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TRENDS AND CHANGES IN INTERNATIONAL BUSINESS

By Arshad Husain

 

Introduction

Forecasting changes in the international business environment is critical for the constituents in the policy, corporate, and academic communities. As the importance and impact of international business overall has increased, there is a commensurate need to identify, as early as possible, emerging issues and assess their potential contributions to change. While there are many individual broad visions as to the future business environment, a more specific way to engage in this activity is to get the business, policy and research communities to interact in the process of outlining possible scenarios and resulting actions. Since no one region or location can be the only origin of change, a diversity of opinion across geographies secures a more balanced portfolio of comments.

For all concerned, the possibility to identify, analyze, and debate changes allows for the timely preparation of strategies in response. While some of the issues presented may already be emerging, the ideal results identify early warning of outlying phenomena thereby allowing policy makers and business leaders to execute proactive responses. Similarly, academics can be prescriptive in their research rather than analyzing what may have already occurred.

Interestingly, most agree that international trends are more important than they were only a few years ago, yet action on these trends is lagging. In their survey of 1,136 executives, McKinsey and Co. (2008) found that relatively few companies act on the trends identified. In addition, the cross-over of information between the “silos” of disciplines is very limited. For example, top management publications show an insignificant share of articles focused on the international and policy dimensions. On the average only 5 percent of articles present an international focus (Werner & Brouthers, 2002). At the same time, only 11 percent of policy articles focus on international issues (Sprott & Miyazaki, 2002).

Method

This study used the Delphi technique, which has been called the cornerstone of future research. The method integrates the opinions of experts using multiple waves of data collection. The 50-year old method is used by leading corporations and organizations to develop strategic guidelines (Duboff, 2007). Results of the technique have been used to guide decisions into investing in new technologies and markets.

1.Terrorism

 A growing emphasis on national interests and local culture will increase terrorism and lead to higher security standards. There are likely to be growing policy-triggered restrictions in global transportation and corporate linkages. Firms and policy makers have a very clear understanding that terrorism is an ongoing phenomenon to be confronted. Combating terrorism was seen as a fact of life and history, resulting in a continuous job for push-back to be conducted multi-laterally and without compromise.

Counter-terrorism needs to preclude the failure of the will of the people and governments opposing the terrorists. The root causes of terrorism were identified as policies towards immigrants and the sometimes dividing roles taken on by advocates of specific religions, cultures, regions, or races. Approaches proposed to address these root causes were education, improved nourishment, and the ability to control one’s own destiny. But there will also be a growing emphasis on national interests accompanied by limited readiness for multilateral solutions. It will be a key task for governments to diffuse such desires rather than coddle to popular demands. Only with the collaboration of all parties concerned can local and regional protectionism and de-globalization be avoided. The greatest imperative will be to develop and maintain the power to execute peace.

2. Globalization

Key gains of globalization are achieved by consumers, intermediaries, and originators, since those participating in the supply chain can move to different locations to benefit for low costs or other advantages. The key issue is mobility. Workers are not necessarily able to take advantage of this since the cost of moving may be quite high due to different environments and cultures.

Education and training are crucial for better and more rewarding tasks for workers. When asked how countries can move up on the globalization chain, our panelists consistently rated education as the most important component, followed by competition and investment. A discussion forum with former Latin American presidents fully supported this perspective (Pino, 2007). However, there was a sharp divide between panelists when it came to the content of education. Some stressed the importance of keeping up with learning both quantitative and qualitative knowledge. Others believed that learning of difficult knowledge – say physics, mathematics, chemistry – could be outsourced to those who revel in such materials. Quality education time could then be dedicated to other pursuits, such as music, art, or poetry. Repeatedly, the question arose whether learning was to serve an inner spiritual desire or society and whether, for example, the implantation of a ‘knowledge chip’ would be better or worse than the stepwise acquisition of knowledge under difficult or even unpleasant conditions. A key point was: Are we really all dumb since the invention of the calculator?

3. Corruption

Corruption is a major detractor from global welfare and local economic development. Its consequences are shoddily built roads, structures that collapse, clinics with equipment purchased at high prices or inappropriate specifications. In all such circumstances vast public expenditures do not achieve the envisioned use and local interest suffer.

Typical side payments are 10-15 percent of all major expenditures, with much higher levels in the developing world. “It is human nature to lubricate relationship with gratuity” was a typical statement, with more diversion attributed to high-context cultures (e.g., Latin America, Latin Europe, and Asia) and less to low-context ones (e.g., United States, Northern and Germanic Europe). Yet, the social acceptance of corruption was seen as a bigger danger because it protects the elite from domestic scrutiny and control. Therefore, the ongoing impact of the U.S. Foreign Corrupt Practices Act and the OECD discussions were seen as instrumental in reducing or at least containing such misappropriations. More multilateral action is seen as necessary to ensure broad, continuous and relentless enforcement of measures against violators. Beneficiaries of excessive wealth from bribery will eventually be pursued globally to return their ill gotten gains.

4. Cultural adjustment

There is a strong belief that cultures around the globe will become more similar to each other, particularly in the area of macro issues such as accountability, performance expectations, freedom accorded within society, and product preferences. Such cultural assimilations were also seen to be profoundly influenced by the United States, threatening less-dominant cultures. At the same time, it will be more difficult to export overwhelmingly uniform ways of thinking due to an increase in regional and local sovereignty and calls for cultural protectionism even by multilateral organizations such as UNESCO. 

History indicates that cultures rise and fall over time, with conflict in the process, regardless of information flows, insights, and learning. Otherwise, the world would now be speaking Greek, Latin, Turkish, or Arabic. Already today, the use of English as a business language can create resentment and hostility. Companies are discovering that language also conveys cultural norms, which, in turn, reduce the creativity and local connections of their employees. It appears to be quite likely that firms will increasingly develop a norm stating ‘we did not hire you for your English’ which will introduce a new multi-polarity to global management.

5. Information

Even though a greater diversification of information sources may typically provide for better knowledge evolution, there is an expectation of fewer data sources offering increasingly larger quantities of data due to mergers and acquisitions, cost cutting, or limited user willingness to pay. Such developments are likely to affect accuracy and reliability making data use heavily trust-dependent. To a growing degree data users may demand more insights into the origin of information in order to gauge its validity. Just like butchers are expected to label the meat they sell with precise origins, information providers need to offer data locale and source of origin. Under such conditions, the locality of data can be systematically used to enhance credibility; e.g., through increased use of local debt-rating agencies.

