Tag: Belt and Road Initiative

  • Vietnam-China Relations in 2022: Continuity and No Change

    Vietnam-China Relations in 2022: Continuity and No Change

    The year 2022 has begun on a positive note for Vietnam and China, and the General Secretary of the Communist Party of Vietnam (CPV) Central Committee Nguyen Phu Trong and General Secretary of the Communist Party of China (CPC) Central Committee and President Xi Jinping exchanged Spring Festival congratulatory messages.

     President Xi Jinping impressed on upholding the “spirits of good neighbours, good friends, good comrades and good partners, consolidate traditional friendship ….push for new achievements in China-Vietnam relations, elevate regional cooperation to new heights, and build a community with a shared future for mankind”.….”, and  General Secretary of CPV Nguyen Phu Trong emphasised on “promoting the sustainable, sound and stable development of relations both between the two parties and between the two countries… inject new impetus into the efforts to push Vietnam-China good-neighbourly friendship and comprehensive strategic partnership of cooperation to a higher level.”

    Both leaders expressed satisfaction with the state of relations between the CPV and CPC, and, looking ahead to 2022, hoped to maintain close communication. Also, Vietnamese Prime Minister Pham Minh Chinh and Premier Li Keqiang agreed to “properly manage differences, to push forward the China-Vietnam comprehensive strategic cooperative partnership”.  While that may be so, the bilateral relationship between the two countries presents a mixed bag of economic opportunities as well as strategic challenges. 

    the China-Vietnam freight train (launched in August 2017) run by the China Railway Nanning Group Co Ltd is a success story. It connects South China’s Guangxi Zhuang autonomous region with the Vietnam border and carries a variety of goods between China and ASEAN countries. In 2021, as many as 346 train trips were made, representing an increase of over 108 per cent from the previous year

     As far as bilateral economic relations are concerned, bilateral trade has grown.  In this regard, the China-Vietnam freight train (launched in August 2017) run by the China Railway Nanning Group Co Ltd is a success story. It connects South China’s Guangxi Zhuang autonomous region with the Vietnam border and carries a variety of goods between China and ASEAN countries. In 2021, as many as 346 train trips were made, representing an increase of over 108 per cent from the previous year. A total of 400 China-Vietnam freight train trips are expected to be made in 2022. China is also willing to provide more “customs clearance convenience for Vietnam’s high-quality agricultural products”, particularly durians, mangosteens, and longans.

     

     

    Prime Minister Pham Minh Chinh and Premier Li Keqiang have agreed to give a boost to their bilateral ties through the Regional Comprehensive Economic Partnership (RCEP) that came into force earlier this year. China has assured Vietnam that it is ready to “push for the effective implementation of the agreement, promote the regional economic integration to a higher level and bring more benefits to the people in the region”.

    at the strategic level, Vietnam continues to confront contentious initiatives by China, particularly on the issue of the South China Sea

     However, at the strategic level, Vietnam continues to confront contentious initiatives by China, particularly on the issue of the South China Sea. On March 7, pursuant to Hainan Maritime Safety Administration’s announcement on China’s military drills in the East Sea, Vietnam requested China to “respect and not to violate the nation’s exclusive economic zone and continental shelf, and not to take actions that complicate the situation, thereby contributing to maintaining peace, security and stability in the East Sea area. Vietnam has exchanged views with China on this issue”.

     Vietnamese Foreign Ministry spokesperson Le Thi Thu Hang observed that part of the area where Chinese military drills are planned is under the jurisdiction of Vietnam (exclusive economic zone and continental shelf of Vietnam) and reiterated that Vietnam always adheres to international law, especially the 1982 United Nations Convention on the Law of the Sea (UNCLOS). This has been refuted by China and it’s Foreign Ministry spokesman Zhao Lijian defended the military exercises by stating that the drill is lawful…“China’s military exercise on its own doorstep is reasonable and lawful. It is beyond reproach.” It is now learnt that China may have cordoned a part of the sea area close to Vietnam ostensibly to salvage a crashed military aircraft “while its forces searched for it, and also to conduct drills”.

     

     

    Notwithstanding the above challenges, it is fair to argue that the trajectory of Vietnam-China bilateral relations will not change in 2022 and can be expected to follow trends of the last year.  Vietnam is steadfast in its adherence to the one-China principle and supports China to play a greater role in regional and international affairs. This should go as a signal to the US which can be expected to send many political-diplomatic-military delegations to Vietnam in 2022 to influence the leadership, but Hanoi can be expected to pursue an independent foreign policy. 

