Reza Majidzadeh – Economics Researcher

China is trying to secure its maritime access by investing in port infrastructure along the southern route and building island infrastructure in the South China Sea. In addition, China has officially approved the vision of a “Polar Silk Road” in the Arctic. These plans, constructions, and connections are in line with China’s development plans and, of course, the New Silk Road Initiative. According to the initial plans published, the land route will run from Central Asia, the Middle East, and Turkey to Germany and end at the port of Rotterdam in the Netherlands. From Rotterdam, there is also a connection to Venice, Italy, where the route joins the maritime part of the Silk Road. This naval route starts on the east coast of China and passes through the Straits of Malacca and Kolkata in India. It then continues to Nairobi on the west coast of Africa. From there, it goes north to the Mediterranean and ends in Venice.

Maritime corridors are an important part of the geopolitics of the present century. For example, India has invested in the Chabahar port in Iran to connect to Afghanistan and Central Asia and provide an alternative route for trade out of Afghanistan, away from the excessive influence of Pakistan. This is why China has also defined a Silk Road for its modern vision, which, while emulating the United States, goes beyond it. What is now known as the Belt and Road Initiative envisages the development of transport infrastructure to facilitate communication, trade, and the flow of resources, and ultimately China’s economic and political influence.

The People’s Republic of China has been financing and building an extensive network of land connections, including highways, railways, oil and gas pipelines, as well as oil and gas fields, mines, industrial and logistics production sites, special economic zones, ports, and airports.

Such efforts have been carried out in western China, across Central Asia, and beyond, to Africa and Europe. These efforts have been supported by other innovative components such as strategic linkages with key partners, leveraging financial investments, policy coordination, and cultural linkages.

During its 11th to 14th development plans, China has taken major steps to complete its port cluster. The most important activities of China in these plans included the construction of large container ships, the construction of oil, coal, and iron ore terminals at coastal ports, and the enhancement of synergies between port clusters, which were carried out during the period 2006–2025.

According to the Liner Shipping Connectivity Index, which measures the integration of countries into global liner shipping networks, as of 2022, Shanghai has maintained its position as the world’s busiest container port for thirteen consecutive years, and several Chinese container ports are among the most connected ports in the world.

Currently, 115 of China’s 129 port projects are operational. The importance of developing ports worldwide was also evident in the opening speech of the Belt and Road Initiative in 2013, which also spoke of the 21st Century Maritime Silk Road, which has now been realized. This maritime road is based on bilateral agreements with 66 countries. Today, China’s shipping routes and service networks cover major countries and regions worldwide. Although Beijing is not yet a global maritime power and currently has limited naval bases outside China, it has become a leading trading power with significant geoeconomics spots of influence over the international sea lanes and trading ports that shape the flow of global goods.

The geographic dimension in geoeconomics means that the economic foundations of national power must define geographic features, such as resources situated in specific locations or maritime communication lines that follow particular routes.

Instead, the goal of geoeconomics strategies must be geographically limited, such as the case where a hegemon controls a sphere of influence by making the economies of neighboring countries dependent on it.