Comprehending the complexity of countries

 

This book argues for computer-aided collaborative country research based on the science of complex and dynamic systems. It provides an in-depth discussion of systems and computer science, concluding that proper understanding of a country is only possible if a genuinely interdisciplinary and truly international approach is taken; one that is based on complexity science and supported by computer science. Country studies should be carefully designed and collaboratively carried out, and a new generation of country students should pay more attention to the fast growing potential of digitized and electronically connected libraries. In this frenzied age of globalization, foreign policy makers may – to the benefit of a better world – profit from the radically new country studies pleaded for in the book. Its author emphasizes that reductionism and holism are not antagonistic but complementary, arguing that parts are always parts of a whole and a whole has always parts.

Comprehending the complexity of countries is a monumental contribution to deep thinking about countries as complex and dynamic systems.

GEOPOLITICS is the game of strategists figuring out how countries behave. The Ukraine war has shown how assumptions about countries or the behaviour of their leaders are wrong, plunging the world into what Henry Kissinger has called a “totally new era”.

Hans Kuijper, a retired Dutch diplomat and exceptional Sinologist, has written an indispensable guide to understanding where country studies have gone wrong, and how we can use systems thinking and computers (ICT) to unravel the quagmire of flawed country studies.

His book is a tour de force into the philosophy of social science, drawing on his incredible reading of ancient Chinese and Western philosophy, science and current country studies.

The thesis of this book is quite simple: country studies have an explanandum (something, i.e. a country to be explained), but so-called country experts do not have an explanans, a tested or testable theory that not only explains, but stands out from other scientific theories in different disciplines such as geography, demography, ecology, politics, economics, sociology, linguistics, or anthropology.

Thus, “China experts” unjustifiably claim to explain China, even when basing their writings on a single discipline, as if they are knowledgeable about everything concerning the country. As the saying goes, “No ant can see the pattern of the whole carpet.”

Kuijper has identified a fundamental gap in conventional country studies. If you study a country (part) without taking a crude look at the world (whole) and not considering how interaction affects simultaneously the parts and the whole, that is to say, only making conjectures without a testable theory, you are only practicing pseudo-science, not science. For science is more than expressing opinions.

Comprehending the complexity of countries is a monumental contribution to deep thinking about countries as complex and dynamic systems.

In chapters one to seven, the author methodically and relentlessly exposes the enduring confusion, building step-by-step his thesis, examining theories and models, clarifying the concept of country (as distinct form area), showing how cities and countries have much in common, and exploring the scientific and technical feasibility of collaborative country studies.

The author moves essentially from a multi-disciplinary to an inter-disciplinary approach, to the higher order of a trans-disciplinary way of thinking about the development of countries as adaptive complex dynamic systems.

He examines how countries comprise both spontaneous and man-made systems, interacting both exogenously and endogenously (chapter six).

The ancient Chinese recognised that empires rise and fall from both “external invasions and internal corrosion”. Chapter seven delves deeply into the issue how modern scientific tools such as artificial intelligence, big data analysis and computer simulation could aid country studies.

Science fiction assumes that if we put all available information about one subject into a supercomputer, the subject would be replicated as a hologram, thus helping us predict its behavior.

Whether we have sufficient information and computing power is only a matter of political will and imagination.

Kuijper uses the example of networked digital libraries to substantiate his view that the study of a country could be greatly improved by deploying electronically available information about countries and regions.

Having conceptualised the model for studying countries, Kuijper examines its profound implications for higher education, arguing for “connecting the dots” (chapter eight).

He is most original when he argues that ancient Greek and Chinese thought are alike in thinking about the organic whole, whereas the specialisation of Western science caused the divergence between Western and Chinese ways of research.

The modern university, originally created to truly educate (bring up children) and spiritually elevate, became more and more specialised in less and less, making graduates complexity-illiterate.

Students do not learn to connect the dots, to see the whole. The author argues for tearing down intellectual walls and mental silos to see the grand order of man and nature.

Since each and every country has emergent properties irreducible to the properties of its constituent parts, we have to make use of the science of complex (not: complicated) and dynamic (not: linearly changing) systems in order to really comprehend the country.

An example of not connecting the dots is the fact that it took years for development economists to realise that lifting a country out of poverty involves more than economic factors.

Similarly, ecologists took decades to realise that more scientific data on global warming is not going to change policy when economists (influencing the policymakers) habitually assume that markets can solve the problem of global warming in total defiance of the fact that it will take a combination of state and market to change human behaviour.

I consider Kuijper’s discussion of reductionism versus holism (Chapter nine) a huge contribution to moving beyond the quagmire of Western exclusive and antithetical versus Chinese inclusive and correlative thinking.

The reduction to atomistic parts of free individuals creates blinkers. Western scientists draw ever more distinctions, but tend to miss the whole (from which they are apart and of which they are a part) and how the whole changes with the parts.

The whole is not a matter of either – or but of both – and, meaning that reductionism and holism are complementary rather than contradictory to each other.

The book is the amazing achievement of an independent, determined scholar reading thoroughly in depth to find out that we need complexity thinking to understand complex phenomena, resisting the ingrained habit of simplistic reductionism, the default way of human understanding.

It took at least four centuries to convince doctors to give up the idea of blood-letting as a solution to sickness.

So, it is not surprising that pseudo-scientists still think that they can pass as country experts without the help of many collaborating disciplinary-experts, using big data analytical tools.

