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Drastically changing the face of Indian Ocean trade and power, these fleets embarked on seven epic voyages under Zheng He's guidance, resulting in a rapid expansion of Ming China's control in the region, but also of their struggle to maintain it in years to come due to the financial burden of such endeavors.

The eight-masted ships, called "machuan" or "horse ships

Seven-masted "liangchuan" or grain ships carried rice and other food for the crew and soldiers in the fleet.

Finally, the small, five-masted warships or "zhanchuan," each about 165 feet long, were designed to be maneuverable in battle. Though tiny compared with the baochuan, the zhanchuan were more than twice as long as Christopher Columbus's flagship, the Santa Maria.

Why did Zheng He need so many huge ships? One reason, of course, was "shock and awe." The sight of these enormous ships appearing on the horizon one by one must have been truly incredible for the people all along the Indian Ocean's rim and would have enhanced Ming China's prestige immeasurably.

The other reason was that Zheng He traveled with an estimated 27,000 to 28,000 sailors, marines, translators and other crew members. Along with their horses, rice, drinking water and trade goods, that number of people required a staggering amount of room aboard ship. In addition, they had to make space for the emissaries, tribute goods and wild animals that went back to China.

Dogged by skepticism and inconsistent funding, these coronavirus researchers were stymied from developing treatments and vaccines for SARS—many of which could have been helpful in the current crisis.

Another similarly affected researcher was Brenda Hogue, a virologist at Arizona State University in Tempe. Hogue had devoted her career to studying coronaviruses, focusing on the protein machinery that drives their assembly. After SARS, she and her colleagues turned part of their attention toward developing a vaccine. But when the funding dropped off in 2008, she said, the vaccine went into limbo “and we put our efforts into other directions.”

to some experts whose business it is to hunt potential pathogens before they spill over into human populations, the many years spent not girding for a serious coronavirus outbreak were tragically—and unnecessarily—wasted.

“We were out there on the ground after SARS, working on coronaviruses with Chinese colleagues in collaboration,” said Peter Daszak, president of the EcoHealth Alliance, a New York–based nonprofit group that took part in a large federally funded effort, called Predict, to hunt for new pandemic viruses in wildlife in 31 countries, including China. That program was famously defunded last fall, just before the SARS-CoV-2 outbreak began.

“But we were the only group of western scientists,” Daszak added. “How can we be the only people looking for these viruses when there was such a clear and present danger?”

when SARS emerged in late 2002, there was initially “general disbelief among medical people that a coronavirus could be the basis of such a huge outbreak.”

As that epidemic spread, an influx of new researchers crowded the field. More grants were awarded, and funding started to climb. “Everyone wanted to know where the virus had come from,” said Ralph Baric, a microbiologist at the University of North Carolina’s Gillings School of Global Public Health. Initial findings pointed to wild civets and raccoon dogs sold for meat and pelts, respectively, in Chinese markets. Later evidence began to implicate horseshoe bats as the original source of the infections. Some researchers whose pre-SARS careers had been grounded in basic coronavirus biology began working on therapies and vaccines—and they made steady progress for several years.

funding declines hobbled individual investigators who weren’t part of these larger consortia. Pharmaceutical companies that develop vaccines and therapies scaled back on coronavirus research, too. Within a few years after the SARS outbreak, public health funding agencies both in the United States and abroad “no longer regarded coronaviruses as a high public health threat compared to other diseases,” Saif wrote in an email.

Then on May 12, The Wall Street Journal reported that the Chinese government was responding in kind, “by stalling international efforts to find the source of the [SARS-CoV-2] virus amid an escalating U.S. push to blame China for the pandemic.”

To demonstrate that a particular virus is actually harmful to people, scientists need to isolate and culture the microbe and show it infects human cells in the lab

Led by virologist Zheng-Li Shi, the Wuhan team reported in 2013 that this particular virus, called WIV1, binds with ACE2 in civet and human cells, and then replicates efficiently inside them. “That was the red flag,” Saif said. Earlier evidence suggested that direct contact with these bats could lead to viral spillover in humans. “Now there was proof of that.”

hen cases of those diseases fell off, public-health responders shifted to other viral emergencies such as Ebola and Zika, and coronavirus research funding dropped sharply.

They created a hybrid microbe by attaching the spike protein from SHC014 to the genetic backbone of a SARS-like virus that was previously adapted to grow in mice. Called a chimera—an organism containing cells with more than one genotype—this lab-made microbe had no problem binding with ACE2 and infecting human cells. Baric’s research team concluded that like WIV1, any SARS-like viruses outfitted with the SHC014 spike could pose cross-species threats to people.

