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Peruvian Ports - Regulations (Information from Ultramar Group) (ID: 18298)
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The national flag has three equal vertical stripes, which, from left to right, are red, white, and red. The official flag has a shield in the centre of the white stripe. All ships must fly the flag when in they are in Peruvian ports. The country has an area of 1,285,215 sq. kilometres and a population of around 22,000,000 inhabitants (1991), of which 70% belong to urban centres and 30% to rural areas. There are approximately 8 million Indians, principally Quechuas and Aymaras. Both Spanish and Quechua are the officially recognised languages of Peru. Peru has three distinct geographical regions: the coastal strip, the highlands and the montana. The narrow Coastal Strip, which is about 10 to 40 miles wide, is desert-like, dry and arid, almost rainless. However, this region is extremely fertile in the area of the river valleys and in the areas supplied with systems of irrigation. Cotton and sugar remain the principal crops of these "oases" which are exported after the demands of local industries have been satisfied. Most of the major cities with factories are situated in this zone and many are, of course, ports as well. The Peru (Humboldt) current with its rich marine fauna and its climatic influence on the region still plays an important role in the development of Peru. The Highlands (Andes), which are about 200 miles wide, stretch the length of the country. The landscape presents peaks covered with snow, wooded mountainous slopes and deep river valleys. The country mines are found in this area - the soil is rich in copper, lead, silver and iron. About half the population of the country- mostly Indians engaged in subsistence farming- is settled in this region,. The Montana is conformed by the eastern slopes of the Andes and the tropical forest of the Amazon basin. Only about 10% of the total population live in this area. Iquitos is the trading centre for the upper Amazon area. FOREIGN TRADE Nearly two thirds of the exports of Peru originate in the mines and oil fields -mineral ores, concentrates of copper, iron, zinc, lead, silver and crude oil. There are refineries and many minerals are exported as ingots, slabs, plates, and as petroleum derivates in the case of crude oil. In agriculture, sugar cane is by far the principal export crop. Considering the demand of the local industry, cotton is now just behind sugar and molasses. The fishing industry -fish meal, fish oil and frozen and tinned fish -is the second in importance following the mining industry within the country's trade operations. Manufacturing of textiles, food products, chemicals, cement and fertilisers, among others, satisfies much of the domestic market. The major imports are cereals (wheat and barley), flour, machinery, spares and a variety of general cargo goods, required for a developing country. DEVELOPMENT OF PERUVIAN PORTS Peru has about 30 ports, most of them spread along the cost line (except the river ports of Iquitos and three other small ones, all in the Amazon basin). They were originally necessary for developing trade and commerce in the isolated areas; they could be compared to "oases", that had grown up along the desert coastal strip. They were, and some of them still are, roadsteads where ships anchored off the town to load and unload their cargoes to lighters. Even today they are known as "lighterage". For today's shipping such ports are entirely uneconomical and are seldom used by deep-sea ships. Indeed, the Peruvian government has long been engaged in building and improving the harbours, wharfs and piers of certain selected ports such as Talara, Bayovar, Salaverry, Chimbote, Callao, General San Martin, San Nicolas, Matarani and Ilo. Special attention has been assigned to Peru's foreign maritime trade, particularly imports and exports by liners with break bulk and containerised cargoes, bulk-carriers and tankers. In order to distinguish these ports from the others, they are called "pier" ports. Many "lighterage" ports are not operating any longer; however there are a few where overland transport has not yet replaced coastwise traffic. (For further information confront "Ports of Peru"). PORT ADMINISTRATION The National Port Authorities administer Peruvian ports with five exceptions. "Enapu" (Empresa Nacional de Puerto del Peru S.A.) This government entity is under the control of the Ministry of Transport and Communications and is a non-profit, autonomous organisation with its head office in Callao. "Enapu" administers, operates and maintains all sea, river and lake ports (except for 5 terminals) with the object- eventually- of ruling over all of them. In particular, it should develop port facilities, reduce operational costs, and encourage private capital to participate in the mechanisation, handling and storage of cargo, and develop special facilities for the fishing industry. It controls 18 ports, four of which are river or lake ports. Development has been slow due to different economic reasons, including the steady decline in foreign trade. Installations that are not under its complete control: Bayovar, a crude oil loading terminal run by "Petroperu" (Petroleos del Peru) Pimentel, is administered by the Pimentel Dock and Railway Company. San Nicolas, an iron ore port, owned and operated by Hierroperu (Empresa Minera de Hierro del Peru). San Juan operated by the navy. Matarani Port, Under Sta. Sofia Puertos Administration. Ilo, the Southern pier, is operated by the Southern Peruvian Copper Corporation (SPCC), a private company that administers it for its own cargo. The "Fiscal" pier is national and "Enapu" administers it. ENTERING OR LEAVING PERUVIAN WATERS All national and foreign merchant ships and fishing vessels must notify the coastal radio stations at Paita, Callao and Mollendo when entering or leaving Peruvian waters (200 mile limit) and when crossing latitude 12 S. All arrivals and departures from any Peruvian port must also be reported. It is important that the sending of this notice should be entered in the log, particularly when no radio contact can be made with the coastal station (Refer to 'revised rules for ships in Peruvian waters' and 'Coastal radio stations') The fine for non compliance is from u$s 1,000 to u$s 5,000 for each infraction. Peruvian ships have the obligation to report on the presence of foreign vessels in Peruvian waters. ARRIVAL AND CLEARANCE ETA. New regulations establish that one hour before arrival at the port of destination all ships must report to the "Control de Bahia" (Port Captaincy) on VHF channel 10 or 16 at that port. The sending of this report must be entered in the log, particularly when no answer is received from the "Control de Bahia". There is a fine for non-compliance. The customary notice of arrival (ETA) should be sent to agents at least 24 hours in advance. As wireless messages may be delayed or transferred to other ports, the general agents in Lima/Callao should always be informed of any changes, so that they may notify their port agents. The ETA message should indicate the number of gangs wanted and any other requirements. Any explosives on board must be reported 8 days before arrival under penalty of a fine of u$s 1,000 (Refer to "Explosives"). The agents at the preceding port should also keep the general agents informed of sailing of ETA at destination and of all requirements. Free pratique. The request for free pratique may be included in the prior advice to agents mentioned above, giving date and time of arrival, last foreign port call, and answering six questions in the Health Declaration, viz: 1. Have there been any cases or presumption, of plague, cholera, typhoid, relapsing fever, yellow fever or smallpox on board in the last four weeks? 2. Has there been any outbreak of plague of rats, or presumption that deaths are due to this over the last four weeks? 3. Have there been any deaths by accident during the last four weeks? 