Skip to main content

Growing doubts over China's Belt and Road projects in Southeast Asia

China’s sprawling Belt and Road Initiative has largely been welcomed by Southeast Asian countries as an opportunity to fill critical gaps in their infrastructure. But several projects have come under greater scrutiny in recent months, as host countries reassess their benefits.

By Linette Lim

13 Aug 2018 05:12PM (Updated: 13 Aug 2018 05:20PM)

Share this content


SINGAPORE: Southeast Asia is seen as the pivot of China’s multi-billion dollar Belt and Road Initiative (BRI). Besides the region’s growing markets, Southeast Asia offers China secure sea routes from its coast to elsewhere, and supply routes overland.

Yet, five years since President Xi Jinping launched the world’s most ambitious infrastructure plan in 2013, the development project seems to have hit a few road bumps.


Several joint projects in Southeast Asia have been delayed or put under greater scrutiny, reflecting increasing uncertainty among host countries over the benefits of the BRI, notes political scientist Ian Chong of the National University of Singapore.

In Myanmar, the government is reviewing a US$9 billion deepwater port project backed by China, on fears that it could ultimately fall under Beijing’s control if Myanmar were to default on its debt.

READ: Belt and Road Initiative is not a Chinese plot, says President Xi 

Meanwhile in Malaysia, the newly elected government is reviewing US$30 billion worth of infrastructure projects inked between China and the previous Barisan Nasional government, also over concerns of debt sustainability.


Prime Minister Mahathir Mohamad has referred to these projects as "unequal treaties" - using the term given by the Chinese to the various treaties signed by China with foreign powers in the 19th and early 20th centuries, in which China handed over both territory and reparations.

Those fears are not unfounded. In late 2017, the Sri Lankan government had to hand over a port in Hambantota, in the south of the country, to a Chinese firm on a 99-year lease, after it was unable to service its debt.

“Ironically, these are issues China historically faced, when it had its own issues with ‘unequal treaties’, with also infrastructure development – who controls the railroads, who owns the railroads and the port,” said Associate Professor Chong. “Those issues that dogged China in the 19th and early 20th century – they are manifesting themselves now in other locales as China is exporting its capital.”


The lack of publicly available data has cast doubt on the BRI. Risk consultancies devise their own model for tabulating figures, and official figures only emerge when China sees a need to rebut what it perceives as erroneous reports. 

For instance, China recently only revealed - after a report by Financial Times cited a study saying that one-third of BRI projects worth US$419 billion had run into problems - that BRI projects have brought about US$2.2 billion in tax revenues for partner countries and created more than 200,000 jobs.

Infrastructure projects are very big and very complicated, so “the more light that can be shed, the better", said Associate Professor Chong. “Otherwise, problems that arise will create more doubt, more uncertainty, and apprehension over the whole project.”

Political economy professor Zha Daojiong of Peking University attributes opaqueness over the BRI to the fact that the initiative is simply a vision – and not a concrete Government programme with a budget and timetable.

READ: Belt Road Initiative a vision of a new global economic order, win-win collaboration - a commentary

Professor Zha – who advises Chinese officials and state-owned enterprises on political risk management abroad – also told Channel NewsAsia that China is going through a “learning process” when it comes to executing projects overseas, including adapting to the realities of working in places where policies change with election cycles, honing intercultural sensitivities, and improving due diligence work for complex, large-scale projects.

In recent times, China has taken some steps to increase oversight on its investment activities abroad, including issuing formal guidance for outbound direct investments made by Chinese firms, and incorporating higher standards of environmental assessment, and civil society consultation in host countries. But there is scope for improvement, says Professor Zha.

“Let’s face it. There are some concerns. (They) are new in this area, doing these projects. But if you take the precedent of post-war Japan, (it was) difficult it was for Japanese companies to be accepted in Southeast Asia in the '50s, '60s, '70s (due to the legacy of World War II). But eventually, the Japanese got themselves accepted, welcomed here,” he said.


According to the Asian Development Bank, Southeast Asia will need to spend US$2.8 trillion on infrastructure through 2030 to sustain economic growth. Given the massive funding requirement, China’s offers of investment – which, unlike the loans dangled by the likes of the International Monetary Fund, come with less stringent demands for good governance or political reforms – are indeed tempting.

