Shipping and barge pilots
Ship Traffic Control for the Sabine-Neches Waterway

Effective Date: This agreement was put into effect on Monday January 12, 1981, and shall remain in full force until such time as a meeting shall be held with the Sabine Maritime Industry, the Sabine Pilots, and the US Coast Guard in attendance; whereupon it may be revised, restricted or modified.

THIS VOLUNTARY CONTROL WAS AGREED UPON BY THE SHIPPING INDUSTRY, SUPPORTED BY THE USCG CAPTAIN OF THE PORT ORDERS UNDER THE PORTS AND WATERWAYS SAFETY ACT OF 1978 AS AMENDED, AND ADMINISTERED BY THE SABINE PILOTS.

VESSEL TRAFFIC COORDINATION
The Sabine Pilots will coordinate vessel traffic in the waterway utilizing best vessel dispatch consistent with overall safety of the waterway. In order for the pilots to do this it is very important that the Pilot office be kept well informed of any expected vessels; dates, times, docks, etc. The following procedure should be followed as closely as possible in order for the Pilots to be able to give the best service to the industry. Advise the Pilot office as far in advance as possible but not less than four hours of the vessel's ETA where the vessel is docking, also the DWT, deep fresh water draft, length and beam. Keep the pilot office abreast of any changes in ETA. When a vessel is in port, give notice ass soon as possible, but not less than two hours of the vessel's ETS. The pilots have agreed to give out information to all companies as to the expected traffic and any delays which might be pending. This will enable the companies to plan the working of their vessels for the best dispatch and could possibly save some unnecessary overtime or delayed sailings.

TURNING BASINS
In order for the limitations on vessel movements to be kept at a minimum, it was agreed to utilize the turning basins at FINA and SUN OIL for the meeting of two vessels when circumstances make it unsafe for the vessels to meet. Due to the physical of the basins, and vessel traffic flow, the inbound or outbound vessel will utilize the basins allowing the other vessel(s) passage. It is understood that tugs will be required to hold the vessel in the turning basins during this operation. The Pilot office will advise interests involved as to times vessels can be handled in these situations. If these basins are utilized properly, while causing a temporary delay in some cases, it can mean gaining time on the inbound or outbound vessels. It is agreed that designated turning basins will not be used for anchorage. Vessels will vacate the basins as soon as possible.

VESSEL MOVEMENT LIMITATIONS
Vessels 85,000 metric tons or over, or greater than 875 feet in length, or 125 foot beam will move during daylight hours only above TEXAS ISLAND intersection. In the event that meeting situations are applicable but circumstances will not permit utilization of turning basins, the following criteria will prevail:

1. Vessels with a combined beam that equals or exceeds  one-half the channel width will not meet day or night.

2. Vessels 85,000 metric deadweight tons or more will not meet vessels of either 30,000 metric deadweight tons or more, or 25 foot draft or more above TEXAS ISLAND intersection.

3. Vessels 85,000 metric deadweight tons or more will not meet vessels of either 30,000 metric deadweight tons or more with a draft of 30 feet or more, above buoys 29 and 30.

4. Vessels 48,000 metric tons or more with a draft of 30 feet or more will not meet above buoys 29 and 30.

5. Vessels with a combined draft of 70 feet or more will not meet between the Neches River intersection and daybeacon #40 (Smith's Bluff) at night. Vessels with a combined draft of 65 feet or more will not meet above daybeacon #40 at night.

DRAFT LIMITATIONS
The waterway project depth allows vessels to transit with a maximum 40 foot draft. However, the most recent US Army Corp of Engineer's Hydrographic report, prevailing weather, and tidal conditions will govern the Sabine Pilot policy on maximum draft limitations.

GENERAL
           1. Meeting in bends should be avoided whenever possible or practical.
           2. Reporting stations are as follows:

Vessels will report their position as they pass the above checkpoints to the Pilot office. Vessels will also advise the Pilot office as the y depart a berth. The dispatcher will use this information to ensure compliance with the above provisions of this agreement.

           3. Nothing in this agreement will be construed as limiting a Pilot in the exercise of his good judgement.

GENERAL GUIDELINES FOR VESSELS REQUIRING TWO PILOTS

Definitions:

Two Pilot Vessel     Any vessel that meets either or both of the following criteria:
           -Length Over All of 860 feet or more.
           -Beam of 120 feet or more.
Certain non-descript vessels, drill rigs, dead tows, etc. shall be considered on an individual basis to determine if two pilots are necessary.

Conning Pilot     The pilot directly responsible for piloting and direction of vessel movement. This is accomplished by the following:
             a) By directing the helmsman to position the rudder for steering and to obtain the desired course based on the existing circumstance.
             b) By directing the operation of ship's engines to achieve the desired safe speed throughout the transit.
             c) During times of restricted visibility, the conning pilot will determine the proper action to be carried out based on the prevailing conditions.

Radio Communication     Pilots shall maintain a proper radio watch throughout the transit on the appropriate channel(s) with regard to relevant vessel traffic, position reporting, and safety considerations.

Miscellaneous Duties     These are generally carried out by the pilot not engaged in conning, depending on the situation.
             a) Gather pertinent information during times of dense traffic. Watch for clearance of traffic or other objects obstructed by the vessel's size or construction.
             b) Inspect ship's particulars, arrange for tugs, brief the Captain on mooring arrangement.
             c) Provide any other assistance to the conning pilot and the Captain as requested.

DUTIES AND RESPONSIBILITIES ON TWO PILOT VESSEL

Note: Both pilots shall remain on the navigational bridge at all times and either shall be ready to assume the conn at anytime. The above guidelines as set by the Sabine Pilots should not be construed as limiting the assigned pilots in the exercise of their good judgement.
* Number designation determined by order the pilots are dispatched by the pilot office.

USEFUL INFORMATION, TERMS, AND NOMENCLATURE

Length Over All (LOA)     The extreme length of the ship from stem to stern.

Extreme Breath or Beam     The extreme breath is the maximum beam (width) to the outside of the ship's structure.

Molded Depth     The extreme height of the vessel from the keel to the weather deck.

Draft of the Ship     That part of the depth of the ship which is submerged under the waterline (surface of the water).

Air Draft     The distance from the waterline to the highest point of the ship.

Weight and Volume Measurement

Long Ton = 2240 pounds     Metric Ton = 2204 pounds or 1000 kilograms
Short Ton = 2000 pounds    Gross Ton = Volume occupied by 100 square feet.

Ship Tonnages

Gross Registered Tonnage    The total internal volume of a vessel expressed in "gross ton" units.

Gross Tonnage     This figure may be manipulated by exempting certain spaces as allowed by specific designations such as Panama Canal, Suez Canal, United States, and International gross tonnages. Due to this changeable tonnage, ports and pilot groups now base their rates on fixed dimensions such as LOA, Molded Beam, and Molded Depth.

Net Tonnage     This is the income producing volume portion of the ship, arrived at by deducting non-cargo spaces (engine room, quarters, navigation bridge) from the Gross Registered Tonnage.

Deadweight     Weight of cargo contained in Net Tonnage space expressed in Long Tons, Metric Tons, or Short Tons.

Displacement     Weight of the entire ship expressed in LT, MT, or ST.

COMMERCE AND TRAFFIC CHARTS