The Houston Ship Channel serves one of our nation's busiest ports. The restrictive configuration of the channel, shifting directions of its upper reaches, and diversity in size of the vessels that transit the waterway, make safe navigation paramount. Considering the channel's configuration and traffic density, the Port of Houston has one of the finest safety records in the country. The Houston Pilots intend to maintain this record. The objective of this document is to provide traffic management controls by setting forth-general guidelines for navigational safety. It is not the intent of these guidelines to cover each and every possible situation that may arise. Nothing in these safety guidelines shall be construed to limit in any way the individual discretion of the Pilot. Ships and the waters they ply represent a dynamic, ever-changing environment. One cannot set forth-firm rules to address every possible situation that may occur aboard ship, nor is it safe to do so. The individual pilot conning a vessel is in the best position to determine what action should or should not be taken at any given moment. The pilot at the conn is best situated to evaluate the specific situation confronting a vessel and determine a proper course of action. The on-scene discretion of each individual pilot should not be hindered. These safety guidelines are made in the interest of safety. They are in no way intended to limit, hinder, or override the on-scene discretion of individual pilots as they navigate vessels on the Houston Ship Channel. There may be situations which actions that depart from or conflict with these safety guidelines may be necessary to react to special circumstances and avoid immediate danger.

In 1991, the Executive Director of the Port of Houston stated that increased traffic and accidents in the maritime industry underscore the need for refinement and review of the existing conditions and practices. Many times over the years, the National Transportation Safety Board has charged the U.S. Coast Guard with the responsibility to "identify procedures to improve navigation safety in the Houston Ship Channel between Bolivar Roads and the Houston Turning Basin..."

In December of 1991 the Houston Pilots Association embarked on a comprehensive safety study involving the Houston Ship Channel. While the Houston Pilots are indirectly involved in the overall economic well being of the Port of Houston, they are not directly linked to any particular financial venture. They can therefore objectively and at arms length suggest measures that will improve safety on the Houston Ship Channel. The Houston Pilots Safety Committee has conferred extensively with Masters of vessels calling at the Port of Houston, industry, port officials and pilot groups in the United States and overseas.

PART 1--GENERAL PROVISIONS

1.01 Definitions

(A) Barge -- A vessel designed with no means of self-propulsion.

(B) Dead Ship -- a self-propelled vessel unable to utilize its engines or steering gear. This also includes a vessel originally designed to be self-propelled that has subsequently had its means of propulsion removed.

(C) Foreign towing tug -- Any towing vessel registered in a country other than the United States.

(D) Houston Pilots Association -- an unincorporated association of persons licensed by the state of Texas and the United States Coast Guard to serve as ship pilots on vessels that transit the Houston Ship Channel.

(E) Houston Pilots Safety Committee -- A committee comprised of a number of pilots that evaluates issues involving the safe navigation of the Houston Ship Channel.

(F) Houston Ship Channel -- the navigable waterway existing from the Galveston Sea Buoy to the Houston Turning Basin.

(G) Pilot -- An individual member of the Houston Pilots Association.

(H) Under Keel Clearance -- The distance from the bottom of a ship's keel to the seabed.

(I) Vessel Agent -- local ship agent retained by vessel's owner/operator.

(J) Navigation Guidelines - as published by the Pilot Board and contained in the Rules and Regulations Governing Pilots and Pilotage on the Houston Ship Channel Between the Galveston Bar and Turning Basin.

It is understood that variances to .06 Navigation Guidelines of the "Rules and Regulations Governing Pilots and Pilotage on the Houston Ship Channel between the Galveston Bar and Turning Basin," have been routinely granted subject to approval by the HOUSTON PILOTS ASSOCIATION. This approval has been predicated on the adherence to additional safety precautions and historical experience with these type ships.

1.03 Prior Versions Superseded

All prior drafts and versions of these safety guidelines are hereby superseded, including a working draft entitled "Navigation Safety Study for the Houston Ship Channel."

