• Proche&Moyen-Orient.ch
    https://prochetmoyen-orient.ch

    Situé à l’extrême sud-est de l’Iran – à seulement une centaine de kilomètres de la frontière pakistanaise – Chabahar est le seul port iranien échappant aux sanctions économiques américaines. C’est aussi le plus grand port de la côte sud de l’Iran en dehors du Golfe. En bordure de l’océan Indien, Chabahar s’est vu octroyer une dispense lui permettant d’échapper aux sanctions. Pour le département d’Etat, ce régime spécial est justifié par la nécessité de soutenir « l’assistance à la reconstruction de l’Afghanistan et le développement économique de ce pays ». Selon plusieurs sources officielles, Téhéran a investi un milliard de dollars dans le développement du port Chahid-Béhechti de Chabahar.

    Les autorités espèrent en faire une plaque tournante qui désenclaverait l’Afghanistan et permettrait à l’Inde de commercer avec ce pays en contournant le Pakistan, son voisin et rival. Les ambitions de la République islamique ne s’arrêtent pas là : à terme, l’idée est de créer une nouvelle route commerciale en reliant Chabahar à l’Asie centrale par le rail. Ce projet de voie ferrée a été baptisé « couloir Nord-Sud ».

    « Nous continuerons de développer ce port (…). Le réseau ferroviaire, le réseau routier et l’aéroport sont tous en train d’évoluer pour permettre la mise en oeuvre du couloir Nord-Sud, qui est d’une importance stratégique capitale pour nous », déclare à l’AFP le ministre du Transport et du Développement iranien, Mohammad Eslami.

    La première phase du projet d’agrandissement du port, situé entre océan et désert, a déjà permis de gagner plus de 200 hectares de terrain sur la mer et 17,5 millions de mètres cubes ont été dragués pour créer un tirant d’eau de 16,5 mètres, selon les données officielles. Les autorités affichent leur optimisme : au cours des 11 premiers mois de l’année iranienne 1397 (commencée le 21 mars 2018), le volume des marchandises chargées ou déchargées au port a augmenté de 56% par rapport à l’année précédente ».

    Encore : « nous avons une hausse de 25% du nombre de navires ayant relâché au port », ajoute – toujours pour l’AFP – Hossein Chahdadi, adjoint au directeur des affaires maritimes et portuaires de la province du Sistan-Baloutchistan, estimant que la « porte de Chabahar change la donne géopolitique du pays, sinon de l’ensemble de la région ».

    #iran #routes_de_la_soie #obor

  • Trump’s bid to buy Greenland shows that the ‘scramble for the Arctic’ is truly upon us | World news | The Guardian
    https://www.theguardian.com/world/2019/aug/24/trump-greenland-gambit-sad-sign-arctic-up-for-grabs

    Donald Trump’s cack-handed attempt to buy Greenland, and the shirty response of Denmark’s prime minister, provoked amusement last week. But it was mostly nervous laughter. The US intervention shone a cold light on a rapidly developing yet neglected crisis at the top of the world – the pillage of the Arctic.

    Like the late 19th-century “scramble for Africa”, when European empires expanded colonial control of the continent’s land mass from 10% to 90% in 40 years, the Arctic region is up for grabs. As was the case then, the race for advantage is nationalistic, dangerously unregulated, and harmful to indigenous peoples and the environment.

    `
    #arctique #climat #ressources_naturelles #géopolitique

    • The US navy is reportedly planning Arctic “#freedom_of_navigation” operations similar to those in the South China Sea, using assets from the US 2nd Fleet that was relaunched last year to raise America’s profile in the North Atlantic and Arctic. Nato, to which five Arctic nations belong, is also taking an increased interest in the “security implications” of China’s activities, its secretary-general, Jens Stoltenberg, said this month. All this increases the risk of conflict.

      China’s main focus at present is not military but on energy and resources, via investment in Arctic countries. In addition to Russian natural gas, it is prospecting for minerals in Greenland and has agreed a free-trade deal with Iceland to increase fish imports. It refers to the NSR as the “#polar_silk_road” and there is talk of linking it to Beijing’s pan-Asian belt and road initiative.

      Yet like any other country, where China’s business interests lead, enhanced military, security and geopolitical engagement will surely follow. Strategic competition by the Great Powers, greed for resources, a lack of legal constraints – and the aggravating impact all this new activity will have on the climate crisis – suggest the 21st century “scramble for the Arctic” can only end badly.

      #FoN
      #OBOR #route_de_la_soie_polaire

  • Jichang Lulu: State-managed Buddhism and Chinese-Mongolian relations (article du 23/06/2017)
    https://jichanglulu.tumblr.com/sinified

    No matter what the 14th Dalai Lama says or does, he cannot deny the Central Government’s right to recognise reincarnations,” says Norbu Döndrup ནོར་བུ་དོན་གྲུབ 罗布顿珠, one of the highest-ranking Tibetan officials in the Autonomous Region’s government. Zhu Weiqun 朱维群, former deputy head of the United Front Work Department who now chairs the ethnic and religious affairs committee of the People’s Political Consultative Conference, famously stated that Dalai Lama reincarnations “have never been a purely religious matter;” historical precedent makes the state’s prerogative to manage reincarnations “an important manifestation of the Central Government’s sovereignty over Tibet.” The state clearly cares about reincarnations, and not only when the Dalai Lama is involved. The PRC has now spent decades regulating, codifying and “standardising” the identification and training of increasing numbers of reincarnating lamas, who often are given positions in state administration. The respect they command among many Tibetans makes gaining the “initiative, leadership and control” over reincarnation management a tool for maintaining social stability in Tibetan areas. Extensive research has been devoted to the design of reincarnation policies. The TAR and central governments take reincarnate lamas on trips and training sessions around the country, including visits to Maoist sites. Interviewed during one such educational trip, the Jedrung རྗེ་དྲུང 吉仲 Rinpoche of Dzodzi མཛོ་རྫི 佐孜 monastery in Chamdo, himself installed as such a ‘living Buddha’ by the relevant local authorities in 2000, talks of his and other religious figures’ duty to “develop the good Tibetan Buddhist tradition of love of country and religion (爱国爱教),” contributing to the “mutual adaptation of religion and socialism.” The training seems to be working: the Rinpoche was repeating, verbatim, Party slogans that go back to the Jiang Zemin era.

    • A description of the role of Tibetan Buddhism within the Belt and Road Initiative, elaborating on Xi Jinping’s statements at the Beijing forum, was delivered at a recent meeting by Wang Changyu 王长鱼, Party secretary at the High-level Tibetan Academy of Buddhism (中国藏语系高级佛学院). The Academy’s experience training Tibetan Buddhist monks and its well-developed system of scholarly degrees, says Wang, creates an advantageous position allowing to “help countries and territories along the ‘Belt and Road’ satisfy their demand for religious specialists and scriptures.” Such exchanges can serve two goals: to showcase “the results of our Party and country’s ethnic and religious policies, displaying the healthy heritage and development of Tibetan Buddhism” in China, while reducing “the Dalai clique’s space of activity, upholding national sovereignty.

      #bouddhisme tibétain et #Nouvelles_Routes_de_la_Soie
      #OBOR #One_Belt_One_Road

    • Plus spécifiquement sur la #Mongolie, article du 20/03/2017

      Jichang Lulu: Thinking outside the Urn: China and the reincarnation of Mongolia’s highest lama
      https://jichanglulu.tumblr.com/urn

      The Chinese government’s prerogative to manage the rebirths of incarnate lamas is being tested in Mongolia. One of the highest lineages covered by the Qing’s ‘ #Golden_Urn ’ system at the basis of PRC reincarnation law is passing to its next holder, with the Dalai Lama’s involvement. Despite clear signs that China cares, no public position has emerged so far. To determine what China’s approach to the reincarnation issue might be, we have to go through some Mongolian history and a bit of leaf-reading. The very relevance of state management of rebirths to China’s foreign relations indicates to what extent Qing imperial thought permeates PRC policy. Reincarnation diplomacy is real and has an impact on Chinese policies towards its closest neighbours.