Baric acknowledged the risky nature of the research but emphasized the safety protocols. “In general, we don’t know the transmissibility or virulence potential of any bat viruses or chimeras,” Baric said in an email message. “Hence it’s best to keep and work with them under biosafety level 3 laboratory conditions to maximize safety.”

Baric also pointed out that a chimera would display a genetic signature “that says what it is.” The adjoining parts of a chimera segregate discreetly in a logical pattern.

A genetic analysis of the chimera produced in his lab, for instance, “would come out to be mouse-adapted SARS everywhere but the spike, which is SHC014.” Similar logical patterns are absent in SARS-CoV-2, indicating that the virus that causes COVID-19 evolved naturally.

ven as Baric and others were generating lab evidence that more SARS-like viruses were poised for human emergence, another outbreak—in pigs, not people—provided another strong and recent signal: Some 25,000 piglets were killed by a coronavirus in the Guangdong province of China, starting in 2016. That virus, too, was found in horseshoe bats, and Buchmeier described the outbreak as both a major cross-species spillover and a warning shot that was never really picked up by the broader public-health community.

The EcoHealth Alliance, which had been part of the Predict effort, maintained its own collaboration with the Wuhan Institute of Virology using funds supplied by the National Institutes of Health. But on April 24, the Trump administration—which is investigating whether SARS-CoV-2 escaped accidentally from the Wuhan Institute, an allegation that’s been broadly discredited—directed the NIH to cut off that support.

The bats had been trapped in a cave in Kunming, the capital of the Yunnan province. At least seven other SARS-like strains were present in that same colony, leading the researchers to speculate that bat coronaviruses remained “a substantial global threat to public health.”

To disease experts, the bickering is a worrying—perhaps even astonishing—indicator that at least some global leaders still aren’t hearing what they have to say about the threat of coronaviruses, and Baric asserted that the ongoing pandemic exposes the need for better communication between countries, not less. “That is absolutely key,” he said. “Critical information needs to be passed as quickly as possible.”

Many other warnings would follow.Indeed, evidence of a looming and more deadly coronavirus pandemic had been building for years. Yet experts who specialize in coronaviruses—a large family of pathogens, found especially in birds and mammals, that can cross over to humans from other mammals and cause varying degrees of illness—struggled to convince a broader audience of the risk

the number of coronavirus-research grants funded by the National Institutes of Health—which had increased from a low of 28 in 2002 to a peak of 103 in 2008—went into a tailspin.

Though support for coronavirus research spiked a bit with the MERS outbreak in 2012, the increase was short-lived. Since that outbreak was quickly contained, the disease didn’t raise wider concerns and grant opportunities declined further.

Ironically, just as funding for drugs and vaccines was drying up, evidence that other coronavirus threats lurked in wildlife was only getting stronger

Ten years would pass, however, before researchers could show there were other SARS-like viruses in nature that also bind with ACE2. The evidence came from a team based at the Wuhan Institute of Virology

“This means that as long as we don’t commit terminal strategic blunders, China’s modernization will not be cut short, and on the contrary, China will have even greater ability and will to play a more important role in building a new international order,” Zheng Yongnian, a professor at the Chinese University of Hong Kong, Shenzhen, who has advised senior officials, wrote after the invasion in a widely circulated article.

At the heart of China’s strategy lies a conviction that the United States is weakened from reckless foreign adventures, including, from Beijing’s perspective, goading Mr. Putin into the Ukraine conflict.

China’s path ahead is by no means certain. Drawing too close to Russia would risk entrenching animosity toward China in Europe and beyond, a possibility that worries Mr. Xi’s government, for all its bluster.

The United States’ allies in the Pacific, including Japan and Australia, “will also adopt a stronger military posture. So it all seems unfriendly to China.”

It’s not just China’s reputation in the West; I think it also affects China’s reputation in the non-West, because it’s essentially associating itself with an imperial power.”

In any case, China’s economy is large enough to absorb blows that would cripple others. Chinese companies may even end up well positioned to take advantage of Russia’s desperate need for trade, as happened when Moscow faced sanctions over the annexation of Crimea in 2014.

“Biden has repeatedly avowed that the United States is not in a ‘new Cold War’ with China, but China often feels the chill creeping in everywhere.”

Just as Mr. Putin depicts the United States as menacing Russia on its western frontier, Mr. Xi sees American support for Taiwan, the self-governing island democracy that Beijing claims as its own, as a similar threat off China’s coast.

