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Chilean Ports - Regulations (Information from Ultramar Group) (ID: 18300)
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CHILE The flag of the Republic of Chile has the lower half red, a tirad of the upper half next the staff is blue with a 5 pointed white star, the remainder is white. The population is about 14,000,000 of which over 80% inhabits the central region. The official language is Spanish. The area is 741.600 sq. km (excluding the Antartic territory). The country is long and narrow. From Arica to Cape Horn the distance is 4.265 km and confined between the Andes mountain range on the east and the Pacific Ocean on the west nowhere is it more than 362 km wide. The coastline is 5.338 km (2.880 nautical miles). Chile has a diversity of climates because of its great latitudinal extent, the effect of the Pacific Ocean and of the cold current (the Humboldt) along the length of its shores. The country has three well-defined geographical regions: The arid north: The Atacama Desert, one of the driest regions in the world, stretches south from Peru for 1.300 km into Chile. Mining, principally copper, iron and nitrate is the chief occupation. The Mediterranean belt is the heart of the country. It is the agricultural region, and around Santiago (population 4,200,000), is the industrial and commercial center. The Patagonian archipielago: From Puerto Montt down to Cape Horn, southern Chile is exposed to frequent storms from the prevailing easterly winds and excessive rainfall. Dense forests provide lumber and cellulose for exports, there are coal mines and in the Strait of Magellan area there are oil-fields and a petroleum industry, mostly for the internal market. Exports: Ores, concentrates and metals account for about 60% of the value of Chilean exports copper alone producing over 40%. Paper, lumber, fishmeal and fresh fruit make up nearly 30% of Chile s export trade. Reporting to the Maritime Authorities During navigation within Chilean territorial waters, the master of every ship must report daily at 08.00 and 20.00 hours, to the chief Maritime Authorities, giving the following information: Ship s name, flag, position, speed, route and port of destination the report is to be sent to Maritgob (i.e. the Maritime Governor) at whichever port, of the following list the ship is nearest when transmitting the message. From north to south they are: Arica, Iquique, Antofagasta, Valparaiso, San Antonio, Talcahuano, Puerto Montt and Punta Arenas. Free pratique, clearance and dispatch Notice of arrival ETA: Ships bound for a Chilean port must advise the Port Captain ( Capuerto ) 24 hours before arrival, giving the ship s name, flag, time of arrival, last port, draught and position. The agents should receive similar information. At all subsequent Chilean ports a similar message must be sent. Free pratique, clearance and dispatch: There is no radio pratique. Ships must wait for the reception commission to board on entering port or when alongside, to receive pratique (refer to Maritime Health Regulations ). The accommodation ladder must be lowered for the officials; they will not use a rope ladder. In a similar way, pratique, clearance and dispatch are carried out at every subsequent Chilean port, at any time, and the necessary documents must be presented at all of them, as indicated further on. Pilotage Pilotage is compulsory for all national and foreign flag ships navigating in the designated zones indicated in the chart of each port, and in the island waterways and channels south of Puerto Montt and in the Strait of Magellan. Resolution N? 12,600/161 of 23.5.86 by the Direccion General de Territorio Maritimo y Marina Mercante establishes the limits of all Chilean ports; the waiting zones for port pilots; zones for embarking/disembarking Patagonian Channel and Strait of Magellan pilots: separate lanes in the principal ports for incoming and outgoing shipping and also for traffic in the Strait of Magellan. All vessels calling at Chilean ports or navigating through the Channels or the Strait should have on board a copy of this resolution which can be obtained from agents. The same information is shown on up-to-date Chilean charts. Pilots are under the authority of the Chilean Navy, through the direct control of the Port Captain of each port. Tariffs are based on the ship s gross register tons and are in U.S. dollars for foreign flag and in pesos for national vessels. Services are free for naval vessels but foreign naval ships must carry a courtesy pilot, usually a naval officer. Vessels on scientific and research missions may be exempt from payment on application. Regulations define pilotage under two headings. Practicaje is port (harbour) pilotage and pilotaje is channel and inland waters pilotage. All operations n port such as anchoring, mooring, unmooring, shifting berth, etc. come under this control. Pilots are of two classes: 1) Port pilots