 Shopping for Christmas 2016: Retail Prospects ~ A Research Report for VoucherCodes.co.uk, part of RetailMeNot Executive Brief Report. This independent report into the prospects for Holiday or Christmas shopping in 2016 has been commissioned by RetailMeNot, the world’s leading marketplace of digital offers, and carried out by the Centre for Retail Research based in Nottingham, England. Spending on shopping by consumers in the final weeks before Christmas is vital to most retailers’ profitability and many achieve 20% or more of their annual sales in this period. This is only so because, irrespective of background, the Holiday festivities, including celebrations and gift-giving, are an important and traditional part of social and family life. Shopping for Christmas 2016, considers the Holiday/Christmas prospects for retailers and consumers in nine important countries: Belgium, France, Germany, Italy, The Netherlands, Spain, UK, the U.S.A. and Canada. Their combined populations are 699.2 million. We estimate that Christmas spending this year will be: £280.991 bn (€323.895 bn) in Europe; £492.246 bn ($635.96 bn) in the U.S.; and £38.470 bn ($49.84 bn) in Canada. The 2016 report has taken account of major shifts in exchange rates and both the 2015 and the 2016 figures are based on current rates of exchange. This is to ensure that changes given in the report reflect only changes in the retail sector, and not currency movements.
    [Show full text]
  • Econstor Wirtschaft Leibniz Information Centre Make Your Publications Visible
    A Service of Leibniz-Informationszentrum econstor Wirtschaft Leibniz Information Centre Make Your Publications Visible. zbw for Economics Bode, Eckhardt; Krieger-Boden, Christiane; Lammers, Konrad Research Report — Digitized Version Cross-border activities, taxation and the European single market Kieler Sonderpublikationen Provided in Cooperation with: Kiel Institute for the World Economy (IfW) Suggested Citation: Bode, Eckhardt; Krieger-Boden, Christiane; Lammers, Konrad (1994) : Cross-border activities, taxation and the European single market, Kieler Sonderpublikationen, ISBN 3-89456-075-4, Institut für Weltwirtschaft (IfW), Kiel This Version is available at: http://hdl.handle.net/10419/799 Standard-Nutzungsbedingungen: Terms of use: Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Documents in EconStor may be saved and copied for your Zwecken und zum Privatgebrauch gespeichert und kopiert werden. personal and scholarly purposes. Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle You are not to copy documents for public or commercial Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich purposes, to exhibit the documents publicly, to make them machen, vertreiben oder anderweitig nutzen. publicly available on the internet, or to distribute or otherwise use the documents in public. Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, If the documents have been made available under an Open gelten abweichend von diesen
    [Show full text]
  • Understanding the U.S./Canada Customs Clearance Process Understanding the U.S./Canada Customs Clearance Process
    Understanding the U.S./Canada Customs Clearance Process Understanding the U.S./Canada Customs Clearance Process Introduction One day in late 2012, vehicles attempting to enter Import requirements are also determined by which the United States via the Ambassador Bridge, which Canadian province is the shipment’s end destination. connects Detroit, Michigan, and Windsor, Ontario, were Each of Canada’s 10 provinces maintains its own tax faced with unexpected delays and electronic warnings to requirements, and several have very strict marketing avoid the bridge altogether. The reason? Canada Border and labeling codes (in addition to federal marketing and Services Agency (CBSA) agents on the Ontario side of labeling requirements). In Quebec, for example, which the bridge, North America’s busiest border crossing, lists French as its primary language, explicit mandates were staging a work slowdown as a way to express are imposed for the use of French on all packaging, displeasure over a new requirement to wear name tags signage, instruction materials, and advertisements. while on duty. People are often surprised at the complexity of the U.S./ Although the job action lasted for less than a day, and Canada trade process and underestimate the resources is certainly not an everyday occurrence, it is indicative necessary to ensure full compliance. Many businesses of the many factors at play in the world of cross-border mistakenly assume that given the closeness of the two trade. Whether you are bringing products into the U.S. nations—shared border, shared language, common from Canada or sending shipments to your Canadian values—that cross-border shipments must be a breeze.
