Once a peripheral presence in Latin America, China has become one of the region’s most important partners. Bilateral trade expanded from US$12 billion in 2000 to more than US$300 billion last year, raising China’s share of the region’s total trade from 1.7 percent to 14.4 percent.
China has also become an increasingly significant source of foreign direct investment in Latin America, accounting for nearly 10 percent of inflows in the past few years.
Growing Chinese influence in the western hemisphere has not gone unnoticed by the US. With no reset in sight for US-China relations, the rivalry between the world’s two largest economies and trading countries continues to escalate globally and in Latin America.
In the short term, the politicization of COVID-19 vaccine access could become the latest trigger for renewed tensions between the two. Over the medium and long term — perhaps as soon as 2035 — China could replace the US as the region’s largest trading partner.
The country is already the top trading partner of Brazil, Peru and Chile, and receives 30 to 40 percent of their exports.
In this context, the key question for Latin America is whether the region can successfully adapt to — or even benefit from — the persistent competitive dynamics between the US and China.
However, the answer remains at best mixed and unclear, in part owing to significant differences across the region.
Consider the US-China trade dispute, which escalated in March 2018 with the first round of retaliatory tariffs: Although Brazil’s soybean exporters have realized sizeable gains over the past three years by replacing US exports to China, other Latin American countries and sectors did not necessarily benefit from trade diversion to the same extent.
Even in Brazil, there is uncertainty as to the long-term sustainability of the export boom triggered by the trade dispute.
Moreover, northern Latin America (Mexico, Central America and the Caribbean) has markedly different trade relations with China compared with the region’s commodity-dependent south.
While Mexico previously captured reshoring and nearshoring opportunities as some supply chains shifted out of China, the COVID-19 pandemic wiped out much of that windfall, at least temporarily.
Latin American economies are susceptible to the indirect spillovers of trade wars as well. On a macro level, the region is among the worst affected by the pandemic in human and economic terms. Latin America accounts for only 8 percent of the world’s population, yet consistently represents 30 percent of COVID-19 deaths, and last year posted the deepest economic contraction of any developing region.
Continued US-China tensions might put additional downward pressure on an already uncertain global and regional recovery.
On a micro level, retaliatory tariffs and growing protectionism triggered by the trade dispute have caused collateral damage for Latin American firms.
In 2019, for example, Chilean nut exporters were caught off guard when the Indian government increased most-favored-nation tariffs on nuts in response to bilateral US tariffs on Indian steel. This decision affected a Chilean shipment of nuts already at sea en route to India.
With Latin America facing a potentially unsupportive international environment, owing to divergent post-pandemic recoveries and sustained US-China trade frictions, policymakers should pursue three priorities.
First, Latin American countries must remain vigilant and carefully navigate US-China tensions on issues ranging from trade and investment to 5G technology and COVID-19 vaccines. The region is highly heterogeneous, especially between its north and south, so that the only rule of thumb for choosing between the US and China — which many regard as a false dichotomy — should be alignment with national development goals and strategies.
Second, Latin America needs to diversify its exports, starting at the country level. Embracing greater trade openness globally and intra-regionally reduces dependence on individual markets, whether the US or China. Despite widespread protectionism, exacerbated by pandemic-induced export controls, Latin America can play a constructive role in strengthening international trade cooperation.
Chile, for example, which has 30 trade agreements with 65 countries, is a regional and global free-trade champion.
Lastly, the region should explore ways to boost its long-term export competitiveness. Lowering tariff and non-tariff barriers, including through infrastructure and regulatory improvements, and seizing the opportunities presented by the fourth industrial revolution will be instrumental in reducing export costs.
Effective trade promotion and facilitation measures would not only help mitigate the effects of trade-dispute spillovers, but would also support export diversification and development. Governments should complement these measures with supportive domestic policies to ensure the distributional benefits of trade.
US-China tensions are unlikely to abate anytime soon, and Latin America will not be able to insulate itself fully from the fallout.
However, by heeding the lessons of the past three years, the region’s governments and businesses can better position themselves to succeed over the next three years and beyond.
Felipe Larrain, a former Chilean minister of finance (2010 to 2014 and 2018 to 2019), is professor of economics at Universidad Catolica de Chile, and a member of the Lancet COVID-19 Commission, the UN Leadership Council for Sustainable Development and the Atlantic Council’s Adrienne Arsht Latin America Center’s advisory council. Pepe Zhang, associate director of the Atlantic Council’s Adrienne Arsht Latin America Center, is coauthor of China-LAC Trade: Four Scenarios in 2035 and LAC 2025: Three Post-COVID Scenarios.
Copyright: Project Syndicate
When US budget carrier Southwest Airlines last week announced a new partnership with China Airlines, Southwest’s social media were filled with comments from travelers excited by the new opportunity to visit China. Of course, China Airlines is not based in China, but in Taiwan, and the new partnership connects Taiwan Taoyuan International Airport with 30 cities across the US. At a time when China is increasing efforts on all fronts to falsely label Taiwan as “China” in all arenas, Taiwan does itself no favors by having its flagship carrier named China Airlines. The Ministry of Foreign Affairs is eager to jump at
The muting of the line “I’m from Taiwan” (我台灣來欸), sung in Hoklo (commonly known as Taiwanese), during a performance at the closing ceremony of the World Masters Games in New Taipei City on May 31 has sparked a public outcry. The lyric from the well-known song All Eyes on Me (世界都看見) — originally written and performed by Taiwanese hip-hop group Nine One One (玖壹壹) — was muted twice, while the subtitles on the screen showed an alternate line, “we come here together” (阮作伙來欸), which was not sung. The song, performed at the ceremony by a cheerleading group, was the theme
Secretary of State Marco Rubio raised eyebrows recently when he declared the era of American unipolarity over. He described America’s unrivaled dominance of the international system as an anomaly that was created by the collapse of the Soviet Union at the end of the Cold War. Now, he observed, the United States was returning to a more multipolar world where there are great powers in different parts of the planet. He pointed to China and Russia, as well as “rogue states like Iran and North Korea” as examples of countries the United States must contend with. This all begs the question:
In China, competition is fierce, and in many cases suppliers do not get paid on time. Rather than improving, the situation appears to be deteriorating. BYD Co, the world’s largest electric vehicle manufacturer by production volume, has gained notoriety for its harsh treatment of suppliers, raising concerns about the long-term sustainability. The case also highlights the decline of China’s business environment, and the growing risk of a cascading wave of corporate failures. BYD generally does not follow China’s Negotiable Instruments Law when settling payments with suppliers. Instead the company has created its own proprietary supply chain finance system called the “D-chain,” through which