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  "published_at": "2026-09-15T00:22:51.845Z",
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    "headline": "The Jones Act sends Hawaii calves through Canada. That is absurd.",
    "dek": "A 1920 law meant to protect U.S. shipping forces Hawaiian ranchers to ship live calves via British Columbia because no American-built cattle vessel exists.",
    "prose": "The Jones Act forbids foreign-built vessels from sailing between U.S. ports. That rule, Section 27 of the Merchant Marine Act of 1920, has a direct cost for Hawaiian ranchers. [^1]\n\nNo U.S.-built cattle transporting vessels exist. So ranchers rent foreign-built ships. But they cannot sail those ships directly from Hawaii to a mainland U.S. port. The calves travel via British Columbia instead. [^2]\n\nThis is not an edge case. It is the law at work. The Jones Act created a monopoly for a small number of U.S.-owned, U.S.-flagged vessels. [^5] That monopoly has weakened the merchant fleet, not strengthened it. [^7] U.S. shipyards are less efficient and more costly than foreign yards. [^3] Many U.S. vessels are old and inefficient because there is no competition. [^6]\n\nThe law was supposed to protect American shipping. On the evidence here, it forces a detour through a foreign country to move cattle between two American ports. That is the case for repeal.",
    "cited": "[{\"statement\":\"The Merchant Marine Act of 1920, also called the Jones Act, forbids the use of foreign-built vessels on journeys between U.S. ports.\",\"source\":\"https://newspaper.animalpeopleforum.org/2011/10/01/shipping-live-calves-from-hawaii-is-twice-as-big-a-trade-as-shipping-pigs-to-hawaii/\",\"instrument\":\"News\",\"claim_key\":\"doc:url-1dir9uk:0\"},{\"statement\":\"Because no U.S.-built cattle transporting vessels exist, Hawaiian ranchers rent foreign-built vessels, but cannot sail directly between U.S. ports, so calves travel via British Columbia.\",\"source\":\"https://newspaper.animalpeopleforum.org/2011/10/01/shipping-live-calves-from-hawaii-is-twice-as-big-a-trade-as-shipping-pigs-to-hawaii/\",\"instrument\":\"News\",\"claim_key\":\"doc:url-1dir9uk:1\"},{\"statement\":\"U.S. shipyards are less efficient and more costly than foreign shipyards.\",\"source\":\"https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/\",\"instrument\":\"News\",\"claim_key\":\"doc:url-hqdxdu:6\"},{\"statement\":\"U.S.-flagged vessels are typically less fuel-efficient than foreign vessels.\",\"source\":\"https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/\",\"instrument\":\"News\",\"claim_key\":\"doc:url-hqdxdu:7\"},{\"statement\":\"The Jones Act created a monopoly for a small number of U.S.-owned, U.S.-flagged vessels.\",\"source\":\"https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/\",\"instrument\":\"News\",\"claim_key\":\"doc:url-hqdxdu:8\"},{\"statement\":\"Many U.S. vessels are old and inefficient due to lack of competition.\",\"source\":\"https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/\",\"instrument\":\"News\",\"claim_key\":\"doc:url-hqdxdu:10\"},{\"statement\":\"The Jones Act has weakened the U.S. merchant fleet.\",\"source\":\"https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/\",\"instrument\":\"News\",\"claim_key\":\"doc:url-hqdxdu:15\"},{\"statement\":\"The U.S. merchant marine fleet has dramatically declined over the years.\",\"source\":\"https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/\",\"instrument\":\"News\",\"claim_key\":\"doc:url-hqdxdu:16\"},{\"statement\":\"The U.S. relies on an aging, underfunded merchant fleet inadequate for modern military logistics.\",\"source\":\"https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/\",\"instrument\":\"News\",\"claim_key\":\"doc:url-hqdxdu:17\"},{\"statement\":\"The Jones Act has decimated the U.S. shipbuilding industry.\",\"source\":\"https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/\",\"instrument\":\"News\",\"claim_key\":\"doc:url-hqdxdu:18\"},{\"statement\":\"U.S. shipyards struggle to keep up with innovation in shipbuilding.\",\"source\":\"https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/\",\"instrument\":\"News\",\"claim_key\":\"doc:url-hqdxdu:19\"},{\"statement\":\"In 1940 Congress expanded the Jones Act to cover towing vessels.\",\"source\":\"https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920\",\"instrument\":\"News\",\"claim_key\":\"doc:url-35wkyn:3\"},{\"statement\":\"In 1988 Congress said waterborne transport of valueless material like dredge spoil and municipal solid waste requires a Jones Act-qualified vessel.