    [Show full text]
  • Background, Brexit, and Relations with the United States
    The United Kingdom: Background, Brexit, and Relations with the United States Updated April 16, 2021 Congressional Research Service https://crsreports.congress.gov RL33105 SUMMARY RL33105 The United Kingdom: Background, Brexit, and April 16, 2021 Relations with the United States Derek E. Mix Many U.S. officials and Members of Congress view the United Kingdom (UK) as the United Specialist in European States’ closest and most reliable ally. This perception stems from a combination of factors, Affairs including a sense of shared history, values, and culture; a large and mutually beneficial economic relationship; and extensive cooperation on foreign policy and security issues. The UK’s January 2020 withdrawal from the European Union (EU), often referred to as Brexit, is likely to change its international role and outlook in ways that affect U.S.-UK relations. Conservative Party Leads UK Government The government of the UK is led by Prime Minister Boris Johnson of the Conservative Party. Brexit has dominated UK domestic politics since the 2016 referendum on whether to leave the EU. In an early election held in December 2019—called in order to break a political deadlock over how and when the UK would exit the EU—the Conservative Party secured a sizeable parliamentary majority, winning 365 seats in the 650-seat House of Commons. The election results paved the way for Parliament’s approval of a withdrawal agreement negotiated between Johnson’s government and the EU. UK Is Out of the EU, Concludes Trade and Cooperation Agreement On January 31, 2020, the UK’s 47-year EU membership came to an end.
    [Show full text]
  • Improving Border Management to Facilitate Trade in SPECA: Challenges and Prospects
    Improving Border Management to Facilitate Trade in SPECA: Challenges and Prospects Improving Border Management to Facilitate Trade in SPECA: Challenges and Prospects 2 ECONOMIC AND SOCIAL COMMISSION FOR ASIA AND THE PACIFIC Improving Border Management to Facilitate Trade in SPECA: Challenges and Prospects UNITED NATIONS 2010 Improving Border Management to Facilitate Trade in SPECA: Challenges and Prospects United Nations publication Copyright © United Nations 2009 All rights reserved Manufactured in Thailand ST/ESCAP/ 2574 For further information on this publication, please contact: Mr. Ravi Ratnayake Director Trade and Investment Division Economic and Social Commission for Asia and the Pacific United Nations Building Rajadamnern Nok Avenue Bangkok 10200, Thailand E-mail: [email protected] All material in this publication may be freely quoted or reprinted, but acknowledgement is required, together with a copy of the publication containing the quotation or reprint. The use of this publication for any commercial purpose, including resale, is prohibited unless permission is first obtained from the Trade and Investment Division, ESCAP, Bangkok. Requests for permission should state the purpose and the extent of reproduction. The opinions, figures and estimates set forth in the study are the responsibility of the authors and should not necessarily be considered as reflecting the views or carrying the endorsement of the United Nations. PREFACE An efficient and secured border management is vital for conducting cross-border trade in a smooth and cost-effective way. This is particularly true for the landlocked developing countries which are far away from seaports. Their traded goods usually need to cross a number of land borders before reaching seaports.
    [Show full text]
  • Infrastructure Quality, Cross-Border Connectivity, and Trade Costs
    ADBI Working Paper Series INFRASTRUCTURE QUALITY, CROSS-BORDER CONNECTIVITY, AND TRADE COSTS Elvira Kurmanalieva No. 1208 December 2020 Asian Development Bank Institute Elvira Kurmanalieva is a leading expert at the Eurasian Development Bank. The views expressed in this paper are the views of the author and do not necessarily reflect the views or policies of ADBI, ADB, its Board of Directors, or the governments they represent. ADBI does not guarantee the accuracy of the data included in this paper and accepts no responsibility for any consequences of their use. Terminology used may not necessarily be consistent with ADB official terms. Working papers are subject to formal revision and correction before they are finalized and considered published. The Working Paper series is a continuation of the formerly named Discussion Paper series; the numbering of the papers continued without interruption or change. ADBI’s working papers reflect initial ideas on a topic and are posted online for discussion. Some working papers may develop into other forms of publication. The views that this paper expresses are the views of the author and do not necessarily reflect the views or policies of the Eurasian Development Bank, its Board of Directors, or the governments that they represent. The author would like to express thanks to Hozumi Morohosi for providing advice and helpful comments on an earlier version of this paper. Suggested citation: Kurmanalieva, E. 2020. Infrastructure Quality, Cross-Border Connectivity, and Trade Costs. ADBI Working Paper 1208. Tokyo: Asian Development Bank Institute. Available: https://www.adb.org/publications/infrastructure-quality-cross-border-connectivity-trade-costs Please contact the authors for information about this paper.