are resident in the port itself or attend to a group of ports in the zone. 2) Channel pilots are resident in Valparaiso and must return to station on completion of any mission. Some channel pilots serving only the eastern section of the Strait of Magellan (between Possession Bay and Punta Arenas) and also the channels between Punta Arenas and the Beagle Channel are resident in Punta Arenas. Pilot craft and tugs: Owners must provide or pay for the craft (launch, tug, etc.) required for boarding and landing, and also for the tugs the pilot may consider necessary for the safe manoeuvring of the ship. Foreign and coastal trade: All national and foreign flag ships must use a pilot when: mooring or unmooring in artificial harbours (private or state-owned), alongside pontoons or other vessels; entering or leaving dry dock, floating docks or slipways; entering, leaving or in transit through navigable rivers, and foreign flag ships when tying up to or leaving buoys and when dropping or raising anchor in port zones. Port Pilotage Application for a pilot must be made by owners through agents to the Port Captain and the requirement noted in the pilotage book. The Chilean navy will attend to foreign naval ships. Working hours: Straight time for pilotage is from 07.00-18.00 from Monday to Friday and from 07.00-13.00 hours on Saturday. Overtime from 18.00-24.00 on weekdays and from 13.00-24.00 hours on Saturdays has a 50% surcharge on the tariff; from 24.00-07.00 hours the surcharge is 100%. During overtime the owners/agents must provide transport from and to the pilot s place residence. Waiting time: If a service is not tendered at the time ordered through the ship s being delayed, for example- unless postponement has been requested at least 2 hours beforehand, there is a surcharge on the tariff as follows: 1st hour 25%; 2nd hour, 50%; 3rd hour, 100%; these surcharges are not cumulative. Pilot not used: Where pilotage is compulsory and the ship navigates or carries out maneuvers without a pilot, a double tariff is charged and a heavy fine imposed. Special surcharges: Outside the regulation limits of the port zone there is 50% extra on the tariff. Ships with engines out of order and sailing ships pay 100% extra. Service authorized by the Port Captain in adverse weather conditions storm, fog, heavy rain, heavy swell, etc- is charged 100% over the tariff. The agent s request for pilotage and the Port Captain s certificate of authorization must be attached to the account. Traveling expenses: When away from their station, port pilots must be provided with board and lodging or receive payment in lieu of them. Owners through agents must also provide transport to and from the base port. Anchors, chains, etc: if not in good order or insufficient, the pilot can refuse to execute the maneuver and the Port Captain may apply a fine. Fouling anchors, etc.: if on hoisting the anchor it becomes fouled in other anchors, chains or other objects, the pilot must notify the Port Captain in writing. Use of tugs: Port regulations indicate the number of tugs required for a ship but the pilot decides when and how they are to be used, and whether, according to the ship s size or to the state of the weather, additional tugs are necessary. Channel pilots not to act as port pilots: Only if no port pilot is available on arrival at a port may a channel pilot, already on board, act as a port pilot. The corresponding fee will be charged. Strait of Magellan oil terminals: Pilotage is compulsory at all these terminals and port pilots stationed at Punta Arenas can be taken on there or sent for. Patagonian Channel pilotage From Ancud, south via the Patagonian channels and the Strait of Magellan and the reverse, two channel pilots must be carried by all vessels navigation is continuous in difficult closed waters. There is an exception for ships navigating between Punta Arenas and Possession Bay, in either direction, when Punta Arenas is a port of call or when passing from ocean to ocean without calling at any Chilean port other than to pick up or drop the pilot at Punta Arenas. In such cases only one pilot is required (refer to Strait of Magellan Area ) Application: Channel pilot must be requested in writing on a special form either in Punta Arenas or at the Direction General of the Maritime Territory (DGTM) in Valparaiso at least 96 hours in advance. Applications made less then 96 hours in advance pay a minimum fine of u$s 1,000. Note. Agents recommend 5 days advance notice for a pilot should be given (excluding week-ends and holidays) to avoid extra charges. For pilotage between Punta Arenas and Possession Bay, as indicated above, 48 hours notice is required for a pilot. Note. Agents recommend 72 hours notice. The application must give the port or place of embarkation or landing and all pertinent details, date, time, ship s name, nationality, registry, etc. A contract is made out in triplicate (owner/office/pilot) or in quadruplicate, if