4. Has there been any suspected contagious disease on board in the last four weeks? 5. Are there any diseases on board at present? 6. Are there any circumstances on board favouring contamination or propagation of any disease? The negative answer to these six questions is sufficient to reply "no contagious or infectious diseases" on board. If there is any disease on board, the master must report it by wireless, so that the necessary medical attention is provided on arrival. Non-compliance of this regulation will be subject to fines from u$s 100 to u$s 500. Although radio pratique may be granted, it is usual for the Port Doctor to board, anyhow. Different from the practice in most countries, free pratique must be applied for and obtained at every successive Peruvian port, even if the health declaration has been presented at the first port only. Masters are reminded that the advance of information to general agents should be as complete as possible, so that agents at other ports may be correctly informed. DOCUMENTS REQUIRED PRIOR TO ARRIVAL The general agents must receive the following documents, as early as possible before the ship's arrival at Peruvian ports: 5 copies of cargo manifests, without freights (Form N? 2) for local and transhipment cargo. 3 copies of cargo manifests, freighted (freight-lists). 3 copies of stowage plan, complete. 2 copies of passenger list for each Peruvian port. 2 copies of crew list. 3 copies of explosives on board (IMCO; 1.1, 1.2, 1.3), for all ports. 3 copies of the lists of contents of LCL containers. 3 copies of the lists of empty containers. On receipt of these documents, the general agents will distribute them to the port agents. The regulations designed by "Enapu" state that port agents must produce 3 copies of non- freighted manifests, including baggage, at least 72 hours before the ship's arrival (West coast ports excepted) or 48 hours from Central America. Dangerous IMO cargo must be declared separately. Negative manifests or lists must be presented when there is no cargo, baggage, passengers or explosives IMO (1.1, 1.2, 1.3) to enter the port. No port operations may begin until the manifests are presented. At Callao, the Port Authorities classify the cargoes as manifested into "dangerous", "obligatory discharge" (i.e. goods that can be stored in open yards) and "warehouse". They also plan the storage of cargo to be discharged and begin invoicing before ship's arrival. DOCUMENTS TO BE PRESENTED ON SHIP'S ARRIVAL Port Captaincy Customs Port Adm. Port Agency Total Maritime Health declaration 1 1 General declaration (Form N? 1) 1 2 2 2 7 Cargo manifests without freights (form N? 2) In Spanish (including short- shipped manifests) 1 2 2 1 6 Cargo Manifests for Transhipment 1 2 2 1 6 Manifest of all transit cargo on board 1 1 2 Bill of Lading (copies) with freight details 1 2 1 4 Crew list (Form N? 3) 1 2 6 9 Passenger lists, local (Form N? 4) 1 2 1 2 6 Passenger Lists, transit 1 2 1 4 8 List of unaccompanied baggage 1 1 2 Mail list 2 1 3 Store lists 2 1 3 List of crew's personal effects 2 1 3 Tonnage certificate (copy) 1 1 N.B. Documents must be legible. Heavy fines are imposed for documents missing or illegible. Negative manifests or lists are required when relevant (see above). The usual ship's certificates must be at hand for inspection: Registry, Freeboard, Radio, Safety Equipment, Measurements and Deratisation or exemption. The latter is valid for only six months, and if expired, the ship must be fumigated or inspected for a renewed exemption. This can be done at Callao and Ilo. Note: In view of the outbreak of cholera in Peru, special attention should be paid to having an updated Fumigation Certificate on board, in order to avoid delays and the expense of fumigation. If the Oil Record Book is not in order, a heavy fine will be imposed. Health declaration is the standard WHO form and it is required only at the first port of call. However, extra copies should be kept on board in case they are required at subsequent ports. General declaration (Form N? 1) must be prepared at every port for entry and clearance. Store lists should be as complete as possible; all stores on board must be duly registered. Special care should be given to items such as cigarettes, liquors, typewriters, calculators, radios and all new articles that must be declared. List of crew's personal effects is required on entry only and it is necessary to declare those items whose importation is prohibited or restricted, as well as new and readily saleable articles in order to avoid confiscation or fines. The list should be compiled in such a way that each crewmember can sign his declaration on it, rather than present individual documents for each. Crew and passenger lists (ALADI forms N? 3 and 4 respectively). These are required for both entry and dispatch. Manifests of cargo remaining on board (in transit) will be required by the general agents on arrival. If such manifests are not presented to the Port Authority, the ship may be heavily fined or the cargo may be confiscated. Landing card. Agents of passenger ships should report to the Direction of Tourism at least 48 hours before arrival, indicating passengers' particulars and the time they will stay in port so that landing cards are ready on arrival. The crew also needs landing cards. Cards must be returned on sailing. There may be a physical inspection of both passengers and crew, on entrance. Consular charges. There are no consular charges on documents for imports. In lieu of these, a Gross Tonnage Certificate fee is payable for every foreign port where a cargo is loaded for direct discharge at a Peruvian port or ports, and is collected at the first Peruvian port of call. The receipt must be produced at all subsequent ports, and is valid for one voyage only. The fee is based on the following scale: each foreign ship from 6,000 gross registered tons on must pay at present, u$s 225 per loading port. This should be considered when accepting small tonnages for Peruvian ports. This is the only consular fee and it is known as "Derecho unico por Despacho Consular de Naves". Correction of manifests. Consular letters of correction are not required. The regulations state that all corrections must be made within the 10 days after the discharge is finished; that is, once the Port and agents have checked over the out-turn tallies and results. As this work usually takes about 4 weeks, 40 days are available in practice, indirectly though. In fact, agents are normally responsible for the correction of manifests. For cargo short-shipped, the vessel manifest must show "cargo manifested but not shipped" ("carga sobordada pero no embarcada") and, if it arrives by a later vessel, it must appear on a separate manifest of the carrier as "cargo short-shipped ex mv ... of (date)" ("cubre falta ex vapor ... de (fecha)"). Likewise, cargo over-carried, and landed on the second call by the original carrier, must be manifested as "over-carried cargo not discharged on (date)" ("carga pasada, no descargada en (fecha)"). Cargo over-landed may be re-forwarded 60 days after the day following the completion of the unloading (see above); after that time additional charges may be imposed and the goods may be confiscated. In the event of a change in the destination of goods, agents should be informed in time to advise the port Authorities prior to arrival. CLEARANCE AND DISPATCH Clearance. The reception commission (Port authorities, Port Captain, Customs, Health and Immigration officials) board on berthing with agent's representative. For ships at the anchorage, the agents must bring out the commission. The customs officers proceed to seal all storerooms, with particular attention to those where cigarettes and liquors are kept to prevent smuggling and theft. The Port Captain may place guards on board. Dispatch. The agents must inform the Port authorities what the time of sailing will be; dispatch will be done within 15 to 30 minutes after that time. Although the dispatch is valid for 24 hours, if the