2008年-世界发展银行全球_Trade_and_Transport_Facilitation_in_South_Asia___Systems_in_Transition_Volume_2_Annexes_144页_1mb

Summary of Trade and Transport Facilitation in South Asia

Core Content

This document provides an in-depth analysis of the transport systems and customs sector in South Asia, focusing on inter-regional trade and logistics performance. It evaluates the competitive position of the region in global shipping and highlights the key challenges and opportunities for improving trade and transport efficiency.

Main Commodity Groups in South Asian Exports

• India is the largest exporter in the region, contributing over 75% of total regional exports.
• India's export base is more diversified, including primary products, textiles/garments, durable consumer goods, intermediate materials, and machineries.
• Other countries such as Bangladesh, Pakistan, and Nepal have more concentrated exports, primarily in textiles, leather, vegetables, fruits, and seafood.

Key Trends in Shipping Services

• Sea transport continues to dominate global trade flows, even as air and road transport are growing.
• Containerization has become a major trend, with container traffic growing rapidly in Bangladesh (>11%), India (>15%), and Pakistan (>13%).
• Container traffic in continental South Asia totals 6.7 million TEU, but it accounts for less than 2% of global container flows, with China being the largest.

Liner Shipping Connectivity

• The UNCTAD Liner Shipping Connectivity Index ranks China and Hong Kong highest, with India in 18th place, Sri Lanka in 20th, and Bangladesh at 109th.
• India's connectivity has improved over the years, but Bangladesh has extremely low connectivity, especially in the garment sector.

Container Services and Port Performance

• Direct container services are available from Nhava Sheva (India), Karachi (Pakistan), and Port Qasim (Pakistan).
• Chennai (India) meets the criteria for direct services but is still primarily served by feeder lines.
• Feeder services are more common, especially through Colombo and Singapore, due to the low productivity and limited draft capacity at some South Asian ports.
• Chittagong (Bangladesh) has low productivity and inconsistent handling times, leading to feeder services being used on a shuttle basis.

National Shipping Fleets

• National fleets have limited participation in container shipping, with India having 8 million gross tonnes of fleet capacity, but foreign vessels dominate container transport.
• India's national fleet has grown due to tax reforms (tonnage tax), and major shipping companies like SCI are acquiring new vessels.
• Pakistan's national fleet has declined significantly, from 71 vessels in 1970 to 14, and faces tax and duty issues that hinder growth.
• Bangladesh's state-owned shipping line (BSC) carries about 5.5% of trade, while the national fleet is around 7-8%.

National Protection and Cargo Reservation

• India and Pakistan maintain public sector cargo reservations for national shipping, with India allowing foreign vessels if domestic ships are unavailable.
• India's Directorate General of Shipping and Indian Shipowners Association are involved in freight rate negotiations.
• Pakistan's PNSC has a monopoly on crude oil imports for national refineries, despite owning only one tanker, leading to high rates and profits.

Competitive Position of South Asia in Container Shipping

• Freight rates vary depending on destination and type of service.
• India's Nhava Sheva has lower rates compared to Chennai and Bangladesh, with rates to Europe ranging from US$1050–1250/TEU.
• Pakistan's rates are US$100–150/TEU higher than Nhava Sheva, and Bangladesh's rates are US$150–200/TEU higher.
• South Asian rates are significantly lower than Chinese rates to Europe and the US East Coast, but higher to the US West Coast.

Key Issues and Recommendations

• Infrastructure and port productivity are critical for enhancing competitiveness.
• Feeder services are still essential for many South Asian ports, but direct services are improving.
• Customs reform and logistics efficiency are important for inter-regional trade, with India and Pakistan having different levels of performance.
• Improvements in shipping services and logistics can help reduce costs and increase reliability for exporters.

Conclusion

The transport systems in South Asia are evolving, with containerization and improved connectivity playing a key role. However, infrastructure limitations, high reliance on foreign vessels, and inefficient customs procedures remain significant challenges. Enhancing port productivity, streamlining customs processes, and investing in logistics infrastructure are essential for improving regional competitiveness in global trade.