    [Show full text]
  • Terrorism and International Trade in France, 2014-16 Volker Nitsch, Isabelle Rabaud
    Under Attack: Terrorism and International Trade in France, 2014-16 Volker Nitsch, Isabelle Rabaud To cite this version: Volker Nitsch, Isabelle Rabaud. Under Attack: Terrorism and International Trade in France, 2014-16. 2019. hal-02411649 HAL Id: hal-02411649 https://hal.archives-ouvertes.fr/hal-02411649 Preprint submitted on 15 Dec 2019 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. Document de Recherche du Laboratoire d’Économie d’Orléans Working Paper Series, Economic Research Department of the University of Orléans (LEO), France DR LEO 2019-12 Under Attack: Terrorism and International Trade in France, 2014-16 Volker NITSCH Isabelle RABAUD Mise en ligne / Online : 05/12/2019 Laboratoire d’Économie d’Orléans Collegium DEG Rue de Blois - BP 26739 45067 Orléans Cedex 2 Tél. : (33) (0)2 38 41 70 37 e-mail : [email protected] www.leo-univ-orleans.fr/ November 24, 2019 Under Attack: Terrorism and International Trade in France, 2014-16* Volker Nitsch Isabelle Rabaud Technische Universität Darmstadt Univ. Orléans, CNRS, LEO Abstract Terrorist events typically vary along many dimensions, making it difficult to identify their economic effects. This paper analyzes the impact of terrorism on international trade by examining a series of three large-scale terrorist incidents in France over the period from January 2015 to July 2016.
    [Show full text]
  • The Realities of Trade After Brexit
    The realities of trade after Brexit A new perspective from Baker McKenzie As companies consider their strategies for life in a post-Brexit world, there remains great uncertainty about the UK’s future trading relationship with the European Union. In this report, Baker McKenzie goes behind the headlines to uncover what the impact of ‘hard Brexit’ would be in four sectors that are key to UK manufacturing and to our clients: the automotive, technology, healthcare and consumer goods industries. For the purposes of this study, a hard Brexit is one in which the UK leaves the EU customs union and bilateral tariffs revert to WTO ‘Most Favoured Nation’ levels for all UK-EU trade in goods. This would be a ‘worst case’ scenario, which the UK is seeking to avoid, however, this model allows us to draw the strongest possible contrast between continued membership of the Single Market and each of the various ‘options’ posited for post-Brexit Britain. It is important to note that this research is limited to the above hard Brexit scenario and does not account for currency fluctuations, trade agreements with the EU or third countries, or any other measures such as state aid that could offset the potential losses associated with exiting the Single Market. Our findings shed new light on the real costs of Brexit, in both monetary and human terms, and uncover details about the level of dependency that exists between the EU and the UK. We also explore some overlooked but crucial issues for the business community, including the impact that non-tariff barriers will have on post-Brexit Britain.
    [Show full text]
  • Modele Rapport
    REPORT NOVEMBER 2020 Interim report and outlook on the implementation of the minimum threshold of 70% of interconnection capacity for cross-border trade at the French borders INTERIM REPORT AND OUTLOOK ON THE 70% REQUIREMENT AT THE FRENCH BORDERS November 2020 CONTENTS EXECUTIVE SUMMARY ...................................................................................................................................... 3 1. CONTEXT OF THE IMPLEMENTATION OF THE 70% REQUIREMENT AT THE FRENCH BORDERS ................. 4 1.1 THE IME REGULATION INTRODUCED THE 70% REQUIREMENT THAT MUST BE ENFORCED BY NATIONAL REGULATORY AUTHORITIES ................................................................................................................................... 4 1.2 CRE GRANTED THREE DEROGATIONS TO RTE IN 2020 ........................................................................................ 4 2. ASSESSMENT ON THE FRENCH BORDERS FOR THE FIRST HALF OF 2020 ................................................ 5 2.1 MONITORING OF MARGINS ON THE FRENCH NETWORK LINES CONSIDERED IN THE INTERCONNECTION CAPACITY CALCULATION ......................................................................................................................................... 5 2.2 CRITERIA FOR DETERMINING THE SHARE OF TIME STEPS IN WHICH ENSURING THE 70% IS RELEVANT ........ 6 2.3 PERCENTAGE OF TIME STEPS DURING WHICH RTE HAS REACHED THE REQUIRED CAPACITY LEVELS IN ACCORDANCE WITH THE IME REGULATION .........................................................................................................
