Emerging Global Trade Corridor Networks and Myanmar’s Strategic Pivot Opportunities

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Emerging Global Trade Corridor Networks and Myanmar’s Strategic Pivot Opportunities

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In today’s world, major global trade routes are facing a noticeable decline in traffic. Traditional international maritime corridors—such as the Suez Canal and the Panama Canal—are seeing reduced trade flows as a result of escalating geopolitical tensions. The Russia–Ukraine war, the Iran–Israel conflict and broader instability across the Middle East, the intensifying strategic rivalry between China and the United States, and prolonged conflicts between India and Pakistan have all contributed to disruptions in maritime commerce. Due to the war in Ukraine, trade routes between Russia and Europe have shrunk by as much as 60 percent. At the same time, economic sanctions imposed between Iran and Western nations have severely disrupted energy exports from the Persian Gulf region. As a result of such conflicts, global trade is rapidly shifting away from traditional routes and toward alliance-based networks. Initiatives such as the International North–South Transport Corridor (INSTC), the Eastern Maritime Corridor (EMC), and the India–Middle East–Europe Corridor (IMEC) have emerged as major overland and multimodal routes connecting allied nations along north–south and east–west axes. 

At the same time, efforts to expand and identify new geopolitical and geo-economic corridors have brought increasing attention to the Arctic Ocean along the world’s northern rim. This region is emerging as a potential hub for the shortest strategic Lines of Communication (LOCs), offering new possibilities for global connectivity and trade. Russia’s strategic development of its northern maritime routes—particularly its efforts to expand and operationalize the Maritime Multilateral Collegium, a naval consortium among allied nations—highlights the growing significance of Sea Power in the contemporary era. These developments represent some of the most notable transformations in global trade dynamics. Analyses indicate that by 2030, up to 40 percent of international trade could be rerouted through these emerging corridors, reflecting their rapid rise in strategic and economic importance.

With major neighboring countries advancing their own connectivity initiatives—China’s Belt and Road Initiative (BRI), Thailand’s “One Port, Two Sides” project, and India’s various international trade corridor plans—Myanmar has a strategic opportunity to leverage its advantageous geopolitical location. By acting at the right moment and utilizing these regional frameworks, the country could establish itself as a key node in Asia’s emerging trade architecture.

Eastern Maritime Corridor (EMC) 

Emerging Global Trade Corridor Networks and Myanmar’s Strategic Pivot Opportunities

 

Eastern Maritime Corridor

 

During the Eastern Economic Forum held in 2019, Russia and India held bilateral discussions and reached an initial agreement to establish direct maritime connectivity between Russia’s port of Vladivostok and India’s port of Chennai. The primary objective of the Eastern Maritime Corridor is to reduce both transit time and transportation costs for the movement of goods between Russia and India. At present, the western maritime route connecting India and Russia—from India’s Port of Mumbai to Russia’s Port of Saint Petersburg—covers a distance of approximately 8,675 nautical miles, requiring around 40 days of transit. In the future, the Eastern Maritime Corridor connecting India’s Port of Chennai and Russia’s Port of Vladivostok will span approximately 5,647 nautical miles, reducing the transit time to around 28 days. Compared to the current western maritime route, this represents a shortening of nearly 3,000 nautical miles and a saving of roughly 12 days in shipping time.

The Eastern Maritime Corridor will pass through the Sea of Japan and the South China Sea, navigating near the Korean Peninsula, Taiwan, the Philippines, and the Malacca Strait, before entering the Bay of Bengal and ultimately reaching Chennai via the Nicobar Islands. If realized, this maritime route could serve as an optimal gateway not only for the countries directly involved but also for Southeast Asian nations in the South China Sea region, including Myanmar, Thailand, Vietnam, and Indonesia, facilitating enhanced trade and connectivity across the region.

 

 International North-South Transport Corridor - INSTC

Emerging Global Trade Corridor Networks and Myanmar’s Strategic Pivot Opportunities

 

International North-South Transport Corridor (INSTC)

          

Launched in 2018, the International North–South Transport Corridor (INSTC) is being developed as a multimodal trade network linking India, Iran, Azerbaijan, Russia, several Central Asian states, and parts of Europe. The corridor integrates maritime, rail, and road systems to facilitate more efficient transport of goods across these regions, creating a comprehensive north–south connectivity framework. The INSTC is designed as a key tri-modal corridor that links Russia and Asia by traversing the Caspian Sea. Along the Eastern Route, overland connections—via rail and road—link Russia, Kazakhstan, Turkmenistan, Iran, and India. The Central Route will combine maritime and overland transport, linking Russia, the Caspian Sea, Iran, and India. This route crosses the Caspian Sea, transporting goods from Russia’s Port of Astrakhan to Iran’s Port of Bandar-e-Anzali. The Western Route will link Russia, Azerbaijan, Iran, and India through overland transport—using rail and road networks. This multimodal transport corridor spans approximately 4,500 miles and is expected to offer significant savings in both time and cost compared with current shipping routes that rely on the Suez Canal. Studies indicate that the INSTC could reduce the transport distance for goods shipped from Russia to India by up to 40 percent. It is also expected to lower overall transportation costs by around 30 percent, while cutting transit time by 25 to 40 days compared with traditional routes.

 

Emerging Global Trade Corridor Networks and Myanmar’s Strategic Pivot Opportunities

 

North-South Corridor

 

          Russia and India are focusing on developing promising production and market-expansion value chains across Eurasia. With the objective of realizing a broader Eurasian trade space, both countries are working to strengthen and interlink the Chennai–Vladivostok Eastern Maritime Corridor and the International North–South Transport Corridor. These combined efforts aim to enhance connectivity and support deeper economic integration throughout the Eurasian region. The corridor is expected to bring substantial benefits to the countries along its route by boosting trade flows. For Myanmar, strategically located between the Bay of Bengal and the Andaman Sea, timely and effective utilization of these opportunities could yield significant advantages for national economic development.

India-Middle East-Europe Corridor - IMEC

The India–Middle East–Europe Corridor (IMEC) is an economic initiative designed to enhance connectivity and economic integration between Asia, the Persian Gulf, and Europe. The corridor aims to stimulate economic growth by facilitating smoother trade flows and fostering closer commercial linkages across these regions. The corridor is planned as a route from India to Europe, passing through the United Arab Emirates, Saudi Arabia, Israel, and Greece.  At the 2023 G20 Summit held in India, the governments of India, the United States, the United Arab Emirates, Saudi Arabia, France, Germany, Italy, and the European Union signed a Memorandum of Understanding (MoU).  The corridor is structured into two separate routes. The eastern route will connect the western coastal port of Mundra in India with Fujairah in the UAE, while goods from Saudi Arabia and Jordan will be transported by rail to Israel’s Port of Haifa. The western route will link Israel’s Port of Haifa to multiple ports in Europe, including Marseille in France, as well as ports in Italy and Greece. 

