With business booming, right now the third industrial revolution in China looks ever more like a mad scramble toward a new form of modernity.
A Eurasian "War on Terror"
The One Belt, One Road plan for Eurasia reaches far beyond the Rudyard Kipling-coined nineteenth century phrase "the Great Game," which in its day was meant to describe the British-Russian tournament of shadows for the control of Central Asia. At the heart of the twenty-first century's Great Game lies China's currency, the yuan, which may, by November 30th, join the International Monetary Fund's Special Drawing Rights reserve-currency basket. If so, this will in practice mean the total integration of the yuan, and so of Beijing, into global financial markets, as an extra basket of countries will add it to their foreign exchange holdings and subsequent currency shifts may amount to the equivalent of trillions of U.S. dollars.
Couple the One Belt, One Road project with the recently founded, China-led Asian Infrastructure Investment Bank and Beijing's Silk Road Infrastructure Fund ($40 billion committed to it so far). Mix in an internationalized yuan and you have the groundwork for Chinese companies to turbo-charge their way into a pan-Eurasian (and even African) building spree of roads, high-speed rail lines, fiber-optic networks, ports, pipelines, and power grids.
According to the Washington-dominated Asian Development Bank (ADB), there is, at present, a monstrous gap of $800 billion in the funding of Asian infrastructure development to 2020 and it's yearning to be filled. Beijing is now stepping right into what promises to be a paradigm-breaking binge of economic development.
And don't forget about the bonuses that could conceivably follow such developments. After all, in China's stunningly ambitious plans at least, its Eurasian project will end up covering no less than 65 countries on three continents, potentially affecting 4.4 billion people. If it succeeds even in part, it could take the gloss off al-Qaeda- and ISIS-style Wahhabi-influenced jihadism not only in China's Xinjiang Province, but also in Pakistan, Afghanistan, and Central Asia. Imagine it as a new kind of Eurasian war on terror whose "weapons" would be trade and development. After all, Beijing's planners expect the country's annual trade volume with belt-and-road partners to surpass $2.5 trillion by 2025.
At the same time, another kind of binding geography -- what I've long called Pipelineistan, the vast network of energy pipelines crisscrossing the region, bringing its oil and natural gas supplies to China -- is coming into being. It's already spreading across Pakistan and Myanmar, and China is planning to double down on this attempt to reinforce its escape-from-the-Straits-of-Malacca strategy. (That bottleneck is still a transit point for 75% of Chinese oil imports.) Beijing prefers a world in which most of those energy imports are not water-borne and so at the mercy of the U.S. Navy. More than 50% of China's natural gas already comes overland from two Central Asian "stans" (Kazakhstan and Turkmenistan) and that percentage will only increase once pipelines to bring Siberian natural gas to China come online before the end of the decade.
Of course, the concept behind all this, which might be sloganized as "to go west (and south) is glorious" could induce a tectonic shift in Eurasian relations at every level, but that depends on how it comes to be viewed by the nations involved and by Washington.
Leaving economics aside for a moment, the success of the whole enterprise will require superhuman PR skills from Beijing, something not always in evidence. And there are many other problems to face (or duck): these include Beijing's Han superiority complex, not always exactly a hit among either minority ethnic groups or neighboring states, as well as an economic push that is often seen by China's ethnic minorities as benefiting only the Han Chinese. Mix in a rising tide of nationalist feeling, the expansion of the Chinese military (including its navy), conflict in its southern seas, and a growing security obsession in Beijing. Add to that a foreign policy minefield, which will work against maintaining a carefully calibrated respect for the sovereignty of neighbors. Throw in the Obama administration's "pivot" to Asia and its urge both to form anti-Chinese alliances of "containment" and to beef up its own naval and air power in waters close to China. And finally don't forget red tape and bureaucracy, a Central Asian staple. All of this adds up to a formidable package of obstacles to Xi's Chinese dream and a new Eurasia.
All Aboard the Night Train
The Silk Road revival started out as a modest idea floated in China's Ministry of Commerce. The initial goal was nothing more than getting extra "contracts for Chinese construction companies overseas." How far the country has traveled since then. Starting from zero in 2003, China has ended up building no less than 16,000 kilometers of high-speed rail tracks in these years -- more than the rest of the planet combined.
And that's just the beginning. Beijing is now negotiating with 30 countries to build another 5,000 kilometers of high-speed rail at a total investment of $157 billion. Cost is, of course, king; a made-in-China high-speed network (top speed: 350 kilometers an hour) costs around $17 million to $21 million per kilometer. Comparable European costs: $25 million to $39 million per kilometer. So no wonder the Chinese are bidding for an $18 billion project linking London with northern England, and another linking Los Angeles to Las Vegas, while outbidding German companies to lay tracks in Russia.
On another front, even though it's not directly part of China's new Silk Road planning, don't forget about the Iran-India-Afghanistan Agreement on Transit and International Transportation Cooperation. This India-Iran project to develop roads, railways, and ports is particularly focused on the Iranian port of Chabahar, which is to be linked by new roads and railways to the Afghan capital Kabul and then to parts of Central Asia.
Why Chabahar? Because this is India's preferred transit corridor to Central Asia and Russia, as the Khyber Pass in the Afghan-Pakistani borderlands, the country's traditional linking point for this, remains too volatile. Built by Iran, the transit corridor from Chabahar to Milak on the Iran-Afghanistan border is now ready. By rail, Chabahar will then be connected to the Uzbek border at Termez, which translates into Indian products reaching Central Asia and Russia.
Think of this as the Southern Silk Road, linking South Asia with Central Asia, and in the end, if all goes according to plan, West Asia with China. It is part of a wildly ambitious plan for a North-South Transport Corridor, an India-Iran-Russia joint project launched in 2002 and focused on the development of inter-Asian trade.
Of course, you won't be surprised to know that, even here, China is deeply involved. Chinese companies have already built a high-speed rail line from the Iranian capital Tehran to Mashhad, near the Afghan border. China also financed a metro rail line from Imam Khomeini Airport to downtown Tehran. And it wants to use Chabahar as part of the so-called Iron Silk Road that is someday slated to cross Iran and extend all the way to Turkey. To top it off, China is already investing in the upgrading of Turkish ports.