Quote:
Originally Posted by unbusted67
Thanks, I believe all of schooners are under Jones act insurance which is another thing entirely. I definitely thought of this though. Thanks.
I like the guy on here saying what a threat large engineless boats are. I think the windjammer association and 200 years or safe nivation would disagre  e.
-Ben |
Your welcome.
I haven't yet had the pleasure of making your acquaintance but would like to see your schooner. Can you post some pictures?
It will take special skill of the master and the crew to maneuver.
On two occasions when my engine became inoperable, I have solo sailed into my marina and slip; required a lot of fast action, raising the swing
keel so as to not touch the bottom, dropping the foresail and main,
steering, lassoing a
dock cleat to slow the boat before banging into the pier, making fast with dock lines. Was very glad that there wasn't anyone else maneuvering in the fairways as I passed through the marina to my berth.
Gained the applause of the neighboring boat owners as they watched my sailing in under full sail and rather strong winds. It would have been more challenging if there was only modest
wind because one looses steerage control if the boat is not making way, albeit when the boat is making way quickly, anything one does allude with will be harsh, but then that is what a sturdy bow with a fine entry is made for, so as to readily ride up onto the
deck of the pier to come to a halt and then to
ramp down back into the
water.
Rather similar to beaching the bow of my sailed boat to go ashore, but admittedly a bit clunkier running up and against the dock.
Whereas I have experienced with blunt bows, that they just go kabang and make an abrupt halt instead of a gliding ramping halt.
An unpinned swing
keel also makes for gliding halt into the shallows, I call that maneuvering by Braille.
Good luck with your insurance.
FYI:
https://ami-ins.com/jones-act-insurance/
Jones Act insurance is a type of coverage that protects employers from liability if a crew
member is injured due to negligence while working on a maritime vessel. The Jones Act is a federal law that allows injured seamen to pursue compensation for
medical bills,
lost wages, and pain and suffering. The Jones Act is different from workers' compensation, which is usually not available to maritime workers. The Jones Act also requires employers to provide transportation, wages,
maintenance, and cure for injured seamen.
Prior to the passing of the Jones Act in 1920 there were no written laws (statues) by Congress to ensure that injured U.S. seamen would be provided for if they were injured. For many years, injured seamen relied upon Maritime Law for their recovery. Maritime law or admiralty law is a mixture of common law, traditions and practices adopted by ancient seafaring nations, and incorporated into the American
legal system over time.
Jones Act insurance provides coverage for the Jones Act. The Jones Act provides for two types of remedies for seamen. First, the employer is bound by law to compensate an injured seaman for: “Transportation, Wages,
Maintenance and Cure“. “Transportation and Wages” are paid until the voyage is complete. “Maintenance” and “Cure” are paid until the seaman has reached his or her maximum
medical cure.
If the injury was caused in any way by negligence on behalf of the employer, the injured seaman may also be entitled to compensation for pain and suffering,
lost wages, and other damages. U.S. Maritime Law may also provide benefits for injuries or deaths if the vessel was found to be “unseaworthy”. A vessel is considered unseaworthiness if the vessel or its crew were not reasonably fit for their intended use and that the unseaworthiness caused or contributed to the injury. The courts have used very liberal labeling to define “unseaworthiness”, and typically unseaworthiness claims are not overly difficult to prove.
Would an engineless vessel be considered unseaworth for its intended use, in these days of propulsion power? 
The Jones Act covers not only the members of a crew, but the masters of that crew as well (such as
commercial divers ). That is, anyone who has a connection that is both substantial in nature and duration to a specific vessel, or to a fleet of vessels, and whose duties contribute to the function or mission of that vessel or fleet. Generally, anyone who spends more than 30% of their time on a vessel that is in
navigation, will qualify as a Jones Act seaman. It is important to understand that the terms duration and nature, when talking about someone’s connection to a ship, are traditionally construed by the courts to be exceptionally broad when finding as to whether or not an employee qualifies for Jones Act coverage.
. . .
A seaman who is injured or becomes sick while in the
service of a vessel has a right to recover, regardless of whether the seaman or the ship’s owner was negligent in the
accident that caused the injury. In other words, even if the ship owner did not do anything wrong, the seaman can still recover maintenance and cure. Maintenance and cure must be paid even if the incident did not take place on board the vessel, so long as the seaman was still in the
service of the ship. This is also the case if the injury or sickness is not the result of their
employment. For instance, a seaman would still be entitled to maintenance and cure even if he slipped walking from the ship to a local fast
food restaurant while the ship was docked.
A seaman is entitled to maintenance and cure until such time as the seaman is cured, or until everything has been done that can medically be done in the way of working toward a cure. This can include doctors, hospitalization, nursing, medicine, as well as board and lodging that is considered to be similar to what the seaman would have received if still on board the ship. The injured seaman is also entitled to the wages he would have earned throughout the duration of the
contract.
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