Are plans to lift vehicle import ban truly wise?

By Dhananath Fernando

Originally appeared on the Morning

Many Sri Lankans, including myself, are products of a failed middle-class dream. We aspire to be doctors, lawyers, and accountants because that path seems to promise a reasonable house and a decent vehicle.

Yet, bad economics has turned us into a generation of frustrated, failed middle-class citizens. Among the middle class, one of the most debated topics is vehicle imports – a key symbol of socioeconomic aspirations – which has recently resurfaced as a contentious issue.

While the Government has not clarified its stance on vehicle imports, the economic consequences of restricting them are evident. A black market emerges and people are forced to pay exorbitantly high prices for second-hand vehicles that are 5-10 years old. The economic impact of such inflated vehicle prices often goes unrecognised.

When someone spends three times the vehicle’s actual value, they lose the ability to invest the same amount in other life priorities – building or expanding a home, starting a business, pursuing professional or children’s education, or supporting leisure and the arts. This ripple effect stifles personal aspirations and reduces income opportunities for micro, small, and medium-sized businesses.

While I strongly advocate for relaxing vehicle import restrictions (or any import restrictions), the reasoning often used to justify such relaxation is flawed. Many argue that importing vehicles would boost Government revenue through increased border taxes, especially given the International Monetary Fund’s (IMF) target of raising Sri Lanka’s revenue to 15% of GDP.

However, relying on border taxes for revenue sets a dangerous precedent, making our economy less competitive. This logic paves the way for protectionist measures like tariff hikes, a strategy that failed us during the 30-year war when high tariffs funded fiscal deficits but left our exports uncompetitive and fostered corruption.

Instead, the Government should focus on sunsetting unnecessary tax concessions, eliminating vehicle permit schemes for public servants, and broadening the tax net through investments in digitising the Inland Revenue Department.

The concerns: Currency depreciation and congestion

The two main arguments against vehicle imports are currency depreciation and increased congestion.

Currency depreciation

Currency depreciation is often wrongly attributed to imports. During the Covid-19 pandemic, Sri Lanka banned most imports, including essential medicines, yet the currency depreciated from Rs. 180 to Rs. 360. Before the ban, vehicle imports amounted to around $ 1 billion annually, while fuel imports, at $ 3 billion, should theoretically have had a greater impact on currency depreciation.

In reality, currency depreciation and reserve depletion occur when the Central Bank increases rupee supply by artificially lowering interest rates. When interest rates are kept low, borrowing becomes cheaper, prompting higher demand for credit – for vehicles, housing, and business expansion – which in turn drives up import demand. As a result, people demand more dollars from banks, leading to currency depreciation.

If the Central Bank refrains from artificially suppressing interest rates, banks will need to redirect credit for vehicle purchases from other sectors, naturally balancing the flow of rupees in the economy. Higher interest rates would curb excessive consumption, including vehicle purchases.

Unfortunately, the Central Bank has historically enabled excessive consumption by maintaining artificially low interest rates, which leads to higher import demand and ultimately depletes reserves as it attempts to defend the currency.

Thus, vehicle imports have little direct impact on currency depreciation or reserve depletion. Instead, the focus should be on managing interest rates to balance economic activity. That said, a phased approach to relaxing vehicle imports is advisable to avoid shocks to the economy. Notably, despite import relaxations, the Sri Lankan Rupee has appreciated by approximately 11%.

Congestion

Concerns about increased congestion due to vehicle imports are valid. However, the solution lies in improving public transportation. Significant investment in public transport infrastructure would reduce the demand for personal vehicles. Additionally, mechanisms for exporting used vehicles could help mitigate congestion.

Excessive taxes on vehicles will not develop public transport. On the contrary, such taxes exacerbate issues by suppressing aspirations, limiting personal choices, and further deteriorating the public transport system.

Developing public transport requires policy shifts, such as cancelling the restrictive route permit system, engaging the private sector, and relaxing price controls on bus fares. These reforms, not 300% vehicle taxes or outright bans, will address congestion effectively.

Way forward

Vehicle import restrictions and excessive taxes have far-reaching implications that go beyond economics, affecting aspirations and everyday lives.

While phasing out restrictions and ensuring fiscal discipline are essential, the Government must prioritise structural reforms and long-term solutions like public transport development and tax base expansion. Only then can we create an economy that balances growth, equity, and personal freedom.

Why public transport should be the real campaign promise

By Dhananath Fernando

Originally appeared on the Morning

All political parties want to make promises during the election to attract their voter base.

Some politicians in the Opposition provide material benefits such as roofing sheets, sarees, and mobile phones. Additionally, the ruling party often announces salary hikes for Government servants, special interest rates for retirees, fuel cost reductions, and fertiliser subsidies, expecting to provide relief for voters and secure their votes in return.

The biggest benefit voters can receive from politicians and their manifestos is the improvement of the public transport system. A solid mechanism to improve public transport is more beneficial compared to all other promises combined.