    Feature Image: The Independent

    Map: www.isanrealestate.com

  • Environmental Impacts of the Belt And Road Initiative

    Environmental Impacts of the Belt And Road Initiative

    China’s Belt and Road Initiative (BRI), initially known as One Belt One Road (OBOR), was first announced in 2013 by President Xi Jinping. It aims to interconnect Asia, Europe, and Africa through two interlinked projects: the Belt as the land route, and the Road as the maritime route. The BRI aims to contribute significantly to overall economic or monetary development, as well as in the power generation area, it can further develop energy access and unwavering reliability in regions with quickly developing energy demand. Nonetheless, the BRI’s financial advantages and development of power frameworks might come at the cost of significant  environmental degradation. The sheer size of the BRI has ignited increasing global concerns about the potential environmental damage. These concerns include ecologically sensitive areas, concern about the large amounts of raw materials needed, and locking in of various environmentally detrimental forms of infrastructure, for example, non-renewable energy (fossil fuel) related framework.

    The BRI projects are instrumental in meeting the global CO2 emission targets; if all the BRI member states fail to reach the CO2 emission targets, that would result in a 2.7° C increase in the average global temperature.

    There are numerous BRI projects which would pass through ecologically sensitive areas, thus compromising on such fragile regions. Some have even described BRI as the “riskiest environmental project in history”. The BRI has far-reaching influence, and it is estimated that the BRI investments are impacting over 60 per cent of the global population. The BRI projects are instrumental in meeting the global CO2 emission targets; if all the BRI member states fail to reach the CO2 emission targets, that would result in a 2.7° C increase in the average global temperature.

    Securing and protecting the environment while encouraging financial advancement under the BRI will be extremely difficult and challenging, as the initiative crosses a different scope of fragile and delicate environments. Biophysical conditions range from woods and steppes in Russia; to ice, snow, and permafrost across the Tibetan Plateau; and tropical rainforests in Malaysia. Observers are worried about the natural threat that the BRI presents. Infrastructure advancement, trade, and investment ventures under the BRI could bring negative ecological impacts that might offset its economic gains. The possible effects of the BRI are complex and manifold. Foundation projects affect biological systems and wildlife, yet in addition aberrant impacts like logging, poaching, and settlement, adding to deforestation and other land related changes. The BRI could result in biodiversity loss because of fragmentation and debasement of various habitats, and cause increment in greenhouse gas emission due to the development and upkeep of transportation infrastructures and further Chinese interest in coal-terminated power plants. It could likewise speed up extraction of natural resources, like water, sand, and ferrous metal minerals and ores in nations along the BRI.

    One such danger from BRI is the Russia–China Amur Bridge transport corridor, which takes apart two nature reserves with old growth forests. BRI framework will influence practically all of Eurasia’s biggest stream frameworks. Also, numerous BRI courses, for example the Karakoram Highway, go through geo-dynamically active regions. The Karakoram Highway linking the Xinjiang province in China to Gwadar Port in Pakistan, goes through Himalayan areas known for “extremely high geodynamic action” like seismic tremors, avalanches, frigid disintegration and erratic storms, but alternative pathways are even worse. In the Aral Sea, Central Asia, combined effects from the socio-ecological communications between misadministration, over-water system and serious contamination causing water shortage are amplified by truly dysfunctional transboundary management which can possibly result in armed conflicts. Heavily polluting Chinese concrete plants migrating to Tajikistan has been referred to as one illustration of this. Also, a logging ban in China’s Heilongjiang area caused spill-over impacts for forests overseas. Additionally, trade changes methods of production and utilization, changing income and along these lines contamination levels. As indicated by the Kuznets curve, pollution increments at first as income develops, yet over a defining moment, contamination falls as higher earnings bring innovative upgrades and expanding interest for ecological conveniences. Financial development might build the modern contamination base, known as scale effects. Negative scale effects and positive effects for the climate are hard to separate observationally, and quantitative examinations differ on whether the scale or procedure impact is bigger. Various toxins likewise respond diversely to exchange related changes. For instance, a Chinese report joining scale and method effects proposed that trade expanded SO2, and dust fall, however, decreased substance oxygen interest, arsenic and cadmium.

