Background :- The digital era is marked by its potentials and disruptions. The new children on the block such as Artificial Intelligence , nano-technology, 3d printing are still beyond the reach of our imagination. In this ever changing and ever evolving era, it is only natural that the rule books had to be taken a deeper revisit and restructuring. And it is more so true for regulators and regulations. For starters, it is a good idea because we should not be left with “Analog” regulators in this “digital” age.
Details:-
Telecommunications is one sector where the changes have been disruptive and innovative, covering a wide range of services far removed from the traditional fixed-line telephones—the natural monopoly segment associated with the sector.
The telecommunication sector now includes networks, internet services, virtual markets, the Internet of Things, cloud computing and the entire gamut of services using the information highway with innovative approaches to combining voice and data. It is the digital space of virtual markets that promises growth to Indian start-ups and multifold benefits to consumers.
Should this sector come under the purview of the Telecom Regulatory Authority of India (Trai) or the Competition Commission of India (CCI)? Or should it be left to the market, with regulation limited to safety and dispute resolution mechanisms for consumers? After all, inappropriate intervention by any regulator can sound the death knell for the sector.
Trai’s attempts at repositioning itself in the new dynamism of markets has seen it come out with consultation papers, most recently on fixing retail tariffs. These are positive developments that should provoke wider discussion. Unfortunately, Trai, like all regulators, is caught between an archaic legislation and a sector that defies legal confines.
“Forbearance”, or distancing from fixing retail tariffs, is the new principle that Trai plans to follow. Under the suggested dispensation, telecommunications service providers (TSPs) will be free to fix their retail tariffs and are only required to comply with a list of conditions that emphasize transparency, consistency and clarity.
However, Trai seems compelled by Section 11(2) of the Trai Act to bring in two principles of tariff fixation. Even more surprising is the choice of non-discrimination and predation as principles of tariff fixation.
As ex-post facto outcomes, the two principles, fixed on an ex-ante basis, will fail to capture the benefits of a nuanced dynamic pricing policy that the sector is currently witnessing. Instead, TSPs such as Bharti Airtel Ltd, Vodafone India Ltd, Reliance Jio Infocomm Ltd, Mahanagar Telephone Nigam Ltd (MTNL), Bharat Sanchar Nigam Ltd (BSNL) and other service providers may prefer to revert to the traditional staid pricing schemes, if only to avoid regulatory intervention.
Discriminatory pricing between consumer groups can be consumer-welfare enhancing while zero pricing need not necessarily be predatory, especially if the marginal costs are zero. Pricing decisions taken by firms are based on several factors, which include information of consumer consumption patterns and “willingness-to-pay”; their own long-run cost structures and the pricing strategies of competitors. Under competitive conditions, price discovery is by the market. The Trai Act structured in the economics of natural monopoly set within the framework of “principal agent” may not be able to appreciate dynamic pricing schemes.
As a licensed activity, the tail-end activity of TSPs also comes under the domain of Trai. Section 11(2) mandates Trai to fix tariffs for all licensed activity. Unease stems from the fact that Trai lacks both the expertise and the legal backing.
Meanwhile, CCI, under the Competition Act, has no powers to fix tariffs. It can only investigate allegations of abuse using the economic analysis of monopolistic competition facilitated by the right to private action (Section 19) unique to the Competition Act. This right vested with CCI provides access to private consumer information that is so essential in understanding discrimination or defining predation.
Further, the commission has the right to levy fines but Trai doesn’t. If Trai seeks powers for damage claims by way of subordinate legislation, it will only encourage firms to indulge in forum shopping to the disadvantage of new entrants and consumers.
If expertise and legal backing indicate that predatory pricing and discriminatory pricing are in the realm of CCI, it is equally important to see if the Competition Act constrains the CCI from assessing competition on the information highway.
The digital space of this highway has no boundaries between products and services and between nations at odds with traditional price-cost parameters of competition. Antitrust authorities are currently grappling with the following questions :
i) how to define the relevant product market when the product is free;
ii) how to demarcate geographic boundaries for viral networks that do not follow national boundaries;
iii) what constitutes predatory pricing or discrimination when prices are not charged purely on account of the fact that marginal costs are negligible within the framework of legal structures.
