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China’s bold move to bypass Western tech dominance

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China's CNT gambit represents more than just a response to export controls—it reflects a maturing approach to innovation. PHOTO: REUTERS

Washington's continued restrictions on exporting chip technology to Beijing may soon prove futile because the silicon-based semiconductor industry faces a potent adversary taking shape in China. After decades of silicon dominance, carbon nanotubes are emerging as a promising alternative to transform computing power while dramatically reducing energy consumption. This technological shift may also fundamentally alter the global tech competition, with China charting its innovative path rather than following in Western footsteps.

Traditional silicon chips have improved steadily for decades, following Moore's Law by doubling transistor density roughly every two years. But we're approaching physical barriers that silicon cannot overcome. Modern chips leak electricity and generate excessive heat as transistors shrink to atomic scales, creating serious efficiency problems.

This limitation is particularly problematic for artificial intelligence applications. The New York Times reported that training a single advanced AI model can consume as much electricity as 100 American households use annually.

Carbon nanotubes (CNT)—microscopic cylinders of carbon atoms—offer a compelling alternative with remarkable advantages. First, they conduct electricity far better than silicon. Second, they manage heat more efficiently. Third, they can operate with up to 90 percent less energy. Fourth, they function at smaller scales than silicon can achieve.

According to a recent analysis by The Wall Street Journal, CNT represents not just an improvement in chip technology but potentially a fundamentally different approach to computing architecture.

The emergence of CNT coincides with escalating US-China technology tensions. As Foreign Policy magazine detailed, since 2018, Washington has implemented increasingly stricter controls on selling advanced semiconductors and related technologies to China. But rather than simply attempting to catch up in these areas, China appears to be charting an entirely different course—one focused on leapfrogging current technology. Researchers at Peking University demonstrated carbon nanotube transistors that rival advanced silicon chips while using significantly less power. Besides, the Chinese Academy of Sciences has achieved breakthroughs in solving critical manufacturing challenges.

This approach mirrors China's mobile technology strategy of the early 2000s. It leapfrogged to mobile networks rather than building extensive landline infrastructure as Western countries once did. This technological leap allowed China to bypass decades of development and emerge as a mobile technology leader.

Japan followed a similar path in the 1970s and 1980s. Instead of copying American manufacturing methods, its automakers pioneered lean production techniques that revolutionised the industry. The Harvard Business Review documented how this independent approach transformed Japan from a technological follower to a leader in just one generation. History shows that the most successful technological challengers didn't follow the established path—they found a new one. China's focus on CNT without replicating silicon manufacturing follows this historical pattern.

However, despite promising developments, bringing CNT chips to market presents formidable challenges. First, manufacturing consistency at the industrial scale remains difficult. Second, integration with existing computing architectures requires significant adaptation. Third, building an entirely new supply chain takes time and massive investment. Continued American investment in research and innovation also poses challenges. MIT Technology Review reports that IBM and Intel are pursuing CNT research, while venture capital firms fund several startups focusing on this area.

All these suggest that Washington's restrictions may have inadvertently accelerated Beijing's investment in alternative technologies that could eventually surpass the very technologies being withheld. Any technological divergence could reshape global computing architectures and standards. Devices and systems might develop along increasingly separate paths with different optimisation priorities and capabilities. This potential bifurcation raises important strategic questions about technology adoption, compatibility, and long-term planning for businesses and governments worldwide.

China's CNT gambit represents more than just a response to export controls—it reflects a maturing approach to innovation. Rather than following the established technological roadmap, China is increasingly willing to chart its course. One such example is the launch of DeepSeek, which shook American stock markets to the core.

As we've seen throughout industrial history, technological leapfrogging often succeeds precisely because legacy approaches don't constrain it. From Japan's manufacturing revolution to South Korea's semiconductor rise, countries that find alternative paths frequently move faster than established leaders expect. The most effective technological strategies rarely involve simply catching up—they must find a different way forward, including developing newer technologies and charting different trajectories. China's focus on post-silicon computing suggests it has internalised this lesson.

