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In 2015, Lao PDR is virtually unrecognizable from what it was just a decade ago. A more open, more outward trade landscape has transformed the country from a closed-off backwater into a fast-growing developing country, complete with coffee shops, restaurants, and billboards lining the streets of what is now a much busier and more lively Vientiane. Rural-urban migration is underway as non-agricultural opportunities are on the rise. Importers and exporters are experiencing an increasing level of government transparency. Customs operations are nearly fully automated and border clearance times have been drastically reduced. As a crowning achievement-and after 15 years of negotiations, Lao PDR is now a member of the World Trade Organization (WTO), with its eyes set on establishing itself as an equal partner in the Association of Southeast Asian Nations (ASEAN) Economic Community (AEC). The situation has improved to such an extent that the country has become a model for other Least Developed Countries (LDCs) undertaking trade reform. Optimism is in the air, and reformers know that having come so far there is still a tremendous amount to be done. Within the context of a complex and largely incomplete transition from a planned to a market economy, the strides taken by the Lao government in the relatively niche area of trade policy reform and trade facilitation merit attention. The country still has many visceral challenges to overcome. Trade reform is much less visible, quite often not a front-page story, and rarely capable of changing people's fortunes overnight. Rather, it is a process of deliberate, subtle changes that over time provide the atmosphere for a country to bloom, and Lao PDR is blooming. Understanding the scope and scale of reform that has occurred in order for the country to reach this point is not always easy. Without looking back over the last few years, without peering deeper into the structures that have changed, it is possible to miss just how remarkable this story truly is.
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The World Bank Group completed the trade and gender study in the Philippines to identify the specific challenges that men and women face in cross-border trade and determine where further reforms can be made. Over 2,000 traders and customs brokers were interviewed. The report provides a wealth of new data and includes a summary of key findings, as well as recommendations on how to address the main obstacles identified. This analysis can help governments better understand trade barriers and design policy that maximizes the benefits of trade for women, so that they can participate more fully in the economy.
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This is the sixth edition of Connecting to Compete, a report summarizing the findings from the new dataset for the Logistics Performance Index (LPI) and its component indicators. The 2018 LPI also provides expanded data on supply chain performance and constraints in more than 100 countries, including information on time, distance and reliability, and ratings on domestic infrastructure quality, services, and border agencies. The 2018 LPI encapsulates the firsthand knowledge of movers of international trade. This information is relevant for policymakers and the private sector seeking to identify reform priorities for "soft" and "hard" trade and logistics infrastructure. Findings include: - Gaps in logistics performance between the bottom and top performers persist. - Supply chain reliability and service quality are strongly associated with logistics performance. - Infrastructure and trade facilitation initiatives still play an important role in assuring basic connectivity and access to gateways for most developing countries. - The logistics policy agenda continues to broaden, with growing focus on supply chain resilience, cyber security, environmental sustainability, and skills shortages.
Infrastructure --- Logistics --- Trade Facilitation --- Trade Policy --- Transport
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The twelve members of the Commonwealth of Independent States established a Free Trade Area to help maintain trade among each other. More recently, Belarus, Kazakstan, the Kyrgyz Republic and Russia agreed, in principle, to establish a Customs Union (CU). The paper concludes that the dynamic effects of the CU (and Free Trade Area) are likely to be negative because it would tend to lock the countries into the old technology of the Soviet Union. The static effects are mixed but are adverse for countries that have liberal trade regimes compared to the common external tariff contemplated for the CU.
Trade Facilitation --- Trade Liberalization --- Trade Policy
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The Palestinian economy is severely hampered by trade-related restrictions, high logistics costs, cumbersome procedures and institutional inefficiencies. Operating within an uneven customs union arrangement with Israel, the Palestinian economy has accumulated an enormous trade deficit and overdependence on Israel's economy and has neither could develop dynamic export-oriented sectors nor to tap into larger and more competitive third markets. Over the years, this situation has contributed to slow growth, high unemployment, and stubborn persistence of poverty in the Palestinian economy. A bold reform agenda is urgently required to improve the Palestinian economy's trade outcomes. Immediate steps should be taken to reduce the burden of existing trade-related restrictions and transaction costs. The Palestinian economy should also begin the transition toward an autonomous trade regime, and can exercise control over its own customs territory, in line with its long-term economic interest. It should retain an open trade regime and develop its links with overseas markets. The economic relationship with Israel should be recast in a manner that is comprehensive and exploits the large synergies that exist between the two economies. Such a course will provide the Palestinian Authority with some of the tools and incentives to undertake far-reaching structural reforms. The reform agenda will neither be a simple endeavor nor will it alone determine the success or failure of the Palestinian economy. This note proposes ideas that could, in the fullness of time, and with the assistance of international donors help overcome existing dysfunctions and improve trade-related economic outcomes in the Palestinian economy.