  • Pakistan : des insurgés baloutches visent les intérêts chinois à #Gwadar
    https://www.lemonde.fr/international/article/2019/05/13/pakistan-des-insurges-baloutches-visent-les-interets-chinois-a-gwadar_546151


    Des forces de sécurité pakistanaises patrouillent dans le port de Gwadar, à 700 km à l’ouest de Karachi, le 13 novembre 2016. La cité portuaire doit devenir le point d’ancrage sur la mer du Corridor économique Chine-Pakistan (CPEC).
    AAMIR QURESHI / AFP

    L’attaque, samedi 11 mai, contre le seul hôtel de luxe de la petite ville portuaire de Gwadar, aux confins de la province du Baloutchistan, symbole de la présence chinoise au Pakistan, a fait cinq morts, dont quatre employés de l’établissement et un soldat. Les forces de sécurité sont parvenues à reprendre le contrôle des lieux, dimanche, après avoir tué les trois assaillants qui s’y étaient repliés. L’opération a été revendiquée par l’Armée de libération du Baloutchistan (ALB) qui visait « les Chinois et autres investisseurs étrangers ».

    Le commando armé, habillé en militaires, s’était introduit à l’intérieur de l’hôtel, construit sur une colline faisant face à la mer. Souvent peu occupé, voire quasi désert, le Pearl Continental accueille généralement des officiels pakistanais de passage ou des étrangers, surtout des cadres chinois, travaillant à la construction d’un port en eau profonde qui doit être l’un des maillons des « nouvelles routes de la soie » promues par Pékin. Le premier ministre pakistanais, Imran Khan, a condamné l’attaque, considérant qu’elle voulait « saboter [les] projets économiques et [la] prospérité » du pays.

    Le symbole est fort. Gwadar doit devenir le point d’ancrage sur la mer du Corridor économique Chine-Pakistan (CPEC), dans lequel Pékin a prévu d’investir 55 milliards d’euros pour relier la province occidentale chinoise du Xinjiang et la mer d’Arabie. En 2018, le responsable du développement portuaire de Gwadar, Dostain Jamaldini, indiquait au Monde « qu’en 2014, la ville n’était encore qu’un village de pêcheurs mais en 2020-23, nous disposerons de 2,6 kilomètres de quais capables de recevoir cinq cargos, et dans vingt ans, ce sera l’un des principaux ports du monde ».

    Pour l’heure, en dépit de l’inauguration, au printemps 2018, par le premier ministre pakistanais d’alors, de plusieurs bâtiments construits par les Chinois dans la zone franche qui longe le port, l’activité demeure très faible.

    #OBOR #One_Belt_One_Road

  • GRAIN — The Belt and Road Initiative: Chinese agribusiness going global
    https://www.grain.org/article/entries/6133-the-belt-and-road-initiative-chinese-agribusiness-going-global

    One of the world’s biggest e-commerce companies, Beijing-based JD.com, says it will soon be able to deliver fruit from anywhere in the world to the doorsteps of Chinese consumers within 48 hours. It takes highly integrated global infrastructure—connecting farms to warehouses to transportation to consumers—to achieve a goal like this. China’s new mega-infrastructure plan, the Belt and Road Initiative (BRI), will help make JD.com’s vision a reality. It will also increase the concentration of global food production and distribution, potentially pushing small-scale farmers, fisherfolk, forest peoples and rural communities further to the margins. There are also serious concerns that BRI could worsen land grabs, human rights abuses, indebtedness, and environmental and health impacts in target countries.

    Pas encore regardé #obor #BRI #Chine #commerce #agroindustrie #route_de_la_soie #nouvelle_route_de_la_soie

  • La Cina e il nuovo ordine euro-asiatico

    Sin dal 2013, quando il Presidente cinese #Xi_Jinping ne delineò gli obiettivi, l’iniziativa ormai nota come “Nuova Via della Seta” o “#One_Belt_One_Road” (OBOR) è rapidamente divenuta fulcro della politica estera della Cina in Eurasia e a livello globale e simbolo dell’inedito attivismo di Pechino sulla scena internazionale. Dopo cinque anni, l’iniziativa mantiene il suo appeal, nonostante i rischi intrinseci ad un così vasto progetto, le difficoltà interne ed esterne alla Cina e lo scetticismo di molti paesi coinvolti.

    L’idea cinese di “riconnessione infrastrutturale e logistica” di uno spazio geografico ma anche politico enorme e variegato com l’Eurasia, in effetti, sembra essere l’unica “grande visione” apparentemente in grado di offrire nuovo slancio all’economia globale in tempi di nazionalismo economico-politico, ripresa incerta e crisi diffuse. Si tratta non soltanto di un ambizioso progetto infrastrutturale, ma in effetti di una strategia transregionale di co-sviluppo industriale ed economico: la regione interessata si estende dalle frontiere continentali della Cina fino alle economie in via di sviluppo della cintura afro-asiatica. Ad oggi, questa macro-area rappresenta (insieme ad alcune regioni interne dell’Africa) l’ultimo grande spazio “disconnesso” dell’economia globale; al contempo, però, è territorialmente contiguo ai grandi poli di crescita economica e demografica dell’Asia costiera.

    L’iniziativa è dichiaratamente non egemonica e aperta a tutti i paesi interessati. Pechino ha finora impegnato intorno ai 500 miliardi di dollari nella OBOR, suddivisi fra isituzioni nazionali come il Silk Road Fund e la China Export-Import Bank, nuove istituzioni multilaterali regionali come la Banca Asiatica di Investimenti nelle Infrastrutture (AIIB) e linee di credito delle banche cinesi.

    La OBOR e le istituzioni ad essa legate non rappresentano, tuttavia, né un nuovo piano Marshall, né tantomeno un coerente disegno di graduale assunzione, da parte della Cina, dei compiti di garante di un ordine economico mondiale liberale. Un ordine aperto – e perciò contrario a chiusure nazionalistiche e protezionistiche – come alcuni teorici dell’ordine liberale sembrano sperare, e altri sembrano temere. Essa si iscrive, a converso, nel vasto piano di “ringiovanimento nazionale” che il Presidente Xi ha posto, come in altri suoi interventi, al centro del suo discorso al 19° Congresso del Partito, in ottobre.

    In effetti, la logica della OBOR appare complessa e si muove su piani molteplici: deve essere essenzialmente definita come una risposta proattiva della leadership cinese a cambiamenti strutturali di breve e di lungo periodo, interni ed esterni al Paese. Vi sono almeno tre dimensioni: domestico/macro-economica, geo-economico/geopolitica continentale, e sistemico/globale. Le tre dimensioni sono legate e si rafforzano reciprocamente.

    In termini domestici e macroeconomici, vengono spesso identificate questi fattori chiave nel lancio della OBOR: la Cina, grazie alle misure di stimolo all’economia approvate dopo il crack di Lehman Brothers (all’inizio della crisi), ha generato sovraccapacità nell’industria pesante, sopratuttto dell´acciaio e del cemento; di conseguenza, le banche hanno accumulato enorme liquidità, mentre a livello interno i consumi interni crescevano d’importanza fino a diventare determinanti nell’economia nazionale. Dunque, l’iniziativa sarebbe strumento funzionale a canalizzare sovraccapacità produttive verso i mercati esteri e l’eccesso di liquidità in un grande progetto infrastrutturale.

