{"id":64792,"date":"2018-02-19T20:40:34","date_gmt":"2018-02-19T20:40:34","guid":{"rendered":"http:\/\/www.bnreport.com\/the-great-made-in-britain-delusion-4\/"},"modified":"2018-02-19T20:40:34","modified_gmt":"2018-02-19T20:40:34","slug":"the-great-made-in-britain-delusion-4","status":"publish","type":"post","link":"https:\/\/www.bnreport.com\/en\/the-great-made-in-britain-delusion-4\/","title":{"rendered":"The great \u2018Made in Britain\u2019 delusion"},"content":{"rendered":"

The U.K.\u2019s ambition to chart its own course as a trade champion outside the EU is facing a brutal reality check: Not enough of its exports are actually \u201cMade in Britain.\u201d<\/p>\n

After Brexit, Britain\u2019s big hope has been that it can simply \u201croll over\u201d the EU\u2019s trade agreements with countries around the world like South Korea, Japan and Vietnam. That would mean that the text of the Brussels-Ottawa agreement, for example, would simply be copy and pasted as the new Britain-Canada deal.<\/p>\n

There is a problem, however. These deals set tough requirements on where goods are produced to qualify for low tariffs. These \u201crules of origin\u201d are meant to stop Vietnam, for example, simply re-exporting cheap Chinese goods into the EU. The rules lock in how much of the value of the product must be created locally, adding up all the components, raw materials and know-how.<\/p>\n

Cars are a classic example of where Britain is in trouble. British vehicles contain only approximately 44 percent U.K. content, the Society of Motor Manufacturers and Traders<\/a> has said, while the average rules-of-origin level in EU trade deals is 55 percent for cars.<\/p>\n

\n

\u201cIf there is no profitability of continuing operations in the U.K. \u2014 not Japanese only \u2014 no private company can continue operations\u201d \u2014 Koji Tsuruoka, Japanese ambassador to the U.K.<\/em><\/p>\n<\/blockquote>\n

That means U.K.-built cars would not qualify under rolled-over trade deals and would face high tariffs.<\/p>\n

\u201cWe have a fundamental problem here,\u201d said Peter Holmes, a member of the U.K. Trade Policy Observatory<\/a>. \u201cThe government is just slowly beginning to understand that we can\u2019t just roll over these trade deals,\u201d he added, shortly after having briefed the Department of International Trade on the issue.<\/p>\n

As a stop-gap measure, the U.K. government is warming to the idea of staying in EU trade accords during a transition period \u2014 which could continue until 2021 or longer. One of the reasons for this change of heart is the challenge posed by rules of origin.<\/p>\n

A spokesperson for Britain\u2019s trade department said it was \u201cin discussions with our trading partners about transitioning those trade agreements \u2026 to ensure that businesses continue to operate, as much as possible, through their established value and supply chains.\u201d<\/p>\n

One-sided trade<\/h3>\n

Revealingly, EU trade partners like Canada and Japan are signaling a willingness to roll over the terms of their deals with the U.K. post Brexit. This is hardly out of the goodness of their hearts<\/a>. They realize that they would be able to export tariff-free to the U.K. under those terms, while Britain would fall foul of rules of origin requirements.<\/p>\n

\u201cIt\u2019s not surprising when third countries tell the U.K. that they are happy to copy and paste EU trade deals,\u201d said a European diplomat close to the Brexit talks. \u201cIt\u2019s very smart for them because they keep their market access \u2026 [while] U.K. companies would struggle to fulfill rules of origin requirements for their exports.\u201d<\/p>\n

This is a problem for the closely interconnected supply chains that many British companies \u2014 from carmakers to the aerospace sector \u2014 have with other EU countries, which have so far benefited from frictionless trade inside the single market.<\/p>\n

\u201cWe\u2019re concerned at the possibility that companies which have a footprint in the EU and U.K. could find it more difficult to sell their products on world markets,\u201d said Glenn Vaughan, chief executive of the British Chamber of Commerce in Brussels.<\/p>\n

In consequence, British manufacturers could be forced to import fewer parts from abroad, even though the foreign components would often be cheaper and of higher quality.<\/p>\n

This risks a knock-on effect on foreign investment if exporters from the U.K. hit a wall because of rules of origin. For Japanese investors, this is a particular concern, as large manufacturers such as Honda and Nissan use the U.K. as their main European production center.<\/p>\n

<\/p>\n

Japanese car manufacturer Nissan uses the U.K. as its main European production center | Scott Heppell\/AFP via Getty Images<\/p>\n

\u201cIf there is no profitability of continuing operations in the U.K. \u2014 not Japanese only \u2014 no private company can continue operations,\u201d Koji Tsuruoka, the Japanese ambassador to the U.K., said in a strong warning last Thursday. \u201cIt is as simple as that.\u201d<\/p>\n

A cumulative solution<\/h3>\n

Against this backdrop, Britain\u2019s best hope is that it can agree with its trade partners (and Brussels) a system called \u201ccumulated rules of origins,\u201d said Samuel Lowe, a trade expert at the Center for European Reform.<\/p>\n

Under this model, European content would also qualify as originating from Britain \u2014 and vice-versa. Put simply, the German components in a British car would still count.<\/p>\n

However, this kind of mutual recognition scheme needs three parties to agree. If the EU and U.K. agree on cumulation, any third party seeking a trade deal with Brussels would need to agree to those provisions separately in any deal.<\/p>\n

\n

\u201cThere\u2019s not much incentive for the EU to help Britain here\u201d \u2014 Samuel Lowe, trade expert at the Center for European Reform<\/em><\/p>\n<\/blockquote>\n

So far, very few trade deals provide for an effective cumulation of rules of origin: The EU-Japan deal is one of the few examples \u2014 but it has major limitations. Cars, for example, which are made out of many different components, can\u2019t benefit from the cumulation, an EU official explained.<\/p>\n

Other trade partners like the Mercosur bloc, which is already trying to enforce tough rules of origin toward the EU to stop European carmakers from steamrollering the South American market, have little interest in accepting such a cumulation in key industrial sectors.<\/p>\n

This means Britain faces an uphill battle in bringing around third countries. \u201cTo allow cumulated rules of origins with, for example, South Korea, not only Britain but also the EU would need to negotiate with Seoul,\u201d said Lowe. Every renegotiation comes with a cost, such as counter-demands from the other side, he warned. To reopen the EU\u2019s numerous trade deals would be lengthy and costly.<\/p>\n

\u201cThere\u2019s not much incentive for the EU to help Britain here,\u201d Lowe said.<\/p>\n

Original Article<\/a><\/p>\n

[contf] [contfnew] <\/p>\n

<\/a><\/h5>\n","protected":false},"excerpt":{"rendered":"

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