Researches on the Economic and Trade Exchanges for the 21st Century Maritime Silk Road

21st-Century Maritime Silk Road is a regional cooperative regime and it will provide public goods for regional countries. 21st-Century Maritime Silk Road is a process of co-building, sharing and open. Co-building of 21st-Century Maritime Silk Road means regional countries share the responsibilities of providing public goods while China as a big country may provide bigger share for the public goods and sharing the public goods by the regional countries. As an open regime, 21st-Century Maritime Silk Road welcome other countries to join the “club” to share the responsibilities and obligation. As a new regime, 21st-Century Maritime Silk Road faces with 7 problems, including: the high trade volume between China and the countries along with Maritime Silk Road, the trade imbalance between China and the countries along with Maritime Silk Road, low level of institutionalization, easily effected economic relations by political or security relations, failed states along Maritime Silk Road, privacy in the Indian Ocean, difficulties in connectivity. These problems show the necessity and difficulties of Maritime Silk Road. Building of Cooperative Regime for 21st-Century Maritime Silk Road including five platforms: trade promotion and trade disputes settlement platform, connectivity platform, finance platform, official development aid platform, and foreign investment platform. The elevation of Cooperative Regime for 21st-Century Maritime Silk Road can be done from the dimensions of effectiveness and legitimacy. 21st-Century Maritime Silk Road is proposed by China and should be beneficial for the national interests of China while it is worth noticed that the interests of Maritime Silk Road as a cooperative regime does not necessary identical with China’s national interests. With the enlarging of members of Maritime Silk Road, the dilemma between effectiveness and legitimacy will become significant which requires more delicate design.

The Sino-Indian relationship is the most important major-power relationship in Asia and is also the most subtle and complex. It has a significant impact on Asian geopolitical relations and regional economic development. Border disputes have rendered the relationship delicate and unstable for more than half a century. The One Belt, One Road (OBOR) initiative put forward by the Chinese government is attracting much discussion in the Indian government, think tanks, and media. Indian policymakers will need to determine how to respond to China's grand blueprint for promoting regional economic cooperation in the new era. This essay will examine China's priorities for the maritime component of the OBOR initiative in the Indian Ocean, consider Indian and Chinese concerns about that aspect of the project, and evaluate India's choices with regard to participation.China's Maritime Silk Road: Key PrioritiesWhen Chinese president Xi Jinping visited Indonesia in October 2013, he claimed that Southeast Asia had been a major maritime hub since ancient times and proposed that China and the countries of the Association of Southeast Asian Nations (ASEAN) should jointly build a 21st Century Maritime Silk Road (MSR). The MSR is one component of Xi's OBOR initiative, with the other component being the Silk Road Economic Belt connecting Europe and Asia. Since Xi proposed the OBOR initiative, the Chinese government has strongly embraced the principle of joint construction to meet the interests and development strategies of all states involved. In March 2015, China's State Council issued the document Vision and Actions on Jointly Building Silk Road Economic Belt and 21st-Century Maritime Silk Road, which provides a comprehensive presentation of the OBOR framework.1 It indicates that the MSR initiative will focus on jointly building smooth, secure, and efficient transport routes to connect major sea ports.The long-term blueprint for the project requires careful selection of key countries and entry points before construction begins. Two factors are taken into consideration in choosing countries for the MSR. The first is whether countries are located on maritime trade routes or have marine transportation centers, such as Sri Lanka, Pakistan, Singapore, Myanmar, and Kenya. A second factor is whether states respond positively to the initiative and have a good foundation of economic cooperation with China.The Indian Ocean is a major maritime trade and energy channel for China and is of great strategic significance for the stable development of the Chinese economy. Energy security, in particular, is a key priority. After becoming a net petroleum oil importer in 1993, China became the world's largest oil importer in 2015. In that year, China's imported crude oil reached 335.5 million tons, of which more than 60% was transported via the Indian Ocean. In 2015, imports represented 60.6% of total oil consumption.2 Trade security is also critical. The Indian Ocean is the most important route for imports to East Asia and Southeast Asia and for exports from these regions to Europe, Africa, and the Middle East. The development of port infrastructure in these key regions will not only benefit China's economic development but also greatly facilitate the social and economic development of other countries in East Asia, in Southeast Asia, and around the Indian Ocean rim.Accelerating infrastructure construction is a major factor in encouraging regional economic cooperation. Thus far, the MSR includes joint port construction in Colombo and Hambantota in Sri Lanka, Gwadar in Pakistan, Kyaukpyu in Myanmar, and Chittagong in Bangladesh. Some large Chinese companies are also making investments in ports such as Piraeus in Greece, Said in Egypt. and Antwerp in Belgium in accordance with their own development strategies.MSR Security Issues: Different Concerns between China and IndiaIndia's geographic location and growing economy will have a great influence on the MSR. …