Whether CNT fulfils its promise or other alternatives emerge, one thing is clear: the future of computing will be shaped not by who can build the best chips under prevailing paradigms but who can pioneer entirely new ones. More DeepSeek moments could be just around the corner.

Dr Sayeed Ahmed is a consulting engineer and the CEO of Bayside Analytix, a technology-focused strategy and management consulting organisation.​
 
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China’s automakers will lead a race to the bottom
REUTERS
Published :
May 01, 2025 21:57
Updated :
May 01, 2025 21:57

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A BYD Sealion 06 electric vehicle (EV) is displayed alongside a BYD Sealion 05 DM-i during a media day for the Auto Shanghai show in Shanghai, China Apr 23, 2025. Photo : REUTERS/Go Nakamura

Donald Trump’s global trade war is set to heat up competition outside the world’s two largest auto markets, China and the United States. Yet both the People’s Republic and Detroit will share in the pain.

Washington had locked Chinese carmakers out of America before the US president slapped 25 per cent tariffs on auto imports this month. Though Trump on Tuesday agreed to prevent auto tariffs from stacking on top of other duties and to offer local manufacturers some relief from charges on imported parts, his double-digit levies on vehicles will nonetheless force companies like GM, Toyota, and Hyundai, into a race to grab market share in other regions.

That spells trouble for China. Autos are a growth engine, accounting for 10 per cent of the country’s GDP and 6.5 per cent of exports last year, according to Tommy Wu, senior economist at Commerzbank. They also are a symbol of China Inc’s ability to keep factories humming at home and to achieve technological dominance overseas.

In China, domestic demand for cars was already weak. BYD, Geely, SAIC and compatriots sent nearly 6 million vehicles abroad last year, a 19 per cent year-on-year increase. Overall, automakers in the country have capacity to supply half market of about 90 million.

Now, Washington’s broader trade assault against China could leave carmakers with even fewer buyers in the Middle Kingdom. At the opening of the Shanghai auto show last week, Chinese automakers, suppliers, and software providers told Breakingviews that their focus this year will be on selling more elsewhere.

Chart shows that exports account for a growing per centage of China's sales of internal combustion engine passenger vehicles, whereas exports are less significant as a proportion of electric-car sales.

ROADBLOCKS

That strategy looks increasingly fraught. Russia, the biggest overseas market for Chinese marques, is turning hostile to outsiders too. In the wake of the Ukraine conflict, Made-in-China cars flooded into the eastern European country to fill the void left following hurried exits by Western rivals including Toyota, Volkswagen, and Stellantis.

By last year, Chinese peers including Geely and Great Wall, accounted for more than half, of the Russian market, and these sales alone made up around a fifth of China’s auto exports, per Rhodium, a New York-based research group. Beginning in 2025, however, Moscow introduced quasi-tariffs by hiking a recycling fee for each vehicle sold. Local brands can reimburse this fee. Foreign ones cannot.

China’s auto exports to Russia in the first two months of the year amounted to around 60,000 vehicles, suggesting the first quarter total will fall far short of the roughly 170,000 Chinese exports tallied over the same period last year, per International Trade Centre data. It’s a sour commercial outcome for China whose foreign minister, Wang Yi, during a trip to Moscow in April described the duo as “friends forever, never enemies”.

Of course, the US and Russia aren’t the only ones erecting barriers to China’s automaking might. Turkey, Brazil and the European Union are among those attempting to put up walls too. The bloc increased tariffs on Chinese-built electric vehicles to as much as 45.3 per cent last October.

Only a handful of countries that do not have sizeable auto brands or local manufacturing to safeguard are truly open to Chinese imports. These include Australia, Norway, and Saudi Arabia. The UK also remains an opportunity for now because it has not matched Brussels’s tariffs on electric vehicles. In total, the cluster of economies that welcome Chinese carmakers probably represents around 10 million in combined annual sales, per Rhodium.