“The West should not have become a hegemon in defining universal standards because the West or Europe, or the West in general is only part of humanity,” Mr. Dugin told a Chinese state television interviewer in 2019. “And the other part, a majority of human beings, live outside the West, in Asia.”

As it turns to Beijing for support against Western sanctions, Russia will become increasingly beholden to China as its diplomatic and economic lifeline, while serving as its strategic geopolitical ballast, analysts say.

As a result, political leaders in many places feel emboldened to assert their own interests, believing the benefits of aggressive action may outweigh the costs. These leaders believe that they have more sway over their own region than the U.S. does.

“A fully multipolar world has emerged, and people are belatedly realizing that multipolarity involves quite a bit of chaos,”

Zheng Yongnian, a Chinese political scientist with ties to the country’s leaders, has similarly described the “old order” as disintegrating. “Countries are brimming with ambition, like tigers eyeing their prey, keen to find every opportunity among the ruins of the old order,”

Why has American power receded?

Some of the change is unavoidable. Dominant countries don’t remain dominant forever.

But the U.S. has also made strategic mistakes that are accelerating the arrival of a multipolar world.

In Afghanistan and Iraq, the U.S. spent much of the early 21st century fighting costly wars. The Iraq war was especially damaging because it was an unprovoked war that George W. Bush chose to start. And the humiliating retreat from Afghanistan, overseen by President Biden, made the U.S. look weaker still.

Among those mistakes: Presidents of both parties naïvely believed that a richer China would inevitably be a friendlier China — and failed to recognize that the U.S. was building up its own rival through lenient trade policies, as the political scientist John Mearsheimer has argued.

Perhaps the biggest damage to American prestige has come from Donald Trump, who has rejected the very idea that the U.S. should lead the world. Trump withdrew from international agreements and disdained successful alliances like NATO. He has signaled that, if he reclaims the presidency in 2025, he may abandon Ukraine.

In the case of Israel, Trump encouraged Benjamin Netanyahu, Israel’s prime minister, to show little concern for Palestinian interests and instead seek a maximal Israeli victory

Netanyahu’s extremism has contributed to the turmoil between Israel and Palestinian groups like Hamas

An editorial in Haaretz, an Israeli newspaper, yesterday argued, “The prime minister, who has prided himself on his vast political experience and irreplaceable wisdom in security matters, completely failed to identify the dangers he was consciously leading Israel into when establishing a government of annexation and dispossession.” Netanyahu, Haaretz added, adopted “a foreign policy that openly ignored the existence and rights of Palestinians.”

I understand that some readers may question whether the long era of American power that’s now fading was worth celebrating. Without question, it included some terrible injustices, be they in Vietnam, Iran, Guatemala or elsewhere.

But it also made possible the most peaceful era in recorded history, with a sharp decline in deaths from violence, as Steven Pinker noted in his 2011 book, “The Better Angels of Our Nature.” And the number of people living in a democracy surged.

Smith concluded his Substack newsletter on the new Middle Eastern war this way:Over the past two decades it had become fashionable to lambast American hegemony, to speak derisively of “American exceptionalism,” to ridicule America’s self-arrogated function of “world police” and to yearn for a multipolar world. Well, congratulations, now we have that world. See if you like it better.

"China has really been at the forefront of success in conversion of all vehicles to electric vehicles, especially buses," says Heather Thompson, chief executive officer of the Institute for Transportation and Development Policy (ITDP), a non-profit focusing on sustainable transport solutions. "The rest of the world is trying to do the same, but I think China is really out ahead."

At the time of China's 2001 entry into the World Trade Organisation, the international automotive industry was dominated by European, US and Japanese brands. These companies had spent decades perfecting internal combustion engine technology. To compete, Beijing decided to find a new track for its auto industry: making cars that did not use conventional engines.

That same year, the central government launched the so-called "863 plan" for EV research and development. There were numerous practical challenges, however, in the way of mass electrification. Not many manufacturers were making new energy vehicles, buyers were few and there was a lack of charging infrastructure in existence. The answer? Buses.

"The Chinese government adopted a very smart strategy," says Liu Daizong, ITDP's East Asia director. "They realised quite early on that they should drive [the EV industry] through electric buses," he notes, since their public service status meant Beijing "could have a strong hand on their electrification".

"Bus routes were fixed. This means when an electric bus finished a round, it could return to the depot to recharge," explains Xue Lulu, a mobility manager at the World Resources Institute (WRI) China. The typical daily mileage of a Chinese bus ­– 200km (120 miles) – was a realistic range for battery makers to meet.

