[Bruno Maçães, Belt and Road. A Chinese World Order. Penguin. Gurgaon (India), 2019. 227p.]

review / Emili J. Blasco

Having covered the moment of literature devoted to present the novelty of the Chinese New Silk Road project , Bruno Maçães leaves aside many of the specific concretions of the Chinese initiative to deal with its more geopolitical aspects. This is why Maçães uses the name Belt and Road throughout the book, instead of its acronyms - OBOR (One Belt, One Road) or the more recently used BRI (Belt and Road Initiative) - because he is not so much referring to the layout of the transport connections as to the new world order that Beijing wants to shape.

Through this economic integration, according to Maçães, China could project power over two thirds of the world, including Central and Eastern Europe, in a process of geographic cohesion of Eurasia to which this Portuguese politician and researcher has already dedicated his previous work.

Compared to other essays on the New Silk Road, this one focuses a lot on India (this is the case in its general content, but also in this review we have used a special edition dedicated to that country, with a particular introduction).

Maçães grants India the role of core topic in the Eurasia integration project . If India decides not to participate at all and, instead, to go for the alternative promoted by the United States, together with Japan and Australia, then the Chinese design will not reach the dimension desired by Beijing. "If India decides that life in the Western order will be better than under alternative arrangements, the Belt and Road will have difficulty achieving its original ambition," the author says.

Maçães believes, however, that the West is not all that attractive to the subcontinent. In that Western order, India can only aspire to a secondary role, while the rise of China "offers it the exciting possibility of a genuinely multipolar, rather than merely multilateral, world in which India can legitimately hope to become an autonomous center of geopolitical power," at least on a par with a declining Russia.

Despite these apparent advantages, India will not go all the way to either side, Maçães predicts. "It will never join the Belt and Road because it could only agree to join China in a project that was new. And it will never join a US initiative to rival the Belt and Road unless the US makes it less confrontational." So, "India will keep everyone waiting, but it will never make a decision on the Belt and Road".

Without Delhi's participation, or even more, with resistance from the Indian leadership, neither the US nor China's vision can be fully realized internship, Maçães continues to argue. Without India, Washington may be able to preserve its current model of alliances in Asia, but its ability to compete on the scale that the Belt and Road does would collapse; for its part, Beijing is realizing that it alone cannot provide the financial resources needed for the ambitious project.

Maçães warns that China has "ignored and disdained" India's positions and interests, which may end up being "a major miscalculation". He believes that China's impatience to start building infrastructure, because of the need to demonstrate that its initiative is a success, "may become the worst enemy".

He ventures that the Chinese may correct the shot. "It is likely - perhaps even inevitable - that the Belt and Road will grow increasingly decentralized, less China-centric," he says, commenting that in the end such a new Chinese order would not be so different from the structure of the existing Washington-led world order, where "the US insists on being recognized as the state at the apex of the hierarchy of international power" and leaves some autonomy to each regional power.

While Maçães places India in a non-aligned status plenary session of the Executive Council, he does foresee an unequivocal partnership between India and Japan. In his view it is a "symbiotic" relationship, in which India sees Japan as its first source of technology, while Japan sees the Indian navy as "an indispensable partner in its efforts to contain Chinese expansion and safeguard freedom of navigation" in the region's seas.

As for Europe, Maçães sees it in the difficult position "of not being able to oppose an international economic integration project , while being equally incapable of joining as a mere participant" in the Chinese initiative, in addition to the germ of division that the project has already introduced into the European Union.

From Bangladesh to Pakistan and Djibouti

Despite the differences indicated above, Maçães believes that the relationship between China and India can develop positively, even if there is some element of latent conflict, encouraged by a certain mutual distrust. The commercial linkage of two such immense markets and production centers will generate economic ties "called to dominate" world Economics by the middle of this century.

This movement of goods between the two countries will make Bangladesh and Myanmar the center of a major trade corridor.

For its part, Pakistan, in addition to being a corridor for the exit to the Indian Ocean from western China, will be increasingly integrated into the Chinese production chain. In particular, it can supply raw materials and basic manufactures to the textile industry that China is developing in Xinjiang, its export gateway to Europe for goods that can optimize rail transport. The capital of that province, Urumqi, will become the fashion capital of Central Asia in the next decade, agreement to Maçães' forecast.

