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China’s One Belt One Road Initiative in Africa
... The Belt and Road Initiative was presented by China's President Xi Jinping with the goal of strengthening economic cooperation, cultural interchange, and educational partnership (Li, 2020;Summers, 2021). This ambitious effort aims to resurrect the old Silk Road pathways by encouraging regional integration and infrastructural development across Asia, Europe, and Africa (Abegunrin et al., 2020;Pandey, 2023). Guangxi, in southern China, has emerged as a critical actor in boosting commerce, cultural interaction, and educational cooperation as a major hub within the Belt and Road network (Ge & Ho, 2022). ...
This research examines the international talent training programs offered by local colleges and institutions in Guangxi under the Belt and Road Initiative. The primary objective is to conduct a comprehensive SWOT analysis, evaluating the strengths, weaknesses, opportunities, and threats associated with these programs. The study delves into China's vision for talent development through the Belt and Road Initiative and assesses the effectiveness of Guangxi's colleges and universities in delivering impactful international talent training. A thorough analytical procedure was employed to assess the key aspects of the talent training programs. The investigation identifies the positive aspects, including highly qualified professors with cross-cultural expertise, state-of-the-art facilities, and established collaborations with reputable foreign institutions. Conversely, the study highlights existing challenges, such as limited financial resources, language barriers, and the need to revamp curricula to align with evolving industry demands. The study identifies promising prospects for the talent training programs, including the growing demand for cross-cultural competencies, potential partnerships with foreign organizations, and enhanced regional connectivity facilitated by the Belt and Road Initiative. However, it also uncovers potential risks, such as intense competition from other organizations, geopolitical uncertainties, cultural barriers, and economic instability. This research provides valuable insights for stakeholders in the global talent training arena through a comprehensive SWOT analysis. The findings aid in formulating strategies and policies to enhance the effectiveness and competitiveness of these programs, ensuring their alignment with the evolving needs of the global labor market while fostering cross-cultural competences among students.
... Then, to be more specific, the authors emphasized geopolitics, security, economic and implication of OBOR initiatives and used quantitative data to show the impacts of OBOR. In conclusion, the authors state some impediments to the progress of OBOR in Africa but they still hold an optimistic attitude of the future of OBOR in Africa [2]. Chen reviews the development history of the Belt and Road and China's strategic decisions, and studies the impact of the Belt and Road on Africa through detailed charts and data. ...
The Belt and Road initiative is one of the most important parts of China’s overseas business strategy. The African region is also included in the Belt and Road initiative. This paper aims to study the important position of Africa in the Belt and Road strategy through the economic cooperation and project construction between China and Africa under the framework of the Belt and Road. China-Africa cooperation has a long history. Africa has many limitations in infrastructure but rich in natural resources. China’s strong manufacturing system can both make full use of natural resources from Africa and invest in African infrastructure. In recent years, China-Africa cooperation has been deepening and expanding in scale. The Belt and Road Initiative has brought win-win results to China and Africa. As China consumes excess capacity and realizes the goal of Chinese manufacturing going global, African countries have achieved economic development, improved infrastructure construction and stride toward industrialization.
... Rail and ship ports are a significant area for infrastructure investment, e.g., Padma Rail Link in Bangladesh, a rail network to the Netherlands, and the Hakla-Dera Ismail Khan Motorway in Pakistan, among others (Wang and Selina 2018;Wei et al. 2018). According to the fifth annual OBOR report, 67% of member nations' central banks predicted that OBOR will contribute up to 1.5% growth in domestic GDPs and 25% of central banks suggested that OBOR will result in domestic growth up to 5.5% (Abegunrin and Manyeruke 2020). The large-scale infrastructure projects of OBOR have also drawing criticism. ...
