In this article, the author analyzes the geographical and natural capabilities of the United States in the plan successful its geopolitics. Author examines the problem of using geopolitical position in the U.S. to the most adequate to these conditions of strategic planning and implementation of policies, primarily in charge interests of the United States of America. 

Like nearly all of the peoples of North and South America, most Americans are not originally from the territory that became the United States. They are a diverse collection of peoples primarily from a dozen different Western European states, mixed in with smaller groups from a hundred more. All of the New World entities struggled to carve a modern nation and state out of the American continents. Brazil is an excellent case of how that struggle can be a difficult one. The United States falls on the opposite end of the spectrum.

The American geography is an impressive one. The Greater Mississippi Basin together with the Intracoastal Waterway has more kilometres of navigable internal waterways than the rest of the world combined. The American Midwest is both overlaid by this waterway and is the world's largest contiguous piece of farmland. The U.S. Atlantic Coast possesses more major ports than the rest of the Western Hemisphere combined. Two vast oceans insulated the United States from Asian and European powers, deserts separate the United States from Mexico to the south, while lakes and forests separate the population centres in Canada from those in the United States. The United States has capital, food surpluses and physical insulation in excess of every other country in the world by an exceedingly large margin. So like the Turks, the Americans are not important because of who they are, but because of where they live.

The North American Core

North America is a triangle-shaped continent centred in the temperate portions of the Northern Hemisphere. It is of sufficient size that its northern reaches are fully Arctic and its southern reaches are fully tropical. Predominant wind currents carry moisture from west to east across the continent.

Climatically, the continent consists of a series of wide north-south precipitation bands largely shaped by the landmass' longitudinal topography. The Rocky Mountains dominate the Western third of the northern and central parts of North America, generating a rain-shadow effect just east of the mountain range an area known colloquially as the Great Plains. Farther east of this semiarid region are the well-watered plains of the prairie provinces of Canada and the American Midwest. This zone comprises both the most productive and the largest contiguous acreage of arable land on the planet.

East of this premier arable zone lies a second mountain chain known as the Appalachians. While this chain is far lower and thinner than the Rockies, it still constitutes a notable barrier to movement and economic development. However, the lower elevation of the mountains combined with the wide coastal plain of the East Coast does not result in the rain-shadow effect of the Great Plains. Consequently, the coastal plain of the East Coast is well-watered throughout.

In the continent's northern and southern reaches this longitudinal pattern is not quite so clear-cut. North of the Great Lakes region lies the Canadian Shield, an area where repeated glaciations has scraped off most of the topsoil. That, combined with the area's colder climate, means that these lands are not nearly as productive as regions farther south or west and, as such, remain largely unpopulated to the modern day. In the south Mexico the North American landmass narrows drastically from more than 5,000 kilometres (about 3,100 miles) wide to, at most, 2,000 kilometres, and in most locations less than 1,000 kilometres. The Mexican extension also occurs in the Rocky Mountain/Great Plains longitudinal zone, generating a wide, dry, irregular uplift that lacks the agricultural promise of the Canadian Prairie Provinces or American Midwest.

The continent's final geographic piece is an isthmus of varying width, known as Central America, that is too wet and rugged to develop into anything more than a series of isolated city-states, much less a single country that would have an impact on continental affairs. Due to a series of swamps and mountains where the two American continents join, there still is no road network linking them, and the two Americas only indirectly affect each other's development.

The most distinctive and important feature of North America is the river network in the middle third of the continent. While its components are larger in both volume and length than most of the world's rivers, this is not what sets the network apart. Very few of its tributaries begin at high elevations, making vast tracts of these rivers easily navigable. In the case of the Mississippi, the head of navigation just north of Minneapolis is 3,000 kilometres inland.