 

India-Middle East- Europe Economic Corridor: What is the New Spice Route IMEC?

India-Middle East-Europe Corridor (IMEC)

          

The IMEC represents India’s new corridor designed to enhance economic integration by linking Asia with Europe. 

Italy has shown a strong inclination to distance itself from China’s Belt and Road Initiative, and amid divergences within the G7, the IMEC project has emerged as an alternative framework. The IMEC corridor has evolved into a multimodal initiative, incorporating both rail and maritime routes, that connects India with the Middle East and Europe. The combined GDP of the IMEC countries—including the European Union—is estimated at approximately USD 47 trillion, representing roughly 40 percent of the world’s total GDP. 

Within the project, reliable and cost-effective transport systems—including both maritime and rail networks—will be established for the cross-border movement of goods and services. Like the Suez Canal, the north–south transport corridors, and China’s Belt and Road routes, this project will complement existing maritime and rail transport networks by facilitating smoother trade and logistics between India, the UAE, Saudi Arabia, Jordan, Israel, and Europe.

 

Emerging Global Trade Corridor Networks and Myanmar’s Strategic Pivot Opportunities

India-Middle East-Europe Economic Corridor (IMEC) 

By linking India with the Middle East and Europe, the IMEC corridor strengthens India’s geopolitical influence and positions the country as a more active player in both regional and global affairs. In addition, the corridor could facilitate smoother and more reliable flows of India’s critical natural resources, thereby supporting the country’s energy security and strengthening its capacity to meet domestic and industrial energy demands.

Opportunities and Challenges

The India–Middle East–Europe Corridor (IMEC) has the potential to emerge as a direct competitor to China’s expansive Belt and Road Initiative (BRI) for a variety of strategic and economic reasons. The strategic northern alignment of IMEC is designed to facilitate trade between India, the Middle East, and Europe. Analyses suggest that, compared with some of the longer and more complex routes under China’s Belt and Road Initiative (BRI), IMEC could offer greater efficiency and lower transportation costs.

The India-Middle East-Europe Economic Corridor picks up historical trade routes (Elmurod Usubaliev/Anadolu Agency via Getty Images)

India-Middle East-Europe Economic Corridor (IMEC)

          The IMEC corridor is expected to boost regional trade while attracting investment into India. By enhancing diplomatic ties and fostering political goodwill, it can strengthen India’s market presence and promote comprehensive economic development across the country. Exports from India to continental Europe could see transportation costs reduced by approximately 30 percent and transit times shortened by around 40 percent compared with the current Suez Canal route. Connecting India’s two largest trade partners—the European Union (EU) and the Gulf Cooperation Council (GCC)—through the IMEC corridor could further bolster India’s position as a major global power. 

Just as the IMEC corridor presents significant opportunities, it also comes with its share of challenges that must be addressed. The corridor faces several geopolitical and operational challenges. Some Middle Eastern countries lack well-developed production capacities, business operating costs are high, and key nations such as Turkey, Egypt, Iran, and Qatar are not participating. Additionally, certain geographic constraints arising from the corridor’s location present further limitations that need to be managed. Moreover, the corridor will need to navigate a range of regional conflict-related challenges, such as disruptions to maritime trade caused by the Israel–Hamas conflict and the activities of Houthi rebels in Yemen affecting Red Sea shipping. Effectively managing these security risks will be essential to ensuring uninterrupted trade flows. Through the IMEC project, India is not only building new infrastructure but also creating alternative pathways for global partnerships. The corridor facilitates the bridging of differences and the transformation of potential challenges into opportunities, fostering collaboration and enhancing India’s strategic and economic engagement worldwide. The India–Middle East–Europe Corridor (IMEC) represents a strategic advancement that goes beyond a mere economic initiative. By enhancing India’s energy security, strengthening transportation and logistics resilience, promoting economic prosperity, and supporting national security, the corridor positions India as a more active player in both regional and global affairs. It is expected to bolster India’s geopolitical influence and expand its strategic footprint across Eurasia.

 

The  Maritime Collegium of the Russian Federation  

 

On August 13, 2024, Russian President Vladimir Putin signed and officially announced the establishment of the “Russian Maritime Collegium.” Today, Russia’s Maritime Collegium seeks to fully develop the Blue Economy by connecting global maritime trade routes and economic corridors. To achieve this, it is working to establish a “Multilateral Maritime Collegium” that brings together partner countries, creating an integrated framework for international maritime cooperation. The envisioned Multilateral Maritime Collegium is expected to include key countries from Russia-led groupings such as BRICS, SCO, and CIS. It aims to facilitate coordinated connectivity across the Indo-Pacific region, the Middle East, East and Southeast Asia, South Asia, and Africa, promoting harmonized maritime cooperation among participating nations.

 

Emerging Global Trade Corridor Networks and Myanmar’s Strategic Pivot Opportunities

 

Russian transport routes

Russia has established the Multilateral Maritime Collegium with the objective of enhancing its control and influence over Arctic and northern maritime routes, which are central to its national maritime interests. The initiative is also intended to integrate these routes with international maritime networks, creating a coordinated framework for global maritime economic engagement. Furthermore, following the inauguration of President Donald Trump’s administration, Russia observed U.S. efforts to assert control over Greenland and advance a “unipolar world” strategy. In response, Russia sought to promote a “multipolar world” by establishing the Multilateral Maritime Collegium, a framework designed to unite partner countries around shared national economic interests and foster coordinated engagement in global maritime affairs.

China’s Belt and Road Initiative (BRI) 

Emerging Global Trade Corridor Networks and Myanmar’s Strategic Pivot Opportunities

China’s Belt and Road Initiative (BRI)

China’s Belt and Road Initiative (BRI) represents a significant framework of cooperation for Myanmar, offering numerous opportunities in economic development, transportation connectivity, and regional infrastructure expansion. By linking with this major global initiative, Myanmar has the opportunity to leverage its strategic geographic position to establish itself as a central hub for regional connectivity and trade. In particular, the China–Myanmar Economic Corridor (CMEC) serves as a central pillar of this connectivity, with the potential to drive development across ports, highways, railways, energy infrastructure, and special economic zones. 

The China-Myanmar Economic Corridor (CMEC) | Download ...

