Local Industry

Monday, 09 October 2017 09:09

ထားဝယ္အထူးစီးပြားေရးဇုန္အတြက္ EIA, SIA ကို သံုးလအတြင္း အေကာင္အထည္ေဖာ္မည္

ထားဝယ္အထူးစီးပြား ေရးဇုန္ အေကာင္အထည္ေဖာ္ ေရး သဘာဝပတ္ဝန္းက်င္ (EIA) ႏွင့္ လူမႈေရး အက်ိဳးသက္ေရာက္ မႈ (SIA) ဆန္းစစ္ ေလ့လာခ်က္ မ်ားကို လာမည့္သံုးလအတြင္း စ တင္ အေကာင္အထည္ေဖာ္မည္ ဟု ထားဝယ္အထူး စီးပြားေရးဇုန္ စီမံခန္႔ခြဲမႈ ေကာ္မတီ တြဲဖက္အ တြင္းေရးမွဴးဦးမ်ိဳးျမင့္ဦးက ေျပာ သည္။ေျမယာေလ်ာ္ေၾကးႏွင့္ ေဒ သခံမ်ား ေျပာင္းေရႊ႕ေရးကို ႏိုင္ငံ တကာ စံႏႈန္းႏွင့္အညီ ေဆာင္ရြက္ရန္ သံုးလအတြင္းစစ္တမ္းမ်ား ေကာက္ယူမည္ဟု ၎ကေျပာၾကားသည္။ ‘‘နံပါတ္ (၁) ဦးစားေပးက ေတာ့ လမ္းနဲ႔မီးေပါ့။ လွ်ပ္စစ္မီးနဲ႔ လမ္းရရွိေရးကို အဓိကထားၿပီးဦး စားေပးလုပ္ေနပါတယ္’’ ဟု တြဲ ဖက္အတြင္းေရးမွဴး ဦးမ်ိဳးျမင့္က ေျပာသည္။ သဘာဝပတ္ဝန္းက်င္ႏွင့္လူ မႈေရး အက်ိဳးသက္ေရာက္မႈ ဆန္း စစ္ေလ့လာခ်က္မ်ား ျပဳလုပ္ရာ တြင္ ေျမယာျပႆနာမ်ား ေျဖရွင္း ေရးသည္ ႐ႈပ္ေထြးခက္ခဲသည္ဟု ထားဝယ္ အထူးစီးပြားေရးဇုန္ စီမံ ခန္႔ခြဲမႈ ေကာ္မတီ ဒုတိယဥကၠ႒ တစ္ဦးက ေျပာသည္။ ထားဝယ္ အထူးစီးပြားေရး ဇုန္သည္ အပိုင္းႏွစ္ပိုင္းရွိၿပီး ပထမ အဆင့္ကို ျမန္မာႏွင့္ အီတာလ်ံ- ထိုင္းကုမၸဏီတို႔ သေဘာတူစာ ခ်ဳပ္ခ်ဳပ္ခဲ့ၿပီး ဒုတိယအဆင့္တြင္ ျမန္မာ၊ ဂ်ပန္၊ ထိုင္းအစိုးရမ်ား ပါဝင္ရန္ သေဘာတူထားသည္။ ထားဝယ္ အထူးစီးပြားေရး ဇုန္ ပထမအဆင့္စီမံကိန္း ျဖစ္ သည့္ ထိုင္းႏိုင္ငံနယ္စပ္ကန္ခ်နာ ဘူရီမွ စီးပြားေရးဇုန္သို႔ သြားသည့္ ႏွစ္လမ္းသြားလမ္းမႀကီးကို စတင္ ရန္ ျမန္မာ-ထိုင္း ပညာရွင္မ်ား ေလ့လာဆန္းစစ္ေနေၾကာင္း တနသၤာရီတိုင္းေဒသႀကီး စီမံကိန္းႏွင့္ စီးပြားေရးဝန္ႀကီး ဦးၿဖိဳးေဝထြန္းကေျပာသည္။ ထားဝယ္ စီးပြားေရးဇုန္ကို အေကာင္အထည္ေဖာ္ရန္ ၂၀၀၈ တြင္ ျမန္မာ-ထိုင္း ႏွစ္ႏိုင္ငံအစိုးရ တို႔ လက္မွတ္ေရးထိုးၿပီးေနာက္၁၀ စုႏွစ္ တစ္ခုနီးပါး ၾကာျမင့္ခ်ိန္မွ စတင္အေကာင္အထည္ေဖာ္ ႏိုင္မည့္အေျခအေနမ်ိဳး ျဖစ္ေနသည္။ Source: 7 days new

