‘How to Win a Trade War’ Review: The Times of Tariffs

Germany before World War I provoked backlash because of its rise in exports and overproduction, similar to China today.

By Theodore Bunzel. He is the head of Lazard Geopolitical Advisory. He has worked in the political section of the U.S. Embassy in Moscow and at the U.S. Treasury Department. Excerpts:

"“How to Win a Trade War” shows us that, even in the age of Trump, many of today’s trade tensions are a historical rerun. Germany before World War I provoked backlash because of its sharp rise in exports and overproduction, similar to China today. Its cornering of an “extraordinary 90 percent of global production” of chemicals and dyes sparked fears of dependency among the Allies. Even the White House’s coercive Liberation Day tariffs have an echo in history: 1870s France hiked tariffs 24% on its neighbors and demanded they negotiate more favorable trade deals within six months, a gambit that—like Mr. Trump’s—largely succeeded in forcing trade partners to submit to new treaties.

With protectionism becoming more fashionable, Ms. Keynes and Mr. Bown provide a helpful reminder that tariffs are, generally speaking, economically destructive and rarely achieve their stated goals. Such policies impede growth, chill investment and—outside of commodities—are overwhelmingly paid for by the importing country. Even on trade deficits, the authors remind us, tariffs have historically had largely insignificant effects. While the evidence on tariffs and their effects on industrialization is more mixed, for every Japan or South Korea—which used barriers to turbocharge manufacturing in the postwar era—there are the smoldering examples of Brazilian personal computers or Indian autos."

Why Do Democrats Hate Medicare Advantage?

It’s the best program in the entire U.S. healthcare system, including even employer-sponsored plans

By John C. Goodman. Excerpts:

"Medicare has already had a competing public option for more than two decades. It’s called traditional Medicare, and it has been losing the competition. More than half of all Medicare enrollees are in private plans."

"What Mr. Doggett calls the “giant private insurance companies that profiteer off Medicare” are mostly the same companies that are administering Medicaid."

"78% of [Medicaid] enrollees are in private managed care plans, or MCOs."

"enrollees are normally required to join an MCO. Yet it’s rare to hear a congressional Democrat advocate less spending on “giant” MCOs “profiteering” off care for the poor."

[Medicare Advantage] "is the only program in our entire healthcare system in which a doctor who discovers a patient’s previously unknown health problem can send that information to the insurer"

"Medicare Advantage plans are the only plans in our healthcare system that actually want sick people as enrollees."

"for sick people in [ObamaCare] marketplace plans, the out-of-pocket exposure is the highest found anywhere." 

"Significantly more low-income beneficiaries were enrolled in Medicare Advantage plans (68% vs. 32%) in 2023. In 2021, such plans were also the preferred choice of black (59%) and Hispanic (67%) enrollees relative to whites (43%)."

"Medicare Advantage is the only program in our healthcare system in which health plans can specialize in the treatment of specific conditions"

"Medicare Advantage plans make money by keeping people healthy."

"Medicare Advantage plans make insulin available free in special-needs plans for diabetics."

"Most employer plans and exchange plans haven’t done the same because free or cheap insulin would attract diabetic enrollees"

"In traditional Medicare . . . “20% percent of diabetes patients routinely get ulcers and 20% of those ulcers turn into amputations.” In Medicare Advantage, the number of amputations is a tiny fraction of that." 

 

Socialism and the Decline of the Black Family

Children need fathers, but social fragmentation gives an advantage to those who seek centralized power

By Jason Riley. Excerpts:

"socialism’s impact on the traditional family structure is no less concerning. Children from intact families are more likely to finish school and avoid poverty. The absence of fathers is strongly correlated with teen parenthood, drug addiction and involvement with the criminal justice system. The cultural anthropologist Margaret Mead wrote that “every known human society rests firmly on the learned nurturing behavior of men” and that civilization “depends upon social inventions that will make each generation of males want to nurture women and children.”"