    Se questa spiegazione aiuta a cogliere la logica contingente della OBOR non ne spiega, tuttavia, le origini strutturali. Esse sono da ricercarsi nell´impulso dato sin dall´inizio degli anni 2000 ad una graduale ma sostenuta trasformazione nel sistema produttivo del paese. Si è deciso di cambiare la geografia economica cinese per ridurre il gap di sviluppo regionale e per combattere i rischi di destabilizzazione nella regione orientale di confine dello Xijninang. Tale sforzo di trasformazione ha creato poli di crescita e produzione nelle regioni centrali e centro-occidentali, in città come Chengdu, Chongqing e più recentemente Urumqi e Kashgar, ed è stato accompagnato dallo sviluppo massiccio della rete stradale e ferroviaria necessaria a collegare questi centri con le coste e con il resto del Paese.

    Allargando lo sguardo all’intero spazio euro-asiatico, il mutamento nella geografia economica del paese ha anche prodotto conseguenze geopolitiche e geoeconomiche profonde. Pechino è oggi è in grado di pianificare la creazione non solo di vie di trasporto continentali ma di una serie di corridoi multimodali terra-mare alternativi alle sole vie marittime, che finora restano sotto il controllo stringente della marina americana. L’Europa diventa così raggiungibile per nuove rotte che sostituiscono parzialmente o totalmente le vecchie. Inoltre, si allarga il ventaglio dei partner commerciali: Pechino si garantisce non solo una diversificazione delle forniture energetiche ma soprattutto l´accesso ai futuri mercati collocati lungo la cintura meridionale dell´Eurasia, dal Sud-Est asiatico e dall’India a Turchia, Iran e Medio Oriente, sino al Corno d´Africa e al Nordafrica

    Infine, le trasformazioni innescate dalla OBOR all’interno dei confini cinesi e nel continente asiatico, e le nuove opportunità geopolitiche apertesi per Pechino hanno prodotto effetti sistemici: per la dimensione stessa dello spazio interessato e per il peso economico, demografico e geografico della Cina, l’iniziativa è di fatto il primo organico passo verso un ordine globale post-Occidentale. A questo passo, tuttavia, la stessa Cina sembra non ancora pronta.

    In effetti, ciascuna delle tre dimensioni presenta rischi per Pechino, che aumentano proporzionalmente al crescere e al concretizzarsi del progetto OBOR.

    A livello interno, un ulteriore rallentamento della crescita, una crisi del sistema bancario o un crollo dei prezzi dei terreni rappresentato tutti elementi che potrebbero seriamente mettere a rischio la stabilità e la nuova dottirna della “crescita normale” sulla quale si basa la legittimità della leadership cinese. Un simile scenario avrebbe ripercussioni dirette sulla OBOR.

    In termini geopolitici, la Cina è dipendente dalle relazioni con una vasta rete di paesi e aree che hanno, in diversa forma e grado, ragioni di temere o di guardare con sospetto l’iniziativa cinese: tra questi c’è l’Europa, e naturalmente anche gli Stati Uniti – osservatori esterni interessati.

    Inoltre, la riconnessione dell’Eurasia è un processo che precede e trascende i piani cinesi. Essa trova la sua origine nelle trasformazioni che negli ultimi quindici anni hanno visto moltiplicare i legami commeraciali all’interno dell’Asia ed emergere nuovi e autonomi centri di potenza economica. Gli attori principali dell´Eurasia – dalla Russia alle medie potenze turca e iraniana, dagli stati centro-asiatici, abili a bilanciare gli interessi concorrenti delle grandi potenze, all’India, sino all’insulare Giappone – si stanno riposizionando e attrezzando per affrontare la sfida lanciata da Pechino. Questi paesi non negano la validità del concetto di una riconnessione continentale, ma lo concepiscono attraverso proprie strategie, contromisure e nuovi assi, come quello tra Giappone e India o quello all’interno del Sud-Est asiatico (paesi ASEAN).

    Dagli altri player continentali non solo dipende il successo dei programmi infrastrutturali, ma anche l’emergere di un distinto ordine euro-asiatico. Le istituzioni liberali occidentali sono chiaramente insufficienti a “coprire” la portata del cambiamento in corso, ma ad esso manca anche – per il momento – una cornice alternativa definita, politica e di regole condivise.

    In questo quadro, l’iniziativa #OBOR (e le istituzioni create quale suo corollario) colgono la natura diffusa, interconnessa, fluida, non istiuzionalizzata, al contempo competitiva e cooperativa, del nuovo sistema globale. Ne individua e ne coglie correttamente strumenti e palcoscenico d’azione: commercio, sviluppo economico e connettività anche fra aree sino ad ora ai margini del sistema economico globale. In tal modo, la OBOR posiziona la Cina al centro dei nuovi assetti, con i suoi interessi, la sua forza e le sue chiare priorità nazionali. Tuttavia, per questa stessa ragione, non è ancora in grado di offrire la prospettiva di un ordine – concetto ancora più complesso rispetto a un sistema – accettato e condiviso da tutti gli attori co-protagonisti dei processi in atto. E’ questa la sfida più grande per Pechino negli anni a venire.

    https://www.aspeniaonline.it/la-cina-e-il-nuovo-ordine-euro-asiatico

    #Chine #cartographie #visualisation #nouvelle_route_de_la_soie #route_de_la_soie
    ping @simplicissimus @reka

  • The #Belt_and_Road_Bubble Is Starting to Burst – Foreign Policy
    https://foreignpolicy.com/2018/06/27/the-belt-and-road-bubble-is-starting-to-burst

    China’s hasty international investments are beginning to drag down its own economy.

    Autre article de fond. Les énormes – et risqués – investissements chinois en Afrique vont peser (pèsent…) sur l’économie chinoise.

    L’exemple de la #Sicomines (Sino-Congolaise des Mines) en RDC, République démocratique du #Congo.

    #OBOR #OBOR_Bubble

  • On China’s New Silk Road, Democracy Pays A Toll – Foreign Policy
    http://foreignpolicy.com/2018/05/16/on-chinas-new-silk-road-democracy-pays-a-toll

    To understand how the #Belt_and_Road Initiative can threaten human rights and good governance, consider first how its projects are financed.To understand how the Belt and Road Initiative can threaten human rights and good governance, consider first how its projects are financed. Thus far, China has largely favored loans over grants. It is not a member of the Paris Club of major creditor nations, and it has shown little inclination to adhere to internationally recognized norms of debt sustainability, such as the sovereign lending principles issued by the United Nations Conference on Trade and Development. At the same time, many of the recipient countries participating in the project lack the capability to assess the long-term financial consequences of China’s loans — or they may simply accept them, assuming the bills will come due on a future government’s watch.

