Tuesday, 18 December 2012 15:40
THE BANGKOK POST
The Thai and Myanmar [Burmese] governments agreed to raise funds to
finance the development of the massive Dawei deep-sea port and special
economic zone project during a key meeting in Myanmar on Monday.
The governments' infusion of cash is expected to prove to international investors that Dawei is a sound investment.
It was agreed that once funds are in place, construction will begin between April and the end of next year.
The
delegation, which met Myanmar President Thein Sein, included Deputy
Prime Minister and Foreign Minister Surapong Tovichakchaikul, Deputy
Prime Minister and Finance Minister Kittiratt Na-Ranong, Transport
Minister Chadchat Sittipunt and Energy Minister Pongsak Raktapongpaisal.
Ms
Yingluck told the meeting her government fully supported development
projects in Dawei. She hoped her trip would boost the project and give
the businesspeople who accompanied her more information about the
various development projects and the city.
The Dawei project has
made progress since both governments formed a joint committee for the
development plans last month, Ms Yingluck said.
Thailand plans to open a consulate in Dawei to ease investment, she said.
The
Thai-Myanmar Joint Coordination Committee is reviewing technical data
and working out details about how to attract investment to Dawei, but
the investment details are not yet finalised.
She expects the
committee will finish reviewing the project details by February next
year and both countries could sign a framework agreement and their
sectorial agreement on the project in March.
Both countries hope to start fund-raising in April next year, with initial construction beginning shortly after.
Ms
Yingluck and Thein Sein said a full partnership between the countries
will assure development projects in Dawei will be completed in an
environmentally friendly manner.
In July, the two countries
signed a memorandum of understanding to create a special economic zone
for Dawei, with Bangkok agreeing to provide security, infrastructure and
logistical assistance.
The project—led by Thailand's largest
construction contractor Italian-Thai Development—is expected to bring
foreign investment into Myanmar as it emerges from decades of military
rule, and provide Thailand with a gateway to the Indian Ocean and to
Western markets.
But it has faced funding difficulties as Italian-Thai continues to seek investment partners.
Resistance
has also come from locals. "Thai investors are afraid and hesitating
about Myanmar's political policies and the funding," Italian-Thai
marketing manager Pravee Komolkanchana said before the visit. "Thai
banks are less likely to lend money if it is to invest in other
countries, especially in Myanmar."
Potential Myanmar investors are also wary, according to a businessman in Yangon who did not want to be named.
"We dare not invest there because of the costs. We would have to pay Thai salary rates," he said.
"The project won't benefit Myanmar much, but mainly Thailand."
Work
has yet to progress beyond the construction of new homes for the
thousands of villagers due to be resettled, but the developers hope to
begin work on infrastructure and factories next year.
Opponents
to the plan were emboldened by Thein Sein's decision last year to
suspend construction of a $3.6-billion Chinese-backed hydropower project
in the northern state of Kachin—a rare response to public opposition.
But
local resistance to Dawei appears to have eased, although some
villagers are still reluctant to move despite the offer of new homes.
"We understand that we cannot stop the whole project," a local
environmental activist said.
During the meeting, Thein Sein
agreed to a long-standing Thai request to have the Dan Singkhon border
passage at Prachuap Khiri Khan developed into a permanent crossing.
Ms
Yingluck has promised to support the building of a highway from
Myawaddy via Kawkareik to Mawlamyine, and to revive an old railway near
the Three Pagoda border crossing.
This article first appeared in The Bangkok Post on December 18, 2012.
Link: http://www.mizzima.com/news/inside-burma/8589-thai-burmese-govts-back-dawei-project.html
Dowload Statement of "Stop Patronizing Dawei Project"
Tuesday, December 18, 2012
Reconsider the Dawei project
- Published: 19/12/2012 at 12:00 AM
- Newspaper section: News
The flying visit to Myanmar by Prime Minister
Yingluck Shinawatra on Monday had more of a look of desperation about it
than confidence. It revealed deep trouble for the plan to build a
deep-sea port at Dawei. The Dawei deal is short of money, backers,
business confidence and popular support. Ms Yingluck deserves some
credit for revealing these problems, although that was probably not her
intention. She should put this undertaking on hold to allow a reset and
rethink of the Dawei project.
Dawei is one of those programmes that seemed like a good idea in very
tight and rarefied business-government circles. The more it has been
exposed to public scrutiny, the less attractive it appears. On the one
hand, it sounds like a good idea to send Thai goods on a short trip
overland for shipment from Dawei, instead of routing ships for two or
three days through the crowded Malacca Straits. But so does the
50-year-old plan to build the Isthmus of Kra canal.
The Dawei project has gone from enthusiasm to realism in the past
year. The would-be source of funds is Japan, and it has dropped out. The
would-be builder is Italian-Thai Development Plc, whose spirit has
sagged in direct relation to its chances of getting reliable funding.
Groups in Myanmar, Thailand and outside the region are concerned about
the predictable damage that will be done. The Myanmar people have shown
no enthusiasm for the claimed business prosperity, and Myanmar business
circles have switched their attention to Thilawa, a planned and probably
feasible economic zone near Yangon.
No one has bothered to ask the 140,000 people of Dawei how much they
like the idea of a deep-sea port, planned much like the Thai eastern
seaboard models of Laem Chabang and Map Ta Phut. The biggest difference
is that few Thais resided in those areas in the 1980s when construction
began. The second biggest difference is that there is much more
attention given to the environment in 2012. If plans to build the port
go ahead, so will strong opposition from Myanmar and foreign
environmentalists.
Then there is the money. At first, the $8 billion seed money was to
have been borrowed in Japan. But on Monday, Ms Yingluck made official
what many have suspected for months. Thai taxpayers will pick up
enormous guarantees to build the Dawei port. It is clear they also will
finance actual construction if outside funds are not found, and so far
they have not been.
To recap, business will not (or cannot) fund the construction, and
neither can Myanmar. Foreign and local builders both favour the Thilawa
project over Dawei. Ms Yingluck remains enthusiastic, to the point where
she has decided to spend Thailand's national coffers, when Myanmar
cannot or will not spend on it. The environmental damage will include
tens of thousands of displaced people, harm the ecology of the marine
environment for hundreds of kilometres, and cause known and unknown
damage to the sea.
Clearly, as shown by the prime minister's trip to Dawei on Monday,
evidence and facts are rapidly building against the Dawei deep-sea port.
Ms Yingluck would help the people of Dawei, Myanmar and the reputation
of Thailand by calling "time" on the project for a while. That would
allow a proper study and public input on whether to build or abandon the
Dawei port.
Link: http://www.bangkokpost.com/opinion/opinion/326849/
Burma wants to downsize Dawei, says Thai daily
Wednesday, 19 December 2012 11:47
Mizzima News
Thailand’s The Nation reported on Wednesday that Burma’s government has “caused Thailand concern” by proposing a significant reduction in the overall area of the Dawei Special Economic Zone from 204.5 sq km to 150 sq km.
“Thailand has responded to the proposal by saying it is already in the
process of a feasibility study on the Dawei Deep Sea Port and Dawei
Industrial Estate Project based on the original proposed size of the
project,” The Nation quoted Thai Transport Minister Chatchart Sithipan as saying.
The news comes just a day after Burma’s President Thein Sein and Thai Prime Minister Yingluck Shinawatra told reporters in Dawei that both governments would back the multi-billion-dollar project and would actively seek investors.
The Nation went on to quote the Thai Transport Minister as saying: “This is the first meeting in which Myanmar's president clearly said he would invite a third country, likely Japan, to join in the investment. It is a benefit, as Japan has long-term funding sources for investment in infrastructure, including the port and roads.”
Thailand is committed to 35 percent of the US $9 billion-dollar industrial zone set to be located in Burma’s southern Tenasserim Division.
Due to begin in April, the Dawei project involves a deep-sea port, power plants and factories. The Thai investment also includes financing for a highway to run from Dawei on Burma’s Andaman coast across the Thai border to Kanchanaburi and on to Bangkok.
Links : http://www.mizzima.com/news/inside-burma/8593-burma-wants-to-downsize-dawei-says-thai-daily.html
Thailand’s The Nation reported on Wednesday that Burma’s government has “caused Thailand concern” by proposing a significant reduction in the overall area of the Dawei Special Economic Zone from 204.5 sq km to 150 sq km.
| Burmese President Thein Sein (right) discusses details with Thai Premier Yingluck Shinawatra as they travel to the Dawei Special Economic Zone. (PHOTO:Yingluck Shinawatra / Facebook) |
The news comes just a day after Burma’s President Thein Sein and Thai Prime Minister Yingluck Shinawatra told reporters in Dawei that both governments would back the multi-billion-dollar project and would actively seek investors.
The Nation went on to quote the Thai Transport Minister as saying: “This is the first meeting in which Myanmar's president clearly said he would invite a third country, likely Japan, to join in the investment. It is a benefit, as Japan has long-term funding sources for investment in infrastructure, including the port and roads.”
Thailand is committed to 35 percent of the US $9 billion-dollar industrial zone set to be located in Burma’s southern Tenasserim Division.
Due to begin in April, the Dawei project involves a deep-sea port, power plants and factories. The Thai investment also includes financing for a highway to run from Dawei on Burma’s Andaman coast across the Thai border to Kanchanaburi and on to Bangkok.
Links : http://www.mizzima.com/news/inside-burma/8593-burma-wants-to-downsize-dawei-says-thai-daily.html
How will the Dawei project benefit Myanmar?
By Stuart Deed | Monday, 05 November 2012
Keven Costner is a polarising actor – in between some sterling
performances in Dances With Wolves and A Perfect World, he found time to
act in some of the worst movies of the recent past, bottoming out with
widely derided Waterworld, a film so dreadful that even Dennis Hopper as
a mad pirate could not save it.
And at this point in time you
might legitimately be wondering if The Myanmar Times has been taken over
by crackheads: An opinion article in the business section about that
dashing rogue Kevin Costner – what’s that possibly got to do with
Myanmar?