Kuijper helps us navigate this complex subject by using a short abstract for each chapter, backed by key references. General conclusions are drawn in chapter 10. He then draws his very practical and very useful recommendations with the last chapter distilling his key insights.

This is a wonderful book, not just for sinologists, but for all who consider themselves to be country experts. It gives insight into the question of how we have got ourselves in a terrible mess over the current geopolitical path to conflict.

This book speaks truth to power, but whether those in power will listen, is the big and urgent question to which there seems to be no simple, straight answer.

Andrew Sheng writes on global issues from an Asian perspective. The views expressed here are the writer’s own. 

 Source link. 

Related posts:

Sun Tzu - The Art of War Explained; Putin maybe using Sun Tzu and The Art of War strategy

 Sun Tzu - The Art of War Explained     The Art of War is the most influential treatise on war ever written, consisting of 13 chapter

US cannot stop China’s hi-tech rise

China’s search for technological mastery will succeed because it is essentially replicating the actual history of the economi...

The economics of politics: Malaysia's leaders should put the people's interests before their own !

 

THE Sengoku period (also known as the “Warring States period”) of Japan from 1467 to 1615 is a period of great turbulence and unrest due to endless civil war and social upheaval.

` It came about as a result of a political vacuum when the Ashikaga Shogunate collapsed. Advancement of technology during this period also contributed to new warfare. Europeans arriving at the shores of Japan in 1543 introduced the “arquebus”, a type of long gun of its time. It was the same weaponry used by the Portuguese when they invaded the Sultanate of Malacca in 1511.

` I find this period of Japanese history especially fascinating, as this is where samurai warlords such as Oda Nobunaga, Toyotomi Hideyoshi and Tokugawa Ieyasu rose to prominence. Nobunaga was the leading figure and is recognised as one of the “Three Great Unifiers” of Japan. Coming from a relatively small, Oda clan, he became the most powerful Daimyo (feudal lord) of his time. Due to his adoption of “arquebus” and prowess in war, he was a potent force fighting towards a unification of all of Japan.

` He was succeeded by Hideyoshi, after being forced to commit seppuku in Kyoto when a retainer samurai general, Akechi Mitsushide, launched a coup. Hideyoshi was Nobunaga’s loyal general who rose through the ranks from a foot soldier. He completed Nobunaga’s unification agenda from the existing foundation laid and became the de facto leader of his time.

` Sadly, blinded by his political ambition to expand territories beyond Japan, he launched an ill-fated Korean invasion which damaged Japan’s own domestic economy due to prolonged military stalemate.

` After his death, his five-year-old son, Toyotami Hideyori, succeeded him under the guidance of a Council of Five Regents. It wasn’t until 17 years later before the conflict between Toyotami loyalist supporting Hideyori as a rightful ruler of Japan and Ieyasu, the regent and most influential Daimyo then, imploded leading to the Battle of Sekigahara. Ieyasu won and it ushered 250 years of peace and economic growth known as the Edo Period (Tokugawa Era).

` As our country is in the midst of a second major political impasse after only 18 months and looking to have its third government in three years, this raises the issue of the cost of politics towards our country’s economy and its overall wellbeing.

` Looking back, the Sengoku period was a time of political turmoil where espionage, betrayals and revenge were ordinary course of daily business. It is no different from modern politics today minus the bloodshed. The whole cloak-and-dagger operations beneath the glamorous guise of democracy today hinges on personal interests over the greater good of the people. Hence, almost always the people end up paying the greatest price in the economics of politics.

` The current geopolitical issue in Afghanistan is a clear testament of the cost of politics and poor foreign policy of the United States. After spending US$1 trillion (RM4.2 trillion) of taxpayers’ money, sacrificing 2,448 Americans lives with 20,722 more wounded over 20 years, the longest spanning foreign war in the US’ history is officially drawing to a close. However, at what cost?

` The withdrawal of troops has a left a vacuum in Afghanistan where the “elected” government was overran by armed Taliban. Even president Ashraf Ghani fled the country with cars and choppers filled with cash. The innocent citizens of Afghanistan are left to fend for themselves, while those deemed pro-American are fearing for their lives. Innocent people of both countries paid the ultimate price for US disastrous foreign policy which benefited nobody except weapons manufacturers, arms dealers, pro-war politicians and lobbyist. This is the real cost of politics on full display.

` Of course, there are economics positives that comes out from politics too. After all, politicians plays the role of lawmakers of a country and policies crafted will have direct consequences on the economics of a nation (refer to China’s GDP Growth chart below).

` Deng Xiaoping, the de facto paramount leader of China inherited a country when it was suffering from poverty and ill effects of policies such as the “Great Leap Forward” and “Cultural Revolution” implemented during Mao-era. He instituted a series of reforms including the most crucial “Opening Up of China” (Gai Ge Kai Fang) which pivoted China from a planned economy to a socialist market economy (also known as socialist capitalism).

` I remembered asking my economics professor in LSE years ago, “who is your favourite economist of all time?” Without hesitation, he said “Deng Xiaoping. This man may be small in size but he is enormous in stature. He is great because he had the vision to institute economic reforms steering from old ways for the world’s most populous nation. By doing so, he saved countless of lives.”