China-Myanmar Economic Corridor

These developments could provide critical support for modernizing Myanmar’s essential infrastructure sector, helping to upgrade and expand the country’s foundational facilities to meet current and future needs. Improved stability in electricity supply and enhanced transportation infrastructure will boost domestic production capacity and create a favorable environment to attract foreign investment. Moreover, the corridor is expected to open major gateways for Myanmar’s abundant yet underutilized natural resources, agricultural products, and human capital to access global markets. 

For Myanmar, linking with the Belt and Road Initiative (BRI) could provide significant leverage in terms of strategic geopolitical importance and offer substantial economic opportunities. Myanmar shares an extensive border with China and occupies a strategically advantageous position with direct access to the Indian Ocean. It is precisely because of this strategic advantage that Myanmar plays a crucial role as a key focal point within China’s Belt and Road Initiative (BRI), serving as a central component of the China–Myanmar Economic Corridor (CMEC). The CMEC projects include the development of deep-sea ports such as Kyaukpyu, the construction of major energy transmission lines, and the enhancement of transportation infrastructure. These initiatives are expected not only to enhance Myanmar’s domestic economy but also to function as a land bridge, facilitating smoother trade and investment flows to neighboring countries such as China and other Southeast Asian nations. Especially, projects related to Kyaukpyu Port are expected to elevate Myanmar’s status as a major port on the Indian Ocean, positioning it as a key player in regional maritime trade and enhancing its significance in the broader logistics and shipping network.

Thailand’s "One Port, Two Sides" 

Thailand's Kra Land Bridge (Might) Reshape Asia

 

Thailand’s proposed land bridge project

The Thai government has issued a draft law for a new land bridge project—a high-value overland transport corridor linking the Indian Ocean and the Pacific Ocean. This initiative, valued at several billion dollars, aims to establish a strategic trade route facilitating faster and more efficient regional commerce. The project is slated for completion by 2030 and is estimated to require an investment of approximately 1 trillion baht (around USD 29 billion). The new overland corridor project includes two deep-sea ports in Thailand: one at Ranong District on the western coast along the Andaman Sea, and another at Chon Phon District on the eastern coast along the Gulf of Thailand. These two ports will be connected by both railway and road networks, ensuring seamless overland transportation along the corridor. The total estimated cost for the entire project is approximately USD 35.6 billion. Foreign investors will be allowed to hold more than 50 percent ownership in joint ventures and domestic companies involved in the project. The Thai government aims to avoid relying solely on China for investment, actively seeking to attract capital from Saudi Arabia and other countries as well. The initiative also aims to establish the “Southern Special Economic Corridor” to further promote economic development in Thailand’s southern region. The Thai government has attracted interest from over 100 international investors, including some of the world’s largest shipping companies. Construction for the project is planned to begin in the third quarter of 2026, with completion targeted for 2030.

Myanmar Strategic Pivot ....

 

Emerging Global Trade Corridor Networks and Myanmar’s Strategic Pivot Opportunities

Myanmar Strategic Pivot

Amid the rapidly evolving geopolitical and economic landscape, the emergence of new international trade route networks presents Myanmar with significant opportunities. It is crucial for the country to strategically position itself to leverage these developments and maximize the benefits for national growth and regional integration. Russia, leveraging its strategic geographic position, is actively developing new north-to-south trade corridors. Currently, it is collaborating with India, Iran, and Azerbaijan to advance the International North–South Transport Corridor (INSTC) and the Chennai–Vladivostok Eastern Maritime Corridor, which will connect eastern Russian cities by sea to India. Additionally, Russia is engaging in cooperative initiatives with China within the Arctic region, further enhancing its reach and influence in global maritime trade networks.

From China’s perspective, leveraging its strategic geographic position, the Belt and Road Initiative (BRI) is being implemented as a major east-to-west international trade corridor. When combined with Russia’s emerging north-to-south trade routes, these corridors are creating critical junctions where the two networks intersect. Myanmar, due to its strategic location, sits squarely at one of these pivotal points, positioning the country as a key regional hub for trade and connectivity. In future global trade networks, Myanmar’s strategically located zones—such as Thilawa Deep-Sea Port and its associated special economic zones—are well-positioned to generate significant opportunities in maritime trade and related economic activities. Myanmar’s Thilawa Deep-Sea Port occupies a strategically important location along the maritime route connecting the Pacific Ocean and the Indian Ocean, underscoring the country’s critical geopolitical and economic position. For example, from Thilawa Deep-Sea Port, Myanmar’s strategic location allows overland connections to key cities such as Bangkok in Thailand, Phnom Penh in Cambodia, and Ho Chi Minh City and Vũng Tàu in Vietnam, ultimately linking to the South China Sea. By overland distance, the route spans approximately 800 kilometers, compared with the more than 2,000 nautical miles by sea from Thilawa Deep-Sea Port to Vũng Tàu Port in Vietnam, making it roughly one-third the distance. In other words, this corridor represents the shortest route connecting the Indian Ocean and the Pacific Ocean.

 

Emerging Global Trade Corridor Networks and Myanmar’s Strategic Pivot Opportunities

 

The Shortest Route Connecting the Indian Ocean and Pacific Ocean

Thus, by strategically leveraging Myanmar’s geographic pivot point, the country can effectively participate in international overland and maritime trade corridor projects connecting partner and neighboring countries. This coordinated engagement can serve as a key catalyst for building a sovereign state that is not only sustainable and resilient but also comprehensive and prosperous in its long-term development.