PART 2 -NOTIFICATION REQUIREMENTS AND GUIDELINES REGARDING VESSEL SAFETY

2.01 Notification of Safety Defects

The master of the vessel, the person directing the vessel's movement, the vessel's agent, and/or the United States Coast Guard shall, at the time pilot assistance is requested, notify the Pilot dispatch office of any vessel or equipment malfunction, limitation or condition which could possibly affect the safe navigation of the vessel in the Houston Ship Channel. Such unsafe conditions requiring notice include, but are not limited to, all equipment covered by 33 C.F.R./164.53 and any other equipment or vessel condition (such as inoperative windshield wipers or clearviews) that could have an effect on the handling or navigation of the vessel.

2.02 Restricted Visibility

(A) Due to the restrictive nature of the Houston Ship Channel, all vessels must afford proper visibility from the bridge. Visibility provided in accordance with 33 C.F.R. I 164.15 shall be satisfactory to comply with these Guidelines.

(B) If, because of vessel design, trim, or obstructive deck cargo, a vessel cannot offer the Pilot satisfactory visibility, then, at the discretion of the Pilot or the Houston Pilots Safety Committee, two pilots and/or daylight restrictions may be imposed.

2.03 Trim

(A) A vessel's trim should be such that the Pilot is ensured of sufficient propeller and rudder action and be in accordance with International Marine Organization, MARPOL Annex I guidelines (see attached Exhibit A), or

(1) Vessels less than 800 feet shall have a minimum forward draft equal to the length overall x .0225 and a minimum after draft equal to the length overall x .035.

(2) Ships 800 feet and over in length shall have a minimum forward draft of 18 feet and a minimum after draft of 28 feet.

(3) In any case the after draft shall not be less than that which is necessary to obtain full immersion of the propeller(s).

(B) A vessel whose draft does not meet the minimum draft requirements above may, at the discretion of the Pilots, be accepted for transit on a one-time basis provided that the captain of the vessel, the person directing movement of the vessel, or the vessel's agent, requests permission from the Houston Pilots Association and provides them with the following as soon as possible but no later than 12 hours before the vessel arrives at the pilot station or 6 hours before shifting or sailing.

(1) Principal dimensions of the ship;

(2) Deepest attainable fore and aft drafts;

(3) Reason the vessel cannot be properly ballasted; and,

(4) Suggestions as to how the vessel will be maneuvered to ensure safe passage.

(C) Vessels which are not able to comply with these guidelines and have historically transited the Houston Ship Channel without problems may be granted continuance.

2.04 Engine Revolutions*

(A) The maneuvering revolutions and resultant speeds established for a vessel by her builders and designers must be posted and made available to the Pilot upon boarding. All vessels maneuvering in the Houston Ship Channel must be capable of attaining the maneuvering RPMS as posted in the vessel's wheelhouse.

(B) All vessels must be able to alter engine speed and direction promptly considering vessels of similar class and engine type.

(C) Any vessel without the capacity to attain its posted RPMs in a timely fashion will, at the discretion of the Pilot or the Houston Pilot Safety Committee, be restricted to daylight transit and/or additional pilotage or tug requirements.

* It is recognized that due to a vessel's draft and the hydrodynamics of the Houston Ship Channel, a vessel may not achieve the posted resultant speed for given RPMs.

PART 3 -- DOCKING FACILITIES ON THE HOUSTON SHIP CHANNEL

3.01 Dock Design & Docking Procedures

(A) All docks should be built as far back from the channel as possible to minimize surging due to passing vessels and to maximize the navigable water available to transiting vessels. This guideline shall not supersede any existing minimum setback.

(B) All docks should provide bollards that allow vessels to obtain proper leads in order to maximize the efficiency of their mooring lines.

(C) While it is the Pilot's duty to provide advice that assists a vessel in arriving safely alongside a dock, it is the duty of the vessel's captain to ensure that his vessel is securely moored to the dock facility. It is the captain's decision whether or not to secure the vessel to a particular dock.

3.02 Proper Fendering and Lighting

(A) To protect the dock and the vessel, adequate fendering Systems should be installed and properly maintained.