"socialists such as Karl Marx and Friedrich Engels dismissed the traditional family as a tool of oppression"

"many of the social and economic problems in low-income black communities stem from the sad fact that some 70% of black children are born to unwed parents and nearly 45% live with a single mother."

"Asians are the highest earners, followed by whites, Hispanics and blacks. Similarly, Asians have the highest marriage rates, followed by whites, Hispanics and blacks. Maybe it’s no coincidence."

"Following emancipation, one of the first things black people did was seek out spouses and children from whom they had been forcibly separated during slavery."

"Between 1890 and 1950, black men and women married earlier and were more likely to be married by 35 than their white peers, Mr. Squires writes. That suggests black attitudes toward marriage and child rearing today are the product of incentives and circumstances that developed long after the end of slavery. “More than 70 percent of black children were born to married parents in 1965—a century after the abolition of slavery,” Mr. Squires writes. “Today, only 30 percent are."

"The black family was more intact after three centuries of chattel slavery than after three generations of the federal government’s ‘war’ on poverty.”" 

Hamilton Was No Protectionist

The first Treasury secretary backed tariffs mostly to raise revenue and promote free trade

By Phil Gramm And Donald J. Boudreaux. Excerpts:

"the 21st century, when the average trade-weighted tariff rate of Organization for Economic Cooperation and Development member countries was below 3% and almost identical to that of the U.S., and the OECD found that the nontariff barriers of U.S. trading partners aren’t significantly higher than America’s nontariff barriers, it’s highly doubtful that Hamilton would support Trump policies."

"It’s true that Hamilton endorsed some elements of the infant-industry argument for tariffs, but he did so because American industry then was indeed in its infancy. America today occupies a completely different position"

"The conditions that led Hamilton to support tariffs have long since disappeared. He never saw protection of domestic manufacturing as a long-term policy but rather insisted that “continuance of bounties on manufactures long established must almost always be of questionable policy.”"

"among the greatest forces fostering U.S. industrialization was its trade deficit and resulting capital surplus"

"Hamilton described net inbound foreign capital as “a precious acquisition . . . a most valuable auxiliary, conducing to put in Motion a greater Quantity of productive labour, and a greater portion of useful enterprise than could exist without it.”"

"the British and Dutch invested heavily in America. They grew wealthy on those investments, and so did America."

"Hamilton knew that high protective tariffs, by discouraging importing and encouraging smuggling, suppressed those [tax revenue] collections."

"From 1816 through 1830, industrial production grew at an average annual rate of 4% as tariffs rose. From 1831 through 1860, industrial production exploded by 6.7% a year as tariffs fell." 

"between 1866 and 1900 average tariff rates fell from 41.8% to 27.6% and industrial production grew at an average annual rate of 5.6%."

"Frank Taussig concluded in 1915, it [industrialization] was fueled by “the intelligence and inventiveness of the people; these being promoted again by the breath of freedom and competition in all their affairs.”" 

Does Rent Control Redistribute from Poorer to Richer?

From Jeffrey Miron.

"Rent control policies are gaining momentum on the campaign trail and in state houses. New research, though, confirms something economists have argued for a long time: rent control has serious adverse effects that undermine its rationale..

The study

examines the effects of a rent control ballot measure passed in Saint Paul, Minnesota, in November 2021, on property values. … [Researchers found that t]he law decreased rental property values by reducing expected future rental income and landlords’ incentives to invest in maintenance.

In addition,

the effects of Saint Paul’s rent control law varied significantly by the income levels of renters, landlords, and owner-occupants. On average, rent control generated financial gains for renters and losses for owners, as expected. However, higher-income renters gained more than lower-income renters. … [Also,] lower-income landlords lost more wealth relative to their income than higher-income landlords. Finally, owner-occupants, despite not directly participating in the rental market, bore the greatest share of the total losses.

The study

shows that the benefits of Saint Paul’s rent control law are distributed regressively to renters, while the costs are distributed regressively to landlords."