Due to more transparent sourcing, there will be a decrease in the willingness of firms and people to offer information. Nebulous laws and restrictions may be increasing the threat of law suits. Also, the gains from free information that have greatly helped businesses and individuals in the past 10 years are likely to shrink.

 6. Location and source of growth

 In terms of geography, emerging market economies will continue to increase their impact on the global economy. The treat of polarization and an increase in regional and the local trade and finance relations will encourage an eventual completion of the Doha Round of trade negotiations. Countries will focus on those issues which are most relevant for their economies, thus leading to a differentiation of players which grow, make, create and coordinate things. Significant new opportunities will develop within emerging economies. At the same time, growing efficiency in these countries will also present them with new markets in developed countries. There will be more cooperation between there emerging nations, resulting in more integration among them, and perhaps more protectionism outside of their sphere. Developing nations will welcome more diversity of partners and will welcome increased competition among larger players. For some countries, this collaboration is also likely to introduce new global moral positions, raising the relative precedence of business, politics, human dignity and freedom. While efficiency will gain in importance, there will also be more incorporation of Eastern business practices into overall methods. Overall, economic power is likely to shift globally to Asia, both in terms of investment and output.

China will be the player to watch. For firm’s who are planning to enter the global market, China will become the new New York on the basis that “if you can make it there, you can make it anywhere.” Due to domestic pressures fueled by weaknesses in the banking system, urban/rural imbalances, and regional political dissonance, top Chinese corporations are likely to expand significantly overseas. Multinational firms from third world countries will expand in general, and the Fortune 1,000 will soon include a significant number of China-headquartered companies. There will also be a significant increase in mergers and acquisitions lead by Chinese companies.

Another important participant will be India. That country’s opening will rival the growth of China, due to its wide spread facility with the English language, its close alignment with the rule of law, a well developed commercial infrastructure and a democratic government. Companies are likely to see India as both a primary place for outsourcing and as an important market for their goods. In particular, Indian linkages in the communications and information sectors are likely to soar.

7. Environment, conservation and sustainability

China will demonstrate only limited concern towards the environment, even though environmental problems will have a major effect on its ability to compete as a global manufacturing center. Medical, environmental and other social costs will dramatically reduce the advantages of firms to manufacture in China – therefore leading to a move of FDI to other locations, including the U.S. and Europe.

One consequence of China’s and India’s rapid growth will be an ongoing depletion of natural resources. Aspirations for economic progress and better lifestyles will cause shortages in the natural resources. In consequence, the sourcing and controlling of important raw materials will be a key strategic issue, often leading to preferential bilateral agreements perhaps even in contradiction to multilateral arrangements. Governments will attempt to put more land into grain production and also use tools such as subsides and price controls. Scarcity will also drive up the price of consumer alcohol. Protection of materials within society from theft will become a key issue (e.g. cutting electrical wires to steal copper). Recycling and recovery will grow as vital business opportunities. Farming will become highly attractive and profitable again as fuel production from food accelerates. The global shortage of potable water will be re-discovered as a key issue and a key constraint on global advancement and wellbeing. There will be much higher government investments in desalination and reverse osmosis technologies and more emphasis on water conservation.

In light of public concern about climate change, there will be growing preference for energy saving technologies and a reduction and limit to energy use. A stream of scientific and non-scientific proof will be offered for global warming, with any unusual natural phenomenon being blames for global warming. Public impressions and perceptions will lead to changes in living patterns, – for example the population of dry arid and hot climate areas may well shift due to water shortages and, say, limits to the use of air conditioning technology. Such effects will occur even if it becomes generally accepted that global warming is only slightly dependent on human activities – given the overriding argument of: what can it hurt?

Africa may well emerge in the offering the most opportunities for green investments and the accumulation of carbon credits. However, is the transfer of resources resulting from carbon trading grows; such trading will become, in the eyes of governments, non-sustainable and therefore prohibitive. There is more likely to be an increase in international agreements (both multilateral and bilateral) which set a framework for corporations, promotion and subsidies for technologies and products which protect the environment. Rich countries will give more importance to this concern, and most internationally operating companies will take this concern seriously.

8. Demographics

The aging of populations of North America and Europe will be joined by those of Asia and Latin America. These older populations will become a growing customer segment for the financial-services sector as well as to providers of health care and appropriate household products. In particular, the lack of public support for the disabled and needy – often the result of cultural traditions – will create problems for generations caught in transition. At the same time, there will be major opportunities as older generations will expect more education, entertainment and involvement to enjoy their increased leisure time.

As baby-boomer societies experience waves of retirement, companies will shift to increase employee longevity and loyalty. New and substantial incentives will be designed to maintain expertise within and to reduce the need to find specialists outside the firm.

Conclusions and discussion

Three dimensions were seen to drive a future vision of globalization. These were first, the reduction of global inequality; second, new and widely enforced global rules which would provide stability and consistency of basic rights and obligations across borders; third was the support for individual freedom. There was an expectation that over time, nations, institutions, and individuals around the world will increasingly accept these dimensions as the foundation of the good life. In reciprocal causality, freedom is seen to cause and facilitate international marketing, while international marketing is a key pillar in support of the cause of freedom.

References

Adam, Karla, “Archbishop Defends Remarks on Islamic Law in Britain,” The

Washington Post, February 12, 2008,  

Akins, R.B., Tolson, H. & Cole, B.R. (2005). Stability of response characteristics of a Delphi panel: Application of bootstrap data expansion. BMC Medical Research Methodology, 5(3):1-12.

Czinkota, M.R. (1986). International trade and business in the late 1980s: An integrated U.S. perspective. Journal of International Business Studies, 17(1): 127-134.

Czinkota, M.R. & Ronkainen I.A. (1992). Global Marketing 2000: A marketing survival guide. Marketing Management, January/February: 37-44.

Czinkota, M.R. & Ronkainen I.A. (1997). International business and trade in the next decade: Report from a Delphi study. Journal of International Business Studies, 28(4): 827-844.