` Relating to the current political predicament in our country, I realised how Deng Xiaoping was not your ordinary politician. Unknown to many, he did not actually hold official leadership position in Government or the Chinese Communist Party when he was instituting reforms. Yet, his policies from 1978 onwards laid the foundation for what would make China the second largest economy and superpower of the world today. He is a statesman without honorifics, position and title.

` China’s GDP Growth Chart in above

` Economics and politics always go hand in hand. Both cannot be looked at in isolation. While there are many negative economic indicators for our country at present such as Fitch Solution’s latest 2021 GDP growth forecast downgrade to zero or other rankings which point towards our country’s rapid decline in comparison to regional peers, one should not despair and be overly pessimistic.

` Our country was a beacon of democracy in South East Asia when there was a peaceful transfer of power in 2018 from a regime that ruled for 61 years since Merdeka. Of course, today’s political quandary exposes the flaws within the system but fail safes can be implemented if the leaders are willing to put the people’s interests before their own.

` Japan did not get to where they are today overnight. It was a civilization that went through the bloody Sengoku period. It also showed us that before an era of peace and prosperity comes along, there will be times of turbulence.

` Rest assure, history has shown as society progresses through education and learning from the mistakes of the past, it will mature. That is my hope for the country.

` Ng Zhu Hann, is the author of Once Upon A Time In Bursa. He is a lawyer & former Chief Strategist of a Fortune 500 Corporation. The views expressed here are his own.

Hann Ng - Managing Partner - Hann Partnership | LinkedIn

NG ZHU HANN

 

 ` Source link`  

Related post:

 

Decoding an awakening giant, the China's secret recipe of success for an economic miracle

 

World main countries 2021 Q1 GDP Growth Infographic: Wu Tiantong/GT

Academics attribute China’s success to its highly-rated administrative system & strong governance as CPC celebrating the centenary

   Strong governance is the key

 

 THE GLOCALISATION OF HUMANITY 

Moral vacuum at the heart of modernity, now embodied in US laws!

  ` ` MAN and nature are running out of time. That’s the core message of the UN Inter-governmental Panel on Climate Change ...

 

 

Taliban's rapid victory embarrasses US, smashes image, arrogance

China respects Afghans' choice, urges Taliban to implement commitments `   Afghans' distrust of US reflects the fact that the ent...

 

No such thing as ‘too big to fail’ in China

 

 

Why should investors get out of the stock market?

 

Lack of integrity detrimental to nation's economic growth, Malaysia's coffers run dry COVID-19 pandemic worsens

 

Support Call for Royal Commission on Healthcare !

  Dangerous period of the pandemic: WHO warns over deathly Delta variant of the coronarirus China's Success Cannot Be Copied and Pasted,...

The rail economics of East Coast Rail Link (ECRL)

Rail link seen as game changer but cost is a concern.

TOK Bali, a fishing village in Kelantan with its beautiful sandy beaches and pristine blue waters has long been a hidden gem among well-travelled backpackers. But that may soon change. The idyllic town is one that is touted to potentially become a tourist hotspot, as it sits along the alignment of the East Coast Rail Link (ECRL), a multi-billion infrastructure project that promises many economic spin-offs.

After almost a decade in planning, ECRL was launched with great pomp this week.

Touted as a key game-changer for the east coast states of Peninsular Malaysia, the interstate ECRL is expected to help the economy of the four states that it covers by an additional 1.5% per year over the next 50 years.

On a micro level, more employment opportunities, particularly skilled jobs, will be made available to Malaysians. Domestic industry players especially in the construction sector, can now anticipate construction contracts to the tune of RM16bil, at least.

   

Another milstone:Najib checking out a train model at the ground-breaking ceremony this week.He called ECRL 'another milestore in the country's land public transport history".

The ECRL is expected to benefit freight transport because it would link key economic and industrial areas within the East Coast Economic Region such as the Malaysia-China Kuantan Industrial Park, Gambang Halal Park, Kertih Biopolymer Park and Tok Bali Integrated Fisheries Park to both Kuantan Port and Port Klang.

Prime Minister Datuk Seri Najib Tun Razak called it “another milestone in the country’s land public transport history”.

Despite the much highlighted economic benefits from the rail network, the venture is attracting its own share of controversies from the way the contract was awarded to the price of contract.

For one, China’s state-owned China Communications Construction Company (CCCC) has been appointed for the construction of ECRL via a direct negotiation method.

Detractors have labelled ECRL – at a cost of RM80mil per kilometre – as the world’s costliest rail project. Note that, the Gemas-Johor Baru double-tracking stretch costs RM45mil per km.

ECRL, however, will go over hilly terrain and has several tunnels to be built.

There are questions on whether the 688km rail venture, at RM55bil, will be financially feasible.

Sources say the price tag is unlikely to have included land acquisition costs.

They indicate that close to half of the land plots required for the rail link sit on private land and would require land acquisition. At this point, the total land acquisition cost is unknown.

No money in rail

The concerns of the critics are understandable, given the fact that public infrastructure projects, namely rail projects are usually not commercially viable.

A quick check on the finances of Malaysia’s very own Keretapi Tanah Melayu Bhd (KTMB) and a number of major rail operators abroad, affirms the fact that rail projects do not promise easy money.

The loss-making KTMB which was corporatised in 1992, has not been able to financially sustain itself, resulting in the deterioration of its level of service despite attempts to turn around the company.