    Ballooning, unsustainable debt is the predictable result. Sri Lanka, where in 2017 some 95 percent of government revenue went to debt repayment, represents the best-known example of Belt and Road’s negative impact on a country’s balance sheet. But Sri Lanka is only the most prominent case; a recent study by the Center for Global Development identified eight countries — Djibouti, the Maldives, Laos, Montenegro, Mongolia, Tajikistan, Kyrgyzstan, and Pakistan — that are at particular risk of debt distress due to future Belt and Road-related financing.
    […]
    China’s planned development of a “#new_digital_Silk_Road ” has received comparatively less attention than other elements of the initiative but is equally troubling. China’s digital blueprint seeks to promote information technology connectivity across the Indian Ocean rim and Eurasia through new fiber optic lines, undersea cables, cloud computing capacity, and even artificial intelligence research centers. If realized, this ambitious vision will serve to export elements of Beijing’s surveillance regime. Indeed, Chinese technology companies already have a track record of aiding repressive governments. In Ethiopia, likely prior to the advent of Belt and Road, the Washington Post reports that China’s ZTE Corporation “sold technology and provided training to monitor mobile phones and Internet activity.” Today, Chinese tech giant Huawei is partnering with the government of Kenya to construct “safe cities” that leverage thousands of surveillance cameras feeding data into a public security cloud “to keep an eye on what is going on generally” according to the company’s promotional materials. Not all elements of China’s domestic surveillance regime are exportable, but as the “New Digital Silk Road” takes shape, the public and online spaces of countries along it will become less free.
    […]
    States financially beholden to China will become less willing to call out Beijing’s domestic human rights abuses, for instance, and less eager to object to its foreign-policy practices. This dynamic is already playing out within the European Union. In mid-2017, for the first time, the EU failed to issue a joint condemnation of China at the U.N. Human Rights Council. Greece, which had recently received a massive influx of Chinese investment into its Port of Piraeus, scuttled the EU statement.

    #OBOR

  • Un premier train rallie Anvers à la Chine en empruntant la route de la soie ferroviaire - Le Soir

    http://www.lesoir.be/156382/article/2018-05-12/un-premier-train-rallie-anvers-la-chine-en-empruntant-la-route-de-la-soie

    Un premier train est arrivé samedi au port d’Anvers via la route de la soie ferroviaire mise en place pour relier la Chine à la Métropole. « Nous travaillons depuis longtemps à ce projet de liaison directe et c’est donc une étape importante de notre relation commerciale avec la Chine », a déclaré le CFO (directeur financier) du port d’Anvers, Luc Arnouts.

    #chine #route-de_la-soie

  • EU suspects tax fraud at China’s new gateway to Europe
    https://www.reuters.com/article/us-china-beltandroad-piraeus-exclusive/eu-suspects-tax-fraud-at-chinas-new-gateway-to-europe-idUSKBN1HR2LT

    European Union and Italian authorities are investigating suspected wide-scale tax fraud by Chinese criminal gangs importing goods via Greece’s largest port of Piraeus, a trade gateway between China and Europe, officials said.

    The VAT is completely evaded, with enormous damage to the national tax authorities and to the community,” Fabio Botto, of the Italian Central Anti-fraud Office’s special investigative unit, said in an interview.

    He said the suspected scam at Piraeus, part of China’s vast Belt and Road infrastructure project, had cost Italy tens of millions of euros in unpaid value-added taxes (VAT), though the total could be far higher as the investigation was not over.

    The European Anti-Fraud Office (OLAF) confirmed it was working with Italy on the investigation but declined to give details, citing confidentiality.

    #OBOR #mafia_chinoise #fraude_à_la_TVA

  • Les Émirats chassés de Somalie ?
    http://www.presstv.com/DetailFr/2018/02/28/553877/Corne-de-lAfrique-Les-Emirats-jouent-de-malheur

    Je serais à la place de MBS, je leur dirais de faire une coalition pour attaquer le Somalie et Djibouti.

    Et pourquoi pas l’Ethiopie, si j’en crois l’article arabe dont je mets le lien. @simplicissimus, ça a l’air super compliqué, et je te sens plus motivé que moi sur le sujet ;-)

    http://thenewkhalij.news/%D8%B3%D9%8A%D8%A7%D8%B3%D8%A9/%D8%A7%D9%84%D8%B5%D9%88%D9%85%D8%A7%D9%84-%D8%A7%D9%84%D8%A7%D8%AA%D)

    #fret_maritime #corne_de_l'afrique #émirats

    • Pouf, pouf !

      Deux choses distinctes, si je comprends bien. Mais pas tant que ça…

      • base navale à Berbera
      ça coince entre les EAU et le Somaliland. Pb, de qui s’agit-il Divers Marine Contracting LLC (citée dans l’article) est présente à Dubaï, à Abou Dhabi c’est Diver Marine Contracting LLC, à Sharjah (Head Office), Diver Shipping & Cargo and Ship Maintenance LLC, le tout dans un groupe du nom de Divers Group LLC (dont la (délicieuse) devise est Consider it done
      http://www.divers-marine.com/global-presence.html
      Ce même site mentionne une filiale dans la corne de l’Afrique, mais c’est à Bosasso au Puntland, donc en Somalie…

      Le litige porte sur une liaison routière Berbera-Wajale (à la frontière avec l’Éthiopie, sur la route vers Djidjiga, Harar (ô mânes de Rimbaud…) et (loin…) Addis-Abeba.

      • développement du port de Berbera
      Accord tripartite hier, jeudi, pour un projet de développement conjoint avec DP World aux manettes (filiale du fonds souverain Dubai World) avec 51%, le Somaliland (30%) et l’Éthiopie (19%)

      DP World Signs Agreement with Ethiopia, Somalia to Develop Port of Berbera | Asharq AL-awsat
      https://aawsat.com/english/home/article/1191896/dp-world-signs-agreement-ethiopia-somalia-develop-port-berbera
      https://www.youtube.com/watch?v=V6Q5tbitEXY

      Dubai’s state-owned DP World said on Thursday the Ethiopian government had taken a 19 percent stake in Somaliland’s Port of Berbera. The port operator said it would retain a 51 percent stake in the port and that Somaliland would retain 30 percent.

      DP World Group chairman and CEO Sultan Bin Sulayem lauded the strategic partnership, and stressed the role of partnerships between the public and private sectors in accelerating the pace of economic growth of countries.

      Bin Sulayem, said: “I am so excited about the prospects of working with the Ethiopian government. Ethiopia is home to approximately 110 million people."

      Accord dénoncé dès le lendemain par la Somalie (qui ne reconnait pas l’indépendance du Somaliland, pas plus qu’aucun autre pays d’ailleurs…)

      • MAIS…
      l’accord pour la base navale (février 2017) parlait (déjà…) de DP World (et on ne touche pas un mot de la liaison routière)

      Les Emirats arabes unis s’offrent une nouvelle base navale au Somaliland - RFI (article du 13/02/17, modifié (?) le 13/11/17…)
      http://www.rfi.fr/afrique/20170213-emirats-arabes-unis-base-navale-militaire-somaliland

      Les Émirats arabes unis (EAU) avaient déjà une base navale en Érythrée, ils en auront bientôt une seconde au Somaliland. Le Parlement de cette république auto-proclamée vient de lui donner son feu vert, en tout cas. Cette base doit renforcer la présence des Émirats dans la Corne de l’Afrique.

      Les EAU et le Somaliland sont sur le point de signer un bail de 25 ans. En 2042, donc, la base navale et aérienne deviendra la propriété du gouvernement de cette république auto-proclamée.

      En contrepartie, DP World, basé à Dubaï, troisième opérateur portuaire au monde, s’est engagé à agrandir le port de Berbera à l’horizon 2019 et à le gérer pendant 30 ans. Un contrat d’une valeur de plus de 400 millions d’euros.

      Ce port de commerce, l’un des rares en eau profonde de la Corne de l’Afrique, devrait renforcer le rôle économique de Berbera. L’Éthiopie s’en réjouit déjà, elle qui n’a aucun accès à la mer. Berbera est encore plus près d’Addis-Abeba que ne l’est Djibouti.

      Quant à la future base navale de Berbera, elle pourrait jouer un rôle stratégique dans la région. Il est probable que les EAU s’en servent dans le conflit qui, de l’autre côté de la mer Rouge, oppose le gouvernement du Yémen aux Houthis.