It’s Time To Legalize Kei Trucks

Restrictions on kei trucks are another way government drives up the cost of living

By Scott Beyer of The Independent Institute. 

"If you’ve spent time traveling the Third World—or Japan—you’ve seen them: tiny pickup trucks, built for cargo, hauling lumber, produce, construction materials, or even groups of workers. They’re ubiquitous in developing countries because they’re inexpensive, fuel-efficient, and well-suited for certain types of work. Yet for decades they’ve been largely absent from U.S. roads. That’s a shame, because the humble Japanese kei truck represents the kind of practical vehicle that would benefit Americans.

Kei trucks originated in Japan after World War II as part of the country’s “kei” (or light vehicle) classification. Manufacturers such as Suzuki and Mitsubishi designed them to meet strict size and engine limits while remaining surprisingly capable work vehicles. Although they typically produce around 50 horsepower, and sometimes only have top speeds of 60mph, they can haul loads approaching 1,000 pounds while achieving fuel economy that exceeds 35mpg. 

The reason Americans rarely see kei trucks has to do with regulation, not lack of demand. Federal law prevents newer kei models because imported vehicles must comply with the same crashworthiness, lighting, and emissions standards that apply to vehicles originally sold in the U.S. Meeting those standards is not worth it for Japanese manufacturers who never intended to sell kei trucks in the American market. 

There is one notable exception: once a vehicle reaches 25 years of age, it is exempt from many of those federal safety requirements. That means Americans who want a kei truck are largely limited to importing vehicles that are at least a quarter-century old. Even then, ownership is not straightforward. Several states—including Rhode Island and Georgia—have refused to title or register many kei trucks for normal highway use, while Maine has enacted restrictions that effectively bar them from public roads. Other states permit registration only under limited classifications, such as off-road, farm, or low-speed vehicle designations. 

The Trump administration has broadly emphasized cutting regulations and boosting domestic industry, and has directed that energy towards kei trucks. During the rollout of the “Freedom Means Affordable Cars” initiative, President Trump called the trucks “cute” and “beautiful” while criticizing barriers that prevent them from reaching U.S. soil. He tasked Transportation Secretary Sean Duffy with clearing obstacles to domestic production, so that kei-style trucks could bypass import tariffs like the 25% Chicken Tax (which specifically targets light trucks). However, this directive remains in early stages and faces hurdles within the federal code.

At state level, a wave of reforms has at least expanded access to the 25+ year-old kei trucks. Last year, Texas Senate Bill 1816 formally legalized titling, registration, and on-road use after earlier DMV inconsistencies. Such reforms typically enable operation, but mandate lower speed limits, require standard insurance/safety inspections, and can vary by jurisdiction. Meanwhile in other states, such as Oregon, reform efforts failed and kei trucks remain illegal to use on public roads. 

There are compelling economic reasons to welcome these vehicles. A brand-new full-size pickup truck now sells for $66,000 on average in America. It’s hard to find even quality used trucks nowadays for under $20,000. Brand new kei trucks are often sold in Japan for under $10,000. Many plumbers, electricians, landscapers, carpenters, farmers, and other small business owners would benefit from this cheaper option and don’t need massive four-door pickups that tow 15,000 pounds. 

Kei trucks are also at times more practical. Some models feature fold-down bed sides that allow forklifts to load pallets directly from either side of the truck. Their small footprint allows them to maneuver through tight alleys, narrow driveways, and crowded work sites that would frustrate drivers of a large pickup.

The most common argument against kei trucks concerns safety. Critics point out that they lack many of the crash protections found in newer American vehicles. That observation is true, but it also raises an obvious question: are kei trucks really so dangerous that Americans cannot be trusted to choose them, while motorcycles—which offer no crash protection whatsoever—remain legal? Society routinely allows adults to accept varying risk levels. 

Environmental objections are similarly unpersuasive. Some critics argue that kei trucks fail to meet modern emissions standards. Yet this argument actually highlights the inconsistency of current policy, which allows 25-year-old vehicles but not cleaner, newer versions. Kei trucks also achieve far better fuel economy than most full-size pickups.