This paper analyses the ancient Maritime Silk Road through a relational island studies approach. Island ports and island cities represented key sites of water-facilitated transport and exchange in the ancient Indian Ocean and South China Sea. Building our analysis upon a historical overview of the ancient Maritime Silk Road from the perspective of China’s Guangdong Province and the city of Guangzhou, we envision a millennia-long ‘Silk Road Archipelago’ encompassing island cities and island territories stretching across East Asia, Southeast Asia, South Asia, West Asia, and East Africa. Bearing in mind the complex movements of peoples, places, and processes involved, we conceptualise the ancient Maritime Silk Road as an uncentred network of archipelagic relation. This conceptualisation of the ancient Maritime Silk Road as a vast archipelago can have relevance for our understanding of China’s present-day promotion of a 21st-Century Maritime Silk Road as part of the Belt and Road Initiative. We ultimately argue against forcing the Maritime Silk Road concept within a binary perspective of essentialised East-West conflict or hierarchical relations and instead argue for the value of a nuanced understanding of relationality.

This article focuses on the connotation, capabilities, challenges, risks and the corresponding countermeasures of the 21st Century Maritime Silk Road (MSR). The article states that the core of the MSR strategy is the cultural concepts of “balancing convergence and divergence” and “inclusive development” as well as the moral concepts of “mutual benefits” and “Do not do unto others what you don’t want others to do unto you”. The strategy will uphold the basic principle of “open cooperation, harmonious inclusiveness, market operation, and mutual benefits.” Practical cooperation and joint building of the MSR will always be in the primacy of the strategy. Emphasis must be put on leveraging the comparative advantages of China and the countries along the MSR to let them coordinate with each other and reach consensus through “joint consultation” and form joint effort through “jointly building” the MSR. Countries can only achieve cooperation and mutual benefits and promote rebalancing of the regional and global economy through sharing each other’s strengths, risks and interests. The MSR strategy is composed of various economic cooperation projects between China and the countries along the MSR. However, it is also influenced by certain political and security factors and thus has geopolitical implications. But in the end, what connects the far-away regions is the economic interest. As a base and examplar, Southeast Asia is an important region for the MSR strategy.

The 21st Century Maritime Silk Road (shortened to “Maritime Silk Road” hereafter) initiative represents China’s consistent theme of peace and development. It is conducive to achieve common prosperity and progress of human society. However, challenges and opportunities often coexist. The Maritime Silk Road links the South China Sea and the northern Indian Ocean, involving a large number of countries, a wide range, and long distances. The challenging natural environment, scarcity of electricity and freshwater resources, different political and cultural bases, etc. greatly increase the difficulty of constructing the Maritime Silk Road. Obviously, an understanding the characteristics of the marine environment, energy, legal counsel and so on is a prerequisite for the safe and efficient construction of the Maritime Silk Road. However, relatively weak basic research and scarce marine data seriously restrict the full implementation of the Maritime Silk Road initiative and urgently need to be addressed. This chapter discusses the significance and challenges of the Maritime Silk Road initiative and provides corresponding countermeasures.

This paper uses data for the period 1950–2050 compiled by the United Nations Population Division together with methods including spatial autocorrelation analysis, hierarchical cluster analysis and the standard deviational ellipse, to analyze the spatio-temporal evolution of population and urbanization in the 75 countries located along the routes of the Silk Road Economic Belt and the 21st-century Maritime Silk Road, to identify future population growth and urbanization hotspots. The results reveal the following: First, in 2015, the majority of Belt and Road countries in Europe, South Asia and Southeast Asia had high population densities, whereas most countries in Central Asia, North Africa and West Asia, as well as Russia and Mongolia, had low population densities; the majority of countries in South Asia, Southeast Asia, Central Asia, West Asia and North Africa had rapid population growth, whereas many countries in Europe had negative population growth; and five Belt and Road countries are in the initial stage of urbanization, 44 countries are in the acceleration stage of urbanization, and 26 are in the terminal stage of urbanization. Second, in the century from 1950 to 2050, the mean center of the study area’s population is consistently located in the border region between India and China. Prior to 2000, the trajectory of the mean center was from northwest to southeast, but from 2000 it is on a southward trajectory, as the population of the study area becomes more concentrated. Future population growth hotspots are predicted to be in South Asia, West Asia and Southeast Asia, and hotspot countries for the period 2015–2030 include India, China, Pakistan and Indonesia, though China will move into negative population growth after 2030. Third, the overall urban population of Belt and Road countries increased from 22% in 1950 to 49% in 2015, and it is expected to gradually catch up with the world average, reaching 64% in 2050. The different levels of urbanization in different countries display significant spatial dependency, and in the hundred-year period under consideration, this dependency increases before eventually weakening. Fourth, between 2015 and 2030, urban population hotspots will include Thailand, China, Laos and Albania, while Kuwait, Cyprus, Qatar and Estonia will be urban “coldspots.” Fifth, there were 293 cities with populations over 1 million located along the Belt and Road in 2015, but that number is expected to increase to 377 by 2030. Of those, 43 will be in China, with many of the others located in India, Indonesia and the eastern Mediterranean.