The point lies in another Costner effort that deals with
his apparent desire to portray himself as a serious but
down-on-his-luck sportsman – and no, I’m not talking about the
preposterously awful Tin Cup, but the moderately watchable Field of
Dreams, released in 1989.
Now, I’m not going to lie and say I
remember the movie well but I do recall the line delivered by Costner’s
ghostly co-star: “If you build it, he will come.”
At this point
Costner’s character digs up part of his cornfield in a bid to encourage
the ghost of Shoeless Joe Jackson, a long-dead player idolised by
Costner’s father, to play baseball at the field.
And here’s where
I belatedly – and very crudely – arrive at my point: I think the mooted
US$50-billion Dawei Special Economic Zone and deepsea port in
Tanintharyi Region is Myanmar’s field of dreams, with Thailand and
possibly Japan acting as the ghostly voice.
Frankly, I don’t see
the benefit that Myanmar gets from Dawei but it seems clear from former
Thai prime minister Mr Abhisit Vejjajiva’s comments during a weekly
television address in late 2010 that Thailand knows what it wants from
the project.
“Some industries are not suitable to be located in
Thailand. This is why they decided to set up there,” he said, referring
to Dawei.
Tycoon U Zaw Zaw told Reuters news agency in early July
that his company, Max Myanmar Group of Companies, planned to reduce its
share in the 250-square-kilometre project from 25 percent.
“We are pulling out from the project gradually,” he confirmed to Reuters in a phone interview on July 4.
The
ambitious Dawei project was announced to the public in late 2010 but
has hit a number of roadblocks since then, including U Zaw Zaw’s planned
pullout, the axing of a planned 4000-megawatt coal-fired power plant on
environmental grounds and perhaps the greatest threat of all – the
failure of developer Italian-Thai to secure funding.
Somjet
Thinaphong, the managing director of the Dawei Development Co. Ltd, said
a gradual withdrawal by the Myanmar strategic partner is unlikely to
affect the project’s long-term viability, according to an article in the
Bangkok Post in early July.
“The viability of such a
capital-intensive development project is largely dependent on fund
sourcing,” he said. “The local company, or even Ital-Thai, does not have
the financial capacity to fund such a massive development project. We
have to bank on others to provide us with financial support.”
However, Japan and Thailand have since intervened to keep the project afloat.
“Italian-Thai
has had difficulty in mobilising the funding. So now the Thai
government has effectively taken over the project,” U Thaung Lwin,
chairman of the Dawei SEZ told Reuters in mid-September. “The next step
is to invite Japan”, which he said is committed to seeing the project
succeed.
Since the Thai and Myanmar governments agreed on July 23
to connect Dawei to the Thai port of Laem Chabang, 100 kilometres
southeast of Bangkok, Thai banks led by Bangkok Bank and Siam Commercial
Bank have arranged a 10 billion baht ($325 million) bridge loan to
sustain it for another 8-10 months, Mr Somjet Thinaphong told Reuters.
However,
I think the concerns over funding miss what I consider an important
point: There seems to be an expectation that if the site is built then
workers will arrive in droves to take up jobs.
“We need tons of
workers,” Premchai Karnasuta, the president of Italian-Thai Development,
told the New York Times in November 2010. “We will mobilise millions of
Burmese.”
But unless wages and working conditions on offer at the project are competitive, who is going to turn up for work?
There
seems to be an unspoken belief that Myanmar workers are going to stream
to the development from further north in Myanmar or from other jobs in
Thailand, but it just looks like a pipedream to me – and Kevin Costner
ain’t around for the happy ending.
There are just so many
question marks hanging over the project: Where are the workers going to
live? Is road and rail infrastructure linking the zone with the rest of
Myanmar going to be built?
Above all – how does this development benefit Myanmar and its 60 million people?
Instead,
the special economic zone planned for Thilawa in Yangon’s Thanlyin
township seems a much better bet: The workers, basic infrastructure,
services and companies are already there, and Japanese businesses and
the government are strongly backing the project, which means the funding
should not be a problem in the same way that it has been in Dawei.
For
its part, the Asian Development Bank has advised the Thai government to
invest in transport and infrastructure development in Myanmar to
encourage international investors and financiers, the Bangkok Post
reported on August 30.
Mr Craig Steffensen, the ADB’s Thailand
country director, said during the Thailand Focus 2012 meeting in Bangkok
on August 29 that the $8 billion required for the first phase of the
project had not been secured.
He added that the Thai government
should consider building more roads or rail links to augment the
motorway planned between Nonthaburi’s Bang Yai district and Kanchanaburi
province.
“It doesn’t need to be a massive investment, just an initial amount that can get the Dawei project off the ground,” he said.
Links : http://www.mmtimes.com/index.php/opinion/2883-how-will-the-dawei-project-benefit-myanmar.html?start=1
Sunday, September 30, 2012
EIA on Dawei-Kanchanaburi road to be released
A bulldozer clearing the land of an oil farm in Dawei district (Photo - Phyo Zin)
An environmental impact assessment (EIA)
will come out by the year-end regarding a four-lane road, which is
under construction to link Myanmar’s Dawei deep-sea port and
Kanchanaburi in Thailand, coordinator Bo Bo Aung of Dawei Development
Association (DDA) said.
Some environmentalists believe that deforestation can increase as the road will pass through the Taninthayi mountain ranges.
The project is scheduled to be completed by 2015 and construction of the road axis has been finished.
Plans are also underway to expand the four-lane road into an eight-lane one.
“The environmental impact assessment on
the project is being carried out by the Thai side. I heard it will be
published at the end of this year. But we haven’t heard of the Myanmar
side making any assessment. It will be an eight-lane road project. The
axis for the four-lane road has been built. Now, deforestation in the
Taninthayi mountain ranges is increasing,” Bo Bo Aung said.
In 2008, Thailand and Myanmar signed a
memorandum of understanding to implement a US$80-billion project on
building an industrial zone and a deep-sea port in Dawei in southern
Myanmar.
The Thai government aims to use Dawei
deep-sea port as an exit to the Indian Ocean. It will also serve as a
link between Myanmar and Europe and Africa.
EIA on road linking Dawei port to be released
An environmental impact assessment (EIA) will come out by the year-end regarding a four-lane road, which is under construction to link Myanmar's Dawei deep-sea port and Kanchanaburi in Thailand, coordinator Bo Bo Aung of Dawei Development Association (DDA) said.
Some environmentalists believe that deforestation can increase as the road will pass through the Taninthayi mountain ranges.
The project is scheduled to be completed by 2015 and construction of the road axis has been finished.
Plans are also underway to expand the four-lane road into an eight-lane one.
"The environmental impact assessment on the project is being carried
out by the Thai side. I heard it will be published at the end of this
year. But we haven't heard of the Myanmar side making any assessment. It
will be an eight-lane road project. The axis for the four-lane road has
been built. Now, deforestation in the Taninthayi mountain ranges is
increasing," Bo Bo Aung said.
In 2008, Thailand and Myanmar signed a memorandum of understanding to
implement a US$80-billion project on building an industrial zone and a
deep-sea port in Dawei in southern Myanmar.
The Thai government aims to use Dawei deep-sea port as an exit to the
Indian Ocean. It will also serve as a link between Myanmar and Europe
and Africa.
Link : http://www.nationmultimedia.com/aec/EIA-on-road-linking-Dawei-port-to-be-released-30191111.html
Yingluck has Dawei chat at UN
Agrees with Myanmar president on urgency
- Published: 28/09/2012 at 07:48 AM
- Newspaper section: Business
NEW YORK CITY : Leaders of Thailand and Myanmar
have agreed to speed up the Dawei deep-sea port project in eastern
Myanmar, planning to announce their development plan in November through
the three-level mechanism.
The confirmation came after talks between Prime Minister Yingluck
Shinawatra and Myanmar President Thein Sein on the sidelines of the UN
General Assembly in New York.
Both sides agreed to move forward with the Dawei project, as Myanmar
would like to see the three-level mechanism continue its work through
meetings, said a source who asked not to be named.
Italian-Thai Development Plc, Thailand's biggest contractor, has been
granted a concession from the Myanmar government to develop the special
economic zone and deep-sea port in Dawei.
The three-level mechanism includes a joint high-level committee
chaired by Myanmar's deputy president and Thai Deputy Prime Minister and
Finance Minister, Kittiratt Na-Ranong.
The coordinating committee is headed by the Office of the National
Economic and Social Development Board, while six subcommittees on
infrastructure, industrial estates, energy, community development,
finance and rule of law are headed by related ministers in each country.
Thailand and Myanmar will announce the project development plan
during November's Asean Summit in Cambodia. The Thai government will
host the first meeting soon, said the source.
Other issues to be worked out during the meeting include Thailand's
interest in cooperating with Myanmar to develop a special economic zone
at Thilawa Port in Yangon, the source added.
Japan has formed a consortium with Myanmar to develop the area, and the Thai private sector would like to invest in the port.
The source mentioned Bangkok and Yangon will set up a working group
to join hands to develop the special economic zones. Details will be
discussed by the Thai industry minister, who will travel to Myanmar
soon.
In addition, Thailand will grant financial aid to Myanmar to build 76
kilometres of road from Tak's Mae Sot district on the Thai side to
Mywaddy-Kawkareik in Myanmar under the aegis of Thailand's Rural Roads
Department.
The Thai government will consider supporting road construction from
Kawkareik to Maylamyine, linking roads from Thailand to India through
Myanmar.
Addressing the Asia Society in New York, Ms Yingluck said Myanmar is proceeding towards democracy and has Thailand's support.
The prime minister said Myanmar needs support for projects that help improve the country's economic growth and quality of life.
She said the Thai government will also work closely with Myanmar to tackle refugee problems.
On the South China Sea issue, the premier said Thailand, as a
coordinator between Asean and China, would like to see the maritime
route safe for transport, with related agencies tackling the problem
through peaceful means.