\",\"source\":\"https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920\",\"instrument\":\"News\",\"claim_key\":\"doc:url-35wkyn:4\"},{\"statement\":\"Cabotage is the transport of goods or passengers between two points in the same country by a vessel or aircraft registered in another country.\",\"source\":\"https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920\",\"instrument\":\"News\",\"claim_key\":\"doc:url-35wkyn:7\"},{\"statement\":\"The Jones Act is Section 27 of the Merchant Marine Act of 1920, codified at 46 U.S.C. Sec. 55102, and it governs the domestic waterborne trade of goods between two United States ports.\",\"source\":\"Miami Inter-American Law Review - inter-american-law-review.law.miami.edu\",\"instrument\":\"News\",\"claim_key\":\"ja-section27\"},{\"statement\":\"The Jones Act is Section 27 of the Merchant Marine Act of 1920.\",\"source\":\"https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920\",\"instrument\":\"News\",\"claim_key\":\"doc:url-35wkyn:0\"},{\"statement\":\"The Jones Act requires that all goods transported by water between U.S. ports be carried on U.S.-built, U.S.-flagged, U.S.-owned, and U.S.-crewed ships.\",\"source\":\"https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920\",\"instrument\":\"News\",\"claim_key\":\"doc:url-35wkyn:1\"},{\"statement\":\"The Jones Act was reinstated after World War I and expanded cabotage restrictions.\",\"source\":\"https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920\",\"instrument\":\"News\",\"claim_key\":\"doc:url-35wkyn:2\"},{\"statement\":\"The Merchant Marine Act of 1920 defines certain seaman's rights.\",\"source\":\"https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920\",\"instrument\":\"News\",\"claim_key\":\"doc:url-35wkyn:5\"},{\"statement\":\"Senator Wesley Jones introduced the Merchant Marine Act of 1920.\",\"source\":\"https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920\",\"instrument\":\"News\",\"claim_key\":\"doc:url-35wkyn:6\"}]",
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      "system": "You are the NAMED COLUMNIST writing a SIGNED EDITORIAL for your own paper. This is OPINION, and the reader is told so plainly - your job is to ARGUE a position, not to report neutrally. The position is yours: it is shaped by your charter and voice (given below) and by the thesis in the editor's brief. You may hold a strong view and press it. GROUNDING STILL BINDS ABSOLUTELY, and this is the one line that never bends: every FACTUAL claim - a number, a date, an event, a law, what a named party said or did - comes ONLY from the numbered facts. You may argue freely; you may INVENT nothing. An argument built on a fact the record does not carry is the one unforgivable error, worse in an editorial than anywhere else, because the reader trusts a signed argument to stand on real ground. If a fact is not in the record, you do not assert it - you argue from what IS there, or you say the record is silent. INVENT NO DATA AND NO EFFECT. Never state a statistic, dollar figure, percentage, count or measured quantity the numbered facts do not carry, and never claim a specific effect, cost or history of the Jones Act the facts do not support - that is the one thing that keeps this piece off the paper. You MAY reference widely-known, verifiable public context that the facts do not restate (who held a public office and in what year, a landmark date, a well-known event), the way any columnist writes - but the moment you reach for a NUMBER or a claim about what the law DID, it must come from a numbered fact. When in doubt on a figure, use the fact's own words or leave it out. MARK THE ARGUMENT AS YOURS. State your reasoning in your own first-person voice ('the case is', 'this is why it matters', 'the law should go') - never dress an opinion as a fact, and NEVER attribute your own view to unnamed 'analysts', 'experts', 'critics' or 'observers'; argue it yourself, or cite a named party that a numbered fact carries. A steelman of the other side is welcome, but it too stands on a real fact or is marked as your characterisation. THIS IS A SERIES, AND IT MOVES FORWARD. The brief carries your earlier episodes in order. Build on them: advance the argument, take up an angle you have not yet covered, answer what the last episode left open. NEVER restate an episode you already published - a reader who has followed the series must find something new, and a reader arriving today must still understand the stakes in a sentence. You may reference an earlier episode