Ultimately, kei trucks serve as a reminder that government regulations make everyday life more expensive. Here is a vehicle that has proven itself on farms, construction sites, and city streets worldwide, and is used by millions. Yet Americans cannot purchase a new one, even though their retail value starts at about 1/10th the average price of a new pickup truck. Nor can they purchase a 25-year-old one without paying thousands in extra taxes and duties. That is because regulators have more say in what consumers can drive than consumers themselves. The Trump administration should move forward with its kei truck deregulation efforts."

More Defense Spending Won’t Save the Economy

By Benjamin Giltner of Cato. 

"The Trump administration has failed so far to deliver on its affordability promises. Yet, in a recent Department of Defense video on X, Secretary Hegseth boasted that the administration’s $1.5 trillion proposed defense budget would “supercharge” the American economy. It’s not exactly a novel plan.

The secretary’s statement echoes a long-standing argument since the publishing of NSC-68 in 1950: More defense spending is good for the economy. Of course, as with all federal spending, defense budgets certainly do affect Americans—just not in the way Secretary Hegseth thinks. 

Instead of boosting economic growth, increased defense spending stunts the US economy, wastes money, and raises costs for Americans.

True enough, defense spending can create jobs and contribute to the economy. But this misses a more fundamental question: Which type of federal spending is most beneficial for the economy? The federal government can spend and borrow only so much money, and there are only so many resources and workers to go around. Should scientists be hired for defense research or domestic manufacturing? Should land be used for missile production or building a school? With limited resources and people, policymakers need to know how to spend federal dollars efficiently to limit waste and bloat. 

Herein lies the central problem with Hegseth’s argument: Of all federal outlays, defense spending creates the least number of jobs. And the reasoning is simple—it is a “parasitic output.” The finished products from defense spending—tanks, missiles, bullets, and so on—leave the market once they are made. When that $4 million Patriot missile is built, that’s it. That $4 million either sits in storage or explodes in combat. Parasitic output is accounted for as part of a country’s gross domestic product, which is why, among other reasons, measuring defense spending as a contribution to GDP is misleading. 

Increased defense spending also weakens America’s manufacturing industry, an economic sector in rough shape these days. The workers, research, and capital that could’ve been used to strengthen domestic manufacturing are being used to make weapons. Yes, building new weapons may increase employment rates. But such an obsessive focus on defense production means missing out on the wider employment and economic benefits of manufacturing other products with higher returns on investment. 

Additionally, increased defense spending puts upward pressure on inflation. As the federal government pumps more money into the economy with little return, inflation rises. To offset this, governments have three primary options: increase interest rates, raise taxes, or reduce spending in other sectors. All three options are politically unpopular. 

Reducing defense spending is the logical position for policymakers to take. Reforming the weapon acquisition process and walking back US military commitments abroad, for instance, are compelling policy options. But bolder action is needed. A spending cap should be placed on the defense budget, which is in fact how these budgets were made prior to the 1960s. Such a cap would force the military to make use of set funds, laying down an imperative to spend efficiently.

Matching the defense budget to America’s national interests makes sense in theory. And indeed, this is what the current Planning, Programming, Budgeting, and Execution process aims to do. Yet, threat inflation regularly goads Congress into paying any price to safeguard against exaggerated threats.

Proponents of hiking the defense budget argue that proposals to reduce defense spending put money before national security and that less spending in a world characterized by risk is radical. But what is truly radical is the notion that the United States can sustain its exorbitant defense spending indefinitely. It’s also radical to suppose that there are no trade-offs with federal spending. And it is radical to separate economic conditions from national security. 

If the Trump administration is serious about lowering costs for American families, it cannot pretend that defense spending is somehow exempt from basic economic realities. A larger Pentagon budget does not create prosperity out of thin air. Lawmakers will need to scrutinize defense spending more heavily if they hope to fix the country’s economic woes."