Tuesday, 26 September 2017 06:46

ထား၀ယ္အထူးစီးပြားေရးဇုန္ ပထမအဆင့္စီမံကိန္းစတင္ရန္ ေလ့လာဆန္းစစ္မႈစတင္

ထား၀ယ္အထူးစီးပြားဇုန္ ပထမအဆင့္စီမံကိန္းျဖစ္သည့္ ထိုင္းႏုိင္ငံနယ္စပ္ ကန္ခ်နာဘူရီမွ စီးပြားေရးဇုန္သို႔သြားသည့္ ႏွစ္ လမ္းသြားလမ္းမႀကီးကို စတင္ရန္ ျမန္မာ-ထိုင္းပညာရွင္မ်ား ေလ့ လာဆန္းစစ္မႈ စတင္ေနေၾကာင္း တနသၤာရီတိုင္းေဒသႀကီး စီမံကိန္းႏွင့္ စီးပြားေရး၀န္ႀကီး ဦးၿဖိဳးေ၀ထြန္းက ေျပာသည္။ အဆုိပါ စီမံကိန္းသည္ တနသၤာရီကမ္းေျမာင္ေဒသ ဖံြ႕ၿဖိဳး ေရးစီမံကိန္း၏ အစိတ္အပိုင္း တစ္ခုျဖစ္ၿပီး ထိုင္းႏုိင္ငံအစိုးရ၏ ေခ်းေငြျဖင့္ တည္ေဆာက္မည့္ စီမံကိန္းျဖစ္သည္္ဟု ၎က ဆက္လက္ေျပာသည္။ ‘‘လက္ရွိ ေျမျပင္အေနအ ထားအရ လမ္းေဖာက္ဖို႔ ကြင္း ဆင္းစစ္ေဆးေနတယ္။ အဆင့္ ေလးေတြ နည္းနည္းက်န္ေနေသး ေတာ့ မၾကာခင္ လမ္းေဖာက္တာ စႏုိင္ေတာ့မွာပါ’’ဟု ဦးၿဖိဳးေ၀ထြန္းက ေျပာသည္။ ထား၀ယ္အထူးစီးပြားေရး ဇုန္သည္ အပိုင္းႏွစ္ပိုင္းရွိၿပီး ပထမအဆင့္ကို ျမန္မာႏွင့္ အီတာလ်ံ-ထိုင္းကုမၸဏီတုိ႔ သ ေဘာတူစာခ်ဳပ္ခဲ့ၿပီး ဒုတိယအ ဆင့္တြင္ ျမန္မာ၊ ဂ်ပန္၊ ထိုင္း အစိုးရမ်ားပါ၀င္ရန္ သေဘာတူ ထားျခင္းျဖစ္သည္ဟု ထား၀ယ္ အထူးစီးပြားေရးဇုန္ စီမံခန္႔ခဲြမႈ ေကာ္မတီ ဒုတိယဥကၠ႒လည္းျဖစ္ သူ ၎က ေျပာသည္။ ‘‘ေနာက္ၿပီး ေရရွည္ဖံြ႕ၿဖိဳး ေရးလုပ္ငန္းေတြမွာ ဂ်ပန္ပါ၀င္ ဖို႔လည္း ကတိက၀တ္ေတြရွိထား တယ္’’ဟု အဆိုပါ အထူးစီးပြား ေရးဇုန္ စီမံခန္႔ခဲြမႈေကာ္မတီအ တြင္းေရးမွဴး ေဒါက္တာတင္ထြန္း ႏုိင္က ေျပာသည္။ ထား၀ယ္အထူးစီးပြားေရး ဇုန္အတြက္ ထိုင္းဘတ္ေငြ ၄ ဒသမ ၅ ဘီလီယံ (ကန္ေဒၚလာ ၁၃၃ သန္း)ကို ထိုင္းအစိုးရထံမွ ေခ်းေငြရယူရန္ လႊတ္ေတာ္သို႔ တင္ျပ၍ အတည္ျပဳမည္ဟု စီးပြား ေရးႏွင့္ ကူးသန္းေရာင္း၀ယ္ေရး ၀န္ႀကီး ေဒါက္တာသန္းျမင့္က ဇူလိုင္တြင္ ေျပာၾကားခဲ့သည္။ ထိုင္းက ေဖေဖာ္၀ါရီတြင္ ယင္းေခ်းေငြကိုေပးရန္ ကမ္းလွမ္းခ့ဲၿပီး ယင္းေခ်းေငြသည္ ၈၂ မိုင္ (၁၃၂ ကီလိုမီတာ) ရွည္လ်ား ေသာ ထိုင္းႏုိင္ငံနယ္စပ္ ကန္ခ်နာဘူရီမွ ထား၀ယ္အထူးစီးပြားေရးဇုန္သို႔ သြားသည့္ လမ္းမႀကီး ေဖာက္လုပ္ရန္ျဖစ္သည္။ အဆုိပါေခ်းေငြသည္ ႏုိင္ငံ အစိုးရခ်င္း ေခ်းေငြယူျခင္းျဖစ္ ေသာ္လည္း ျမန္မာအစိုးရက ကုမၸဏီမ်ားကို ေခ်းေငြျပန္လည္ ေပးအပ္မည္ျဖစ္ကာ အစိုးရက နာမည္ခံ ေခ်းေပးျခင္းျဖစ္ေၾကာင္း ေဒါက္တာတင္ထြန္းႏုိင္က ေျပာသည္။ကန္ေဒၚလာ ဘီလီယံ ၅၀ တန္ ထား၀ယ္အထူးစီးပြားေရးဇုန္ ကို ၂၀၀၈ တြင္ ျမန္မာ-ထိုင္း ႏွစ္ ႏုိင္ငံအစိုးရတို႔ လက္မွတ္ေရးထိုး ခဲ့ၿပီး ထိုင္းႏုိင္ငံဘက္မွ အီတာလ်ံ ထိုင္းကုမၸဏီက စတင္အေကာင္ အထည္ေဖာ္ခဲ့သည္။ ၂၀၁၃ တြင္ ဘ႑ာေရးအ ခက္အခဲေၾကာင့္ စီမံကိန္းရပ္ဆုိင္းခဲ့ၿပီး ၂၀၁၅ ဇူလိုင္က စီမံကိန္း ျပန္လည္စတင္ရန္ ျမန္မာ-ထိုင္း-ဂ်ပန္ သံုးႏုိင္ငံ အစိုးရခ်င္းေဆြးေႏြးခဲ့သည္။ Source: 7 days new