(B) Docks should have sufficient lighting to allow vessels to come safely alongside and also to work their mooring lines.

(C) If a particular dock's suitability is called into question, the Houston Pilots Safety Committee shall notify the U.S. Coast Guard and they will make an assessment of that particular dock.

3.03 Docking Clearance

(A) Before starting any docking operations, adequate clearance with adjacent berths must be provided to safely complete the docking evolution.

(B) When docking or undocking at the following berths, the following clearances must be provided:

(1) Cargill #3 must be clear when docking a vessel at Cargill #2 and vice versa.

(2) Barge Dock at GATX #3 must be clear when docking or undocking at GATX #3.

(3) At Baytown 4 & 5, the combined beam of all vessels moored and docking or undocking must not exceed 210 feet. Regardless of the combined beam restriction, the Pilot, at his discretion, may deem it necessary to have the opposite dock vacated.

(4) There shall not be any vessels or barges docked across from Baytown #3 when any vessel or barge is berthing at Baytown #3.

(5) There shall not be any other vessels or barges alongside a vessel or barge, which is berthing or unberthing at the same slip at Outanking.

(6) All vessels must provide at least a 125-foot separation when docking at Warren #1 and Warren #2.

(7) There will be a minimum spacing of 30' between docked ships at any facility on the Houston Ship Channel.

(8) Between City Dock 17 and the Turning Basin the combined beam of any two opposing moored vessels plus the beam of the transiting vessel shall not exceed 256'.

3.04 Bunkering & Special Operations

(A) In the upper reaches of the Houston Ship Channel, there are certain areas where the docks encroach on the Channel. When a vessel is docked in these areas and a barge is placed alongside the vessel for bunkers or cargo, a hazardous constriction of the channel may be created.

(B) Ship-to-barge bunkering or cargo transfer operations are subject to restriction as stated in the attached letters from the U.S. Coast Guard. (Exhibit B).

(C) In the event that there is a failure of any of the parties to this agreement to abide by its particulars, or there is a disagreement amongst any of the parties regarding its application or intent, the U.S. Coast Guard must be notified immediately.

3.05 Vessel size Restrictions for Berth

(A) The length of vessels docking in the Port of Houston should be restricted to adequately allow for proper mooring of the vessel. Ships should not be allowed to extend over the end of the dock unless approval has been granted by U.S.C.G. with additional safety measures implemented by the terminal and vessel.

3.06 Light pollution

(A) All facilities bordering the Houston Ship Channel should shield their lights so they do not interfere in any way with the safe navigation of vessels or barges. Interference includes, but is not limited to interference with or obstruction of aids to navigation or the vision of mariners transiting the waterway.

(B) If anyone believes that a particular facility's lights interfere with safe navigation, they should immediately notify the United States Coast Guard.

4.01 Vessel Grounding

(A) If a ship grounds in the confines of the channel or responds abnormally due to shoaling, soundings should be taken to ascertain the depth of water in the area. The soundings should be taken within 24 hours: If the Corps of Engineers is unable to perform this task, then an independent source should be employed. If there is shoaling, the draft of vessels transiting this area shall be limited as per pilot's recommendation.

(B) Timely and accurate soundings of suspect areas are necessary for the pilots to assess the situation and give advance notice to users of the Houston Ship Channel in the event there will be a draft restriction imposed.

PART 5 -- VESSEL RESTRICTION

5.01 Car Carriers

(A) Car carriers shall not meet any ship traffic above Greens Bayou. Sailing and arrival times shall be adjusted accordingly.

(B) VTS shall be notified of estimated sailing times for outbound car carriers and ETAs at Greens Bayou for inbound car carriers so that wide or long tow traffic can be restricted.

5.02 Vessels or Barges Carrying Ammonia

Vessels or barges, carrying ammonia and requiring pilots, shall transit the Houston Ship Channel only during the daylight hours. The daylight restriction is for the entire transit.

5.03 Dead Ships

(A) In addition to all other applicable Guidelines for dead ships, the towing company shall notify the Houston Pilots Association (three hours prior to any movement) of the number and type of tugs retained for movement.

