The Jones Act is Section 27 of the Merchant Marine Act of 1920 ^[8]. It requires that all goods moved by water between U.S. ports travel on ships that are U.S.-built, U.S.-flagged, U.S.-owned, and U.S.-crewed ^[9]. The law was reinstated after World War I and expanded cabotage restrictions ^[10]. In 1988, Congress added that even valueless material like dredge spoil and municipal solid waste requires a Jones Act-qualified vessel ^[11]. Non-contiguous states and territories lack highway and rail alternatives to compete with waterborne transport ^[1]. Alaska was excluded from a workaround using Canadian railroads until 1959, when statehood included it in the proviso ^[3]. The read here is that these places have no choice but to pay whatever the protected fleet charges. Economists argue the law reduces domestic trade via waterways and increases consumer prices ^[12]. The law's punitive restrictions mainly benefit railways and trucking companies ^[4]. The fleet mostly consists of about 30,000 tugs and barges on inland waterways ^[7]. The Jones Act effectively prohibits maritime transshipment, a practice common outside the U.S., and forces it to be done by rail or truck ^[6]. The environmental costs are real: shifting freight to trucks, trains, and airplanes, and encouraging use of older, less efficient ships, with potential costs exceeding $8 billion annually ^[5]. With competition, technological and environmental improvements are implemented faster than building ships in the U.S. that rely on 25-year financing ^[2]. The Merchant Marine Act of 1936 established the United States Maritime Commission and required a U.S. merchant marine with U.S.-built ships and citizen crews ^[13]. The case is clear: a 1920 law that blocks competition, raises prices, and benefits railroads and trucking companies should go.