The following year, the country began its large-scale rollout of new energy buses, with the "Ten Cities and Thousand Vehicles" programme. Over three years, the programme aimed to provide 10 cities with financial subsidies to promote 1,000 public-sector new energy vehicles in each, annually. Its goal was to have 10% new energy vehicles in the country by the end of 2012.

Strong policy support from both central and regional governments "gave manufacturers confidence in setting up production lines and stepping up research efforts," says Liu.

Together, these strong and consistent government signals encouraged Chinese manufacturers to expand their EV production capacity, bring down costs and improve their technologies. One such company was Build Your Dream, better known as BYD. The Shenzhen-based firm, the world's largest EV maker in 2022, ballooned its business a decade before by supplying electric buses and taxis for China's EV pilot cities.

"Back then, most buses used diesel, which was a main source of nitrogen oxides (NOx) emissions," says Xue, referring to the air pollution that smothered Beijing and other Chinese cities in the early 2010s. Yet in 2013, a new plan from central government cited tackling air pollution as one of the reasons for rolling out EVs.

This addition proved to be critical: it not only connected EV uptake with people's health, it also indirectly tied the e-bus campaign to local officials' political performance, as the central government would soon hand air-quality targets to all provinces.

The years 2013 and 2014 proved to be important for China's EV push. For the first time, the central government made EV purchase subsidies available to individual consumers, not just the public sector, opening the floodgate to private ownership. Additionally, it offered discounted electricity tariffs to bus operators to make sure the cost of running electric buses would be "significantly lower than" that of their oil or gas-powered equivalents.

The new economic push, plus local government's determination to battle air pollution, generated great enthusiasm for e-buses. By the end of 2015, the number of EV pilot cities rocketed from 25 to 88. In the same year, the central government set a target of 200,000 new energy buses on the road by 2020 and announced a plan to phase out its subsidies for fossil-fuel-powered buses.

To further stimulate the market, many cities devised various local policies on top of national incentives. For example, Shenzhen, a southern city with a population of more than 17 million, encouraged government agencies to work with private companies to create a full range of renting mechanisms for bus operators

Different cities' bus operators also designed different charging strategies. "Buses in Shenzhen had bigger batteries, so they normally charged overnight," says Xue, of WRI China. Between 2016 and 2020, Shanghai, another electric bus hub, subsidised the electricity e-buses used -- regardless of the hours of the day -- to give them more flexibility in charging.

Generous financial support did lead to problems. In 2016, an EV subsidy fraud shook China, with some bus operators found to have exaggerated the number of e-buses they had purchased. So that same year Beijing shifted its EV subsidy rules so bus operators could only receive financial support when a bus's mileage reached 30,000km (19,000 miles).

one year later, the government announced the so-called "dual-credit" policy. This allowed new energy vehicle makers to rake up credits which they could sell for cash to those needing to offset "negative credits" generated from making conventional cars.

it wasn't only China's buses that had benefitted.China's e-bus campaign helped create a big and stable market for its wider EV industry, brought down the costs and created economies of scale. In 2009, the year the e-bus campaign was rolled out, the total number of new energy vehicles sold stood at 2,300; by 2022, it was 6.9 million, analysis by Huang Zheng,

By 2022, the country had also built the world's largest EV charging network, with 1.8 million public charging stations – or two-thirds of the global total – and 3.4 million private equivalents. This means that on average, there is one charging pillar for every 2.5 of China's 13.1 million new energy vehicles.

Cold weather is a problem, too, as it can make a battery's charging time longer and its range shorter. The reason China has not achieved 100% electrification for its buses is its northern regions, which have harsh winters, says Xue.

To make e-buses truly "green", they should also be charged with renewable power, Wang says. But last year coal power still accounted for 58.4% of China's energy mix, according to the China Electricity Council, a trade body..

Globally, however, China is now in a league of its own in uptake of e-buses. By 2018, about 421,000 of the world's 425,000 electric buses were located in China; Europe had about 2,250 and the US owned around 300. A

But earlier this year, the European Commission announced a zero-emission target for all new city buses by 2030. And some countries are increasing their overall funding for the transition.

In 2020, the European Commission approved Germany's plan to double its aid for e-buses to €650m (£558m/$707m), then again in 2021 to €1.25 billion euros (£1.07m/$1.3bn). And the UK, which last year had the largest electric bus fleet in Europe with 2,226 pure electric and hybrid buses, has announced another £129m ($164m) to help bus operators buy zero-emissions fleets.