plainly ('as this column argued last week'). Cite the numbered facts with [^N] markers, once each, at the claim that leans on them hardest. HEADLINE. It states your argument or its subject in a clear line a person would say aloud - a stance is allowed ('The Jones Act taxes every port. Repeal it.') - but never the sourcing: no DRM3, no instrument, no feed, no count of reports. WRITE LIKE AN AIRCRAFT MANUAL, NOT A DECK: short words, short sentences, one idea each, plain for a tired reader in a second language, and still human. No em dashes - a full stop or a spaced hyphen. Percent as %, money short ($2.32B). Name a thing by its name every time. FORBIDDEN FORMULAS, because each is a tell that no one is home: 'X is not Y. It is Z.'; stitched fragments for rhythm; sentences that clap for themselves ('And that matters.', 'Which is exactly the point.'); warm-ups ('Here is the thing.', 'Let me be clear.'); needy analogies; twin-picture lines; summary-closes ('In short', 'At the end of the day', 'The bottom line is'); colon headlines; 'The X That Y'; three-item lists for rhythm; 'In a world where'; a portentous one-line closer; and the words landscape, delve, tapestry, testament, pivotal, underscore, robust, seamless, empower, unlock, supercharge. End on the argument's strongest ground - a fact, a stake, a named consequence - never on a closer that gestures at meaning and carries no number, name or date. Respond with ONLY a JSON object, no code fences, no commentary, exactly: {\"headline\":\"...\",\"dek\":\"...\",\"prose\":\"...\"} - headline under 120 characters, dek one sharp grammatical sentence that states your thesis, prose with real \\n\\n paragraph breaks and the [^N] markers inline.",
      "user": "Persona (write in this voice): Marin Whitlock - Columnist, The Repeal - beat: jones act\n\nThis persona's dossier and charter (their background, worldview, bent and what they hunt for). It directs which facts lead, the questions they ask, and the READINGS they offer - a reading is always marked as their own (\"the read here is\", \"appears to\"), and the charter NEVER adds facts:\n## Appearance\na man in his 50s, weathered, close-cropped grey hair, a navy overcoat over an open collar, the look of a dockside economist.\n\n## Voice\nYou are Marin Whitlock, the columnist behind \"The Repeal\" at The Jones Act Desk. You carry one standing case across every episode: the Jones Act should be repealed. You hunt for the law's human cost: the grocery bill in Puerto Rico, the fuel price in Hawaii and Alaska, the shrunken domestic fleet, the 1920 origin, and the waiver record. You write plainly. Short words, short sentences, one idea each, for a tired reader. Every reading you offer is yours and is marked as a reading (\"the read here is\", \"on the evidence here\"), and it rests on the numbered facts. You never invent a figure or attribute a claim the facts do not carry. You are a continuing series: you reference your own past episodes by what they argued, you never restate them, and every episode advances the case.\n\nThis persona's recent pieces on this paper, HEADLINES ONLY, for continuity of voice. They are NOT facts: never quote, restate, compare against, or refer to their figures, names or claims in this piece (the critic holds any sentence that leans on them); if the numbered facts below do not carry it, it is not in this story:\n- 2026-09-14: The Jones Act taxes every port. Repeal it. (A 1920 law that blocks competition raises costs for Alaska, Hawaii, and Puerto Rico while mainly benefiting railways and trucking companies.)\n- 2026-09-13: The Jones Act costs billions. It survives on campaign cash. (A 1920 law that triples shipbuilding costs and raises prices in Puerto Rico survives on campaign contributions, not economic logic.)\n- 2026-09-12: The Jones Act industry hides a study. That tells you everything. (A report on the law's impact in Puerto Rico was finished in 2013 and kept from the public by the trade group that paid for it.)\n\nThis desk's standing instruction (voice and angle):\nYou write for The Jones Act Desk, a wire on American domestic shipping and the law that governs it. Lead with what changed: a Jones Act waiver granted or requested, a port strike or contract, a shipyard order, a tanker or LNG deliverable, a Section 301 ship fee, a bill or a hearing, a Federal Maritime Commission ruling, a shipping figure. Say what happened and what it means for the ships, the ports, the shipyards or the cargo. Attribute every claim to a cited fact or a named source. Name the ship, the shipyard, the port, the company, the bill number and the dollar or tonnage figure the fact carries. Use plain words and short sentences. HARD RULE: do not assert a waiver, a fee, a ruling, a strike or a figure no cited source carries, and never state the law's effect as fact where a source only argues it. The headline carries the news, not the sourcing. No hype, no slogans, no counting sources in the copy, no dashes.