Archive for February, 2012


Myo Myint, "Burma Soldier" protagonist, in Umpiem Mai refugee camp in Thailand, June 2008. Photo : Nic Dunlop/Panos Pictures

“We could all be perpetrators,” says Irish writer and photographer Nic Dunlop (Facebook profile), who has made reporting trips to Myanmar (former Burma) since the early 1990s. “It’s not just the urge to destroy that motivates people to do this. It’s about conditioning, context, and the [innate] human ability to carry out evil acts.” (See My North Korean film classes in humanity and creativity)

But people can also change their actions and refuse to participate. That’s the message Burma Soldier (Dunlop’s recent documentary) aims to bring to audiences inside Myanmar, where the military junta prohibits access to any books, movies, or music that might undermine their authority.

Brendan Brady, who reports on diplomacy, human rights, religion and culture in Asia, discusses the film for The Newsweek. In Burma Soldier, Dunlop and his fellow directors examine the question of what drives an otherwise ordinary person to join up with a brutal institution—and what gives him the courage to risk his life and change course.

Burma Soldier follows the life of Myo Myint, who signed up with the Army (known as the Tatmadaw and recognized as the most brutal and repressive army in Southeast Asia) to serve in Kachin and Karen states as a teenager. Born into a society where privilege belongs almost exclusively to the Army brass and their loyal allies, Myo Myint saw a military career as the only way to escape a future of grinding poverty. Plus, as a boy he had seen his neighbors in Rangoon (now Yangon) greet soldiers with seeming admiration. He was still too young, he says, to understand the difference between true respect and thinly veiled fear.

A movie theater gate, featuring a pattern of A's and 1's repeated over and over. It represents the A-1 Film Company, one of Myanmar's most prolific movie studios of yesteryear. This family-owned and operated company produced many of Burma's most beloved films of decades passed, helping to grow the Burmese film industry into one of the most advanced in Southeast Asia. But like almost everything which was once first-rate in the country, years of hardship under an oppressive ruling regime has forced the A-1 studio out of business and led to one of the most negligible national film industries anywhere (photo courtesy of The Southeast Asia Movie Theater Project)

The Burmese haven’t always been so wary of their military. Nationalist fighters who ousted the British colonial administrators after World War II—and who went on to establish the modern Army—became cultural heroes. But before long, the Army had become embroiled in battles with various ethnic minority groups who thought that their right to self-governance naturally followed the end of British rule.

The conflict eroded the new civilian government’s control, giving a clique of hardline generals an opportunity to justify a coup. Repressive law and order became central to the junta’s rule, and generals used the ever-growing military apparatus to silence dissenting voices.

A pivotal shift in the Burmese majority’s view of the Army came in 1988, when a popular nonviolent uprising was quelled with gunfire.

The generals told the soldiers “the ethnic armies and the democracy protestors are enemies of the state [and] killing them is your duty,” Myo Myint told Newsweek by phone from Fort Wayne, Ind., where he sought asylum in 2008. “Some soldiers, in private, oppose the actions they are told to do. But they don’t dare say this.”

Myo Myint’s time in the Army ended abruptly, after mortar fire left him near dead and missing an arm and a leg. To battle depression during his convalescence, he immersed himself in banned texts on religion, history, and politics. His studies convinced him that he needed to speak out about the abuses of his former commanders. In 1988, as nationwide protests broke out against the dictatorship, Myo Myint delivered an impromptu speech that rallied other soldiers to join demonstrators in the streets. As punishment, authorities threw him in jail for 15 years. Upon his release, Myo Myint fled to a refugee camp in Thailand, where he met Dunlop and sparked the Burma Soldier project.

To thwart the ban on opposition media in Myanmar, the producers of Burma Soldier have made a Burmese-language version of the film and encouraged its copyright theft inside Burma. Within one week, since a Burmese language version of the film was made available on the Vimeo site on 24 March 2011, online viewings have jumped from a handful to a daily total of several thousands.