Countries have thus responded to China's manufacturing lead in divergent ways. "While the US has opted for a more competitive angle by fostering its own e-bus production, regions like Latin America are more open to trade with China due to a more friendly trading setup through [China's] Belt and Road Initiative,"

In order to avoid direct competition from Chinese manufacturers, the US has come up with a "school-bus strategy", says Liu. The Chinese don't make the iconic yellow vehicles, so this could ignite American e-bus manufacturing and create a local industry chain, he suggests. Backed by the US Environmental Protection Agency's $5bn (£3.9bn) Clean School Bus Programme, the national effort has so far committed to providing 5,982 buses.

In contrast, many Latin American cities, such as the Colombian capital of Bogota and the Chilean capital of Santiago, are greening their traditional bus sectors with the help of Chinese manufacturers, who are the largest providers to the region. In 2020, Chile became the country that had the most Chinese e-buses outside of China, and this year Santiago's public transport operator announced it has ordered 1,022 e-buses from Beijing-based Foton Motor, the biggest overseas deal the firm had received.

Chinese manufacturers are likely to receive a lot more orders from Chile and its neighbours in this decade. According to latest research by the global C40 Cities network, the number of electric buses in 32 Latin American cities is expected to increase by more than seven times by 2030, representing an investment opportunity of over $11.3bn (£8.9bn)

In June 2023, BloombergNEF forecast half of the world's buses to be entirely battery-powered by 2032, a decade ahead of cars. And by 2026, 36% and 24% of municipal bus sales in Europe and the US, respectively, are expected to be EVs as they begin to catch up with China

To meet the global climate goals set by the Paris Agreement, simply switching the world's existing bus fleets might not be enough. According to ITDP, the cumulative greenhouse gas emissions from urban passenger transport globally must stay below the equivalent of 66 gigatonnes CO2 between 2020 and 2050 for the world to meet the 1.5C temperature goal. This emissions limit will only be possible when the world not only adopts electric buses, but goes through a broader shift away from private transport

"We can't just focus on [replacing] the buses that exist, we need to actually get many, many more buses on the streets," Thompson adds. She and her team estimate that the world would need about 10 million more buses through 2030, and 46 million more buses cumulatively through 2050, to make public transport good enough to have a shot at achieving the Paris Agreement. And all those buses will need to be electric.

In China therefore, even though EVs are being sold faster than ever, its central government has instructed cities to encourage public transport use, as well as walking and riding bikes.

In Wang's hometown, meanwhile, which has just over three million residents, the local government has gone one step further and made all bus rides free. All citizens need to do is to swipe an app, with no charge, to get onto the bus. "My aunt loves taking buses now," says Wang. "She says it is so convenient."

“China is clearly alarmed by these developments,” said Jingdong Yuan, director of the China and Asia Security Program at the Stockholm International Peace Research Institute. “Chinese interpretations would be that the U.S. and its allies have clearly decided that China needs to be contained.”

aside from pointed words and the perfunctory maritime patrol, Beijing’s options to push back against U.S. pressure appear limited, analysts said, especially as China contends with slowing economic growth and mounting trade frictions.

Whether Mr. Biden’s strategy succeeds in deterring China in the long run remains to be seen. Nationalists in China view American alliances as fragile and subject to the whims of each U.S. presidential election. Then there’s Mr. Xi, who perceives the West to be in structural decline, and China’s ascendance as Asia’s dominant power to be inevitable.

“The Americans should not think so highly of themselves. They could not solve Afghanistan or Ukraine,” said Zheng Yongnian, an influential political scientist at the Chinese University of Hong Kong’s campus in Shenzhen. He said that China still hoped to resolve its disputes peacefully. “The reason we are not touching the Philippines is not that we are afraid of the United States.”

Beijing’s room to maneuver against Washington is limited by its struggling economy, which has been hit by a property crisis and a cratering of foreign investment. China has been increasing exports, but that has already caused friction with countries concerned about a flood of cheap Chinese goods.

The broader American pressure campaign may also be nudging China to avoid escalating tensions further. Despite its differences with the United States, China is engaging in talks between the countries’ leaders and senior officials. Relations with some neighbors, such as Australia, are slowly thawing. Analysts have noted that Beijing has also avoided escalating its military presence around Taiwan in recent months, despite the island’s election of a leader the Communist Party loathes.

“They are definitely being more cautious and demonstrating a willingness to engage,” Ja Ian Chong, an associate professor of political science at the National University of Singapore, said of Beijing. “They are realizing there are actual risks to letting frictions escalate. We just haven’t seen any substantive compromises yet.”