Between 2000 and 2025, Chinese official entities and state-owned enterprises provided loans and grants worth nearly $24 billion for 168 port projects across 90 countries, according to a landmark new report and dataset from AidData, a research lab at William & Mary. The findings offer the most comprehensive picture yet of Beijing's global maritime footprint — and its implications for trade, supply chains, and geopolitical competition.
根据威廉玛丽学院AidData研究实验室最新发布的重磅报告和数据集，2000年至2025年间，中国官方机构和国有企业为90个国家的168个港口项目提供了近240亿美元的贷款和赠款。这一发现提供了迄今为止关于北京全球海洋足迹最全面的图景——及其对贸易、供应链和地缘政治竞争的影响。
The AidData dataset, Chinese-Financed Ports Overseas and Related Terminals Dataset Version 2.0 (CPORTS 2.0), tracks over 363 unique seaport projects and activities globally. The most heavily financed individual ports include Hambantota International Port in Sri Lanka ($1.97 billion), the Port of Newcastle in Australia ($1.32 billion), the Autonomous Port of Kribi in Cameroon ($1.17 billion), the Port of Melbourne in Australia ($1.14 billion), and Haifa Port in Israel ($1.13 billion).
Chinese financing for global seaports is almost evenly split between high-income and low- and middle-income countries, with some $10.8 billion supporting 29 port locations across 20 high-income countries — including Greece, Spain, Australia, New Zealand, Singapore, and Brunei.
AidData的"中国海外融资港口及相关码头数据集2.0版"（CPORTS 2.0）追踪了全球363个以上的独立海港项目和活动。融资规模最大的港口包括斯里兰卡汉班托塔国际港（19.7亿美元）、澳大利亚纽卡斯尔港（13.2亿美元）、喀麦隆克里比自治港（11.7亿美元）、澳大利亚墨尔本港（11.4亿美元）和以色列海法港（11.3亿美元）。
中国对全球海港的融资在发达国家和中低收入国家之间几乎平分秋色，约108亿美元支持了20个发达国家的29个港口——包括希腊、西班牙、澳大利亚、新西兰、新加坡和文莱。
The report identifies a key strategic pattern: Chinese state-owned creditors increasingly co-locate ports financing with other investments vital for national security, particularly critical mineral operations. The research identifies 22 Chinese-financed mines within a 500-kilometer radius of Chinese-financed seaports. Key case studies highlighted include the Port of Chancay in Peru — linked to financing for mineral operations in Las Bambas and Toromocho — and the Port of Morébaya in Guinea.
This "port-railway-mine" corridor model reflects an evolution in China's overseas economic strategy: from isolated project financing to integrated supply chain infrastructure that ensures access to critical commodities.
报告发现了一个关键战略模式：中国国有债权人越来越多地将港口融资与对国家安全至关重要的其他投资（尤其是关键矿产）协同布局。研究发现，中国融资港口500公里半径内有22个中国融资的矿山。重点案例包括秘鲁钱凯港——与拉斯邦巴斯和托罗莫乔矿产融资联动——以及几内亚莫雷巴亚港。
这种"港口-铁路-矿山"走廊模式反映了中国海外经济战略的演变：从孤立项目融资转向确保关键大宗商品获取的一体化供应链基础设施。
Approximately one-fifth of all Chinese seaport projects were at ports with both a Chinese owner and operator, suggesting Beijing's priorities may extend beyond equity ownership toward securing operational control. The report finds that Chinese naval activity — including port calls, dockings, medical ship visits, and joint military exercises — has taken place in more than 50% of Chinese-financed port facilities where there is also a Chinese owner.
Importantly, the AidData research "has rarely found evidence to support the 'debt trap' narrative popular in many capital cities." The report instead argues that China's global maritime supply chains, anchored by its overseas port network, provide "a parallel logistic network that offers Beijing strategic independence, free from interference from rivals."
约五分之一的港口项目同时拥有中国所有者和中国运营商，这表明北京的战略重心可能超越股权所有，延伸至运营控制。报告发现，在有中国所有者的中国融资港口设施中，超过50%曾发生过中国海军活动——包括港口停靠、医疗船访问和联合军演。
值得注意的是，AidData研究"罕有证据支持各国流行的'债务陷阱'叙事"。报告转而认为，中国以海外港口网络为锚点的全球海运供应链，提供了"一个平行物流网络，为北京提供战略自主权，免受竞争对手干扰。"
The report includes concrete policy recommendations: for host countries, developing domestic policy assessment tools for evaluating incoming port investment offers; for China's rivals, creating a long-term overseas port financing strategy that integrates operations, supply lines, shipping, and shipbuilding. With new ports proposed in Angola, Nicaragua, and Kuwait, the expansion of China's maritime network shows no signs of slowing.
Sources: AidData (William & Mary), March 2026 — Anchoring Global Ambitions Report & CPORTS 2.0 Dataset
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