Wednesday, 20 September 2017 11:12

Motor Vehicle Law

Chapter (1) (1) This law shall be called the “Motor Vehicle Law”. (2) The expression included in this law are defined as follows: (a) “Ministry” means the Ministry of Rail Transportation (Myanmar). (b) “Administration department” means the Ministry of Rail Transportation, Road Transport Administration Department. (c) “Motor vehicle” means a vehicle with wheels using mechanical power or electrical power or any other energy. (d) “Trailer” means a vehicle with wheels which is pulled by a motor vehicle. (e) “License officer” means a person who has been authorized by the Road Transport Administration Department to approve licenses for drivers and assistants. (f) “Registration officer” means a person who has been authorized by the Road Transport Administration Department to register motor vehicles. (g) “Motor vehicle registration certificate” means the detailed record evidencing the registration of a motor vehicle which shows that the vehicle is allowed to be driven on public ways. (h) “Registered person” means a person who is registered by his/her name in the motor vehicle registration record. (i) “Owner” refers means a person who is registered in the motor vehicle registration record or a person who is the guardian or has agreed to be liable if the actual owner is underaged. (j) “Responsible person” means a person who is registered in the motor vehicle registration record or who is in charge in association with a vehicle. (k) “Commercially used motor vehicle” means a motor vehicle which transports either people or goods for money. (l) “Main parts of a motor vehicle” refers to the appearance of a vehicle, its body, engine, gear, frame, axis and steering system. - 2 - CONVENIENCE TRANSLATION Accuracy not guaranteed (m) “Loading capacity” means the net weight amount of goods or the number of passengers or the total of goods and passengers allowed by the Road Transport Administration Department. (n) “Private business of inspecting motor vehicles” means a person or an organization who has a permit to operate a business of inspecting motor vehicles for compliance with rules and regulations. (o) “Motor vehicle trading business” means the selling of motor vehicles in showrooms or the storing of motor vehicles in storerooms. (p) “Motor vehicle inspection certificate” refers to a certificate of evidence with regard to the aptitude of a vehicle after it was inspected by the administration department. (q) “Motor vehicle registration number plate” means a plate which shows registration numbers and is given by the administration department to be affixed at the front and at the back of the car. (r) “Public place” means places that people can go to, enter and leave, road sides, roads, streets and ways. (s) “Directive road symbols and signs” means directive symbols, signs and instruments used for the safety of road users including drivers. (t) “Driving license” means an official document that states that a person has permission from the license officer to drive a particular type of motorized vehicles on a public roadway. (u) “Assistant permit” means an official document for a person who helps drivers and passengers either with vehicles for goods or with vehicles for passengers. (v) “Environmental conservation associated with motor vehicles” means taking actions to conserve the green environment and the reduction in pollution of air, water, land and noises caused by motor vehicles. Chapter (2) Objectives (3) The main objectives of this law are as follows: (a) For the safe driving of motor vehicles in public areas through registration according to official rules and regulations. (b) To provide driving licenses for driving particular types of motorized vehicles after qualification checks. (c) For the easy flow of road users and for the protection against road risks and vehicle perils. - 3 - CONVENIENCE TRANSLATION Accuracy not guaranteed (d) To avoid traffic congestion and to use high technology transportation systems efficiently in order to implement protection against road risks and vehicle perils. (e) To reduce environmental pollution caused by motor vehicles. Chapter (3) Motor vehicle registration (4) Every owner of a motor vehicle must register the vehicle with the registration officer. (5) The owner of a motor vehicle must maintain the vehicle in a safe condition equal to the standard condition. (6) The registration officer may not register the motor vehicle if the vehicle is disqualified for failing to comply with safety standards or the engine is broken or if the applicant has failed to disclose previous facts about former registrations of the vehicle. (7) The administration department must make rules for the initial registration of a motor vehicle. And it must also make rules for the yearly renewal of the registration, and any other kinds of registration. (8) (a) The owner of the vehicle can request the registration officer to issue a temporary registration according to the regulations. (b) The temporary registration according to this section cannot be valid for more than three months. And this law does not allow temporary registration more than one time. (9) The administration department must create separate types based on the structure of the motor vehicle and its loading capacity. (10) The owner of a vehicle must notify the registration officer if the main parts of his/her vehicle needs to be changed or repaired. (11) Commercially used motor vehicles have to be registered as “rental vehicles (taxi)”. (12) If the ownership of a motor vehicle has changed, the new owner or the inheritor has to ensure that the name of the registered person is changed according to the regulations. (13) The registered person has to notify the administration department to record the new address if the current address has changed. (14) The registration officer- - 4 - CONVENIENCE TRANSLATION Accuracy not guaranteed (a) Has, after scrutinizing the requirements, authority to approve, deny or request to recheck in association with section 10 or 11 based on the motor vehicle inspection unit’s report. (b) Has, after scrutinizing the requirements, authority to approve, deny or request to recheck in association with section 12 or 13. (15) The law does not allow any owner of a motor vehicle to change the major parts of the vehicle without permission of the registration officer. (16) The ministry must prescribe the time of validity or expiration of the motor vehicle registration. Chapter (4) Temporary suspension or cancellation of the motor vehicle registration (17) The registration officer has authority to temporarily suspend the motor vehicle registration for any of the reasons below: (a) A serious deficiency in the motor vehicle which can have severe effects on the public or the natural environment has been detected. (b) Failure to appear, without reason, in spite of being summoned in relation to the motor vehicle registration. (c) Changing the major parts of the motor vehicle without the permission. (d) Request by a related department or person with proven right to the vehicle according to the regulations. (e) Request by a person offering proof of accident [risks], road risks or damage to the natural environment because of the vehicle. (18) The registration officer must cancel the registration of a motor vehicle for any of the reasons below: (a) Deterioration of the motor vehicle to a degree that it can never be driven safely. (b) The motor vehicle is permanently moved outside the area of Myanmar. - 5 - CONVENIENCE TRANSLATION Accuracy not guaranteed (c) Failure to renew or change an expired registration after five years of the expiry date. (d) Expiry of the vehicle’s life time recognized by the ministry (e) It is detected that the type, year, structure or part of the body of the vehicle has been changed without permission. (f) Request to cancel the registration by the registered person with evidence. (19) (a) The Appellant can appeal to the related Road Transport Administration Department of the state or region within 30 days after that the registration according to section 6 or 14 was denied, or the registration was temporarily suspended or cancelled according to section 17 or 18, If the appellant does not agree with the decision of the Road Transport Administration Department of the state or region, the appellant can appeal to the executive director of the Road Transport Administration Department within 30 days after having been notified of the decision. If the appellant does not agree with the decision of the executive director of the Road Transport Administration Department, the appellant can appeal to the minister of the Ministry of Rail Transportation within 30 days after having been notified of the decision. (b) The decision of the Ministry according to sub-section (a) is final and not changeable. Chapter (5) Approval, rejection, temporary suspension, cancellation and lifetime cancellation of driving licenses, assistant licenses and driving trainings (20) The administration department has to categorize driving licenses based on the drivable types of motor vehicles. (21) Applicants have to apply to the license officer with completed and capable of rules; the license officer has to approve after he has checked [the applicant’s aptitude] and is satisfied that the standard tests have been met. (22) The license officer- (a) Has authority to deny approval of the driving license and to temporarily suspend or cancel the current driving license for the reasons below. He can also disqualify a - 6 - CONVENIENCE TRANSLATION Accuracy not guaranteed person for any of the reasons below during the waiting period for approval or keeping the license: (1) The person is not believed to be fit to drive because of disease or disability; (2) The person is not believed to be fit to drive in public areas because of mental problems; (3) The person is not believed to be fit to drive because of alcoholic problems or crimes committed in association with driving; (4) The person is believed, on the basis of records, to be harmful; (5) It has been detected that the person committed crimes in association with driving and the court requests not to approve, or cancel, or suspend, the driving license. (b) Has to create a written record of the decision made, or the activity done, according to sub- section (a). (23) The administration department can approve or reject the change of a driving license from one type to another after checking with standard tests. (24) The administration department can approve or reject the application for an international driving license after checking with standard tests. (25) The administration department can approve or reject the application to drive within the country with a foreign driving license after checking with standard tests. (26) The applicant for an assistant permit has to apply to the license officer and fulfill the qualifications. (27) The license officer can approve or reject the application for an assistant permit after checking the qualifications according to section (26). (28) The license officer has to create a record if a person with a driving license or assistant permit fails to follow the rules for safe driving. This record is one of the points to consider when renewing or changing, suspending or cancelling the driving license or assistant permit. (29) The license officer is authorized to suspend the assistant permit for a specific period, cancel it, or cancel it for life if the assistant failed to follow one of the sections of this law. - 7 - CONVENIENCE TRANSLATION Accuracy not guaranteed (30) An applicant wishing to operate motor vehicle driving trainings can apply to the administration department for a business license. (31) The administration department can approve or reject the application filed according to section (30) after testing the qualifications. (32) The appellant can appeal to the Ministry within 30 days after having been notified of the rejection according to sections 23, 24, 25 or 31; the Ministry’s decision is final and not changeable. (33) (a) The appellant can appeal to the executive director of the Road Transport Administration Department if the decision according to sections 23, 24, 25 or 31 is not made within 30 days after the filing of the application. If the appellant does not agree with the decision of the executive director of the Road Transport Administration Department, he or she can appeal to the minister of the Ministry of Rail Transportation within 30 days after having been notified of the decision. (b) The decision of the Ministry according to sub-section (a) is final and not changeable. Chapter (6) Import of motor vehicles, manufacturing, selling, equipping, repairing, maintenance, inspection (34) The administration department has to make rules and set standard requirements for environmental conservation and safety in connection with the import, manufacturing, equipping, repair and maintenance of motor vehicles. (35) An applicant wishing to operate a business associated with manufacturing, selling, equipping or maintaining motor vehicles or to operate a private business for inspecting motor vehicles has to apply for a business license to the administration department with everything to show that he or she fulfills the requirements. (36) The administration department can approve or reject the application made according to section (35) after testing whether the requirements are fulfilled. (37) The appellant can appeal to the Ministry within 30 days after having been notified of the rejection according to section 36; the Ministry’s decision is final and not changeable. - 8 - CONVENIENCE TRANSLATION Accuracy not guaranteed Chapter (7) The Ministry’s authority (38) The Ministry- (a) Has to form a “national vehicle and road accidents prevention council” with the approval of the Union Government and specify the major duties and responsibilities of the council in order to implement measures preventing vehicle and road accidents. (b) May also form respective committees and specify the major duties and responsibilities of each. (c) May hire specialists in the area of road accident prevention technology in order to implement duties effectively. (d) May make calls for suggestions or commentaries on preventing accidents