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No. 29 December 2006 Facilitating India’s Overland Trade in the Eastern Neighbourhood s a result of persistent efforts towards trade her exports to China (US$ 249.49 million in 2005). Aliberalisation at unilateral, multilateral and Nonetheless, currently economies in this region are regional levels, the importance of tariffs as barriers to having more trade among each other than they used to trade has dramatically come down, although high- have a decade earlier. tariffs still exist for certain sensitive products. However, However, the question remains: while the tariffs poor institutions and inadequate infrastructure are in this region tend to decline and despite geographical penalising trade, differentially across countries. The contiguity, why do these countries trade less among attention is now being focused on facilitation of themselves through overland. There are many studies merchandise trade, both inbound and outbound. which show that the economies with geographical India and her five immediate eastern neighbours, contiguity could potentially benefit substantially from namely, Bangladesh, Bhutan, China, Myanmar, and higher trade, provided the trade and transport barriers Nepal, boast a total population of about 2.5 billion, are removed (e.g. EU). The fact is that except India’s and their rapid economic development has trade with Bangladesh, Bhutan and Nepal, and to a demonstrated broader prospects for regional lesser extent that between China and Myanmar, around cooperation. Even though these countries are 85 per cent of the merchandise trade of this region characterized by a high incidence of poverty, the passes through sea and rest through overland. Most of merchandise trade between them has resulted in the India-Bangladesh trade is conducted overland and the robust growth of the economies in the region. India same between India and Myanmar is very negligible. was the largest trading partner of Bangladesh, Bhutan At the same time, due to phenomenal rise in the India- and Nepal; fourth largest trading partner of Myanmar; Bangladesh overland trade, land customs stations and fifteenth largest trading partner of China in 2005. dealing trade between the two countries (e.g. Petrapole China, on the other hand, became the second largest and Benapole) are highly congested which results in trading partner of Bangladesh and Myanmar, and high transaction costs. Policy BriefsPolicy the third largest trading partner of India in 2005. Trade between India and Myanmar shows Trade among these countries went up from US$ 1.20 completely different picture; about US$ 535.17 billion in 1991 to US$ 23.92 billion in 2005, mainly million annual official trade (in 2005) between the due to sharp rise in bilateral trade between India and two countries is mostly conducted through sea, China in recent period. Trade between India and showing no substantial presence of overland exports China went up from less than US$ 100 million in and imports. In recent years, there has been a noticeable 1991 to about US$ 18 billion in 2005. Similar trend increase in India’s overland trade with Myanmar mainly has also been noticed in cases of trade between India, due to opening up of the border trade point at Moreh Bangladesh and Myanmar. Three noticeable features (in India’s Manipur) in 1995. Another land custom can be observed from this rising trade: (i) substantial station at Zokhawthar (in India’s Mizoram) was also rise in two-way trade between India and China (US$ opened for overland trade with Myanmar in 2004 RIS RIS RIS 17.83 billion in 2005); (ii) phenomenal rise in China’s but it is yet to be fully operational. exports to Bangladesh (US$ 2.40 billion in 2005), In the case of trade between India and China, surpassing India’s exports to Bangladesh (US$ 1.77 there is a complete absence of overland trade except billion in 2005); and (iii) rise in Myanmar’s exports the seasonal and localised trade conducted through to India (US$ 415.54 million in 2005), exceeding Lipulekh Pass (in Uttaranchal) and Shipkila Pass (in RIS Policy Briefs are prepared to communicate results of RIS research on specific policy issues to the policy makers. This policy brief has been prepared by Dr. Prabir De, Associate Fellow, RIS as a part of the RIS work programme on Regional Economic Integration in Asia. — Policy research to shape the international development agenda 1 Himachal Pradesh). Surrounding areas at these two through improved information and communication border crossings are topographically rather very technology (ICT) reduces the discretionary power of rugged, and due to lack of modern infrastructural customs officials, thus reducing the scope for support, border trade at these two places is yet to take corruption. There is also absence of continuous flow a proper shape. As a matter of fact, entire bilateral of containerised trade between the two countries. trade between India and China passes through sea. Therefore, deeper cooperation for setting in place an At a glance, overland trade between India and efficient and user friendly customs