However, the way most politicians are opting to provide relief for the problem of commuting is by removing the vehicle import ban. Removing the ban is necessary because our vehicle stock has not been renewed for the last 4-5 years. However, vehicle imports will not solve the problem of public transportation. Not many politicians or parties understand that our economy and many of the other struggles related to the cost of living are connected to the problem of commuting.

Given the poor status of our public transport system, every middle-class family living in suburban areas within a 20-30 km radius of Colombo wants to travel in their own vehicle. To own a personal vehicle, a middle-income family pays about 150-200% in tariffs on imported vehicles. Simply put, this means that middle-class people pay twice the value of a car, often with a vehicle loan taken at about 12-14% interest.

The solution many middle-class families choose to solve their commuting problem comes at a significant cost to their living expenses and lifestyle. As a result, they end up spending two to three times the value of a vehicle at high-interest rates, cutting down on other potential expenditure, such as higher education or investing in a business.

When the middle class cuts down on spending, many other industries that could have benefited from middle-class expenditure are negatively impacted.

Moreover, as middle-class citizens purchase personal vehicles to solve their commuting problems, the roads become overcrowded. Our average speed during peak hours is dropping below 20 km/h. By spending a fortune on a car at a very high-interest rate, we spend valuable time on the road.

During peak hours, residents from the stretch of Moratuwa, Wattala, Pelawatta, Battaramulla, Maharagama, Kottawa, and Homagama take at least one hour to enter Colombo and another hour to return home. Spending two hours a day commuting means that if a person works for 22 days per month for 12 months, they spend about 22 full days (24-hour days) on the road. This translates to spending at least one month out of 12 on daily commuting. We are spending a month in the most expensive and uncomfortable way possible.

Politicians need to understand the need for a solid public transport system, which will not only provide relief for people but also improve our productivity manifold and boost economic growth and investments.

How can we fix it?

Many political parties make only broad statements, but none specify how to solve the problem. An often-tried solution is buying extra buses from India for the Sri Lanka Transport Board (SLTB) or purchasing new train engines or compartments from India. Despite trying this approach for over two decades, the situation remains the same.

Recent data reveals that after Covid-19, the number of bus routes has declined. One notable bus route that disappeared in Colombo was route number 155, which operated from Mount Lavinia to Mattakkuliya.

While the problem is complicated, the first step to solving it is to encourage people to commute to the city using public transport rather than personal vehicles. Therefore, we need to prioritise high-passenger capacity vehicles in traffic lanes. The priority lane system for buses was a step in the right direction, but the condition of the buses remains very poor. Bus owners are already complaining that high costs and a lack of labour are causing them to leave the industry.

The framework for the solution is to provide a public transport option that is less expensive than travelling by personal vehicle and allows for faster commuting with the same level of comfort as a personal vehicle. In terms of buses, the option is to allow more air-conditioned buses and permit them to charge a higher price.

However, the route permit system must be abolished or replaced with a new mechanism where supply and demand can be matched. With the current route permit system, even if there are many passengers on a particular route, no new buses can be introduced. With controlled pricing, service providers have no incentive to improve their services. Therefore, allowing players to enter with different price points is the first requirement.

Secondly, we can consider high-level options such as a Light Rail Transit (LRT) system, where we can tap into bilateral and multilateral funds.

In terms of trains, private investment must also be allowed. For instance, railway stations across the island are generally located at points where real estate values are the highest. With amendments to the Railways Authority Act, private investments can be tapped to generate alternative revenue models for these stations. Additionally, railway tracks, compartments, and operations can be unbundled, allowing different players to enter each segment rather than running it as a State-run, loss-making monopoly.

Solutions for public transport do not lie solely in Government investments. They lie in making regulatory changes that can unleash the potential of capital, allowing players to enter the market according to demand, and making regulatory changes that offer the public more choices.

Let’s hope that the manifestos of political parties will address the above issues in the upcoming Presidential and General Elections.

Why Sri Lankans aim low

In this weekly column on The Sunday Morning Business titled “The Coordination Problem”, the scholars and fellows associated with Advocata attempt to explore issues around economics, public policy, the institutions that govern them and their impact on our lives and society.

Originally appeared on The Morning

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By Dhananath Fernando

Over the years, a lot of weight has been put on building “aspirational Sri Lankans”. Different terminologies have been used to define them; however, the core group of the so-called aspirational Sri Lankans remains the same – “intellectuals”, “business professionals”, “young professionals”, and “members of professional movements”. The key question then is what makes aspirational Sri Lankans aspirational, and why have they been unsuccessful in placing Sri Lanka back on the map?

Where are our aspirations?

Many Sri Lankans aspire to build a house, buy a vehicle, and probably have a grand wedding and proceed on to provide a good education for their children. Achieving these aspirations continues throughout their lifecycle. Then, the next generation takes the baton and runs the same race. This is the constant marathon run by our “aspirational Sri Lankans” for decades.