with regard to construction in a public area during the time of preparation, construction or use. (39) (a) The “national vehicle and road accidents prevention council” has to form “state/region vehicle and road accidents prevention councils” for each state and region in the country with the approval of the Union Government and specify the major duties and responsibilities of the councils in order to implement measures to prevent vehicle and road accidents. (b) The “state/region vehicle and road accidents prevention council” has to form “district/township vehicle and road accidents prevention councils” and specify the major duties and responsibilities of the councils in order to implement measures to prevent vehicle and road accidents. (40) The Ministry has to implement the following duties with the approval of the Union Government- (a) Categorizing and defining motor vehicles imported from abroad based on types, manufacturing date and the numbers that can be imported. (b) Defining places in the country where it is allowed to drive based on the types of motor vehicles. (c) Making rules for the transport of goods to or from other countries and for international travelers. - 9 - CONVENIENCE TRANSLATION Accuracy not guaranteed (41) The Ministry, with the approval of the Union Government, has to fix the penalties and other charges for the following reasons in accordance with this law - (a) Charges for registration of imported vehicles, initial registration charges, charges for exchanging vehicles, inspection fees and other charges dealing with registration cases. (b) Charges for registration of drivers and assistants, testing fees and other charges dealing with driving licenses. (c) Charges for manufacturing, selling, equipping and maintaining motor vehicles and other charges for driving trainings. (42) The Ministry can change the penalties and services charges with the approval of the Union Government. (43) The Ministry is free to publish special orders allowing the registration of any vehicle free of charges. Chapter (8) Power of the administration department (44) The powers of the administration department are as follows: (a) Establishing the procedures for motor vehicle registrations. (b) Establishing the rules and standard requirements for motor vehicle registrations. (c) Establishing the procedures for inspecting motor vehicles. (d) Cooperating with foreign countries with respect to the temporary or permanent import of motor vehicles registered abroad or with regard to the temporary or permanent import of locally registered vehicles in compliance with international road transport agreements. (e) Establishing rules and regulations with regard to the business of manufacturing, selling, equipping and maintaining motor vehicles. (f) Establishing rules and regulations with regard to the private business of inspecting motor vehicles. (g) Establishing rules and regulations for inspecting, identifying, permitting, driving and using in connection with applications for driving licenses and assistant permits. - 10 - CONVENIENCE TRANSLATION Accuracy not guaranteed (h) Establishing rules and regulations to avoid vehicle accidents and road accidents; educating and cooperating with related government departments, government organizations and NGOs. (i) Developing signs, signals and road indicators. (j) Testing the quality of roads with a view of safe driving; analyzing; sending experts; making suggestions to related government organizations. (k) Using high technology for preventing accidents and avoiding traffic congestion. (l) Reviewing vehicle accidents; cooperating with related government departments, government organizations and NGOs in order to prevent vehicle accidents. (m) Educating about environmental pollution caused by motor vehicles; researching; cooperating with related government departments, government organizations and NGOs. (n) Setting speed limits with a view of the safe driving of motor vehicles on public roads. Chapter (9) Prohibitions (45) No one is allowed to drive, request someone to drive, or park, motor vehicles in public places under the following conditions: (a) The motor vehicle is not registered. (b) The registration has been suspended, revoked or expired; the registration card is not displayed. (c) The registration card has been revoked or is expired. (46) No one is allowed to drive, or allow to drive, motor vehicles in public places without risk insurance for others. This prohibition does not extend to passengers. (47) (a) No one is allowed to drive a motor vehicle in public places without carrying the driving license with him/her. (b) No one is allowed to drive a motor vehicle in public places without a driving license. - 11 - CONVENIENCE TRANSLATION Accuracy not guaranteed (c) The owner of, and the person responsible for, a motor vehicle are not allowed to give permission to someone without a driving license to drive in public places. (48) No one is allowed to drive, or allow to drive, a motor vehicle in public places if the vehicle does not match with the drivable types as recorded in the driving license. (49) No one is allowed to do the following in public places: (a) Driving above the speed limit or below the minimum speed. (b) Driving a motor vehicle which endangers others. (c) Driving a motor vehicle after the consumption of narcotic drugs or alcohol. (50) No one is allowed: (a) To operate a business of manufacturing, selling or equipping motor vehicles without a business license. (b) To operate a business of maintaining or repairing motor vehicles without a business license. (51) No one is allowed to offer motor vehicle driving training without business driving license. (52) No one is allowed to operate a private business of inspecting motor vehicles without a business license. (53) No one is allowed to do the following: (a) Making a motor vehicle registration number plate undistinguishable. (b) [Altering] a motor vehicle registration number plate so that it can be confused [with others]. (c) Using a fake motor vehicle registration number plate on the vehicle. (54) No one is allowed to do the following: (a) Working as a motor vehicle assistant without assistant permit. (b) Driving a motor vehicle while in an inappropriate mental or physical state. (c) Driving a motor vehicle loaded above the loading capacity. - 12 - CONVENIENCE TRANSLATION Accuracy not guaranteed (d) Failing to wear a helmet while driving a motor-cycle. (e) Failing to wear a safety belt while driving vehicles; this includes passengers. (f) Driving a motor vehicle in places reserved for pedestrians. (g) Changing, without legal permission or reasons backed up by evidence, the original type of a vehicle, its main parts, or the facts in a motor vehicle inspection certificate. (h) Driving a motor-cycle without back mirror or silencer over the shock absorber. (55) The law prohibits anyone who has motor vehicle from doing the following: (a) Failing to request to change the name of the registered person within 30 days starting from the date of selling or transferring the motor vehicle from one owner to another. (b) Failing to request to change the name of the registered person within 30 days starting from the date of the inheritance if the motor vehicle has been inherited. (c) Describing wrong facts, changing or excluding the real facts in a motor vehicle sale and transfer contract when applying to change the registered person. (56) No one is allowed to use, or request to use, an official document for one motor vehicle if this document was given by the administration department for another vehicle. (57) No one is allowed to drive, or work as an assistant, by using the driving license or assistant permit of another person. Chapter (10) Penalties (58) (a) Anyone found to have broken the prohibitions of sections 45, 47 (b) or (c), 48, 49 or 50 (b) will be punished with imprisonment of not more than one month or with a fine of not more than Ks. 50,000 or both. (b) Anyone found to have broken the prohibition of section 50 (a) will be punished with imprisonment of not more than three months or with a fine of not more than Ks. 5,000,000 or with both. - 13 - CONVENIENCE TRANSLATION Accuracy not guaranteed (c) Anyone found to have reoffended by breaking the prohibition of section 50 (a) again within a year will be punished with imprisonment of not more than three months or with a fine of not more than Ks. 100,000 or with both. (59) Anyone found to have broken the prohibition of section 51 will be punished with a fine of not more than Ks. 500,000. (60) Anyone found to have broken the prohibition of section 52 will be punished with a fine of not more than Ks. 1,000,000. (61) Anyone found to have broken the prohibition of section 53 will be punished with imprisonment of not more than three months or with a fine of not more than Ks. 100,000 or with both. (62) Anyone found to have broken the prohibition of sections 47 (a), 54 or 57 will be punished with a fine of not more than Ks. 30,000. (63) Anyone with control over a motor vehicle found to have broken the prohibition of section 55 will be punished with a fine of not more than Ks. 100,000. (64) Anyone found to have broken the prohibition of section 56 will be punished with imprisonment of not more than six months or with a fine of not more than Ks. 300,000 or with both. (65) Anyone found to have broken one of the rules [i.e., one of the implementing regulations to be promulgated by the Ministry of Rail Transportation] specified in this law will be punished with a fine of not more than Ks. 30,000. (66) Helpers and supporters will be punished like the main offender. Chapter (11) Compensation (67) The court has to take the following actions with regard to the loss or damage caused by someone sentenced according to sections 279, 337, 338 or 304A of the Penal Code in connection with a motor vehicle: (a) Mandating to compensate, with sufficient money to cover the costs of repair or renewal, if the property of a government organization was damaged. - 14 - CONVENIENCE TRANSLATION Accuracy not guaranteed (b) Notwithstanding sub-section (a), mandating to compensate, with sufficient money to cover the costs of repair or renewal, if the owner of the damaged property is not able to negotiate with the offender until an agreement is reached. (c) Collecting the amount like income-tax arrears if someone failed to pay compensation as mandated by sub-sections (a) and (b). (68) An order according to section 67 does not prevent the aggrieved person from suing in civil court. Chapter (12) Rules and taking action (69) The ministry can authorize the administration department or an appropriate officer of the administration department to take action against persons failing to comply with the rules [promulgated] according to this law. (70) (a) A police officer in uniform can arrest the driver of a motor vehicle without warrant in any of the following situations: (1) Driving a motor vehicle under the influence of alcohol. (2) Driving a motor vehicle under the influence of narcotic drugs or other prohibited drugs. (3) Driving carelessly over the speed limit and thereby posing a risk for accidents. (4) Driving dangerous types of motor vehicles. (b) [The police officer can] release a person arrested for driving under the influence of alcohol form custody after conducting the checks mandated by the law. (71) (a) A police officer in uniform can arrest anyone without warrant in any of the following situations: (1) Refusal, despite an obligation to do so according to this law, to reveal his or her name and address, or giving a name or address that the officer does not believe to be true. (2) The officer recognizes the person as a fugitive in a case covered by this law. - 15 - CONVENIENCE TRANSLATION Accuracy not guaranteed (b) The officer can temporarily keep the vehicle in a safe place if this is required after having arrested the driver of the motor vehicle driver without warrant. The officer has to be aware of, and take care to prevent, accidents when the motor vehicle has to be moved. (72) (a) A police officer or an officer from the administration department can take away the driving license from a driver who broke a provision of this law, but has to hand over an official record card showing the seizure of the driving license. (b) The driver can drive the motor vehicle back home or to the driver’s residence with the official record card showing the seizure of the driving license, but nowhere else. (73) A police officer or an officer from the administration department can confiscate a driving license, registration certificate and assistant permit after a check has revealed that the respective document is not a real, official document. (74) A police officer or an officer from the administration department has to send [the vehicle] to the nearest police station for temporary keeping if the following kind of motor vehicle is found in a public place: (a) A motor vehicle without registration. (b) A motor vehicle with revoked registration. Chapter (14) General (75) The Union Government may, by official announcement, exempt any motor vehicle or any kind of motor vehicle from any or all provisions of this law within a limit or without limits. (76) The ministry has to pay salary and remuneration to committee members who are not public-service employees. (77) The police are able to take action concerning crimes in connection with this law. (78) Official documents such as registration certificates, registration records, driving licenses and assistant permits issued prior to this law are also recognized by this law. (79) The rules, orders, directions and announcements made according to the 1962 constitution are still applicable to the extent that they are in conformity with this law. - 16 - CONVENIENCE TRANSLATION Accuracy not guaranteed (80) When implementing the provisions of this law: (a) The ministry can release orders, rules and announcements with the approval of the Union Government. (b) The ministry, the administration department and the national council can release orders, rules and announcements. (81) The 1964 Motor Vehicle Law (1964, Union of Myanmar Revolutionary Council Law No. 17) is abolished by this law. I signed and approved under the Constitution of the Republic of the Union of Myanmar.