Dunlop describes the effort to reach a wide audience in Burma with the film as ‘reverse pirating’—a process of smuggling a film into Myanmar instead of out of the country. The most famous example of a film made with material smuggled out of the country was the award-winning documentary Burma VJ, the story of the 2007 monk-led ‘Saffron Revolution’, which was mostly the work of so-called amateur ‘video-journalists’ working inside Myanmar.

Nonagenarian U Tin Yu is not really a video-journalist but he is a no-less important figure in the Myanmar’s movie industry. Mr. Yu can be said to have been born along with it, in fact. The first feature film produced in Burma was Myitta Hnint Thura (Love and Liquor) and premiered on October 13, 1920. U Tin Yu was born three days later. He shares:

Film director U Tin Yu was born along with the movie industry in Myanmar. Photo by Hein Latt Aung

“My uncles directed and acted in Myitta Hnint Thura. Ours is a movie-making family,” he said, adding that the pioneering Myanmar Aswe Film Studio, founded in 1923, was owned by his grandfather U Ba Nyunt and grandmother Daw Nyein Shin.

“At one point my uncles planned to move to England, but later gave up the idea and started producing one movie after another. Then Myanmar Aswe Film Studio was established, which later became A1 Film Company [in 1933].”

U Tin Yu explained that his mother was Daw Mya Khin, the eldest daughter in the family that founded A1 Film Company [in Mayangone township, Yangon]. His uncles U Tin Maung U Nyi Pu and U Tin Nwe were actors and directors, and his auntie Daw Khin Khin worked as a cinematographer.

He has directed more than 60 movies, and in 1960 his film Myitta Shwe Yi (Gold Water of Love) won a Myanmar Academy Award for cinematography.

He recollects, “In historical movies, male actors had to wear long hair. I don’t like wigs, so my actors, Nyunt Maung and Aye Kyu, were not allowed to accept other movie roles while acting in mine, to let their hair grow long enough. Directors at the time used toy swords made of wood and painted silver, but I used iron swords. I also used race horses instead of cart horses. And while foreign films were shot at 24 frames per second, Burmese films were shot at 16 frames, making the movements jerky. I tried to shoot at 18 frames per second to smooth the movements.”

A scene from the "Burmese Harp" film

Over the years, U Tin Yu has taught classes sponsored by the Myanmar Motion Picture Organisation. He helped train technical staff for Myawady Television (a free TV channel in Myanmar) and has produced short films for the station.

He also worked with Kon Ichikawa (some critics class him with Akira Kurosawa, Kenji Mizoguchi and Yasujiro Ozu as one of the masters of Japanese cinema) on The Burmese Harp (1956).

Not all of Mr. Yu’s colleagues have freedom to become as prolific in their creative expressions. A documentary This Prison Where I Live tells the story of Zarganar, Myanmar’s top comedian, director and movie star, who was sent to languish in jail under a 59-year sentence. He was freed on 11 October 2011 in a mass amnesty of political prisoners.

Due to heightened competition from foreign films and other entertainment media as well as escalating costs of production, the number of feature-length Burmese films has gone from nearly 100 films per year in the 1970s to barely more than ten today. Another issue plaguing the Burmese cinema is a steep decline in the number of theaters in which to screen the films. According to a December 2011 survey, the number of theaters nationwide had declined to just 71 from their peak of 244. The survey also found that most were several-decade-old aging theaters, and that only six “mini-theaters” had been built in 2009–2011. Moreover, the vast majority of the theaters were located in Yangon and Mandalay alone.

The dormant Art Deco Yuzana Cinema (back right) stands in the background of the Purcell Tower, a legacy of colonial-era cosmopolitan symbolism - Pyin Oo Lwin, Mandalay Division (photo courtesy of The Southeast Asia Movie Theater Project)

One example of the less-lucky movie theaters is The Yuzana Cinema in Pyin Oo Lwin, Mandalay Division. It was built in 1956, or ’57 – one of numerous movie theaters to go up during the democratic interlude. It’s been closed since the turn of the 21st century.

