Strategy

Beyond Defense: America’s Past and Future Interests at Sea

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By Jimmy Drennan

The ongoing supply chain crisis is a sobering reminder that American maritime interests have always been about more than national defense. The U.S. Coast Guard traces its lineage to an 18th century Treasury Department service charged with tariff enforcement. Over time, its mission evolved and expanded, while the U.S. built the world’s foremost Navy and formed myriad other agencies to secure its broad maritime interests. In the 21st century, China’s ambitious bid to reinvent the way a nation can exploit the high seas and define multifaceted maritime interests has emerged as a tangible threat to America’s future. This threat demands a new approach to maritime security and prosperity.

In the next decade, the balance between the U.S. and People’s Liberation Army (PLA) Navies will be pivotal in defending the concept of freedom of the seas, likely without even firing a shot. Throughout its history, the U.S. Navy has ranged from six to 6,768 ships. By most estimates, the current fleet of 299 battle force ships is about 100-200 short of what America needs to secure its national interests, and navalists are dusting off old theories to convince Congress of the value of seapower.

From Barbary Pirates to the Great White Fleet, or to strategic confrontation with the Soviet Union, the U.S. Navy has been integral not only in ensuring America’s security in wartime, but also its prosperity in peacetime. The 2020 U.S. Tri-Service Maritime Strategy1 echoes 19th century strategist Alfred Thayer Mahan when it states that the naval service’s peacetime missions include “safeguarding global commerce” and “extending American influence.”2 In fact, Mahan’s philosophy even suggests that navies serve a primarily economic purpose. If the U.S. Navy’s mission goes beyond national defense, it is unlikely to be adequately resourced in a parent department that seeks to equitably distribute funds across all other military branches. Meanwhile, China’s recent naval buildup – tripling to around 360 battle force ships in the last 20 years – is possibly not meant to defeat America in a war at sea, but to serve as a credible deterrent force to underwrite the various economic and coercive aspects of its maritime strategy.

America should reconceive how it leverages and secures its territorial waters, trade routes, and the high seas. The history of America’s tangled maritime bureaucracy offers insight to how it can answer China’s challenge.

From Cutters to Committees: America’s Maritime Heritage

As the Navy steadily cemented its role as the primary guarantor of America’s maritime interests, other federal maritime entities grew and evolved, primarily through two institutions: the Coast Guard and the Merchant Marine.

The U.S. Coast Guard

Long before the United States commanded the world’s largest Navy, America’s leaders recognized the sea as the lifeblood of its economic prosperity. Following the Revolutionary War, the national debt topped $75 million ($2.16 billion in today’s dollars), and import duties on seaborne trade represented the bulk of federal revenue. On August 4th, 1790, Secretary of the Treasury Alexander Hamilton convinced Congress to commission ten cutters and establish the Revenue-Marine to enforce its tariffs. Hamilton understood the danger of lost revenue from smuggling and piracy, writing to the service’s commanding officers: “It is well known that one of the most extensive cases of illicit trade is that which is here intended to be guarded against – that of unlading goods before the arrival of a vessel into port, in coasters and other small vessels, which convey them clandestinely to land.” For example, in 1756 and 1757, only 16 of 400 chests of tea were imported legally into Philadelphia. In 1763 the British government estimated £700,000 in goods were smuggled into the colonies annually, which equates to about $150 million today. Even a fraction of that loss of revenue would have been devastating to the newly independent nation.

Congress merged the Revenue-Marine (then termed the U.S. Revenue Cutter Service) and U.S. Lifesaving Service in 1915 to establish the Coast Guard as a branch of the armed forces. The Coast Guard would integrate operations with the Navy as economic and military threats overlapped, formally shifting to the Navy Department when Congress declared war in 1917 and 1941. As the Coast Guard assumed other military and navigation support missions, its relationship with Treasury gradually faded. The U.S. Customs Service was originally tasked to oversee the cutter fleet in 1789. The two services jointly collected and enforced the nation’s tariffs, but by the early 20th century, the Customs Service’s border patrol primarily performed these roles. The Coast Guard no longer protected federal revenue when it transferred to the new Department of Transportation (DoT) in 1967. In response to the 9/11 terrorist attacks, the 2002 Homeland Security Act moved the Coast Guard under the new Department of Homeland Security (DHS), for which maritime border security would be a core mission. The Act also rejoined the Coast Guard with customs but kept their functions separate, creating Customs and Border Protection (CBP) and Immigration and Customs Enforcement (ICE) under DHS. In fact, under the reorganization, ICE, and later CBP, maintained an Air and Marine Operations division tasked with securing the nation’s maritime borders, which perpetuated bureaucratic fragmentation.