Czinkota, M.R. & Ronkainen I.A. (2005). A forecast of globalization, international business and trade: Report from a Delphi study. Journal of World Business, 40(2): 111

CAREER PROFILE OF ARSHAD HUSAIN          

                                                                                                        

                  

Arshad Husain, is a PROFESSOR of MARKETING & HRM, Member of the Management Committee, and a Head of Department at one of the best universities in Pakistan. He was previously CHAIRMAN of MARKETING & HR at another excellent university. He himself, is extremely well educated from the very best universities.

 

 

He has had a long career progression in multinational organizations rising very quickly at a young age through the Oil, Engineering, Telecommunications, Automobile, and finally the Pharmaceutical Sector. He has traveled widely Internationally overseeing contracts specially, during his work experience based in ENGLAND at a top management position as General Manager, International Operations, Heading the Marketing , Human Resources, and Material Operations departments in a multinational global organization based in LONDON. He has independently headed an HR Department, as Director Human Resources in a multinational global organization.

 

 

He became a CHIEF EXECUTIVE OFFICER (CEO), of a global multinational company in PAKISTAN, which position he held for a number of years, and was later (even as a CEO), visiting faculty at top universities before settling down as permanent faculty.

 

 

He teaches a total of 31 Management Science subjects which includes the whole range of Human Resource Management and Marketing subjects, plus other subjects of interest in Management such as Leadership, Decision Making, Organizational Development etc.

 

 

Today, he is a guest speaker at many universities in Pakistan, and abroad. He has written a book on Business Research which is presently under publication as per HEC requirements, and is in the process of writing a book on Project Management, and yet another, on the New Perspective of HRM in Pakistan. He has to his credit, many well researched articles published internationally besides having actively organized and participated in both local and international lectures, seminars, workshops and conferences.

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Laid Off Small Business Workers Saved By Rhode Island Extension of COBRA

Rhode Island Governor Donald L. Carcieri established a new law by signing a bill for COBRA extension.  This will make the subsidy available for laid off small business workers.

Across the nation, the COBRA subsidy of 65 percent only applies to citizens who were employed by companies with 20 or more employees under the American Recovery and Reinvestment Act of 2009.  This was part of the federal bill included in the economic stimulus package.

Rhode Island workers from all companies who’ve been laid off now are eligible for COBRA as this new state law outlines.  But, workers laid off after Sept. 1. 2008 must hurry and sign up by May 1, 2009 to take advantage of the eligibility.

Rhode Island legislature discovered the small business employees were not included in the subsidy within days of the federal bill passage and moved quickly for a procedural change in the state law.  The reason they acted so quickly was there was a April 17 deadline imposed by the federal government to make changes, according to the Providence Journal.

Hundreds of Rhode Islanders will now be able to sign up for this program and it will be more affordable for everyone because of the federal subsidy. At the end of the day, this is just about giving more Rhode Islanders that are hurting right now ” who are out of work and struggling for health insurance ” the help they need to get the benefit and reduce expenses, said Governor Carcieri.

There is a health insurance policy for your family, go to insurlane.com for a health insurance quote. Their specialists will be glad to assist your family in locating competitive insurance quotes. They represent many reputable companies in the insurance world.

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Lingling husband and wife business, Create breeding boom – aquaculture industry

3 20, a sunny spring day. Zhu Lingling District, Town of rain foot Tong Fu Hua Cultivation Field, pond rippling blue waves and the green willows waving in the breeze, birds show soil or feeding ducks or hi, the front groups of soil behind the house Chicken Leisurely pursuit frisky … … drip walk back and forth the entire farm in the spring of poetic being.

Close to noon, the farm’s owner, was born in the late 70’s Tang Fuhua and his love Liang Dongying after 80 back from the market. Lingling party committee propaganda department told the comrades to interview them home to do business, shy of the Tang Fuhua couple seemed more constrained. With the introduction of the village secretary Tang Jianrong and we gradually into the interview, Tang Fuhua couple slowly open to talking, a young couple to give up working out, start moving back home their story in front of us.

2004, the newlywed couple and all the young people, like Tang Fuhua, not to imagine their parents are busy at home, like a few acres of paddy species live, Yong Yong at home doing nothing do not want to eat Lanlansansan parental savings, but suffer there is no perfect technology live hand, had his pocket dream working south to find good opportunities. The couple has in Guangdong, Shenzhen, Zhejiang and other places as a apprentice, had been a shoe factory worker, also fought sporadic construction site workers, although the sound They work hard, a few years, in addition to room and board, and each year After the round-trip journey costs, but few remaining. In particular, has swept the globe in 2008 after the outbreak of crisis management, They who work the day it is struggling.

2008 12 months, home for Spring Festival of the Tang Fuhua couple learned that the Party Central Committee’s preferential agricultural policy, on the village when he was secretary of the Tang Jianrong talked to engage in contract farming village three reservoirs in the idea, has been village cadres support. Said a pound. 2008, after the Spring Festival, Tang Fuhua couple on fiddled West to raise 80,000 yuan by the funds, signed a good contract with the village pond in the agreement, the couple gets up. “Who work, how good their own business.” Tang Fuhua couple out for others to work out the momentum, morning to evening, work together to buy materials take the shed, buy information science technology, buying out seed breeding. A couple worked together on this campaign began. Only a couple months to months, to set up some 20 pig, the ponds and, after some consolidation, good buy 12 pigs, chicken purchased in batches Aberdeen, Aberdeen Ap soil and grass Fish , Silver carp and other fish, the use of farming from books to technology to “cross the river by feeling the stones” in the spirit of the dry open.

However, the good always more difficult. Tang Fuhua couple although from books to a number of farming techniques, but no practical experience in the way of a cattle breeding Swine They came close to unraveling plague. One day in April 2009, has been quick slaughter of three Shengzhu suddenly eat or drink, Tang Fuhua first couple thought no big deal, anyway, about to slaughter, and do not mind, however, the next day, there are three offerings also eat or drink, then we should slaughter of more than 40 Sheng Zhu as the first collective “strike”, as all do not eat Shao up. This time, Tang Fuhua couple were terrified that if at this critical time, hard six months, and saw there would benefit the Shengzhu If something happens, would not pay the capital is exhausted. Crucial moment, Tang Fuhua couple thought of District Animal Husbandry Fisheries Agency technical staff to leave the technical assist contact cards. After quarantine officers carefully examined the original, Sheng Zhu got acute enteritis, through effective treatment, all of Sheng Zhu saved the day.