The network consists of six distinct river systems: the Missouri, Arkansas, Red, Ohio, and Tennessee and, of course, the Mississippi. The unified nature of this system greatly enhances the region's usefulness and potential economic and political power. First, shipping goods via water is an order of magnitude cheaper than shipping them via land. The specific ratio varies greatly based on technological era and local topography, but in the petroleum age in the United States, the cost of transport via water is roughly 10 to 30 times cheaper than overland. This simple fact makes countries with robust maritime transport options extremely capital-rich when compared to countries limited to land-only options. This factor is the primary reason why the major economic powers of the past half-millennia have been Japan, Germany, France, the United Kingdom and the United States.

Second, the watershed of the Greater Mississippi Basin largely overlays North America's arable lands. Normally, agricultural areas as large as the American Midwest are underutilized as the cost of shipping their output to more densely populated regions cuts deeply into the economics of agriculture. The Eurasian steppe is an excellent example. Even in modern times Russian and Kazakh crops occasionally rot before they can reach market. Massive artificial transport networks must be constructed and maintained in order for the land to reach its full potential. Not so in the case of the Greater Mississippi Basin. The vast bulk of the prime agricultural lands are within 200 kilometres of a stretch of navigable river. Road and rail are still used for collection, but nearly omnipresent river ports allow for the entirety of the basin's farmers to easily and cheaply ship their products to markets not just in North America but all over the world.

Third, the river network's unity greatly eases the issue of political integration. All of the peoples of the basin are part of the same economic system, ensuring constant contact and common interests. Regional proclivities obviously still arise, but this is not Northern Europe, where a variety of separate river systems have given rise to multiple national identities.

It is worth briefly explaining why Stratford fixates on navigable rivers as opposed to coastlines. First, navigable rivers by definition service twice the land area of a coastline (rivers have two banks, coasts only one). Second, rivers are not subject to tidal forces, greatly easing the construction and maintenance of supporting infrastructure. Third, storm surges often accompany oceanic storms, which force the evacuation of oceanic ports. None of this eliminates the usefulness of coastal ports, but in terms of the capacity to generate capital, coastal regions are a poor second compared to lands with navigable rivers.

There are three other features all maritime in nature that further leverage the raw power that the Greater Mississippi Basin provides. First are the severe indentations of North America's coastline, granting the region a wealth of sheltered bays and natural, deep-water ports. The more obvious examples include the Gulf of St. Lawrence, San Francisco Bay, Chesapeake Bay, Galveston Bay and Long Island Sound/New York Bay.

Second, there are the Great Lakes. Unlike the Greater Mississippi Basin, the Great Lakes are not naturally navigable due to winter freezes and obstacles such as Niagara Falls. However, over the past 200 years extensive hydrological engineering has been completed mostly by Canada to allow for full navigation on the lakes. Since 1960, penetrating halfway through the continent, the Great Lakes have provided a secondary water transport system that has opened up even more lands for productive use and provided even greater capacity for North American capital generation. The benefits of this system are reaped mainly by the warmer lands of the United States rather than the colder lands of Canada, but since the Great Lakes constitute Canada's only maritime transport option for reaching the interior, most of the engineering was paid for by Canadians rather than Americans.

Third and most important are the lines of barrier islands that parallel the continent's East and Gulf coasts. These islands allow reverie Mississippi traffic to travel in a protected intracoastal waterway all the way south to the Rio Grande and all the way north to the Chesapeake Bay. In addition to serving as a sort of oceanic river, the island chain's proximity to the Mississippi delta creates an extension of sorts for all Mississippi shipping, in essence extending the political and economic unifying tendencies of the Mississippi Basin to the eastern coastal plain.

Thus, the Greater Mississippi Basin is the continent's core, and whoever controls that core not only is certain to dominate the East Coast and Great Lakes regions but will also have the agricultural, transport, trade and political unification capacity to be a world power even without having to interact with the rest of the global system.

There is, of course, more to North America than simply this core region and its immediate satellites. There are many secondary stretches of agricultural land as well those just north of the Greater Mississippi Basin in southcentral Canada, the lands just north of Lake Erie and Lake Ontario, the Atlantic coastal plain that wraps around the southern terminus of the Appalachians, California's Central Valley, the coastal plain of the Pacific Northwest, the highlands of central Mexico and the Veracruz region.