Wednesday, 20 September 2017 09:06

ASEAN Logistics: Building Collectively

“While progress in logistics performance has slowed for the first time since 2007 for many developed countries,ASEANeconomies displayed a mixed bag in 2016,” observesCecile Fruman, global practice director of the trade and competitiveness division at theWorld Bank. According to the latest edition of the “Logistics Performance Index (LPI),” part of the biannual report published by the World Bank Group, Singapore, Malaysia, Thailand and Indonesia all outperformed the East Asia and Pacific regional average. Meanwhile, Indonesia, Vietnam and the Philippines ranked among the top 10 in lower middle-income countries. “However, all ASEAN countries except Singapore, Myanmar and Cambodia back slid in their 2016 rankings compared to two years ago,” says Fruman. According to estimates by theAsian Development Bank (ADB), ASEAN requires an annual infrastructure investment of $60 billion to 2020, with more than 62% earmarked for the development of the transport and energy sectors. Separate research carried out by Goldman Sachs states that Indonesia, Malaysia, Thailand and the Philippines alone will require more than $550 billion in infrastructure investments during the same period. ASEAN logistics gap The World Bank report found that the “logistics gap” between more and less developed countries persists—high-income countries on average score 45% higher on the LPI than low-income countries. “While low performers appeared to be closing this gap in past surveys, this trend has reversed in 2016, and the distance between top ranked countries and those at the bottom of the list has widened,” saysJordan Schwartz, director of theWorld Bank Group’s Singapore hub for infrastructure and urban development. But income alone does not explain performance, adds Schwartz. Countriessuch as Cambodia and Myanmar improved their performance, which shows that the willingness to reform and implement good practices and policies has a direct impact on the fluidity of cross-border trade. “Infrastructure continues to play a big role in assuring basic connectivity and access to gateways for most developing countries,” says Schwartz. “In all income groups, survey respondents reported that infrastructure was improving. However, in all ASEAN countries except Singapore and Malaysia, the scores for infrastructure were lower than the overall scores.” Better logistics connectivity—not only just within states but between countries in ASEAN—will boost the region’s value chain and economy, maintainsMax Ward, CEO and co-founder ofOpen Port, a neutral mobile platform for “enterprise” supply chain management in emerging markets. “This is not an easy task,” Ward adds. “There are, in fact, a number of deep seated problems on the horizon for the logistics and supply chain industry that could hinder the future growth of AEC.” Ward notes that the largest economy in the AEC—Indonesia—spends 26% of its GDP on logistics, one of the highest rates of spending on logistics per capita in the world. In the meantime, there are major commodity price gaps between provinces in Indonesia a well as major logistics inefficiencies that hamper economic development and connectivity. Likewise, Thailand—despite offering easy access to Cambodia, Vietnam and Laos—still spends almost 20% of its GDP on logistics. Overcoming logistics fragmentation Limited facilities at ASEAN ports make congestion worse, but the bigger challenge is the total cost of getting products from manufacturers to consumers, and how land transport actually takes up more time than processing in the ports. Inadequate rural roads cause long transport times, Ward says. Furthermore, roads are often closed, and poorly maintained open roads can only be used by small vehicles with high operating costs. In the logistics and supply chain sector, transport is the center of performance, maintains Ward. But there are many companies that don’t think about integrated supply chain management. “For example, many small manufacturers still use containers only for loading and unloading in ports, rather than at the origin and destination of their cargo,” says Ward. “Highly fragmented supply and demand for road transport services means that truckers frequently return home empty, which eats up costs and erodes margins. In Indonesia, for example, trucking accounts for 72% of transport costs, and yet trucks are only full half of the time.” At a time of great change in the logistics sector, Ward notes that ASEAN governments have indeed started to focus on policy development and have ramped up invest in revamping long-neglectedinfrastructure. “But by itself, this will not help the ASEAN countries to improve their game and boost growth and competitiveness,” says Ward. “In Indonesia, Thailand and several other ASEAN states, there is an urgent need to reform the management of human resources and the adoption of new technologies to support more efficient and effective supply chain management.” Rail and air cargo networks are also inadequate in many ASEAN nations, note transport analysts.Frank Harder, a principal with the consultancyTioga Group,observes that more on-dock rail will be needed throughout Vietnam and the Philippines. “With new ocean cargo deployments in all-water service, port will need to invest in rail,” says Harder. “Obviously, the same goes for intermodal.” Chuck Clowdis, managing director of transportation advisory services forIHS Global Insight, observes that airports—with the exception of Singapore—need major upgrades. “It’s finally a relief to say that air cargo is ramping up in ASEAN,” he says, “but the need for new runways and warehousing is critical.” Post TPP fallout WhenPresident Trumpfulfilled his campaign promise topull the United States out of the proposed Transpacific Trade Partnership (TPP)last month, many trade analysts expressed stronger support of existing ASEAN relationships. “There certainly needs to be more bilateral cooperation in the Asia-Pacific without TPP,” saysJonathan Gold, vice president, supply chain and Customs policy for theNational Retail Federation. “This is not only true for retailers, but also agricultural shippers and light manufacturers.” Rosemary Coates, president ofBlue Silk Consulting, says that it’s very likely that China will step in to fill the void, while influencing and accelerating its own transport development across Asia. “That makes ASEAN much more critical to our national interests,” she says. “We must also help these nations with their ‘digital’ transport infrastructure.” Coates recently led a process design workshop in Singapore for all the member ASEAN countries.Their government representatives had been working for several years on the technical software specifications of the ASEAN “Single Windows” project that’s being undertaken to establish technical standards to facilitate importing and exporting between the countries. “They had just begun to design the standardized physical processes to complement the technology,” recalls Coates, “and I was surprised at how difficult it was to broker an agreement on any standards.” According to Coates, ASEAN members are still at different stages in development and sophistication of logistical systems. “Singapore, for example, is developed with modern ports and a high level of computerization in trade management,” she says.“ Myanmar is on the other side of the spectrum, and just beginning to develop fundamental infrastructure and computer systems.” Outside influence and funding from the United States Agency for International Development and other organizations is also important to continue this trade standardization work and stabilize this region, adds Coates. “However, it’s very unlikely now with the United States backing away from new and existing trade agreements.”

