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The Belt and Road Initiative (BRI) – the modern equivalent of the historic Silk Route – will connect China to multiple countries in Asia, Africa, and Europe through a complex web of land and sea routes. As a pilot project of a network of this magnitude, the 62 billion dollar China Pakistan Economic Corridor (CPEC) has far-reaching implications for future bilateral agreements with other countries along the routes, and for geopolitics in the region. This chapter will analyze CPEC along the following key strands of inquiry: Pakistan’s internal political economy, her macroeconomic stability, and an analysis of the corridor’s long-term impact.

While the literature on corridors is extensive, it does not give us a unifying theory with which to gauge the effectiveness of CPEC, which is more than an economic endeavor. In order to truly understand the dynamics of the region, the authors examine the extent to which domestic support for the CPEC may impact the whole initiative, and how the deficiencies in local infrastructure may take away from its success.

By combining geopolitical and economic factors and from a geoeconomic perspective, the importance of Gwadar to China and Pakistan is discussed in detail. By applying geoeconomic approach and based on the historical approach, geographical and geopolitical conditions and international development trends of Gwadar port, the authors develop the analytical framework to analyze the Gwadar port and studied its importance in the development of China and Pakistan, as well as the positive influence on the economic growth of both countries.

A geoeconomic study is done to run a more profound and more comprehensive analysis of China–Pakistan economic relationship, as geoeconomic includes interrelations of geographical, geopolitical and economic factors in international relations.

The results show that Gwadar Port's development could enhance the economic security of both China and Pakistan. With the opening of Gwadar Port, oil and energy in the Middle East will be imported directly to China through Pakistan's oil pipeline. This is not only oil but also goods from Central Asia, and even Europe and the USA will land from Gwadar Port and enter China through the China–Pakistan Economic Corridor (CPEC). The development of Gwadar port under the CPEC program could also dramatically increase the capacity of Pakistan's maritime trade while reducing its dependence on the current largest port, Karachi, near the India border.

Geo-economics theory is used to run a more profound and more comprehensive analysis of China–Pakistan economic relationship as geoeconomic includes interrelations of geographical, location, geopolitical and economic factors in international relations. By combining geopolitical and economic factors and from a geoeconomic perspective, this study seeks to analyze the Gwadar port development and its implications for both China and Pakistan.

The chapter deals with China-Pakistan economic relations under China-Pakistan economic corridor (CPEC), which is considered to be a flagship corridor under the Chinese ‘The Belt and Road Initiative’ (BRI), also known as ‘One Belt One Road’ or ‘New Silk Road’. COVID-19 pandemic has dramatically changed the composition of the world economy. Now BRI has become even more important for China's economic strategy to sustain its long-term growth. The authors investigate CPEC to be Beijing's most ambitious project so far and mark, that despite possible concerns and challenges, CPEC will succeed. The authors identify the advantages and benefits that both Pakistan and China will gain. Further promoting of ‘westward’ strategy, which facilitates the economic and social development of Western China, boost in the export of capital, technology, production capacity is considered to give a new impulse of Chinese economic development. Rise in industrial potential, stimulating socio-economic development, improvement of population well-being, as well as maintenance of internal stability are among Pakistan's benefits from CPEC.

The chapter identifies the short- and long-term effects of the COVID-19 on implementing CPEC, as well.

This study aims to explore why marine development and maritime security in Pakistan are significant and what the Chinese concerns are. Therefore, the objective of this research is to analyse a growing Pak–China bilateral interests, particularly at Gwadar, to achieve the geostrategic objectives of China–Pakistan Economic Corridor (CPEC).

The study adopts a qualitative means to discuss the significance of China’s ambitions towards the CPEC project concerning strategic deep-sea management and maritime regulations in the region, with a particular focus on the Gwadar Port.

The paper concludes that the Gwadar Port is a critical element for maritime security in the whole region. The study also provides an analysis of national and international, security and legal challenges associated with CPEC.

Most of the potential outcomes have already been discussed in public, though a limited academic discussion is available on the legal aspects. It is particularly so with regard to the development and capacity building in the maritime sector of Pakistan under this project. This study aims to explore why marine development and maritime security in Pakistan is significant and what the Chinese concerns are.

The purpose of this paper is to discuss positive spillovers of this project, especially for Pakistan because the majority of the literature discusses challenges associated with China-Pakistan Economic Corridor (CPEC).

This study reviews the available literature to assess the role of CPEC in the sustainable economic development of Pakistan.

This study indicates that CPEC is an ambitious development project because it needs a larger restructuring of the economy of Pakistan and it will be productive with the successful blend of policy changes and participation of the business community in Pakistan. This project primarily creates a huge amount of foreign direct investment for Pakistan, at the same time, it will also create greater trade opportunities to China by giving access to a new market for its trading goods.