can help boost trade her immediate eastern neighbours is not the preferred and investment. Countries in this region may look way of trade transaction. Except India’s trade with into the success of Greater Mekong Subregion (GMS) Bangladesh, Bhutan and Nepal, India’s overland trade Cross-Border Transport Agreement (CBTA), which with Myanmar and China is highly localised, informal has been very successful in implementing single- and underutilised. Reasons are many, and some of them window customs clearance at all border crossings in can be summarised as follows: (a) absence of integrated GMS. Specifically, Mae Sai-Tachilek is one of the seven and harmonised transportation networks (e.g. virtually pilot points selected under the CBTA, which came in the entire region), (b) absence of adequate and active into force in December 2003, to streamline regulations overland official trade outlets and associated facilities and reduce non-physical barriers by introducing (e.g. India and Myanmar), and (c) absence of trade single-window customs clearance. By end of 2006, facilitation policy measures (e.g. inadequate land 13 border points in the GMS are expected to become customs stations). It is, therefore, important that the operational. A single-stop, single-window customs countries in this region evolve an appropriate policy to clearance system has been put in place in the facilitate overland trade in one hand and generate Dansavanh (Lao PDR)-Lao Bao (Vietnam) border adequate traffic for the upcoming regional transport crossing point since June 30, 2005. Therefore, what facilities such as India-Myanmar-Thailand trilateral follows is that in order to encourage overland trade, highway on the other. Deeper regional cooperation deeper regional cooperation among the countries in among these countries can also expand the income this region is required to adopt the single-window generating economic activities for the local people. customs clearance system at all the border crossings. Regional cooperation should also be explored to Cooperation for Facilitating Overland address the issue of ‘soft infrastructure’ like simplified Trade administrative documentation, computerization of There are several ways in which the regional documents by connecting all custom points through cooperation may help address some of the specific EDI, red and green channels in all land customs points, issues in overland trade faced by India and her and e-business usage. Learning from other countries immediate eastern neighbours. Some of the key areas in improving the usage of ICT at all custom points for such cooperation are as follows. would be useful for the countries in this region to strengthen their trade facilitation capacity. Modernising Land Customs Stations Customs is an intrinsic element of any cross border Setting up New Land Customs Stations movement of goods and services, and yields a significant influence on the national economy. The time taken for Land Customs Stations (LCSs) are gateways for the clearance of goods has an impact on the transit of goods, services and human beings among competitiveness of the countries in the global context. neighbouring countries. The present LCSs across India- With an increased emphasis on administrative reform, Myanmar are inadequate. New LCSs, particularly governance, and security, the need for an efficient and between India and Myanmar, are likely to promote effective customs administration is required urgently. trade and services. There are around 39 officially One of the major reasons for high transaction recognised LCSs which are handling India’s overland costs in trade between India and her immediate eastern trade with Bangladesh, Bhutan, China, Myanmar and neighbours seems to be cumbersome and complex cross Nepal. Apart from this, there are many inactive but border trade procedures. For example, at the key border potential LCSs at India-Myanmar border, which can crossing point between India and Bangladesh there be gradually made operational to facilitate overland are as many as 1,500 trucks queue up on both sides of trade. After 45 years, the border trade between India the border with waiting times varying between one and China is resumed at Nathu La in Sikkim on July and four days to complete the documentation 6, 2006, which is now the third direct border trading requirements. Expediting customs clearance procedures point between the two countries. The two sides agree 2 RIS Policy Briefs # 29 to reopen Nathu La Pass as the seasonal transit point Establishing Overland Transportation Linkages for persons, transport vehicles, and commodities Some critical components are missing in the region – engaged in border trade. Till September 28, 2006, harmonisation of railway networks, standardisation of when the trading was closed for the year at Nathu La, all weather paved roads, international airports, and the volume of border trade at this crossing point has developed border trading points – which are seriously been minuscule. About Rs. 1.97 million was the total hindering regional trade.
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