ordered through the Port Captain. Obligation of the master: The master must allow the pilot use of the ship s wireless services for reports of position, navigational news, ETA at next port, etc. The pilot ranks as a ship-master for accommodation and privileges on board or on shore, whenever this may be necessary. Life insurance: A life policy is taken out, at owner s expense, for pilots (on the basis of 3 years salary) to station. A similar policy is required for a pilot if the ship is one of a belligerent nation. Dangerous cargoes: When the ship is transporting inflammables or explosives, and extra daily charge will be applied for each pilot while on board the vessel. If pilots are not used when navigating the channels and the Strait, the full pilotage tariff will be charged (refer to Strait of Magellan Area Chilean pilotage regulations , for exception). Duties: A pilot s duties begin on entering the Channels or the Strait and continue until they are left. He is obliged to render all possible assistance to the master in the way of advice and experience. While navigating through the channels and the Strait the pilots must follow the route and may only deviate with permission from the Direction General of Maritime Territory. Chilean charts to be on board: (Refer to Strait of Magellan Area ). Traveling expenses by land, sea or air are payable to all pilots from their station to embarkation and from landing to their return there accommodation, meals, etc. in suitable hotels, included. Rules to be observed by all foreign flag ships. Route: During navigation in Southern channels and the Strait of Magellan all foreign ships must follow the established routes or tracks as used by the official pilots, even when not expressly marked on the charts. The Chilean government reserves the right to modify these routes for commercial needs or for the safety of vessels navigating therein. Should any ship for scientific, commercial or tourist reasons, need to deviate from these routes written permission must be obtained from the Director General of Maritime Territory, at Valparaiso. Flags: In daytime, merchant ships must fly their own national flag, especially when passing warships, lighthouses or watch towers in Chilean waters, when the Chilean flag must also be hoisted at the foremast. Pilotage in the Strait of Magellan (Refer to Strait of Magellan area ) Documents required on arrival. The standard ALADI forms are to be used for the General declaration, crew list, passenger list and for the cargo manifest, all of which must be made out in Spanish. (Refer to appendix for specimens). The number of documents required at the different ports varies according to custom. The numbers shown below are an approximation for the first and following ports: First port Each subsequent port General Health declaration 1 - Clearance 1 1 General declaration (Aladi N? 1) 4 4 Crew list (Aladi N? 3) 10 10 Crew s personal effects 3 3 Passenger list, landing or negative (Aladi N? 5) 6 4 Passenger list in transit or negative 6 4 Mail list or negative 2 1 Stores list (Aladi N? 5) 6 6 Manifest for port 10 10 Manifest for in transit cargo 2 - General cargo manifest (Aladi N? 2) 2 See note The port Doctor will inspect the deratisation certificate. If this is out of date fumigation can be arranged at Arica, Valparaiso and Punta Arenas and at other ports on request, after consultation with the Health Department at Valparaiso or Santiago. (Refer to Maritime Health Regulations below). The Port Captain inspects all the ship s papers registry, tonnage certificate, safety, radio, etc. and the Chilean light dues receipt of payment. Store lists: Separate lists are required for cabin, deck and engine room stores. Documents on sailing These are prepared by the agent and, where necessary, on information from the ship. Clearance Crew list (in duplicate) Passenger list Declaration of bunkers, water. Draught (fore and aft) and immersion tons. Maritime Health Regulations Chile follows the Panamerican Sanitary Code but has adopted the WHO form for the Health Certificate required at the first port of call. Sanitary stations are now at most Chilean ports with Health inspectors who can give free pratique to any ship arriving from abroad or, if the ship is not clean , can order whatever quarantine measures may be necessary. Infectious diseases: Particular attention is paid to bubonic plague, exanthimatic typhus, cerebro-spinal meningitis, lethargic encephalitis, enteric typhoid fever, paratyphus, cholera and any other disease of international concern. Clean bill of health: Ships that declare a clean bill of health are inspected perfunctorily on arrival but the Port Doctor can examine not only the bill of health, but inspect the medical log-book, the stick-bay, the passengers and drew s quarters and make a personal examination of all on board. Free pratique: If satisfied the Port Doctor grants free pratique, otherwise pratique is withheld until a