Wednesday, September 26, 2012
Yingluck, Thein Sein to discuss Dawei in New York City
Wednesday, 26 September 2012 12:41
Mizzima News
Thai Prime Minister Yingluck Shinawatra and Burma’s President Thein Sein will discuss the Dawei deep-sea port project in New York on the sidelines of the UN 67th General Assembly meeting on Thursday.
The project has been having trouble finding financing to go forward, although both countries pledged in August to back the proposed US$ 60-billion port and special economic zone.
Last week, Reuters news agency reported that Thai banks would keep the project afloat with short-term loans until an expected Japanese loan of up to US$ 3.2 billion can be secured.
Thailand's largest construction firm, Italian-Thai Development Pcl, signed a deal in 2010 to build a deep-sea port and Special Economic Zone (SEZ) in southern Burma’s coastal Dawei region.
But the project foundered, as the Thai builder failed to secure $8.5 billion to finance construction of its first phase – roads, utilities and a port.
“Italian-Thai has had difficulty in mobilizing the funding. So now the Thai government has effectively taken over the project,” Thaung Lwin, chairman of the Dawei SEZ told Reuters. “The next step is to invite Japan,” which he said is committed to seeing the project succeed.
Two trips by Yingluck to Burma have been postponed since she and Thein Sein met in Thailand in August to discuss the project.
Last week, Yingluck met with Thai Finance Minister Kittiratt Na-Ranong, Foreign Minister Surapong Towichukchaikul, Transport Minister Charupong Ruangsuwan and Deputy Transport Minister Chatchart Sithipan to prepare for her possible meeting with Thein Sein in New York, a Government House source said, according to the Bangkok Post. Officials have reportedly been seeking various governments and international lending groups to take a stake in the project.
The Thai construction firm Italian-Thai Development, which singed a MoU with Burma in 2008, initiated the Dawei project. The 10-year project includes deep-sea ports, heavy industries, office buildings and commercial areas.
The company was awarded a contract, the first phase of which was worth about $8.6 billion.
Italian-Thai's contract for developing the industrial estate in the Dawei Special Economic Zone was eventually scaled down from 250 to 200-square kilometers.
Thai Prime Minister Yingluck Shinawatra and Burma’s President Thein Sein will discuss the Dawei deep-sea port project in New York on the sidelines of the UN 67th General Assembly meeting on Thursday.
The project has been having trouble finding financing to go forward, although both countries pledged in August to back the proposed US$ 60-billion port and special economic zone.
Last week, Reuters news agency reported that Thai banks would keep the project afloat with short-term loans until an expected Japanese loan of up to US$ 3.2 billion can be secured.
Thailand's largest construction firm, Italian-Thai Development Pcl, signed a deal in 2010 to build a deep-sea port and Special Economic Zone (SEZ) in southern Burma’s coastal Dawei region.
But the project foundered, as the Thai builder failed to secure $8.5 billion to finance construction of its first phase – roads, utilities and a port.
“Italian-Thai has had difficulty in mobilizing the funding. So now the Thai government has effectively taken over the project,” Thaung Lwin, chairman of the Dawei SEZ told Reuters. “The next step is to invite Japan,” which he said is committed to seeing the project succeed.
Two trips by Yingluck to Burma have been postponed since she and Thein Sein met in Thailand in August to discuss the project.
Last week, Yingluck met with Thai Finance Minister Kittiratt Na-Ranong, Foreign Minister Surapong Towichukchaikul, Transport Minister Charupong Ruangsuwan and Deputy Transport Minister Chatchart Sithipan to prepare for her possible meeting with Thein Sein in New York, a Government House source said, according to the Bangkok Post. Officials have reportedly been seeking various governments and international lending groups to take a stake in the project.
The Thai construction firm Italian-Thai Development, which singed a MoU with Burma in 2008, initiated the Dawei project. The 10-year project includes deep-sea ports, heavy industries, office buildings and commercial areas.
The company was awarded a contract, the first phase of which was worth about $8.6 billion.
Italian-Thai's contract for developing the industrial estate in the Dawei Special Economic Zone was eventually scaled down from 250 to 200-square kilometers.
Myanmar, Thai govts to gear up Dawei special economic zone
Published on Sunday, 16 September 2012 14:06
Photo shows the developing project area of Dawei Special Economic Zone
Myanmar and Thai governments will make
‘contract modification’ on the Framework Agreement to accelerate the
construction of Dawei Special Economic Zone Project, an official of the
Supporting Working Body of the project said.
The Framework Agreement was signed on
November 2, 2010, and that granted Italian-Thai Development Pcl (ITD)
the right to develop and operate over 75 years land lease period for the
Dawei Project with an associated deep sea port, industrial estate,
trans-border corridor link and supporting infrastructure.
The new contract with amendments will be revised and modified the policy agreement by two governments and ITD.
“Italian-Thai Development Company was
hired for a project developer initially. Now both Myanmar and Thai
governments will be involving as project developers,” said the official.
Two governments are mainly joining the project as developers to assist the project financially.
The preparation works are expected to complete by the end of 2012 to be able to resume the project urgently.
After completion of project preparation,
investment companies involving in the project will sign the contract
with relevant government ministries.
Myanmar government on March 2012
permitted a total of 50505.0233 acres of land in Dawei district of
Tanintharyi Region to establish the Dawei Special Economic Zone.
President U Thein Sein and Thai Prime
Minister Yingluck Shinawatra signed three MOUs on his visit to Thailand
last July, including the Dawei Deep Seaport and Special Economic Zone
project.
Myanmar Port Authority as authorized
implementing agency and ITD on June 12, 2008 signed a Memorandum of
Understanding ( MOU ) relating to the implementation of a feasibility
study and comprehensive project site for the Dawei Deep Sea Port and
Industrial Estates Development Project.
The project contents will be for the
development of a deep sea port, an industrial estate divided into six
industrial zones including a residential/commercial zone with related
infrastructure within the industrial estate, a connecting road and rail
link to Thailand as well as oil and gas pipeline from the Gulf of
Muttama to the Myanmar and Thailand border along the road and rail link.
Monday, September 24, 2012
Stop Patronizing Dawei Project, Stop Public Debt Hikes
uesday 18 September 2012
Thai government now plans to support the ITD in the development of the Dawei Project. Thai Prime Minister Yingluck Shinawatra has scheduled to visit Myanmar from 19-21 September 2012 to follow up progress of the joint development of the Project following the Thai-Myanmar MoU signed during Myanmar President Thein Sein’s visit to Thailand in last July.
<iframe width="420" height="315" src="http://www.youtube.com/embed/dvvfoQN7zYw" frameborder="0" allowfullscreen></iframe>
Links : http://www.inebnetwork.org/news-and-media/8-news/387-stop-patronizing-dawei-project-stop-public-debt-hikes
10.30-11.30 am
At the meeting room on 2nd floor | Student Christian Centre
The
Italian-Thai Development Public Company Limited (ITD) has been in
difficulty re: the Dawei Deep Sea Port and Industrial Estate Project
(Dawei Project) since it was contracted to develop this project in 2008.
Apparently, it has since failed to make a significant progress as
planned. For instance, it is incapable of building infrastructures other
than the temporary Thai-Myanmar road link. Or it is unable to secure
long-term funding for the entire project development.
Thai government now plans to support the ITD in the development of the Dawei Project. Thai Prime Minister Yingluck Shinawatra has scheduled to visit Myanmar from 19-21 September 2012 to follow up progress of the joint development of the Project following the Thai-Myanmar MoU signed during Myanmar President Thein Sein’s visit to Thailand in last July.
The
Dawei Project is in certain ways comparable to Thailand’s Map Ta Phut
industrial estate which has over the last many years been in deep
trouble in term of environmental pollution. Given that the scale of
Dawei Project is 8-times larger than Map Ta Phut industrial estate, the
extent of its environmental consequence is unimaginable. Moreover, in
Myanmar context, there are complicated social issues associated with the
Dawei Project such as non-transparency, lack of local participation
and human rights violation. Even in context of Thailand, the
government’s decision to support the Project poses a serious question
about legitimacy for spending public money to shoulder risks associated
with this massive investment.
Concerned
Thai civil society groups that have monitored the Dawei Project see
Thai PM’s visit to Myanmar next week for talk on Dawei Project as
inappropriate and unethical. Environmental problem associated with the
Project will be massive while the host country lacks legal and
institutional mechanisms to cope with it. Besides, exploiting public
resources in what can be seen as patronizing private investor is
fallacious and will put more burdens on the public in the long run.
In light of the above, concerned Thai groups will hold a press conference on 18 September 2012 from 10.30-11.30 am, at the meeting room on 2nd floor of Student Christian Centre. The panel speaker will be;
- Mr. Veerawat Dheeraprasart: Chair of Foundation for Ecological Recovery (FER)
- Ms. Penchom Tang: Director of Ecological Alert and Recovery, Thailand (EARTH)
- Mr. Sulak Sivaraksa: Social Thinker and Public Intellectual
Thai-English translation will be provided.
For more information please contact:
Montree Chantawong (TERRA/FER) 08 1950 0560
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Website: www.terraper.org
Email:
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Women and gender in Dawei
5 September 2012Posted in: Burma
This piece is Part 3 in a three-part series focusing on under-analysed aspects of the Dawei deep-sea port and industrial zone project in southeastern Burma. See here for Part 1, an analysis of the activities of Italian-Thai Development, the project’s lead developer; and see here for Part 2, which looks at the project from a labour perspective.
In a church community centre on the outskirts of Dawei, sunlight filters in through the open windows, throwing long afternoon shadows across the floor. Seated on plastic chairs around a few folding tables, leaders of a Karen women’s CBO discuss their programming, as well as their concerns about gendered impacts from the deep-sea port and industrial zone project. The group has been particularly active with villagers on the east end of the Dawei road link to Thailand. About an hour into the discussion, a few more women join the meeting: leaders of a legal aid network comprising ten young women from the Dawei area, assisting mostly women in the area on various legal issues.[i]
The meeting throws into stark relief a noticeable lack of discussion on women and gender issues in relation to the port and industrial project in Dawei. What, in fact, are the likely gender impacts of the project, and what are women doing to avert those outcomes? And why is it that project discourse has been so silent on gender? To some extent, the scale of the project has generated a keen sense of its vast, far-reaching impacts; but to be widespread is not the same as being uniform, and indeed, project impacts are likely to be very different for women and men. Civil society literature on the project, to be fair, has not been completely absent on gender issues, though one must do a bit of digging to find those discussions. News media, on the other hand, has been almost completely gender-absent.