To this day, DHS frames its maritime security mission from a post-9/11 “Global War on Terrorism” perspective. The National Strategy for Maritime Security (NSMS), jointly developed by DHS and the Department of Defense (DoD) in 2004 to better coordinate all federal maritime security efforts, states: “Preeminent among our national security priorities is to take all necessary steps to prevent [weapons of mass destruction] from entering the country and to avert an attack on the homeland.”3 The strategy, which has not been updated, does not fathom the rise of China. It anchors all threats, including theoretical conflict between unspecified major powers, to the potential for terrorist attacks on the homeland.

The U.S. Merchant Marine

Just as in Hamilton’s time, the U.S. still depends on the sea for its economic health, with over 70 percent of foreign trade, worth more than $1.5 trillion, flowing through the nation’s seaports.4 Modern federal oversight of maritime trade is rooted in the 1916 U.S. Shipping Board, which Congress tasked with boosting American shipping capacity and addressing overreliance on foreign carriers. At the time, about 10 percent of U.S. trade was carried in U.S.-flagged ships.5 Today, that number is less than two percent. In 1933, after successfully supporting the American war effort, the Shipping Board was moved under the Department of Commerce and eventually replaced by the independent U.S. Maritime Commission by the Merchant Marine Act of 1936, in part to “promote the commerce of the United States, [and] to aid in the national defense.” In 1950, the commission disbanded and its duties were split between the new Maritime Administration (MARAD) and Federal Maritime Board, both under the Department of Commerce. The Federal Maritime Board became the independent Federal Maritime Commission in 1961, and MARAD transferred to DoT in 1981.

Figure 1. DoT Timeline for Developing a National Maritime Strategy. Click to expand. (Source: GAO Analysis of agency information, GAO-20-78)

In 2004, the Secretary of Transportation chaired the new Committee on the Marine Transportation System (CMTS) to secure and improve America’s infrastructure network of over 8,000 facilities and 25,000 navigable waterways.6 The CMTS maintains a five-year National Strategy for the MTS, last published in 2017. That same year, DoT submitted a separate draft national maritime strategy, which Congress directed in 2014 to make the U.S. maritime industry more competitive. DoT finally released the strategy in 2020 after years of bureaucratic delay (Figure 1).7 The red tape did not stop there. Two additional interagency committees developed national strategies for mapping the 2.25 million square mile U.S. economic exclusion zone (EEZ) and establishing maritime domain awareness.8 Furthermore, the Coast Guard shares responsibility for enforcing fisheries laws in the EEZ with the National Marine Fisheries Service, an element of the National Oceanographic and Atmospheric Administration (NOAA) within the Department of Commerce.9

The Merchant Marine Act of 1936 also spawned the U.S. Maritime Service (USMS) to train citizens to serve in the U.S. Merchant Marine, the collective fleet of federally and civilian owned merchant vessels. Over time, authority over the USMS shifted between the U.S. Maritime Commission, the Coast Guard, and DoT. Despite its vital role in Allied victory, the service’s various activities were absorbed by other federal agencies following World War II, while the Secretary of Transportation retained a symbolic cadre of USMS officers.

Today, the U.S. Merchant Marine fleet is administered by a combination of the Navy, MARAD, and private industry. That fleet is obsolete and dwindling. As of 2018, the U.S. owned one percent of the world’s container ship fleet, with an average ship age of 20 years, compared to China and Hong Kong which owned 18 percent with an average age of 10 years.10 U.S.-flagged merchants currently represent 0.4 percent of the world fleet, compared to over 40 percent in 1947. The National Defense Reserve Fleet, a subset of the Merchant Marine, has shrunk to 88 federally-owned merchant vessels maintained to support shipping during national emergencies, down from its peak of 2,277 in 1950.

If current trends persist, the U.S. will increasingly rely on Chinese infrastructure for its seaborne trade and transport, reminiscent of the conditions that led to establishment of the U.S. Shipping Board in the first place.

The Chinese Maritime Challenge

As American maritime bureaucracy meandered, Chinese challenges to the post-World War II international order coalesced. Rather than use the PLA Navy and land-based power projection alone to exercise traditional sea control, the People’s Republic of China (PRC) has used the world’s oceans innovatively as part of an economic gray zone strategy11 to intimidate its neighbors and encroach on their sovereignty, undermine customary law of the sea, and avoid open confrontation with the U.S. and allied navies along the way.