According to the railway service operator’s latest publicly available audited report for financial year 2013, the group registered a total net loss of RM128.2mil. However, note that, the net loss had narrowed by 46% from RM238.5mil in the previous year.

Had it not been for the government’s subsidy which kept it afloat, KTMB would find it difficult to continue its operations without a further raise of its fare.

In India, where railway is a favoured mode of transportation, the Indian Railways has been incurring losses on passenger operations every year. Earlier this year, the lower chamber of the Indian parliament was told that the state-owned rail operator recorded a loss of Rs359.18bil (RM24.04bil) in the period of 2015 to 2016.

This was slightly higher than its loss of Rs334.91bil (RM22.42bil) in the period of 2014-2015.

On the other hand, China’s state-owned rail operator, China Railway Corp, was reported to have recorded a 58% increase in earnings last year despite huge losses in the first nine months. However, a zoom into its finances reveals that the high profit made was only possible due to a significant annual government subsidy.

Similarly, Singapore’s SMRT Corp which manages the city-state’s rail operations posted a profit of S$7.4mil (RM23.33mil) in its financial year of 2016. This was on the back of a revenue of S$681mil (RM2.15bil), which rose by 4.1% year-on-year.

While the rail operations saw higher ridership in that year, SMRT Corp would have registered a loss of S$9.6mil (RM30.26mil) for its rail business, if not for the net property tax refund of S$17.1mil (RM53.9mil).

Considering the lack of commercial viability in such rail projects, ECRL would ultimately require assistance from the government in ensuring smooth operations, while maintaining an affordable service for its users. This is akin a crucial trade-off, to complement the government’s move to provide an integrated transportation system in Malaysia, which is long overdue.

AmBank Group’s chief economist Anthony Dass tells StarBizWeek that for every ringgit spent on capital projects such as transportation, it generates a return or multiplier effect of around 5% to 20%.

In his estimation, he says the ECRL should create around RM50-55bil in terms of gross domestic product.

“The impact of this project to the economy will be multilevel. Impact on the respective states’ GDP and national GDP will be evident, though the magnitude of the impact on the respective states is poised to vary.

“On a longer term, once the entire project is completed, we expect strong benefits seeping into services related activities. Properties in the major towns is likely to enjoy more especially the port-connected towns, driven by logistics- and trade-related businesses.

“Other areas would benefit from the movement of tourism. As for the smaller towns, they are more likely to enjoy from the spillovers of this connectivity through movement of people commuting to work and new areas of business growth especially in areas like the small and medium businesses,” says Anthony.

High cargo projections

By the year 2040, an estimated 8 million passengers and 53 million tonnes of cargo are expected to use the ECRL service annually as the primary transport between the east coast and west coast.

By 2040, ECRL is projected to support a freight density of 19 million tonnes.

The freight cargo projections of the rail network stands in stark contrast to the total cargo volume running through the entire Malaysian railways today.

As of 2015, the entire Malaysian railways operations handled a sum of 6.21 million tons of cargo, according to a study related to the ECRL.

To note, the revenue from the operation of the venture is projected to be obtained through a transportation ratio of 30% passengers and 70% freight.

If the projections of ECRL are anything to go by, the planners are anticipating a ballistic growth in volume of cargo being moved along the tracks.

Is this realistic?

Socio Economic Research Centre executive director Lee Heng Guie remains concerned on the details of the project financing, albeit the expected trickle-down benefits of ECRL.

“While ECRL has been identified as a high impact public transport project that will connect east coast states with the west coast, especially Greater KL and Klang Valley, the high cost of RM55bil requires further justification. More clarity on the cost structure and terms and conditions of the loan is needed to ease public genuine concerns.

“It must be noted that the high costs, low profits and long gestation periods of transportation projects do not always make them financially viable. The financial viability of the ECRL would depend on the revenue generated to cover operating cash flow, including interest expenses.

“As the loan will have a seven year moratorium, the bunching of loan repayment together with interest payment will be substantial in the remaining 13 years,” he says.

Lowering cost the key

In terms of funding, 85% of the total project value of RM55bil would be to be funded by Exim Bank of China’s through a soft loan at a 3.25% interest.

The balance 15% would be financed through a sukuk programme by local banks.

There is no payment for the first seven years, and the government starts paying after the seventh year over a 13-year period.

At 3.25% interest per annum, the interest servicing bill for the project is huge.

“Hence the main challenge to this project will be to bring down cost as low as possible. The lower the cost, the lesser it would be the burden on the government’s balance sheet,” says an industry player.

Echoing a similar view, Lee noted the ERCL project loan is expected to be treated as “contingent liability” as it will be taken by Malaysia Rail Link Sdn Bhd, a special purpose vehicle owned by the Ministry of Finance.

This is also to ensure that the Federal Government will not breach the self-imposed debt to GDP ratio of 55%.

As at end-March 2017, the Federal Government’s debt stood at RM664.5bil or 50.2% of GDP.

At the end of the day, despite the concerns on the possible cost overrun in the ECRL project, proper management and efficiency in project delivery could lead to cost savings and ultimately lower overall expenditure for ECRL.

History has shown that Malaysian companies can lower the cost, especially on rail projects compared to foreign players.

In the late 1990s, a consortium of India and China state-owned companies were awarded the contract to build a double track electrified railway system from Padang Besar to Johor Baru. The cost was estimated at RM44bil and paid through crude palm oil.