Wednesday, 20 September 2017 08:59

LOGISTIC OPPORTUNITIES AND PROSPECTS-MYANMAR

The world globalization is increasingly links between the North and South, theWest and East. Countries and regions that previously had never met with each other and virtually no overlap in the economic relations - today more strengthen mutual ties, increasing integration into the world economic system.In the period of global saturation of goods and servicesandfierce competition for markets, come to the fore emerging markets - even those countries which recently the international community regarded as the countries of the third world, today become the objects of the competition of world leaders. One of the clearest of the representatives was the Republic of the Union of Myanmar, located on the doorstep of the present economic recovery. In 2015, the growth of the economy of Myanmar took the 13th place in the world. The Republic of the Union of Myanmar (MMR) - acountry in Southeast Asia that is located along the west coast of the peninsula of Indochina. The country is bordered with India and Bangladesh in the West,with China in the north-east, with Laos in the east and Thailand in the south-east. From the south and the south-west of its surrounded by the Bay of Bengal and the Gulf of Martaban (Martaban), as well as the Andaman Sea. The area of the country, including the adjacent islands, is 670 000 square kilometers. The population is more than 55 million people. The country exports in 2015 amounted to 5.95 billion US dollars, as well as import - 15,92 billion US dollars. In terms of export and import of Myanmar occupies the 90th place in the world. The export of natural resources provides up to 80% of government revenue, while the majority of the population (70%) is engaged in the agricultural sector[1]. The main export items ofMyanmar are gas, oil, woods, rice, beans, seafood, copper, clothing, precious and semi-precious stones. In turn, imported fuels and lubricants, consumer goods, semi-finished products, machines and equipment, metal, oil, cement, fertilizers, medicines. Myanmar is undergoing a period of transition from a centralized economy to a market economy and dynamically evolving after the reform of 2011, gradually opening up opportunities for foreign and domestic investments. One of the main objectives of the Government of Myanmar in accordance with the national development plan of the concept of economic and social reform is to increase the share of industry in GDP by the end of 2016 to 32%, together with the growth of the services sectorand balanced reduction in the share of agriculture. Myanmar has shown solid GDP growth in recent years, expanding by 7% in 2015 and well above the ASEAN bloc’s average growth of 4.5%. For 2016, GDP growth is expected to accelerate to 8.6%, driven mostly by foreign direct investment (FDI).The total amount of FDI in Myanmar reached US$63.7 billion in March 2016. The export of Myanmar grew up 11% and reached US$11 billion in the financial year ending March 2016. Myanmar is the seventh largest economy of the 10-member ASEAN members. It has a large agriculture sector which accounts for about 35% of GDP, with services and industry respectively accounting for 40% and 25% of GDP. Major sectors include processing, manufacturing, construction and transportation.At the same time major investments in the amount of more than 2 billion US dollars accounted for oil and gas and transport sectors of the economy, as well as for infrastructure projects[2]. According to the directorate of the investment and management companies of Myanmar (DICA) level of foreign investment in recent years has increased many times that demonstrates the existing interest in the country. The total amount of foreign FDI to the current time is $59.9 billion. More All invested PRC ($15.5 billion), Singapore ($12.3 billion); Thailand ($10.3 billion), Hong Kong ($7.3 billion), and the United Kingdom ($4.1 billion). Investments of the EU countries are $1.7 billion[3] In addition,Myanmar is a leader in the number of the UNOPS project - the Office for Humanitarian and infrastructure projects of the United Nations. According to the official site of UNOPS (www.unops.org), in the MMR is implemented 425 projects and total funding was approximately 1 billion dollars[4]. With regard to the Russian Federation, the diplomatic relations with Myanmar grew since 1948. In 1996, Russia has become a full partner of ASEAN. In August 2014, Russia and Myanmar signed the Agreement on the establishment of a bilateral commission on trade and economic issues, and it was decided that the year 2017 the volume of trade between Russia and Myanmar will increase up to 500 million US dollars[5]. In 2015, trade turnover between Russia and Myanmar amounted to 130.5 million dollars, including Russian export to Myanmar reached 114.8 million and imports from Myanmar 15.7 million dollars. The basis of Russian exports to Myanmar are: machines, equipment and vehicles (85.9%), mineral products (4.3%), metals and products from them (3.7%), chemical products, Rubber (3%). The structure of import was formed textiles and products from him (49.9%), food products and agricultural raw materials (48.9%). The main focus of interaction between Russia and Myanmaris cooperation in the areas of transport, mining, energy and education. As can be seen from the above, tan interest in Myanmar is growing in geometric progression. The country has a population more than 50 million, thereby not only a huge untapped market and investment-attractive site for dynamic industrial growth. Improving the quality of life, level of education and an active inflow foreign investment will create a powerful impetus for the accelerated development of the region. Another important factor that attracts investors is the unique geographical location of Myanmar. The country has a special significance in the Asia and Pacific region and occupies an important strategic position between the two competing giants - India and China [6]. Significant continental territory and the access to the Indian Ocean, which enable for the development of port infrastructure, dramatically increase its geopolitical opportunities as well as the proximity of the Asian markets contribute to attract investment in infrastructure (roads, power plants, telecommunications and logistics). This is the sort of continental bridge between the three regions - South-East and South and East Asia. For the implementation of the geographical advantages and the creation offavorable conditions for the effective functioning of the economy, particular attention should be given to the development of transport corridors, which is a key element of the production infrastructure and policies of effective cooperation between various countries. Transport corridors is the main direction to ensure (through the multifaceted development of transport infrastructure and communications in general) use intermodal technologies as well as combining different modes of transport - for ad-hoc queries of transport, optimally located on multi-transport terminals and transshipment of their facilities. By using these corridors can significantly reduce the distance and the delivery time of the goods. On the territory of Myanmar the majorinternational transport corridorsare: East West Corridor: Pathein-Yangon/ Thilawa-Bago-Thaton-Hpa An- Kawkareik-Myawaddy-Mae Sot-Tak-Bangkok: which is a strong potential to become economic corridor in Myanmar and give easy access to regional and global markets and value chains. The Northern corridor:Ruili – Muse – Lashio-Mandalay –Monywa-Kalewa-Kale-Tamu-Moreh-Imphal, which is a strategic corridor of India, Myanmar and China with strong potential for growth in the medium and long term. For China, the development of the transport corridor through the Myanmar would allow to solve problems, such as with the development of the internal provinces of the country, which did not have before the outputs on the external markets. The Southern Corridor: Dawei - Kanchanaburi - Bangok (Thailand) - Cambodia - Viet Nam (fig.3). Part of the Northern CorridorMandalay-Monywa has a good potential for economic development and the importance for the development of the Sagaing Division (and for the other areas)[7]. These corridors are shown in Fig.1. Figure 1 - International transport corridors of Myanmar with the South-East Asiacountries In Fig.2 shows the corridors, which provide regional and global communication of Myanmar. Figure 2 - The regional and global corridors of Myanmar All of the corridors shown in above may be used in international trade for Myanmar with some of the ASEAN countries and the countries of the EU. For example, corridor "east-west", which connects the Yangon - Myawady–Mae Sot( Thailand) - Viet Nam (fig.3), and the Northern corridor connecting the Yangon - Mandalay - Lashio - Muse - Ruili with China (fig.1). On fig. 3 shows the economic corridor of the south part, connecting the Dawei - Kanchanaburi - Bangok (Thailand) - Cambodia - Vietnam. This corridor can be used for the