Part of the explanation for a generalized gender silence is likely that, for groups working elsewhere in the Mekong region as well, teasing out the gendered implications of large-scale industrial and infrastructure projects does not always come easily. A whole range of other issues – e.g. environmental, economic, land-related – come to occupy the analytical foreground fairly quickly, as infrastructure issues like road networks, or trade and investment issues like regional economic integration, are not, generally, considered to be ‘gender issues’ foremost. So a certain amount of discursive reconfiguration becomes necessary to problematize these kinds of projects from a gender standpoint, whereas little such work is necessary to do so from, say, an environmental perspective. Further, for many large-scale projects, NGOs and CBOs have become skilled at working with news media and other actors to project their analysis of an initiative, often against analyses from governments or the private sector. Given that leadership positions in these organizations remain largely male-dominated, there is a tendency for gender issues to become secondary, if they are included at all, in such analyses.[ii]
Still, women-led Karen CBOs and church networks in the Dawei area have not been waiting for outside recognition. Particularly with villagers affected by the road link project component, and certainly not only with women villagers, these organizations have been doing important local-level work. They’ve been leading community participatory research around project impacts (including community mapping of land holdings), supporting citizen journalism-style documentation work in remote areas, running trainings on the environment and land rights, hosting English classes and other classes in their community centres, and arranging for scholarships to support young people in these areas. This work has involved close networking with the women’s legal aid network noted above, as well as a host of other actors in the area, including NGOs, other CBO networks, and local government officials.
Through their various activities, these organizations have begun to call attention to a number of concerns related to women’s and gender issues in the area. Gendered wage hierarchies have been one area of concern, whereby better-paying jobs go to men and lower-paying jobs to women, while these groups note as well that sometimes women are paid less than men for the same work. In addition, and not unrelated, livelihood effects from the project are not the same for men and women; differential effects in this area are being watched closely. In terms of displacement issues, women activists note that a lack of transparency in compensation processes has meant, in practice, that individuals who are essentially louder, or simply better-connected, have secured better compensation. This dynamic disadvantages women, who – according to women activists and community leaders in the Dawei area – may be less likely than men to insist or speak out on compensation issues. Local women’s leaders also stress that, in relation to compensation and a host of other issues, women’s prior knowledge of relevant matters will probably also be less than men’s. Without this kind of knowledge, standing up to claim one’s rights, or the rights of a community, becomes a more daunting task.
To some degree, concerns identified by women leaders in the Dawei area have been amplified by organizations based in Rangoon. In a brief set of discussion points on gender in Dawei compiled by the Gender Equality Network (GEN),[iii] a network of local and international NGOs and CSOs who are active on gender issues in Burma, potential gendered impacts in Dawei are considered in reference to gender issues in comparable areas – in special economic zones (SEZs), for example, and in extractive industries and export sectors. Since elements of all of these are included in the Dawei project, they help shed light on what to expect for gendered impacts in Dawei. The GEN paper notes, for example, that in SEZs elsewhere, despite women often constituting the vast majority of the labour force, ‘there are often disparities between men and women with regard to hiring practices, wages, benefits, and employment and training opportunities.’ In terms of lessons from export sectors, the paper highlights the prevalence of gendered wage hierarchies in Burma’s export industries, lack of job security in ‘low-skilled’ positions dominated by women, and differential labour mobility when women are expected to balance family responsibilities. In extractive industries, meanwhile, formal employment and impact compensation are more likely to go to men than women, ‘while the costs, including family and social disruption, and environmental degradation, fall most heavily on women’ (GEN 2012: 1).
In many ways, of course, the GEN paper – to date, possibly the only document that focuses directly on gender issues in the context of the Dawei project – is (unfortunately) spot-on in its analysis. In thoroughly liberalized export-oriented economies, in which SEZs are often a major vehicle for capturing and maintaining foreign direct investment (FDI), women workers face gendered hierarchies, and wages and working conditions, that locate them in the most precarious positions in factories and other workplaces. Indeed, the race to the bottom in Asia is largely the story of the erosion of women’s labour rights, as women account for a vast majority of Asia’s export-oriented factory labour forces. In Thailand, for example, the rise of labour-intensive factory production and linkages to global supply chains coincided with the feminization of the most precarious positions in labour hierarchies throughout the economy, setting the stage for clearly (and severely) gender-differentiated impacts in the early stages of the downturn that began in late 2008 (cf. Pollock and Aung 2011).
It is important to recognize, however, that the direction of the Dawei project differs in key respects from Shenzhen-style SEZs, however much Shenzhen may have been a point of reference for Burmese policymakers supporting the Dawei project.[iv] Foremost, as noted in Part 2 of this series, the industrial zone in Dawei will include some limited light industry, but the emphasis is very much on middle and heavy industries, which while linking to extractive industries and export networks, will not be labour-intensive – nor highly feminized – in the way that classic SEZs in the style of Shenzhen certainly are. Rather, there is reason to believe that, on balance, the Dawei project as a whole – that is, including its reservoir and road link components – will be labour-shedding rather than employment-generating, as the ‘farm to factory transition’ fails to hold: local people are already losing substantial pieces of land and related livelihoods, but the project’s lack of labour-intensive industry means only small portions of newly landless workers will be absorbed into the project (cf. Li 2011).
In fact, for indications of potential gendered impacts from the project, rather than looking to SEZs and the extractive-export nexus, researchers and scholars might more fruitfully turn to working conditions in informal economies. Rendered landless through project-related land concessions, and without viable employment opportunities through the project itself, a resulting surplus population will likely need to find its way in an expansion of informal economies in the area. This informalization dynamic has been known to produce very gender-differentiated impacts.
According to Martha Chen, a leading expert on informal economies, there exists a strong linkage between gender and poverty in the informal sector, as well as gender and vulnerability. Chen highlights that women in the informal sector tend to be own-account traders and producers, or casual and subcontract workers – as opposed to being employers who hire workers for pay. She also notes that even within the same trade, women and men are often engaged in different activities: men tend towards larger operations dealing in non-food items, while women tend to work in smaller operations dealing with food. Meanwhile, while average incomes are lower for both women and men in the informal sector, the gendered wage gap is higher in the informal sector than in the formal sector; and segmentations of the informal sector tend to find men in positions of comparatively high wages (as informal employers or, moving down the hierarchy, informal employees), while women are a strong majority in occupations with lower wages (at the bottom of the hierarchy, as casual wage workers or industrial outworkers/homeworkers) (Chen nd and Chen 2007, cited in Arnold and Aung 9, 43-44).
In the Mekong region, researchers and scholars note as well that, with a scaling up of trade and investment in a given area, economic spaces in which women predominate – such as small-scale trading through informal networks, or even certain roles within rural smallholder farming operations – tend to become narrower or more restricted, driving women’s descent down labour hierarchies to increasingly precarious occupations (Kusukabe 2008, Mekong Migration Network 2012 [forthcoming]). This trend has been identified as being of particular concern where border economic zones (BEZs) in Mekong countries are reorganizing trade and production in rural areas in ways that favour larger-scale actors, closing down spaces where, sometimes over generations, women have worked hard to carve out trade niches for themselves.
While the Dawei project is not a textbook BEZ in the way of economic zones in Myawaddy and Mae Sot on the Thai-Burma border, or other BEZs on the peripheries particularly of Thailand, Cambodia, and Vietnam, these gender dynamics that arise in the reconfiguration of economic activity in rural areas will very likely be in play in Dawei. Moreover, they emerge not only in processes, especially displacement, driven directly by the establishment of the industrial zone and road link themselves, but also in relation to a secondary investment wave that has been driving up land prices and incentivizing land concessions near the seafront industrial area and along the road link to Thailand. Investors seeking proximity and access vis-à-vis direct project components may increase the number of people who are dispossessed of or expelled from their land in coming years, increasing standing estimates of upwards of 20,000 people. Again, impacts will be widespread and far-reaching, but certainly the same for women and men. Particularly as labour-shedding trajectories set in, and newly landless labourers seek out employment in the informal sector, these women and men will find very different conditions in informal economies.
In Swahili the informal sector is named for where it takes place: jua kali, under the burning sun. Will women workers in and around Dawei increasingly find themselves walled in at the bottom of jua kali? If so, what kind of organizing initiatives could mitigate against exploitation there, and create opportunities for workers to raise their voices, claim their rights? Or will women activists and community leaders in the Dawei area largely avert this scenario through their continued work with local communities and other stakeholders? To create more space for the latter possibility, the gender-silence on Dawei should be broken. For activists and NGO networks, as well as for researchers, scholars, and journalists, this may well be the first task at hand.
Soe Lin Aung is a researcher and consultant based in Rangoon. He can be reached at thant.soelin@gmail.com
Works Cited
Arnold, D. and Aung, S.L. (2011) ‘Exclusion to Visibility, Vulnerability to Voice: Informal Economy Workers in the Mekong Countries.’ Discussion paper, Oxfam-in-Belgium (Oxfam Solidarités). January.
Chen, M. (2007) ‘Rethinking the Informal Economy: Linkages with the formal economy and the formal regulatory environment.’ DESA Working Paper No 46. Geneva: United Nations Department of Economic and Social Affairs. Available at http://www.un.org/esa/desa/papers/2007/wp46_2007.pdf (last accessed 21 July 2012).
Chen, M. (nd) ‘Women in the Informal Sector: A global picture, the global movement.’ Available at http://info.worldbank.org/etools/docs/library/76309/dc2002/proceedings/pdfpaper/module6mc.pdf (last accessed 21 July 2012).