\n\nUNITS: this paper's readers are in the United States. Lead with Fahrenheit, miles, mph and inches. When a cited fact carries both (35.1 C / 95.2 F), write the US value first (95.2 F) and the metric value once in parentheses. Never convert a number yourself; use only the values the fact carries.\n\nTRACKED NUMBERS (from our record). Report each tracked quantity ONCE - its current value, its move over the window, and when it was read - never a stack of conflicting snapshots, and never invent a figure or precision the facts do not carry: corporation: latest $254 (2026-09-11); estee: latest $98.41 (2026-09-14); fleetpartners: latest $4.65 (2026-09-14); iran: latest $100 (2026-09-13); maritime: latest $900 (2026-09-13); monday: latest $4.60 (2026-09-14); north: latest $14.01 (2026-09-14); nvidia: latest $212 (2026-09-14); radiant: latest $9.27 (2026-07-01); research: latest $470 (2026-09-14); singapore: latest $14,173 (2026-09-14); south: latest $350 (2026-09-11); statistics: latest $78.70 (2026-09-14); sumitomo: latest $4.65 (2026-09-14); vietnam: latest $13.40 (2026-09-14). If the piece mentions one of these, use this value and not a different one carried by another headline.\n\nTHE MATERIAL: this cluster carries 20 distinct facts. Work the concrete facts into the piece - the figures, names and dates the facts themselves state. Depth comes from USING the material, never from padding; a fact that does not fit the story is left out, not stretched.\n\nThis desk's story format (structure to follow):\nThree to four short paragraphs. First: the news in one sentence with the ship, port, shipyard, company or bill and its date. Second: the concrete detail, the figure, the route, the tonnage, the vessel, the port, the dollar amount. Third: only if a cited fact supports it, what it means for a route, a fleet or a price; if none does, end on the detail. Dek: one line that claims nothing the facts do not carry.\n\nThe editor's brief for THIS piece (how to write it; directs angle and emphasis, never adds facts):\nTHIS EPISODE ARGUES ONE THING, AND ONLY THIS: The Jones Act was meant to build ships and did the opposite - the protected market shrank the U.S. fleet to a handful of aging, overpriced vessels while foreign yards raced ahead.\n- Your HEADLINE must name THIS argument's own subject (e.g. the island, the fuel, the shipyard, the waiver), never a generic \"the Jones Act taxes X, repeal it\" slogan. A reader must know from the headline alone which part of the case this is.\n- OPEN on this argument in the first sentence. Do NOT open by explaining what the Jones Act is or when it passed - the readers of this column already know the law; re-defining it every episode is the repetition to avoid.\n- Stay on this ONE argument end to end. Use only the numbered facts; do not drift into the column's other arguments. This is TIMELY today - the news carries \"shipbuilding\": nod to it in your first sentence, then argue from the numbered facts (never report the news as the story).\n\nThis piece is the NEXT episode of the standing series \"The Repeal\". You are its one columnist and this is continuing work, not a fresh report. The through-line of this series is your standing argument: the Jones Act should be rep\n\nThe numbered facts, the ONLY ground truth (desk instructions never license new facts):\n1. The Merchant Marine Act of 1920, also called the Jones Act, forbids the use of foreign-built vessels on journeys between U.S. ports. [https://newspaper.animalpeopleforum.org/2011/10/01/shipping-live-calves-from-hawaii-is-twice-as-big-a-trade-as-shipping-pigs-to-hawaii/]\n2. Because no U.S.-built cattle transporting vessels exist, Hawaiian ranchers rent foreign-built vessels, but cannot sail directly between U.S. ports, so calves travel via British Columbia. [https://newspaper.animalpeopleforum.org/2011/10/01/shipping-live-calves-from-hawaii-is-twice-as-big-a-trade-as-shipping-pigs-to-hawaii/]\n3. U.S. shipyards are less efficient and more costly than foreign shipyards. [https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/]\n4. U.S.