Related links:

Copyright in Myanmar Since 1914 by U Khin Maung Wi

The Southeast Asia Movie Theater Project 

Passengers hustle to take their seats on a bus that is ready to depart from the Road Port bus terminal in Harare for Johannesburg. Vendors are also not to be outdone as they push their way out of the luxury coach that is already in motion for the journey of over a thousand kilometers.

Amid all this jostling, suddenly a loud voice cries out, “Good morning, ladies and gentlemen! This morning I am going to read from Proverbs 10:4 which says, ‘lazy hands make a man poor but diligent hands bring wealth’.”

There is a sudden silence among the passengers who seem to have been taken by surprise. The preacher, Pastor Perseverance Hara of the Pentecostal Association of Zimbabwe, then continues with his sermon before the attentive audience. “I bring the gospel of diligent hardworking to the cross-border traders.”

Pastor Hara ceases work around 4 pm just in time to catch the City-Marimba “freedom train.” There, he continues with his business. And this preacher’s religious business could grow exponentially in the future if his fellow Zimbabweans go for an expansion of commuter train services to unlock the recurring gridlocks created by the exploding number of privately owned vehicles in Zimbabwe’s capital.

Writes Lincoln Towindo of The Sunday MailThe commuter train service was introduced in Harare and Bulawayo in 2001. The trains serviced inner-city routes and were meant to address the crippling transport shortages experienced then.

They were christened “freedom trains,” ample testimony of their popularity. Images of dozens of commuters exercising “freedom” by sitting precariously on the trains still linger. Such commuters could not afford to sidestep the bandwagon of affordable commuting. The trains ferried thousands of them to and from work for only a fraction of the standard fares charged by competing public transport operators (the iconic kombis).

A decade on, the popularity of the trains is waning following the proliferation of faster transport modes and a marked increase in private vehicle ownership.

“There is no metropolitan area around the world where public commuting is entirely dependent on road transport alone,” explains Harare-based urban planning expert Percy Toriro. “Road-based commuting has to be complemented by rail transport in order to strike a balance in the context of rapid urban development. The authorities need to invest seriously in the area of rail development within suburbs. For instance, the railway line that runs through Mufakose could be extended to include surrounding suburbs such as Budiriro [means "opportunity for achievement or success" in Shona], Glen View right through to Highfield.”

An NRZ conductor Misheki Dhliwayo issues tickets to commuters on the City-Marimba Park commuter train (photo courtesy of The Sunday Mail)

“For landlocked countries such as ours, harnessing such means of mass transportation means we eventually save on energy. In turn, less private vehicles on our roads means that the environment will not suffer much.”

A trip on a “freedom train” from central Harare to Mufakose lasts  between 45 and 50 minutes. Whereas, travelling from the city centre on a commuter omnibus during the late afternoon rush hour takes over an hour, depending on the volume of traffic.

“Commuter omnibus operators plying the City-Mufakose route sometimes charge US$1 during peak hours. Apart from this, the journey is also painful. It is better for the authorities to improve commuter train services,” said Mrs Jessica Maronga, a daily communter.

“I save more by catching the train. Can you believe that I spend an average of US$2 on transport for the whole week? This translates into US$8 per month,” she added, pointing at the adjacent gridlocked Lytton Road.

The National Railways of Zimbabwe (NRZ) operates three commuter train routes in Harare: Marimba Park, Dzivarasekwa and Ruwa [a place of alleged UFO spotting in the 1990s]. It also services the Emganwini and Luveve lines in Bulawayo. A trip into town on the train costs 2 South African rand. The NRZ has also since introduced US$1 multiple-trip tickets. The train coaches accommodate up to 800 passengers.

Many cities around the world have adopted a hybrid system, which incorporates both rail and road.

Zimbabwean transport expert Blessed Muponda: “There is no transportation master plan for the cities, hence the mounting traffic congestion and increased vehicle operating costs. High-density areas are home to the majority of people with limited income, but often lack sufficient public transportation. We need to start with cost-effective rapid bus and commuter train systems with dedicated lanes and bus routes that can improve access to the city and reduce road congestion.”