“Now the party’s preferential agricultural policy is good, the raising of sows with subsidies, Chicken Such as ducks and pigs Birds Livestock, the government engaged in home quarantine services. “Tang Fuhua wife said with emotion.” In 2009 we achieved the slaughter Shengzhu 200, 12 000 chickens and ducks, fish, 8000 kg, more than 20 million profit target. This year, we take the couple of large farms into an integrated farm, and then run a digester, additional 24 sows, to sell land at the end of duck 10 000 birds, 5000 chicken, fish 10 000 kg, Shengzhu 500, and the profits 400,000 yuan. ”

Xuxu De spring, has blown a couple shrouded in Tang Fuhua shadow hearts, to bring vitality to their farming career.

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BUSINESS IN BRIEF 17/7

BUSINESS IN BRIEF 17/7
Head of the EU Delegation to Vietnam , Sean Doyle, announced on July 15 that the delegation has disbursed 13 million EUR (16.5 million USD) to support the implementation of Vietnam ’s 2006-2010 socio-economic development plan.

Read more on Vietnam Net

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Rama Bijapurkar: The business of financial inclusion

Rama Bijapurkar: The business of financial inclusion
The discussion on financial inclusion ought to focus a lot more on building an economically viable and consumer acceptable business model, with a specially designed regulatory ecosystem appropriate for that model.

Read more on Business Standard India

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3 Achievable Business Simulations About 3G

3G has been a global blossom everywhere, from Europe to North America, to Asia-Pacific region. Compared with 2G, the most distinctive aspect of 3G is that it under takes the historical task to change people`s habits of using cellophanes.Wardrobe Essentials for Cuties

2G has the application mode with voice communication as its focus. Serena Van Der Woodsen Instruct You to Accessorise Most Spectacular who is calling me The application mode changes to give priority to data services in the 3G era. What is Bad for the Shade of  ? That is to say, apart from the voice communication, people can find more applications based on WAP data transmission. What is On Fire Now? Undoubtedly who called me !

The global mobile operators and its partners of industrial chain have together developed various kinds of innovative and effective business modes via their imagination and creativity. Manage on , Enjoy the best who is calling me Among them, there are three main business modes which have been proved feasible.

The first business model is to use the subsidies by advertising revenue or pay the wireless data services to users, This pattern in the mobile music and games distribution , mobile Internet browsing, mobile social networking, as well as many other wireless application services have achieved a success.

The second model is to build diversified rate structure to reduce users’ fee of accessing net. The most common form is that a service costs would be shared by multiple users, for example: many people share the same broadband in an internet bar.

The other model is providing services with no fixed charges or petty sum charges dissimilarly. like charging commission fee according each transfer transaction or charging the listening fee of streaming media music based on time.

The final one is to sell one basic service to subscribers with affordable price,then cross-sell or up-sell an optional service. The third business model is to cooperate with the government and non-profit organizations, provide improvement community health care, education and welfare mobile service. Operators can enjoy subsidies, preferential loans and/or tax policies through this model. American operator Sprint has developed mobile medical services by using 3G network.

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Unlocking India’s Coastal Shipping Business Potential

“Whoever controls the Indian Ocean, dominates Asia. This ocean is the key to the seven seas in the twenty first century, the destiny of the world will be decided in these waters”.

- Alfred Thayer Mahan

Economically speaking, water has always been the oldest and most sustainable resource to man. Trade through water can be divided into:

Ø Inland Water Transport (IWT)

Ø Shipping (Coastal Shipping & Overseas Shipping)

A lot has been said about the concept of coastal shipping and the latent opportunities, which need to be hit upon in this segment.

WHAT IS COASTAL SHIPPING

Coastal shipping is an eco friendly, gainful and energy proficient mode of transport.

WHAT DOES THE DICTIONARY SAY

Coastal shipping is the movement of cargo by sea between ports in India, not including the non-contiguous island trades.

A BACKGROUND

India has been blessed with a long coastline of 7,517 kms. The physical features of the coastal regions of India are a sort of terra incognita. Coastal India is characterised by a combination of deltas. And the Indian ports owe their existence to the projection afforded by the natural bars and spits in the Indian coasts. India’s geographical setting has played a vital role in the progress of maritime activity. Infact the Indian waters have been an engine to aid the growth of trade.

Given that in the contemporary global economy, developed as well as emerging economies are emphasizing more and more on the importance of coastal trade and shipping, the answer to why India which today is very much firmly planted in the global business not doing as ‘Romans do’ is the pressing need of the hour.

This paper attempts to analyze the role of Coastal shipping in Indian business coupled with its unlimited potential and challenges.

ASSESSING PAST PERFORMANCE

The infrastructure in India has always provided tremendous potential for coastal shipping to take off. In the past, the flow of bulk goods from west coast hinterlands to the east coast hinterlands always followed the coastal route. For instance, coal from Kolkata was carried in bulk on regular basis by coastal vessels to ports around the country right up to Kandla and Bhavnagar! And salt in bulk was carried back to Kolkata either from Kutchh ports or Tuticorin.

In the past, the Karachi – Rangoon stretch vide Colombo was designated as coastal route. The ships carried rice in bulk as well as bags right from Rangoon to Chennai, Tuticorin and across to Kochi and even to Kandla and on the return journey salt, cement and clinker were the cargo carried to Kolkota.

Coastal vessels freighted small parcel sizes of general cargo such as spices, tea, coffee, cashew nuts coir and jute, until efficient containerization and equally rapid rail and road systems took over.

This marked the shift of proportionate trading activities towards other modes of transport such as rail and road rather than coastal shipping.

Although cargo is moved between Indian ports not only by dedicated coastal ships but also by

ocean going vessels the growth of coastal fleet tonnage is an indication of the growth of coastal

shipping. From 1992 to 2002, it had been hovering around 0.47 million GT and has increased only marginally to 0.6 million gross tonnes (GT) in 2003.

While the Indian overseas fleet registered 1173% growth in numbers from 1951 to 2003, the coastal fleet inched upwards in the corresponding period to 209%. Oversees fleet grew by 3256% between 1951 to 2003 whereas coastal fleet increased by just 172%.

