Effects of Trade liberalisation, Environmental and Labour Regulations on Employment in India's Organised Textile Sector

In recent years, employment has fallen in the organised textile sector despite an aggregate rise in output and capital. This paper analyses the role of various factors that in uence employment using 3- digit classication of Indian textile industry from 1973-74 to 1997-98. Our results document that the fall in employment can be explained in terms of rise in wages, output shocks, lack of capital utilisation and trade restrictiveness pertaining to Multi Fibre Arrangement (MFA). Environmental regulations enhance employment in the sub-sectors that are most likely to be in uenced by them. The results are robust to dierent measures of capital, its utilisation and disaggregation to statelevel. We also illustrate that in a post-MFA regime, employment in the sector is bound to increase owing to absence of trade restrictions and prospects of huge investment in general and in complying with environmental regulations, though the labour regulations might aect the magnitude of that increase.Trade Liberalisation, environmental regulations, Labour Regulations, Employment, India, Textile

Unveiling Protectionism: Regional Responses to Remaining Barriers in the Textiles and Clothing Trade

this chapter focuses on some major domestic issues that encompass supply and demand in textile and apparel sector in India.textile and apparel sector, domestic supply and demand, India

Effects of trade liberalisation, environmental and labour regulations on employment in India's organised textile sector

In recent years, employment has fallen in the organised textile sector despite an aggregate rise in output and capital. This paper analyses the role of various factors that influence employment using 3-digit classification of Indian textile industry from 1973-74 to 1997-98. Our results document that the fall in employment can be explained in terms of rise in wages, output shocks, lack of capital utilisation and trade restrictiveness pertaining to Multi Fibre Arrangement (MFA). Environmental regulations enhance employment in the sub-sectors that are most likely to be influenced by them. The results are robust to dierent measures of capital, its utilisation and disaggregation to statelevel. We also illustrate that in a post-MFA regime, employment in the sector is bound to increase owing to absence of trade restrictions and prospects of huge investment in general and in complying with environmental regulations, though the labour regulations might affect the magnitude of that increase.

Topological Susceptibility and Zero Mode Size in Lattice QCD

We use the overlap formalism to define a topological index on the lattice. We study the spectral flow of the hermitian Wilson-Dirac operator and identify zero crossings with topological objects. We determine the topological susceptibility and zero mode size distribution, and we comment on the stability of our results.Comment: 3 pages latex with 2 postscript figures. Talk presented at LATTICE98(confine

The hermitian Wilson-Dirac operator in smooth SU(2) instanton backgrounds

We study the spectral flow of the hermitian Wilson-Dirac operator \ham(m) as a function of $m$ in smooth SU(2) instanton backgrounds on the lattice. For a single instanton background with Dirichlet boundary conditions on \ham(m), we find a level crossing in the spectral flow of \ham(m), and we find the shape of the crossing mode at the crossing point to be in good agreement with the zero mode associated with the single instanton background. With anti-periodic boundary conditions on \ham(m), we find that the instanton background in the singular gauge has the correct spectral flow but the one in regular gauge does not. We also investigate the spectral flows of two instanton and instanton-anti-instanton backgrounds.Comment: 18 pages, Latex file, 12 postscript figure

Evidence for fractional topological charge in SU(2) pure Yang-Mills theory

We investigate the spectral flows of the hermitian Wilson-Dirac operator in the fundamental and adjoint representations on two ensembles of pure SU(2) gauge field configurations at the same physical volume. We find several background gauge field configurations where the index of the hermitian Wilson-Dirac operator in the adjoint representation is not four times the index in the fundamental representation. This could imply a topological basis for the gluino condensate in supersymmetric Yang-Mills theories.Comment: 6 pages latex with 1 postscript figure included by eps

Chiral zero modes in non local domain walls

We study a generalization of the Callan-Harvey mechanism to the case of a non local mass. Using a 2+1 model as a concrete example, we show that both the existence and properties of localized zero modes can also be consistently studied when the mass is non local. After dealing with some general properties of the resulting integral equations, we show how non local masses naturally arise when radiative corrections are included. We do that for a 2+1 dimensional example, and also evaluate the zero mode of the resulting non local Dirac operator.Comment: 20 pages, LaTeX, 4 figures; typos and content of sections 2 and 3 correcte