From its inception in 1949, the PRC established two key elements of its maritime strategy: the Nine-Dash Line, which mapped Beijing’s claim of sovereignty over the vast majority of the South China Sea (Figure 2); and the Maritime Militia, a loosely controlled fleet of freighters, tankers, and fishing vessels to assist the small PLA Navy in its struggle to prevent Nationalist incursions into mainland China’s territorial waters. China generally followed international maritime norms in the 20th century, ratifying the UN Convention on the Law of the Sea (UNCLOS) in 1996, but now flouts the prescribed definitions of territorial waters and EEZs in favor of the Nine-Dash Line. Meanwhile, as China’s maritime ambitions grew, the Maritime Militia gained prominence in Chinese doctrine for asserting its sovereignty, sometimes amassing hundreds of militia vessels inside the EEZs of neighboring nations.

Figure 2. Map of the South China Sea, Secretariat of Government of Guangdong Province. January, 1947. Click to expand. (Source: PRC Territory Department of Ministry of the Interior)

A strategic cousin of the Maritime Militia is China’s Distant-Water Fishing (DWF) fleet. In 1985, China had 13 DWF vessels. Today, as many as 17,000 Chinese vessels, far more than any other nation’s fleet, harvest the world’s fisheries, sometimes illegally, to sell their catch at home and abroad.12 China’s growing appetite for fish – forecasted to create a 6-18 million ton domestic shortage by 2030 – will increasingly pressure its DWF fleet to fish inside other nations’ EEZs, with or without their consent.13 Globally, illegal, unreported, and unregulated fishing accounts for up to $50 billion in lost revenue, and China’s DWF fleet is a growing flashpoint for conflict, particularly as other Asian nations assert their sovereignty in the South China Sea.14 Yet, this is not a problem that the world’s navies alone can address. Although it pushes the envelope on fishing regulations, China seems to set policies for its DWF fleet that comply with internationally accepted standards, such as lining up hundreds of vessels one mile outside a nation’s EEZ (Figure 3). Most nations, including the U.S., are simply unwilling to use military force against fishermen not violating their sovereignty or international law.

Figure 3. Foreign fleet of trawlers lined up outside Argentina’s EEZ. Click to expand. (Source: Daniel M. Coluccio Twitter @DaniMColu)

The Belt and Road Initiative (BRI), China’s multi-trillion-dollar global infrastructure strategy, seeks to tilt the global economy in Beijing’s favor. Chinese state-owned firms already operate, or hold majority stakes in, the ports of Piraeus, Greece; Haifa, Israel; Gwadar, Pakistan; and Hambantota, Sri Lanka.15 China may or may not try to convert these ports to overseas naval bases, like the one it maintains in Djibouti near the mouth of the Red Sea. Still, one can easily see how leverage over trading partners and logistics hubs could threaten American prosperity in a global economy so heavily dependent on seaborne trade. The 2021 supply chain crisis offers a clear example of what can happen when key links in the chain are unavailable. In addition to owning the world’s largest nationally-flagged merchant fleet by a wide margin, China builds half of the world’s new container ships, and its state-owned shipping firm COSCO is the world’s largest terminal operator, accounting for 14 percent of the world’s container throughput.16 Certain elements of BRI also have maritime implications, such as the Polar Silk Road, which would cut China’s transit distance to Europe by 24 percent using Russia’s Northern Sea Route, and the Digital Silk Road, into which China has invested $79 billion in countries like India, Mexico, and the Philippines to build undersea internet cables and a navigation satellite network.17,18

The U.S. Maritime Department

If China stays in the gray zone and avoids military confrontation, the U.S. will struggle to secure its maritime interests with any number of warships under its current federal structure. In 2007, the U.S. Naval Studies Board formed a committee on the “1,000-Ship Navy” to study the Chief of Naval Operations’ vision of global maritime partnerships. The Committee observed that there is “no single agency or department that can effectively speak for the President and the nation’s maritime concerns. Responsibilities are fragmented. Authority is often exercised but decisions are not coordinated, so the result is less than optimal.” The Committee concluded that a “novel and extraordinary approach is needed to break through the international barriers abroad and interagency barriers at home,” recommending three potential alternatives: improve interagency coordination under existing federal government structure, assign a lead agency, or establish a new agency either under an existing department or standalone (like the Federal Aviation Administration).19 The Committee’s findings have proven prescient, but the recommendations fell short of addressing the economic and diplomatic challenge that China would pose.

Perhaps with the benefit of foresight, the Committee would have made a fourth recommendation: establish a cabinet-level Maritime Department with a mission of integrating applications of national power to ensure maritime security and prosperity.