    [Show full text]
  • Cross-Border Traffic in the Jutland Corridor
    Cross-border Traffc in the Jutland Corridor Strategic Analysis Report nr. 586 - 2018 Cross-border Traffc in the Jutland Corridor Strategic Analysis Report nr. 586 - 2018 Date: April 2018 Number printed: 50 Print: Vejdirektoratet ISBN (NET): 978-87-93436-95-4 ISBN: 978-87-93436-94-7 Copyright: Vejdirektoratet, 2018 Table of contents Background 4 Previous analyses 4 The present analysis of the Jutland Corridor 4 1 Summary 7 1.1 Main conclusions 7 1.2 Elaboration of the results 8 1.3 Constraints in the model calculations 11 2 Traffc situation in the Jutland Corridor 12 2.1 Jutland Corridor 12 2.2 Traffc today 12 2.3 Future traffc 15 2.4 Cross-border traffc 18 2.5 Truck traffc across the border 22 2.6 Summer holiday traffc 23 3 The scenarios examined 26 3.1 Alignment 26 3.2 Western scenarios 27 3.3 Eastern scenarios 28 4 Traffc impact of an 30 extension 30 4.1 Basis and assumptions 30 4.2 Scenarios 31 4.3 Traffc calculations for the basic scenario 2030 32 4.4 Traffc calculations for scenario 1 34 4.5 Traffc calculations for scenario 2 38 4.6 Traffc calculations for scenario 3 42 4.7 Traffc calculations for scenario 4 46 5 Time gains 49 5.1 Travel time savings 49 5.2 Travel time gains 50 5.3 Access to workplaces 54 Background Background At the request of the Danish Ministry of Transport, Buil- On this basis, it was decided at the end of 2016 to initi- ding and Housing, the Danish Road Directorate has con- ate two detailed analyses of a Central Jutland motorway.
    [Show full text]
  • 2021-15573.Pdf
    This document is scheduled to be published in the Federal Register on 07/22/2021 and available online at federalregister.gov/d/2021-15573, and on govinfo.gov 9112-FP DEPARTMENT OF HOMELAND SECURITY U.S. Customs and Border Protection 19 CFR Chapter I Notification of Temporary Travel Restrictions Applicable to Land Ports of Entry and Ferries Service Between the United States and Canada AGENCY: Office of the Secretary, U.S. Department of Homeland Security; U.S. Customs and Border Protection, U.S. Department of Homeland Security. ACTION: Notification of continuation of temporary travel restrictions. SUMMARY: This document announces the decision of the Secretary of Homeland Security (Secretary) to continue to temporarily limit the travel of individuals from Canada into the United States at land ports of entry along the United States-Canada border. Such travel will be limited to “essential travel,” as further defined in this document. DATES: These restrictions go into effect at 12 a.m. Eastern Daylight Time (EDT) on July 22, 2021 and will remain in effect until 11:59 p.m. EDT on August 21, 2021, unless amended or rescinded prior to that time. FOR FURTHER INFORMATION CONTACT: Stephanie Watson, Office of Field Operations Coronavirus Coordination Cell, U.S. Customs and Border Protection (CBP) at 202- 325-0840. SUPPLEMENTARY INFORMATION: Background On March 24, 2020, DHS published notice of its decision to temporarily limit the travel of individuals from Canada into the United States at land ports of entry along the United States- Canada border to “essential travel,” as further defined in that document.1 The document 1 85 FR 16548 (Mar.
    [Show full text]