In South Africa, the Gautrain service was introduced to relieve the Johannesburg-Pretoria traffic

One of the 4-car Bombardier Electrostar trainsets is seen racing away from the camera, past Kelvin Power Station towards Sandton, with an airport-bound train approaching on the right of the picture (photo Eugene Armer, courtesy of railpictures.net)

corridor of congestion and offer commuters a viable transport alternative. The service, which cost an estimated R24 billion, is based on a hybrid system that includes rapid transit buses as well as trains. Independent estimates indicate the number of cars on the N1 highway linking the two metropolises has dropped by 20% with 100,000 passengers using the trains daily.

The service was introduced on the eve of the 2010 World Cup finals. 81 railcars are to be built locally as part of the jobs creation initiative (estimated at an additional 93,000 jobs and set to create more than 3,000 others per year during operation).

Though not everything is that

Map of the N1 highway (South_Africa)

rosy about the Gautrain. The environmental benefits of the project are disputed and the environmental impact assessment revealed that Gautrain would at best be environmentally neutral. South Africa uses coal-based electricity generation and the electricity required for Gautrain would come from outside the Gauteng region. The pollution associated with the generation of this electricity would therefore effectively be exported to the Mpumalanga region, an area already under severe strain from air pollution and other abuses of power.

Critics pointed out that the project would use the majority of available national and provincial transport fundsin a context where massive amounts were needed to deal with widespread traffic congestion and commuter transport problems nationally and in the province. The existing railway system in the province,

Ben Schoeman Highway is the main freeway between Johannesburg and Pretoria

under national rather than provincial control, which serves the majority of the population, was severely underfunded and large-scale and violent public unrest caused by inadequate and old trains had manifested in the province. Critics alleged that options like rapid bus transit could achieve similar levels of service at a fraction of the costs. These matters were never submitted to a public debate as the project was designed and launched within the confines of the Gauteng Government bureaucracy.

In the United States, commuter rail services provide efficient transportation. Scheduled service is on a nonreservation basis primarily for short-distance travel between a central business district and adjacent suburbs. The metro service in New York is renowned the world over for its efficiency.

In Hawaii there’s much excitement about the construction of a new commuter rail link through Honolulu. Closer to home, Zürich has some new trams on the way and in Singapore a French consortium has just won a sizeable contract to supply some new trains for the city state’s transport system.

A Gautrain railcar built and shipped from the UK is being unloaded in Durban. From there it made its way to Midrand for quality and safety checks. There is a specially built track for test runs there

Monocle‘s Tyler Brûlé observes: The only problem with all these lanes and lines being laid around the world is that the destination is frequently neglected. Given all the excitement about how fast a 10-car train can travel from a remote suburb to city centre, or how many people a tram can attract away from their cars, mayors and planners frequently forget about the neighbourhoods and communities that their vehicles stop at.

Brûlé spent some time chatting to US transport secretary Ray LaHood:

-Is high-speed rail really going to come to the US?

- Absolutely, it’s going to happen. You’re going to see it in Illinois, it’s going to happen in California.

The next morning on the Acela train from DC station, he was reminded why the US needs to fully embrace high-speed travel. With news that American Airlines’ parent company AMR had filed for chapter 11 bankruptcy protection as I settled into my seat, I was very happy to be riding with Amtrak despite the tired interior and Wal-Mart style lighting. By the time they hit Baltimore the train was packed with travellers.

In the US, many cities are trying to figure out how to get more people to ride the rails to work rather than jumping in the car. For sure, the rolling stock is part of the problem (why is it that so many American commuter trains look like prison cars?) but the bigger issue is that suburban stations are lonely, windswept places that are anything but inviting. Largely automated affairs with no ticket offices, let alone functioning toilets or cosy places to buy a coffee, rail stations in the US have failed to seize the opportunity to become hubs of commerce and have a life that goes beyond morning and evening traffic spikes.