ship does not sail within the thirty minutes allowed, the official will leave and his presence will have to be requested again. Clearance and dispatch in overtime (weekdays 00.00-07.00, 11.00-13.00 and 18.00-24.00; Saturdays, Sundays and holidays all day) is charged extra dues according to the ship's gross registered tonnage. PILOTAGE AND TOWAGE REGULATIONS Pilotage is compulsory for all ships over 100 nrt., but it is only usual when ships are supposed to berth alongside a pier, wharf, or at the so called "pier" ports, viz: Talara, Paita, Bayovar, Salaverry, Chimbote, Callao, General San Martin, San Nicolas, San Juan, Matarani, Ilo or when ships are to connect to a submarine pipe-line. In roadstead ports (often referred to as "lighterage" ports), if the ship anchors too far out, the Port Captain will bring the ship in to the regular anchorage, charging a fee. At "pier" ports, the pilotage costs are included in the port service for berthing/un-berthing charges. An exception holds at San Nicolas, where the iron ore company- as port operators- makes a particular charge. Indications as to the boarding point will be given to the pilot at each port. The accommodation ladder must be rigged and lowered on the lee side but, in case the ship was rolling heavily, a rope ladder will be provided. Ships may be entered or dispatched at any time of the day or night, and there is no overtime charge for pilotage only. If a pilot is not employed, the master is responsible for any damages that might occur and also for a fine of up to u$s 1,000. According to the Commercial Code, he is also liable for damages for the subsidiary responsibility of the vessel. The regulations establish that the pilot is the technical assistant of the master in navigational purposes on course or manoeuvres. However, the master is always in command of his ship and the pilot does not replace him. The pilot's responsibility is to set the ship's course and to attend to the proper anchoring and mooring. Should the master refuse to follow his instructions, the pilot's responsibility ceases. If a pilot considers entering and sailing too risky and the master insists, he must report the master's procedure in writing. A master can relieve a pilot at any time and must record this in the logbook. Nevertheless, the master must comply with the pilot's indications regarding Peruvian laws and regulations. Towage. The pilot decides on the number of tugs required for each operation and the kind and number of moorings, in accordance with the instructions from the Port Captain. The cost of tugs and linesmen is also included in the normal port service charge. GENERAL PORT INFORMATION Flags. All ships entering Peruvian ports must fly their national ensign. When in the port, the national ensign and the Peruvian flag must be flown. Callao- the main naval base- is a saluting station. Sailing day. Ships must hoist the signal flag "P" on the day of sailing; otherwise they may be fined. Quarantine flag. Ships entering all Peruvian ports must hoist the quarantine flag until pratique is granted, even though the health inspection takes place at the first port only (refer to "Free pratique"). At night a white light over a red, six feet apart, must be shown. Ships carrying explosives must fly flag "B" by day and show a red light at night. Warships. When foreign naval ships enter Peruvian ports, the Health and Port Authorities will be the first to board before any official visit is made. If requested, a pilot can be provided free of charge. There are no Customs formalities but port service charges are payable. Tourist vessels. Callao has a fully equipped passenger berth (refer to "Callao"). Preference in berthing. Except for passenger ships and grain carriers on account of draught alongside elevators, there is actually no priority in berthing and ships enter and berth in order of arrival. The Port Authorities can order a ship to change berths for a specific reason (refer to "Shifting berths"). Anchoring and Mooring. Anchoring and Mooring. There should be no anchorages in the channels or fairways that are likely to impede navigation. Vessels and ships should not be tied up to any navigational or marking buoy. Reception of ships. Peruvian regulations state that the master must receive the Port Captain, or his representative, at the head of the gangway. In case he is on duty on the bridge, the first comrade may act for him; non-fulfilment of this regulation can be fined. Inward cargo may, according to regulations, be landed only at the major ports with port Captaincies, viz: Iquitos, Talara, Paita, Pimentel, Eten, Pacasmayo, Chicama, Salaverry, Chimbote, Supe, Huacho, Chancay, Callao, General San Martin, San Juan, Matarani and Ilo. A special previous permit to land cargo is required at minor ports (not listed here). Also, if the first port of call is a minor port, a special permit must be obtained from the Captaincy General of Ports, Callao, and transmitted by telegram to the minor port. In view of the reorganisation and reconstruction of the Peruvian port system- which entails the closing down of many "lighterage" ports included in this list as major ports- agents should be consulted on how these regulations affect present day shipping in Peruvian ports. Deviations on route. In case any changes are made in the order of ports, or in the route after dispatch, the Port Captain of the following port must be informed. If the master fails to prove that the orders were received after sailing, a heavy fine will be imposed. Overloading. If a ship is below her marks on sailing, a fine is imposed, varying with the draught. Loading to summer marks. It should be remembered that the Peruvian coast belongs to the permanent summer zone. Density of water. All Peruvian ports contain salt water (1025). Iquitos proves an exception, containing fresh water at 1000 ounces per cubic feet. Loss of anchors or cable. Should an anchor or chain be lost, the master ought to report the Port Captain and ask permission to recover it. If the item is not recovered within the following six months, anyone may recover it, and the State claims half the resultant value. If the master omits to give such notice, the anchor or chain is considered abandoned, and both the ship and the agent forfeit all legal rights to it, even if recovered within the 6 months period. The finding or receiving of anchors or chains must immediately be reported to the Port Captain. Repairs. The Port Authority must be informed of any repair work before it is begun. Ship's boats must not be lowered into the water in ports unless due permission is granted by the Port Authorities. Cargo nets must be rigged between ship and wharf at each hatch working cargo and a safety net is placed between gangway and shore. There is a fine for non-compliance. Hawseholes are recommended to be blocked up, especially at night when anchored in the roads, to prevent marauders from using them to board the ship. Water outlets must be covered to prevent the discharge from flooding the wharf. There are heavy fines for infractions. Rat guards must be secured on all mooring ropes. A fine of u$s 20 a day each will be imposed in case of omission. Watchmen. A gangway watchman from the Union is obligatory and is placed on board by the Port Authorities. The Port Captain also provides a coastguard on board; the ship supports both. Cabins. It is highly recommended to lock all cabins, storerooms and lockers very carefully; portholes should be closed as well and easily removable tools should be stored in a safe place. Shifting berth requires permission from the Port and a pilot. Sirens and Whistles must not be sounded in ports, except to signal a tug. Rubbish, garbage or sweepings must not be thrown overboard whilst in port, but kept and dumped at sea. If too much waste accumulates on board, agents can arrange for a barge to remove it- at the ship's expense. Clearing the wharf. In the case of general cargoes, the Port does the clearing, but when dealing with bulk minerals and fishmeal clearing becomes the shipper's