However, an MMC Corp Bhd-Gamuda Bhd joint venture managed to win the job in 2003 with a RM14.3bil proposal. However this project was shelved and subsequently continued after a lull of few years.

ECRL is a seven year project to be built in stages. Many factors can come into play in that period like delay in construction and rise in material costs.

However in the bigger picture, the infrastructure venture should not merely be seen from a commercial-viable lens alone. The trickle-down benefits on the economy and the Malaysian population should also be factored into the calculations.

The lower the cost, the higher the multiplier effect.

Source: The Star by ganeshwaran kanaandgurmeet kaur

Related Link:

Debate on ECRL

Related posts:

Rail link a huge economic boost, big news for small towns in Malaysia

  Boom time is here for railway towns, little places that dot the route of the RM55bil East Coast Rail Link from Port Klang to Kota Bar...

Building the 21st Century Maritime Silk Road

Reflections on Maritime Partnership

The “Silk Road” is a general term used to geographically describe ancient Chinese exchanges between Asia, Europe and Africa in the areas of politics, economics and culture. Starting on land and developing on sea, the “Silk Road” is a vehicle of historic importance for the dissemination of culture. The ancient maritime Silk Road was developed under political and economic backgrounds and was the result of cooperative efforts from ancestors of both the East and West. China’s proposal to build a 21st Century Maritime Silk Road is aimed at exploring the unique values and concepts of the ancient road, enriching it with new meaning for the present era and actively developing economic partnerships with countries situated along the route. Specifically, the proposal seeks to further integrate current cooperation in order to achieve positive effects.

The ocean is the foundation and vehicle necessary to build a 21st Century Maritime Silk Road. It is China’s mission to understand the importance of building a Maritime Silk Road and take effective actions at present and for a certain period to come.

21st Century Maritime Silk Road from a Global Perspective

In the twenty-first century, countries have become more inter-connected by the ocean in conducting market, technological and information exchanges. The world is now in an era that values maritime cooperation and development. China’s proposal to build a Maritime Silk Road conforms with larger developments in economic globalization and taps into common interests that China shares with countries along the route. The goal is to forge a community of interest with political mutual trust, integrated economies, inclusive culture and inter-connectivity. The construction of a 21st Century Maritime Silk Road is a global ini-tiative that pursues win-win results through cross-border cooperation. It is thus of great importance to view it from the perspective of multi-polarization, economic globalization and the co-existence and ba-lancing of cooperation and competition.

Building a 21st Century Maritime Silk Road will help stimulate all-round maritime opening-up and benefit ASEAN and relevant countries.

Oceans contain a treasure trove of resources for sustainable development. China is currently at a critical stage in its economic reform process and must pay more attention to the ocean. As mentioned in the resolution of the Third Plenum, “[China] needs to enhance opening-up in coastal regions and boost the connectivity construction with neighboring countries and regions to spur all-round opening-up.”

The Maritime Silk Road of the 21st century will further unite and expand common interests between China and other countries situated along the route, activate potential growth and achieve mutual benefits in wider areas. The Maritime Silk Road will extend southward from China’s ports, through the South China Sea, the Straits of Malacca, Lombok and Sunda and then along the north Indian Ocean to the Persian Gulf, Red Sea and Gulf of Aden. In other words, the Road will extend from Asia to the Middle East, East Africa and Europe, and it will mainly rely on ASEAN countries. Building the Maritime Silk Road will connect China’s ports with other countries through maritime connectivity, intercity cooperation and economic cooperation. On the one hand, the Road will strengthen the economic basis for China to cooperate with countries along the route and better connect Europe and Asia. On the other hand, the Road will facilitate the development of the Regional Comprehensive Economic Partnership (RCEP), bringing benefits to China, ASEAN and other countries along the road.

The Maritime Silk Road will increase trust and regional peace and stability.

As the world’s economic and political center shifts towards the Asia Pacific, the region has stepped into a stage of geopolitics characterized by intersecting, overlapping and conflicting interests. By facilitating communication between countries along the road, the Maritime Silk Road will help build a community that represents the common concerns, interests and expectations of all countries. The community is expected to guide and support a peaceful and stable Asia Pacific landscape.

Moreover, the Maritime Silk Road will further bring together the “Silk Road Economic Belt,” the “Bangladesh-China-India-Myanmar Economic Corridor” and the “China-Pakistan Economic Corridor” that together connect Europe and Asia. Such connections will greatly enhance China and other countries’ abilities to develop economically while limiting external risks. The Maritime Silk Road will also enhance cooperation in non-traditional security areas while maintaining maritime security.

Maritime Partnerships Are the Key to Building the Maritime Silk Road

At a speech before the Indonesian parliament in 2013, President Xi Jinping stated that Southeast Asia has become an important hub for the maritime silk road and that China is willing to enhance maritime cooperation with ASEAN countries, boost maritime partnerships and build a 21st Century Maritime Silk Road. President Xi’s speech set forth a clear path for developing road. Enhancing maritime cooperation will be a priority task in building the Maritime Silk Road. The first step will involve China and countries along the route promoting pragmatic maritime cooperation.