The serious question we need to ask ourselves is why basic needs such as housing and transportation have become aspirations for the average Sri Lankan in the 21st Century. Moreover, attention should be given to the opportunity costs of obsessing over housing and transportation by these “aspirational Sri Lankans” – what could be achieved if this was not the case?

Why people consume capital by building a house

While it is true that the financial literacy of Sri Lankans is low and that we have failed at the formation of capital due to excessive consumption from our initial capital instead of investing, we also need to investigate the economic rationale behind such behaviour. The reason as to why basic needs such as housing have become a distant dream to the average Sri Lankan is deeply rooted in the distortion of prices in the housing market due to the implementation of misguided economic policies. Most of the construction material in Sri Lanka is far more expensive than the prices of the said material in the entire region. The total tax Sri Lankans pay for imported steel ranges between 19% and 64%.

The tax on imported tiles ranges between 19% and 93%, and at present, the Government has imposed a temporary import restriction on tiles and sanitaryware, driving the prices of local goods up. Anyone who has attempted to build a house would know how ridiculous the prices for light fittings, curtains, aluminium, and other material are. Sri Lanka also has a shortage of skilled labour, and finding a mason or a furniture craftsman is not only difficult but also expensive. They have become expensive on the basis of productivity. If you are wondering why Chinese labour has expanded beyond large-scale construction to small-scale residential construction, the answer is rooted in productivity. Chinese labourers are five times more productive (according to an in-depth interview conducted by the author with an apartment builder) than the Sri Lankan labourer.

High import tariffs and import bans have led to skyrocketing domestic prices, and now the simple transaction of buying or building a house has become a lifetime dream of the aspirational Sri Lankan. If you ask a banker for their reason for remaining in that job, they will tell you that it is the concessionary “housing loan’” and “vehicle loan” that attracted them. While a fortune will be spent on building a house, there will be limited funds to explore better education opportunities, hereby pushing the tertiary education of young professionals to the grave due to extra prices paid for inefficiencies in housing.

The existing land issues, the inability to transfer properties, and lack of property rights have made the situation worse. So in real terms, the “aspirational Sri Lankan’s” capital that they couldn’t invest for returns was not invested in their house, but rather in the extra price they paid for construction. More importantly, potential aspirational Sri Lankans are expending valuable energy in trying to overcome the consequences of these misguided economic policies.

Where is the capital for the vehicle?

It is no secret that Sri Lanka’s vehicle market is one of the most distorted markets. Based on the usage of the vehicle, the value increases, and we pay exorbitant amounts of tax at the point of importing a vehicle. Making things worse is the vehicle permit system that is only available to VVIPS and few professions.

So what is the incentive to be an aspirational Sri Lankan? Is it to take the risk of investing the capital and trying to consume from the yield, allowing the capital to multiply, while lobby groups and politically connected pressure groups not only get a vehicle permit but also the legal blessing to sell despite tax losses to the government?

The permit culture is not only in buying vehicles, but it is also in the public transportation system where route permits for public transportation are more expensive than the bus itself, even though the cost of a bus is multiplied several times over when you factor in the tax.

Yet again in the real world, the aspirational hardworking Sri Lankan’s capital, which they never invested (which they did not have the knowledge to invest), gets gobbled down in distorted markets that are protected from competition. 

Even when looking at leisure and recreation, the cost of recovering capital invested in the construction of a hotel is passed on as room rates at prices that are higher than those of similar destinations in the region, because of our high cost of construction. At weddings, the costs of the food they serve, electrical appliances, storage, and prices of cutlery, liquor, etc. are added to the final cost of a plate at a wedding. Hence, there is no alternative but to eat away at the capital that belongs to the average aspirational Sri Lankan. 

It is true many Sri Lankans get into this trap by trying to live beyond their means, spending lavishly at weddings, building bigger houses than they require, and buying vehicles due to a lack of financial literacy. But the reasons why artificial value has been created for basics such as housing and commuting is misguided economic policies.

What young entrepreneurs chase as aspirations are not the real aspirations that could put Sri Lanka back on the map. The very reason for this is that our prices do not indicate the true value of the product or service and the real value it offers. The concept of “price” is of paramount importance. It is the single indicator of value, resource scarcity, productivity, supply, demand, and so many variables that are all encapsulated in that single number called “price”.

When governments and policies intervene in demarcating prices, the price set is a result of people chasing the wrong things and the entirety of society has to bear the cost and loss of it.

What we need is to set a culture of hard work and free exchange where young entrepreneurs are provided with a level playing field, right incentive structures, and motivation to be productive and innovative – that is the real expectation of the aspirational Sri Lankan which has now been shadowed by glittery basics such as housing and buying a vehicle. Until we work towards that, we will not be able to see a new Sri Lanka nor will aspirational Sri Lankans ever prosper.

The opinions expressed are the author’s own views. They may not necessarily reflect the views of the Advocata Institute or anyone affiliated with the institute.