India’s coastal fleet has been hovering around a meagre level of only 0.6 to 0.7 million gross tonnage (GT) during the last five years. Coastal cargo traffic during the period 1995-96 to

1999-00 grew at CARG of 5.41 per cent vis-à-vis the coastal tonnage growth in terms of capacity (GT) at CARG of 0.15 per cent.

Coastal cargo traffic during the period 1993- 2003 grew at a Compounded Annual Growth Rate (CAGR) pf 8.4% vis-à-vis the coastal tonnage growth in terms of capacity (gross tonnage) at CAGR of 2.5%. The total cargo moved by Inland Water Transport (IWT) in 2002 –03, was about 2 million tones corresponding to just over 1.5 billion tonne kilometer or 0.15 % of the total inland cargo.

Out of the 244 vessels in 2003, as many as 149 were non-cargo carrying vessels reducing the effective cargo carrying fleet to 95 vessels of 0.43 million GRT. Also the coastal fleet is old with as many as 65% of the cargo vessels over 15 years old.

THE PRESENT

The commodities carried by coastal shipping have mainly been bulk and break bulk commodities. The cargo mix has not changed over the years. The cargo currently moved through coastal shipping constitutes Thermal, Crude oil, iron ore, cement and others. Although cargo is moved between Indian ports not only by dedicated coastal ships but also by ocean going vessels the growth of coastal fleet tonnage is an indication of the growth of coastal shipping.

There are 12 major ports and a number of minor and intermediate ports providing tremendous potential for coastal shipping an economical, environment friendly and energy efficient mode of transportation.

Yet, coastal shipping in India has not developed to its fullest potential. This is precisely evident from the recent statistics. The potential for coastal shipping has not been exploited in India, with it accounting for only 7% of domestic cargo movement.

COASTAL SHIPPING VERSUS ROAD AND RAIL TRANSPORTATION

Coastal shipping has inherent advantages over rail and road transport. It is environment friendly, and usually much safer than road transportation.

Ø Fuel Consumption: Fuel consumption by coastal shipping at 4.83 g m/tkm is just 15% of the consumption by road and 54% of that by rail.

Ø Emissions: Emissions of carbon dioxide, carbon monoxide, hydrocarbon etc with the exception of SO2 from coastal shipping are much lower than that in rail and road.

Ø Cost of Carriage: Coastal shipping can handle large parcel sizes easily. Whereas rail and road transport because of their limited capacity and infrastructure cannot handle large quantities of coal, iron ore etc. The cost of carriage of goods, from coast to coast, by coastal shipping (about 21% of cost by road and 42% of cost by rail) works out to be much lower than that by road and rail.

Ø External costs: Taking in account the external costs arising out of accidents, noise pollution, air pollution, climate change, congestion, infrastructure burden etc., the cost of coastal shipping as a percentage of road and rail transport is much lower. In the EU, the marginal costs of coastal shipping have been estimated at 20.7% and 40.5% of road and rail respectively.

INTER COUNTRY COMPARATIVE ANALYSIS

Transport based on inland waterways (IWT)—rivers, canals, lakes, etc. and also overlapping coastal shipping in tidal rivers—constitutes 20% of the transport sector in Germany and 32% in Bangladesh. In India it has a paltry share of 0.15%.

The total tonnage (originating traffic) moved by coastal shipping in India in 2001- 02 was around 54 million tonnes of which coal accounted for 16.2 mt (30% of total) and petroleum products for 16.4 mt (30% of total). This is in sharp contrast to other countries like China where the coastal cargo traffic handled in 2000 was around 614 million tonnes.

The total coastal traffic at Indian ports in 1999-00 was just around 78 million tonnes (comprising around 31 million tonnes cargo loaded, 5 million tonnes transshipped and 42 million tonnes unloaded), which is abysmally low compared to the coastal cargo movement in other countries in the region.

For instance, in China, coastal cargo even before 1988 touched some 870 million tonnes, followed by Japan with 549 million tonnes, Korea 141 million tonnes and even Indonesia, which is not a developed country, having much higher coastal cargo movement of around 133 million tonnes.

Indicative of this not-too-healthy scenario, India’s coastal fleet has been hovering around a meagre level of only 0.6 to 0.7 million gross tonnage (GT) until some years ago. Coastal cargo traffic during the period 1995-96 to 1999-00 grew at CARG of 5.41 percent vis-`-vis the coastal tonnage growth in terms of capacity (GT) at CARG of 0.15 per cent.

Many other countries are making optimal use of coastal shipping as an effective mode of transport. In the EU for instance, coastal shipping has an enviable 43% modal share in tkm and is set to increase further.

WHAT AILS COASTAL SHIPPING GROWTH

With most of the production and consumption centers being land locked and the facility of door-to-door movement that road transport provides, it has taken precedence not only over water transport but also over rail transport.

Over the years, there has been a substantial amount of investment in creating and improving the basic infrastructure for road transport. However, this has not happened in the case of coastal shipping.

A review of the public sector investment in the transport sector since the First Five Year Plan reveals that the average investment in the shipping sector per plan was only 5% as against 51% for railways and 32% for road sector. Even this meagre investment was almost entirely allocated to overseas shipping. In the port sector also, very little investment has been made by the maritime states on the development of minor ports and by the Govt. of India / Major ports on creating earmarked facilities for coastal cargo.

Some of the key reasons for the inadequate share of coastal shipping to the trade activities are:

Ø Competition provided by rail and road transportation

Ø Double handling costs involved and

Ø Lack of active policy

Ø Cumbersome and lengthy customs procedure

Ø Non availability of concessional finance the acquisition of coastal vessels

Ø High import duties on bunker oil and spares

Ø High manning scales which increase operational costs

Ø Stringent specifications for construction of vessels leading to higher capital costs

Ø Incidence of corporate for coastal as against tonnage tax for ocean going vessel and

Ø Personal income tax, which discourages quality officers from continuity on India coastal vessels.

Ø Lack of separate berthing facilities at Major ports and inadequate cargo handling facilities at the minor ports

Ø Absence of institutional mechanism for inter-sector coordination

WHAT CAN COASTAL SHIPPING OFFER

Ø Tremendous cost-advantages to Indian trade

Ø Immense benefits of energy savings to the country’s economy,

Ø Boon of a cleaner and greener environment offered to society at large,

Ø Boost transshipment at Indian ports

Ø Enhance competitive edge of Indian exports

Ø Increase port’s potential to develop as hub-ports

Ø Increase revenues and opportunities for generating both direct and in-direct employment.