    Arranging and resolving natural issues related with the BRI is colossally complex and multi-scaled. Understanding the attributes of the effects of BRI on the environment is the initial step for conceiving strategy and plans for addressing its effects on guaranteed sustainable development. The main mechanism to achieve the sustainability objectives of the BRI is cooperation, “characterized by governance guidance, business commitment, and social participation”. In any case, environmental governance accompanies different difficulties, first, BRI specific and related approaches are not unyielding, but rather dependent on intentional and corporate self-administrative instruments. China’s vision of a “green BRI” is probably not going to be acknowledged without any stricter approaches that set out concrete and substantial set of activities. Second challenge, for the environmental governance of the BRI is to address tele couplings.

    The Chinese government is taking a functioning, yet delicate way to deal with the environmental governance of the BRI. China utilizes the BRI as a stage to introduce itself as the rule-maker/rule-taker in global ecological administration as it further mobilizes existing environmental governance organisations and assembles new ones. Be that as it may, the environmental stability of the BRI doesn’t just rely on the environmental governance endeavours of Chinese actors, however, strikingly on the implementation, checking, and authorization of environmental laws and guidelines in BRI host nations. Finally, and most importantly the most significant errand for future research is to exactly explore whether environmental standards or norms be subject to California or Shanghai effects.

     

    References

     

    Callahan, William A. China dreams: 20 visions of China’s future Oxford University Press, 2013, p. 1

    Adolph, C., Quince, V., & Prakash, A. (2017). The Shanghai effect: Do exports to China affect labor practices in Africa? World Development, 89, 1–18. https://doi.org/10.1016/j.worlddev.2016.05.0091

    Andrews-Speed, P., & Zhang, S. (2018). China as a low-carbon energy leader: Successes and limitations. Journal of Asian Energy Studies, 2(1), 1–9. https://doi.org/10.24112/jaes.02010123

    Abbott, K. W. (2017). Orchestration: Strategic ordering in polycentric climate governance. In A. Jordan, D. Huitema, H. Van Asselt, & J. Forster (Eds.), Governing climate change (pp. 188–209). Cambridge: Cambridge University Press. https://doi.org/10.1017/9781108284646.01221

    Cefic 2011 Cefic (2011) Guidelines for Measuring and Managing CO2 Emission from Freight Transport Operations, http://www.cefic.org/Documents/RESOURCES/Guidelines/Transport-and-Logistics/Best%20Practice%20Guidelines%20-%20General%20Guidelines/Cefic-ECTA%20Guidelines%20for%20measuring%20and%20managing%20CO2%20emissions%20from%20transport%20operations%20Final%2030.03.2011.pdf?epslanguage=eni

    Randrianarisoa, Laingo M., Anming Zhang, Hangjun Yang, Andrew Yuen, and Waiman Cheung. “How ‘belt’and ‘road’are related economically: modelling and policy implications.” Maritime Policy & Management 48, no. 3 (2021): 432-460.

    Cockburn , Henry. “China’s $8 Trillion ‘Silk Road’ Construction Programme ‘Riskiest Environmental Project in History’.” The Independent. Independent Digital News and Media, May 20, 2018. https://www.independent.co.uk/climate-change/news/china-belt-and-road-initiative-silk-route-cost-environment-damage-a8354256.html.

    “Decarbonizing the Belt and Road Initiative: A Green Finance Roadmap.” Vivid Economics. Accessed October 1, 2021. https://www.vivideconomics.com/casestudy/decarbonizing-the-belt-and-road-initiative-a-green-finance-roadmap/.

    Ascensão, F.; Fahrig, L.; Clevenger, A.P.; Corlett, R.T.; Jaeger, J.A.G.; Laurance, W.F.; Pereira, H.M. Environmental challenges for the Belt and Road Initiative. Nat. Sustain. 2018, 1, 206–209.

    Teo, Hoong C., Alex M. Lechner, Grant W. Walton, Faith K.S. Chan, Ali Cheshmehzangi, May Tan-Mullins, Hing K. Chan, Troy Sternberg, and Ahimsa Campos-Arceiz. 2019. “Environmental Impacts of Infrastructure Development under the Belt and Road Initiative” Environments 6, no. 6: 72. https://doi.org/10.3390/environments6060072

     

    Feature Image Credit: USC US-China Institute

    Map Credit: Brookings Institution