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Towards a more meaningful petroleum pricing policy
Dipankar Dasgupta & Tushar Kanti Chatterjee
The prices of petrol, diesel, kerosene and liquefied petroleum gas, the four most sensitive of oil products in India, have mostly been administered by the government. As reflected in the price build-up formulae published by Indian Oil Corporation Ltd, Hindustan Petroleum Corporation Ltd and Bharat Petroleum Corporation Ltd, the so-called 'desired' Indian prices of these products (except for petrol) are computed by adding to the internationally ruling free on board, prices in Gulf countries (1) the import costs (customs duties, ocean freight, insurance and port charges), (2) the inland freight-cum-delivery costs and, finally, (3) the costs and profit margins of oil marketing companies run by IOC, HPCL and BPCL. The 'desired' prices arrived at in the process turn out to be too high according to the government. Consequently, lower 'administered prices' are fixed by the petroleum ministry, thereby generating a shortfall from the desired prices. This shortfall is described as an 'under-recovery' for the OMCs, which is claimed to be the raison d'être for oil-sector subsidization.
The procedure adopted for computing the 'desired' prices is questionable, however, since the final products so priced are mostly produced at home and not imported. Subsidies are normally in order when the cost of production exceeds the price of the final product, a matter totally unrelated to 'under-recoveries' from imported final products. What, then, is the cost structure for the critical petroleum products, and how would it relate to the revenue generated by a meaningful cross-subsidized administered pricing scheme?
To answer this question, we estimate the potential revenue surplus of oil refineries and marketing corporations. The latter is then viewed as a possible source of tax revenue for the Central and state governments. To begin with, we design a pricing scheme and apply it to the actual consumption data for the year, 2011-12, since the data for the financial year 2012-13 is not yet available.
The Pricing Scheme
Petrol: Petrol is an item of final consumption. Its price has little impact on inflation through forward linkages. Also, it is consumed by the relatively affluent sections and need not be subsidized. Thus, the price of petrol is fixed higher than the average 2011-12 international price (Rs 35.39 per litre) at Rs 60 per litre, which still falls short of the 2011-12 average petrol price of Rs 64.43 in India.
Diesel: According to the Parikh Committee Report on a Viable and Sustainable System of Pricing of Petroleum Products, the consumption pattern of diesel in India was: railways — 6 per cent; trucks — 37 per cent; buses — 12 per cent; taxis — 9 per cent; agriculture — 12 per cent; industry —10 per cent; power generation — 8 per cent; and private cars — 6 per cent. Thus, the diesel consumption for railways, trucks, buses, taxis and agriculture accounts for about 76 per cent of the total consumption, while that for industry, power generation and private cars constitutes the balance of 24 per cent. In other words, 76 per cent of the diesel consumed needs to be subsidized. We suggest the subsidized diesel price to be Rs 35 per litre, thereby ensuring that their impact on prices of essential commodities is bearable, and the non-subsidized price to be Rs 60 per litre.
Even if difficult to implement, a differential pricing formula for diesel can be sustained only through direct cash transfers. Every truck, taxi, bus and tractor should have a unique number assigned through radio frequency identification chips, which new vehicles already carry. The petrol pumps will scan the unique number for generating retail shop bills and sell diesel at a uniform price of Rs 60 per litre to all consumers. However, the drivers or owners of transport vehicles and tractors will receive a subsidy of Rs (60 - 35) = Rs 25 per litre per month against the deposit of original bills to designated authorities. Similarly, farmers may be allowed to use a maximum of 15 litres of diesel for each bigha watered by diesel pumps and receive a subsidy of Rs 25 per litre per bigha.
Kerosene: Estimates suggest that 35 per cent or more of public distribution system kerosene is diverted to take advantage of higher market prices. A single price in the market must therefore prevail as in the case of diesel. We suggest this price to be Rs 40 per litre. The subsidized price of PDS kerosene will be Rs 13.70 per litre for 65 per cent of total kerosene consumption. As with diesel, ration shops could sell it at a uniform price of Rs 40 per litre. The ration or BPL card-holders would need to open bank accounts in nearby nationalized banks. Under this arrangement, they would receive bank transfers of Rs (40 – 13.7) = Rs 26.30 per litre of kerosene purchased every month. The panchayats, too, may be roped in to ensure that the subsidy scheme is properly implemented.