The aim of the “One Belt and One Road” (OBOR) project proposed by China is to encourage extension of global value chains, facilitate regional integration and increase efficient resource allocation. In recent times, scientific literature has examined the investment decisions of the OBOR investment and how it will affect the governmental policies, environmental initiatives, and bilateral flow of economic resources. Current study, based on Web of Science database, uses bibliometric methodology to map the research trends in OBOR publications. We contribute in the economic literature in the associated fields of OBOR publications in the following ways: (1) identify the most influential researchers, articles, and academic institutions, (2) mapping the interdisciplinary character of OBOR investments and its bibliometric similarity to adjacent fields, (3) visualize nature and trends of the research field, and (4) synthesizing future research areas. Although OBOR initiative has received considerable traction, but to this date, there is no bibliometric study on this topic. The findings of current study will help policymakers and academics to navigate the OBOR literature, provide a systematic basis for developing the field, and suggest promising future research avenues.
... The silk road economic belt provides for the creation of three TRANS-Eurasian economic corridors: the Northern, the Central and the Southern corridors (Du & Zhang, 2018). The Maritime silk road of the XXI century includes the creation of two sea routes: from China through the South China sea to the South Pacific region; from China via the South China sea and the Indian ocean to Europe (Abegunrin & Manyeruke, 2020;Chan, Dai, Wang, & Lacka, 2019). ...
... For example, a railway between Kandahar and Jeman (Pakistani) has been promised, and the highway between Kabul and Peshawar has yet to be built because of security concerns. The highway from Kabul to Jalalabad has been slowly built due to the safety issues [50]. Although the BRI has been cautious to proceed, this does not mean that China or the BRI will withdraw from Afghanistan. ...
This paper investigated the use of the One Belt One Road initiative (BRI) as a policy model that might address the insufficiencies of the traditional development aid model in reconstructing and developing Afghanistan. Afghanistan has emerged as one of the world’s most fragile and conflict-affected countries, and it has gained the attention of both academic and political communities since the early 2000s. The materials for this article are based partly on a thorough analysis of the available documentation. The authors also conducted interviews with high-ranking political elites and policy officials in the Afghan government and international organizations. The study employed a purposive sampling method to identify people with firsthand information on how to sustain economic development in Afghanistan. This paper provides new insights by comparing the traditional development aid model and the BRI in terms of social economy, local security and regional economic development. The aim of this research is to evaluate whether the BRI can remedy the insufficiencies of the traditional development aid model in order to sustain development in Afghanistan. The findings provide a better understanding of the BRI in promoting the internal dynamism required to develop the regional economy, and fill a gap in the literature with regard to the applied and theoretical economic growth models for stabilizing and sustaining the development of fragile and conflict-affected states.
... For example, a railway between Kandahar and Jeman (Pakistani) has been promised, and the highway between Kabul and Peshawar has yet to be built because of security concerns. The highway from Kabul to Jalalabad has been slowly built due to the safety issues [50]. Although the BRI has been cautious to proceed, this does not mean that China or the BRI will withdraw from Afghanistan. ...
The goal of this study is to determine how efficient the “One Belt One Road” strategy to stabilize and promote the growth of Asian economy. “One Belt One Road” strategy, which is advocated by the Chinese president Xi Jinping, may have the same value of “New Silk Road Strategy”. The strategy situates China as a regional trade and transit hub in the “Heart of Asia”. This study’s theoretical framework is a hybrid of fragile state theory and the new economic geography theory. The finding of this study is about the “One Belt One Road” strategy is more advanced than the traditional international development aid model. This study employee the Afghanistan and DPRK (Democratic People’s Republic of Korea) as the case studies to identify “One Belt One Road” strategy would promote the most fragile and isolated states to become more fully integrated into the regional and global economies by developing the transport, energy and mining sectors. The study further finds that the implementation of the hardware infrastructure projects may result in increased risk of failure in certain politically fractious and unstable regions of the countries. This study contributes substantially to aid policy by demonstrating the characteristics that are essential to a successful strategy for the development of a failed state that is geologicalcharacterized, fragile, and conflict-affected. Moreover, this study expands the use of econometric techniques such as cost-benefit analysis to the design of an economic development strategy for the failed states. Thus, from both theoretical and applied perspectives, this study will contribute to the emerging bodies of academic research on fragile states; post-conflict reconstruction and stabilization; geological-characterized less development countries; and applied and theoretical economic growth models.