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Strategic Investment: Myanmar’s Competitive Edge in ASEAN
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Projects such as special economic zones and cross-border highways increase the country’s attractiveness to investors involved in regional supply chains.3. Natural Resources and Energy PotentialMyanmar is rich in natural resources. It has significant reserves of natural gas, hydropower, minerals, and agricultural land. Natural gas exports have historically been one of the country’s largest sources of foreign income.Myanmar’s hydropower potential is estimated at more than 100,000 megawatts, one of the highest levels in Southeast Asia. Responsible and well-managed investment in energy can support industrial development and improve electricity access for businesses and households.Agriculture also remains a key strength. About 50 per cent of Myanmar’s workforce is employed in agriculture, and the country has strong potential in rice, beans, pulses, fisheries, and agro-processing industries.4. 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Mekong Ganga Quick Impact Projects:Unlocking a stream of developmental partnership
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Emerging Global Trade Corridor Networks and Myanmar’s Strategic Pivot Opportunities
Emerging Global Trade Corridor Networks and Myanmar’s Strategic Pivot Opportunities
In today’s world, major global trade routes are facing a noticeable decline in traffic. Traditional international maritime corridors—such as the Suez Canal and the Panama Canal—are seeing reduced trade flows as a result of escalating geopolitical tensions. The Russia–Ukraine war, the Iran–Israel conflict and broader instability across the Middle East, the intensifying strategic rivalry between China and the United States, and prolonged conflicts between India and Pakistan have all contributed to disruptions in maritime commerce. Due to the war in Ukraine, trade routes between Russia and Europe have shrunk by as much as 60 percent. At the same time, economic sanctions imposed between Iran and Western nations have severely disrupted energy exports from the Persian Gulf region. As a result of such conflicts, global trade is rapidly shifting away from traditional routes and toward alliance-based networks. Initiatives such as the International North–South Transport Corridor (INSTC), the Eastern Maritime Corridor (EMC), and the India–Middle East–Europe Corridor (IMEC) have emerged as major overland and multimodal routes connecting allied nations along north–south and east–west axes. At the same time, efforts to expand and identify new geopolitical and geo-economic corridors have brought increasing attention to the Arctic Ocean along the world’s northern rim. This region is emerging as a potential hub for the shortest strategic Lines of Communication (LOCs), offering new possibilities for global connectivity and trade. Russia’s strategic development of its northern maritime routes—particularly its efforts to expand and operationalize the Maritime Multilateral Collegium, a naval consortium among allied nations—highlights the growing significance of Sea Power in the contemporary era. These developments represent some of the most notable transformations in global trade dynamics. Analyses indicate that by 2030, up to 40 percent of international trade could be rerouted through these emerging corridors, reflecting their rapid rise in strategic and economic importance.With major neighboring countries advancing their own connectivity initiatives—China’s Belt and Road Initiative (BRI), Thailand’s “One Port, Two Sides” project, and India’s various international trade corridor plans—Myanmar has a strategic opportunity to leverage its advantageous geopolitical location. By acting at the right moment and utilizing these regional frameworks, the country could establish itself as a key node in Asia’s emerging trade architecture.Eastern Maritime Corridor (EMC)  Eastern Maritime Corridor During the Eastern Economic Forum held in 2019, Russia and India held bilateral discussions and reached an initial agreement to establish direct maritime connectivity between Russia’s port of Vladivostok and India’s port of Chennai. The primary objective of the Eastern Maritime Corridor is to reduce both transit time and transportation costs for the movement of goods between Russia and India. At present, the western maritime route connecting India and Russia—from India’s Port of Mumbai to Russia’s Port of Saint Petersburg—covers a distance of approximately 8,675 nautical miles, requiring around 40 days of transit. In the future, the Eastern Maritime Corridor connecting India’s Port of Chennai and Russia’s Port of Vladivostok will span approximately 5,647 nautical miles, reducing the transit time to around 28 days. Compared to the current western maritime route, this represents a shortening of nearly 3,000 nautical miles and a saving of roughly 12 days in shipping time.The Eastern Maritime Corridor will pass through the Sea of Japan and the South China Sea, navigating near the Korean Peninsula, Taiwan, the Philippines, and the Malacca Strait, before entering the Bay of Bengal and ultimately reaching Chennai via the Nicobar Islands. If realized, this maritime route could serve as an optimal gateway not only for the countries directly involved but also for Southeast Asian nations in the South China Sea region, including Myanmar, Thailand, Vietnam, and Indonesia, facilitating enhanced trade and connectivity across the region.  International North-South Transport Corridor - INSTC International North-South Transport Corridor (INSTC)          Launched in 2018, the International North–South Transport Corridor (INSTC) is being developed as a multimodal trade network linking India, Iran, Azerbaijan, Russia, several Central Asian states, and parts of Europe. The corridor integrates maritime, rail, and road systems to facilitate more efficient transport of goods across these regions, creating a comprehensive north–south connectivity framework. The INSTC is designed as a key tri-modal corridor that links Russia and Asia by traversing the Caspian Sea. Along the Eastern Route, overland connections—via rail and road—link Russia, Kazakhstan, Turkmenistan, Iran, and India. The Central Route will combine maritime and overland transport, linking Russia, the Caspian Sea, Iran, and India. This route crosses the Caspian Sea, transporting goods from Russia’s Port of Astrakhan to Iran’s Port of Bandar-e-Anzali. The Western Route will link Russia, Azerbaijan, Iran, and India through overland transport—using rail and road networks. This multimodal transport corridor spans approximately 4,500 miles and is expected to offer significant savings in both time and cost compared with current shipping routes that rely on the Suez Canal. Studies indicate that the INSTC could reduce the transport distance for goods shipped from Russia to India by up to 40 percent. It is also expected to lower overall transportation costs by around 30 percent, while cutting transit time by 25 to 40 days compared with traditional routes.  North-South Corridor           Russia and India are focusing on developing promising production and market-expansion value chains across Eurasia. With the objective of realizing a broader Eurasian trade space, both countries are working to strengthen and interlink the Chennai–Vladivostok Eastern Maritime Corridor and the International North–South Transport Corridor. These combined efforts aim to enhance connectivity and support deeper economic integration throughout the Eurasian region. The corridor is expected to bring substantial benefits to the countries along its route by boosting trade flows. For Myanmar, strategically located between the Bay of Bengal and the Andaman Sea, timely and effective utilization of these opportunities could yield significant advantages for national economic development.India-Middle East-Europe Corridor - IMECThe India–Middle East–Europe Corridor (IMEC) is an economic initiative designed to enhance connectivity and economic integration between Asia, the Persian Gulf, and Europe. The corridor aims to stimulate economic growth by facilitating smoother trade flows and fostering closer commercial linkages across these regions. The corridor is planned as a route from India to Europe, passing through the United Arab Emirates, Saudi Arabia, Israel, and Greece.  