CHERY ON TOP

Sending cars to these dozens of small, fragmented markets is hard work, but one Chinese company is making a success of it. Anhui-based Chery sold its first car abroad in 2001 and has expanded to sell vehicles in more than 100 countries, becoming China’s largest auto exporter, according to a prospectus, for its planned initial public offering in Hong Kong. In the first nine months of 2024, the state-owned company’s overseas sales rose by more than 35 per cent to 80 billion yuan and the group achieved a pre-tax margin of over 7 per cent, similar to General Motors.

However, it has never cracked the United States, and many of its individual markets are tiny. This strategy is like trying to strip meagre meat from chicken ribs, says Yu Zhang, founder of Shanghai-based consultancy AutoForesight. Chery’s total sales are dwarfed by the nearly $180 billion revenue GM reported for the full year 2024.

Chart shows that China's auto exports are well diversified, and major markets include Russia, Central and South America, Middle East, Africa and the European Union, among others.

As others try to emulate Chery, competition in these modest markets will intensify. And, here, the Detroit 3’s global footprint overlaps with Chinese exporters’ targets: only around 40 per cent of Stellantis’ sales are in North America; nearly a third of Ford’s, and about a fifth of GM’s are outside the US, per LSEG.

Europe is Ford and Stellantis’ largest market beyond the United States. South America is the next largest for Stellantis, and GM has sizeable operations there too. Places like Mexico, where internal combustion engines are still popular, will become key battlegrounds. Some 75 per cent of China’s exports last year were gas guzzlers.

The signs of saturation are emerging thick and fast. Analysts polled by Visible Alpha expect Ford’s South America revenue growth to slow to under 4 per cent this year, compared with 31per cent in 2024; GM and Stellantis’ South America unit sales are likewise expected to show low single-digit growth.

Meanwhile, China’s Passenger Car Association warns auto exports from the country may decline for the first time in five years. Japanese and American companies’ China sales fell by 18 per cent and 23 per cent last year, respectively, according to Automobility, a consultancy. Stellantis, Mitsubishi and Renault, have effectively left the market. GM took a $5 billion writedown in December, some of which related to plant closures in the People’s Republic. Nissan, has slashed capacity in the country too.

Shows many automakers in China are using less than half of their production capacity.

Chinese champions are due for a shakeup too. State-owned Dongfeng, which works with both Honda, used about half of its passenger vehicle capacity in 2024 and is discussing a merger with fellow state automaker Changan, one of Ford’s JV partners, for example.

The importance of the auto industry to China, though, means its carmakers are unlikely to cut capacity as quickly as global peers. State-owned enterprises are also typically less fussed about profits than their private rivals. Trump’s trade war will hurt carmakers around the world, not least the People’s Republic. But China Inc. might have a higher tolerance for pain.

[Katrina Hamlin is global production editor for Reuters, based in Hong Kong. She is also a columnist, writing on topics including autos and electric vehicles, as well as the gambling industry in Macau and Asia. Before joining Reuters in 2012, Katrina was deputy managing editor of Shanghai Business Review magazine.​
 
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China says it may speed up rare earths application approvals from EU

REUTERS
Published :
Jun 07, 2025 18:38
Updated :
Jun 07, 2025 18:38

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A labourer works at a site of a rare earth metals mine at Nancheng county, Jiangxi province March 14, 2012. Photo : REUTERS/Stringer/Files

China is willing to accelerate the examination and approval of rare earth exports to European Union firms and will also deliver a verdict on its trade investigation of EU brandy imports by July 5, its commerce ministry said on Saturday.

Price commitment consultations between China and the EU on Chinese-made electric vehicles exported to the EU have also entered a final stage but efforts from both sides are still needed, according to a statement on the Chinese commerce ministry's website.

The issues were discussed between Chinese Commerce Minister Wang Wentao and EU Trade Commissioner Maros Sefcovic in Paris on Tuesday, according to the statement.

