"Mahan became a pioneering thinker about the importance of naval power in a globalized world economy, as well as of public opinion in shaping national strategic policy. His understanding came to center on the role of naval power in facilitating—or deranging—international trade."
:Contrary to popular opinion, Influence was not primarily about the employment of naval forces in wartime; rather, it was about the importance of state coordination of national maritime (including naval) resources to achieve relative advantage in both peace and war."
Indeed, it is fair to say Mahan was an early student of the late-19th-century economic transformation that today is called the first era of globalization, or Globalization I (the current era being Globalization II).
Although he consistently deprecated guerre de course as incapable of achieving decisive strategic results, he became more and more convinced that systematic commerce destruction, through blockade—economic warfare—was the primary object of sea power.
In short, Mahan predicted that major conflict between advanced industrial powers would imperil the highly optimized global economic system that underpinned industrial societies. What is more, in the future, sea power would become even more potent.
First, most naval officers (including his mentor, Stephen Luce) displayed more interest in plundering Mahan’s books for operational precepts than for strategic insights. While this allowed them to skip over all the boring economics stuff.
Second, Mahan was writing not for posterity, but for a well-educated contemporary audience that recognized his allusions and references to the leading political issues of the day. In particular, Mahan’s writing was influenced by his perceptions of the first era of globalization.
The world has changed, and the Navy must change with it—as Mahan did. If the Navy struggles to articulate what it is for and what it can do in the modern world, then what are the prospects of getting Congress and the electorate to pay for what it needs?
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MAFFEI: “We are in the midst of an unprecedented import boom, which is one of the ripple effects of COVID...The congestion that is occurring is unfortunately unavoidable with this kind of stress on the system."
So what are the solutions?
“We have seen hundreds and thousands of export containers that have been rejected for the last several months. This is not ideal. … We want to promote exports."
Yet, carriers are prioritizing empty containers over American exports.
1/For those looking for a more technical breakdown of #EVERGIVEN@ever_given, here is the data from her classifications society, the American Bureau of Shipping @ABSeagle
2/All ships receive a number from the International Maritime Organization @IMOHQ so you can identify against similar named ships.
She was delivered in under 3 years, in 2018.
3/She nearly 200,000 deadweight tons, that is how much she can carry in cargo. Gross tons is actually not weight, but volume with a gross ton equal to 40ft3. That equates to 8.8M ft3. She has a speed of 22.5 knots from a single prop.