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"Since its launch in 2013, what China calls "One Belt, One Road" has emerged as the corner- stone of Beijing's economic statecraft. Under the umbrella of the Belt and Road, Beijing seeks to promote a more connected world brought together by a web of Chinese-funded physical and digital infrastructure. The infrastructure needs in Asia and beyond are significant, but the Belt and Road is more than just an economic initiative; it is a central tool for advancing China's geo-political ambitions. Through the economic activities bundled under the Belt and Road, Beijing is pursuing a vision of the 21st century defined by great power spheres of influence, state-directed economic interactions, and creeping authoritarianism.1
As Beijing prepares to host the second Belt and Road Forum in late April 2019, countries that once welcomed Chinese investment have become increasingly vocal about the downsides. This report is intended to serve as a resource for governments, corporations, journalists, and civil society groups now re-evaluating the costs and benefits of Belt and Road projects""
In brief, it is propaganda; anti-Chinese propaganda, anti-Communist (or call it 'anti-central-planning- propaganda).
It is also a tool for all those who are ready to criticize China, defining its marvelous efforts as a 'debt trap', among various other derogatory terms.
A leading academic at the University of the Philippines (U.P.), Roland G. Simbulan, agreed to analyze the origin of the CNAS report for this essay:
"The April 2019 Report
"Grading China's Belt and Road" by the Center for a New American
Security (CNAS) seems to be one of the latest findings and studies of American
conservative think tanks which are in fact aimed at discrediting China's
economic thrusts through China-financed infrastructure, land and sea transport,
investments, etc. These are China's answer to the U.S.' global military
build-up and encirclement of its fast rising rival superpower. China is trying
to avoid the mistakes of the Western powers including the U.S. and the
former USSR by not engaging in a tit for tat arms race. Instead, it is answering back with its Belt Road Initiative as well as other economic and market initiatives aimed at reinforcing China's strengths while avoiding a direct attack on where the U.S. is strongest and has more
advantage: the U.S. global military forces.
It is obvious from the backgrounds of the CNAS fellows who are authors of the report that they are all connected with the U.S. Department of Defense, the U.S. Department of State and the U.S. National Security Council. The American Enterprise Institute is a quasi-U.S. federal government think tank composed of recycled officials of the U.S. Department of Defense and U.S. Department of State. It is also obvious that they have consolidated the economic and political reports of all the U.S. intelligence community which are coordinated by the U.S. National Security Adviser."
And obviously, CNAS is not hiding where it stands, ideologically. It quotes such right-wing warriors as the French President, Emmanuel Macron, the International Monetary Fund Managing Director Christine Lagarde, the Minister of Energy in the defunct and discredited Ecuadorian government, Carlos Perez, and other unsavory figures.
Roland G. Simbulan continues:
"While the CNAS Report may indeed have identified some of China's vulnerabilities in the management of its China-funded projects which can easily merit criticism, i.e., sovereignty eroding, non-transparent, unsustainable financial burdens, locally disengaged, geopolitically risky, environmentally unsustainable, and corruption-prone), let us remember that China's BRI was only launched in 2013. The U.S. and its Western Allies, including the multilateral
institutions that they have created to assure U.S. neoliberal control of national economies since 1945 have engaged in practicing these "challenges" and dangers that it accuses China of initiating through BRI projects "for China's geopolitical ambitions."
These may be valid as in the case of the 10 case studies identified by the CNAS Report. But it is too soon to make conclusions in such a short time from 2013-2018. For these are also practices that have long been inflicted by the U.S. Empire and its allies since the end of World War 2 to assure economic, political and military hegemony. Unintentionally, the seven (7) challenges or dangers of China's BRI identified by the CNAS are really challenges that are continually being inflicted by the U.S. Empire and its Western allies on weaker and smaller countries. Precisely, many countries in Asia, Africa and Latin America are turning towards alternative international institutions such as ALBA in Latin America and BRI BECAUSE of the onslaught that they have long experienced with the PAX AMERICANA i.e. the U.S. and its allies.
Can the CNAS show that their sponsors and patrons are doing better, or can do better? The best way for the U.S. to counter the Belt Road Initiative (BRI) is to show AND prove that they can offer a better deal with developing countries in need of assistance for their infrastructure and development projects."
Mr. Sidqy LP Suyitno, an Indonesian high government official and former State Finance and Monetary Analysis Director of the Ministry of National Development Planning, is also puzzled by some of the wording in the report. When asked about the BRI project to build the bullet train from the Indonesian capital Jakarta to its city of Bandung, he contradicted the report:
"Geopolitically Risky? It seems NOT to be. It seems more like making bilateral relations with Japan uncomfortable. The Japanese have been enjoying the benefits when it comes to relations with Indonesia, ever since Suharto's dictatorship: the automotive industry is more like an oligopoly for Japanese cars in Indonesia. And what do we get back? We still don't have our own car industry, our national car or our own national motorcycles production. Even though we have a very large "captive market"; in 2018, 1.1 million cars & 6.5 million motorcycles were sold in Indonesia."
Apparently, what he is referring to, is that while Japanese car industry flooded Indonesia with its cars and badly polluting scooters, there were no benefits to the state or to the people of Indonesia. I can go much further and point out that according to my investigation, Japanese car industry corrupted the government officials in most of the Southeast Asian countries, "convincing them" not to build public transportation, instead choking both cities and the countryside with outdated models of private motor vehicles, consequently bankrupting citizens in the process.
In brief: Japan has managed to ruin Southeast Asian cities, preventing them from developing public transportation. And now should it be trusted in such places like Indonesia to develop a high-speed rail system? Indonesia, Laos and Thailand do not think they should trust Japan too much. They trust China much more. And the same goes for the Philippines. Malaysian Prime Minister, Mahathir Mohamad, when re-elected last year, stopped several high-profile projects with China, but now, it seems, has been discovering an appetite for cooperation with Beijing.
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