Figure 4. Proposed composition of U.S. Maritime Department. Click to expand. (Author graphic)

Without bold federal realignment, it is difficult to see how a nation with no less than four independent national maritime strategies can achieve maritime security and prosperity. Before it can even address strategy, the U.S. must learn from history and restructure itself to meet contemporary challenges. In addition to the Bush Administration’s creation of DHS in the wake of 9/11, President Carter created the Department of Energy following the 1973 oil crisis, and President Truman created DoD in 1947 due to military dysfunction after World War II. A Maritime Department would integrate national power in the maritime domain by consolidating the various federal entities responsible for maritime security and prosperity, to include the Coast Guard, MARAD, NOAA, and others (Figure 4). To solve the dilemma of having to adequately resource the Navy’s peacetime missions while maintaining readiness to win the nation’s wars at sea, the Navy may also need to be transferred from DoD, except during a state of war or when supporting Combatant Commanders in overseas contingency operations.

This arrangement is analogous to the current relationship between the Coast Guard and DoD. The notional Maritime Secretary would advocate for the value of American seapower from the perspective of all of its maritime interests, not just national defense. Granted, creating a Maritime Department would not automatically boost much needed funding for the sea services and other maritime entities, but it would enable greater budget flexibility between the Navy, Coast Guard, and Merchant Marine, essentially pooling their resources to more effectively integrate national security, law enforcement, and commercial activities.

The Two Sides of the Pacific

The contrast between American and Chinese strategic momentum at sea is stark. China’s activities at sea are well integrated facets of a national strategy in full execution, while America’s federal maritime entities progress haphazardly. Prevailing in modern maritime competition requires more than warships and, in any case, America’s heritage of seapower has never been about national defense alone. The Navy is the most capable maritime arm of the U.S. government, but its capacity is being overwhelmed by competing demands to support current military campaigns, prepare for future conflict, and counter China in the gray zone.

Even after properly funding the Navy, the prospect for American maritime interests under the current federal structure is bleak. A focus on military readiness for a conflict that may never come may cause America to sit out of the strategic competition entirely, never clearly seeing China’s national strategy nor developing one of its own. The authors of the “1,000 Ship Navy” report predicted the need for a novel and extraordinary approach to overcome the “quagmire of bureaucratic and political hurdles” they saw, even before seeing the threat China would pose to America’s security and prosperity.20 After 14 years of strategic stagnation on one side of the Pacific and stunning acceleration on the other, the hurdles are even higher. In another 14 years, they may be insurmountable.

Jimmy Drennan is the President of the Center for International Maritime Security. His views are presented in a personal capacity and do not necessarily reflect the views of any U.S. government department or agency.

References

1. The governing strategic document for the U.S. Navy, Marine Corps, and Coast Guard (collectively, the “naval service”).

2. Braithwaite, Kenneth J., Advantage at Sea: Prevailing with Integrated All-Domain Naval Power, 16 December 2020 (Washington, DC: Department of the Navy, 2020)

3. United States White House Office, The National Strategy for Maritime Security, September 2005, retrieved from https://www.hsdl.org/?abstract&did=456414, 30 May 2021. The NSMS is separate from the Tri-Service Maritime Strategy.

4. U.S. Committee on the MTS, National Strategy for the MTS: Channeling the Maritime Advantage, 2017-2022. (Washington, DC, 2017), p. 4.

5. Hurley, Edward N., The Bridge to France. (Philadelphia & London: J. B. Lippincott Company, 1927).

6. U.S. Committee on the MTS, National Strategy for the MTS: Channeling the Maritime Advantage, 2017-2022. (Washington, DC, 2017), p. 15.

7. United States Government Accountability Office, Report to Congressional Committees on National Maritime Strategy: DOT Is Taking Steps to Obtain Interagency Input and Finalize Strategy. (Washington, DC: GAO, 2020).

8. In 2020, the Ocean Science and Technology Subcommittee of the Ocean Policy Committee, led by NOAA, published a national strategy for mapping, exploring, and characterizing the U.S. EEZ. Separately, the U.S. National MDA Plan is maintained by an executive steering committee consisting of representatives from the National Maritime Intelligence-Integration Office (NMIO) and the Departments of Defense, Homeland Security, and Transportation – but excludes NOAA and the Department of Commerce.

9. Garofolo, John, “Protecting America’s Fisheries,” Coast Guard. (Washington, DC: USCG, 1998).

10. United Nations Conference on Trade and Development, Review of Maritime Transport 2018 (New York: United Nations Publications, 2018).

11. International political competition below the threshold of armed conflict.

12. Gutierrez, Miren, Daniels, Alfonso, Jobbins, Guy, Gutierrez Almazor, Guillermo, Montenegro, Cesar, China’s Distant-water fishing fleet: Scale, impact and governance, ODI Report, June 2020.