At the 2023 G20 Summit held in India, the governments of India, the United States, the United Arab Emirates, Saudi Arabia, France, Germany, Italy, and the European Union signed a Memorandum of Understanding (MoU).  The corridor is structured into two separate routes. The eastern route will connect the western coastal port of Mundra in India with Fujairah in the UAE, while goods from Saudi Arabia and Jordan will be transported by rail to Israel’s Port of Haifa. The western route will link Israel’s Port of Haifa to multiple ports in Europe, including Marseille in France, as well as ports in Italy and Greece.  India-Middle East-Europe Corridor (IMEC)          The IMEC represents India’s new corridor designed to enhance economic integration by linking Asia with Europe. Italy has shown a strong inclination to distance itself from China’s Belt and Road Initiative, and amid divergences within the G7, the IMEC project has emerged as an alternative framework. The IMEC corridor has evolved into a multimodal initiative, incorporating both rail and maritime routes, that connects India with the Middle East and Europe. The combined GDP of the IMEC countries—including the European Union—is estimated at approximately USD 47 trillion, representing roughly 40 percent of the world’s total GDP. Within the project, reliable and cost-effective transport systems—including both maritime and rail networks—will be established for the cross-border movement of goods and services. Like the Suez Canal, the north–south transport corridors, and China’s Belt and Road routes, this project will complement existing maritime and rail transport networks by facilitating smoother trade and logistics between India, the UAE, Saudi Arabia, Jordan, Israel, and Europe. India-Middle East-Europe Economic Corridor (IMEC) By linking India with the Middle East and Europe, the IMEC corridor strengthens India’s geopolitical influence and positions the country as a more active player in both regional and global affairs. In addition, the corridor could facilitate smoother and more reliable flows of India’s critical natural resources, thereby supporting the country’s energy security and strengthening its capacity to meet domestic and industrial energy demands.Opportunities and ChallengesThe India–Middle East–Europe Corridor (IMEC) has the potential to emerge as a direct competitor to China’s expansive Belt and Road Initiative (BRI) for a variety of strategic and economic reasons. The strategic northern alignment of IMEC is designed to facilitate trade between India, the Middle East, and Europe. Analyses suggest that, compared with some of the longer and more complex routes under China’s Belt and Road Initiative (BRI), IMEC could offer greater efficiency and lower transportation costs.India-Middle East-Europe Economic Corridor (IMEC)          The IMEC corridor is expected to boost regional trade while attracting investment into India. By enhancing diplomatic ties and fostering political goodwill, it can strengthen India’s market presence and promote comprehensive economic development across the country. Exports from India to continental Europe could see transportation costs reduced by approximately 30 percent and transit times shortened by around 40 percent compared with the current Suez Canal route. Connecting India’s two largest trade partners—the European Union (EU) and the Gulf Cooperation Council (GCC)—through the IMEC corridor could further bolster India’s position as a major global power. Just as the IMEC corridor presents significant opportunities, it also comes with its share of challenges that must be addressed. The corridor faces several geopolitical and operational challenges. Some Middle Eastern countries lack well-developed production capacities, business operating costs are high, and key nations such as Turkey, Egypt, Iran, and Qatar are not participating. Additionally, certain geographic constraints arising from the corridor’s location present further limitations that need to be managed. Moreover, the corridor will need to navigate a range of regional conflict-related challenges, such as disruptions to maritime trade caused by the Israel–Hamas conflict and the activities of Houthi rebels in Yemen affecting Red Sea shipping. Effectively managing these security risks will be essential to ensuring uninterrupted trade flows. Through the IMEC project, India is not only building new infrastructure but also creating alternative pathways for global partnerships. The corridor facilitates the bridging of differences and the transformation of potential challenges into opportunities, fostering collaboration and enhancing India’s strategic and economic engagement worldwide. The India–Middle East–Europe Corridor (IMEC) represents a strategic advancement that goes beyond a mere economic initiative. By enhancing India’s energy security, strengthening transportation and logistics resilience, promoting economic prosperity, and supporting national security, the corridor positions India as a more active player in both regional and global affairs. It is expected to bolster India’s geopolitical influence and expand its strategic footprint across Eurasia. The  Maritime Collegium of the Russian Federation   On August 13, 2024, Russian President Vladimir Putin signed and officially announced the establishment of the “Russian Maritime Collegium.” Today, Russia’s Maritime Collegium seeks to fully develop the Blue Economy by connecting global maritime trade routes and economic corridors. To achieve this, it is working to establish a “Multilateral Maritime Collegium” that brings together partner countries, creating an integrated framework for international maritime cooperation. The envisioned Multilateral Maritime Collegium is expected to include key countries from Russia-led groupings such as BRICS, SCO, and CIS. It aims to facilitate coordinated connectivity across the Indo-Pacific region, the Middle East, East and Southeast Asia, South Asia, and Africa, promoting harmonized maritime cooperation among participating nations.  Russian transport routesRussia has established the Multilateral Maritime Collegium with the objective of enhancing its control and influence over Arctic and northern maritime routes, which are central to its national maritime interests. The initiative is also intended to integrate these routes with international maritime networks, creating a coordinated framework for global maritime economic engagement. Furthermore, following the inauguration of President Donald Trump’s administration, Russia observed U.S. efforts to assert control over Greenland and advance a “unipolar world” strategy. In response, Russia sought to promote a “multipolar world” by establishing the Multilateral Maritime Collegium, a framework designed to unite partner countries around shared national economic interests and foster coordinated engagement in global maritime affairs.China’s Belt and Road Initiative (BRI) China’s Belt and Road Initiative (BRI)China’s Belt and Road Initiative (BRI) represents a significant framework of cooperation for Myanmar, offering numerous opportunities in economic development, transportation connectivity, and regional infrastructure expansion. By linking with this major global initiative, Myanmar has the opportunity to leverage its strategic geographic position to establish itself as a central hub for regional connectivity and trade. In particular, the China–Myanmar Economic Corridor (CMEC) serves as a central pillar of this connectivity, with the potential to drive development across ports, highways, railways, energy infrastructure, and special economic zones. China-Myanmar Economic CorridorThese developments could provide critical support for modernizing Myanmar’s essential infrastructure sector, helping to upgrade and expand the country’s foundational facilities to meet current and future needs. Improved stability in electricity supply and enhanced transportation infrastructure will boost domestic production capacity and create a favorable environment to attract foreign investment. Moreover, the corridor is expected to open major gateways for