responsibility. Fenders are on all quaysides. Ships may use their own fenders if they wish (also refer to each port). Use of hooks by stevedores is strictly forbidden. The bay chief should be informed if any stevedores are observed. Stowaways. A close search should be made for stowaways on sailing. In case there was any stowaway found, it must be immediately reported to the Port Captain; repatriation of stowaways is at the expense of the ship. Cash to master. Masters can draw cash from the agent in Peruvian or US currency at the official rate and return any excess on departure. Supplies and provisions of certain products such as sugar, rice and milk, are subject to periodical shortages in the local market. Therefore, masters should consult agents in advance before arranging to take on stores in Peruvian ports. Customs are strict in sealing up all provisions considered to be in excess. Deck and engine room stores can usually be obtained at Callao but may be in short supply elsewhere. Electric power is 220 AC 60 cycles. American type plugs are used. Therefore converter plugs should be available for European appliances. Dredging. As Peruvian ports need little dredging, the country only has only 2 dredgers; dredging is a continuous requirement at Salaverry though. BUNKERS Petroperu, the State owned oil company, is the only distributor of petroleum products for bunkers; these are obtainable only at Callao, Talara, or Iquitos. (Refer to these ports for details). In an emergency, small quantities may be delivered by truck at Salaverry and Chimbote. Supplies available are: Petrodiesel 2 (Marine gas oil) 100 secs.) Industrial N? 5 (intermediate four) 400 secs.) Redwood N? 1 at 100 F Industrial N? 6 (Bunker C) 3,500 secs.) Oil Pollution It is forbidden to unload ballast tanks or tank residues with oily water within the area of 50 miles off the Peruvian coast. The discharge at sea of any other oily wastewater is strictly in accordance with international agreements, and there are fines for infringements. Discharge of oil or oily water for the safety of the ship, or of other vessels, for the saving of life at sea, or through a leak that cannot be repaired, may be exempted. All ships must keep an Oil Record Book covering every discharge or escape of oil; the ship will be liable to a fine is this record is not kept up to date. Dangerous cargoes. Explosives, inflammables and chemicals. Ports will receive and store such dangerous cargoes, except in the case of explosives in IMO class 1.1, 1.2 and 1.3. No free storage will be charged for any dangerous cargo. All dangerous cargoes on board a ship must be reported to the Port Captain at least 8 days before arrival. The Port Authorities will classify these cargoes from the advance copies of the manifest. Ships with such cargoes from South American ports where there is no time for advance copies to be sent, will not be allowed to work before they have been duly presented. Goods incorrectly manifested or inadequately described will be discharged and stored at the expense of the ship, pending clarification by the Customs dispatching agent. In particular, chemical products if declared only by their generic or trade names will be considered as dangerous until they are properly classified. Explosives. IMO class 1.1, 1.2 and 1.3 cannot be discharged or loaded at any terminal port. They are handled only at Chancay or Ilo, SPCC pier. Explosives in transit must be stowed in a hatch which will not be opened in the port. They must have a special permission of the Port Captain and of "Enapu" to work local cargoes, provided the hatch remains closed, the cargo is kept under naval vigilance, and the "no smoking" rule is strictly enforced. Inflammables and chemicals. IMO class 4.1, 5.1 and 5.2 must be dispatched directly from the ship's side and must leave the port immediately- the consignee having been notified beforehand with a copy to Enapu. Any inflammable liquid cargo in bulk with a flash point of up to 141 F (61 C) can only be discharged through pipelines at berth N? 6 in Callao. If the flash point is over 141 F, the bulk liquid can be discharged at other wharfs into tank trucks. Animal and vegetable oils are classified as inflammables. If presented in bulk, carriers are treated similarly to petroleum tankers and bulk grain carriers, and on the loading/unloading process the wharf is closed to all other use. No hot repairs or chipping are allowed; pipelines must be earthed, and fire-fighting equipment must be at hand. Ships with dangerous cargoes on board must berth with bows seaward; both anchors hoisted, and place a towrope from the bow within 3 feet of the water. No repairs are to be done while berthed. Tankers operating with dangerous cargoes must hoist a red flag by day and show a red light at night. Refrigerated cargoes There is no special survey other than that of the ship's classification society requested by the master. Exports are frozen fish and fruit juice in drums, mostly stuffed in containers. The main import is frozen meat, which requires a sanitary certificate to be presented before unloading can begin. The Port Authority provides stevedores with leather jackets and gloves. Cattle on the hoof Revised regulations date from 1967. The main points are that all installations must be disinfected before shipment and that the certificate to this effect from the Authorities of the loading port must accompany the cattle. Ships leaving Peru to bring cattle from countries in North and Central America that are free of foot and mouth disease will be disinfected before sailing. On arrival in the roads, veterinary inspectors go on board to examine the health and vaccination certificates as well as the record of births and deaths en route, before the cattle can be landed. Pedigree animals and animals for breeding are taken down to trucks and sent to quarantine farms. After discharge, the ship must immediately disinfect all installations that may have been in contact with the animals, including the deck and the wharf used for landing; all this is at the expense of the importer. Crew On arrival of the ship, crewmembers are given a temporary identity card to use ashore, which must be returned on departure. In case a crewmember is repatriated, he must be first signed off the crew list. Then an application must be obtained from the Migrations office for a 48-hour period in which to leave and, if necessary, an extension can be requested for 15 days on a new 'cedula'. The Port Captain and the Foreigners' Bureau must be reported. If luggage is to be landed, a request should be made to the Customs Guard Baggage Department. Should a crewmember have to be hospitalised, the same procedure applies, accompanied by a medical certificate. Crewmembers arriving to sign on, can travel on their passport or seamen's book and must be met by the agent and accompanied to the ship. They must have their E/D forms which entitle them to 48 hours to join the ship -an extension of 15 days can be requested, as above. A charge is made for each crewmember signing on or off. Deserters and crewmembers absent for more than 24 hours without leave must be reported to the Port Captain before sailing. The personal effects of deserters and crewmembers in hospital must be given to the agents, with a detailed list in triplicate. Although the agent is responsible under Peruvian laws for the repatriation of all foreign crewmembers left behind, all costs incurred are at the expense of the ship. The agent, therefore, will demand a letter of indemnity from the Master for all expenses: the cost for maintenance, fines, hospital, transport, cash advanced and repatriation. The master will also be requested to give full particulars of the crewmembers: name, age, nationality, passport or seamen's book number and final destination. Crew replacements. Foreign seamen are seldom available, and Peruvian seamen can only sign on under Peruvian contracts, counter- signed by both the agent and Port Captain. This entitles the man to considerable social benefits, possible