13. Crona, B., Wassénius, E., Troell, M., Barclay, K., Mallory, T. et.al., China at a Crossroads: An Analysis of China’s Changing Seafood Production and Consumption, One Earth, Perspective, Vol. 3, Issue 1, pp. 32-44, 24 July 2020.

14. Sumaila, U. R., Zeller, D., Hood, L., Palomares, M. L. D., Li, Y., Pauly, D., Illicit trade in marine fish catch and its effects on ecosystems and people worldwide, Science Advances, Vol. 6, No. 9, 26 February 2020.

15. Hillman, Jennifer, Sacks, David, China’s Belt and Road: Implications for the United States, Council on Foreign Relations, Independent Task Force Report No. 79, March 2021.

16. United Nations Conference on Trade and Development, Review of Maritime Transport 2019 (New York: United Nations Publications, 2019).

17. Albert Buixadé Farré, Scott R. Stephenson, Linling Chen, Michael Czub, Ying Dai, Denis Demchev, Yaroslav Efimov, Piotr Graczyk, Henrik Grythe, Kathrin Keil, Niku Kivekäs, Naresh Kumar, Nengye Liu, Igor Matelenok, Mari Myksvoll, Derek O’Leary, Julia Olsen, Sachin Pavithran.A.P., Edward Petersen, Andreas Raspotnik, Ivan Ryzhov, Jan Solski, Lingling Suo, Caroline Troein, Vilena Valeeva, Jaap van Rijckevorsel & Jonathan Wighting, Commercial Arctic shipping through the Northeast Passage: routes, resources, governance, technology, and infrastructure, Polar Geography, 37:4, 298-324, 2014.

18. Deloitte, BRI Update 2019 – recalibration and new opportunities (Shanghai: Deloitte, 2019).

19. National Research Council, Maritime Security Partnerships (Washington, DC: The National Academies Press, 2008).

20. National Research Council, Maritime Security Partnerships (Washington, DC: The National Academies Press, 2008).

Featured Image: Arlington (LPD-24) on the builders ways at Northrop Grumman Ship Systems, Ingalls Operation, Pascagoula, MS. (Photo via NavSource)

Podcast

Sea Control 287 — Small Wars and More with Dr. Mark Folse

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By Walker Mills

Historian Dr. Mark Folse joins the program to talk about Marine Corps history during the early 20th Century and his recent essay in Naval History Magazine, “Never Known a Day of Peace.” The discussion covers Marines in the Spanish American War, the Philippine Insurgency, interventions in Cuba, Nicaragua, Haiti, Mexico, China, the Dominican Republic, and their enduring relevance.

Download Sea Control 287 — Small Wars and More with Dr. Mark Folse

Links

1. “Never Known a Day of Peace,” by Dr. Mark Folse, Naval History Magazine, August 2021. 

Walker Mills is Co-Host of the Sea Control podcast. Contact the podcast team at Seacontrol@cimsec.org.

This episode was edited and produced by Dr. Ed Salo.
Podcast

Sea Control 286 — Taiwan and Sea Denial with Collin Fox and Jonathan Selling

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By Jared Samuelson

This week, we are joined by two of our editors and CIMSEC contributors, Jonathan Selling and Collin Fox. They have each written on Taiwan for CIMSEC within the last year and join the program to discuss Taiwan and sea denial.

Download Sea Control 286 – Taiwan and Sea Denial with Collin Fox and Jonathan Selling

Links

1. “The Porcupine in No Man’s Sea: Arming Taiwan for Sea Denial,“ by Collin Fox, CIMSEC, August 4, 2021.
2. “Between the Giants: The Future of the Taiwanese Navy in an Era of Great Power Competition,“ by Jonathan Selling, CIMSEC, September 18, 2020.

Jared Samuelson is Co-Host and Executive Producer of the Sea Control podcast. Contact him at Seacontrol@cimsec.org.

This episode was edited and produced by Joshua Groover.

Economics and Trade

The Financial Foundations of U.S. Hegemony: Rethinking Modern Monetary Theory, Part 2

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By Michael A. Dennis and Anand Toprani

Part One introduced readers to an idea, Modern Monetary Theory (MMT), which challenges many of the shibboleths of public finance, most notably the desirability of balanced budgets. In The Deficit Myth, author Stephanie Kelton described her conversion to MMT as a Copernican moment in which the scales suddenly fell from her eyes. She now understood that currency “issuers” have utterly different problems than currency “users.”

To illustrate this point, Kelton described a thought experiment she conducted while working in the U.S. Senate. She asked her fellow staffers on the Budget Committee if they would abolish the U.S. national debt and nearly all agreed. She then asked if they would rid the world of Treasury bills. The very same people now hesitated, realizing instinctively that Treasury bills and the national debt are identical – the two sides of the government ledger that must balance.