complete inspection is made. No Customs, Police or Maritime official may board until free pratique is granted with the exception of the pilot but he should not land until pratique is declared, or special permission is given by the Doctor. In pratice the reception commission board with the medical authorities and the pilot embarks or disembarks when he wants to. In ports without a Port Doctor the Maritime Authority (Port Captain) can grant pratique if a ship is clean ; if not, he will dispatch it to a port where sanitary inspection is possible. After getting pratique at the first port, no further inspection is required at subsequent ports, unless any symptom of the diseases under control appears. Hygienic condition on board: Even though the health condition of all on board may be satisfactory, if the general cleanliness and hygiene are not up to standard, the Doctor can order measures to be taken to correct these. Nevertheless this will not affect working operations. Quarantine: On arrival at a port, ships that are clean will fly the signal Q or at night show a green over a white light. Ships not clean will fly QL or at night a red over a green light. In doubtful cases the ship will fly QQ or white over a green light. The signals must be shown until free pratique is granted or quarantine lifted. Ships in quarantine will anchor at a distance from the general anchorage, as indicated by the Port Captain. The Health Authority may order all the precautionary and prophylactic measures considered necessary. A ship aground with infectious cases on board will fly the conventional signals, but only in an urgent case of accident may a sick person be landed without permission. Private medical visits: No doctor may go on board any ship to examine a patient without prior permission from the Port Health Authority. Responsibility of master: On arrival, the master is responsible for seeing that there is no communication with the shore, except by signals, and that no cargo operations begin until free pratique is granted. He must present, under oath, all the required declarations and answer all queries of the Heath Authority. He must see that rat guards are fixed to all lines ashore. Death on board: Should there be a death on board from an infectious or contagious disease, the corpse must be committed to the sea with all the deceased s clothing and personal effects with which he may have been in contact. If death was from natural causes, the body may be held on board over 24 hours, provided it is embalmed. No cabin in which a death has occurred may be used again until it has been thoroughly disinfected. Fumigation: If the deratisation certificate has lapsed, an exemption certificate may be granted unless the authorities consider the extermination of rats on board necessary. In such a case fumigation will be ordered. At the same time, delousing of living quarters can also be arranged. Fumigation is carried out by the Servicio Agricola y Ganadero (Farming and Cattle Bureau) who charge on the cubic metre (30 cu. ft.) of the space and for the use of their equipment, service, disinfectant, etc. Similar charges apply where cargoes have to be fumigated, e.g. bulk grain for weevils. For fumigation, the ship must anchor at least 200 fm off shore in the inner port or roads. The crew is landed except for an officer and a stand-by watch for security. The ship can berth when fumigation and ventilation are complete. Charter-parties should take into account the time involved and the cost incurred of fumigation and of the crew ashore. During night-time a tug will stand by and a launch in the day to act in an emergency. If only one hold requires fumigating, SAG may permit this to be done while alongside. Migration A passport is required for all travelers to Chile except for nationals of Argentina, Brazil, Paraguay and Uruguay, who may use their identity card. (Refer to Crew for Consular requirements of seamen traveling on duty). A visa is not required for nationals of western European countries (except France, Norway and Sweden), of most South America countries (except Bolivia, Guyana and Venezuela), of Australia, Canada, U.S.A., Israel, Japan and of Morocco. Chilean nationals residing outside Chile, should consult their consulate on the documents required before returning to their country. Tourists may bring in duty free 400 cigarettes, 500 grams tobacco, 50 cigars, 2 ? litres alcoholic liquors and a reasonable quantity of perfume. Vaccination is not required. Pets: Dogs, cats, birds, require a certificate of good health from country of origin and dogs and anti-rabies certificate, all papers legalized by a Chilean Consulate. Parrots are prohibited. Crew The signing on of new crewmembers in Chile is subject to the authorization of the Port Captain. Local contracts must be signed, obliging local wage scales, social services and repatriation expenses. It is difficult to sign on a foreign seaman unless he is a left behind man