      Les Émirats, qui soutiennent Aden, utilisent déjà Assab, leur base en Erythrée, ou des avions de combat, y compris des Mirages, ont été déployés, selon la presse spécialisée. Pour la base d’Assab aussi, c’était du donnant-donnant. Pour s’y installer, les Émirats se sont engagés à moderniser l’aéroport d’Asmara.

      • Quant à Djibouti et Doraleh, on n’est pas sorti de l’auberge… le conflit est déjà ouvert, après un premier échec pour obtenir une renégociation en 2014, l’Assemblée nationale djiboutienne a passé une loi en novembre 2017 demandant la révision des contrats à caractère stratégique…

      Djibouti en conflit avec DP World sur le port de Doraleh - RFI (article du 24/02/18, modifié le 25/02/18)
      http://www.rfi.fr/afrique/20180224-djibouti-conflit-dp-world-port-doraleh-dubai

      Nouvelle escalade dans le conflit qui oppose le gouvernement de Djibouti à l’exploitant portuaire de l’émirat de Dubaï, DP World. Djibouti a repris la gestion du terminal de conteneur de Doraleh au nom des intérêts de la nation. Un conflit lourd de conséquences pour l’approvisionnement des pays de la Corne de l’Afrique.

      Le gouvernement de Djibouti a résilié le contrat de concession attribué à DP World en 2006 et repris la gestion directe du terminal portuaire de Doraleh, au nom de la souveraineté de l’Etat et des intérêts supérieurs de la nation. Et ce, de manière totalement illégale, selon Dubaï Ports World, l’un des plus grands gestionnaires d’installations portuaires au monde.

      DP World entend donc bien ne pas en rester là et a engagé une procédure devant la cour d’arbitrage international de Londres. Une cour qui s’est déjà prononcée en faveur du consortium de Dubaï dans le passé, quand Djibouti en 2014 avait déjà remis en cause le contrat qui les liait. Djibouti accusait l’opérateur portuaire d’avoir versé des pots-de-vin pour obtenir la concession de 50 ans.

      Ce conflit est lourd de conséquences et pas seulement pour les deux protagonistes, car le port en litige approvisionne les pays de la Corne de l’Afrique. Au premier rang desquels l’Ethiopie, dépourvue de façade maritime, qui dépend à 90% de ce port pour ses échanges commerciaux.

      • Cette dernière péripétie n’a en tous cas pas l’air d’avoir entamé l’optimisme de M. Bin Sulayem, comme on peut le voir sur la vidéo et qui doit certainement compter sur un arbitrage international favorable.
      De plus, avec Assab en Érythrée, Doraleh à Djibouti et Berbera au Somaliland, où les EAU disposent (ou vont disposer) de facilités, Djibouti va entrer en concurrence avec ses voisins pour garder son rôle de porte d’accès de et à l’Éthiopie. Pour le moment, il a l’avantage de la liaison ferroviaire toute neuve (et chinoise) reliant Djibouti à Addis Abeba.

      liaison inaugurée le 5 octobre 2016 et qui vient tout juste de commencer ses opérations commerciales, le 1er janvier 2018 (enfin, il paraît…)
      Chinese-built Ethiopia-Djibouti railway begins commercial operations - Xinhua | English.news.cn (article du 1er janvier 2018)
      http://www.xinhuanet.com/english/2018-01/01/c_136865306.htm

      The Chinese-built 756-km electrified rail project connecting landlocked Ethiopia to Djibouti officially started commercial operations on Monday with a ceremony held in Ethiopia’s capital Addis Ababa.

      Contracted by two Chinese companies, the first 320 km of the rail project from Sebeta to Mieso was carried out by the China Rail Engineering Corporation (CREC), while the remaining 436 km from Mieso to Djibouti port section was built by the China Civil Engineering Construction Corporation (CCECC).

      Bref, grandes manœuvres et compagnie. Ajoutes à cela ce qui se passe de l’autre côté de la Porte des Lamentations

      Enfin, tu remarqueras que tous les pays cités sont hautement démocratiques et connus pour la transparence de leurs décisions d’investissement…

    • A Djibouti, « la Chine commence à déchanter »
      http://www.lemonde.fr/afrique/article/2018/02/05/a-djibouti-la-chine-commence-a-dechanter_5252153_3212.html


      Le président djiboutien Ismaïl Omar Guelleh (à gauche) et le président chinois Xi Jinping, à Pékin, le 23 novembre 2017.
      Jason Lee / AFP

      Le torchon est-il en train de brûler ? Les entreprises chinoises qui espéraient décrocher des contrats dans la zone commencent à déchanter. Ainsi, les travaux des deux nouveaux aéroports confiés à China Civil Engineering Construction Corporation (CCECC) sont remis en cause. Celui d’Ali Sabieh, la deuxième ville de Djibouti, devait compter deux pistes d’atterrissage, avec la capacité de traiter 600 000 tonnes de fret par an. Le second devait quant à lui desservir le détroit de Bab Al-Mandeb, une zone stratégique pour le commerce international et pour la Chine.

      Mais les deux contrats signés par CCECC en janvier 2015 ont été brutalement remis en cause. La raison de la brouille n’est pas claire, personne ne souhaitant évidemment commenter, ni côté chinois, ni côté djiboutien. Electricité, transport, logistique… Les contrats sont tous plus ou moins remis en cause les uns après les autres, et rien n’est vraiment acquis pour les entreprises chinoises, qui apprennent sur le terrain la dure réalité des négociations dans une zone rongée par la corruption et les conflits politiques.

      Selon Africa Intelligence, l’exaspération des Chinois a atteint son comble lorsque le président Ismaïl Omar Guelleh est revenu sur sa promesse de leur laisser le monopole des zones franches dans le pays, ouvrant ainsi le jeu à des groupes indiens et émiratis. Une concurrence que vit très mal Pékin, qui pensait écraser tout le monde grâce à sa puissance militaire et financière et à ce fameux « partenariat stratégique ». Mais le jeu national est beaucoup plus complexe.

      Remarques :
      • le président Guelleh s’est rendu en Chine après le vote de l’Assemblée demandant le réexamen des contrats. Il a dû s’y faire sonner les cloches. Ce qui n’a, apparemment, pas empêché la remise en cause des contrats…
      • vu les articles qui précèdent, il se pourrait qu’il ait alors (ou un peu avant) découvert que le contrat de concession de DP World (de 2006, pour une durée de 30 ans) lui interdisait de confier d’autres zones portuaires à des tiers. Or, #OBOR, l’initiative stratégique des nouvelles routes de la soie a de grandes chances de comprendre un terminal multimodal à Djibouti.
      • or, c’est la Chine qui finance le développement de Doraleh, terminal multimodal dont la gestion est confiée à DP World, ainsi que Damerjog, spécialisé dans le bétail. J’imagine qu’elle y verrait bien un opérateur… chinois.

      Djibouti Starts Construction of Two Major Ports | World Maritime News
      (article de septembre 2013 où l’on retrouve Bin Sulayem, à l’époque former CEO de DP World)
      https://worldmaritimenews.com/archives/93197/djibouti-starts-construction-of-two-major-ports

      Djibouti President, Ismail Omar Guelleh, officially launched the construction of the Damerjog livestock port in Arta district and the multipurpose Doraleh port on Sunday.

      Also present was Somali Prime Minister, Abdi Farah Shirdon who was on an official visit to Djibouti, the former chief executive officer of Dubai’s DP World, Sultan Ahmed Bin Sulayem, and representatives from Ethiopia and South Sudan.

      Construction of the two ports is being funded by the China Merchants Group.