wage claims and medical and hospital expenses as well as repatriation; the agent being responsible for all this. Consequently, a letter of indemnity from the master, similar to the one mentioned above must cover him. Weapons. Crewmembers are forbidden to land portable firearms as well as sharp or bladed weapons. In case they did so, they will be liable to a heavy fine and, possibly, imprisonment, which could lead to losing the ship, with the consequent trouble and expenses. Baggage regulations On disembarking, all passengers and crewmembers must make a declaration of their baggage, accompanied and unaccompanied, and of any household effects that they may carry with them. Crewmembers are only allowed to carry their personal effects, but in case of disease or transference of ships, other articles may also be permitted. Residents returning from abroad are allowed to bring in personal effects, including instruments of their profession, all of which must be used. They can bring in new articles up to a value of u$s 300 (excluding T.V. sets or electronic equipment). Anything that exceeds this amount will be charged with double duties. Goods that are not declared may be confiscated. The same regulation applies to tourists who may also bring in sports gear. All passengers over 18 years of age are allowed- on duty free grounds- to bring in 400 cigarettes or 50 cigars or 250 grams of tobacco, and 3 bottles of liquor not exceeding 2 1/2 litres. Customs officers are entitled to make a personal search of passengers, in cases of reasonable doubt. Any attempt at smuggling can be seriously penalised. Unaccompanied baggage can arrive one month before or up to four months after the passenger's arrival. Baggage that has not been reclaimed within the two months following the landing is considered as abandoned. Full details of baggage regulations should be obtained from Peruvian consulates, as the above is simply a guide. Migration regulations DL 21889 of 26.7.77 modified the former regulations and now all international travellers enter on the usual E/D form (see appendix). Tourists on leaving within 90 days must surrender the duplicate of this form, while others (business men, artists) must obtain an Income Tax clearance at the Tax offices. A passport must be held by all travellers in Peru except those travelling on duty with a Laissez-Passer (United Nations) or a seaman's book. A visa is required, except for: Peruvian nationals; diplomats accredited to Peru and for certain tourists: the exemption is for periods of up to 90 days for nationals of the Western European countries (except for France and Portugal), Canada, Japan and South Korea; and for periods of 60 days for nationals of countries of North and South America and the Caribbean Islands, France and Portugal, as well as for Laissez-Passer holders and seamen travelling on duty. Seamen travelling on duty. Refer to "Crew" for regulations regarding entry to join a ship. Alien residents must have a re-entry permit valid only once before leaving Peru, or a special permit for leaving and re-entering the country (Green card) valid for several entries within a period of six months. A visa granted by a Peruvian Consul abroad might prove essential. Tourists, on entry, must possess a ticket for their return or onward journey or must buy one, under penalty of deportation. Visitors on business and artists must report to the Immigration authorities within 15 days or there will certainly be problems on departure. As ordinary tourists, they must hold their return or onward tickets. Health. A yellow fever vaccination certificate is required, if coming from an infected area within 12 days after leaving. Children under six months of age and transit passengers not leaving the airport are exempted. No other vaccine is required. A general health certificate is not required for entry but may be asked for on getting a visa at a Consulate. All Passengers travelling to areas outside the main cities or in rural districts with malaria and yellow fever risk should be vaccinated against these infectious diseases. Cholera infected areas exist in Peru. Customs allowances. Refer to "Baggage regulations". Pets. Cats and dogs must have a veterinary good-health certificate, and an anti-rabies vaccination certificate, issued at the point of origin. Currency. There is no restriction on the amount of foreign currency that can be introduced into the country but only up to that amount can be taken out (1991). Foreign currency could be bought and sold openly in the so-called "Financial Market". But in view of the country's economic and financial difficulties, currency regulations should be checked at a tourist agency. Shipping Associations The Peruvian Maritime Association (Asociacion Maritima del Peru, P.O. Box 3520, Lima) was founded in 1957 and has 29 international shipping companies as members. The youngest member- Peruvian Association of Port Agents (Asociacion Peruana de Agentes Maritimos, "APAM" Colon 200, 2do. Piso, Callao)- was founded in 1983 and has 38 members. Port Agents carries out hard work on behalf of shipping interests vis-a-vis the somewhat uncoordinated group of government entities involved in maritime matters. They are the Port Captaincy (Navy); ENAPU, Port Administration (Ministry of Transport and Communications); and the Custom House (Ministry of Commerce). A recent effort of both associations has been made to draw the Port Authorities' attention to the very high costs shipping must pay in Peruvian ports, with special reference to those in Callao, as compared with port charges in other countries. In 1980 a scale of Agency Fees and Charges was recommended for non-liner traffic and it can still serve as a guide. Tariff of minimum agency fees and charges applicable at all Peruvian ports. Effective from January 1st, 1980 (subject to change) Liner vessels Liner and regular vessels consigned to Owner's agents make their own arrangements on Agency fees and Freight commissions with their Agents. Non-liner vessels for each port of call 1) Charterer's agent Total for General Agency and Port Agency involved a) For loading discharging dry bulk cargoes of any given commodity, as follows: u$s Up to 10,000 tons of cargo 1,000,00 From 10,001 up to 25,000 tons of cargo 1,200,00 Exceeding 25,000 tons of cargo 1,500,00 Stevedoring loading/unloading may be effected on a cost plus or on a flat fee per ton basis, according to the type and size of cargo, vessel, etc. Stevedoring supervision fee will be charged separately at u$s 0,50 per revenue ton. b. For loading or unloading tankers Up to 10,000 tons of cargo 800,00 From 10,001 to 50.000 tons 1,000,00 Exceeding 50,000 tons. 1,500,00 2) Owner's agent Attending to owner's interest when vessel is consigned to charteres agent Up to 5 days stay in port 750,00 For each additional day 100,00 3. Full agents When Owner's and Charterer's interests are combined with one and the same firm: Same agency fee as mentioned under 1 a) and b) plus 50% 4. For vessels arriving for bunkering or watering only 500,00 5. a) For handling deserters, stowaways, hospitalised crewmembers, etc. 30,00 b) For each repatriated crewmember or crewmember entering the country from abroad. 50,00 6. Passenger vessels, cruise ships, etc. 1,500,00 7. Vessel with explosives 2,000,00 8. Entering the port for repairs and/or dry-docking, up to 3 days 1,000,00 For each additional day 100,00 9. Clearing consulate, etc. 20,00 10. Attending delivery or re-delivery of vessel only 500,00 11. Postage and Petties - Additional to agency fee 30,00 12. Agents are entitled to reimbursement for all out of pocket expenses, including communications, long distance calls, transportation, staff overtime, customs charges, and any other expenses, which are not usually assumed by the agent. 13. If extraordinary services such as surveyors, superintendent engineers, Port Captain are required, agents are entitled to charge additional compensation. 