In a lesser-known novel, “Claudius Bombarnac,” Jules Verne describes the adventures of the titular foreign correspondent as he rides the “Grand Transasiatic Railway” from the “European frontier” to “the capital of the Celestial Empire.” A cast of international characters, by turns comical, curious and shady, accompanies the French reporter by train from the Caspian Sea to Peking, narrowly escaping bandits and delivering a mysterious cargo.

When first published in 1893, the book was futuristic fiction. There was no continuous rail link across Eurasia. There still isn’t, but 125 years later China now envisions financing and building multiple such overland routes (with much faster trains). That’s for the “belt” portion of what it calls the “One Belt, One Road” initiative: It is also developing a string of new ports, from the South China Sea through the Indian Ocean to Africa and the Mediterranean.

The number and scale of the projects proposed are breathtaking, far surpassing even the imagination of a sci-fi writer. They have stimulated awe and, more often, dark suspicions among many foreign observers.

Just after Verne was writing, China’s first main railways were being built by Western companies, financed by Western loans to a nearly bankrupt Qing dynasty. Within two decades, struggles over foreign ownership of Chinese rail had touched off a revolution that brought down the dynasty in 1912. Today, the former victim of Western railway imperialism is lending billions to countries throughout Asia, Africa and Europe to construct not only railroads but also highways, ports, power plants and other infrastructure.