This study analytically examines the structure and characteristics of China's Belt and Road Initiative (BRI) and African trade networks by applying network analysis techniques through a critical and in‐depth description of the international trade of Eastern African countries as part of the world trade network. Sixty‐four countries' trade flow data between 2000 and 2018 from the International Monetary Fund, was used, and the network indices indicate that the BRI significantly enhances the trade network's connectivity. The empirical results indicate that density, the degree of centralization, and average node intensity are typically growing, and China is in the central position of the network. Furthermore, East African intra‐regional trade tends to be more densely connected under the BRI. This, in effect, demonstrates that the BRI countries have experienced a rise in intra‐regional trade at different levels of economic development. Therefore, this study recommends that policymakers should consider the BRI's critical role in reforming trade policies to build a resilient and sustainable African economy.
There have been contending views on the implications of China’s economic rise and growing influence for global economic governance. Many Chinese officials and some Chinese IR scholars expect that the international order, at least the Asian regional order, is experiencing important transitions, which is characterized by more relational governance than rule-based governance. This article argues that, though relational governance explains the manner in which China unfolds the Belt and Road Initiative (BRI), it does not guarantee success for China’s BRI projects. Based on an in-depth case study of Malaysia’s adjustment of BRI projects after the 14th general election combined with elite interviews in Malaysia, the article further suggests that China’s relational management and governance has practically generated considerable problems for the Malaysian government and challenges for China’s projects in Malaysia. It calls for a more cautious, rather than optimistic, attitude towards China’s practice of relational governance.
The aim of the chapter is to propose a methodology to illustrate the cost and time components of door-to-door movement by One Belt and One Road (OBOR) and traditional routes alongside with modes. The study is concentrated on a case study and uses established multimodal transport cost model as a research framework. Interviews with industry practitioners and observation from primary methods of data collection. The use of multimodal transport cost model is common in the containerized cargoes. Hence, this study provides an original analysis for OBOR initiative. The volumes of OBOR shipments are large, with a high value-to-volume ratio. The research initially confirms that multimodal transport alternatives and modal combinations may successfully be applied and assess the performance of OBOR initiative.
This study aims to investigate the initial effectiveness of the international trade in the Belt and Road Initiatives (BRI), which encompasses 64 countries along the Belt and Road as part of China’s political and economic network for the years beginning with 2013. To determine the initial effectiveness in the international trade associated with the BRI, we adopt the traditional augmented Dickey-Fuller (ADF) test and the one-time structural breakpoint in the bilateral trade data between China and these 64 countries along the Belt and Road from 2010 to 2017. The results show that, for 46 (72%) countries, the trade flows with unit roots and the shocks of trade flows appear to occur more frequently following the announcements of the initiatives among these countries. As for the remaining countries, the trade flows exhibit stationary time series over the 2010–2017 period. Both the 21st century maritime silk road and the silk road economic belt initiatives have affected the bilateral trade volumes of these countries along with the belt and road initiatives, and bilateral commerce mechanisms are able to serve as a stabilizing force in accelerating the economic integration of countries along the route.
Amidst a strategic landscape of transitional polycentrism, China, as the world’s second largest economy and with its own hegemonic designs, is undoubtedly one of the forces of change. This chapter analyses China’s part in shaping this transitional polycentrism, with particular focus on its perceived rising foreign policy assertiveness in the region. It argues that since at least 2013, Beijing has been applying a strategy of ‘flexible assertiveness’ in Asia. This is a nuanced but deliberate policy with two discernible prongs: one is a tougher and more uncompromising approach towards what China regards as its core interests or connecting to its core interests; the other is a more flexible and cooperative approach towards other more negotiable interests that, while significant, are of relative secondary importance to Beijing.
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