LPG: The Parikh Committee observes that, on an annual basis, rural households consume 6 to 9 cylinders, whereas urban and semi-urban households use 9 to 20 cylinders. The figures suggest a yearly average urban household consumption of around 14 cylinders and rural household consumption of 9 cylinders. The supply of subsidized domestic LPG could therefore be rationed to one cylinder per month (that is, 30 days) for each household (as opposed to the 6 cylinders per year proposed by the government). We expect that around 10 per cent of the population will consume more than one cylinder per month.
The unsubsidized domestic LPG may be priced at Rs 800 per cylinder (operative for a second cylinder purchased within 30 days of the last purchase). The subsidized price is fixed at Rs 400 per cylinder. Also, as decided by the government recently, a common database of subscribers will locate families with multiple LPG connections in order to lock the extra connections.
The consumption pattern of these four essential petroleum products for the year, 2011-12, their actual internationally prevailing prices, the suggested rationed prices and the total revenue the latter would generate, assuming unchanged consumption rates, are presented in the table. As the table shows, at unchanged consumption levels, a total revenue of Rs 5,14,746 crore would be generated in 2011-12 from domestic consumption alone.
The prices suggested should not be treated as rigid in nature. Depending on the international scenario, our own prices will have to change too. However, through frequent monitoring (for example, once every fortnight) the price increases need to be absorbed as far as possible by petrol, unsubsidized diesel (24 per cent) and unsubsidized LPG (10 per cent).
The table assumes that the consumption pattern for 2011-12 would not be affected by the proposed alternative price structure. This assumption is motivated by the fact that till the arrival of alternative energy sources, petro-product demands are not expected to vary too much in response to price changes. Further, our rationing scheme depends on the success of the direct cash subsidy proposals. One expects that a sincere effort on the part of the Central government to improve this scheme, instead of mindless tinkering with prices, will contribute substantially towards solving the petro-pricing dilemma.
We proceed next to estimate the crude oil consumption related costs.
D. Dasgupta is a former professor of economics, Indian Statistical Institute. T.K. Chatterjee is a project and management consultant to the S.K. Birla Group
How it all adds up - I4U News
Dipankar Dasgupta & Tushar Kanti Chatterjee
The prices of petrol, diesel, kerosene and liquefied petroleum gas, the four most sensitive of oil products in India, have mostly been administered by the government. As reflected in the price build-up formulae published by Indian Oil Corporation Ltd, Hindustan Petroleum Corporation Ltd and Bharat Petroleum Corporation Ltd, the so-called 'desired' Indian prices of these products (except for petrol) are computed by adding to the internationally ruling free on board, prices in Gulf countries (1) the import costs (customs duties, ocean freight, insurance and port charges), (2) the inland freight-cum-delivery costs and, finally, (3) the costs and profit margins of oil marketing companies run by IOC, HPCL and BPCL. The 'desired' prices arrived at in the process turn out to be too high according to the government. Consequently, lower 'administered prices' are fixed by the petroleum ministry, thereby generating a shortfall from the desired prices. This shortfall is described as an 'under-recovery' for the OMCs, which is claimed to be the raison d'être for oil-sector subsidization.
The procedure adopted for computing the 'desired' prices is questionable, however, since the final products so priced are mostly produced at home and not imported. Subsidies are normally in order when the cost of production exceeds the price of the final product, a matter totally unrelated to 'under-recoveries' from imported final products. What, then, is the cost structure for the critical petroleum products, and how would it relate to the revenue generated by a meaningful cross-subsidized administered pricing scheme?
To answer this question, we estimate the potential revenue surplus of oil refineries and marketing corporations. The latter is then viewed as a possible source of tax revenue for the Central and state governments. To begin with, we design a pricing scheme and apply it to the actual consumption data for the year, 2011-12, since the data for the financial year 2012-13 is not yet available.
The Pricing Scheme
Petrol: Petrol is an item of final consumption. Its price has little impact on inflation through forward linkages. Also, it is consumed by the relatively affluent sections and need not be subsidized. Thus, the price of petrol is fixed higher than the average 2011-12 international price (Rs 35.39 per litre) at Rs 60 per litre, which still falls short of the 2011-12 average petrol price of Rs 64.43 in India.
