By R. Sasankan
This must count as the biggest double whammy for consumers of
transportation fuels in India: petrol and diesel. A combination of
persistently high taxes on fuel and an anachronistic element in the
overall pricing mechanism – import parity price for domestic consumption
of the two fuels that ironically is now being exported by refineries –
translates into a gigantic rip-off for consumers at India’s retail pumps
that fatten profits of oil marketing companies.
The petroleum sector in India ranks among the highest taxed sectors in
the country. As a result, the Indian consumer pays one of the highest
retail prices for transportation fuels such as petrol and diesel among
the south Asian countries.
Soon after the National Democratic Alliance (NDA) led by Narendra Modi
assumed power in 2014, prices of crude oil crashed in the international
market. No other prime minister in recent history had such a stroke of
luck. India imports over 83 per cent of its crude oil requirements but
the Indian consumer did not benefit from the crash in crude oil prices.
That is because the government chose to soak up most of the price
benefit through excise duty to finance the development of public
infrastructure. The logic behind the government’s noble intentions
cannot be questioned. Truth be told, there were no great public
agitations either pressing for a reduction in fuel prices. The result:
the refineries started raking in the moolah.
However, petroleum pundits believe that the government should have cut
some slack to the Indian consumer by scrapping the age-old import parity
pricing mechanism that had become both irrelevant and a device to
inflict greater misery on the hapless consumer of transportation fuels.
India has innumerable refineries with a total refining capacity of 252
million tonnes per annum. As a result, it is also the largest petroleum
products exporter in Asia. The government has already flagged its
ambition to turn the country into an export hub for petroleum products
by creating fresh refining capacity.
This raises a troubling question: how can a petroleum product exporting
country charge an Import Parity Price (IPP) for its domestic consumers?
IPP represents the price that importers would pay in case of actual
import of product at the respective Indian ports which include elements
like the FOB price, ocean freight, insurance, customs duty, and port
dues. Since there is very little import of these fuels into the country,
this is a completely notional tax that is being tacked on to price at
the retail pump.
The import parity pricing was introduced in 2001 after the
Administrative Pricing Mechanism (APM) was dismantled. The end of the
APM regime meant that oil marketing companies were technically granted
the “freedom” to fix their retail prices. At that time, crude oil prices
were hovering around $ 20 per barrel and the refining margins ranged
between $1.50 and $ 2 per barrel. India was then a net importer of
petroleum products and, therefore, an Import parity pricing was
justifiable.
The situation changed dramatically more than a decade ago when private
refinery Reliance Industries Ltd (RIL) started exporting petroleum
products. RIL was followed by the Essar refinery. The refining margins
these days are in the range of $ 8 to 10 per barrel. In FY 2017-18,
against a domestic consumption of 206 million tonnes, domestic
production stood at 254 million tonnes, a net surplus of 48 million
tonnes. This surplus is expected to go up as the government sets about
raising refining capacities.
The basic question here is: When the country is exporting petroleum
products to competitive markets, is it fair to charge the domestic
customers an import parity price for phantom imports of these fuels?
A look at the price build- up of retail selling price of petrol and
diesel brings out an interesting aspect. The Refinery Transfer Price
(RTP) for Motor Spirit (petrol) is Rs 33.78 per litre. But after taxes
and dealers’ commission, the consumer pays Rs. 72.19 per litre.
Considering that 54 per cent of the price of petrol is taxes and
dealers’commission, the consumer price will come down by about Rs. 4 per
litre if the import parity price regime is scrapped. This works out to a
very substantial benefit for the consumer. In the case of diesel, the
RTP is Rs. 35.64 per litre but the consumer must fork out Rs 62.73 per
litre. Since taxes account for 43 per cent of the price of diesel, the
ultimate consumers will stand to gain by about Rs 3.30 per litre for
diesel if the IPP regime is dumped.
The government is trying to protect the profits of state-owned
refineries by retaining the IPP regime. RIL has the highest gross
refining margin (GRM) among all refineries even as it exports most of
its products. Some of its domestic retail outlets offer discounts in the
range of Re 1-1.5 per litre. If petroleum-exporting India introduces
Export parity Pricing (EPP) for its petroleum products, its consumers
will benefit substantially. EPP is the quoted export price plus the
advance licensing benefits. Since the customs duty on crude oil is zero,
advance licensing benefits is also zero. So EPP is just the quoted
price, the first element of IPP. But is the government listening?
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