Connecting multiple regions and uniting wide areas of co-operation, the tasks put forth in the 21st Century Maritime Silk Road will not be achieved in the immediate future. Instead, these tasks call for China and relevant countries to work in a step-by-step and practical manner. Building the Maritime Silk road will require diverse forms of cooperation. With a focus on economic cooperation, the Road will give consideration to all parties involved. It will be based on the existing cooperation mechanisms and platforms and be promoted by China and other countries along the route.

The 21st Century Maritime Silk Road will cover more than 20 countries and regions that share a broad consensus on enhancing exchanges, friendship, promoting development, safety and stability within the region and beyond. The Silk Road has already received positive responses and support from many relevant countries. Greek Prime Minister Antonidis Samaras, for example, made it clear that Greece will “support and actively participate in building the 21st Century Maritime Silk Road proposed by China.” The Road runs through a region that is sensitive to international strategy and has complex geopolitics. The countries in the region differ in size, development, history, religion, language and culture. Therefore, the 21st Century Maritime Silk Road will accommodate various countries’ demands and apply suitable policies to each country. Meanwhile, the Road must change and consolidate new patterns of cooperation.

China has been building friendships and partnerships with nei-ghboring countries and developing maritime partnerships with its ocean neighbors, providing a solid foundation for cooperation with ASEAN and countries in the region. The 21st Century Maritime Silk Road requires the following efforts: First, consensus must be reached between major countries along the route to enhance maritime cooperation. During high-level dialogues in recent years, the Chinese leadership made maritime cooperation an important topic of bilateral discussions and established the China-ASEAN and China-Indonesia Maritime Cooperation Fund. At the same time, China has actively promoted maritime cooperation between Southeast Asia, South Asia and African countries and established high-level mechanisms between various national maritime departments.

Second, countries must engage in pragmatic cooperation along the route in the areas of trade, the economy, culture and infrastructure. In 2012, the trade volume of countries along the route accounted for 17.9 percent of China’s total trade. The contracted turnover in countries along the route accounted for 37.9 percent of China’s overseas contracted turnover. People-to-people exchanges between China and ASEAN recently topped 15 million, while two-way students reached more than 170,000.

Third, countries along the route must engage in effective cooperation on ocean and climate change, marine disaster prevention and mitigation, biodiversity preservation and other areas of maritime policy. In 2010, the Indonesia-China Center for Ocean & Climate (ICCOC) was established. In 2013, the China-Thailand Climate and Marine Ecosystem Joint Lab were both launched. In 2012, the Chinese government set up a Marine Scholarship, and from that year onward, the scholarship will sponsor young people from developing countries in Southeast Asia, Africa and Latin America to obtain a master’s degree or doctorate in China to enhance the marine capabilities of their own countries.

Focusing on Developing Partnerships Along the Maritime Silk Road

The Maritime Silk Road is in line with the development of national economies and the improvement of welfare. China must follow the new perspectives on value, cooperation and development featuring equality, cooperation, mutual benefits, win-win results, inclusiveness and harmony. Guided by President Xi’s desire to “expand the scale of cooperation and gradually foster regional cooperation,” China must make use of its comparative advantages and promote communication, connectivity, trade flow, currency circulation and consensus among people. China needs to target common interests between countries along the road and map out long-term plans and execute its plans in a step by step manner.

The Road will connect the Pacific and Indian Oceans. China will focus on upgrading the China-ASEAN Free Trade Area and extending it to the coastal regions of the Indian Ocean, the Persian Gulf, the Red Sea and the Gulf of Aden. By virtue of connecting the China-Pakistan Economic Corridor, the “Bangladesh-China-India-Myanmar Economic Corridor” and the “Silk Road Economic Belt,” China will build an open, safe and effective maritime road that can facilitate trade, transportation, economic development and the dissemination of culture.

The Road will also make good use of the China-ASEAN Maritime Cooperation Fund and enhance pragmatic maritime cooperation. By prioritizing cooperation in inter-connectivity, the maritime economy, marine environmental protection and disaster prevention and mitigation, China aims to improve the welfare of countries along the route and share the benefits of the Maritime Silk Road.

The Road will also make use of existing bilateral and multilateral marine cooperation mechanisms and frameworks. By making use of the existing and effective marine cooperation platforms, China will improve the area’s marine partnership network, forge closer ties between countries along the route and finally create a cooperation landscape in which marine resources, industries and culture are all reasonably distributed and mutually reinforcing.

The construction of a 21st Century Maritime Silk Road the development of marine partnerships call for the following measures:

First, it will call for better marine connectivity. Infrastructure connectivity is the priority of the 21st Century Maritime Silk Road. Countries need to focus on building key pathways, points and major projects, and China needs to work with countries along the road to build marine infrastructure, improve law enforcement abilities, provide public goods of marine security and guarantee the security of marine pathways. China needs to support the construction of ports, wharves and information networks to ensure the open flow of goods and information. It must also enhance communication on marine cooperation policies to facilitate marine investment and trade.

Sea lane safety is the key to sustaining the development of the 21st Century Maritime Silk Road, while ports are the foundation of sea lane safety. Like posts along the ancient Silk Road, ports along the new Maritime Silk Road will act as “posts on sea” that handle cargo and resupply ships and people. Such “sea posts” also must provide safe and convenient sea lanes for all countries to make use of. These posts can either be built by individual countries or built with the help of China and other countries, or even be leased in other counties. The 21st Century Maritime Silk Road will thus able to cover and drive more countries to create “sea posts.”