Emergent new metrics of competition fail to establish unequivocally the dominance of large entities and of abuse. The recent dismissal of the allegation of predatory pricing by CCI in the Bharti Airtel versus Reliance Jio case was on traditional measures of dominance. As in the case of the consultation paper, CCI’s decision is a welcome one. But does it provide comfort for intervening in future information markets? That said, it does provoke a rethink on prevailing regulatory Acts if regulators are to be effective in the markets of the future.
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Petrol in India is cheaper than in countries like Hong Kong, Germany and the UK but costlier than in China, Brazil, Japan, the US, Russia, Pakistan and Sri Lanka, a Bank of Baroda Economics Research report showed.
Rising fuel prices in India have led to considerable debate on which government, state or central, should be lowering their taxes to keep prices under control.
The rise in fuel prices is mainly due to the global price of crude oil (raw material for making petrol and diesel) going up. Further, a stronger dollar has added to the cost of crude oil.
Amongst comparable countries (per capita wise), prices in India are higher than those in Vietnam, Kenya, Ukraine, Bangladesh, Nepal, Pakistan, Sri Lanka, and Venezuela. Countries that are major oil producers have much lower prices.
In the report, the Philippines has a comparable petrol price but has a per capita income higher than India by over 50 per cent.
Countries which have a lower per capita income like Kenya, Bangladesh, Nepal, Pakistan, and Venezuela have much lower prices of petrol and hence are impacted less than India.
“Therefore there is still a strong case for the government to consider lowering the taxes on fuel to protect the interest of the people,” the report argued.
India is the world’s third-biggest oil consuming and importing nation. It imports 85 per cent of its oil needs and so prices retail fuel at import parity rates.
With the global surge in energy prices, the cost of producing petrol, diesel and other petroleum products also went up for oil companies in India.
They raised petrol and diesel prices by Rs 10 a litre in just over a fortnight beginning March 22 but hit a pause button soon after as the move faced criticism and the opposition parties asked the government to cut taxes instead.
India imports most of its oil from a group of countries called the ‘OPEC +’ (i.e, Iran, Iraq, Saudi Arabia, Venezuela, Kuwait, United Arab Emirates, Russia, etc), which produces 40% of the world’s crude oil.
As they have the power to dictate fuel supply and prices, their decision of limiting the global supply reduces supply in India, thus raising prices
The government charges about 167% tax (excise) on petrol and 129% on diesel as compared to US (20%), UK (62%), Italy and Germany (65%).
The abominable excise duty is 2/3rd of the cost, and the base price, dealer commission and freight form the rest.
Here is an approximate break-up (in Rs):
a)Base Price | 39 |
b)Freight | 0.34 |
c) Price Charged to Dealers = (a+b) | 39.34 |
d) Excise Duty | 40.17 |
e) Dealer Commission | 4.68 |
f) VAT | 25.35 |
g) Retail Selling Price | 109.54 |
Looked closely, much of the cost of petrol and diesel is due to higher tax rate by govt, specifically excise duty.
So the question is why government is not reducing the prices ?
India, being a developing country, it does require gigantic amount of funding for its infrastructure projects as well as welfare schemes.
However, we as a society is yet to be tax-compliant. Many people evade the direct tax and that’s the reason why govt’s hands are tied. Govt. needs the money to fund various programs and at the same time it is not generating enough revenue from direct taxes.
That’s the reason why, govt is bumping up its revenue through higher indirect taxes such as GST or excise duty as in the case of petrol and diesel.
Direct taxes are progressive as it taxes according to an individuals’ income however indirect tax such as excise duty or GST are regressive in the sense that the poorest of the poor and richest of the rich have to pay the same amount.
Does not matter, if you are an auto-driver or owner of a Mercedes, end of the day both pay the same price for petrol/diesel-that’s why it is regressive in nature.
But unlike direct tax where tax evasion is rampant, indirect tax can not be evaded due to their very nature and as long as huge no of Indians keep evading direct taxes, indirect tax such as excise duty will be difficult for the govt to reduce, because it may reduce the revenue and hamper may programs of the govt.