Desmond, M. (2011) Crossing the Hills: The Dawei Development Project. Paung Ku Background Paper. Rangoon: Paung Ku. December.
Gender Equality Network (GEN) (2012) ‘The Dawei Development Project: Some Possible Gender Impacts.’ Rangoon: GEN. January.
Kusukabe, K. et al (2008) ‘Gendering Border Spaces: Impact of open border policy between Cambodia-Thailand on small-scale women fish traders.’ African and Asian Studies 7.
Li, T. (2011) ‘Centering labor in the land grab debate.’ Journal of Peasant Studies, 38:2.
Mekong Migration Network (MMN) (Forthcoming) Migration in the Greater Mekong Sub-region: Resource Book: Border Economic Zones in the GMS. Chiang Mai: MMN. 2012.
Pollock, J. and Aung, S.L. (2010) ‘Critical times: Gender implications of the economic crisis for migrant workers from Burma/Myanmar in Thailand.’ Gender and Development, 18:2. Available at http://policy-practice.oxfam.org.uk/publications/critical-times-gendered-implications-of-the-economic-crisis-for-migrant-workers-131727 (last accessed 21 July 2012).
[i]
I have not explicitly sought nor gained permission to give the names of
specific organizations or individuals in this series, so given
remaining sensitivities and security concerns for local activists and
organizations working in the Dawei area, here and elsewhere in this
series I will not reveal full names or titles of individuals and
organizations.
[ii]
This challenge, of course, is not only a challenge in Dawei. Migrant
labour organizations in Thailand, for example, have highlighted the
reality that, when organizing initiatives in migrant communities become
more formalized, more structured, women’s participation at leadership
levels tends to decrease. Organizing efforts that have built community
networks in the Dawei area have likely reflected this tendency, which
would account, at least in part, for the limited discussion of gender
issues in relation to the project.
[iii]
GEN was formerly known as the Women’s Protection Technical Working
Group. Some readers may know it by the former name. GEN is a network
that consists of national and international NGOs, civil society
organizations and networks, UN agencies, and technical resource persons.
[iv] See for example Desmond 2011 for an analysis linking the Dawei project to the Shenzhen SEZ.
Academics: Revise Dawei plan
The Thai government and contractor Italian-Thai Development should
revise their plan for the Dawei port and industrial complex in Myanmar
to reflect the impact on residents of both countries, say academics.
The Council of State, the government's legal adviser, is still studying a proposed bill to create a special economic zone in Kanchanaburi, said Pojanee Artarotpinyo, director of the Spatial Development Planning and Strategy Office of the National Economic and Social Development Board (NESDB).
As well, she said, the Finance Ministry is looking at ways to help ease the financial burden ITD is facing with the Dawei venture.
The SET-listed contractor has been struggling to raise funds for the project amid concerns that Myanmar's new reformist government appears less enthusiastic about Dawei than the former military junta that awarded the concession to ITD.
"Whether the Thai company is involved or not, (deep sea port) development will be created anyway, so we should help support the Thai venture," said Ms Pojanee.
"And since the government has already pledged strong support to the project, all agencies are now coordinating closely with their Myanmar counterparts to concretise and finalise the project."
She made the comments on Friday at a seminar on "Thai-Myanmar relations: From Map Ta Phut to Dawei" at Mahidol University's Faculty of Environment and Resource Studies. It was the second time Thai civil society groups had gathered to discuss the issue; the last time was in late July in Chiang Mai. No business representatives attended either session.
Issues that the two governments had to renegotiate included project sites, features or characteristics, and financing methods, said Ms Pojanee.
In any case, she added, the promoters of Dawei should consider all the lessons learned from the Eastern Seaboard development in Thailand, including environmental and health problems.
Prime Minister Yingluck Shinawatra will visit Myanmar again next month to follow up progress on Dawei, after the leaders of the two countries agreed last month in Bangkok that obstacles would be cleared to facilitate the multi-billion baht project.
A highway from Bang Yai in Nonthaburi via Nakhon Pathom and Kanchanaburi would help connect the Dawei port to the Greater Mekong Sub-region Southern Corridor, said Somsak Boonpratanporn, director of the assessment work group at the Highways Department.
The 98-kilometre tollway would cost 45.9 billion baht, said Mr Somsak, adding that compensation for the acquired land would cost 4.85 billion.
The motorway would be linked to the 70km Kanchanaburi-Ban Phu Nam Ron (Ratchaburi) route, now under feasibility study. Design work has been completed on the final 160km route from Ban Phu Nam Ron to Dawei, said Mr Somsak.
Veerawat Dheeraprasart, chairman of the Foundation for Ecological Recovery, warned that the post-development problems at Dawei could be 10 times serious than what Map Ta Phut and Laem Chabang experienced.
The reason, he said, was that environmental and health regulations in Myanmar were very weak, so the rights and benefits of the Dawei communities would be compromised in the name of foreign investment.
"The ITD-initiated project has yet to take into account core principles mentioned in the Asean Charter including respect for human rights, cultural identity and diversity and sustainable development and environmental conservation goals," said Mr Veerawat.
He also called for the Highway Department to conduct a new environmental assessment of the planned motorway.
Dr Khanat Kruthkul of Ramathibodi Hospital said there should be a serious study of the potential health and social impacts that would accompany freer cross-border movement, industrialisation and environmental depletion.
Consumerism that inevitably emerges from industrialisation would change people's way of life, said Dr Khanat. They would become fatter, while communicable diseases such as malaria would become more resistant to medication, while viruses and parasites would also adapt and be difficult to deal with.
Suphakit Nuntavorakarn of the Healthy Public Policy Foundation said Thai civil society organisations did not oppose development. However, they want to see industries that best match the environmental and cultural characteristics of the Dawei region as well as Kanchanaburi.
For example, he said, there could be high impact from heavy and frequent loads of chemical substances and other materials being transported along the highway.
"Based on the initial form of investment, Myanmar's emissions of greenhouse gases will increase five times after the Dawei project's completion," he said.
Mr Suphakit said water consumption would be greater at 5.9 million cubic metres per day, with more waste water, industrial wastes and accumulated household and industrial garbage.
"Therefore, the investing company cannot simply do separate environmental impact assessments but needs to look at the overall picture as there is enormous impact on the people and the environment on both sides of the border," he said.
Links: http://daweiprojectwatch.blogspot.com/
- Published: 24/08/2012 at 05:26 PM
- Writer: Achara Ashayagachat
The Council of State, the government's legal adviser, is still studying a proposed bill to create a special economic zone in Kanchanaburi, said Pojanee Artarotpinyo, director of the Spatial Development Planning and Strategy Office of the National Economic and Social Development Board (NESDB).
As well, she said, the Finance Ministry is looking at ways to help ease the financial burden ITD is facing with the Dawei venture.
The SET-listed contractor has been struggling to raise funds for the project amid concerns that Myanmar's new reformist government appears less enthusiastic about Dawei than the former military junta that awarded the concession to ITD.
"Whether the Thai company is involved or not, (deep sea port) development will be created anyway, so we should help support the Thai venture," said Ms Pojanee.
"And since the government has already pledged strong support to the project, all agencies are now coordinating closely with their Myanmar counterparts to concretise and finalise the project."
She made the comments on Friday at a seminar on "Thai-Myanmar relations: From Map Ta Phut to Dawei" at Mahidol University's Faculty of Environment and Resource Studies. It was the second time Thai civil society groups had gathered to discuss the issue; the last time was in late July in Chiang Mai. No business representatives attended either session.
Issues that the two governments had to renegotiate included project sites, features or characteristics, and financing methods, said Ms Pojanee.
In any case, she added, the promoters of Dawei should consider all the lessons learned from the Eastern Seaboard development in Thailand, including environmental and health problems.
Prime Minister Yingluck Shinawatra will visit Myanmar again next month to follow up progress on Dawei, after the leaders of the two countries agreed last month in Bangkok that obstacles would be cleared to facilitate the multi-billion baht project.
A highway from Bang Yai in Nonthaburi via Nakhon Pathom and Kanchanaburi would help connect the Dawei port to the Greater Mekong Sub-region Southern Corridor, said Somsak Boonpratanporn, director of the assessment work group at the Highways Department.
The 98-kilometre tollway would cost 45.9 billion baht, said Mr Somsak, adding that compensation for the acquired land would cost 4.85 billion.
The motorway would be linked to the 70km Kanchanaburi-Ban Phu Nam Ron (Ratchaburi) route, now under feasibility study. Design work has been completed on the final 160km route from Ban Phu Nam Ron to Dawei, said Mr Somsak.
Veerawat Dheeraprasart, chairman of the Foundation for Ecological Recovery, warned that the post-development problems at Dawei could be 10 times serious than what Map Ta Phut and Laem Chabang experienced.
The reason, he said, was that environmental and health regulations in Myanmar were very weak, so the rights and benefits of the Dawei communities would be compromised in the name of foreign investment.
"The ITD-initiated project has yet to take into account core principles mentioned in the Asean Charter including respect for human rights, cultural identity and diversity and sustainable development and environmental conservation goals," said Mr Veerawat.
He also called for the Highway Department to conduct a new environmental assessment of the planned motorway.
Dr Khanat Kruthkul of Ramathibodi Hospital said there should be a serious study of the potential health and social impacts that would accompany freer cross-border movement, industrialisation and environmental depletion.
Consumerism that inevitably emerges from industrialisation would change people's way of life, said Dr Khanat. They would become fatter, while communicable diseases such as malaria would become more resistant to medication, while viruses and parasites would also adapt and be difficult to deal with.
Suphakit Nuntavorakarn of the Healthy Public Policy Foundation said Thai civil society organisations did not oppose development. However, they want to see industries that best match the environmental and cultural characteristics of the Dawei region as well as Kanchanaburi.
For example, he said, there could be high impact from heavy and frequent loads of chemical substances and other materials being transported along the highway.