In Zambia, President Michael Sata, during election campaigns, promised to revive the Njanji Commuter Train Service (suspended in 1998 after two trains collided). Opened in 1991, the line was a money-spinner earning 458 million Zambian kwacha in revenue in 1995 – a typical year – when 2,700,000 passengers were carried. The pledge proved an election winner, according to observers.

Hotel Universo blogs: SALCEF Construzioni Edili e Ferroviarie S.p.A, an Italian company has agreed to put up as much as $14 million just to study the possibility of building an above-ground metro line between Maputo and its smaller neighbor, Matola. Over 200,000 people commute daily between the two cities.

“This company will risk its own capital for the study which should absorb between 15- 20% of the total of 50 million euros that the company will use up to the conclusion of the first phase of the project”, Mozambican Transport Minister Paulo Zucula told reporters.

Here Criticalmassmaputo is alluding to the woman bike fashion from Brazil

If this pans out, Mozambique would become the second country south of the Sahara with such a system. The ten miles or so that separate the cities can take as much as two hours depending on traffic, and that’s when you can catch a minibus. This wordpress blogger suggests with subtlety, “How about bikes?” referencing an interesting blog in Portuguese Criticalmassmaputo.wordpress.com.

As Honolulu presses on with its new rail project and Harare’s urban experts and NRZ officials start discussing their options, Tyler Brûlé suggests that city planners would do well to spend a bit of time in Tokyo’s suburbs and take a few cues from the Japanese rail operators who have built whole cities around their suburban stations. Everything from schools to hospitals, grocery stores to nursing homes are built beside and above stations in Japan.
How about building the first Sign Museum on the continent close to the main railway station in Harare, where the current “Traffic Lights Don’t Work” signs from Kadoma could take their due archival space?

The UNESCO Culture for Development Indicator Suite (CDIS) is a pioneering research and advocacy initiative that aims to establish a set of indicators highlighting how culture contributes to development at national level fostering economic growth, and helping individuals and communities to expand their life choices and adapt to change.

Culture is a dynamic and innovative economic force at the national level as well as globally, helping to generate employment, revenues and incomes, and thus directly boosting economic growth and producing social externalities.

In 2007, these sectors accounted for an estimated 3.4% of global GDP and were worth nearly US$1.6 trillion, almost double international tourism receipts for the same year. Between 2000 and 2005 trade goods and services from the creative industries grew on average by 8.7% annually.

Moreover, the cultural and creative sectors are risk takers, investing in new talents and
new aesthetics, fostering creativity and innovation as well as ensuring cultural diversity
and choice for consumers, and produce multiple synergies and positive spill‐over effects in
areas such as stimulation of research, product and service innovation.

Translating a culture for development agenda into a programme for action will require prioritization and operationalization at the national level and its integration in donor strategies at the international level.

At the national level, this entails encouraging governments, ministries and public agencies to include culture in national development plans and related strategies while at the international level, convincing development actors to ensure that culture’s potential for development (both
transversally and as an economic sector of activity) is addressed in country papers, and policies.

In 2000, when world leaders committed to achieving the eight Millennium Development
Goals by 2015, culture was not included – despite the considerable build up of interest
and advocacy efforts during the 1990s.

Ten years later, important opportunities to revisit development approaches and to strengthen the case for culture’s value in development processes are emerging. 2010 has witnessed a number of
high‐level international conferences dedicated to culture and development (e.g. the
European Union International Seminar on Culture and Development in Girona (May 2010)
held under the Spanish Presidency).

Although the Human Development Index (HDI) (one of the most influential and widely used indices to measure human development across countries) has highlighted the efficacy of aggregate
indices and inter‐country comparisons for advocacy and putting pressure on governments
to address gaps in education, health and other social areas, this approach has proven to
be more problematic when applied to culture, which by dint of its diversity and complexity
is impossible to compare.