But all of these regions combined are considerably smaller than the American Midwest and are not ideal, agriculturally, as the Midwest is. Because the Great Lakes are not naturally navigable, costly canals must be constructed. The prairie provinces of south-central Canada lack a river transport system altogether. California's Central Valley requires irrigation. The Mexican highlands are semiarid and lack any navigable rivers.

The rivers of the American Atlantic coastal plain flowing down the eastern side of the Appalachians are neither particularly long nor interconnected. This makes them much more like the rivers of Northern Europe in that their separation localizes economic existence and fosters distinct political identities, dividing the region rather than uniting it. The formation of such local as opposed to national identities in many ways contributed to the American Civil War.

But the benefits of these secondary regions are not distributed evenly. What is now Mexico lacks even a single navigable river of any size. Its agricultural zones are disconnected and it boasts few good natural ports. Mexico's north is too dry while its south is too wet and both are too mountainous to support major population centers or robust agricultural activities. Additionally, the terrain is just rugged enough making transport just expensive enough to make it difficult for the central government to enforce its writ. The result is the near lawlessness of the cartel lands in the north and the irregular spasms of secessionist activity in the south.

Canada's maritime transport zones are far superior to those of Mexico but pale in comparison to those of the United States. Its first, the Great Lakes, not only requires engineering but is shared with the United States. The second, the St. Lawrence Seaway, is a solid option (again with sufficient engineering), but it services a region too cold to develop many dense population centres. None of Canada boasts naturally navigable rivers, often making it more attractive for Canada's provinces in particular the Prairie Provinces and British Columbia to integrate with the United States, where transport is cheaper, the climate supports a larger population and markets are more readily accessible. Additionally, the Canadian Shield greatly limits development opportunities. This vast region which covers more than half of Canada's landmass and starkly separates Quebec City, Montreal, Toronto and the Prairie Provinces consists of a rocky, broken landscape perfect for canoeing and backpacking but unsuitable for agriculture or habitation.

So long as the United States has uninterrupted control of the continental core which itself enjoys independent and interconnected ocean access the specific locations of the country's northern and southern boundaries are somewhat immaterial to continental politics. To the south, the Chihuahua and Sonora deserts are a significant barrier in both directions, making the exceedingly shallow Rio Grande a logical but hardly absolute border line. The eastern end of the border could be anywhere within 300 kilometres north or south of its current location (at present the border region's southernmost ports Brownsville and Corpus Christi lie on the U.S. side of the border). As one moves westward to the barren lands of New Mexico, Arizona, Chihuahua and Sonora, the possible variance increases considerably. Even controlling the mouth of the Colorado River where it empties into the Gulf of California is not a critical issue, since hydroelectric development in the United States prevents the river from reaching the Gulf in most years, making it useless for transport.

In the north, the Great Lakes are obviously an ideal break point in the middle of the border region, but the specific location of the line along the rest of the border is largely irrelevant. East of the lakes, low mountains and thick forests dominate the landscape not the sort of terrain to generate a power that could challenge the U.S. East Coast. The border here could theoretically lie anywhere between the St. Lawrence Seaway and Massachusetts without compromising the American population centres on the East Coast (although, of course, the farther north the line is the more secure the East Coast will be). West of the lakes is flat prairie that can be easily crossed, but the land is too cold and often too dry, and, like the east, it cannot support a large population. So long as the border lies north of the bulk of the Missouri River's expansive watershed, the border's specific location is somewhat academic, and it becomes even more so when one reaches the Rockies.

On the far western end of the U.S.-Canada border is the only location where there could be some border friction. The entrance to Puget Sound one of the world's best natural harbours is commanded by Vancouver Island. Most of the former is United States territory, but the latter is Canadian in fact, the capital of British Columbia, Victoria, sits on the southern tip of that strategic island for precisely that reason. However, the fact that British Columbia is more than 3,000 kilometres from the Toronto region and that there is a 12:1 population imbalance between British Columbia and the American West Coast largely eliminates the possibility of Canadian territorial aggression.