"Based on the initial form of investment, Myanmar's emissions of greenhouse gases will increase five times after the Dawei project's completion," he said.
Mr Suphakit said water consumption would be greater at 5.9 million cubic metres per day, with more waste water, industrial wastes and accumulated household and industrial garbage.
"Therefore, the investing company cannot simply do separate environmental impact assessments but needs to look at the overall picture as there is enormous impact on the people and the environment on both sides of the border," he said.
Links: http://daweiprojectwatch.blogspot.com/
The Company in Dawei
This piece is Part 1 in a three-part series focusing on under-analysed aspects of the Dawei deep-sea port and industrial zone project in southeastern Burma. This piece focuses on Italian-Thai Development, the lead developer of the Dawei project. Part 2 looks at the project from a labour perspective, while Part 3 focuses on women’s and gender issues in Dawei. Both are forthcoming.
From the crest of a hill some two hours’ drive from the town of Dawei, a mocha-brown ribbon of earth can be seen winding its way over the hills to Thailand. This road link connects the Dawei project’s planned beachfront seaport and industrial zone area to a semi-official border crossing at the edge of Thailand’s western Kanchanaburi province. On this hilltop on a morning in May, rumours about the project’s imminent cancellation seem the far-away stuff of idle newsrooms, reaching for a story without the energy to get beneath the surface. Here, by contrast, there is a certain vitality. Bulldozers are eagerly carving road into hillside, while pick-up trucks with a famous logo are busily ferrying workers and goods to and from projects sites and the Thai border. At the dam site up the river valley and in and around the industrial zone area as well, the message is similarly clear: the project, for now at least, is still going forward.
The logo on the trucks, of course, is the logo of Italian-Thai Development (ITD), Thailand’s largest construction company and the lead developer on the Dawei deep-sea port and industrial zone project.[i] Along with labour and gender issues – which, respectively, will be the subject of parts 2 and 3 of this series – the role of ITD in relation to the project has been relatively under-read thus far.[ii] To the extent that it has entered project analyses and reporting, it has been as the outside conglomerate first obtaining the coveted prize (the framework agreement signed with the Myanma Port Authority in November 2010), then struggling to back it up with investment to match. Overwhelmingly, the question has been, ‘What is ITD’s role in the Dawei calculus?’ But answering this important question might actually require turning it around. How, in fact, does the Dawei project fit into the company’s overall profile – its structure and activities, its growth strategy and vulnerabilities?
Beginning with the company on its own ground, rather than relationally through its involvement in Dawei, should bear fruit in terms of gaining an in-depth, situated understanding of the company – not to mention strategic benefits, for campaigners and civil society groups of various kinds. By starting with a holistic analysis of a company, campaigners can then understand where, in a company’s overall structure, its main vulnerabilities lie – at which point building campaigns that target those vulnerabilities becomes possible.[iii] Particularly important in the case of ITD are two elements that have, to date, been little discussed: ITD’s operations model, and its growth strategy. Both emerge fairly clearly in the context of the company’s history.
ITD’s history goes back to its founding in 1958 in Bangkok.[iv] In the company’s early years, the Italian and Thai co-founders – this partnership gave the company its name – oversaw the company’s involvement in highway infrastructure and eventually an emergent tourism industry. Since the death of the company’s Italian co-founder in 1981, the company’s been very much a Karnasuta family affair. Current President Premchai Karnasuta is the son of the company’s other co-founder, Dr. Chaijudh Karnasuta, while Premchai’s younger sister and oldest son are both company directors, with substantial stock holdings to match. President since 1993, Premchai was around for Thailand’s pre-crisis boom years and the depths of the 1997 crisis. By the time of the company’s post-crisis reconsolidation in the early 2000s, heavy infrastructure had moved to the center of their operations and sales structure. Much of the Bangkok Skytrain was the work of ITD, while ITD led the consortium responsible for building Suvarnabhumi Airport – for which the apparently close personal friendship between Premchai and Thaksin Shinawatra surely didn’t hurt, and would help keep the company’s public-sector project backlog pretty well full throughout the early 2000s.
ITD’s operations model dates to the late boom years, when the company shifted towards a more integrated operations model, such that products or services they would formerly get from outside the company – such as prefabricated concrete or the production of beams for railway work – began to be things the company would make or do itself through its own subsidiaries. According to the company, this diversification of operations – also known as ‘backwards integration’ in some trade publications – was due to subcontractors compromising quality and slowing down projects. This was unacceptable during the heady years of the early and mid-1990s. While ITD has pointed to their integration as a key advantage for the company vis-à-vis its smaller competitors, it does also provide challenges for expansion outside of Thailand, where the company is less able to rely on intra-company procurement and supply networks. In Dawei, however, the company has made intensive use of the overland road link to Thailand, meaning labour and construction materials are relatively easily brought in. The company’s integrated operations approach is thus more intact than one might expect for an ‘overseas’ project.[v]
ITD’s growth strategy is predicated on securing more contracts outside of Thailand. First in the late 1990s, then just after 2006, and again after 2008, the trade and business press in Thailand and the region were all writing the same story about ITD: that it was ‘finally’ looking abroad for more contracts. It’s not difficult to see why the company might want to get creative at any of these times – two financial crises and the fall from grace of a certain powerful ally. Infrastructure trade publications also note that ITD’s domestic contracts have long failed to provide stable footing for the company. But while the company’s overseas project backlog increased only modestly after the 1997 crisis and after 2006, since 2008 – this particular cycle of global crisis having sent ITD balance sheets into the red for years – the company’s expansion abroad has had a look of resolve about it. In addition to the 60-year Dawei concession secured in late 2010, in 2010 ITD also locked in a 25-year concession for an elevated highway in Dhaka, and in 2011 signed a long-term deal on a monorail and mass transit system in Ho Chi Minh City (HCMC).
Viewed together, backwards integration and a thoroughly international growth strategy are not particularly compatible – except in Dawei, in that the road link to Thailand allows the company to continue a fairly in-house operations approach. And here it is important to note that ITD’s post-2008 overseas contracts represent dramatic moves for a company that, until now, has done little of substance outside Thailand – investments here and there, some fairly isolated hydropower projects, reclamation work in the Philippines, relatively small-scale construction work in Burma and Saudi Arabia. Even in India, home to ITD’s largest subsidiary by far (a cement company), the company’s expansion strategy involved few resources besides finance capital, as they basically bought an operating company and kept its management structure intact. In this context the scale of the Dawei project is all the more striking, and yet its physical proximity to Thailand – and Bangkok in particular, which is very much the base of ITD – offers valuable continuity vis-à-vis the company’s (at this point) long-standing operations approach.
In other words, ITD’s emphasis on integrated operations is a limiting factory for their growth strategy, but one that is less relevant in the case of Dawei than in, say, Dhaka or HCMC. Nonetheless, it points up the company’s substantial dependence on the overland road link – which is something of a weak link in the company’s implementation strategy. According to Dawei-area activists and community leaders, almost all of the construction materials for the project are brought into the Dawei area through this overland crossing, not to mention workers from Thailand and high volumes of consumption goods for Thai worker camps. The road link passes through a semi-official border crossing, which Burmese authorities could close at any time,[vi] and territory held by the Karen National Union (KNU), the non-state armed group that already very publicly halted construction on the road link for months last year. Lately the KNU has scaled back their opposition to the project, possibly in relation to ongoing ceasefire negotiations with the Burmese government. But if the road link were again blocked somehow, or if the border crossing were closed, project implementation would halt almost immediately. The likelihood of this unfolding at this stage is debatable. As a pressure point, however, ITD’s dependence on the overland road link leaves the company somewhat exposed.
ITD faces further vulnerabilities as well. In the context of local implementation, the project’s current phase is relatively labour-intensive, especially compared to later implementation phases and general long-term project plans. Thus ITD is more exposed to labour mobilization now than it will be in the future – though there are significant obstacles to labour-based actions in Dawei in the near term. This labour question will be covered in more detail in the second article in this series. The other two main vulnerabilities have already been much discussed elsewhere, one financial and one political – namely the company’s sustained investment difficulties on the one hand, and on the other hand, question marks over high-level Burmese political patronage, particularly since the cancellation of the coal-fired power plant plan earlier this year. These need little elaboration here, except to note that they are real, and they will likely remain serious concerns for some time still. The recent withdrawal of Max Myanmar, ITD’s main implementing partner in Dawei, will only more deeply underscore these concerns.
Significant question marks notwithstanding, it remains the case, at least currently, that very powerful political and structural factors are still driving the project forward. Peua Thai electoral victories mean ITD suddenly has powerful partners in Thai politics again, as evidenced by Prime Minister Yingluck’s continual foregrounding of Dawei discussions in her visits to Naypyidaw – not to mention Thailand’s recent decision to commit more than USD 1 billion to projects supporting the Dawei initiative on the Thai side of the border (with an emphasis on highway infrastructure). Meanwhile, the Hlutdaws’ new ‘reformists’ have made clear the centrality of industry and infrastructure development to their liberalization agenda, against the broader backdrop of sustained regional economic integration ahead of 2015, when the ASEAN Economic Community is scheduled to come into force.
One thing missing, then, in articles claiming the imminent suspension of the Dawei project, is a deeper sense of the structural forces in place. Were the project actually to be cancelled, it would be against the grain of some of the most important national and regional trends of the neoliberal era in Southeast Asia. And for a company in the midst of a bold bid to rebuild its revenue base and expand overseas, the stakes are high indeed.
Soe Lin Aung is a researcher and consultant based in Rangoon. He can be reached at thant.soelin@gmail.com.
Works Cited
Bronfenbrenner, K. (Ed.) (2007) Global Unions: Challenging Transnational Capital through Cross-border Campaigns. Ithaca, New York: Cornell University Press.
Chachavalpongpun, P. (2011) ‘Dawei Port: Thailand’s Megaproject in Burma.’ Global Asia. 26 December. Available online at http://www.globalasia.org/V6N4_Winter_2011/Pavin_Chachavalpongpun.html?PHPSESSID=27e2e5f1eea77f9e245c911358886d55 (last accessed 21 July 2012).