    • Pour La Tribune, à propos des développements récents à Djibouti (article du 24/02/18) parle des investissements de DP World et d’une durée de 50 ans pour la concession…

      Djibouti : le gouvernement rompt le contrat de l’exploitant portuaire DP World
      https://afrique.latribune.fr/politique/gouvernance/2018-02-24/djibouti-le-gouvernement-rompt-le-contrat-de-l-exploitant-portuair

      Le contentieux entre Djibouti et DP World remonte à 2014, suite à la plainte déposée contre l’opérateur portuaire émirati, dont le capital est détenu majoritairement par le gouvernement de Dubaï. Une action en justice justifiée par des accusations de paiements illégaux pour obtenir une concession portuaire d’une durée de 50 ans pour le Doraleh Container Terminal. Pour le cabinet présidentiel djiboutien, le contrat aurait pris fin après l’échec de la résolution du différend entre les deux parties survenu en 2012.

      Pour l’heure, les autorités djiboutiennes n’ont donné aucun détail sur la nature du différend qui les oppose à DP World, tout en rappelant que la décision de résilier l’accord de gestion vise à protéger la souveraineté nationale et l’indépendance économique du pays. Cette décision du président Guelleh a de fortes chances de mettre terme au contrat de concession signé en 2006. Le terminal a pour rappel connu son démarrage effectif en 2008.

      DP avait investi 400 millions de dollars pour la construction du terminal qui était géré par le Doraleh Container Terminal, détenu à hauteur de 66% par l’autorité portuaire djiboutienne et à 33% par l’opérateur émirati. La collaboration entre les deux partenaires se tend en 2015, lorsque le gouvernement djiboutien accuse DP World d’avoir versé des commissions occultes de plusieurs millions de dollars à Abdourahman Boreh, qui était à la tête de l’Autorité des ports et zones franches entre 2003 et 2008.

      L’entreprise est également accusée de fraude fiscale et de détournement de fonds publics. La procédure de résiliation lancée dans la foulée par Djibouti sera déboutée à Londres en février 2017. En réaction, le gouvernement Guelleh mettra en place une loi votée en octobre dernier, lui permettant de résilier unilatéralement des contrats publics liés à la réalisation de grandes infrastructures au nom de la souveraineté du pays.

      « Il convient de noter que le Doraleh Container Terminal sera désormais sous l’autorité de la Doraleh Container Terminal Manangement Company qui appartient à L’Etat », précise le communiqué du cabinet présidentiel.

      Bref, ça castagne dur et les Chinois ne sont pas réputés être tendres en affaire…

    • @simplicissimus : Heureusement, c’est plus calme dans la corne de la France ! Merci d’avoir débrouillé ce très gros sac de noeuds dont je n’imaginais même pas à quel point il était complexe. Le tout dernier lien sur le missile chinois est réjouissant si on peut dire...

    • Le nouvel exploitant (tout récemment devenu public…) du terminal de Doraleh fait affaire avec les singapouriens.

      Djibouti Signs New Container Terminal Deal – gCaptain
      http://gcaptain.com/djibouti-signs-new-container-terminal-deal

      Djibouti’s Doraleh Container Terminal Management Company has signed a deal with Singapore-based Pacific International Lines (PIL) to raise by a third the amount of cargo handled at the port, the country’s Ports and Zones Authority said on Tuesday.

    • Djibouti says its container port to remain in state hands
      https://www.reuters.com/article/us-djibouti-port/djibouti-says-its-container-port-to-remain-in-state-hands-idUSKCN1GQ1IB

      Djibouti’s container port will remain in state hands as the government seeks investment, a senior official said on Wednesday in comments likely to reassure Washington where lawmakers say they fear it could be ceded to China.

      The Doraleh Container Terminal is a key asset for Djibouti, a tiny state on the Red Sea whose location is of strategic value to countries such as the United States, China, Japan and former colonial power France, all of whom have military bases there.

      Djibouti last month terminated the concession of Dubai’s state-owned DP World to run the port, citing a failure to resolve a six-year contractual dispute.

      The cancellation accelerated diplomatic competition in Djibouti and renewed concerns in a number of capitals that other nations could use it to strengthen their influence.

      The port would remain “in the hands of our nation” as the government seeks new investors, said Djibouti’s Inspector General Hassan Issa Sultan, who oversees infrastructure for President Ismail Omar Guelleh.

      There is no China option and no secret plans for the Doraleh Container Terminal,” he told Reuters in an interview. “The port is now 100 percent managed by the state.

      The top U.S. general for Africa told U.S. lawmakers last week the military could face “significant” consequences should China take control of the terminal. Lawmakers said they had seen reports that Djibouti had seized control of the port to give it to China as a gift.

    • Et encore un nouveau terminal de containers à Doraleh, mais cette fois-ci avec… la France !
      … et Djibouti va (unilatéralement…) racheter les parts de DP World dans le premier terminal de Doraleh.

      Djibouti plans new container terminal to bolster transport hub aspirations
      https://uk.reuters.com/article/uk-djibouti-port/djibouti-plans-new-container-terminal-to-bolster-transport-hub-aspiratio

      The new container terminal project could break ground as early as September with construction expected to take 24 months, Hadi said, speaking on the sidelines of the Africa CEO Forum in Abidjan, Ivory Coast.

      We are going to build DICT, Doraleh International Container Terminal. This is a new plan,” he said. “We are in discussions with #CMA_CGM._

      The port authority was not in talks with any other potential partners, he said. Shipping group CMA CGM declined to comment.
      […]
      Meanwhile, Hadi said the port authority was ready to end a dispute with DP World over its cancellation of a concession contract for another facility, the Doraleh Container Terminal, by buying out DP World’s 33 percent stake.

      Djibouti ended the contract with the Dubai state-owned port operator last month, citing a failure to resolve a dispute that began in 2012.

      DP World has called the move illegal and said it had begun proceedings before the London Court of International Arbitration, which last year cleared the company of all charges of misconduct over the concession.

      “_We are prepared to pay them their 33 percent of shares,” Hadi said. “There is no need for arbitration. We are going to buy their shares.

      Ce qui semble du pur #wishful_thinking.

      Par ailleurs, à force de fricoter avec tout le monde, il va bien finir par arriver un accident dans cette zone hyper stratégique.

      Genre un missile « houthi » (?) qui s’égarerait et franchirait les quelques 120 km de Bab el Mandeb (et baie de Tadjoura) séparant l’île de Perim du palais présidentiel de Djibouti…

      Encore un coup des Persans et de leurs copains Chinois…

  • Australia, U.S., India and Japan in talks to establish Belt and Road alternative: report
    https://www.reuters.com/article/us-china-beltandroad-quad/australia-u-s-india-and-japan-in-talks-to-establish-belt-and-road-alternati

    Australia, the United States, India and Japan are talking about establishing a joint regional infrastructure scheme as an alternative to China’s multibillion-dollar Belt and Road Initiative in an attempt to counter Beijing’s spreading influence, the Australian Financial Review reported on Monday, citing a senior U.S. official.

    The unnamed official was quoted as saying the plan involving the four regional partners was still ”nascent“ and ”won’t be ripe enough to be announced“ during Australian Prime Minister Turnbull’s visit to the United States later this week.

    The official said, however, that the project was on the agenda for Turnbull’s talks with U.S. President Donald Trump during that trip and was being seriously discussed. The source added that the preferred terminology was to call the plan an “alternative” to China’s Belt and Road Initiative, rather than a “rival.”

    #OBOR

  • Senior Chinese shipping executive shot dead in Pakistan
    https://www.reuters.com/article/us-pakistan-china-shooting/chinese-shipping-employee-shot-dead-in-pakistans-city-of-karachi-idUSKBN1FP

    A senior Chinese shipping company executive was shot dead in the violence-plagued Pakistani financial hub of Karachi on Monday in what police described as a targeted attack.