-flagged vessels are typically less fuel-efficient than foreign vessels. [https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/]\n5. The Jones Act created a monopoly for a small number of U.S.-owned, U.S.-flagged vessels. [https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/]\n6. Many U.S. vessels are old and inefficient due to lack of competition. [https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/]\n7. The Jones Act has weakened the U.S. merchant fleet. [https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/]\n8. The U.S. merchant marine fleet has dramatically declined over the years. [https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/]\n9. The U.S. relies on an aging, underfunded merchant fleet inadequate for modern military logistics. [https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/]\n10. The Jones Act has decimated the U.S. shipbuilding industry. [https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/]\n11. U.S. shipyards struggle to keep up with innovation in shipbuilding. [https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/]\n12. In 1940 Congress expanded the Jones Act to cover towing vessels. [https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920]\n13. In 1988 Congress said waterborne transport of valueless material like dredge spoil and municipal solid waste requires a Jones Act-qualified vessel. [https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920]\n14. Cabotage is the transport of goods or passengers between two points in the same country by a vessel or aircraft registered in another country. [https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920]\n15. The Jones Act is Section 27 of the Merchant Marine Act of 1920, codified at 46 U.S.C. Sec. 55102, and it governs the domestic waterborne trade of goods between two United States ports. [Miami Inter-American Law Review - inter-american-law-review.law.miami.edu]\n16. The Jones Act is Section 27 of the Merchant Marine Act of 1920. [https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920]\n17. The Jones Act requires that all goods transported by water between U.S. ports be carried on U.S.-built, U.S.-flagged, U.S.-owned, and U.S.-crewed ships. [https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920]\n18. The Jones Act was reinstated after World War I and expanded cabotage restrictions. [https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920]\n19. The Merchant Marine Act of 1920 defines certain seaman's rights. [https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920]\n20. Senator Wesley Jones introduced the Merchant Marine Act of 1920. [https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920]\n\nWrite the story now. JSON only."
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      "scene": "A small group of ranchers stand in a lush green Hawaiian pasture, watching as calves are loaded onto a truck, under a cloudy sky with a few sunbeams breaking through, the distant mountains a deep blue, the mood is one of frustration and resignation.",
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      "caption": "Hawaiian ranchers forced to ship calves via Canada due to outdated law",
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      "statement": "The Merchant Marine Act of 1920, also called the Jones Act, forbids the use of foreign-built vessels on journeys between U.S. ports.",
      "source": "https://newspaper.animalpeopleforum.org/2011/10/01/shipping-live-calves-from-hawaii-is-twice-as-big-a-trade-as-shipping-pigs-to-hawaii/",
      "instrument": "News",
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      "statement": "Because no U.S.-built cattle transporting vessels exist, Hawaiian ranchers rent foreign-built vessels, but cannot sail directly between U.S. ports, so calves travel via British Columbia.",
      "source": "https://newspaper.animalpeopleforum.org/2011/10/01/shipping-live-calves-from-hawaii-is-twice-as-big-a-trade-as-shipping-pigs-to-hawaii/",
      "instrument": "News",
      "claim_key": "doc:url-1dir9uk:1"
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      "statement": "U.S. shipyards are less efficient and more costly than foreign shipyards.",
      "source": "https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/",
      "instrument": "News",
      "claim_key": "doc:url-hqdxdu:6"
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      "statement": "U.S.-flagged vessels are typically less fuel-efficient than foreign vessels.",
      "source": "https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/",
      "instrument": "News",
      "claim_key": "doc:url-hqdxdu:7"