(B) Dead ships shall not be allowed to transit in less than three miles visibility over the entire route, with due consideration given to volume of traffic and weather forecast.

(C) Dead ships shall not be overtaken by other ships or offshore tug and barges.

(D) Any barge which was converted from a ship will be handled on its initial transit like a dead ship, (i.e. 2 pilots, proper tugs and daylight only). The Houston Pilots Safety Committee reserves the right to decide after one or more passages of a nondescript vessel as to whether it can safely transit the Houston Ship Channel and if so, what permanent restrictions will be in place.

(E) Any dead ship 450 feet long or longer must have two pilots.

(F) If a dead ship is less than 450 feet long and employs a foreign flag towing tug or an U.S. non-local tug a Pilot shall also be required on the towing tug.

(G) The owner or operator of a dead ship has the duty to provide adequate onboard facilities for the Pilots(s), such as: Shelter, food, water, and restroom facilities.

(H) A dead ship that is required under these rules to have two pilots may have one pilot when shifting through two or less zones.

(I) The increase in size caused by the addition of tugs alongside a dead vessel, shall necessitate the reduction in the size of vessels it will meet in accordance to the established safety guidelines for powered vessels.

PART 6 -- CHANNEL RESTRICTIONS

6.01 Bayport Channel

There shall be no meeting or overtaking of ships in the Bayport Channel.

6.02 Beam Restrictions Light 41/42 to Shell

The combined beam of vessels or barges meeting between Buoy #18 and Shell shall not exceed 251 feet.

PART 7 -- NAVIGATION AIDS

7.01 Official Navigation Aids

(A) The Official Navigational Aids used by a Pilot are those navigational aids placed and maintained by the United States Coast Guard.

(B) In order to maintain two-way traffic at night between Morgan's Point and Lynchburg, all ranges established by the U.S.C.G. are to be functioning properly. If any one of these navigational aids becomes inoperable, traffic may be stopped or restricted, at the discretion of the Houston Pilots Association.

(C) Between Morgan's Point and the Sea Buoy at turns 25 & 26, 53 & 54, and 75 & 76, all navigational aids are to be operational for unrestricted traffic flow. If both aids at any one of these turns are inoperable, traffic will immediately be stopped or restricted, at the discretion of the Houston Pilots Association.

(D) If there are inoperable navigation aids at any point on the Houston Ship Channel, traffic may be restricted by draft 1 vessel size, and to daylight only, at the discretion of the Houston Pilots. Temporary lighted buoys may be acceptable.

(E) Due to the strong set encountered at times between the Sea Buoy and buoys 7 & 8, traffic may be restricted by draft during the hours of darkness, if the entrance ranges are extinguished, and the Houston Pilots Association, in their discretion, deems such a restriction is necessary.

EXHIBIT A

Annex I. Regulations for the Prevention of Pollution by Oil New oil tankers of 20,000 tons deadweight and above

(1) Every new crude oil tanker of 20,000 tons deadweight and above and every new product carrier of 30,000 tons deadweight and above shall be provided with segregated ballast tanks and shall comply with paragraphs (2), (3), and (4), or paragraph (5) as appropriate, of this regulation.

(2) The capacity of the segregated ballast tanks shall be so determined that the ship may operate safely on ballast voyages without recourse to the use of cargo tanks for water ballast except as provided for in paragraph (3) or (4) of this regulation. In all cases, however, the capacity of segregated ballast tanks shall be at least such that, in any ballast condition at any part of the voyage, including the conditions consisting of lightweight plus segregated ballast only, the ship's draughts and trim can meet each of the following requirements:

(a) The moulded draught amidships (dm) in metres (without taking into account any ship's deformation) shall not be less than:

dm = 2.0 + 0.02L

(b) The draughts at the forward and after perpendiculars shall correspond to those determined by the draught amidships (dm) as specified in subparagraph (a) of this paragraph, in association with the trim by the stern of not greater than 0.015L; and

(c) In any case the draught at the after perpendicular shall not be less than that which is necessary to obtain full immersion of the propeller(s).