    While there was no claim of responsibility and the motive was not immediately clear, China in December warned its nationals in Pakistan of plans for imminent attacks on Chinese targets.

    China’s presence is growing in Pakistan as Beijing has pledged $57 billion for the China-Pakistan Economic Corridor, a flagship “Belt and Road” project that first focused on Chinese firms building roads and power stations but is now expanding to include setting up industries.

    The man, identified as Chen Zhu, 45, was in his car when he was attacked in an upmarket area of the port city of Karachi.

    At least 10 shots were fired at the car and Chen suffered a single bullet wound in the head, police said.

    The incident appears to be targeted attack, (it) doesn’t look like a mugging,” Azad Khan, deputy inspector general of Karachi’s south zone, told Reuters.

    Chen was the Pakistan general manager of Cosco Shipping Lines Co, a company spokeswoman said, adding that the cause of the attack was unclear.

    #OBOR

  • La #Route_de_la_soie_polaire agite les esprits, ici un point de vue atypique (poutino-maoïste ?) : que les É.-U. commencent par signer la Convention des Nations Unies sur le Droit de la Mer…

    Don’t Fear China’s Arctic Takeover - Bloomberg
    https://www.bloomberg.com/view/articles/2018-01-30/don-t-fear-china-s-arctic-takeover


    (illustration personnelle récupérée là http://www.laboiteverte.fr/la-terre-en-vue-polaire-par-la-chine )

    Last week, China said it plans to build a “#Polar_Silk_Road” that will open shipping lanes across the largely pristine region at the top of the world. It’s an ambitious idea for a country that lacks an Arctic border, and it has raised concerns around the world about China’s ultimate intentions and its capacity for environmental stewardship. Although these are reasonable worries, they’re almost certainly overblown.

    In theory, melting Arctic ice will create a significant economic opportunity. By one account, the region holds 22 percent of the world’s oil and gas reserves. As the ice recedes due to climate change, those reserves will be easier to mine. As new shipping lanes open, they should also be easier to transport. A cargo vessel going from Shanghai to Rotterdam via the Northwest Passage, rather than through the Panama Canal, will shave 2,200 miles off its journey. Already, some 900 Arctic infrastructure projects are at various stages of development.

    To be sure, most won’t get anywhere. It’s hard to predict exactly how and where polar ice will melt. Some hoped-for shipping lanes may not open until the 2070s, and those routes that have already opened are unlikely to support profitable shipping businesses, thanks to their remoteness and the high cost of insurance. In 2016, only 19 vessels traversed the Northern Sea Route between Asia and Europe — hardly evidence of an Arctic “gold rush” or competition for the Panama Canal.
    […]
    With that in mind, clearer rules and stronger institutions are still needed. For starters, the U.S. should set an example by finally ratifying the #United_Nations_Convention_on_the_Law_of_the_Sea, the treaty governing the oceans. In doing so, it would gain more influence in discussions over the Arctic, and help ensure that disputes in the region’s international waters can be resolved in an orderly way. Additionally, the #Polar_Code, which regulates cargo vessels and cruise ships in the area, should be extended to fishing boats, which arguably pose the greatest risk to Arctic ecosystems. Finally, it would make sense to establish an international scientific body — perhaps modeled on the North Pacific Marine Sciences Organization — that could provide timely information on the Arctic’s environment and fish stocks.

    #UNCLOS #Montego_Bay
    #OBOR

  • China unveils plan for ’Polar Silk Road’ across the Arctic | The Independent
    http://www.independent.co.uk/news/world/asia/china-polar-silk-road-arctic-xi-jinping-shipping-global-warming-a8178

    China has outlined its ambitions to extend President Xi Jinping’s signature Belt and Road Initiative to the Arctic by developing shipping lanes opened up by global warming.

    Releasing its first official Arctic policy white paper, China said it would encourage enterprises to build infrastructure and conduct commercial trial voyages, paving the way for Arctic shipping routes that would form a “#Polar_Silk_Road”.

    China hopes to work with all parties to build a ’Polar Silk Road’ through developing the Arctic shipping routes,” the paper, issued by the State Council Information Office, said.

    China, despite being a non-Arctic state, is increasingly active in the polar region and became an observer member of the Arctic Council in 2013.
    […]
    China’s increasing prominence in the region has prompted concerns from Arctic states over its long-term strategic objectives, including possible military deployment.

    Some people may have misgivings over our participation in the development of the Arctic, worried we may have other intentions, or that we may plunder resources or damage the environment,” Vice-Foreign Minister Kong Xuanyou said at a briefing.

    I believe these kinds of concerns are absolutely unnecessary.

    #One_Belt_One_Road #OBOR
    #Route_de_la_soie_polaire

  • 120 km de file d’attente à la frontière chinoise, la moitié de la distance depuis les mines de charbon de Tavan Tolgoï…

    Minister of Mining D.Sumiyabazar indefinitely suspends export of coal from Tavan Tolgoi to Gashuunsukhait | The UB Post
    http://theubpost.mn/2017/12/15/minister-of-mining-d-sumiyabazar-indefinitely-suspends-export-of-coal-from

    The transport of coal from the Tavan Tolgoi mine to Gashuunsukhait, the site of the 120 kilometer truck logjam, has been indefinitely suspended by the decision of the Minister of Mining and Heavy Industry D.Sumiyabazar.

    The transport of coal for Erdenes Tavan Tolgoi, Tavan Tolgoi JSC, and Energy Resources LLC will be affected by the decision. As of right now, it is unclear for how long the suspension of transport will continue for.

    State-owned Erdenes Tavan Tolgoi has said that transport will resume once the 120 kilometer queue has been addressed. According to Erdenes TT, the decision will likely not affect sales of coal and even if it did, it is possible to make up sales later.

  • Pékin patine sur ses « nouvelles routes de la soie »
    http://www.lemonde.fr/asie-pacifique/article/2017/11/28/pekin-patine-sur-ses-nouvelles-routes-de-la-soie_5221371_3216.html

    Les « nouvelles routes de la soie » chinoises n’avancent pas comme sur du velours. La grande initiative diplomatique du président Xi Jinping se traduit essentiellement par des projets d’infrastructures construits et souvent financés par la Chine dans des pays amis. L’objectif est pour Pékin à la fois d’étendre son influence et d’écouler ses surplus industriels, notamment d’acier et de ciment. Mais, coup sur coup, le Népal et le Pakistan ont annulé des projets chinois de barrages sur leur territoire.

    Ce double revers démontre que les méthodes de Pékin suscitent des résistances. C’est sur son compte Twitter que le vice-premier ministre népalais, Kamal Thapa, a annoncé, lundi 13 novembre, que son gouvernement abandonnait un projet de barrage à 2,5 milliards de dollars que devait construire un groupe chinois : « Lors du conseil des ministres, il a été conclu que l’accord passé avec le Gezhouba Group pour le projet hydroélectrique de Budhi Gandaki avait été adopté sans réflexion, et comportait des irrégularités. Il a été rejeté sur les recommandations d’une commission parlementaire. » Cette commission a notamment critiqué le manque de transparence lors de l’attribution du marché. Il n’y avait pas eu d’appel d’offres. Situé à 80 kilomètres de Katmandou, le barrage devait fournir 1 200 mégawatts d’électricité à un pays où les coupures de courant sont monnaie courante.

    Dans le cas du Pakistan, la mesure est moins radicale. Le pays a décidé de poursuivre le projet de barrage de Diamer-Bhasha, de 4 500 mégawatts, qui sera bien construit par une entreprise chinoise. Mais Islamabad se passera de la Chine pour le financer, prenant en charge les 14 milliards de dollars nécessaires. Le Pakistan a demandé à la Chine d’exclure le barrage du « corridor économique sino-pakistanais », la déclinaison locale des « nouvelles routes de la soie ».