Myanmar’s abundant yet underutilized natural resources, agricultural products, and human capital to access global markets. For Myanmar, linking with the Belt and Road Initiative (BRI) could provide significant leverage in terms of strategic geopolitical importance and offer substantial economic opportunities. Myanmar shares an extensive border with China and occupies a strategically advantageous position with direct access to the Indian Ocean. It is precisely because of this strategic advantage that Myanmar plays a crucial role as a key focal point within China’s Belt and Road Initiative (BRI), serving as a central component of the China–Myanmar Economic Corridor (CMEC). The CMEC projects include the development of deep-sea ports such as Kyaukpyu, the construction of major energy transmission lines, and the enhancement of transportation infrastructure. These initiatives are expected not only to enhance Myanmar’s domestic economy but also to function as a land bridge, facilitating smoother trade and investment flows to neighboring countries such as China and other Southeast Asian nations. Especially, projects related to Kyaukpyu Port are expected to elevate Myanmar’s status as a major port on the Indian Ocean, positioning it as a key player in regional maritime trade and enhancing its significance in the broader logistics and shipping network.Thailand’s "One Port, Two Sides"  Thailand’s proposed land bridge projectThe Thai government has issued a draft law for a new land bridge project—a high-value overland transport corridor linking the Indian Ocean and the Pacific Ocean. This initiative, valued at several billion dollars, aims to establish a strategic trade route facilitating faster and more efficient regional commerce. The project is slated for completion by 2030 and is estimated to require an investment of approximately 1 trillion baht (around USD 29 billion). The new overland corridor project includes two deep-sea ports in Thailand: one at Ranong District on the western coast along the Andaman Sea, and another at Chon Phon District on the eastern coast along the Gulf of Thailand. These two ports will be connected by both railway and road networks, ensuring seamless overland transportation along the corridor. The total estimated cost for the entire project is approximately USD 35.6 billion. Foreign investors will be allowed to hold more than 50 percent ownership in joint ventures and domestic companies involved in the project. The Thai government aims to avoid relying solely on China for investment, actively seeking to attract capital from Saudi Arabia and other countries as well. The initiative also aims to establish the “Southern Special Economic Corridor” to further promote economic development in Thailand’s southern region. The Thai government has attracted interest from over 100 international investors, including some of the world’s largest shipping companies. Construction for the project is planned to begin in the third quarter of 2026, with completion targeted for 2030.Myanmar Strategic Pivot .... Myanmar Strategic PivotAmid the rapidly evolving geopolitical and economic landscape, the emergence of new international trade route networks presents Myanmar with significant opportunities. It is crucial for the country to strategically position itself to leverage these developments and maximize the benefits for national growth and regional integration. Russia, leveraging its strategic geographic position, is actively developing new north-to-south trade corridors. Currently, it is collaborating with India, Iran, and Azerbaijan to advance the International North–South Transport Corridor (INSTC) and the Chennai–Vladivostok Eastern Maritime Corridor, which will connect eastern Russian cities by sea to India. Additionally, Russia is engaging in cooperative initiatives with China within the Arctic region, further enhancing its reach and influence in global maritime trade networks.From China’s perspective, leveraging its strategic geographic position, the Belt and Road Initiative (BRI) is being implemented as a major east-to-west international trade corridor. When combined with Russia’s emerging north-to-south trade routes, these corridors are creating critical junctions where the two networks intersect. Myanmar, due to its strategic location, sits squarely at one of these pivotal points, positioning the country as a key regional hub for trade and connectivity. In future global trade networks, Myanmar’s strategically located zones—such as Thilawa Deep-Sea Port and its associated special economic zones—are well-positioned to generate significant opportunities in maritime trade and related economic activities. Myanmar’s Thilawa Deep-Sea Port occupies a strategically important location along the maritime route connecting the Pacific Ocean and the Indian Ocean, underscoring the country’s critical geopolitical and economic position. For example, from Thilawa Deep-Sea Port, Myanmar’s strategic location allows overland connections to key cities such as Bangkok in Thailand, Phnom Penh in Cambodia, and Ho Chi Minh City and Vũng Tàu in Vietnam, ultimately linking to the South China Sea. By overland distance, the route spans approximately 800 kilometers, compared with the more than 2,000 nautical miles by sea from Thilawa Deep-Sea Port to Vũng Tàu Port in Vietnam, making it roughly one-third the distance. In other words, this corridor represents the shortest route connecting the Indian Ocean and the Pacific Ocean.  The Shortest Route Connecting the Indian Ocean and Pacific OceanThus, by strategically leveraging Myanmar’s geographic pivot point, the country can effectively participate in international overland and maritime trade corridor projects connecting partner and neighboring countries. This coordinated engagement can serve as a key catalyst for building a sovereign state that is not only sustainable and resilient but also comprehensive and prosperous in its long-term development.မောင်မိုး| ၂၅-၈-၂၀၂၅
80% of Ayeyawady beach hotels booked for Thadingyut
80% of Ayeyawady beach hotels booked for Thadingyut
During the upcoming long Thadingyut holiday in October, 80 per cent of hotel rooms at seaside resorts including Chaungtha, Ngwehsaung, and Shwethaungyan beaches, and Goyangyi Island have already been booked in advance by domestic and foreign tourists, according to the Directorate of Hotels and Tourism.In the Ayeyawady Region, these seaside resorts possess favourable geographical conditions along the coastline and coastal areas. The regional government is striving to develop them into a vibrant and sustainable tourism industry while also establishing them as long-term competitive tourist destinations. During public holidays, the influx of visitors to these beach resorts contributes not only to the growth of the tourism sector but also to the expansion of related services and the creation of job opportunities for local communities.In the four seaside resorts of the Ayeyawady Region, more than 500,000 visitors arrived annually in 2023 and 2024. By August 2025, a total of 159,213 tourists had visited. Local hotel and guesthouse operators estimated that, starting from this Thadingyut holiday and throughout the open tourism season, the number of visitors will surpass last year’s figures.In the Ayeyawady Region, the Ngwehsaung and Chaungtha beaches, which have good transportation access and sufficient infrastructure, are popular destinations regularly visited by both domestic and international travellers each year. Although reaching Goyangyi Island and Shwethaungyan Beach takes more time, their natural beauty continues to attract visitors. Hotel and guesthouse operators have observed that if transportation access is further improved, the number of tourists visiting these destinations could increase even more.“In the Thadingyut holiday, tourists are expected to flock to the beaches of the Ayeyawady Region. About 80 per cent of the rooms at the four main beaches have been booked in advance. In Ngwehsaung, there are 38 hotels, guesthouses, and lodges; in Chaungtha and Shwethaungyan, another 38; and including Goyangyi Island, a total of 49,197 rooms are open for visitors. Tourism is an industry that succeeds only through collective effort. It is also a smokeless income-generating sector and can uplift the socio-economic status of a region. With hotel bookings already reaching 80 per cent for the Thadingyut holiday, new job opportunities are opening up, and the industry is bringing benefits to the country. Hotels are urged to provide the best possible service, while tourists are kindly requested to work together in ensuring that the natural beauty of the beaches is preserved and not harmed,” said U Aung Thu Oo, director of the directorate.The government also extends visa relaxation on the visa on arrival year by year to promote the tourism industry, and the dtirector of flights from Yangon to Pathein can earn a higher income like Thailand. The Ayeyawady Region government make efforts to attract international travellers by cooperating with different departments, hotelier committees and associations.