Determinants of Competitiveness of the Indian Auto Industry

1. This study analyses the determinants of competitiveness in the Indian auto industry. It is based on a field survey and a quantitative analysis of secondary data. The field survey covers 45 firms all over India, of which 31 are auto-component firms and 14 are Original Equipment Manufacturers (OEMs). 2. From 2001-02 to 2005-06, the Indian automobile sector has grown at an average annual rate of over 18 per cent in terms of value of output at constant 1993-94 prices and the auto-component sector has grown at about 26 per cent. During the same period, in terms of domestic sales in numbers, two-wheelers have grown at over 13 per cent per annum; three-wheelers at more than 15 per cent commercial vehicles at about 25 per cent per annum and the number of passenger vehicles by 17 per cent per annum. 3. Vehicle exports at constant 1993-94 prices have grown at an average annual rate of more than 55 per cent from 2001-02 to 2005-06, while auto-component exports have grown at 21 per cent. Two-wheeler exports have seen an annual average growth rate of 27 per cent; passenger car exports have grown at 80 per cent; and commercial vehicles at about 55 per cent. 4. The effective rate of protection on automobiles is much higher than on components. For example, during 2006-07, while nominal custom duties were 60 per cent for automobiles (other than commercial vehicles), 12.5 per cent for commercial vehicles and 12.5 per cent for auto-components, effective rates of protection were 183.5 per cent, 12.5 per cent and 10.1 per cent, respectively. 5. With the higher countervailing duty and other cesses/levies, the effective rate of protection for automobile sector would be even higher. 6. This differential rate of effective protection distorts resource allocation and investment pattern in the industry. 7. The auto-component sector has much higher employment-generation potential and export-intensity than the auto assembly segment of the sector. The component manufacturers are now globally competitive and are also maintaining reasonable profitability levels despite a tariff protection of only 7.5 per cent. 8. The import tariff for the assembled vehicles is 60 per cent. Given the low level of protection both for the auto components and CKD/SKD kits, this clearly reflects a policy bias in favour of auto assemblers. 9. The reduction in import duties on assembled units may be undertaken in a phased manner and after ensuring that Indian automobile companies get comparable access to ASEAN and Chinese markets. 10. The anti-dumping mechanism should be strengthened to prevent the dumping of vehicles in the Indian market. 11. The government must also ensure that the large infrastructure deficit faced by this important sector is addressed urgently so that any adverse impact of macroeconomic policies is avoided. These are important steps if import duty structure is to be rationalized. 12. Materials cost is the major component in production cost and its share is increasing. Policy measures to reduce domestic indirect taxes on all inputs for the auto industry would be a welcome step to enhance competitiveness. The Chinese auto industry faces a flat 17 per cent indirect tax incidence, so our aim should be to reach that level. 13. Significant scaling up is required at all levels in the Indian auto-component sector so that economies of scale are gained and cost of production reduced. 14. One of the major constraints for the smaller auto-component manufacturers in increasing their scales of production is lack of credit availability at interest rates comparable to other countries. This is also confirmed by our econometric analysis. 15. R&D expenditure as a share of turnover is low in the Indian auto-component sector ranging between 0 and 1.5 per cent while it is 0.5-3 per cent for the automobile sector. In fact, most of the smaller auto-component firms and a few of the bigger ones do not have an R&D facility. Policy intervention is urgently needed to improve the R&D activities in the Indian auto industry. Since fiscal incentives are not working, a scheme of special credit for R&D would be useful to induce the R&D activities. 16. Indias current levels of tariff on capital goods are higher than those in the ASEAN and China. Thus, these tariffs should be brought down further to enhance competitiveness. 17. The Indian auto industry does not possess good design facilities. The Government needs to significantly strengthen non-proprietary R&D and design capacity that has strong connections with research institutes like IITs. This could be used by all the players in the industry to develop new models, reduce material costs and become more competitive. 18. Skill shortages and skill mismatches have emerged as a major constraint. To address this critical concern, the proposed National Auto Institute1 should be quickly established with active participation of private industry players. 19. There is a significant and increasing use to contract workers in the industry. Labour reforms, aimed at more flexibility, are widely considered among the industrialists as an essential step. This will encourage firms to employ and retain more permanent workers and improve learning and raise productivity levels. 20. It is important to recognize that labour reforms are expected to increase overall employment in the auto sector and will also help firms in the organised sector to scale up. 21. The unorganised sector contributes 30 per cent to total employment, 15 per cent to fixed assets and only 1.5 per cent to output in auto industry in India. This sector has much lower capital and labour productivity than the organised sector. The share of power/fuel cost in total costs are much higher in the unorganised sector. Hence, policy measures are required to incentivise these smaller firms to use power and fuel more efficiently, by adopting better technologies and taking steps to minimise wastage. 22. In the econometric analysis, foreign equity participation is found to be correlated with technical efficiency. Therefore, both centre and state governments should create a conducive environment for attracting more FDI. 23. The trend of mid-sized vehicles capturing a large market share is expected to continue in the foreseeable future. 24. A detailed roadmap for strict implementation of emission standards that are harmonised across states should be drawn up. This could go a long way in ensuring that the entire automotive supply chain upgrades quality and technology. 25. While the implementation of VAT is a positive step, remaining differential in indirect taxes should be eliminated by moving to the GST. The currently prevalent region-specific fiscal concessions are creating the unsustainable locational distortions in the industry. 26. So far, Indias FTA with Thailand has resulted in a net trade gain for India. The government must, however, ensure comparable, if not preferential, market access to domestic firms in partner countries, especially in the Asia-Pacific region, while negotiating FTAs. 27. The principles pertaining to the rules of origin have to be strictly implemented.Indian Auto Industry, competitiveness, Efficiency and Indian Auto Policy