Dawei Development Association (DDA) (2012) Local People’s Understandings of the Dawei Special Economic Zone. Rangoon: DDA. March.
Desmond, M. (2011) Crossing the Hills: The Dawei Development Project. Paung Ku Background Paper. Rangoon: Paung Ku. December.
ITD (2011) Italian-Thai Development: Annual Report 2010. Bangkok: ITD. Available online at http://www.itd.co.th/en/index.php (last accessed 21 July 2012).
ITD (2012) Italian Thai Development: Annual Report 2011. Bangkok: ITD. Available online at http://www.itd.co.th/en/index.php (last accessed 21 July 2012).
[i]
Statements regarding ITD as Thailand’s largest construction company are
measuring, it may be helpful to note, by market share. In 2010 ITD’s
percentage share of total revenue generated by construction companies
listed on the Stock Exchange of Thailand was 43.56%, with their closest
competitor, CH. Karnchang PCL accounting for just 11.01% of market share
(ITD 2011: 35). In 2011 ITD’s market share slipped to a still very
strong 40.48%, while Sino-Thai Engineering PCL jumped a spot above CH.
Karnchang’s 12.46% market share to their second-place 13.53% (ITD 2012:
37).
[ii]
By contrast, overall treatments of the project abound. See for example
Chachavalpongpun 2011, Desmond 2011, and Dawei Development Association
2012.
[iii]
This broad approach to corporate campaigns was developed through the
Strategic Corporate Research program at the School of Industrial and
Labor Relations at Cornell University. See for example Bronfenbrenner
2007 (Ed.).
[iv]
The facts included here are drawn mostly from news databases, trade
publications, and ITD’s own company documents. A more detailed
explanation of these and other questions relating to ITD’s history,
structure, and activities will be included in an in-depth report on ITD
to be published later this year.
[v]
Indeed, the extent to which the Dawei project actually represents an
‘overseas’ project is debatable, insofar as labour and construction
materials are brought in fairly easily overland from Thailand, while the
project’s benefits are widely seen as accruing mostly to Thailand
rather than Burma. See Chachavalpongpun 2011 (7-8).
[vi]
Burmese authorities certainly have a history of closing border
crossings, and thus stymying cross-border trade, as a negotiating tactic
with Thai counterparts and sometimes border-based armed groups.
Sources : http://asiapacific.anu.edu.au/newmandala/
Sources : http://asiapacific.anu.edu.au/newmandala/
Workers in Dawei
This piece is Part 2 in a three-part series focusing on under-analysed aspects of the Dawei deep-sea port and industrial zone project in southeastern Burma. See here for Part 1, an analysis of the activities of Italian-Thai Development, the project’s lead developer. Part 3, which will focus on women’s and gender issues in Dawei, is forthcoming.
At first glance, a labour analysis of the Dawei deep-sea port and industrial zone project may seem counterintuitive. To date, critical readings of the project have focused mainly on environmental impacts, displacement and relocation of local people, the marginalization of local voices, and in a wider perspective, the concern that the majority of project benefits will accrue to Thailand rather than Burma, signalling Burma’s rather disadvantageous entry into regional and sub-regional infrastructure networks. These lines of analysis are fruitful and will remain as such. That labour has been absent from them is not, per se, a problem thus far.
Further, early claims that the project would generate substantial job opportunities seem to have faded. ‘We need tons of workers,’ said Premchai Karnasuta in late 2010, when his company secured the project concession. ‘We will mobilize millions of Burmese’ (IHT 2010). Premchai is president of Italian-Thai Development (ITD), Thailand’s largest construction company and the project’s lead developer. Yet almost two years later, the project-specific labour force in Dawei does not approach even the more moderate estimate of ‘tens of thousands’ of workers said (in 2010) to be necessary for the project’s first five years. Instead, Dawei-area activists and community leaders[i] say that the project’s current labour force consists mainly of a relatively small number of migrant workers: about 800 Thai workers and 600 migrant workers from upper Burma. Even when (or if) the project reaches projected capacity some ten to fifteen years from now, the emphasis in the industrial zone is on heavy industry, not medium or light manufacturing industries that would be more labour-intensive. Though China’s much-vaunted Shenzhen special economic zone (SEZ) is considered a model of sorts for the Dawei project, there are no plans for the latter to involve manufacturing or export processing in a way that would require the vast labour force of Shenzhen or other SEZs elsewhere in Asia.
Thus labour analyses of the Dawei project have yet to gather momentum, despite some limited discussion in some circles.[ii] However, reading Dawei through a labour lens does enable some important shifts in perspective, chief among them its ability to underline a particular set of very tangible impacts – namely employment arrangements – for people in and around the Dawei project area, including the road link to Thailand. Following Tania Li’s work on the intersection of land and labour issues, a labour perspective offers added analytical value at two scales: locally, it ‘highlights the jobs generated, and the rewards received’ by communities where large-scale investment takes place; and more broadly, it ‘highlights the predicament of people whose labor is not needed by the global capitalist system,’ as the ‘anticipated transition from farm to factory’ has ceased to be a viable promise in most parts of the global South (Li 2011: 281).
In and around the Dawei area, the labour profile of the project can be broken into at least four main strands:
a) Migrant workers, currently said to consist of about 800 Thai workers and 600 workers from upper Burma
b) Local workers, i.e. workers from the Dawei area, working likely for project sub-contractors or on a temporary/casual basis for specific tasks, e.g. clearing land for project facilities or the road link
c) Informal economy workers, who while not directly attached to project contractors or sub-contractors, may supply secondary services or goods such as selling basic consumption products at ITD worker camps, or other forms of uncontracted labour that relates to the project (e.g. waste collection and disposal)
d) Rural farmers and villagers, whose work as smallholder farmers, plantation workers, and landless peasants will undergo changes with increasing investment in the area
There is, to be sure, considerable overlap between categories B, C, and D, and to some degree A and C. For example, to the extent that rural villagers have seen any employment opportunities generated by the project thus far, they have been enlisted for basic labour-intensive tasks like clearing land for the road link project and in the industrial zone area. As for agricultural labour, traditional workforce statistics tend to calculate labour forces – e.g. on a national scale – by referring to ‘non-agricultural labour’. However, scholars and activists have, in recent years, highlighted how changes in rural areas have swelled the ranks of certain labour forces, especially in informal economies, as agricultural investment trends have shifted towards labour-shedding technologies that dispossess farmers of their land, driving the creation of a landless peasant class and out-migration from rural areas. As a result, the classical juxtaposition of workers and farmers, as with the more fundamental opposition of the urban and the rural as analytical categories, has become tenuous at best. Instead, cross-sectoral alliances between different types of workers, urban and rural as well as formal and informal, have become central to organizing efforts. In its very explicit combination of road infrastructure through remote highland areas and a large-scale waterfront industrial zone, the Dawei project also highlights the need for an approach that brings together agricultural and industrial labour perspectives.
Activists and community leaders in the Dawei area have emphasized the centrality of migrant labour, both Thai and from upper Burma, to current early-stage implementation activities. Living mostly in ITD worker camps along the road link route and in and around the industrial zone area, these workers are involved in labour-intensive tasks like road construction, the building of the camps themselves, construction of company and project facilities like the ITD project headquarters in the industrial zone area, and relocation sites like the Bawah site on the north end of the industrial zone area. Compared to workers from upper Burma, Thai workers are said to have higher wages and more secure contracts, and sensitive relationships with local communities – especially in remote road link camps where Thai workers have uneasy interactions with Karen villagers, to whose village centres and shops Thai workers come for simple consumption goods, for food, and sometimes for alcohol. Still, Thai workers’ wages are mostly lower than the new Thai minimum wage, which has been a source of discontent, and Thai workers have expressed dissatisfaction with their working and living conditions in the project area, leading to some criticism of ITD in the Thai press. Workers from upper Burma have also voiced dissatisfaction over wages that are both lower than the Thai minimum, and lower than normal wages in the Dawei area. In fact, contrary to expectations, local activists say they have not seen the emergence of a clear project labour hierarchy pitting Thai workers at the top and workers from Burma (local and migrant) at the bottom. While a relatively small management coterie does exist, and it does consist largely of Thai workers, remaining project workers – that is, the vast majority of workers associated with the project – apparently face similar conditions of exploitation, regardless of where they come from.
While the situation of migrant worker communities appears reasonably well known, it is difficult to say the same of local workers and informal economy workers. Local workers from Dawei township itself largely engage and disengage with project activities through the work of the project’s many local sub-contractors, while local villagers are brought in as casual and temporary workers to clear land for the road link and the industrial zone site. This is a shifting workforce, varying by site and from week to week, day to day. Less has been said thus far of informal economy workers, though those who engage in work related to the project are likely to increase as worker camps become better established and larger. Meanwhile the wider question of informal labour applies to almost all workers who interface with the project, insofar as full-time, secure employment arrangements have been reserved only for a relatively small group of management-level ITD employees. In addition, as economic land concessions increase around the road link route and the industrial zone area, more smallholder farmers will be forced to move into largely insecure and precarious employment arrangements, either as workers in the informal sector or as landless labourers on larger-scale plantations and contract farms.
On the level of jobs generated and rewards received – that is, at the first of Tania Li’s two scales – the Dawei project, even just from a labour perspective, can be said to have brought few if any benefits to workers involved (directly and indirectly) with the project. Instead, the prevailing dynamic is a combination of outright expulsion and adverse incorporation of local people and migrant labour. As a reorganization of production, this situation is much in line with high-modernist agrarian transition and industrialization processes elsewhere. Ben White et al gloss the issue as follows: ‘Contemporary forms of agrarian transition involve investments and dispossession that expel people from agriculture without absorbing their labour in manufactures or elsewhere in the economy, and create an “agrarian question of labour” involving large “surplus populations” of the dispossessed’ (White et al 2012: 624). Li’s second scale, regarding the situation of people and communities whose labour power is systematically foreclosed upon by dominant trends in global capitalism, enters here.