Silk Road cinema connecting cultures and forging cooperation across borders
Silk Road cinema connecting cultures and forging cooperation across borders
In 2025, the Belt and Road Initiative will celebrate 12 years of global cooperation between more than 150 countries. Beyond trade and infrastructure, its heartbeat lies in bringing people closer together.Film, as a universal language, has emerged as a medium for cultural exchange. To advance this vision, the Silk Road International Film Festival (SRIFF) was launched in the very year the initiative began, weaving stories that unite cultures along historic trade routes.This year, the festival takes place between 22 and 26 September in Fuzhou, Fujian Province, under the theme “Silk Road Connects the World, Film Festival Illuminates Fuzhou”. SRIFF fosters understanding across the Silk RoadUnlike other global film festivals, SRIFF places a special focus on countries along the Silk Road. This focus reflects the festival’s mission to carry forward the ancient spirit of connection by providing a stage to showcase each nation’s unique culture and charm, while fostering trust, respect, and mutual understanding among countries.This is where cinema becomes more than entertainment. It has become a bridge of understanding. Through stories that resonate emotionally, films allow audiences to step into different cultures, societies, and experiences.As acclaimed director Christopher Nolan once noted, cinema is not only about telling a character’s story, but it’s about letting audiences see the world through that character’s eyes, and ultimately understand them on a deeper level. A golden opportunity for international filmsChina’s film market is vast and has become one of the most important markets for international cinema. As the world’s second-largest box office, it generated about $5.56 billion in revenue, second only to the US and Canada, according to Forbes. With more than 90,000 cinema screens, the largest network worldwide, China represents a remarkable opportunity for filmmakers.Although Hollywood films dominate imports, there is growing space for films from Silk Road countries in the Chinese market. Chinese audiences are open to global storytelling, as seen in successes like Bad Genius (Thailand, 2020), A Place Called Silence (Malaysia, 2022), and No Prior Appointment (Iran, 2025).In this context, SRIFF plays an essential role. This year, nearly 90 domestic and international films are being screened across nine cities in Fujian Province.Selected from 2,560 submissions spanning 120 countries and regions, the lineup honours the 120th anniversary of Chinese cinema, highlights works from countries along the Silk Road, such as Whispers in the Dabbas (Indonesia, 2025) and Close up Kopitian (Malaysia, 2025).It offers filmmakers a valuable gateway to China’s massive box office market. SRIFF promotes co-productionsEntering China’s film market is no small feat, as international films must meet criteria and navigate approval procedures. Co-productions, however, offer a promising solution. Treated as domestic films in both countries, they face fewer distribution barriers, allowing filmmakers to create content that resonates with audiences on both sides.SRIFF plays a pivotal role in promoting such collaborations, providing a platform for dialogue between filmmakers and policymakers. This year, officials from ten Silk Road countries, including Malaysia, Uzbekistan, Indonesia, and Nepal, offered insights into their domestic filmmaking and distribution policies.Malaysia, for example, offers up to a 35 per cent cash rebate for films incorporating local culture. Dato Kamil Othman, chairman of the National Film Development Corporation, encourages historical co-productions between China and Malaysia, such as stories about Zheng He’s voyages to Southeast Asia, reflecting the shared heritage of many Malaysians with China.Uzbekistan, with over a century of cinematic history, is producing around 55 historical films, 20 of which are slated for international co-production. The country aims to showcase its world cultural heritage alongside China, offering modern infrastructure, skilled professionals, and cost-effective production opportunities.Indonesia presents a different kind of potential. While domestic films have dominated its box offices since 2022, the nation, with only 2,300 cinemas and more than 300 ethnic cultures spread across nearly 2000 islands, offers ample room for international filmmakers to invest and explore.Nepal is also opening its doors. KP Pathak, director of the Nepal International Film Festival, noted that Chinese films such as Up in the Wind (2013) have been successfully shot in Nepali resorts. The country looks forward to co-productions that highlight the Himalayas, ancient temples, and bring Nepali cinema to a global audience.As the proverb goes, “many hands make light work”. With diverse storytelling, scenic locations, skilled crews, and talented screenwriters, co-productions not only appeal to target audiences but also smooth the path for distribution. In today’s competitive landscape, these collaborations are increasingly essential for filmmakers seeking both creative and market success.The Silk Road International Film Festival leaves a powerful message: Cinema is not only entertainment, but a bridge that crosses borders. It opens new pathways for co-productions, cultural exchanges, and shared storytelling. Though words may vary, the language of film speaks to every heart. It celebrates diverse civilizations along the Silk Road, bringing hearts closer together across the world.mitv
European Union as a Supporter of the Progressive Garment Industry of Myanmar
European Union as a Supporter of the Progressive Garment Industry of Myanmar
Myanmar began exporting garments in 1994, but the industry’s growth accelerated only after international sanctions were lifted in the 2010s. The European Union (EU) suspended its sanctions against Myanmar in 2012 and opened an office in Myanmar in 2013. This paved the way for Myanmar to gain duty-free access to the EU market under the Generalized Scheme of Preferences (GSP) and the Everything But Arms (EBA) initiative in 2013.1 Myanmar’s main exports to the EU are textiles, footwear, rice, and gems.2EU as the Top Destination for Myanmar’s Garment ExportsAccording to the World Bank, the value of Myanmar’s garment exports surged from US$0.9 billion in 2010 to US$5.5 billion in 2022, a six-fold increase. A major turning point for the industry came in 2013 when the EU granted Myanmar under the GSP initiative. This preferential access proved highly beneficial, with EU countries receiving over half of Myanmar’s total garment exports. By 2022, garment exports accounted for one-third of Myanmar’s total export value. The sector’s primary income, generated through CMP services, represented approximately one-third of the total garment export value, or about three per cent of Myanmar’s GDP.3Since the mid-2010s, the EU has been the leading market for Myanmar’s garment exports. Currently, a significant 38 per cent of Myanmar’s garment factories rely on the EU as their primary market. In 2022, the EU received 52 per cent of Myanmar’s total garment exports. Other key markets included Japan at 18%, the United Kingdom at 10 per cent, the United States at six per cent, and Korea at four per cent. This data highlights the EU’s crucial role in supporting and sustaining Myanmar’s garment industry.Supporting