11/14/2017 (Tue) 18:00:06
Other major maritime silk-route destinations include Venice and Athens, with the port of Piraeus already owned by COSCO of China for many years, a company that specializes in port activities and the integration of harbours along the maritime silk road based on the model of the Gwadar port. Venice is currently only a reminder of the ancient Silk Road, but if its past role is to be reprised, where in its modern garb it would today be the final landing point of the South Sea BRI, it would certainly require large investments to feed a network of dense exchanges. China would then have a maritime route in Southern Europe that is linked mainly overland to its northern corridor.
The other reason (that are less well known) pushing the People's Republic of China to invest in such extensive maritime routes concerns the naval doctrine adopted by the Chinese navy. The United States maintains a remarkable ability to project power across all five continents thanks to the size of its navy, which has grown quite steadily over the last century. Beijing realized that possessing such power projection would undergird the viability of its maritime routes, guarding against pirates as well as as obviating the possibility of a naval blockade in time of war, something always on the back of the minds of Chinese strategists.
A parallel in terms of security is easily observed when analysing the overland route of the Silk Road and the security that necessarily accompanies such an extensive infrastructure network. In this sense, the Shanghai Cooperation Organization, and the accession of both Pakistan and India into the Organization, aims to create the conditions for peaceful development while avoiding tensions between neighbouring countries and different ethnic groups. Beijing is well aware that there is no prosperity without security, especially in the context of underdevelopment and in such a diverse continent with respect to human geography.