Export Competitiveness --- Trade Facilitation --- Trade Policy
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The disruption to logistics and freight networks endangers trade and distribution of essential goods to combat the crisis and foster the recovery. Governments should work in coordination with logistics and retail industry, with a view to ensure continuity of shipping, air, trucking, and warehousing capacities at critical gateways and hubs and along trade corridors. The short-term response by governments and the private sector must go beyond addressing the immediate crisis and draw out the path towards economic resilience of the sector. Countries should also coordinate with key trading partners at the sub-regional or international level on policies such as increased e-services at ports and green express lanes for truckers. Countries should not install additional controls on transit commerce. Instead, border control and inspections should be streamlined and harmonized, based on international standards. To manage and ensure functioning of essential transport services, firms can use fewer workers and follow social distancing and other good health practices.
Trade Facilitation --- Transport --- Transport and Trade Logistics
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Barber B. Conable, President of the World Bank and International Finance Corporation addressed the topic of the importance to development of trade and the need for a full role for developing countries in the negotiations. The latest general agreement on tariffs and trade (GATT) statistics show that export earnings of developing nations fell by 5.5 percent last year, while their imports fell by 6.5 percent in value terms. New GATT negotiations must be launched to help create a more certain outlook for trade and, indeed, for the world economy. He discusses that export development in the developing countries is not possible without generation of the skills the modern market and modern technology require, and the transfer of these skills becomes the cutting edge of education. Restoration of economic growth in the developing countries will benefit the export industries of the developed countries. The Bank attaches great importance to securing a more open trading environment. The negotiations should include discussion of all issues of importance to international trade between developed and developing countries, and they should also increase opportunities for trade among developing countries themselves.
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The cost of transport in Lao PDR is said to be higher than in neighboring countries, affectingthe competitiveness of producers and shippers alike. However, the picture appears to be morenuanced. Since there has not been much hard evidence to support this claim, this paper fills thegap by empirically investigating transport costs and prices for domestic routes in Lao PDR andidentifies the key drivers behind transport costs. The transport sector in Lao PDR can be describedas thin, consisting of a dozen large players (defined as having a fleet size of more than 50 trucks) and many small firms (companies with less than 5 trucks or owner-operators). Many of the micro firms work in the informal sector. Productivity levels in the Lao transport sector are generally very low. Across the study sample, the average annual distance driven per truck is only 55,000 km which is very low, though comparable to other landlocked, developing countries. Transport costs are on average LAK 489 per ton-km (equivalent to USD 0.06 per ton-km). A large majority of transport companies operate within a band of LAK 230 (USD 0.028) and LAK 575 (USD 0.07), of which variable costs make up 62 percent. Smaller firms tend to be less efficient than larger ones in spite of their much smaller overhead costs. The 25 percent cost advantage per ton-km of informal firms is offset by the economies of scale of larger firms that operate newer and larger trucks.
Freight transport --- Trade facilitation --- Transport --- Transport costs
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Negotiations on trade facilitation wereconcluded at the WTO 9th Ministerial Conference in 2013, and the Agreements on Trade Facilitation (TFA), therefore, became the first fully multilateral agreement inWTO history.Since then, trade facilitation has been in the limelight on the stage of the world trading system. During recent years, the TFA has been consistently on the agenda of the summits of G20, G7, and APEC.The Agreementhas come into force and shall be implemented on a global scale. As a result, the WTO members shall be prepared to translate the Agreement into their domestic legislation, which will involve a series of reforms in trade laws and policies.There are extensive voices demanding a comprehensive expatiation on trade facilitation and the TFA. It is essential to systematically delve into the genesis of trade facilitation, revisit the course where the TFA came into being, and analyse the well-turned legalese of the TFA. This book meets this demand.This book is path-breaking in these aspects: it expounds on the rationales for trade facilitation and the significance of constituting an international accord on trade facilitation; it restores the one-century track of the international community’s talks on trade facilitation, from the times of the League of Nations to the WTO era; it reveals how the WTO negotiating mechanisms enabled the TFA to be nailed down, which would be enlightening for trade diplomats engaged in other WTO negotiations; and it provides an in-depth commentary on the TFA articles, which will help stakeholders more accurately understand and implement the Agreement.This book will be especially valuable for government officials and policy-makers, trade practitioners, lawyers, advisers, and scholars interested in international economic law, WTO law, international trade, international relations, and international development studies.
Foreign trade regulation. --- Free trade. --- Trade Facilitation Agreement
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Trade is widely recognized to be an engine of growth that creates jobs, reduces poverty, and increases economic opportunity. Trade facilitation measures are non-discriminatory and apply to all traders in their design; however, these measures may not necessarily impact or benefit all traders in similar ways. There is a global lack of data on how trade facilitation interventions impact traders by gender at the firm level. There is also a global vacuum of knowledge of the exact proportion of cross-border traders that are women. Few countries, if any, can easily confirm the number of women that undertake cross-border trade in their respective countries. Designing interventions that are inclusive, benefiting women as well as men, is difficult without accurate data on the gander of those who participate actively in cross-border trade. Without this knowledge and that of the exact challenges faced by both genders, it is also hard to tell how much any subset of the economy would be impacted by any intervention. This lack of data may also reinforce the bias against women in trade policy making. This note presents findings of the survey work in Samoa. Samoa is a small archipelago, and the Apia seaport serves as the international gateway for almost 100 percent of all freight imports and exports for the country. Inter-island freight transport also depends on access to Apia Port.
Foreign Trade Promotion and Regulation --- Gender --- Trade Facilitation
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