Financed by the Spanish Agency of International Cooperation for Development, the CDIS project runs from 2009 to 2012 and combines research, implementation test phases in up to 20 countries from all regions and expert meetings in order to ensure the pertinence and credibility of the Suite.

An important caveat is that the Indicator Suite will not provide the “definitive” picture of
culture at the country level nor will it produce policy guidelines or recommendations: this
is not its objective. Instead, its purpose is to bring the value of culture in development
processes to the foreground of national debate and discourses. In other words, although it
responds to the challenge of explaining the “how”, the UNESCO Indicator Suite on Culture
for Development recognizes that this is only the first step in a much longer process of
integrating culture in national development strategies.

In the first Human Development Report (1990), the HDI originator Mahbub al‐Haq famously

Mahbub-ul-Haq, the HDI originator, gave 5 year plan to South Korea which helped South Korea to progress rapidly

proclaimed that, “people are the wealth of nations”. Twenty years later, the UNESCO Culture for Development Indicator Suite hopes to demonstrate how and why culture effectively and sustainably enriches and adds value to this wealth. 2010 has witnessed great strides in the international recognition of culture’s value in development processes. The Culture for
Development Suite aims to add to the growing global momentum of the agenda, and to
contribute to pushing culture out of the shadows of other development issues so that it is
recognized as a development priority in its own right.

Allen Chimombe of Restore helped bring the books and his organization will be using part of the shipment in their work with juvenile offenders

reprinted from Zimbabwe reads site

Today our container, the first since Zimbabwe reads partnered with the Boston-based  Sabre Foundation, arrived in Harare. After crossing the Atlantic (and before that, a chunk of a highway from the Sabre warehouse in Boston to the New York City docks in late October 2011), and traversing a bit of the Indian Ocean along the South African coastline,  58,000 books donated by American publishers and individual friends of Zimbabwe reached African soil in Mozambique.

From there, crossing into Zimbabwe at Beira, a Mozambican driver (a Tete native, well-conversant in Shona, by the way), Senhor Tiberio (see group photo at the bottom, far right), brought the container to Harare. The Rotary Club in central part of Zimbabwean capital was kind to offer us their premises to store the books, as the container needed to be emptied to avoid extra costs.

It took two and a half hours for a team of local workforce and friends of ours to unload the container. Our project manager Andy Kozlov [and founder of the Steppes in Sync Initiative] joined them to speed up the process, document the event and pocket some details of palette packaging for future generations along the way – Andy said that the historian in him wants to preserve at least a piece of paper numbering the palettes. And appealing to the philosopher in him, Andy compared the slashing through the plastic wrapping to cutting the ‘umbilical cord’ of the culture of reading that our shipment aims to foster in Zimbabwe’s youth.

Zimbabwe reads' Andy Kozlov (far left) compared unloading this container to cutting the 'umbilical cord' of Zimbabwe's reading culture

The whole shipping process from Boston to Harare was facilitated and closely monitored by our Harare-based partner organization Restore that works with the capital’s street children and youth delinquents.

Houghton Mifflin Harcourt in Boston, Massachusetts (USA)

Restore’s head Allen Chimombe also did some stretching today hauling the boxes with us, and they will be using part of the books in their reading programs.

The largest part of the shipment is 40,000 primary school science booklets provided by Houghton Mifflin Harcourt. These colorful graded readers, as well as 10,000 McGraw-Hill primary and secondary school books, will be distributed in the Harare and Bulawayo areas by the regional committees there as well as to the Catholic school network of almost 200 schools. A group of nursing schools will receive 370 specialized nursing books. The shipment also includes 30 boxes of fiction and 20 boxes of academic books in the humanities from Harvard University Press that are being distributed to the University of Zimbabwe and hard-hit tertiary institutions.

Beira has long been a major trade point for exports coming in and out of Zimbabwe, Malawi, Zambia and other Southern African nations. Because of this, the port of Beira is the second largest in Mozambique. The importance of the port was shown during the Mozambique Civil War, when Zimbabwean troops protected the railway and highway from Beira to Mutare in order to continue trade.

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