Infrastructure, as a rule, is not among the most vulnerable sectors, quite the contrary. It has an inherent long-term dimension. While a cross-border component is important, most basic infrastructure is strictly national. However, the 2020 trends for the Belt and Road Initiative might not fit this general pattern. The BRI intends to build up basic infrastructure across the globe, with a particular focus on Greater Eurasia to the South, West, and North of China. Under the helm of this very large-scale initiative, hundreds of billions of dollars are mobilized and disbursed. A notable percentage of BRI projects possess an explicit cross-border nature — mostly automobile corridors and railroads, but also electric power generation and distribution projects. The BRI is by its very nature a cross-border phenomenon. Thus, it is vulnerable to the coronavirus-induced economic crisis. 132 countries that are partners in the Belt and Road Initiative account for 35% of global GDP, 43% of global trade in goods, and 60% of the world’s population. A recent comprehensive study estimates the amount of disbursed FDI at $100 bln, and that of committed and disbursed loans $600 bln. Loans to low-income and lower-middle income countries are often concessional — e.g., for Kyrgyzstan and Tajikistan, two low-income countries immediately bordering China, a typical repayment period of around 20 years, an effective interest rate of 2% per annum, and a grace period of 5–12 years. Negative effects of COVID-19 on the BRI There are a number of direct and indirect negative consequences that the current crisis might exert on the flawless and efficient implementation of the Belt and Road Initiative’s projects. Let us try to compile a tentative list. First, cross-border travel and transportation currently face multiple constraints. Since the BRI is, to a large extent, about the expansion of cross-border movement of goods, services, and people, it will take a direct hit through multiple channels, including the contraction of trade, investment, and passenger transportation. A heavy damage currently done to the global value chains adds to the negative impact of the cross-border movement of goods. Second, there are reasons to be concerned with the countries’ debt and fiscal sustainability. Many of the recipient countries are low and lower-middle income economies with unstable economic growth. For this reason, China’s plans, announced at the Second Belt and Road Forum in Beijing in April 2019 to analyze the debt sustainability of each country in cooperation with international financial institutions, deserve applause. Third, there is the worry that there will be less financial resources available from China to finance the BRI projects. BRI projects are not only capital-intensive but also require concessional financial (‘long and cheap money’), in particular in the low and lower-middle income economies across Eurasia and the world. Since the PRC needs much of its financial might to stimulate its own national economy in the short term, will the financial resources be there for the long-term BRI projects? These worries are still to be addressed. Fourth, many BRI projects involve Chinese contractors abroad and, consequently, tens of thousands of Chinese workers working abroad. Such a large external working force would now face multiple hurdles in terms of their deployment and cross-border movement. Fifth, the multilateralization of the BRI had only begun to unfold in 2019, with the first material results to be expected in 2020 and 2021. Under the multilateralization process, many well-funded international financial institutions were expected to enter the game (e.g., the World Bank, ADB, IsDB, AIIB, NDB, IADB, EFSD) and share the burden of infrastructure financing with China. International financial institutions provide project financing based on signed and ratified international treaties that do not depend on local legislative changes, which helps to mitigate certain risks. Under crisis conditions, the international financial organizations deploy both their financial and human resources to fight the crisis, thus stripping much-needed resources from long-term infrastructure projects. The ‘common microbial market’ Globalization and economic integration are multi-faceted phenomena. Even their sincere and active proponents, myself included, should realize they also entail negative aspects. These are not limited to illegal activities, such as drug or human trafficking. The movement of people across borders also creates perfect opportunities for the spread of diseases. Compare the two and a half decades that Bubonic plague took to travel from China to Europe in the 14th century with the rapid spread of avian flu and the most current example of COVID-19 turning pandemic within two months. In order to contain the global microbial market, international cooperation is called for. However, in practice it can be used in this context to restrict economic linkages between countries and as justification for protectionism. Our 2012 book, ‘Eurasian Integration: Challenges of Transcontinental Regionalism’, became probably the first international volume on transcontinental regionalism in Greater Eurasia. Its main hypothesis was that that advancing towards continental Eurasian common markets, based on the development of common infrastructure, brings significant economic benefits. At the same time, we highlighted that the fight again common threats, most importantly, drug trafficking, human trafficking, and trans-border epidemics (under the nametag ‘a common microbial market’) should accompany a positive integration agenda. Overall, the ‘darker side’ of globalization raises important issues for the region and challenges a number of key policies. Much attention has been devoted to emerging problems; after the 9/11 terrorist attacks, for instance, drug and arms trafficking became areas of relentless public debate, and there have…
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