the State’s Core Policy of Job Creation and Income Generation4Amidst different core policy areas of Myanmar, a core national policy has been to create employment opportunities alongside income generation for its people. In this regard, Myanmar’s garment industry has proven to be the largest source of jobs, especially for young, migrant women from rural areas. Despite a decline in exports in 2020 and 2021 due to political changes and the COVID-19 pandemic, the sector rebounded strongly. By 2022, export levels had exceeded those of 2019, with an average of 95 per cent of garment factories resuming operations at their previous capacity to produce exports.According to World Bank data, as of January 2022, Myanmar’s garment sector employed around 500,000 workers as a major source of employment. This represented 2.3 per cent of the country’s total employment and 23 per cent of all jobs within the manufacturing sector. By the end of 2022, the number of workers was estimated to have grown to 700,000, with current estimates now at around 800,000. Notably, 85 per cent of the workers are women in Myanmar’s garment sector.In 2022, 34 per cent of garment factories in Myanmar raised their wages, leading to a five per cent average wage increase across the manufacturing sector compared to the previous year. This positive trend was reinforced by a national policy change, which increased the minimum wage from 4,800 to 5,800 Kyats in 2023. According to the World Bank, this enabled some factories, especially those that export to the EU, to boost their workers’ wages by an additional 10 per cent to 20 per cent in 2023.Although the share of Myanmar’s garment sector in the global garment trade is small, local garment entrepreneurs believe they can be competitive in the international market. They state that the main reasons for this are the abundant workforce and low wages.Myanmar’s Policy for Connecting with Migrant Workers AbroadTo ensure that workers going abroad for employment do so in a systematic and legal manner, the Overseas Employment Law was enacted, and efforts are underway to approve and enact an amended law to align with the current situation. The Five-Year National-level Action Plan for the management of labour migration to other countries has been drafted and implemented for the first and second times. To assist Myanmar workers abroad, labour attachés have been appointed in Korea, Thailand, Malaysia, and Japan. In countries where there are no labour attachés, the Myanmar embassies are collaborating to provide any assistance to Myanmar workers.5Trade SituationAccording to the official EU website6 for Myanmar, over 90 per cent of Myanmar’s exports were shipped to the EU, with preferential tariff rates under the EBA scheme in 2023. This shows that Myanmar is significantly benefiting from the EU’s EBA scheme. In 2023, Myanmar’s total exports to the EU under the EBA preferential system were valued at approximately €3.4 billion (US$3.7 billion) while imports reached €3.0 billion (US$3.2 billion).7 8In 2024, the EU stood as Myanmar’s 4th largest trading partner, accounting for 10.3 per cent of the total trade in goods. Conversely, Myanmar ranked as the EU’s 75th largest trading partner, making up 0.1 per cent of the EU’s total trade in goods. Similarly, total trade volume between the EU and Myanmar amounted to €3.6 billion (US$3.9 billion) in 2024, while the EU’s imports from Myanmar were primarily textiles, valued at €3.1 billion (US$3.4 billion). Meanwhile, the EU’s exports to Myanmar mainly consisted of transport equipment, accounting for €458 million (US$495.60 million). Additionally, volume of trade services in 2023 reached €346 million (US$374.41 million) between them.Investment SituationAccording to the official EU website for Myanmar, the volume of EU investment in Myanmar reached €251 million (US$271.61 million) in 2023. In the same year, Myanmar’s FDI in the EU amounted to €7 million (US$7.57 million).Code of Conduct for European Union Delegation Staff Serving AbroadAs members of the EU Delegation serving abroad, staff must primarily adhere to the following principles:(‌a) Adherence to the EU’s Laws9. All actions of the delegation must strictly comply with the Treaty on European Union (TEU), the Treaty on the Functioning of the European Union (TFEU), and their subsequent laws, regulations, directives, and decisions. Furthermore, they must act in accordance with the EU’s external action policies, including the Common Foreign and Security Policy (CFSP), trade policy, and development cooperation. For instance, when managing aid projects, the delegation must strictly follow the EU’s procurement and financial regulations.(b) International Law. Staff of the EU delegations must respect international diplomatic law, particularly the provisions of the Vienna Convention on Diplomatic Relations (1961)10. Specifically, under Article 41, while delegates have privileges and immunities, they are obligated to respect the laws of the host country. Failure to comply with these laws can lead to the host country declaring the diplomat or delegate “persona non grata”, which is the most severe penalty for a diplomatic representative. This results in sending them back to the home country or terminating their functions. Additionally, under Article 31, their immunity does not exempt them from the jurisdiction of their home state. In cases of serious crimes, if the host country formally requests that the EU waive its diplomatic immunity to allow for prosecution, the EU may choose to waive immunity to demonstrate its commitment to justice and maintain good relations with the host country.(c) Adherence to Financial Regulations11. A core responsibility of the EU Delegation is to manage projects funded by the EU. This includes ensuring that contracts are awarded through fair and transparent processes (tendering and procurement) and that funds are used for their intended official purpose. The delegation that acts fraudulently or mismanagement is subject to financial audits and must take the necessary actions. All financial operations must be fully compliant with the EU’s Financial Regulation to ensure accountability.In short, the EU Delegation’s legal and professional responsibilities are a blend of diplomatic duties. They must respect and adhere to the legal systems of the European Union, international law, and relevant laws of the host country. This mission involves a combination of upholding EU values like democracy, the rule of law, and human rights, providing development aid and fostering cooperation, engaging in public diplomacy and communication, and managing trade and economic relations.As a result, the assistance provided by the EU delegation to Myanmar – in order to maintain the Myanmar-EU economic relationship – is an expression of “understanding Myanmar”. Specifically, providing duty-free access for Myanmar’s garment exports under the EBA (Everything But Arms) scheme helps support the livelihoods and regular incomes of approximately 800,000 workers, 85 per cent of whom are women.1. Resilience Amid Constraints: Myanmar’s Garment Industry in 2023. World Bank. 2023. https://documents1.worldbank.org/curated/en/099113023044018823/pdf/P50066309dcb060600981407177 a6346276.pdf2. https://policy.trade.ec.europa.eu/eu-trade-relationships-country-and-region/countries-and- regions/myanmar_en3. Resilience Amid Constraints: Myanmar’s Garment Industry in 2023. World Bank. 2023. https://documents1.worldbank.org/curated/en/099113023044018823/pdf/P50066309dcb060600981407177 a6346276.pdf4. Resilience Amid Constraints: Myanmar’s Garment Industry in 2023. World Bank. 2023. https://documents1.worldbank.org/curated/en/099113023044018823/pdf/P50066309dcb060600981407177 a6346276.pdf5. https://www.moi.gov.mm/news/631516. https://policy.trade.ec.europa.eu/eu-trade-relationships-country-and-region/countries-and- regions/myanmar_en7. https://gsphub.eu/country-info/Myanmar8. https://www.exchange-rates.org/exchange-rate-history/eur-usd-20239. https://eur-lex.europa.eu/eli/treaty/teu_2008/art_21/oj/eng10. https://legal.un.org/ilc/texts/instruments/english/conventions/9_1_1961.pdf11. https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:52016PC0605GNLM
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