Ø Catalyze the development of an efficient and integrated transport and logistics system.

AN ANALYSIS

In spite of the obvious advantages that coastal shipping has over land-based modes in India, it has not grown to become an integral part of the country’s transport Infrastructure. Today, Coastal shipping in India is anchored almost where it was decades ago, despite the oft-repeated chant about its potential and the need to develop this mode of transportation. Though more than 30 per cent of the total traffic handled by the Indian ports is routed through the coastal mode, the sector continues to get the short shrift from the Government and the planners.

There is no gainsaying the fact that coastal shipping constitutes an important arm of the transportation system of any country, given its cost and environmental advantages. And this is more so in a country such as India, which has, a 7500 km long coastline, dotted with 13 major and 184 minor and intermediate ports.

A major reason is that coastal shipping has not been receiving the priority it deserves. Though it is a major link in the integrated transport infrastructure system, vital for the country’s economic growth, coastal shipping is yet to get the infrastructure status.

On a broad footing, we can say that coastal shipping has the capacity to create a huge number of linkages, which would strengthen the very base of business and trade.

Many committees have been set up by the Centre in the last few decades to review the challenges and prospects facing the coastal shipping sector in India. But the negligence towards the sector has led to the sector’s potential going largely underutilized.

In cases of cargoes like coal and iron ore, large quantities are required to be transported, which cannot be handled by road or rail modes because of their limited capacity and infrastructure. Infact POL and coal cargoes formed about 73 per cent of the coastal cargo handled at the major ports, with Ennore, Paradip, Tuticorin, Cochin and Visakhapatnam ports handling 50 per cent of this traffic. The fact that growth of coastal shipping is not an end in itself but a means to a larger development of the economy itself needs to be emphasized here.

For instance, Indian Railways probably would not be able to supply the 20,000 tonnes of coal required by Tuticorin thermal power plant in such a short span of time as two days. Ships, on the other hand, can handle such large quantities easily

Extending certain concessions in favour of coastal shipping can easily help in the increase of traffic up to 10 million tones by 2012. With the on-going schemes for development of roads such as the Golden Quadrilateral and East-West and North-South corridor projects, it will be relatively easier to connect these ports to the nearest points on the highways.

A possible option could be that the government diverts its own cargo as also that of its agencies to coastal shipping to the extent feasible. Besides measures such as reduction of maritime dues and wharfage on coastal vessels by 50 per cent and providing concessional cargo-related charges for all coastal cargoes will extend the much-needed fillip to this sector.

With on-going schemes for development of roads such as Golden Quadrilateral and East-West and North-South corridor projects, it will be relatively easier to connect these ports to the nearest points on the highways.

Also it can be observed from past trends that foreign ships are benefiting the most from the existing state of the Indian coastal shipping industry.

Ship owners need to move away from their traditional role of being just another link in the supply chain and gear themselves up to provide complete solutions.

Nevertheless, there is not enough inducement for Indian ship owners to invest more because of the long pending plans and recommendations of study reports that are yet to be implemented.

Factors like low productivity at ports has adversely affected operations, since coastal ships spend substantial time in ports compared to deep-sea vessels. Also, inadequate infrastructure facilities at intermediate and minor ports and the lack of concessions in custom duties for import of spares add to the cost. The lack of adequate, efficient and cheap ship repair and support facilities leads to a considerable delays. An acute shortage of repair facilities for coastal vessels, particularly small passenger vessels, is the other problem that continues to plague the industry.

A noteworthy effort is that despite the limitations, the Indian coastal shipping fraternity, on its part, has been making a vital contribution to the economy by serving trade and industry over the decades. Over the last few years, the Indian Coastal Conference (ICC) association of coastal operators has strengthened its foundations. Its membership has grown from 13 at the time of its inception in 1951 to over 30 in contemporary times.

Recommendations:

Statutory Requirements:

A clear-cut policy for the development of an integrated transport system needs to be evolved. Measures to remove various constraints procedural, operational, fiscal and legislative hindering the sectors growth needs to be undertaken.

Coastal ships, unlike ocean going vessels, have to pay duties on bunker oil. This duty increases the cost of operation of coastal vessels significantly. The cost of bunker fuel oil for a coastal vessel is reported to be higher than that for an ocean going vessel to the extent of around 28%,

and around 36% for High Flash High Speed Diesel.

Similarly, import duties on capital goods and spares also cast a burden on coastal shipping, as these vessels are heavily dependent on imported spares. Also, if the ship owners get their ships repaired at ship repair units, which are registered with DG Shipping, then the spares imported by these units are not subject to taxes. On the other hand, if the spares are imported directly or by any other route for repairs to be carried out by the vessel’s engineers, then no such tax relief are available.

Given that coastal shipping is much more environment friendly and fuel efficient than any other mode of transport, there is a case for providing tax

concessions both for fuels and spares .

To really serve the Indian trade by contributing quality and cost-effective services matching global standards, there is no alternative to minimizing the total transportation cost. This can be achieved only if a justly facilitative policy and supporting systems, rules and regulations and procedures similar to those existing in leading maritime nations are put in place. Similarly important, these policies and procedures must be implemented keeping in view the larger national interests, rather than getting stalled by restrictive interpretations of various legislations and rules.

There is a need for the Government to grant special status to coastal shipping so as to exempt it from Customs and other procedures that apply to the bigger cargo-carrying vessels

Taxation:

Corporate tax

Till date, the Indian shipping companies had to pay corporation tax at the rate of 36.75% or the

minimum alternate tax at 7.5%. The industry also enjoyed benefits under Section 33 AC of Income Tax Act. Additionally shipping companies now have the option of choosing between corporate tax and tonnage tax.

This benefit, has been restricted to ocean going vessels to make them competitive with vessels registered under other national flags, and is not available to coastal shipping.

Personal Income Tax:

The present system of income tax differentiates against the seafarers employed on Indian coastal vessels. Indian seafarers who are engaged on foreign vessels for 183 days or more in a year or on an Indian vessel, which work outside Indian territorial waters for more than 183 days in a year, are entitled to non-resident status and pay no taxes. This dispirits officers and seafarers from enlisting on coastal ships and makes it all the more obligatory to appraise the aptitude requirements and improve the emoluments.