EU and ASEANcountries. In addition, this corridor can be used for trade between the EU countries, African countries, and some of the ASEAN countries in order to reduce the time of transportation for goods and the growth of regional development[7.8]. Figure 3 - Corridor of the east-west and the economic corridor of the south part From the point of view of the development of the transport system of the country and its infrastructure, the greatest prospects for a transport corridor connecting the main partners- members of ASEAN, such as Russia - Iran - Myanmar - China. This corridor is also important in the field of trade between the countries of Africa and Asia(figure 4). Figure 4. CorridorRussia - Iran - Myanmar - China Activation of cargo flows Myanmar opens great prospects for transit. Aware of the importanceof thisdirection in the economy of the country, the Government of the Republic of the Union of Myanmar is aimed at development of the three special economic zones, withspecial attention being given to the Thilawa Ports, DaweiandKyaukPhyu. All of these ports are in dire need of infrastructure development. DaweiPort–deep sea port, which is a special area of economic development, which is expected to be operational by 2020 and currently in the port is built one berth, which after the dredging up to 7.5 m is planned to use for processing feeder vessels. To the sea port can be use roadway [8.9]. In the nearest future planned settlement of railway, which would connect the port with the transport route Yangon - Mandalay-Muse, as well in the future with the railway system the PRC in Kunming. In accordance with the plan of thestrategic development of the port(fig.5), it is expected the construction of two space suitable for the reception of ships with a draft of up to 16m and deadweight up to 135 000(DWT), and port area was 10 square kilometers, which will include the container terminal, terminals for transshipment of oil, coal, ore, grain, fertilizer and general cargo. In addition, outside the port is planned to place the oil and gas industry, steel plant, the coal power plants and plant for the production of LNG [143,066 heads net Capitalia]. Figure 5- ThePlan for a possible perspective development of the port Давэй It is planned that the Daweisea portwill become not only the main port in the southern economic corridor, butit is alsoan important industrial center of Myanmar, which includes industrial petrochemical complex. Thus, the deep-sea portDaweiis f strategic importance for the countries of Southeast Asia and will play an important role in the development of regional economic integration. PortKyaukPhyu(fig.6) –a strategic port, located at the geographical center of the three economically viable and dynamic markets in the ASEAN region. The port has sufficient land and the amount of labor force for the expansion and industrial development. The depth of the berths of dry cargo areas of the port is up to 10m that gives the ability to handle vessels with lifting capacity up to 20 000 tons (DWT). Since 2015 in the port on the island of Madaioperates deepwater oil loading port terminal, which can processed by tankers up to 300,000 (DWT). The terminal is a part of the pipeline system Sino-Myanmar execution pipelines linking theKyaukPhyu -Kunmin- Yunnan province in China. Figure6 -Port KyaukPhyu However, for the further development of the portKyaukPhyu necessary to build the railroad to the terminals of the port as well as the construction and reconstruction of hydroelectric facilities with modern requirements. After the completion of the project, expected annual capacity sea port can reach up to 7.8 million tons of dry cargo and 4.9 million TEU containers per year. In Fig.7shows plan for the possible development of the port[10,11]. Figure7 - ThePlan of possible perspective development of the portKyaukPhyu Port Thilawa-port is a one of the main port of the Myanmar Yangon port, which handles approximately 80 per cent of the export and import of the country. The Port of Yangon is accessible for vessels up to 167 m, handling ships of up to 9 m and the lifting capacity of 15 000 tons (DWT). In view of the limited water of the river and the thewater level of the Ayeyarwady River, the development prospects of the port of Yangon, likely not to rise above the local level. Port Thilawa is located at a distance of 25 km from the port of Yangon on the right side of the Yangon river in the Kyauktanarea. With the port link the road, rail and inland waterways. The Port has multiple terminals, in particular the specialized container terminal Myanmar International Terminals Thilawa (MITT), universal terminal Myanmar Integrated Port Limited Terminal (MIPL), bulk terminals Great Petroleum Terminal and Green Asia Port Terminal. The depth of the port Thilawa reach up to 10 m, port is available for thereception of vesselsup to 200 m, handling ships of up to 9.5 m and with lifting capacity up to 20 000 tons (DWT). MITT provides processing of container vessels with a capacity of up to 2000 TEU. Main processed loads in the Port: containers, general cargoes, metals, cars, vehicles, machinery, coal, cement, fertilizers, rice, petroleum products, palm oil and other goods[11]. To increase thevolume of marine traffic through the port of Thilawa (fig.8), a program to deepen the Yangon river with the inclusion of the Thilawaport and special economic zone (SEZ) with the name of the Thilawa Special Economic Zone [12]. Figure8 - Port Thilawa If we compare theabove ports, the best prospects for the expansion of the port facilities and transport infrastructureare in portDawei. But this port is located beyond the other ports from the major industrial areas of Myanmar that will affect the cost of delivery of the goods. The development of theportKyaukPhyucan saywhen it will be made certainty by the terms of theconstruction of therailway and port infrastructure. As the depth of the port Thilawa (up to 10 m) does not allow to handle the vessels with the large capacity, this also does not have the ability to count on a significant increase in cargo turnover. However, due to the presence of road and railway infrastructure, as well as a convenient geographical situation of the port Thilawa can be seen as a main project for the processing of trade services corridor Russia - Iran - Myanmar - China. As an alternative, you can also search the new location for thedeep-sea port. This object must satisfy the following conditions: Located close to the major industrial centers of the country (the presence of cargo base); Have direct outputson the maritime waterways; Have thedepth in the approaches and at the berths at least 15 m (for processing vessels type Penamax and higher); Be available developed railway, road and engineering infrastructure. Thus, for the further development of transport communications is necessary to make a mutually agreed strategy of rapid modernization, which will provide a balanced and effective development of all types of international transport while ensuring the quality of the transport infrastructure as a single intraregional system. Particular attention should be given to the development of national marine communications. The volume of marine shipping, implemented by countries of theAsia-Pacificregion, demonstrates a stable tendency to increase with time, that will inevitably lead to the need to modernize the port infrastructure, increase the throughput capacity of the existing maritime ports and the development of new[13]. In particular, theuse of Myanmar ports to move traffic on the corridor Russia - Iran - Myanmar - China, will improve the level of economic development of the regions of Myanmar which are situated along this corridor, substantially improve the relationship between the individual areas of the country, which in turn will contribute to improving the standard of living of the population. For the other participants of the route, corridor will be as effective as it will significantlyreduce the distance and time for delivery of the goods. In addition, using this corridor is possible to provide a better integration of the markets of the ASEAN countries and the EU, to increase the trade volumes, to create opportunities for profitable investments in infrastructure and implement advancedlogisticstechnology for the development of countries and in addition to receive opportunities for employment of the population. From the point of view of the Russian Federation in addition to the development and modernization of transport and logistics infrastructure, Russian companiesmaybe interested in participating in the ongoing construction of the railway in Southeast Asia, the development ofnetwork infrastructure of maritime and road transport, including through capacity-building and exchange of best practices[14]. And in this sense, Russia with Myanmar, appears a new reliable partner with the growing market of consumption of agricultural technology and equipment for the energy and other goods, and in turn offering their own products on mutually beneficial conditions.

