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

review / Emili J. Blasco

Covered the moment of literature devoted to presenting the novelty of the project A Chinese leader of the New Silk Road, Bruno Maçães leaves aside many of the specific specifics of the Chinese initiative to deal with its more geopolitical aspects. That is why throughout the book Maçães uses the name Belt and Road all the time, instead of its acronyms – OBOR (One Belt, One Road) or the lately more used BRI ( Belt and Road Initiative) – because he is not referring so much to the layout of transport connections themselves as to the new world order that Beijing wants to model.

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 geographical cohesion of Eurasia to which this politician and the European Union has already been able to achieve this goal. researcher He dedicated his earlier work.

Compared to other essays on the New Silk Road, this one directs a lot of attention to India (this is true in its general content, but also in this one). review A special edition has been used for that country, with a particular introduction).

Maçães grants India the role of core topic vault in the project integrator of Eurasia. If India decides not to participate at all and instead gamble on the alternative promoted by the United States, along with Japan and Australia, then the design China 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 struggle to achieve its original ambition," says the author.

However, Maçães believes that the West is not entirely 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 the same level as a declining Russia.

Despite these apparent advantages, India will not go completely to either side, Maçães predicts. "It will never join the Belt and Road because it could only consent to join China in a project that it was new. And it will never join a U.S. effort to rival the Belt and Road unless the U.S. makes it less confrontational." So, "India will leave everyone waiting, but it will never make a decision on the Belt and Road."

Without the involvement of Delhi, or even more so, with resistance from the Indian leadership, neither the US nor China's vision can be fully brought to fruition. internshipMaçães continues. Without India, Washington may be able to preserve its current model of alliances in Asia, but their ability to compete on the scale of the Belt and Road 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 big miscalculation." He believes that China's impatience to start building infrastructure, due to the need to demonstrate that its initiative is a success, "can become the worst enemy."

An adventure that the Chinese can correct the shot. "It is likely – perhaps even inevitable – that the Belt and Road will grow more and more decentralized, less Chinese-centric," he says, commenting that in the end this new Chinese order would not be so different from the structure of the existing world order led by Washington, where "the United States insists on being recognized as the state at the apex of the international power hierarchy" and leaves some autonomy to each regional power.

If Maçães puts India in a status Non-alignment plenary session of the Executive Council, does provide for an unequivocal partnership of that country with 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 "a partner indispensable 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 a project economic integration, while it is equally incapable of joining as a mere participant" in the Chinese initiative, in addition to the seed of division that the project in the European Union.

Bangladesh to Pakistan and Djibouti

Despite the above-mentioned differences, 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 dominating" the economy. Economics towards the middle of this century.

This movement of goods between the two countries will make Bangladesh and Myanmar the centre 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. Specifically, it can feed 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 with the forecast of Maçães.

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

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 in this way, through these trans-African routes, could become "a serious rival" to the Suez Canal.

If China has its first, and so far only, military base outside its territory, it must be borne in mind that Beijing may give a possible military use to other ports whose territory is not the same. management has assumed. As Maçães recalls, in 2016 China approved a framework This is a legal law that obliges civilian companies to support military logistics operations requested by the Chinese Navy.

These are all aspects of a thought-provoking 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. It is the work of a European who, although he served in the Portuguese Ministry of Foreign Affairs as a director for Europe, is realistic about the EU's weight in the design of the world.