This study established that CPEC will improve the economic growth and trade, enhance regional connectivity, overcome energy crises, develop infrastructure and establish people-to-people contacts in both the countries, which will further help to improve the tourism sector.

This study aims to investigate the various systems in logistics industry of Pakistan through the lens of the World Bank's logistics performance indicators (LPI) and understand their impact on the China–Pakistan economic corridor (CPEC) that is a vital part of China's belt and road initiative (BRI).

In this study thematic analysis was performed on twenty-three semi-structured interviews with experts in Pakistan's logistics and supply chain sector to gain an in-depth insight into the logistics performance relative to CPEC.

A performance gap exists in the logistics systems in Pakistan, both for hard and soft infrastructure. The significant challenges are the inefficiencies of the government, minimal use of information and computing technology (ICT), and an incapable workforce. It is essential to be cognizant of the ground realities and amendments required in the existing policies and practices in light of the challenges faced and best practices adopted by developed and developing countries with good standing in logistics performance. This study will guide policymakers and practitioners for hard and soft logistics infrastructure improvement, which may benefit economic corridors in general and CPEC in particular.

This study contributes to the existing literature by highlighting the role of ICT in improving both soft and hard logistics infrastructure, which can lead to significant development of economic corridors. The study makes use of a case study of the CPEC to demonstrate the lack of ICT can hamper the growth of an economic corridor despite billions of dollars of investment in the hard infrastructure development projects.

This paper aims to examine the impact of various economic, social and environmental issues on the sustainable development of Pakistan, both directly and indirectly through the sustainability dimensions of China–Pakistan Economic Corridor (CPEC), a multi-billion-dollar megaproject.

Using a quantitative (deductive) methodological approach, data were collected using a strategy of an online questionnaire survey from diverse stakeholders of CPEC in Pakistan. Partial least squares-based structural equation modeling technique was used to test the relationship between observed and latent variables.

The results confirmed the positive impact of various economic, social and environmental issues on the sustainable development of Pakistan directly and indirectly through the partial mediation of sustainability dimensions of CPEC.

Sustainability perceptions of stakeholders about CPEC and its relationship with sustainable development are critical issues for governments and policymakers. This paper suggest how economic, social and environmental dimensions of CPEC can enhance the positive perception which is necessary for stakeholder involvement and support for megaprojects such as CPEC.

This study evaluated the megaprojects of CPEC from a sustainability perspective through stakeholders’ perceptions by proposing and testing a parsimonious research model that has never been examined in the existing literature.

The purpose of this paper is to obtain greater insights into the implications for human resource development (HRD) in times of economic development, with a focus on China–Pakistan economic corridor (CPEC). In recent times of economic development, a number of economic corridors have emerged globally as tools of regional cooperation and development. In the context of Pakistan, there is a lack of appropriate attention to the field of HRD, which has suffered neglect through the decades (Abbasi and Burdey, 2008; Asrar-ul-Haq, 2015). With this conception, the present economic interventions merit a well-constructed and proper HRD policy for Pakistan. This study will provide HRD insights for policymakers, researchers, entrepreneurs and business executives.

The research approach of this study is purely based on literature review and on secondary data.

Based on the facts and literature reviews, this study concluded that One belt, One Road in general and CPEC in particular as an economic corridor can bring sustainable and long-lasting impact on the economy only if HRD is given proper attention.

To the best knowledge of the researchers, this is the first study that highlighted the HRD issue in CPEC.

Economic ties and formation of trade blocks escalates the movement of goods among the participants and bring different economic and structural changes. Therefore, the current research emphasises on the distribution of market structure and industrial value added among the participant countries of China–Pakistan economic corridor project while focussing on pre and post FTA status.

This study utilises the footloose capital model for analysing whether China or Pakistan is more suitable for attracting factors of production to increase their share of industrial value added. For econometric analyses the current research utilises data from 1995 to 2018 and maximum likelihood effect method to assess factors that affect regional value-added distribution.

Results show that both countries owe different level of economic developments. Effect of capital is, comparatively, similar for both countries while Pakistan supports trade openness which points towards the fact of positive utilisation of abundant labour resources in Pakistan by establishing industrial structure either through domestic capital formation or foreign investment. Whereas, share of labour and trade openness of China positively affect value added production of China.

This is one of the unique studies that studies the regional economic treaties usefulness for any developing country across Asia. Where this study uses the footloose capital model and maximum likelihood method for its analysis which is not previously done, while for detailed analyses the study further divides the timeframe into two parts as pre-FTA ranges from 1995 to 2006, post-FTA from 2007 to 2018 while overall results consist of whole-time frame.