from another ship of the same company and, in this case the permission of the International Police as well as the approval of the Port Captain is required. Seamen sent out to join a vessel must enter with a temporary consular visa on their seamen s book or passport and bring a letter from owners or agents to the master of the ship which must be boarded within 48 hours of arrival. The agent is responsible for this, and the seaman is signed on in the Port Captain s office. A crewmember absent without leave from his ship for 48 hours or more is considered as a deserter and the Port Captain must be notified. Owners, through their agents are responsible for all expenses incurred by a deserter up to and including repatriation. A sick man left in hospital must be signed off, and the owners through the ship-agents are responsible for all expenses and for sending him to rejoin his ship or repatriating him. The master must sign a letter to the agent, authorizing all such expenses. Stowaways are also repatriated at ship s expense. Landing permits: At every Chilean port the master or agent must make out landing cards for all crew members and present them to the Immigration officer at the time of clearance. The Immigration office stamps them and they are used by the crew for landing and returning on board. When sailing, they must be returned to Immigration on dispatching the ship. Crewmembers who are citizens of a number of countries require a special permit, from the Provincial Governor before being allowed to land. These include most of the new republics of Africa and many of Asia, a number of islands of the West Indies, the USSR and Eastern European countries, Bolivia, Guyana and Mexico, and France and Ireland. Note: with the disintegration of the USSR and of the block of Eastern European countries revised migration and consular regulations are to be expected. General regulations for ships on the Chilean coast Port Captain is a generic name for the Maritime Authority in each port. A Maritime Governor is in charge of a zone, a Port Captain of a port and a Delegate of a minor port or cove. The Port Captain has full authority over all vessels, national or foreign, their crews, passengers and cargo, in his area, excepting naval vessels. He is also in charge of various services rendered in the ports. Port Captains are under the control of the navy. The Port Captain is responsible for policing the territorial waters that extend 200 miles from low water mark on the mainland or islands belonging to Chile. He controls the fishing activities and can arrest offenders. He must obtain a judicial warrant for search of confiscation but can summon any person to appear before him. ETA message: All ships bound for a Chilean port must advise the Port Captain at least 24 hours ahead by radio of their ETA. If the port of destination has no wireless station, the nearest station must be used and an acknowledgement of the receipt of the message obtained to justify the delay in its arrival at destination. (Also refer to Reporting to the Maritime Authorities and ETA , above) Anchoring and mooring: No ship may anchor in channels in such a way as to impede navigation. It is forbidden to moor to buoys or beacons or to damage them in any way. Chilean charts indicate the zones where anchorage is permitted or forbidden. If the chart of the port is not on board, contact Port Control by VHF channel 16 for instructions. The Port Captain or Pilotage Office (same channel) can also assist. The Port Captain may fix a time limit, but berths alongside are allocated by the Port Administration, who informs the Port Captain. The Port Captain will indicate the number of anchors, length of chain, the number, length and size of mooring lines, etc., required for the safety of the ship. If these are not available on board or are in bad condition, they must be procured during the day, or the port Captain can order the ship to an anchorage or berth indicated by him, at ship s expense. Ships may not anchor so close to another as to risk a collision when veering. Should a ship be in bad condition or in danger of sinking, the Port Captain may order shipowners to take the necessary safety measures, otherwise he will beach the ship or moor it in a suitable place, at ship s expense. Pilotage: A ship navigating without a pilot in waters where pilotage is compulsory will not be received in any Chilean port, and the same restriction will apply to all other ships of the same owner. The penalty can only be lifted by payment of the fine 100% extra on the tariff. Every port has a delimited area (shown on the chart) within which ships must wait for the pilot, who will advise the correct anchorage indicated by the Port Captain. Clearance: On arrival the Health Authority will be the first of the reception commission to receive the ship, followed by the Port Captain and then the Customs, International Police and Port Authority. Reception or dispatch can be arranged