Another interesting observation is that the shrinking of Eurasia and the development of internal transport routes between the two extremes of the supercontinent may lead to the North Sea container ports (Amsterdam, Rotterdam, Hamburg) losing weight in the trade between Europe and China at the expense of a greater transit of those in the Mediterranean (Piraeus, in particular).

The author also ventures that Chinese infrastructure works in Cameroon and Nigeria can help facilitate connections between these countries and Doralé, the port that China manages in Djibouti, which, through these trans-African routes, could become "a serious rival" to the Suez Canal.

If in Djibouti China has its first, and for the moment only, military base outside its territory, it should be kept in mind that Beijing can give a possible military use to other ports whose management it has assumed. As Maçães reminds, China approved in 2016 a legal framework that obliges civilian companies to support military logistics operations requested by the Chinese Navy.

All these are aspects of a suggestive book that does not allow itself to be carried away by the determinism of China's rise, nor by an antagonistic vision that denies the possibility of a new world order. The work of a European who, although he served in the Portuguese Foreign Ministry as director General for Europe, is realistic about the weight of the EU in the design the world.

[Bruno Maçães, The Dawn of Eurasia. On the Trail of the New World Order. Allen Lane. Milton Keynes, 2018. 281 pp]

review / Emili J. Blasco

The discussion on the emergence of Eurasia as an increasingly compact reality, no longer as a mere geographical description that was conceptually a chimera, owes much to the contribution of Bruno Maçães; particularly to his book The Dawn of Eurasia, but also to his continuous proselytizing to different audiences. This Portuguese diplomat with research activity in Europe notes the consolidation of the Eurasian mass as a single continent (or supercontinent) to all intents and purposes.

"One of the reasons we have to start thinking about Eurasia is because this is how China is increasingly looking at the world (...) China is already living a Eurasian age," says Maçães. What is new about it, he says, "is not that there are such connections between continents, but that, for the first time, they work both ways. Only when the influence flows in both directions can we speak of an integrated space." The Silk Belt and Road Initiative, especially its overland route, sample that China is no longer looking only to the Pacific, but is also contemplating new routes to Europe.

Maçães urges Europe to adopt a Eurasian perspective, for three reasons: because Russia and China have one; because most of the big foreign policy issues of our time have to do with how Europe and Asia are connected (Ukraine, refugee crisis, energy and trade); and because all the security threats of the coming decades will play out in a Eurasian context. Maçães adds a final reason why Europe should become more actively involved in the Eurasian integration project : it is the way to combat the forces of disintegration that exist within Europe itself.

From the various considerations included in the book, some suggestive ideas could be highlighted. One is that Russia's historical identity problems, straddling Europe and Asia - to see itself as different from the Europeans and at the same time being attracted by the modernity of the West - are now being replicated in the East, where China is on its way to creating a second pole of economic growth and integration in the supercontinent. If Europe is one of the poles and Asia (China and the other successful countries of the Far East) the other, then what is Russia, if it does not fully respond to the European and Asian identities?

The Silk Belt and Road Initiative gives geopolitical importance to Central Asia, as Maçães reviews. Thus, China needs a clear dominance of Xinjiang, its westernmost province and the gateway to the Central Asian republics. The land route to Europe cannot exist without the Xinjinag segment, but at the same time the exhibition of this Uyghur-majority territory to trade and modernization could accentuate its separatist aspirations. Just northwest of Xinjiang is the ex-Soviet republic of Kazakhstan, a vast country of great agricultural value, where Chinese attempts to buy land are being viewed with high suspicion from its capital, Astana. Maçães estimates that if Russia were to try to reintegrate Kazakhstan into its sphere of influence, with the same vehemence it has done with Ukraine, "China would not stand aside."

Not only are the East Coast (European peninsula) and the West Coast (Pacific coast) moving closer together, but the connections between the two also improve logistical conditions in the interior of the supercontinent. This is precisely one of the objectives of the Silk Belt and Road Initiative: as Chinese companies have moved away from coastal business hubs to lower labor costs, they are moving further away from ports and therefore need better land connections, thus contributing to the shrinking of Eurasia.