14. Delivery of cash to the master/vessel or receiving cash from the master/vessel 1% of the amount delivered or received (to cover special insurance against losses, assaults, thieves, etc.) - Funds to be advanced as estimated expenses, including agency fees. - Any taxes levied on the services mentioned in this tariff are to be added accordingly. Ship-agents and their responsibilities By Supreme Degree N? 019-86-MA (September 1986), the Peruvian government established new regulations modifying those published in 1970, relating to maritime agents. An approved maritime agent must represent all ships, national and foreign, on arrival at a Peruvian port. All agents must be of Peruvian nationality and all capital and shares must be subscribed or owned by Peruvian citizens. Managers and administrative personnel must be Peruvians. Ship-agents are classified according to the category of the port in which they operate. Major ports are called "first class" and minor ports "second class". They may only operate in the port where they are duly inscribed and authorised. Only an agent may request a service for any vessel consigned to him. At the expense of shipowners, the agents' duties are to handle vessels and cargoes, charterers, shippers and consignees; to receive and dispatch ships and provision ships; to embark and disembark passengers; to attend to the loading and unloading of cargoes and all port operations connected with the foregoing work. The ship-agent is jointly responsible with the shipowner before the pertinent authorities for the payment of all charges, port dues, taxes, services, fines and the wages and social benefit laws of all port labour, on the ships consigned to him. The ship-agent is also responsible for verifying that the shipowner of the vessel being attended is properly covered by insurance (e.g. in a P and I Club) against third parties, including the obligations and contingencies for which the agent is not responsible, but in which the vessel may incur. In the case of tankers, the ship agent must verify that ships have, in addition, the so-called TOVALOP certificate or an equivalent insurance against pollution and cleaning. Transfer of agency. Any change in agency must be reported to the Port Authorities and all outstanding charges settled before a change is permitted; otherwise the ship is unable to make use of any port services. Tax on freight and passage earnings. Regulations prescribe a 40% income tax on a presumed profit of 1% up to 5% of the total freight or passages earned in Peru by foreign flag ships. The ship agent is appointed as a retaining agent. The decree also prescribes that ships of those countries that do not apply such a tax on Peruvian flag vessels, are exempt (i.e. on the principle of reciprocity). Therefore, it is advisable in charter parties to establish responsibility for any existing or new Peruvian taxes on freight or passages, and for shipowners to consider this eventuality. Finance. Currency. On July 1st 1991, Peru's new currency, "new Sol" (S/.) replaced the Inti (I/.). Each "new Sol" is worth "Inti" 1,000,000 and there are 100 cents in a "new Sol". By January 2000, only bank notes for new Sol currency- S/10 and S/20- had been printed. New Sol notes The official rate of exchange during December 1999 was approximately S/ 3,50 to the US dollar. Remittances for imports, freights and passages collected, and ship's disbursements are all controlled through the Central Bank. Companies engaged in International transport can keep a foreign currency account in Peru and abroad for collections or for balances of disbursements. Port Administration- General regulations and conditions. Working hours. There are 3 daily shifts: 07.00-16.00 (12.00-13.00: meal break); 17.00-24.00 and 01.00-07.00. A 7-day week is worked including holidays. Port charges on weight or measurement. The Port has its own system for classifying cargoes on weight or measurement as the basis for its tariffs. According to the B/L or manifest figures, this is not necessary, but it is especially applied when no weight or measurement is shown. In such cases, the weighing of the cargo is performed and a set table of coefficients is used to determine the measurement. There is no claim against this but the volume of the cargo cannot exceed its weight in more than five times. All packages must show the gross weight in kilograms. The unit of weight is the metric ton (tonne)= 1,000 grams, and the unit of volume is the cubic metre (35,4 cubic feet.); fractions are taken to the next kilogram or cubic foot upwards, respectively. Private equipment for handling cargoes can be used provided this is to the effect of assisting the ship's gear or to replace a shortage of port equipment. In such cases, permission is necessary and the operation will be subject to certain dues. Stores and dunnage must be handled by the crew or labour engaged by the agents -port equipment or personnel, if used, will be charged up. Mail is loaded or unloaded by the Port at any time. Shipment of bulk cargo. Once the berth has been allocated, bulk cargo may be stockpiled at the wharf free of charge, 3 days before arrival. But if the ship is delayed, storage charges are incurred and a fine may be applied if the delay affects another ship. Cleaning the wharf. After unloading liquid products or bulk dry cargoes using gear not belonging to the Port, the ship agent or customs officer is responsible for cleaning the quay. The Port Authorities can do it at their expense. With fish meal, sweeping and cleaning is the responsibility of the party controlling the shipment. Responsibility for damage to quays, port installations, equipment, etc. Any damage caused by the ship will be repaired at its expense and the cost of materials and labour will be charged with a 50% surcharge. Fire-fighting. If the fire brigade has to intervene, the cost of all materials employed or damaged must be borne by the ship. Containers. Callao is the major port for handling containers in Peru, even though it has no container gantry crane and ship's gear must be used for loading/unloading. (Refer to "Callao" for details). The number of containers handled at other ports is small. The most important ports are Paita and Matarani, which are also transit ports for cargoes to and from Bolivia and have facilities for handling containers in transit (refer to "Matarani"). Pallets. Various ports have stocks of pallets for use on shore. If used for loading into ship's holds, the goods must be taken off and stowed, and the empty pallets are returned to shore. Similarly, on landing ship's pallets are off-loaded to shore pallets. Some ships use "one way pallets", which speeds up operations, gives a better condition of the stow and allows greater advantage to be taken of the lower stevedoring tariff for palletizing cargoes than for loose packages. The "one way" pallets that are still in good condition after unloading can be used again for outward cargoes or may be returned empty to the ship. Regulations related to cargo. Lien on cargo. After the unloading of imports, agents can normally control the dispatch of cargoes by withholding their signature from the original bill of lading, which the Custom House requires to release the goods. The bill of lading must show that freight or charges are still payable. Should it show they have been "prepaid", a judicial order is necessary to hold the goods. Shippers and owners should be very careful in this matter. Cargo claims. The ship's responsibility, through the agent, ceases "on one's own hook" for goods discharged. However, in practice, the Port Authority only responds on actual receipt of the goods into its warehouse or goods yard. At Callao, goods are tallied out of the ship, checked and sorted to make for distribution to their respective storage areas. The port tallyman working alongside the ship's tally clerk does this control. A note is made of conditions, apparent shortage, etc. of the packages. These tallies are independent but should agree on facts. Agents can use them as a basis for rejecting any subsequent claim from consignees or their insurance company. However, the Port makes a