Second, it will call for strong cooperation on marine economy and industry. Many countries along the route strategically exploit the ocean, develop their maritime economies and sustain marine development. Strengthening cooperation on marine economics and industry will help push forward modernization and promote the upgrading and optimization of industry. Such cooperation will better integrate China’s economy with those of countries along the route.

Closer cooperation in the marine industry will require domestic industrial restructuring according to market demands, require prioritized cooperation in marine fishery, tourism, desalination and marine renewable resources and require Chinese enterprises in this industry to go global. China encourages enterprises with intellectual property and sophisticated desalination technology, marine renewable resources and marine bio-pharmaceutical technology to invest and build their own businesses in countries along the route.

Relying on existing Economic and Trade Cooperation Zones between China and other countries, as well as marine demonstration zones in Tianjin, Shandong, Zhejiang, Fujian and Guangdong, the government will play a leading role in the initial stages, guide enterprises with mature technologies in iron and steel, shipbuilding, fishery and aq-uaculture to establish production bases and extend industrial chains to countries with rich resources and huge demand.

China needs to work with countries along the route to facilitate regional cooperation, building industrial parks, enhancing investment and cooperation in the marine industry, building marine economic demonstration zones, marine technology parks, economic and trade cooperation zones and marine training bases. Through such industrial cooperation, China will forge an investment cooperation platform in which Chinese enterprises can gain international competitiveness and participate at a higher level of the industrial echelon.

China needs to build a cooperation belt to enhance the marine industry and set up cooperation networks to facilitate marine tourism. A sustainable Maritime Silk Road will not be achieved without the help of port economic zones. As a result, China must develop its port economic zones and free trade zones to provide a platform for the Maritime Silk Road. China will focus on eliminating systematic and mechanistic barriers, lowering market thresholds and facilitating the opening-up of major areas.

Third, it will call for all-round cooperation in marine fields. In recent years, non-traditional security issues such as piracy, maritime terrorism, cross-border crimes and maritime disasters have loomed large. Countries along the route share a common interest in addressing these problems. Naturally, fighting against non-traditional security challenges will become an important part of the Maritime Silk Road. As such, China must promote exchanges and cooperation between countries along the route in the areas of marine technology, environmental protection, marine forecasting and rescue, disaster prevention and the mitigation and climate change.

Putting the “Marine Technology Partnership Plan” into practice. Based on existing marine cooperation centers and observation platforms, China will focus on promoting marine technology cooperation networks and building the China-ASEAN Marine Cooperation Center, the Indonesia and China Center for Ocean and Climate, the China-Thailand Climate and Marine Ecosystem Joint Lab, the China-Pakistan Joint Marine Center, the China-Sri Lanka Marine and Coastal Zone Joint Research Center and other ocean stations.

Building “marine ecological partnerships.” By paying more atten-tion to an ecological civilization, China needs to enhance cooperate with countries along the route to build a green Silk Road that addresses the marine ecological environment and climate change. China must set up an effective dialogue mechanism, map out major projects in which all parties can get involved and make comprehensive plans for regional ecological and environmental protection. China must work more closely with Southeast Asia and South Asia to protect biodiversity, build a cross-border bio-diversity corridor and establish marine conservation areas.

Conducting the regional marine research. By building cooperation networks for marine disaster preparedness, providing marine forecasting products and releasing marine disaster warnings, China will increase marine benefits for relevant countries.

Fourth, it will call for expanding cooperation in marine culture. Marine culture is the foundation of building a 21st Century Maritime Silk Road. When talking about the Silk Road Economic Belt, President Xi has stated that “amity between people holds the key to sound relations between states.” He also highlighted the importance of “common aspirations,” given that the Silk Road will be supported by countries only if it is able to benefit people. China will inherit and pro-mote friendly cooperation along the Maritime Silk Road and develop a proposal with international consensus so that marine cooperation and partnerships will be firmly supported.

The plan will also call on countries to increase marine awareness and achieve common aspirations. China needs to make full use of the geopolitics and culture of Maritime Silk Road to promote exchanges in marine culture, tourism and education to make the Road a key link for friendly exchanges. By “going global” and “going local” at the same time, China needs to carry out exchanges and cooperation in marine culture, in areas such as cultural or art exchanges, archaeological exchanges, marine tourism cooperation, education and training.

China will guide and encourage the community to conduct various cultural exchanges and offer tours and products with distinct Silk Road features. In such a way, China will be able to expand the cultural influence of the Maritime Silk Road, push the Road into the new century and promote general marine cultural diversity.

Conclusion

On June 20, 2014, Premier Li Keqiang spoke at the China-Greece Marine Cooperation Forum, stating, “We stand ready to work with other countries to boost economic growth, deepen international cooperation and promote world peace through developing the ocean, and we strive to build a peaceful, cooperative and harmonious ocean.” China’s proposal to build a 21st Century Maritime Silk Road suits the current era and is characterized by peace, development, cooperation, innovation and opening-up. With the goal of building a harmonious ocean, the proposal rests on opening-up and innovation and aims to achieve “harmony between humans and the ocean, peaceful development, safety and convenience, cooperation and win-win results.” A 21st Century Maritime Silk Road will enhance cooperation between China and other countries, increase mutual trust, create a stable environment for cooperation and bring new opportunities for regional stability and prosperity.

by Liu Cigui
China Institute of International Studies

Related:

China's Initiatives of Building Silk Road Economic Belt and ...