It is common knowledge that the United States began as 13 rebellious colonies along the east coast of the centre third of the North American continent. But the United States as an entity was not a sure thing in the beginning. France controlled the bulk of the useful territory that in time would enable the United States to rise to power, while the Spanish empire boasted a larger and more robust economy and population in the New World than the fledgling United States. Most of the original 13 colonies were lightly populated by European standards only Philadelphia could be considered a true city in the European sense and were linked by only the most basic of physical infrastructure. Additionally, rivers flowed west to east across the coastal plain, tending to sequester regional identities rather than unify them.

But the young United States held two advantages. First, without exception, all of the European empires saw their New World holdings as secondary concerns. For them, the real game and always the real war was on another continent in a different hemisphere. Europe's overseas colonies were either supplementary sources of income or chips to be traded away on the poker table of Europe. France did not even bother using its American territories to dispose of undesirable segments of its society, while Spain granted its viceroys wide latitude in how they governed imperial territories simply because it was not very important so long as the silver and gold shipments kept arriving. With European attentions diverted elsewhere, the young United States had an opportunity to carve out a future for itself relatively free of European entanglements.

Second, the early United States did not face any severe geographic challenges. The barrier island system and local rivers provided a number of options that allowed for rapid cultural and economic expansion up and down the East Coast. The coastal plain particularly in what would become the American South was sufficiently wide and well-watered to allow for the steady expansion of cities and farmland. Choices were limited, but so were challenges. This was not England, an island that forced the early state into the expense of a navy. This was not France, a country with three coasts and two land borders that forced Paris to constantly deal with threats from multiple directions. This was not Russia, a massive country suffering from short growing seasons that was forced to expend inordinate sums of capital on infrastructure simply to attempt to feed itself. Instead, the United States could exist in relative peace for its first few decades without needing to worry about any large-scale, omnipresent military or economic challenges, so it did not have to garrison a large military. Every scrap of energy the young country possessed could be spent on making itself more sustainable. When viewed together the robust natural transport network overlaying vast tracts of excellent farmland, sharing a continent with two much smaller and weaker powers it is inevitable that whoever controls the middle third of North America will be a great power.

With these basic inputs, the American polity was presented a set of imperatives it had to achieve in order to be a successful nation. They are only rarely declared elements of national policy, instead serving as a sort of subconscious set of guidelines established by geography that most governments regardless of composition or ideology find themselves following. The United States' strategic imperatives are presented here in five parts. Normally imperatives are pursued in order, but there is considerable time overlap between the first two and the second two.

1. Dominate the Greater Mississippi Basin

The early nation was particularly vulnerable to its former colonial master. The original 13 colonies were hardwired into the British Empire economically, and trading with other European powers (at the time there were no other independent states in the Western Hemisphere) required braving the seas that the British still ruled. Additionally, the colonies' almost exclusively coastal nature made them easy prey for that same navy should hostilities ever recommence, as was driven brutally home in the War of 1812 in which Washington was sacked.

There are only two ways to protect a coastal community from sea power. The first is to counter with another navy. But navies are very expensive, and it was all the United States could do in its first 50 years of existence to muster a merchant marine to assist with trade. France's navy stood in during the Revolutionary War in order to constrain British power, but once independence was secured, Paris had no further interest in projecting power to the eastern shore of North America (and, in fact, nearly fought a war with the new country in the 1790s).

The second method of protecting a coastal community is to develop territories that are not utterly dependent upon the sea. Here is where the United States laid the groundwork for becoming a major power, since the strategic depth offered in North America was the Greater Mississippi Basin.