The comments mark progress on matters that have vexed China's relationship with the European Union over the past year.

Most recently, China's decision in April to suspend exports of a wide range of rare earths and related magnets has upended the supply chains central to automakers, aerospace manufacturers, semiconductor companies and military contractors around the world.

The ministry said China attached great importance to the EU's concerns and "was willing to establish a green channel for qualified applications to speed up the approval process."

Commerce Minister Wang during the meeting "expressed the hope that the EU will meet us halfway and take effective measures to facilitate, safeguard and promote compliant trade in high-tech products to China," according to the statement.

Chinese anti-dumping measures that applied duties of up to 39% on imports of European brandy - with French cognac bearing the brunt - have also strained relations between Paris and Beijing.

The brandy duties were enforced days after the European Union took action against Chinese-made electric vehicle imports to shield its local industry, prompting France's President Emmanuel Macron to accuse Beijing of "pure retaliation".

The Chinese duties have dented sales of brands including LVMH's, Hennessy, Pernod Ricard's, Martell and Remy Cointreau.

Beijing was initially meant to make a final decision on the brandy duties by January, but extended the deadline to April and then again to July 5.

China's commerce ministry said on Saturday that French companies and relevant associations had proactively submitted applications on price commitments for brandy to China and that Chinese investigators had reached an agreement with them on the core terms.

Chinese authorities were now reviewing the complete text on those commitments and would issue a final announcement before July 5, it said.

In April, the European Commission said the EU and China had also agreed to look into setting minimum prices of Chinese-made electric vehicles instead of tariffs imposed by the EU last year.

China's commerce ministry said the EU had also proposed exploring "new technical paths" relating to EVs, which the Chinese side was now evaluating.​
 
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China's railway passenger traffic surpasses 4.31b in 2024

FE ONLINE DESK
Published :
Jun 07, 2025 08:23
Updated :
Jun 07, 2025 08:23

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China's railway system transported over 4.31 billion passengers in 2024, marking an 11.9 percent increase compared to the previous year, according to the National Railway Administration.

Railway cargo transportation volume approached 5.18 billion tonnes last year, reflecting a 2.8-percent growth compared to the previous year.

In terms of investment, China's railway sector saw fixed-asset investment amount to 850.6 billion yuan (around 118.39 billion U.S. dollars) in 2024. During the same period, 3,113 km of new railway lines were inaugurated, about 79 percent of which are high-speed railways.

As the modern railway network continued to expand, China's total operational length of lines reached 162,000 km in 2024, including over 48,000 km of high-speed railway lines.

Furthermore, railway transportation remained safe, stable, and orderly throughout 2024, with no severe railway traffic accidents in China, the administration added.​
 
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What South Asia can learn from China’s development journey

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The author with other South Asian delegates during a recent visit to China. PHOTO: CPC

On May 24, I had the pleasure of travelling to China to meet a delegation of over 20 members from across South Asia, as well as representatives of the Chinese Communist Party (CPC). The seven-day trip, during which CPC representatives held dialogues with political parties from South Asia, as well as members of academia, think tanks, and the media, proved to be a truly enlightening experience.

Our first stop was Beijing, and what was particularly noticeable from the outset was the warmth and graciousness of our hosts. The delegation from Bangladesh was greeted at the airport—and later at the hotel—by several CPC members, who also welcomed delegates from across South Asia and accompanied us throughout the entire visit.

Our stay in Beijing involved visits to various places in an effort to experience Chinese culture first-hand. It was evident that, for the Chinese, their culture forms the foundational pillar of their identity and aspirations.

During our time in the city, we also had the pleasure of attending a large-scale dialogue that included senior representatives from Southeast Asian and Central Asian countries. At that event, the enthusiasm of all stakeholders regarding the Chinese-led Belt and Road Initiative (BRI) was visible. It was also evident how much progress had been made in terms of connecting China with Southeast Asia, as well as in improving connectivity among the Southeast Asian countries themselves.