Capital Intensive nature:

Shipping is a capital-intensive industry. In India, the cost of capital is higher compared to many other countries. To raise equity capital, shipping should attract investors. To enhance investor appeal for developing a larger equity base and encouraging larger investment in coastal shipping, time-bound solutions would have to be found for many of the complicated and vexing problems such as levy of Customs duty on spares, stores and bunkers imported by coastal operators etc confronted by the sector. Unlike other industries, the benefits of waiver from payment of import duty in shipping are available only to the intermediary (SRUs) who imports the spares and not to the end-user (ship owner) in the coastal shipping business.

Cabbotage law:

Cabbotage Law in most countries reserves the movement of coastal trade of the country for its

own flag vessels. In the international arena, majority of maritime nations protect their domestic transportation industries through cabbotage laws (imposing restrictions such as crewing restrictions, ownership restrictions, provisions for domestic fleet subsidy, reflagging restrictions, provisions for subsidy etc).

The Indian Merchant Shipping Act does not permit foreign bottoms to carry cargo between Indian ports nonetheless, foreign ships are permitted to ply between Indian coasts if no suitable Indian vessels are available.

These provisions while protecting existing Indian tonnage on the one hand, discourage the adequateness of coastal shipping in Indian tonnage. While on the one hand the Indian industry is not aggressive enough to increase the share of coastal shipping, on the other hand the Indian taxes and duties do not apply to foreign vessels. They usually operate under favourable taxation rules, subsidies and lower costs. Hence, foreign vessels have inherent advantages as compared to Indian vessels.

Relaxing the cabbotage laws could, therefore, impact on the growth of the Indian tonnage available for coastal shipping. It will help create a level playing field, given that the Indian coastal operators have been seeking exclusive rights of operation for the members to ensure sustainable development of coastal shipping for quite sometime now. The option of reintroducing cabbotage laws once again on attaining sustainable costal cargo growth levels could also be considered.

Ship Acquisition:

The coastal tonnage in India has been more or less dormant. One of the reasons for this, apart from the productivity of coastal shipping, is the complexity in getting finance at low interest rates. Although coastal ships are also permitted to external commercial borrowing, they are effectively not in position to do so as they do not earn in foreign exchange.

Increasingly companies have no alternative but to rely on conventional bank funding. Banks are not prepared to deal with the financing of ships as it entails high interest rates and short maturity. There is, consequently, a case for developing specialized wings in development financial institutions for funding coastal shipping.

Manning Scale:

The manning scales for the coastal shipping industry continue to be stringent. Now coastal ships have to comply with the scales that are applicable for Near Coastal Vessels that ply between India, Bangladesh, Sri Lanka, and Maldives. There is scope to review both the manning scales as well as the qualifications.

Cost of Vessels:

Keeping in line with the Merchant Shipping Act, the specifications used for the construction of coastal vessels are the same as those for ocean going vessels even though coastal vessels are not subject to the same stress and turbulence as ocean going vessels. This has led to capital costs of coastal ships being higher than necessary.

Suitable amendments need to be made in order to enact a separate legislation for coastal shipping to provide for different specifications for coastal vessels as also for lower manning scales.

Ports:

Efficient shipping operations, whether international or coastal, depend principally on efficiencies in the ports. Coastal shipping, like international shipping, requires competent bulk cargo handling facilities and speedy berthing facilities; in addition coastal shipping requires concessional port tariff.

While major ports have the crucial handling facilities, they do not accord the necessary consequence to coastal vessels due to their pre-occupation with ocean going vessels as they generate more income.

The Major Ports do not have acknowledged berths for coastal shipping nor do they give precedence to coastal vessels. At the appeal of government, coastal vessels are now enjoying a 40% concession in vessel related tariffs and cargo handling charges (except for thermal coal, crude oil and POL) as compared to ocean going vessels. As this concession has been fixed as a percentage of the tariffs for ocean going vessels there is an element of ambiguity. There is a need to fix the tariff at low levels instead of relating them to the tariffs of ocean going vessels, which are periodically revised.

Rail and Road Connectivity:

Along with the development of minor ports, it is vital to provide for connectivity of the

minor ports with the road and rail network. Ports like the Pipavav port had suffered because

of the lack of connectivity, and the Pipavav – Surendranagar rail link was established by the port of Pipavav in joint venture with the Indian Railways.

Given the belief that the Phase 3 of the National Highway Development Programme would provide for connectivity to the minor ports; higher priority and weightage needs to be assigned to this.

Inland Connectivity:

India has an extensive network of rivers, lakes and canals, which, if developed for shipping and

navigation, can provide resourceful inland connectivity. It has approximately 15000 kms of

navigable waterways. Conversely, at present Inland Waterway Transport forms a very diminutive part of the total transport network. In terms of tonne kilometers of total inland cargo, its share is a paltry 0.15 per cent. Most of the waterways suffer from a number of inadequacies like navigational hazards and lack of infrastructure facilities like terminals and inadequacy of navigational aids. In contrast, in countries like China, Netherlands, and Germany etc. the IWT system is highly urbanized. China is directing a lot of investment towards further developing the infrastructure and system. The Yangtze river in China moves around 80% of the countries IWT traffic. Potential of planning vessels, which are capable of moving in IWT as well as coastal areas, should be explored. The promotion of IWT concurrently with coastal shipping would go a long way in moving cargo from up country locations to major/minor ports for movement between ports in India.

Custom designed vessels:

It is essential to design vessels like Ro-Ro vessels, silo vessels etc to facilitate the movement of trucks over long distances and cargo like cement and food grains efficiently. Konkan Railways has demonstrated that Ro-Ro wagons can effectively shrink movement by road; Gujarat Ambuja Cements move significant quantities of cement using silo vessels through water transport.

Correspondingly, the use of vessels like catamarans and hovercraft to move passengers, for example from Mumbai to Navi Mumbai and between cities on the Konkan Coast needs to be

encouraged. Precise origin and destinations need to be recognized for the transportation of passengers through coastal vessels.