There are signs that Beijing wants to reign in risky lending and champion higher-quality projects. In 2014, for example, the Export-Import Bank of China announced that it would curb lending to Laos for most infrastructure projects, signalling concern over Laos’ ability to repay its debts.

To date, however, the areas in which China has made the most progress with its BRI projects are South Asia and Eastern Europe – assessed by US risk consultancy Stratfor in a 2017 report as areas that “struggled to find funding before Beijing began courting them”. 

READ: One Belt, One Road gaining traction but unanswered questions leave funding uncertain - a commentary

In contrast, there is “no dearth of interest from international investors” in most Southeast Asian countries, with Japan, South Korea, the European Union, and the US, all investing more in the region than China, Stratfor noted.

There is more competition on the way. The US recently announced plans to expand its infrastructure drive in the Indo-Pacific, in what many see as an attempt to counter China’s efforts to court influence in the region.

The plan includes US$113 million in direct government investment, and an increase in the level of financial support that the US government provides to countries in the region.

But if China’s concerned, it is not showing it. When asked about the plan at a regular news conference, a Foreign Ministry spokesperson replied - in the words of a Chinese proverb – that it is better to take action than to shout with a loud voice.

Source: CNA/hs


Popular posts from this blog

SSG Commando Muddassir Iqbal of Pakistan Army

“ Commando Muddassir Iqbal was part of the team who conducted Army Public School operation on 16 December 2014. In this video he reveals that he along with other commandos was ordered to kill the innocent children inside school, when asked why should they kill children after killing all the terrorist he was told that it would be a chance to defame Taliban and get nation on the side. He and all other commandos killed children and later Taliban was blamed.
Muddassir Iqbal has deserted the military and now he is  with mujahedeen somewhere in AF PAK border area”
For authenticity of  this tape journalists can easy reach to his home town to interview his family members or   ISPR as he reveals his army service number”
Asalam o Alaikum: My name is Muddassir Iqbal. My father’s name is Naimat Ali. I belong to Sialkot divison (Punjab province), my village is Shamsher Poor and district, tehsil and post office  Narowal. Unfortunately I was working in Pakistan army. I feel embarrassed to tell you …

CPEC Jobs in Pakistan, salary details

JOBS...نوکریاں چائنہ کمپنی میںPlease help the deserving persons...Salary:Salary package in China–Pakistan Economic Corridor (CPEC) in these 300,000 jobs shall be on daily wages. The details of the daily wages are as follows;Welder: Rs. 1,700 dailyHeavy Duty Driver: Rs. 1,700 dailyMason: Rs. 1,500 dailyHelper: Rs. 850 dailyElectrician: Rs. 1,700 dailySurveyor: Rs. 2,500 dailySecurity Guard: Rs. 1,600 dailyBulldozer operator: Rs. 2,200 dailyConcrete mixer machine operator: Rs. 2,000 dailyRoller operator: Rs. 2,000 dailySteel fixer: Rs. 2,200 dailyIron Shuttering fixer: Rs. 1,800 dailyAccount clerk: Rs. 2,200 dailyCarpenter: Rs. 1,700 dailyLight duty driver: Rs. 1,700 dailyLabour: Rs. 900 dailyPara Engine mechanic: Rs. 1,700 dailyPipe fitter: Rs. 1,700 dailyStorekeeper: Rs. 1,700 dailyOffice boy: Rs. 1,200 dailyExcavator operator: Rs. 2,200 dailyShovel operator: Rs. 2,200 dailyComputer operator: Rs. 2,200 dailySecurity Supervisor: Rs. 2,200 dailyCook for Chinese food: Rs. 2,000 dailyCook…

The Rise of China-Europe Railways

The Rise of China-Europe RailwaysMarch 6, 2018The Dawn of a New Commercial Era?For over two millennia, technology and politics have shaped trade across the Eurasian supercontinent. The compass and domesticated camels helped the “silk routes” emerge between 200 and 400 CE, and peaceful interactions between the Han and Hellenic empires allowed overland trade to flourish. A major shift occurred in the late fifteenth century, when the invention of large ocean-going vessels and new navigation methods made maritime trade more competitive. Mercantilism and competition among Europe’s colonial powers helped pull commerce to the coastlines. Since then, commerce between Asia and Europe has traveled primarily by sea.1Against this historical backdrop, new railway services between China and Europe have emerged rapidly. Just 10 years ago, regular direct freight services from China to Europe did not exist.2 Today, they connect roughly 35 Chinese…