3 ms·
To split hairs, your comment is not true for all containerships, just for ships that are not U.S.-owned. I don't think it is a bogus argument, but am happy to
by mojomark 4y ago
To split hairs, your comment is not true for all containerships, just for ships that are not U.S.-owned.
I don't think it is a bogus argument, but am happy to be proven wrong. If other ports were able to accomodate the ships you're referring to, why wouldn't they simply make those other ports their single U.S. port of call and avoid the ship traffic delays?
- duskwuff 4y ago> To split hairs, your comment is not true for all containerships, just for ships that are not U.S.-owned. The Jones Act requires ships transporting goods between two US ports to be US-owned, and US-built, and US-crewed -- which, I'm pretty certain, excludes all container ships. Certainly all of the big ones.
- mojomark 4y agoWell, there are a handful (1), but I do agree it's not enough to move the needle much. The point of this particular Jones Act comment is that if you had distributed/scalable transport vessels (like trains), vice monolithic transport vessels, then you open the container vessel construction market to say U.S. tier 3 shipyards (these yards build smaller vessels compared to a tier 1 yard that could build a containership - maybe not a megacontainership, I'm not sure). You could readily supply container vessels, just as a smaller manufacturer can build train cars. 1. https://www.statista.com/statistics/646259/us-flag-oceangoing-privately-owned-jones-act-fleet-by-type/#:~:text=As%20of%20December%2015%2C%202019,%2Downed%2C%20and%20%2Dregistered https://www.statista.com/statistics/646259/us-flag-oceangoin....