Subconsciously, far too many public officials and national security professionals remain in thrall to a Gold Standard mentality about finance – specifically the notion that a paper currency must be “backed up” by something precious to have any value. During the heyday of the Gold Standard before 1914, a nation’s money supply was tied to the quantity of gold it possessed, but the last remnants of that system vanished in 1971, when President Richard Nixon refused to convert U.S. dollars for gold.

As Kelton realized, the end of the Gold Standard did not mean an end to Gold Standard thinking. Even those well-versed in financial matters could not grasp that the supply of money was not tied to the supply of some metal stored in a vault.

The Peril and Power of MMT

The pandemic has shown MMT’s power, although proponents have not really claimed it as their vindication. Instead, the pandemic has become, like the 2008 Financial Crisis, another demonstration of John Maynard Keynes’ continuing relevance. This is a welcome development, but Keynes is perhaps not as useful for dealing with the challenges we face moving forward. If Copernicus removed Earth from the center of the solar system, MMT essentially removes money from the center of economics and replaces it with politics – who gets what, when, and how in Harold Lasswell’s immortal turn of phrase.

Without resorting to scaremongering about “hyperinflation,” there are plenty of legitimate criticisms of MMT. Kelton unfortunately relied on bad history in the service of good politics. For instance, she claimed that “Deficits did not stop Franklin Roosevelt from implementing the New Deal,” which echoes right-wing condemnations of FDR more than the judgments of sober historians. She also asserted that there is a causal relationship rather than just a correlation between periods of deficit reduction and financial crises. Boiling down a number of 19th century panics or the collapse of the international financial system after 1929 to American presidents’ debt reduction is a form of historical reductionism that obscures the complex sources of global financial crises. It is no different than claiming that the 2008 crisis was the fault of minority U.S. homeowners defaulting on their mortgages.

At this point, supporters of MMT might accuse this article of historical nitpicking. The authors would counter that any political program is stronger if rests upon a solid historical foundation.

There are also numerous reasons to be skeptical of MMT from the perspective of political economy (the interrelationship of political and economic affairs). Supposedly, monetary sovereigns have no deficit constraints if they control their own monetary supply and borrow in their own currency. This is true but only up to a point.

First of all, conflating monetary sovereignty with being a currency issuer seems a rather narrow definition of sovereignty. According to the Mundell-Fleming Trilemma, if a government chooses to embrace monetary sovereignty (narrowly defined as an independent monetary and fiscal policy), it must choose between stable exchange rates and capital mobility. During the Bretton Woods era, the nations of the developed world chose the former, and afterward, the latter. There were many reasons they went in these directions, but they had to make a choice. Once a country has committed itself to capital mobility and independent monetary/fiscal policy, it must accept the risks posed by fluctuating interest rates.

Additionally, although its supporters never acknowledge it, MMT poses risks for countries that must purchase large quantities of goods in foreign currencies even if they are monetary sovereigns. Consider the example of Britain, which is dependent on imports of any number of goods as well as capital for its financial services sector. One term that never appears in The Deficit Myth is the “twin-deficits hypothesis” – the idea that government deficits might worsen a nation’s trade balance by encouraging domestic consumption, which can raise domestic prices if the economy is at or near capacity or encourage imports. Unless earnings by foreigners are converted into bonds to cover government deficits, the importing nation will suffer currency depreciation.

This is a real danger for all countries that must purchase goods in foreign currencies. While Britain has monetary sovereignty, what would happen to its exchange rate if its budget deficit causes its current-account deficit to balloon? Either its exchange rates will deteriorate, which will happen for a country dependent on imports, or it must impose capital controls. Keynes was not afraid of capital controls and had a clear preference for limited external trade but adopting his mindset would entail a radical transformation of British society.

Furthermore, what about all the countries that do not have to worry about the deficit constraint but are not monetary sovereigns? The German government, for example, can borrow in its own currency, but it is not a currency issuer – rather, it is the European Central Bank. Nevertheless, the nominal interest rate on German debt has been 1% or less since 2012. Not every member of the Eurozone enjoys such a luxury – why? Is it because Germany is such a valued customer or because it generates massive current-account surpluses? Despite this uncertainty, Germany enjoys considerable fiscal flexibility even though, according to MMT, it should not.

The reality is that MMT, while a compelling theory for understanding how states can use their control of money to achieve specific political ends, has little to say about the structure of economies or how best to allocate resources. As our colleague Mark Blyth put it in his inimitable fashion, MMT assumes: “Get the money right and everything else follows.”