third tally when the goods actually enter the sheds or yards, and differences can and do occur. The procedure may delay discharge but has the advantage for the ship of placing the responsibility at the acceptable position of "on one's own hook". Whatever may occur from alongside to the shed or yard is no longer the ship's concern. The Customs Code establishes that a receipt will be given when the goods enter "the warehouse or zone of reception" which, so far as it affects the ship, is alongside. By port regulations, the cargo that is unloaded directly to truck or railway car alongside is considered as "delivered" at that point. The Port issues no receipt and the tally sheet is the decisive document; the authorities merely weigh the whole vehicle and load as it leaves the port area. Similarly, export cargo is weighed in truckloads on entering the port, and no account is taken until loading begins alongside and the tally clerks check the units into the ship. The Port reserves the right to recover goods lost overboard when alongside, and to return them to their owners. The use of private divers for this purpose is not allowed. This constitutes an admission of responsibility, even though the Port Authority charges up the expense incurred in recovery. In all cases of loss or shortage, claims must be presented to the Custom House whose decision, after an enquiry has been made, is not appealable. Packages landed in bad conditions are separated and an inventory is made in the presence of a Customs officer, within the 24 hours of landing. Charter parties -There are no special regulations or taxes affecting the signing of charter parties; the customs in trade are well established. Care must be taken regarding the income tax clause or other possible taxes, and the responsibility for the cost of riggers engaged in opening and closing the hatches. The master or a ship's officer ought to accompany the Inspector, who examines the holds before the notice of readiness is accepted. Gross tonnage certificate fee (refer to "Consular charges" above). Letters of correction (refer to "Correction of manifests" above). Stevedoring Since March 1991, the government organization that used to rule over the port workers' unions -stevedores, longshoremen, tally men and riggers- the Comision Controladora del Trabajo Maritima ("CCTM")- has been declared in dissolution and owners and agents now deal direct with private stevedoring contractors for port labour. Thus, a number of restrictive regulations will probably no longer apply. It is expected to have a general improvement in the cargo handling operations as regards costs, speed in loading/unloading rates and a quicker turn-around. These are some of the aspects that are still under discussion. It may take some time until they are settled. Agents need to be consulted regularly on developments for bulk dry or liquid cargoes. Riggers: the opening and closing of hatches. Their employment is not compulsory any longer. At "pier" ports with a ship berthed alongside a wharf, a gang may be employed to open and close hatches, clean and sweep decks and holds and prepare ship's gear on arrival. Riggers may also be available at "lighter" ports, although stevedores often do the work, for an additional charge. Lighterage ports. The cost of cargo worked on 'liner terms' is at the expense of the ship, from or to "one's own hook", during normal hours and in overtime. The ship also pays the extra cost of lighter men working alongside the vessel in overtime. The cost of lighter men working alongside in normal time, and all expenses incurred for the loading/unloading of lighters ashore, even in overtime, will be paid by the consignee's or the shipper. Holidays There are 12 official holidays in Peru and work can be arranged on all of them, except for 1st May. There is no extra pay on holidays except on 8th October, when double wages must be paid: i.e. 100% extra. The problem is getting complete gangs on certain holidays, and whether men are sober enough to work properly. The holidays are: January 1st New Year's Day August 30th Sta. Rosa of Lima Easter: moveable) feast days) Maundy ThursdayGood Friday October 8th Battle of Angamos November 1st All Saints`Day May 1st Labour Day December 8th Immaculate Conception June 29th St. Peter and St. Paul December 25 Christmas Day July 28th/29th National Independence Official time Time in Peru is 5 hours behind GMT. In 1985 daylight saving time was reintroduced, and clocks were advanced one hour from January to March i.e. 4 hours behind GMT. After a few years, it was discontinued and has not been renewed. However, this should be checked with agents beforehand. Port dues and charges Light and beacon dues are payable by all ships over 1,000 grt for each Peruvian port of call. They are assessed on the ship's gross register tonnage appearing in the Registry Certificate or Lloyd's Register of Shipping whichever is higher. a. Ships arriving from a foreign port must pay u$s 0,12 per grt. b. Ships coming from another Peruvian port must pay u$s 0,03 per grt. Exemptions are: Ships calling in distress; scientific research ships and ships used for educational purposes; ships landing sick persons, ships arriving to save life or to obtain medical supplies for this purpose; warships; and vessels under 1,000 grt. Port service charges. The National Port Authority "ENAPU" (Empresa Nacional de Puertos del Peru) publishes the tariff and conditions regulating the charges for port services. In so far as they concern the ship, they are quoted in U.S. dollars based on the ship's gross register tonnage for each operation. Invoices for port services are payable in U.S. dollars by foreign ships and in local currency (new Sols at the rate of exchange to the U.S. dollar on completion of the services) by national flag ships. To illustrate port charges at the different ports, there is below, in tabulated form, a compiled summary of the information received from agents in July 1991. It is to be used as a guide to Peruvian port costs; agents must be consulted in order to obtain the latest charges and full details. Port service charges are shown in U.S. currency per ship gross register ton. Value added tax. At present the government charges 18% VAT on all port service dues, except for "Use of port" dues. Agents' endeavours to get an exemption for foreign vessels have not proved successful so far. * Wharfage per day. 1. Use of port dues at "lighterage" ports is u$s 0,04 per grt per call and also at pier ports when ships do not go alongside but anchor in the roadstead only. 2. Change of berth includes turning the ship round; but for shifting along the same wharf, the dues are less since a pilot is not required; dues are even lower if a tug is not employed. Use of a wharf (wharfage) The use of wharves is organized in periods of one hour or part except at llo SPCC wharf, where the charge is u$s 0,04 per 24 hours, or part. There might be surcharges, if cargo operations or sailing is unnecessarily delayed. The authorities may order the ships that do not usually work to leave the berth. Delays in berthing, un-berthing and shifting. Should the manoeuvre not start within the 30 minutes after the pilot has boarded (or of the time requested), waiting time will be charged in addition to the tariff. On sailing, waiting for crew, passengers, or documents or delay in closing hatches or through ship's installations, are unacceptable as excuses. Empty containers, loading or unloading, direct u$s 6,06 per tonne wt.; indirect u$s 10,10. Reception and dispatch fees are charged on arrival and departure for the visit of the Port Captain, Customs, Health Authorities, etc., and range from u$s 1,000 to u$s 2,000 per port, according to the day and time of the visit and the size of the ship. Leaving the berth. The Port Authority may give 2 hours notice for a ship to vacate a berth if it is required for other operations. At agent's request, a ship must not dismantle or disable the main engine while alongside if permission has not been granted by the Port