In many ways the Dawei project represents a classical study in the labour-shedding dynamics of large-scale SEZs and infrastructure projects, which in expelling peasants from land and providing limited and unfavourable employment prospects produce reserves, sometimes vast, of under- or non-integrated labour – de facto ‘surplus populations’. In Dawei, estimates of displaced people often exceed 20,000, but little if any of this labour will be incorporated in the industrial zone elements of the project, which focus on heavy and medium industries, while employment prospects along the road link and in plantations and/or contract farms are unlikely to absorb all of this newly precarious labour force. Further, capital flows – such as those gathering in Dawei – have been shown to move in search of flexible, informalized labour, ‘leading to the systematic establishment of anti-labour regimes to lock in comparative advantages based on cheaper, more manageable labour’ (AMRC 2011: 3). So even that labour that is absorbed through the project, directly or indirectly, is likely to be highly unfavourable. Dawei, in this sense, reflects a broader erosion of labour standards in Asia.
SEZs have been a key vehicle for this erosion process. In Dennis Arnold’s useful four-phase narration of SEZ development in Asia, SEZs have moved from being – through the provision of cheap and flexible labour and various kinds of tax incentives – basic FDI-capturing mechanisms for newly export-oriented Tiger economies in East Asia (in the first and second phases), to being outright vehicles for territorial consolidation and capital accumulation (in the third and fourth phases) (Arnold 2010, cited in Wulandari n/d: 7-8). These latter stages involve the state’s re-entry as a formidable actor in and against transnational capital flows, with states using SEZs to concentrate production activities and certain services, while setting up SEZs as nodes in wider infrastructure networks. Dawei, although not providing for labour-intensive production, nevertheless fits well as a latter-phase SEZ, linking up coastal industrial and logistics activities with an extensive overland trade network to Bangkok and beyond.
Dawei, of course, is not the only major industrial initiative in Burma. With 23 industrial zones in and around Rangoon, 18 industrial zones elsewhere (mostly in other central lowland and coastal areas), and two other SEZs ‘proper’ (in Kyaukphyu and Thilawa) (cf. Zaw and Kudo 2011), Burma is much in line with the regional trend of using SEZs and industrial zones as vehicles for capital accumulation. As strategies through which state and capital produce ‘market-adjustable’ societies, SEZs can be seen to represent two theories developed by David Harvey: accumulation by dispossession, and the spatio-temporal fix (cf. Harvey 2003). In short, capitalism at the frontier tends to involve the seizure of assets – notably land, labour, and natural resources – from populations rendered surplus, while capital must be ‘fixed’ in time and space – particularly through physical infrastructure like roads – in order for accumulation at the periphery to be transferred to the core.[iii]
These dynamics are alive and well in Burma. Dawei is one case among many. Border trade zones, such as the long-discussed economic zone near Myawaddy, link closely to these trends; the much-publicized land dispute for the industrial park in Mingaladon fits in here as well; and to some extent the Kyaukphyu and Thilawa SEZs could be good further case studies. Moving beyond SEZs and industrial zones, the picture becomes even more crowded. In Burma’s highlands, new land legislation renders vast tracts of swidden-cultivated land ripe for land grabs, while the National Human Rights Commission has said that, of the 30 or so complaints they field daily, a majority are land-related. Or put differently: at Tania Li’s second scale, it is clear that capital accumulation trends in Burma are creating a critical situation for those farmers and peasants whose labour, by the new rules of the game in Burma, is no longer needed.
For many international NGOs and civil society actors in Burma, the default response to challenges like this has been essentially top-down: a combination of policy work, and engagement with the government and private sector. Refreshingly, the response in Dawei has been far more bottom-up, as local NGOs and related networks have understood, first, the strategic value of local-level organizing; and then they have brought the fruits of those organizing efforts, in the form of targeted demands – backed by groundswells of community sentiment – to the doorsteps of state and capital. This approach is the essence of effective, multilevel community action. Organizations working elsewhere in Burma, and indeed in many other countries as well, could learn a great deal from the response in Dawei.
However, activists and community leaders in the Dawei area have yet to seriously work on labour issues. And certainly, the obstacles are many. Worker camps tend to be isolated and they’re often remote, there are a number of languages in play, issues between local people and migrant workers are sensitive (as is often the case), and the power differential between capital and labour could hardly be higher. More practically, labour rights work in Burma, despite a rich history extending back to the colonial era and the early independence period, has probably returned to a stage that could generously be called nascent, despite a great deal of labour activity in Rangoon-area industrial zones and among farmers and peasants in the countryside. Given limited institutional experience in the relevant corners of contemporary civil society, it is likely that little may happen unless workers themselves begin turning their grievances into action.
Counterintuitively, perhaps, this latter possibility may be the most encouraging: self-organized workers taking the situation into their own hands. Imagine cross-sector alliances between dispossessed peasants and exploited construction workers; imagine linkages between disaffected Thai workers and migrant Burmese workers. The potential is less remote than one might think. In recent years, many grassroots social movements across Southeast Asia have begun to take seriously the need to organize across sectoral divides from a labour perspective, in order to reimagine collective bargaining in contexts where conventional trade union approaches no longer apply (cf. AMRC 2012). Results have been mixed; much progress remains to be made. In particular, there has been a great deal of discussion around how to create spaces for cross- and multi-sectoral organizing – through media, through community centres, through mobile informal exchanges, etc. Opinions vary, but at a recent conference in Bangkok, for example, participants stressed that work of this kind is unlikely to be successful unless workers themselves are already organizing on the ground. Indeed, experienced labour activists argue that solidarity emerges in the course of workers’ struggles, rather than being produced or imposed a priori through external interventions (cf. Campbell 2012 [forthcoming]). In this context, the role of civil society organizations becomes that of strengthening, sustaining, and linking these struggles.
In other words, no shortcuts – just the daily hard work of local-level organizing and alliance-building, with ears to the ground. Thailand-based groups that work with migrant workers from Burma would do well to assist in this work, in Dawei and elsewhere in the country, as these organizations know what it means to open up spaces for organizing in difficult conditions. Admittedly the need for a labour-based approach in Dawei remains largely unrecognized; labour issues are considered peripheral to other approaches thus far. But as a project that remains, for now at least, something of a showpiece initiative for Burma’s liberalization process, Dawei may well set standards for years to come. It could also be read as a harbinger of sorts, a sign or symbol of broader trends in the region. The processes that Dawei represents – informalization of labour, expulsion of rural communities from their land, degradation of labour standards, the production of new surplus communities at the periphery of global capitalism – are signs of dark days to come for working people, in Burma as elsewhere. While the project is still relatively labour-intensive, now is the time for labour mobilization. With the stature of the project still intact, the repercussions could be tremendous.
Soe Lin Aung is a researcher and consultant based in Rangoon. He can be reached at thant.soelin@gmail.com.
Works Cited
Asia Monitor Resource Centre (AMRC) (2011) Capital Mobility and Workers in Asia: Case Studies on Japan, China, Philippines and Thailand. Capital Mobility Research Paper Series. Hong Kong: AMRC. Available at http://www.amrc.org.hk/node/1249 (last accessed 21 July 2012).
AMRC (2012) ‘Editorial: Redefining Collective Bargaining in Asia.’ Asian Labour Update. Hong Kong: AMRC. May. Available at http://www.amrc.org.hk/node/1224 (last accessed 21 July 2012).
Arnold, D. (2010) Administration, Border Zones, and Spatial Practices in the Mekong Region. PhD Dissertation. Department of Geography, University of North Carolina – Chapel Hill.
Arnold, D. and Aung, S.L. (2011) ‘Exclusion to Visibility, Vulnerability to Voice: Informal Economy Workers in the Mekong Countries.’ Discussion paper, Oxfam-in-Belgium (Oxfam Solidarités). January.
Campbell, S. (Forthcoming) ‘Workplace struggles of precarious migrants in Thailand.’ Paper to be presented at the 2012 International Burma Studies Conference, October 2012.
Harvey, D. (2003) The New Imperialism. New York: Oxford University Press.
International Herald Tribune (IHT) (2010) ‘An Industrial Project That Could Change Myanmar.’ 26 November. Available at http://www.nytimes.com/2010/11/27/world/asia/27iht-myanmar.html?pagewanted=all (last accessed 21 July 2012).
Li, T. (2011) ‘Centering labor in the land grab debate.’ Journal of Peasant Studies, 38:2.
White, B. et al (2012) ‘The new enclosures: critical perspectives on corporate land deals.’ Journal of Peasant Studies, 39:3-4.
Wulandari, S. (nd) ‘Special Economic Zones in Asia.’ Hong Kong: AMRC. Available at http://www.amrc.org.hk/node/1237 (last accessed 21 July 2012).
Zaw, M. and Kudo, T. (2011) ‘A Study on Economic Corridors and Industrial Zones, Ports and Metropolitan and Alternative Roads in Myanmar.’ In Intra- and Inter-City Connectivity in the Mekong Region, edited by Masami Ishida. IDE-Jetro. Bangkok, Thailand: IDE-Jetro. Available at http://www.ide.go.jp/English/Publish/Download/Brc/pdf/06_chapter5.pdf (last accessed 21 July 2012).
[i]
I have not explicitly sought nor gained permission to give the names of
specific organizations or individuals in this series, so given
remaining sensitivities and security concerns for local activists and
organizations working in the Dawei area, here and elsewhere in this
series I will not reveal full names or titles of individuals and
organizations.
[ii]
One of the main Dawei-area activists has spoken of plans to bring in
Rangoon-based labour leaders to establish contact with workers in
project camps, but timing and details were unclear. The issue is clearly
seen as secondary at best to a host of other approaches: environmental,
economic, land-related, etc.
[iii]
Researchers and scholars have connected both theories to SEZ
initiatives and labour informalization in Southeast Asia. See, for
example, Arnold and Aung 2011, and Wulandari nd.
Link: http://asiapacific.anu.edu.au/newmandala/
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