The deepening and widening of the HSC, completed in 2005, resulted in a main channel with project depth of 45 feet, width of 530 feet, and barge lanes on either side between the Gulf Intracoastal Waterway and Morgan's Point. A cross-section of the improved channel shows: 

• a main channel dredged to project depth of 45 feet and width of 530 feet;
• 35-foot wide transition slopes on either side of the main channel, measuring 45 feet deep at their innermost point, and 12 feet deep at their outermost point;
• 200-foot wide barge lanes outside of the transition slopes, measuring 12 feet deep;
•  and, width of the entire channel along this reach as 1000 feet.

Houston Ship Channel Profile

Navigable space within the barge lanes includes the 35-foot transition slope, for a total navigable width of 235 feet on either side of the main channel. The outer edges of the barge lanes are marked with gated beacons in good water, but inner edges are left unmarked.

Tow Operations:

Prior to navigating the HSC, all Higman wheelmen should consider the hydraulic effects taking place when meeting or being overtaken by deep draft vessels. Currents in the barge lanes typically run slightly faster due to their shallower depth, and forces exerted by larger displacement ships are amplified.

From the Houston-Galveston Navigation Safety Advisory Committee:

"A moving ship pushes water away from its hull in all directions. As the ship moves forward, water will flow around and under the vessel to fill space in its wake. Areas of high pressure exist on both sides of the moving ship's bow as water is displaced. As it flows along the sides of the ship, water speed increases until it reaches an area of low pressure near the stern. This is where "ship's suction" occurs. Ship's suction is a hydraulic effect that draws neighboring vessels toward the stern as the ship passes, or pulls the stern near the bank of the channel when transiting close to shore." 

Ship Hydrodynamics

For those that do not transit the HSC on a regular basis, here are points to consider:

• Current effects to your tow are especially pronounced the shallower water of the barge lanes and at the Bolivar Roads Alternate Inbound Route. Expect greater wind effects in the open areas of the Bay.
• When meeting or being overtaken by ships in the HSC:
• Steer at a slight angle away from the ship before meeting or before the overtaking ship's bow is adjacent to the stern of your vessel.
• The oncoming bow wake will begin to straighten your tow back up as the passing begins.
• Compensate for the ship's stern suction by again steering away from the ship.
• Constantly monitor your swing meter to evaluate the effects of your wake compensation.
•  When following a ship, tows should maintain a distance large enough to permit meeting ships to correct their course.
• Once inbound past Morgan's Point, be aware of places where you should not meet ships:
• Fred Hartman Bridge
• Lynchburg Ferry
• Green Bayou to Magellan when meeting bigger ships
• Check with Port Captains and local VTS for other areas of concern.
• Keep a close monitor on Houston-Galveston VTS transmissions.
• Communicate with all pertinent traffic.

 

At the Dock:

 

Hydraulic effects on moored vessels are also amplified by the presence of larger ships in the Houston Ship Channel.  Review with your crew section 1-12a - "Mooring Guidelines" of the Higman Policy and Procedure manual.

 

As a passing ship approaches, the water surge ahead of it will cause a water flow at the pier in the direction of the passing ship.  As the ship passes, water flow at the berth will shift direction, drawing the moored vessel in the opposite direction.  A third force comes into play as the stern of the vessel passes.  This force follows the passing vessel and is diametrically opposed to the previous force.  In a short period, the moored vessel will be pushed in different directions three times.

 

Because these forces are amplified by the transit of large ships, it is particularly important to pay attention to proper dockside moorings. Tankermen should tend their lines carefully and make sure loads are equally distributed. Lines should be tensioned such that no movement is allowed at the dock.  If slack lines permit movement of even a few feet, the moored barge will be subjected to a substantial amount of energy that will surge loads and part overloaded mooring lines.

 

Voyage Plan: 

 

A trip inbound or outbound on the HSC should be properly laid out using the Higman Voyage Plan.  Since you are transiting one of the most heavily navigated waterways in the world, it should not be taken for granted and planned accordingly.   

 

The Higman Leadership and Management Course is a 2 day interactive seminar that works through the challenges of vessel management and crew leadership. The course is designed to prepare our Wheelmen with the leadership and management skills needed to successfully manage Higman vessels.

This year we will have two sessions on:

October 4-5

October 25-26

Topics to be discussed include:

• Leadership
• Teambuilding
• Basic Liability
• Communication Skills
• Conflict resolution
• Crisis Management
• Vessel Management
• Customer Relations

Please call or email Kelly to schedule a meeting.

 For all Wheelmen the new MMC (orange passport style license) should state "Radar Observer".

This statement simply says that you have a valid Radar Certificate. At any time you are on a vessel the Coast Guard may ask you to present this certificate. You are responsible for ensuring that your current Radar Certificate is kept with your license.

Check your certificate (not your license); if it expires in the next couple of months then you need to renew. Radar renewal is a one day renewal course. Several schools in Louisiana offer the class a couple of times a month. Houston Exam in Houston offers the course most days of the week. Please call or email Kelly to schedule a class.

USCG Navigation General 

You are using a radar in which your own ship is shown at the center, and the heading flash always points to 0². If bearings are measured in relation to the flash, what type of bearings are produced?

A: Relative
B: True
C: Compass
D: Magnetic

A radar display in which North is always at the top of the screen is a(n) _____________.

A: unstabilized display
B: stabilized display
C: composition display
D: relative display

A navigator fixing a vessel's position by radar ________.

A: should never use radar bearings
B: should only use radar bearings when the range exceeds the distance to the horizon
C: can use radar information from one object to fix the position
D: must use information from targets forward of the beam

Coral atolls, or a chain of islands at right angles to the radar beam, may show as a long line rather than as individual targets due to ______.

A: the effects of beam width
B: limitations on range resolution
C: the pulse length of the radar
D: the multiple-target resolution factor

You are approaching a light fitted with a RACON. The light may be identified on the radar by _____.

A: a dashed line running from the center of the scope to the light
B: an audible signal when the sweep crosses the light
C: a circle appearing on the scope surrounding the light
D: a coded signal appearing on the same bearing at a greater