Diesel: According to the Parikh Committee Report on a Viable and Sustainable System of Pricing of Petroleum Products, the consumption pattern of diesel in India was: railways — 6 per cent; trucks — 37 per cent; buses — 12 per cent; taxis — 9 per cent; agriculture — 12 per cent; industry —10 per cent; power generation — 8 per cent; and private cars — 6 per cent. Thus, the diesel consumption for railways, trucks, buses, taxis and agriculture accounts for about 76 per cent of the total consumption, while that for industry, power generation and private cars constitutes the balance of 24 per cent. In other words, 76 per cent of the diesel consumed needs to be subsidized. We suggest the subsidized diesel price to be Rs 35 per litre, thereby ensuring that their impact on prices of essential commodities is bearable, and the non-subsidized price to be Rs 60 per litre.
Even if difficult to implement, a differential pricing formula for diesel can be sustained only through direct cash transfers. Every truck, taxi, bus and tractor should have a unique number assigned through radio frequency identification chips, which new vehicles already carry. The petrol pumps will scan the unique number for generating retail shop bills and sell diesel at a uniform price of Rs 60 per litre to all consumers. However, the drivers or owners of transport vehicles and tractors will receive a subsidy of Rs (60 - 35) = Rs 25 per litre per month against the deposit of original bills to designated authorities. Similarly, farmers may be allowed to use a maximum of 15 litres of diesel for each bigha watered by diesel pumps and receive a subsidy of Rs 25 per litre per bigha.
Kerosene: Estimates suggest that 35 per cent or more of public distribution system kerosene is diverted to take advantage of higher market prices. A single price in the market must therefore prevail as in the case of diesel. We suggest this price to be Rs 40 per litre. The subsidized price of PDS kerosene will be Rs 13.70 per litre for 65 per cent of total kerosene consumption. As with diesel, ration shops could sell it at a uniform price of Rs 40 per litre. The ration or BPL card-holders would need to open bank accounts in nearby nationalized banks. Under this arrangement, they would receive bank transfers of Rs (40 – 13.7) = Rs 26.30 per litre of kerosene purchased every month. The panchayats, too, may be roped in to ensure that the subsidy scheme is properly implemented.
LPG: The Parikh Committee observes that, on an annual basis, rural households consume 6 to 9 cylinders, whereas urban and semi-urban households use 9 to 20 cylinders. The figures suggest a yearly average urban household consumption of around 14 cylinders and rural household consumption of 9 cylinders. The supply of subsidized domestic LPG could therefore be rationed to one cylinder per month (that is, 30 days) for each household (as opposed to the 6 cylinders per year proposed by the government). We expect that around 10 per cent of the population will consume more than one cylinder per month.
The unsubsidized domestic LPG may be priced at Rs 800 per cylinder (operative for a second cylinder purchased within 30 days of the last purchase). The subsidized price is fixed at Rs 400 per cylinder. Also, as decided by the government recently, a common database of subscribers will locate families with multiple LPG connections in order to lock the extra connections.
The consumption pattern of these four essential petroleum products for the year, 2011-12, their actual internationally prevailing prices, the suggested rationed prices and the total revenue the latter would generate, assuming unchanged consumption rates, are presented in the table. As the table shows, at unchanged consumption levels, a total revenue of Rs 5,14,746 crore would be generated in 2011-12 from domestic consumption alone.
The prices suggested should not be treated as rigid in nature. Depending on the international scenario, our own prices will have to change too. However, through frequent monitoring (for example, once every fortnight) the price increases need to be absorbed as far as possible by petrol, unsubsidized diesel (24 per cent) and unsubsidized LPG (10 per cent).
The table assumes that the consumption pattern for 2011-12 would not be affected by the proposed alternative price structure. This assumption is motivated by the fact that till the arrival of alternative energy sources, petro-product demands are not expected to vary too much in response to price changes. Further, our rationing scheme depends on the success of the direct cash subsidy proposals. One expects that a sincere effort on the part of the Central government to improve this scheme, instead of mindless tinkering with prices, will contribute substantially towards solving the petro-pricing dilemma.
We proceed next to estimate the crude oil consumption related costs.
D. Dasgupta is a former professor of economics, Indian Statistical Institute. T.K. Chatterjee is a project and management consultant to the S.K. Birla Group
How it all adds up - I4U News