Xi suggests China, C. Asia build Silk Road economic belt · Chinese President Xi Jinping ... China, Maldives share dream of 21st Century Maritime Silk Road.

An American-Made Business Model Has Less Success Overseas

For years, the titans of finance have held out the promise that they could export their business model overseas and mint billions in the process. Yet, there are increasing signs that global deal-making was always a myth.

If you’ve been anywhere near a Wall Street conference in the last five years, you know the drill. Deal makers bemoan the United States as a mature and overregulated economy. They talk about heading abroad, as emerging market economies leave us far behind. To listen to them, one might think the rest of the world was a paradise out of “Atlas Shrugged,” where capital flows and where private equity, investment banks and other investors can freely seek opportunities.

So what country is No. 1 in initial public offerings so far this year? Yes, it is the United States, according to Renaissance Capital, with 75 I.P.O.’s raising $39 billion in total. Compare this activity with China, where 41 I.P.O.’s raised just $8.1 billion.

M&AS

And in mergers and acquisitions? Again, it is the United States, with 53 percent of the worldwide deal volume, up from 51 percent from last year, according to Dealogic. For investment banks, this means that the United States has a 46 percent share of the $63 billion in worldwide investment banking revenue, up from 34.6 percent in 2009.

With the slowdown in once-hot emerging markets, the tide is going out, baring all of the problems and issues associated with global deal-making.

China is a prime example. Huge amounts of foreign and state investment produced an economic miracle. And in that time, wealth was there to be had.

But let’s be clear about where that wealth came from. In the United States, deal makers make money primarily by buying underperforming assets, adding some financial wizardry and riding any improvements in the stock market. Sometimes, they get lucky by making a quick profit, but often private equity works to squeeze out inefficiencies and make operating improvements in companies and then takes them public a few years later.

China's situation

In China, what increasingly appears to have been a stock market and asset bubble spurred by hundreds of billions in direct investment has created some spectacular early profits for deal makers. The private equity firm Carlyle Group, for example, has made an estimated $4.4 billion on an investment in China Pacific Insurance, which it took public on the Hong Kong Stock Exchange.

But now, with the Chinese I.P.O. market at a virtual standstill and the Shanghai market down more than 30 percent from its high last year, that avenue to riches is over. People are starting to say that investment in China resembles a “No Exit” sign.

Deal makers are left with a back-to-basics approach that looks to make money from companies through economic growth or improving their performance. Yet most of these investments are made with state actors and minority positions, meaning that there may be little opportunity to actually do anything more than sit and wait and hope. And you know what they say about hope as a strategy.

It appears that deal makers are starting to realize the problem. Foreign direct investment in China was down 3.67 percent from last year to $9.6 billion, and it is likely to remain on a downward trend.

And China has been among the friendliest places for deal makers. Other emerging markets have been less accommodating. Take India, which has been criticized for excessive regulation, high taxes and ownership prohibitions. David Bonderman, the head of the private equity giant TPG Capital, recently said that “we stay away from places that have impossible governments and impossible tax regimes, which means sayonara to India.”

Foreign issues

The comment about India highlights another problem with foreign deal-making: it’s foreign. Sometimes, the political winds change and local governments that initially welcomed investment change their minds.

South Korea, for example, invited foreign capital to invest in its battered financial sector after the Asian currency crisis. But when Lone Star Investments was about to reap billions in profits on an investment in Korea Exchange Bank, a legal battle almost a decade long erupted as Korean government officials accused the fund of vulture investing.

And the political problems are sometimes not directed at foreign investors. South Africa, for example, is undergoing the kind of political turmoil that can stop all foreign investment in its tracks over treatment of its workers and continuing income inequality. Things are not much better in the more mature economies.

Economic doldrums

Europe is in the economic doldrums, and its governments are increasingly protectionist of both jobs and industry. France, for example, recently threatened to nationalize a factory owned by ArcelorMittal, which sought to shut down two furnaces.

The national minister said the company was “not welcome.” It’s hard to see a deal maker profiting from buying an inefficient enterprise that it can’t clean up without risking national censure.

Buying at a low is the lifeblood of any investment strategy — but this assumes that there will be an uptick, and on the Continent, that is uncertain given the state of Greece and the other indebted economies in Southern Europe.

This is all a far cry from the oratory vision-making at conferences. Now that the global gold rush has ended, the belief that the American way of doing deals is portable is being upended.

Fragmented world

We are left with a fragmented world where capital moves not so freely, the problems of politics and regulation are more prominent and investing in emerging markets becomes what it always has been: the province of more specialized investors who are in tune with the political and regulatory requirements. Regardless, the easy riches that many thought these countries would bring are now far out of sight.

And the winner in all of this is likely to be the much-maligned United States, where the economic conditions and regulatory environment first gave birth to these deal makers.

This is not to say that there will still not be global deal-making or that American multinationals will not continue to expand abroad. Of course, there will still be profits in deals overseas. But the vision that deal-making will instantly and seamlessly go global is increasingly exposed as one that was more a fairy tale than reality.- IHT/NYT

---

Steven M. Davidoff, a professor at the Michael E. Moritz College of Law at Ohio State University, is the author of “Gods at War: Shotgun Takeovers, Government by Deal and the Private Equity Implosion.” E-mail: dealprof@nytimes.com | Twitter: @StevenDavidoff