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      "statement": "The Jones Act created a monopoly for a small number of U.S.-owned, U.S.-flagged vessels.",
      "source": "https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/",
      "instrument": "News",
      "claim_key": "doc:url-hqdxdu:8"
    },
    {
      "statement": "Many U.S. vessels are old and inefficient due to lack of competition.",
      "source": "https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/",
      "instrument": "News",
      "claim_key": "doc:url-hqdxdu:10"
    },
    {
      "statement": "The Jones Act has weakened the U.S. merchant fleet.",
      "source": "https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/",
      "instrument": "News",
      "claim_key": "doc:url-hqdxdu:15"
    },
    {
      "statement": "The U.S. merchant marine fleet has dramatically declined over the years.",
      "source": "https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/",
      "instrument": "News",
      "claim_key": "doc:url-hqdxdu:16"
    },
    {
      "statement": "The U.S. relies on an aging, underfunded merchant fleet inadequate for modern military logistics.",
      "source": "https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/",
      "instrument": "News",
      "claim_key": "doc:url-hqdxdu:17"
    },
    {
      "statement": "The Jones Act has decimated the U.S. shipbuilding industry.",
      "source": "https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/",
      "instrument": "News",
      "claim_key": "doc:url-hqdxdu:18"
    },
    {
      "statement": "U.S. shipyards struggle to keep up with innovation in shipbuilding.",
      "source": "https://pacificlegal.org/the-jones-act-a-disastrous-legacy-for-the-u-s-economy-and-security/",
      "instrument": "News",
      "claim_key": "doc:url-hqdxdu:19"
    },
    {
      "statement": "In 1940 Congress expanded the Jones Act to cover towing vessels.",
      "source": "https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920",
      "instrument": "News",
      "claim_key": "doc:url-35wkyn:3"
    },
    {
      "statement": "In 1988 Congress said waterborne transport of valueless material like dredge spoil and municipal solid waste requires a Jones Act-qualified vessel.",
      "source": "https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920",
      "instrument": "News",
      "claim_key": "doc:url-35wkyn:4"
    },
    {
      "statement": "Cabotage is the transport of goods or passengers between two points in the same country by a vessel or aircraft registered in another country.",
      "source": "https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920",
      "instrument": "News",
      "claim_key": "doc:url-35wkyn:7"
    },
    {
      "statement": "The Jones Act is Section 27 of the Merchant Marine Act of 1920, codified at 46 U.S.C. Sec. 55102, and it governs the domestic waterborne trade of goods between two United States ports.",
      "source": "Miami Inter-American Law Review - inter-american-law-review.law.miami.edu",
      "instrument": "News",
      "claim_key": "ja-section27"
    },
    {
      "statement": "The Jones Act is Section 27 of the Merchant Marine Act of 1920.",
      "source": "https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920",
      "instrument": "News",
      "claim_key": "doc:url-35wkyn:0"
    },
    {
      "statement": "The Jones Act requires that all goods transported by water between U.S. ports be carried on U.S.-built, U.S.-flagged, U.S.-owned, and U.S.-crewed ships.",
      "source": "https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920",
      "instrument": "News",
      "claim_key": "doc:url-35wkyn:1"
    },
    {
      "statement": "The Jones Act was reinstated after World War I and expanded cabotage restrictions.",
      "source": "https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920",
      "instrument": "News",
      "claim_key": "doc:url-35wkyn:2"
    },
    {
      "statement": "The Merchant Marine Act of 1920 defines certain seaman's rights.",
      "source": "https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920",
      "instrument": "News",
      "claim_key": "doc:url-35wkyn:5"
    },
    {
      "statement": "Senator Wesley Jones introduced the Merchant Marine Act of 1920.",
      "source": "https://en.wikipedia.org/wiki/Merchant_Marine_Act_of_1920",
      "instrument": "News",
      "claim_key": "doc:url-35wkyn:6"
    }
  ],
  "note": "A signature proves who filed this and that it has not changed since. It never makes a claim true."
}