Determinants of Competitiveness of the Indian Auto Industry

This paper analyses the determinants of competitiveness of auto industry in India, based on a field survey and a quantitative analysis of secondary data. It highlights that all segments of Indian auto sector are growing at a fairly high rates and their productivity as well as export intensity is on the rise. Domestic sales are rising, but they have declined in certain sub-segments of vehicles. However, the R&D expenditure has been scarce. Effective rate of protection of automobile assembly is far higher than that of auto-components manufacturing. Unorganised sector, which is quite significant in auto-component manufacturing, has grown more rapidly in the urban areas than in the rural areas. The econometric analysis suggests various measures that could be taken by the government, particularly, the credit facilitation for SMEs. A field survey comprising auto manufacturers in India underlines various constraints faced by the sector, such as the shortage of skilled manpower along with poor infrastructure, fluctuating steel prices and unavailability of land at reasonable price. This suggests that the government could facilitate the industry in becoming more competitive by taking steps such as structural fiscal reforms, cut in import duties of raw materials and capital goods, promotion of R&D and FDI, training facilities, research-backed negotiations of FTAs, roadmap for harmonising emission norms across the country and infrastructure improvement. Industry, on the other hand, should improve its R&D capabilities and market research.Indian Auto Industry, Competitiveness, Efficiency and Indian Auto Policy

ABC at Insteel Industries

In this paper, we seek to provide empirical documentation of the effect of Activity-Based Costing (ABC) information on product and customer-related decisions made by managers in a company. Proponents of ABC argue that when an entity implements ABC, it reaps at least two important benefits: process improvements that promote more efficient use of resources and hence reduce costs, and a set of overhead cost numbers that, relative to traditional volume-based methods of costing, better represent the consumption of shared resources by the firm's products, and enable the firm to target a more profitable mix of products and customers. While there is much anecdotal evidence about the efficacy of ABC and ABM (Activity Based Management), there has been no systematic, statistical investigation of whether ABC really influences managerial decisions. An ABC analysis may not have any impact on a firm for two reasons. (1) It may not reveal any new information to the managers who intuitively know already what an ABC system formally captures. (2) Key managers may reject the ABC numbers and be unwilling to weather the organizational change and upheaval often required for effective ABM. In this study, we conduct a statistical analysis of firm-level data in order to shed light on whether ABC provides new information to managers and whether ABM significantly impacts product and customer-related decisions. We supplement this analysis with interviews with top managers in the company on whether and to what extent the ABC analysis influenced managerial decision making. We do not find much support for the hypothesis that product prices reflect all costs even when a company does not have ABC information. We find that after the ABC analysis, Insteel displayed a higher propensity to discontinue or increase prices of products that were found unprofitable in the ABC study and to discontinue customers that were found unprofitable in the ABC. The changes to the portfolio of customers served were similar but not as striking as the product mix and pricing decisions. This finding is consistent with senior managers' intuition that product level decisions can be made faster than customer level decisions.