Unfortunately, perhaps due largely to intra-regional conflict, it was equally clear how far South Asia has fallen behind in this regard. Representatives from Central Asian countries spoke of how China's technological prowess has been harnessed to extract their significant natural resource reserves. Once again, it was clear that South Asian countries are lagging far behind in their ability to make effective use of their own resources.

A recurring theme throughout many of the dialogues was that much of this stagnation appears to stem from the quality of leadership that South Asia has experienced over the decades. China, on the other hand, according to our gracious hosts, has worked extensively to improve the calibre of its leadership and to address corruption. One interesting story that was shared with us involved a member of the CPC who was photographed smiling at an accident site. His apparent insensitivity during a tragedy raised concerns among the Chinese leadership, who also noticed that he had been photographed wearing new and expensive watches at various events—watches that were beyond his pay grade. This led to a deeper investigation, which ultimately found that the individual had been involved in corruption.

As the world navigates increasing chaos and uncertainty, perhaps we are better off working together. As I mentioned earlier, the Chinese people take great pride in their civilisation, which spans thousands of years. And they also believe that Asian civilisations, in general, share a common history of peace and a tradition of pursuing mutually beneficial, win-win cooperation. There has been much talk about the 21st century being the "Asian century," and during our visit to China, it became obvious that Asia, as a whole, possesses all the components needed for shared success.

There were more such stories shared with us. We were informed that in China, every government department has its own "discipline committee," which reports to a central authority. Not only are government officials expected to refrain from corruption in order to keep their positions, but they are also expected to demonstrate other good disciplinary habits, including humility and a willingness to serve the public.

Naturally, the practice of good discipline and the effort to establish an educated and merit-based society have contributed to the rapid pace of China's development. While in the West it is evident that most countries developed 50 to 100 years ago, China's development has occurred largely in the past 30 to 40 years.

At the same time—whether it is infrastructure, environmental protection, poverty eradication, or the extremely impressive technological strides they have made—China's development is remarkable by any metric. In the area of technology in particular, the progress China has made is astonishing. From the development of self-driving cars to robotics and the generation of renewable energy, the country has become one of the hotspots for global technological innovation.

Our next stop was Kunming City in Yunnan Province, which is among the most beautiful places I have ever visited. But beyond its natural beauty, the city has been transformed into a gateway for connectivity between China and many of its neighbours. Again, during the dialogues held there, it became obvious that—from train tracks to highways—China has rapidly connected with Southeast Asia through Yunnan Province. And despite massive potential, activity along that front with South Asia remains somewhat slow, if not stagnant.

However, speaking with other South Asian delegates, it also became clear that people across South Asia are increasingly realising how far they are being left behind in a world that is rapidly moving forward. And China is a perfect example. Its cooperation with Southeast Asian countries has led to win-win outcomes for all parties. Having witnessed the fruits of that cooperation, others are increasingly eager to join in.

This week-long trip was not only a wonderful experience of witnessing China's rapid development and impressive achievements, but it also gave us insight into how it has sustained its success—through dialogue, sharing, and getting to know and understand one another: where we agree, where we disagree; where we can work together, and where we are better off on our own.

For the most part, as the world navigates increasing chaos and uncertainty, perhaps we are better off working together. As I mentioned earlier, the Chinese people take great pride in their civilisation, which spans thousands of years. And they also believe that Asian civilisations, in general, share a common history of peace and a tradition of pursuing mutually beneficial, win-win cooperation.

There has been much talk about the 21st century being the "Asian century," and during our visit to China, it became obvious that Asia, as a whole, possesses all the components needed for shared success. The only questions that remain are: i) do we have the visionary leadership needed to imagine Asia at the forefront of shaping the global order?; and ii) can we set aside our petty emotions and egos, and finally work together for the common good?

His X handle is @EreshOmarJamal.​
 
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