The example of Germany shows that MMT has it entirely backward – states must get the economy “right” before they can take advantage of the monetary/fiscal opportunities of MMT. Specifically, the Germans can afford to ignore deficits today because they spent decades building an industrial Exportweltmeister that is the envy of the world. It is the sacrifices of ordinary Germans that makes their nation such an appealing counterparty rather than the worries of German elites about hyperinflation and rejection of budget deficits.  

The Ironies of MMT

For an idea associated with the social-democratic left, MMT shares neoliberalism’s dim view of democratic oversight. Kelton is critical of the Federal Reserve’s technocratic management, with its inflation phobia and search for the “Non-Accelerating Inflation Rate of Unemployment” (NAIRU). Granted, Uncle Sam’s track record at managing tax policy to compensate for inflation hardly inspires confidence, either – as evidenced during the 1960s, when taxes could not reduce consumption fast enough during the boom in spending resulting from the Vietnam War and the Great Society. Therefore, Kelton wants to substitute rule by central bankers with automatic legislative stabilizers that modify government spending to account for inflation or unemployment. In other words, she is substituting one form of technocratic governance by financiers for another led by MMT economists.

Implementing such a system depends less on economic persuasion than political power. Such power is essential for stabilizing this arrangement at home and abroad. We have already seen, however, that some nations can only do the former but not latter. In fact, the only true monetary sovereign capable of fulfilling the promise of MMT is also the closest thing the world has to a hegemon – the United States.

The United States is a monetary hegemon because the world is denominated in dollars, not renminbi, sterling, euros, or yen. Despite the rise of China, the U.S. dollar still accounts for over 60% of central bank reserves and over 40% of all cross-border loans, international debt securities, global trade invoicing, and payments through the SWIFT system (the Society for Worldwide Interbank Financial Telecommunications, which governs how banks communicate financial transactions across international borders). This hegemony is not without its costs – a higher dollar makes U.S. exports less competitive – but it allows the United States to exert a degree of influence over world affairs beyond what its other instruments of national power could deliver by themselves.

The Risk of Ignoring the Power Pyramid

Given the extent of this power, it is remarkable that the United States has done so much to undermine Susan Strange’s pyramid of national power, described in Part One: military force, productive capacity, financial strength, knowledge production, and maintenance. Whether by restricting immigration, cutting the funding for research and development, or imposing sanctions with an unprecedented alacrity against its allies as well as its rivals, administrations of both parties have displayed little awareness of the factors that made the United States a great power.

As a result, they have presided over the gradual evaporation of the United States’ technological edge. For example, the United States, once the source of the world’s most powerful computer chip designs, is no longer the world’s leader in this vital technology. The Taiwan Semiconductor Manufacturing Company (TSMC) is the most advanced fabrication plant in the world capable of rendering the 5 nm chips that lie at the heart of Apple’s future laptops and phones.

People – and not just Americans – pay for these chips and the products housing them in dollars, but how much longer will that be the case in a world where the “most important” real estate for the world economy is in Taiwan rather the United States? Fortunately, Taiwan remains a de facto U.S. ally, but what happens if China achieves its goal of chip independence –a quest fueled, in part, by the Trump and Biden administrations’ restrictive trade policies?

This transition of technological power away from the United States is evident in the most ordinary of circumstances. Consider one of the most-popular apps on the phones of America’s youth: TikTok. Despite the fact that TikTok’s Chinese owner, ByteDance, is not part of an industry that benefited from Chinese government patronage, the AI in TikTok is apparently beyond the skills of U.S. programmers, which explains the U.S. government’s wariness toward TikTok’s Chinese origins. U.S. government efforts to engineer that company’s sale to an American firm appear to have stalled, but Washington has nonetheless set a dangerous precedent – the United States relied on political coercion to stem the dissemination of a superior Chinese product irrespective of consumer preferences.

It might seem ridiculous to national security professionals to think that China’s development of an app to share user-generated videos presages a geopolitical revolution, but consider the following point. Despite crushing Nazi Germany and sending the first man into space, the Soviet Union never produced something that an American firm could not match or better, much less a consumer good that captured the United States’ youth demographic.

Perhaps worse, the country is discouraging the best means of redressing the qualitative difference between Chinese and U.S. firms: immigration. These immigrants play a vital role in the worldwide knowledge economy – the vaccines Americans are counting on to deliver them from the pandemic are the result of small firms populated by immigrants either in the United States or, in the case of the Pfizer vaccine, in Germany. In the alternative universe where Donald Trump won a second term in 2020, U.S. research productivity would further suffer due to the restrictions on visas for graduate students and postdocs in the physical and biomedical sciences. U.S. universities have already taken a financial hit since foreign students often pay the retail tuition price, especially students from China.