PRACTICALITY OF COASTAL SHIPPING

Major contributors to the cost of coastal shipping are:

Ø Handling costs (35 % – 50%)

Ø Charter Hire costs (20% – 33%)

Ø Port Dues (10% – 20%)

Ø Bunker Costs (13% – 30%)

Coastal shipping can be made practical and viable by reducing these costs. Also the increased development of coastal shipping and minor ports, a vessel should be allowed to call at more than one port during its voyage.

Cargo reservation is not the answer to coastal shipping development. The consignor should be free to choose the mode of transport that is most economic and appropriate for his needs. What is essential is to identify specific origin-destinations on which identified cargo can move at lower costs through coastal shipping than by road/rail and create the necessary facilities for handling the cargo at both ends. The selection of minor ports should be done on this basis.

One of the thrusts of the government in recent years has been to promote coastal shipping and raise its share in the movement of inland cargo from 7% to about 15% in 2025.

Undoubtedly coastal shipping will prove to be the most viable and energy efficient mode of transport in the years to come.

COASTAL SHIPPING – A GOLDEN OPPORTUNITY

Looking at the inherent advantages in the coastal shipping sector, the urgent requirement is to promote the growth of the sector.

Holland provides a fiscal incentive equivalent to the freight cost incurred in coastal transport. Similarly, government should consider allowing a credit of say of about 150% of actual freight cost in calculating the taxable income of the consignor company on the lines of the tax benefit provided for R&D in the automobile industry in the recent budget. In financial terms, the loss of revenue to the government would be more than off set by the savings in cost of oil imports and in overall external costs.

Coastal shipping is a new opportunity on the horizon for India’s economic development. Coastal shipping’s potential lies in transporting less time critical freight. It represents an environmentally beneficial and cost effective alternative to rail and road modes, for bulk cargo shipped over long distances. Also it does not require the same infrastructure investment or maintenance

At the end of the day shipping is still the cheapest way to run large volumes of cargo long distances – by a mile. You do not have to construct a highway. You have to have a

channel but once you get out to sea it is blue water. You do not have to

maintain anything, apart from your channel.

The author Ms Charanya Krishnan is an economist by profession

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Obama’S Dispute In The World Of Business

The current economic crisis has stirred up much controversy amongst businesses in the US.  Some companies feel that President Obama’s Stimulus proposal will jeopardize their future and thus only lead to further economic problems on top of the mess we’re currently in to begin with.  The biggest topics of these controversies are Emissions, Health Care, Foreign Tax, Income Tax, Drilling, and Farm Subsidies.  There are many factors to be considered surrounding these topics, but if there is one thing these companies and President Obama can agree on, it is that something must be done.

            To start, Obama is enacting a “cap and trade” system on certain companies to cut emissions that are believed to be contributing to global warming.  It is estimated that enacting this system will require companies to pay up to $646 billion in the next eight years to buy tradable rights (permits) to emit these pollutants.  Companies are not against the concept of these permits, but are more concerned in the sense that selling all these permits right away could bring a huge burden to the companies that are both selling and buying, resulting in an even farther economic downturn.

            Another topic is that of health care.  In his stimulus, Obama provided $634 billion to help pay for health care reforms for the next ten years.  Half of that amount provided, is being funded by tax hikes, as well as medicare payment cuts to insurance companies, drug companies, and hospitals.  The companies involved in health care think this will have a number of effects.  For one, some insurance companies feel competing with rival government-backed insurance companies will hurt their profits, and in turn, will result in an increase in job unemployment.  Also, hospitals and drug companies fear their costs to consumers will decrease, and thus have the same effect as that of more job unemployment due to the cuts they will receive in their revenues.

            Foreign Tax is another issue.  Multinational companies can currently defer U.S. taxes on their generated revenues abroad until the funds are brought back into the U.S.  Obama presented this in an attempt to bring more jobs back to the U.S. as well as earn up to $210 billion by abolishing the tax deferral boundary.  The argument multinational companies make is that they will be at a competitive disadvantage against their rivals if they are paying U.S. taxes and their rivals are only paying low local taxes.  They also stated that if they begin to lose revenues the first jobs hit will be U.S. jobs, not foreign jobs, which will have a worsening affect on the economy.

            Obama is also enacting a raise in Income Taxes in order to fund more money to the economy.  Families tax rates who earn more than $250,000 will jump from 33% to 36% and those who earn more than $370,000 will go to 39.6%.  Dividends and capital gains will also go from 15% to 20%.  Finally, tax deductions for mortgage interest and charitable giving will drop to 28%.  Companies fear that by reducing annual net earnings of consumers, it will have a crippling affect to companies trying to keep investors in the market (home builders, mortgage brokers, etc.).

            Relating to the emissions pollution example as stated previously, drilling for oil will also become a problem for oil companies.  Obama is very focused on diminishing pollution, due to the ever growing environmental problems we are beginning to see.  The government is determined to convert the economy to a cleaner energy resource, which is a threat to oil companies.  If cleaner energy resources are developed, it will be easier for Obama to tax oil companies drilling off the coast of the U.S., since there won’t be such a dire need for oil.  The oil industry’s argument that they plan to relay strongly is that the taxing could jeopardize jobs and energy security.  They also stated that by making drilling more expensive off the U.S. coast could encourage more oil companies to move their business abroad.

            Lastly, agricultural subsidies have also become a topic of argumentation.  President Obama feels there are too many wasteful agricultural subsidies in the market.  He plans to cut this down by capping payments to farmers whose gross annual incomes do not exceed $500,000.  The cap will stand at $250,000, which he projects will save $9.8 billion in ten years.  Agricultural lobbyists argue that farmers will not be able to stay in business due to our current economic situation and with such a low cap on payments.  They contest that farmers need the crops to stay in business, that Obama contests, are wasteful farm subsidies.

            To conclude, Obama’s economic stimulus seems to have its own pros and cons to everyone.  Unfortunately, in order to rid ourselves of this current economic situation, risks must be taken.  There is no way to predict ahead of time if the stimulus will prove to be a success in the future or if it will cause more problems for the economy that companies argue will; that is the nature of the of the situation.  We do know however that something must be done, and no matter the terms of the stimulus, there will always be dispute over it.       

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Will you be investing in the corn ethanol business like Obama has?

With government subsidies it looks like a sure fire winner to me. What is the word on the street from the insiders, I wonder.

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