Achieving such strategic depth was both an economic and a military imperative. With few exceptions, the American population was based along the coast, and even the exceptions such as Philadelphia were easily reached via rivers. The United States was entirely dependent upon the English imperial system not just for finished goods and markets but also for the bulk of its non-agricultural raw materials, in particular coal and iron ore. Expanding inland allowed the Americans to substitute additional supplies from mines in the Appalachian Mountains. But those same mountains also limited just how much depth the early Americans could achieve. The Appalachians may not be the Swiss Alps, but they were sufficiently rugged to put a check on any deep and rapid inland expansion. Even reaching the Ohio River Valley all of which lay within the initial territories of the independent United States -was largely blocked by the Appalachians. The Ohio River faced the additional problem of draining into the Mississippi, the western shore of which was the French territory of Louisiana and all of which emptied through the fully French-held city of New Orleans.

The United States solved this problem in three phases. First, there was the direct purchase of the Louisiana Territory from France in 1803. (Technically, France's Louisiana Territory was Spanish-held at this point, its ownership having been swapped as a result of the Treaty of Paris in 1763 that ended the Seven Years' War. In October 1800, France and Spain agreed in secret to return the lands to French control, but news of the transfer was not made public until the sale of the lands in question to the United States in July 1803. Therefore, between 1762 and 1803 the territory was legally the territory of the Spanish crown but operationally was a mixed territory under a shifting patchwork of French, Spanish and American management).

At the time, Napoleon was girding for a major series of wars that would bear his name. France not only needed cash but also to be relieved of the security burden of defending a large but lightly populated territory in a different hemisphere. The Louisiana Purchase not only doubled the size of the United States but also gave it direct ownership of almost all of the Mississippi and Missouri river basins. The inclusion of the city of New Orleans in the purchase granted the United States full control over the entire watershed. Once the territory was purchased, the challenge was to develop the lands. Some settlers migrated northward from New Orleans, but most came via a different route.

The second phase of the strategic-depth strategy was the construction of that different route: the National Road (aka the Cumberland Road). This project linked Baltimore first to Cumberland, Md. the head of navigation of the Potomac and then on to the Ohio River Valley at Wheeling, W. Va., by 1818. Later phases extended the road across Ohio (1828), Indiana (1832) and Illinois (1838) until it eventually reached Jefferson City, Mo., in the 1840s. This single road (known in modern times as U.S. Route 40 or Interstate 70 for most of its length) allowed American pioneers to directly settle Ohio, Indiana, Illinois and Missouri and granted them initial access to Michigan, Wisconsin, Iowa and Minnesota. For the better part of a century, it was the most heavily trafficked route in the country, and it allowed Americans not only to settle the new Louisiana Territory but also to finally take advantage of the lands ceded by the British in 1787. With the road's completion, the original 13 colonies were finally lashed to the Greater Mississippi Basin via a route that could not be challenged by any outside power.

The third phase of the early American expansion strategy was in essence an extension of the National Road via a series of settlement trails, by far the most important and famous of which was the Oregon Trail. While less of a formal construction than the National Road, the Oregon Trail opened up far larger territories. The trail was directly responsible for the initial settling of Kansas, Nebraska, Wyoming, Idaho and Oregon. A wealth of secondary trails branched off from the main artery the Mormon, Bozeman, California and Denver trails and extended the settlement efforts to Montana, Colorado, Utah, Nevada and California. The trails were all active from the early 1840s until the completion of the country's first transcontinental railway in 1869. That project's completion reduced East Coast-West Coast travel time from six months to eight days and slashed the cost by 90 percent (to about $1,100 in 2011 dollars). The river of settlers overnight turned into a flood, finally cementing American hegemony over its vast territories.

Collectively, the Louisiana Purchase, the National Road and the Oregon Trail facilitated the largest and fastest cultural expansion in human history. From beginning to end, the entire process required less than 70 years. However, it should be noted that the last part of this process the securing of the West Coast was not essential to American security. The Columbia River Valley and California's Central Valley are not critical American territories. Any independent entities based in either could not possibly generate a force capable of threatening the Greater Mississippi Basin. This hardly means that these territories are unattractive or a net loss to the United States among other things, they grant the United States full access to the Pacific trading basin only that control of them is not imperative to American security.