Resilience of coastal human-environment composite systems of the 21st century maritime silk road: Theory, model, and spatial patterns.

Since the establishment of the “Belt and Road” initiative, the investment and construction of ports along the 21st Century Maritime Silk Road have received extensive attention from the international community. The evaluation of ports is of great significance to investors’ investments and construction of ports around the world, so it is very necessary to establish a reasonable port evaluation system. At present, there are few studies on defining and evaluating port resilience, and the existing port evaluation index system has defects. Therefore, according to the similarity between cities and ports, this paper introduces the concept of “three-dimensional space” and the “system of systems” theory of cities and divides the resilience of ports along the Maritime Silk Road into three-dimensional spaces of “physical-society-information.” The CRITIC-entropy method and the TOPSIS method constructed a port resilience evaluation model along the Maritime Silk Road and quantitatively evaluated and analyzed the comprehensive resilience and subspatial resilience of 28 ports along the 21st Century Maritime Silk Road. The results show that the route network port degree, the annual throughput of the port container, and the number of fixed broadband subscribers per 100 people are the key indicators that affect the port’s physical space resilience, social space resilience, and information space resilience. Also, coordinated physical, social, and information spatial resilience development plays a catalytic role in improving overall resilience. Therefore, the investment of ports along the Maritime Silk Road should adopt corresponding and more targeted investment plans according to the actual resilience of each port. The research provides new ideas and directions for investors to invest in port construction and has certain practical guiding significance for the increase of investors’ income and the sound development of the national economy.

In this new era of political multi-polarization, economic globalization, and complicated maritime conflicts, China, by putting forth the strategic idea of rebuilding the 21st century Maritime Silk Road, has demonstrated grand ambition as a maritime power that respects history and pursues peace as well as a will to benefit the people in countries along the route by developing together. It has become so evident to us that the core motivation of building the Maritime Silk Road lies in setting up a platform of maritime economy and trade for countries in East, South and West Asia, East and North Africa and Europe, as well as promoting commercial and cultural exchanges among those countries. The ultimate goal, under the principles such as “equality and cooperation, mutual benefit and win-win, openness and inclusiveness, harmony and friendliness”, is to realize technological innovation, cultural convergence and trade exchange, bringing tangible benefit and spiritual joy to the people. However, this great strategic goal cannot be accomplished without improvement of China’s maritime transport capability as well as protection of the legal system.

The 21st Century Maritime Silk Road (MSR) designed by China is of great importance to maritime transportation, economic development, and environmental protection. However, the straits/canals along the MSR have been struggling with pirate attacks, terrorism, and accidents which pose challenges for the security of MSR. There is a strong need for further investigation in strait/canal security evaluation. However, the traditional risk modelling approach used in risk assessment indicates challenges due to its incapability of dealing with incomplete data, uncertainties, and subjective judgment. Thus, we propose a novel strait/canal security assessment framework to evaluate the security of the strait/canal along the MSR on the basis of a fuzzy evidential reasoning approach. The subjective risk analysis information collection and processing process from multiple experts can be embedded in the framework in a systematic way to provide maritime stakeholders to evaluate maritime security along the MSR. The results provide decision makers with useful insights and standard tools on enhancing strait/canal security, effective routes planning as well as operational efficiency.

Sheng, L.L., 2020. The Maritime Silk Road and global marine economy and its prospect. In: Qiu, Y.; Zhu, H., and Fang, X. (eds.), Current Advancements in Marine and Coastal Research for Technological and Sociological Applications. Journal of Coastal Research, Special Issue No. 107, pp. 347-350. Coconut Creek (Florida), ISSN 0749-0208.Marine economic development is becoming the common development of all Marine countries and the subject that needs to be studied. With the economic globalization the whole world economic pattern and Marine economy development in many coastal countries are showing a new trend. Deepening the cooperation between and building the 21 Century Maritime Silk Road, is not only the needs for the transformation and upgrading of development and utilization of ocean, but also the need for the comprehensive deepening and expansion of the Marine economy. Since the maritime silk road originated from coastal ports and its development promoted the development of Marine industry and trade, maritime economic cooperation is the basic feature of the Maritime Silk Road construction. By designing a comprehensive application platform, there should be a comprehensive scientific and technological support provided for diversified tasks, thus meeting the demands of national decision-making.