MMT: An Incomplete Solution

If MMT is the answer to some of the most challenging threats confronting the United States – notably the transition to a green economy – Americans cannot afford to forsake the preservation of U.S. monetary hegemony. U.S. hegemony does not rely on the crude metrics of earlier generations – numbers of soldiers and weapons, or steel, coal, and oil production – but rather on something both more ephemeral and durable: the confidence of the rest of the world that it can benefit from U.S. hegemony.

If debt is not really the constraint but rather inflation, as MMT advocates contend, the next question Americans must answer is how the government should mobilize its seemingly unlimited fiscal resources. Military strength is a vital component of Strange’s pyramid, but it seems the United States has reached the point of diminishing marginal returns. New weapons take too long to develop and cost too much to mass produce. Despite record budgets, U.S. military aircraft and ship readiness rates are deficient, which has problematic implications for the readiness of the rest of the military, and the Pentagon has been of modest help during the pandemic.

Rather than continuing to pour money down the defense sinkhole to purchase new weapons when it cannot maintain the ones the country already has, the United States should be using government spending to “build back” the U.S. entrepreneurial state to confront the challenges posed by climate change, recover from the pandemic, and repair the nation’s physical and human infrastructure. A national government that is free from the sorts of constraints that limit private firms can and should spearhead this effort.

There are still some who would argue that the United States should rely on the “invisible hand” to allocate capital. It is an alluring theory, but U.S. historical experience has thoroughly undercut it. After World War II, it was the entrepreneurial state rather than “heroic capitalists” that bore the risks to invest in new knowledge, and which continues to pay dividends today. Private firms that are beholden to shareholders demanding immediate returns on their investment simply cannot undertake the kinds of long-term, speculative investment in pure (as opposed to practical) R&D required to generate genuine novelty.

Just as the U.S. government has a monopoly on the legitimate use of force and printing money, so too does it have a near-monopoly on the ability to take risks over long-time horizons. Recall that it was U.S. Army ordnance in the 19th century that perfected the development of standardized parts over a 40-year-plus period in its arsenals. In the 20thcentury, the U.S. government provided invaluable support to several industries, including aviation, nuclear power, computing, and space. This should not imply that governments are wiser than private investors, only that the former can afford to place large bets that they might lose; after all, they are gambling with the house’s money.

These sorts of investments rarely seem justified under normal circumstances, but they can generate enormous windfalls. One of the many legacies of government sponsorship of R&D in the United States was a biomedical research system that allowed for the rapid development of the mRNA vaccines that are taming COVID-19. Whether it was supporting research on DNA and RNA that venture capitalists ignored or the vast array of technologies now embedded in smartphones, the U.S. government was essential in “bringing good things to life.” That the latter was an advertising slogan from General Electric from 1980 to 2003 only reinforces a collective historical amnesia, just as Americans forget how money actually works.

Not All Spending is Equal

Critics of MMT are right about one thing – not all spending is equal and running up deficits over the long run without enhancing the nation’s productive capacity and its economic attractiveness will undermine U.S. monetary hegemony. The goal of an expansive fiscal policy should be the creation of an economy in which people from all over the world wish to continue participating, which in turn will preserve the dollar as the preferred instrument for both debt and credit.

There are steps that the U.S. government can take that would generate dividends for the United States’ economic and national security. The government could, for example, revisit the 1958 National Defense Education Act that resulted from the fear following Sputnik’slaunch that the United States was falling behind the Soviet Union. A new education act would enable training up the workforce that contemporary industries demand. It should fund industrial apprenticeships in both civilian and defense industries, as well as the vocational training that the United States has allowed to wither. The country might also turn the surfeit of advanced degree graduates into managers of government investments in fields vital to its national health instead of stranding them as poorly paid adjuncts in the U.S. educational gulag.

Perhaps the great irony of contemporary American political economy is that many of the proponents of MMT are also the biggest critics of the other aspects of U.S. power that make MMT possible. The United States can afford the Green New Deal as well as providing universal health care and other necessities – but only as part of a wider process of “keeping America great.”

Politics truly makes for strange bedfellows.

Michael A. Dennis and Anand Toprani are professors of strategy and policy at the U.S. Naval War College and visiting professors at Brown University. They wish to acknowledge their profound debt to their colleague, Brown University professor Mark Blyth, whose insights inspired this piece.

The views expressed here are Dennis and Toprani’s and not necessarily those of the U.S. government.

Featured Image: U.S. Capitol Building is superimposed over scaffolding and currency imagery. (Credit: Christina Animashaun)

Fostering the Discussion on Securing the Seas.