Skip to main content

What to Know About China's Controversial Belt and Road Initiative That's Targeting Europe

By DAVID MEYER 

March 14, 2019

China’s Belt and Road initiative, which aims to build new trade routes over land and sea, may soon extend further into Europe. And it’s splitting opinion in the European Union, with some countries seeing opportunity and others seeing only Chinese expansionism.

Here’s a quick guide to what Belt and Road entails, why it’s proving so divisive, and why it might be about to face one of its biggest challenges yet.

What’s Belt and Road?

The initiative is largely about building infrastructure in Asia, Europe and East Africa—roads and railways, ports and airports, pipelines and power plants—but it also takes in other large projects, such as educational programs and the development of industrial and special economic zones. Chinese contractors are heavily involved.

It’s been underway for the last five years or so, initially under the English-language banner of “One Belt and One Road” but since 2016 as the “Belt and Road Initiative” (BRI.) The “belt” part refers to land routes and the “road” part, confusingly, to maritime routes. There are in fact many more than two routes in total, so the word “one” was dropped.

The overall cost is estimated to top $1 trillion within the next decade.

Who benefits and who pays?

In theory, everyone who takes part in this revived Silk Road scheme—a list now more than 70 countries long—benefits from it. Chinese companies plowed more than $15 billion into the initiative last year, according to Beijing’s figures, but the rest is supposedly being fronted by the countries where the investments are being made.

This is where Belt and Road gets really controversial, because many of these countries don’t have the cash. Instead, many are taking Chinese loans that they may not be able to repay. As a result, China has been frequently accused of “debt trap diplomacy” in the way Belt and Road is playing out.

In 2017, China effectively seized Sri Lanka’s Hambantota port. It had provided the loan for building it, and Sri Lanka couldn’t cough up, so a debt-restructuring plan gave China a 99-year lease on the port and Sri Lanka the cash to repay the debt. Kenya’s Mombasa port may suffer a similar fate.

Then there’s the initiative’s role as an influence tool. President Xi Jinping has openly touted it as a pushback against protectionism at a time when the U.S. is becoming increasingly protectionist. Belt and Road was always going to make China more influential, but the advent of the Trump administration means Beijing has a chance to fill a soft-power void that Washington is leaving open.

“The BRI is not a debt trap that some countries may fall into, but an economic pie that benefits the local population,” insisted Chinese Foreign Minister Wang Yi this week. “It is no geopolitical tool, but a great opportunity for shared development.” But others aren’t so sure.

What’s happening in Europe?

Last week, Italian Prime Minister Giuseppe Conte said his country saw an “opportunity” in Belt and Road, and was considering signing up. It would be the first G7 member to do so, though not the first EU country—Eastern European countries such as Hungary and Poland are already on board, as are Greece and Portugal.

Italy’s possible participation has raised alarm bells in Berlin and Washington. Germany’s opposition is reportedly behind-the-scenes, but the American displeasure is out in the open.

“Italy is a major global economy and great investment destination,” tweeted Garrett Marquis, a Trump special assistant. “No need for Italian government to lend legitimacy to China’s infrastructure vanity project.”

Garrett Marquis

@GMarquis45

Italy is a major global economy and great investment destination. No need for Italian government to lend legitimacy to China’s infrastructure vanity project.

What happens next?

China is responding to the disquiet over Belt and Road’s European expansion by promising to cooperate more with American and European companies.

“The Belt and Road Initiative is not a private path of one party, but an avenue of sunshine for everyone to go forward hand in hand,” said Zhou Xiaofei, deputy secretary general of China’s National Development and Reform Commission. “China is not singing solo, but in a chorus of countries along the Belt and Road.”

Zhou was speaking at a seminar where China was showing off examples of Belt and Road projects and, according to a Bloomberg report, stressing how much a “mini-United Nations” of contractors from all over the world were benefiting.

All eyes are now on Rome, where Xi will visit next week, with the hope of signing a framework agreement. Italy’s deputy premier, Matteo Salvini, has indicated that his government will play tough on the terms. “If it’s about helping Italian companies invest abroad, we’re ready to talk to anyone,” he said. “But we’re absolutely not ready to do so if it’s a question of foreign companies colonizing Italy.”

The terms of the agreement, and indeed whether it gets signed at all, should indicate whether the controversial Belt and Road Initiative is about to find its limits.



http://fortune.com/2019/03/14/what-is-china-belt-and-road-europe/

Comments

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 yo

CPEC Jobs in Pakistan, salary details

JOBS...نوکریاں چائنہ کمپنی میں Please 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 daily Heavy Duty Driver: Rs. 1,700 daily Mason: Rs. 1,500 daily Helper: Rs. 850 daily Electrician: Rs. 1,700 daily Surveyor: Rs. 2,500 daily Security Guard: Rs. 1,600 daily Bulldozer operator: Rs. 2,200 daily Concrete mixer machine operator: Rs. 2,000 daily Roller operator: Rs. 2,000 daily Steel fixer: Rs. 2,200 daily Iron Shuttering fixer: Rs. 1,800 daily Account clerk: Rs. 2,200 daily Carpenter: Rs. 1,700 daily Light duty driver: Rs. 1,700 daily Labour: Rs. 900 daily Para Engine mechanic: Rs. 1,700 daily Pipe fitter: Rs. 1,700 daily Storekeeper: Rs. 1,700 daily Office boy: Rs. 1,200 daily Excavator operator: Rs. 2,200 daily Shovel operator: Rs. 2,200 daily Computer operator: Rs. 2,200 daily Security Supervisor: Rs.

A ‘European Silk Road’

publication_icon Philipp Heimberger ,  Mario Holzner and Artem Kochnev wiiw Research Report No. 430, August 2018  43 pages including 10 Tables and 17 Figures FREE DOWNLOAD The German version can be found  here . In this study we argue for a ‘Big Push’ in infrastructure investments in greater Europe. We propose the building of a European Silk Road, which connects the industrial centres in the west with the populous, but less developed regions in the east of the continent and thereby is meant to generate more growth and employment in the short term as well as in the medium and long term. After its completion, the European Silk Road would extend overland around 11,000 kilometres on a northern route from Lisbon to Uralsk on the Russian-Kazakh border and on a southern route from Milan to Volgograd and Baku. Central parts are the route from Lyon to Moscow in the north and from Milan to Constanţa in the south. The southern route would link Central Europe with the Black Sea area and