The Maritime Silk Road, which began in China, connects Asia, Africa, and Europe through commercial trade. Historically, the Maritime Silk Road, with its core goals of equality and mutual benefit, cooperation, and win-win scenarios, has promoted the exchange and development of politics, economy, and culture between the East and West. In September and October 2013, during a state visit to Central Asian countries and the Association of Southeast Asian Nations (ASEAN), Chinese President Xi Jinping made a speech in which he proposed building the Silk Road Economic Belt and the 21st Century Maritime Silk Road. The marine environment has a significant impact on ocean construction, the maintenance of maritime rights and interests, and so on. To serve the construction of the Maritime Silk Road, we systematically presented information on the marine environment, important routes and port features, geographical features, climatic profiles, marine resources, and the utilization status of the Maritime Silk Road. To make a better contribution to the construction of the Maritime Silk Road, legal escort is essential. Legal escort is helpful to protect the rights, interests, and enthusiasm of countries and regions that participate in the construction of the Maritime Silk Road. This chapter discusses the legitimacy and rationality of development and construction in the South China Sea and the Maritime Silk Road according to the United Nations Charter, the United Nations Convention on the Law of the Sea, the Declaration on the Code of Conduct on the South China Sea, and the China–ASEAN Agreements in the hope of providing a reference for the legal protection of the Maritime Silk Road.

The 21st Century Maritime Silk Road (MSR) is a development strategy initiated by the Chinese Government to respond to the changing global landscape. As this initiative progresses, growing number of enterprises are exploring investment opportunities overseas. Consequently, it has become increasingly important to address the investment obstacles faced by these enterprises. This paper assesses the investment environment of 22 countries along the MSR from three perspectives: the macroscopic perspective of country risk, the intermediate perspective of market environment risk, and the microscopic perspective of enterprise operational risk. Such a risk assessment is crucial in facilitating Chinese enterprises that seek to expand overseas. The research findings indicate that the investment risks in countries along the MSR are substantia, and enterprises should be cautious when investing. Drawing on the analysis, this paper presents macroscopic and microscopic control measures that both governments and enterprises can implement to alleviate investment barriers.

The 21st century Maritime Silk Road (MSR) proposed by China strongly promotes the maritime industry. In this paper, we use wind and ocean wave datasets from 1979 to 2014 to analyze the spatial and temporal distributions of the wind speed, significant wave height (SWH), mean wave direction (MWD), and mean wave period (MWP) in the MSR. The analysis results indicate that the Luzon Strait and Gulf of Aden have the most obvious seasonal variations and that the central Indian Ocean is relatively stable. We analyzed the distributions of the maximum wind speed and SWH in the MSR over this 36-year period. The results show that the distribution of the monthly average frequency for SWH exceeds 4 m (huge waves) and that of the corresponding wind speed exceeds 13.9 m s−1 (high wind speed). The occurrence frequencies of huge waves and high winds in regions east of the Gulf of Aden are as high as 56% and 80%, respectively. We also assessed the wave and wind energies in different seasons. Based on our analyses, we propose a risk factor (RF) for determining navigation safety levels, based on the wind speed and SWH. We determine the spatial and temporal RF distributions for different seasons and analyze the corresponding impact on four major sea routes. Finally, we determine the spatial distribution of tropical cyclones from 2000 to 2015 and analyze the corresponding impact on the four sea routes. The analysis of the dynamic characteristics of the MSR provides references for ship navigation as well as ocean engineering.

The transport infrastructure connection is the fundamental base for the promotion of the Silk Road Economic Belt and the 21st Century Maritime Silk Road under the background of the Belt and Road Initiative. Ports, as the core elements in the connection, contribute to the practical infrastructure connections along the maritime road. A multihierarchical cooperation framework in between the ports and based on the fair and mutual benefit concept is the cornerstone of constructing the 21st Century Maritime Silk Road and the engine fuelling the updation of Chinese seaports and growth. This paper first defines the port cooperation along the 21st Century Maritime Silk Road and analyses the opportunity and challenges from the perspectives of the port‐industrial and the port‐region interaction. Then, it develops research into port cooperation, path selection, cooperation mechanisms, and application conditions in analysing port FDI, BOT, port alliances, multimode transport, and the institutional innovation of China’s ports. In conclusion, we develop a game theory selection analysis to study multiwin cooperation for port FDI in host countries along the 21st Century Maritime Silk Road.