    #route_de_la_soie #One_Belt_One_Road #OBOR

  • Comment la #Chine lance une « nouvelle #route_de_la_soie »

    https://tempsreel.nouvelobs.com/monde/20161213.OBS2598/comment-la-chine-lance-une-nouvelle-route-de-la-soie.html

    http://beltandroad.hktdc.com/en/belt-and-road-basics

    C’est le grand projet économico-politique de Xi Jinping. Il consiste à tracer d’immenses routes commerciales, les unes traversant l’Asie par voie terrestre, les autres contournant le continent par voie maritime, d’où son nom officiel anglais d’Obor - pour : One Belt (la ceinture océanique), One Road (les infrastructures terrestres).

    #silk_road

    • La légende du Nouvel Obs (qui ne l’a sans doute pas inventée tout seul)
      1271 : Marco Polo, son père et son oncle sur la route de la soie entre Venise et l’Empire mongol, qui deviendra plus tard la Chine impériale.

      Pour ce détail de l’Atlas catalan (ca 1375)
      https://fr.wikipedia.org/wiki/Atlas_catalan

      explorable à la BnF
      http://expositions.bnf.fr/marine/albums/catalan/index.htm

      Techniquement, la caravane (sans doute pas celle de papa Polo…) se situe dans l’Oural… pas vraiment dans le #OBOR moderne :-)

      pour les détails, voir la transcription détaillée de la carte dans un ouvrage (que je trouve fascinant : imagine sa lecture sans l’image…)
      Notice et extraits des manuscrits de la bibliothèque du roi et autres bibliothèques, tome quatorzième, Paris, 1843
      https://books.google.fr/books?id=bJdmAAAAcAAJ&pg=RA1-PA129-IA1&lpg=RA1-PA129-IA1&dq=aquesta+car

      Et s’il arrive que pendant la nuit, quelque voyageur chevauchant s’endorme, soit par maladie ou pour autre motif, et qu’ainsi il quitte ses camarades, il advient souvent qu’il entend dans l’air de nombreuses voix de diables, semblables aux voix de ses compagnons ; encore l’appellent-ils par son propre nom ; enfin les diables le conduisent tellement çà et là par le désert, de même que le feraient ses compagnons, qu’il ne peut plus les retrouver. Et de ce désert mille nouvelles en sont connues.

      en v.o. la dernière phrase…

      E daytal desert M novelles ne son sabudes.

  • China to take 70 percent stake in strategic port in Myanmar - official
    https://www.reuters.com/article/china-silkroad-myanmar-port/china-to-take-70-percent-stake-in-strategic-port-in-myanmar-official-idUSL4

    China has agreed take a 70 percent stake in a strategically important sea port in Myanmar, at the lower end of a proposed range amid local concerns about Beijing’s growing economic clout in the country, a senior government official said.

    Oo Maung, vice chairman of a government-led committee overseeing the project, said Myanmar had pushed for a bigger slice of the roughly $7.2 billion deep sea port, in western #Rakhine state, in negotiations with a consortium led by China’s CITIC Group. Agreement was reached in September, he said.

    Locals from Rakhine and communities across Myanmar think that the previous 85/15 percent agreement is unfair to Myanmar. People disagree with the plan and the government is now trying to make a better deal,” he said.
    […]
    Reuters in May reported that state-owned CITIC had proposed taking a 70-85 percent stake in the #Kyauk_Pyu port, a part of China’s ambitious “Belt and Road” infrastructure investment plan to deepen its links with economies throughout Asia and beyond.

    China has been pushing for preferential access to the deep sea port of Kyauk Pyu on the Bay of Bengal, an entry point for a Chinese oil and gas pipeline that gives it an alternative route for energy imports from the Middle East that avoids the Malacca Strait, a shipping chokepoint.

    The port is part of two projects, which also include an industrial park, to develop a special economic zone in Rakhine. CITIC was awarded the tenders in both initiatives in 2015.

    #OBOR

    pour l’info de mai, c’est là https://seenthis.net/messages/596147

  • China approves 10 international agricultural parks
    https://af.reuters.com/article/zambiaNews/idAFL4N1KT1P2

    China has approved plans to establish international agricultural demonstration zones in 10 countries, the agriculture ministry said on Monday, as Beijing looks to extend its influence in the global farm sector.

    The projects include an agriculture technology park in Laos, an agricultural products processing zone in Zambia and a fisheries park in Fiji, the ministry said in a statement on its website.

    The demonstration zones are based on existing projects set up by Chinese firms, which will be given government backing to serve as platforms for other Chinese companies.

    China also approved 10 pilot agricultural parks at home, which will be open to overseas investment. They are located in coastal, river and border regions to help encourage overseas cooperation and local connections.

    The agricultural parks are part of China’s Belt and Road initiative, an ambitious plan to expand infrastructure and trade links between Asia, Africa, Europe and beyond.

    #Chine #OBOR #agriculture

  • Sri Lanka signs $1.1 billion China port deal amid local, foreign concerns
    http://www.reuters.com/article/us-sri-lanka-china-ports-idUSKBN1AE0CN

    Sri Lanka signed a long delayed $1.1 billion deal on Saturday to lease its southern Hambantota port to China ignoring an appeal by opposition parties to debate the pact in parliament.

    The deal was signed between the two state firms — Sri LankaPorts Authority (SLPA) and China Merchants Port Holdings(0144.HK) to handle the commercial operations of the Chinese-built port on a 99-year lease.

    Chinese firm will hold 70 stake in a joint venture with SLPA to run the port, part of a plan to convert loans worth $6 billion that Sri Lanka owes China into equity.
    […]
    Hu Jianhua, the executive vice president of the ChinaMerchants Port said the port facilities belong to the citizens of Sri Lanka but will be a key part of China’s massive #One_Belt_One_Road initiative to build trade and transport links across Asia and beyond.
    […]
    Government and diplomatic sources told Reuters that the United States, India and Japan have raised concerns over possible military activities by China in Hambantota port.

    #OBOR

  • China seeks up to 85 percent stake in strategic #port in #Myanmar – gCaptain
    http://gcaptain.com/china-seeks-85-percent-stake-strategic-port-myanmar

    China is looking to take a stake of up to 85 percent in a strategically important sea port in Myanmar, according to documents reviewed by Reuters, in a move that could heighten tensions over China’s growing economic clout in the country.

    Beijing has been pushing for preferential access to the deep sea port of #Kyauk_Pyu on the Bay of Bengal, as part of its ambitious “#One_Belt_ One_Road” infrastructure investment plan to deepen its links with economies throughout Asia and beyond.
    […]
    Well-placed sources told Reuters last month that China had signaled it was willing to abandon the controversial $3.6 billion Myitsone dam project in Myanmar, but would be looking in return for concessions on other strategic opportunities in the Southeast Asian nation – including the Bay of Bengal port.

    Kyauk Pyu is important for China because the port is the entry point for a Chinese oil and gas pipeline which gives it an alternative route for energy imports from the Middle East that avoids the Malacca Straits, a shipping chokepoint.

    Pour le moment, le port en eau profonde à l’air plutôt embryonnaire…
    https://www.google.fr/maps/place/Kyaukpyu,+Myanmar+(Birmanie)/@19.4173657,93.5251327,8398m/data=!3m1!1e3!4m5!3m4!1s0x30ba0f3a71728015:0xcc8c0c1341c5be03!8m2!3d19.421202

    @aude_v
    #OBOR