Wednesday, 20 September 2017 08:29

Yangon’s growing trade demands deeper port to ease logistics woes

A DEEP-SEA port with access to the commercial capital should be built to cater for significant volume increase in trade if Myanmar aspires to develop into a competitive import-export economy, logistics businesses from the European and Japanese chambers toldThe Myanmar Times. European logistics businesses have called for a deeper port to be constructed in Yangon’s delta region, but previous studies concluded that such undertaking would be difficult, a Japanese logistics expert cautioned. According to a report by the European Chamber of Commerce in Myanmar (EuroCham), the lack of port infrastructure and congestion present a significant constraint for sea trade. It called for the establishment of a deep-sea port together with a Special Economic Zone (SEZ) at the delta region in order for the country to realise its geographical advantage and become a logistics hub in Asia. Members of the EuroCham logistics advocacy group include Maersk Line Myanmar, Santa Fe Mobility Services, Dextra Transport, Damco Logistics Myanmar, Kuehne + Nagel, Rhenus Myanmar, Royal Haskoning DHV, Myanmar DHL and CMA CGM. “The existing facilities of ports are questionable for the traders as there have been serious port congestion problems at the terminals in the past. For the time being, the current main terminals are all river terminals which means that shipping lines are unable to bring in larger-sized vessels,” the report stated. It recommended that a feasibility study on the construction of the port be conducted within 12 months. Sea port vital for economy Tatsuya Ueki, head of MOL (Mitsui OSK Lines) in Myanmar and chair of the logistics group under the Japan Chamber of Commerce and Industry in Myanmar (JCCM), agreed that Myanmar’s economy needs a deep-sea port. “Without a deep-sea port, a country cannot grow its economy if we take a long-term view – let’s say 10 or 20 years. For the next five to 10 years, Thilawa Port [TP] will remain very important, but that has its limitations,” he toldThe Myanmar Times. “Myanmar just opened up its economy to the international community. At this initial stage, TP is strategically important and MOL supports this Thilawa project. This is why we have been using TP extensively. However, in 10 or 15 years time, a deep-sea port will be vital for economic growth. “I am interested in the EuroCham’s idea of having a deep-sea port at the delta region. The question is the location of the port as well as when and how the project will be implemented,” he added. “Many specialist consultants have conducted feasibility studies regarding a deep-sea port at the delta region. But they said that technically and due to natural factors, building a deep-sea port will be difficult,” he suggested. Port location The deep-sea port will be located in the area where Yangon River meets the Gulf of Martaban. Whether the port will be constructed on Thilawa’s side or the opposite has been a subject of intense interest among investors, particularly those based in Thilawa SEZ, which is the country’s only SEZ in operation. Thilawa SEZ covers Kyauktan and Thanlyin townships, 25 kilometres south of Yangon city and situated on the east side of Yangon River. The other two SEZs, in Kyaukphyu and Dawei, are still at the planning stage. gulf-of-mataban.png The deep-sea port will be located in the area where Yangon River meets the Gulf of Martaban. Map: Google Map The EuroCham advocacy group brushed off the view that the port location will directly determine the competitiveness of existing and planned SEZs and industrial zones. “This [the port location] very much depends on the feasibility study and the infrastructure development plans of connecting factories and warehouses to the deep-sea port. The key is to make sure there is convenient connectivity to that location. “The distance of the potential deep-sea port is far enough from the current industrial zones, factories and warehouses that the side of the river of the deep-sea port does not have extreme relevance if there is convenient bridges and roads for access to the port,” chief representatives of the group explained. The estimated throughput of the port depends on many variable factors, for example, market developments, infrastructure and connectivity, according to the group. Assuming all things were in place and Myanmar’s markets continue to develop in a positive trend similar to its neighbours, a sea port should be planned for long-term growth. For example, Laem Chabang Port in Thailand has various phases. The first phase has an annual throughput of 4.3 million TEUs (Twenty Foot Equivalent Unit, the unit of capacity of a container ship or terminal) in 2016; the second one with a capacity of 6.8 million TEUsthough, in 2016, it had merely 1 million TEUs throughput. “Hence, if Myanmar aspires to become a contending import/export country the deep-sea port should be planned for significant volume increase with a plan for future expansion,” they noted. “For Myanmar, the first deep-sea port phase can be around the 2-3 million TEUs mark with options of expansion since we still have the river terminals and MITT terminal that will still play a dominant role for the foreseeable future. “Vessel sizes are increasing due to the need to lower slots costs. The current biggest size is 21,000+ TEUs and soon to reach 22,000 TEUs. “However, for Myanmar the current largest vessel size is only 1600 TEUs due to both market demand and the river limitation of draft and LOA restrictions [vessel length overall]. “So it’s a very long way for Myanmar to go but we can target to have 8,000 TEUs vessel size for Myanmar for the deep-sea ports for the first phase with options of accommodating larger vessel sizes if the demand of the market is there,” EuroCham said. Yangon River has a depth of 9 metres, allowing vessels of more than 1,000 TEUs, whereas the delta region has a depth of 10 metres with a potential capacity for 2,000 TEU vessels. The latter is still significantly shallower than other deep-sea ports in the region, with some catering for 5,000 or even more than 10,000 TEUs. SEZ appended The group added that an SEZ within the vicinity of the port will reduce logistics and operational costs. “Usually deep-sea ports tend to be further out which means that SEZ brings the manufacturing and warehousing closer to the deep-sea port locations. SEZ helps reduce tax costs, logistics costs and general operational costs. Hence, developing an SEZ along with and to support the deep-sea port will be ideal.” The advocacy group observed that for the sea port to hit the competitiveness of the existing Yangon and Thilawa ports, it will be “something very far out into the future”. “Theoretically, if the deep-sea port manages to become the main port for Myanmar with the proper infrastructure developments and [to become financially] more attractive to different companies then the river ports should have less competitiveness. “However, it will be something very far out into the future and until then the river terminals and MITT will still be the main players.” Sean Bain, legal consultant from the International Commission of Jurists (ICJ) in Myanmar, cautioned the government against shouldering risks brought by another SEZ project. Instead, the administration should address rights issues and update the legal framework. “The government would be wise to address human rights and environmental concerns linked to existing SEZs, rather than taking on the risks and burdens of additional projects. “Responsible businesses are now wary of investing in Myanmar’s SEZs because of their problematic legal framework and association with rights violations,” he toldThe Myanmar Times. At present, the country has no deep-sea ports. However, there are plans to build one inKyaukphyu, Pathein and Dawei. source:Myanmar Times

Wednesday, 20 September 2017 08:12

CEA Projects Logistics

Kevin Fisher, Founder and Managing Director, had worked in Myanmar as early as 1997, even back then he realised a gap in the market existed for a logistics service provider, however due to the political unrest Myanmar was not ready. During his visit in early 2012, Kevin decided the time was right to invest in Myanmar. CEA Projects Myanmar was officially established in January 2013 with 10,000m2 of warehouse and office space in the Thilawar commercial port, Yangon. CEA Myanmar Services include… Customs Clearance Heavy Transportation Cranage & Heavy Lift Secure Internal Storage External Cargo Storage Equipment Rental – Cranes / Forklifts / Offices Plant, Factory & Machinery Installations Serviced Office Space Load-On Load-Off Road & River Transportation/Barges Beach Landings Cross Border TransportThailand – Myanmar, Myanmar – China.

Tuesday, 19 September 2017 08:03

ျမန္မာႏိုင္ငံ၏ အေရွ႕အေနာက္စီးပြားေရးလမ္းမႀကီးမ်ား (East West Economic Corridors of Myanmar ) ဦးေအာင္ (သုေတသန)

စီးပြားေရးလမ္းမႀကီး (Economic Corridor) မဟာမဲေခါင္ေဒသခြဲ(GMS)ဖြံ႕ၿဖိဳးတိုးတက္မႈအစီအစဥ္မ်ားတြင္ စီးပြားေရးလမ္းမႀကီး (ေခၚ) စီးပြားေရးစႀကႍမ်ားကို ႏိုင္ငံခ်င္းေဒသခ်င္း ဆက္စပ္ မႈ ကြန္ရက္မ်ားအျဖစ္ ထည့္သြင္းေရးဆြဲထားသည္။ မဟာမဲေခါင္ေဒသခြဲတြင္ေျမာက္ပိုင္းစီးပြားေရးလမ္းမႀကီး၊ ေတာင္ေျမာက္လမ္းမႀကီး၊ အေရွ႕အေနာက္ လမ္းမႀကီး၊ ေတာင္ပိုင္းလမ္းမႀကီး၊ အေရွ႕လမ္းမ ႀကီးႏွင့္

Friday, 08 September 2017 12:01

Myanmar

ျမန္မာတြင္ ေတာင္တင့္ၿပီး သန္မာသည့္ ကုန္တင္ထရပ္ယာဥ္လုပ္ငန္းနယ္ပယ္တစ္ရပ္ ရွိေနသည္။