Authorities. Changing berths. The authorities can order a ship to shift berths when: a. The ship is working general cargo at a berth for special cargo and another ship arrives with specific cargo for that berth. Also when a ship has been allocated a temporary berth on arrival, it might have to shift berth to await a more suitable berth for its cargo; b. The berth is required for a passenger vessel; c. It is necessary to accommodate another ship for its length or draught. In such cases the shifting costs are at the expense of the Port. Water. The cost of water from water pipes on shore is u$s 0,9 per cubic metre (Refer to each port). Dry docks, repairs and salvage Dry docks. Callao is the only Peruvian port with a dry dock. Chimbote has a large floating dock (refer to "Chimbote"); other ports have small dry docks for fishing vessels. Callao dry dock is 193 m in internal length; the beam is 25 m and the draught, 21'. There is an 80-ton floating crane and the yard has cranes of up to 45 tons capacity. The dockyard is operated by SIMA (Servicio Industrial de la Marina) and the work covers all repairs, maintenance and inspection. From the published tariff it is possible to prepare a reliable estimate of expense. In the country, the facilities are usually booked up in advance because all Peruvian ships are obliged to carry out all repairs, inspection, dry docking, etc. Only in case of a real emergency it would be possible to use the docks at short notice. In any event, a ship in danger of sinking is not allowed to enter the naval basin, in the north of Callao harbour. Conditions of admittance. The work to be carried out must be reported in writing and the dockyard prepares a detailed estimate of which 50% must be deposited in advance. Charges for pilots, tugs, wharfage, etc., are made separately at dockyard rates, as they are under the Navy, not the Port Authority. Work on a foreign flag ship is calculated in U.S. dollars, convertible to national currency on the day services are rendered. Eight days before entry, the Naval Authorities require a crew list and the particulars of Inspectors and employees who will be entering the dockyard. Also any sub-contractors employed must be from an approved list. All the usual conditions for dry docking are strictly enforced. Repairs. In some ports there are facilities only for small floating repairs by private firms. Diesel repairs can be handled at General San Martin (Pisco). The Port Authority must be informed before any repairs are started; tankers must present a degassing certificate. At all times ships must be ready to be put to sea. Salvage. The Naval dockyard at Callao can render salvage services to ships in distress. It is equipped with deep-sea tugs, an 80-ton gloating crane, divers and repair shops. Salvage agreements can be made out on a 'no cure-no pay' basis, with the usual articles regarding remuneration if salvage is successful. Lloyd's Register of Shipping has a resident inspector at Callao and other classification societies also have representatives there. 200 Miles limit and fisheries Peru claims sovereignty and jurisdiction over the continental shelf and adjacent areas for a distance of 200 miles from its coast, measured from low water mark and parallel to the coast or islands. The international right of peaceful navigation and fly over rights are not affected, but fishing and industrial ore mining exploration and exploitation on the seabed are reserved for Peru. Foreign fishing vessels may operate in this area by paying a license; the Peruvian navy patrols the sea especially in the northern zone to capture infringers, particularly those after tunny; the catch is seized and the ship fined. Refer to Coastal Radio Stations for the obligation to communicate the ship's position when navigating in Peruvian territorial waters. Coastal radio stations (Refer to 'Arrival and Clearance') Given the importance that Peruvian Authorities assign to ship's reporting their location by wireless while in Peruvian territorial waters, a list of the coastal radio stations is provided below. The chart also provides guidance as regards the way in which messages must be sent -as outlined by agents. Operational characteristics of coastal stations: Paita, Callao and Mollendo. RADIO STATION CODE TRANSMIS RECEPTION VHF-FM PAITA RADIO OBY2 8527KH2 8368KH2(1) CHANNEL 16 4291 4284 6436 6276 12695 12552 CHANNEL 12 CALLAO RADIO OBC3 8546 8368 CHANNEL 16 4247 4284 6360 6276 13015.5 12552 17160 16736 22595 22280.5 CHANNEL 14 25045 25172 CHANNEL 26 MOLLENDO RADIO OBF4 8490 8368 CHANNEL 16 4260 4284 6351 6276 12815 12552 CHANNEL 14 Note: In the event of being unable to contact any of these stations (messages are free of charge) any other coastal station should be tried, and message should be addressed to "Costera Callao" telex 26069 PE Costcal (reserve telex '20143'). Ships with satellite telex may transmit direct to that number. The object is to transmit the message and avoid the stiff fine for omission (between u$s 1,000 to 5,000). If communication cannot be established, the Maritime Authority at the port of arrival will require a detailed report (extracted from the ship's radio log) on the reasons why the regulation was not complied with. This report will be studied to determine whether or not any responsibility exists. Revised rules for ships in Peruvian waters, effective from 1991 "SHIPREP" messages are required from all vessels (Peruvian ships under 350 grt. are exempted). EPW - on entering Peruvian Waters. PR -Position Reports- twice daily at 08.00 and 20.00 hours local time. FR -Final Report- one hour prior to arrival at port (anchorage or port jurisdiction area) DPW -on departing Peruvian waters. The details to be given are as follows: a. The applicable abbreviation, viz.: EPW-PR-FR-DPW b. Ship's name/call sign/flag c. Date (day or month)/hour/minute -a 6 figure group e.g.091245 d. Last port e. Position -lat/long - a 5 figure group e.g. 05435/8106 W f. True course -3 figures e.g. 170 g. Speed in knots -2 figures e.g. 15 h. Port of destination i. ETA Date (day)/hour/minutes -a 6 figure groups e.g. 110630 j. Port agent Message requires: EPW -All items above PR -items a/b/c/e/f/g/h/i FR -items a/b/c/h (Note: for c give ETA i.e. I) DPW -items a/b/c/e/h Example: EPW on entering Peruvian waters: (b)Ship's name Call sign Flag (c)091245 (d)Guayaquil (e)0543 S 8106 W (f)170 (g)15 (h)Callao (i)110630 (j)COSMOS (Refer to "Callao, Traffic Control regulation") Peruvian Current The cold Peru (Humboldt) Current, about 250 miles wide, determines the climate along the coast of Chile, Peru and South Ecuador. The narrow coastal desert of Peru is almost rainless, yet the average temperature is some 6? C colder than the temperature in tropical latitudes. It causes cloudiness, fogs and humidity, particularly during winter, from June to October. This area abounds in plankton, the basic organic food for marine life in the rich fishing grounds of territorial waters. In cyclical periods, the warm equatorial counter-current, El Nino, flows southwards along the coast forcing the Peru Current further out. This process inverts Peru's typical climate and disrupts the fishing industry. The Ports of Peru On the upper Amazon, Iquitos; on the Pacific coast from north to south, Talara, Negritos, Paita, Bayovar, Pimentel, Pacasmayo, Salaverry, Chimbote, Paramonga, Supe, Chancay, La Pampilla, Callao, General San Martin (Pisco), San Nicolas, Matarani, Moliendo, Ilo. Note. The following ports, which appeared in previous editions, have been left out. Almost all are "lighterage" ports that have not operated for several years (refer to "Development of Peruvian ports" at the beginning of this chapter). From north to south they are: Cabo Bianco, Tierra Colorada, Eten, Pto. Chicama, Coishco, Samanco, Huarmey, Huacho, San Juan (a naval port), and Atico. Peru has about 30 ports, most of them spread along the cost line (except the river ports of Iquitos and three other small ones, all in the Amazon) Peruvian Ports - Regulations (Information from Ultramar Group)