at any time. Outside the hours 08.30-17.30 overtime is charged on week-days, and is payable all day on week-ends and holidays. Dispatch: The sailing permit is valid for 24 hours and no cargo operations may be carried out after it is granted. If the ship has not sailed within 24 hours, the clearance papers must be returned to the Port Captain for a new dispatch to be issued. The regulations incorporate the usual port rules regarding stability, trim, draught, proper stowage, hatches properly secured, etc. for sailing and the master is held responsible for them. Cargo operations cannot begin until the Customs have cleared the ship. Stevedores are employed by the agents or stevedoring contractors (see Stevedoring ), except for bulk cargo carriers and tankers where cargo is loaded by mechanical equipment, and for fishing boats. Stores can be handled by the crew. Cargo nets or tarpaulins must be placed between ship and quay to prevent packages or spillage from bulk cargoes falling into the dock. The ship can supply them or hire them from the Port Authority. Damage to port installations caused by the ship is evaluated by the Port Administration (Emporchi) and must be indemnified by the ship. Agency fees There is no scale of fees for attending to non-liners. In general, the fees are charged on the ship s gross register tonnage for a fixed number of days in port plus and additional fee for each extra day in port. Extra fees are also charged for such business as attention to sick crew members, signing on or signing off, handling spare parts, etc. Agency fees are payable in U.S. dollars. If stevedoring is handled on berth terms, as distinct from FIOS, a superintendence fee is charged as a percentage of actual wages paid (excluding social services). Finance Currency: The peso is the monetary unit in Chile. There are peso notes of $10,000; 5,000; 1,000 and 500 denominations and coins of $ 100; 50; 10; 5 and 1 peso. Disbursements: Broadly speaking all charges on the ship are payable in U.S. dollars, and charges on the cargo in US dollars or pesos. In effect, official entities are paid in dollars whilst private firms receive pesos. Shipowners through their agents open an authorized foreign currency account in a bank in Chile or abroad, against which agents can draw to pay in dollars the charges incurred, which usually are for prompt payment. For payments in pesos the agent must sell sufficient currency from the foreign account to credit the peso account. In both accounts, the requisite documents must be presented to vouch for the expenses. As stevedoring and labour costs are nearly all paid daily, almost all the ship s disbursements are paid while the vessel is still in port. For this reason, the remittance of funds requested by agents ought to be received before the ship s arrival according to Central Bank regulations. The rate of exchange taken is that ruling on arrival at the first port, irrespective of later adjustments of the rate, and despite Emporchi charges being invoiced at the rate ruling on the day of invoicing. In the event of a long stay and average exchange rate is taken. On all invoices the V.A.T. of 18% is added except on exports. Commissions on freight in foreign currency must be deposited by the owner in the foreign currency account and the agent must sell these within 10 days of receipt. No ship will be allowed to sail without having recognized agents in Chile or unless it can be established that proper provision of funds in foreign currency has been made. Delivery of bunkers and lubricating oils is considered as an export (refer to Bunkers ). The delivery of supplies and provisions is controlled by the Customs and the documents sent to the Central Bank; they are also treated as exports and are payable n pesos. Foreign currency account: This account may be drawn against at any time by the agent to put his peso account in funds. He may also remit freely abroad from this account, except to countries with a reciprocal agreement on tax exemptions when this must be done through the relevant clearing. (Refer to Reciprocal income tax exemptions ). Any sales of passages or freights collected in foreign currency must be credited to this account, by depositing with the bank the currency received. Passages: Chilean subjects and resident foreigners may pay passages in Chilean currency at the rate of exchange on the day of sale, when the passenger must furnish all the necessary documents for traveling abroad. The value, in foreign currency, in credited by the bank to a temporary foreign currency account for confirmation when the passage is finally made. Rate of exchange is quoted daily by the Central Bank. Payment of charges in foreign currency: The Port Authority adds interest at 0.5% daily on their invoices for payments made after their limit of 3 days. Reciprocal income tax exemption (Law 18031, Dec 1981): Freight earnings are subject to 5% income tax and shipowners and agents acting as retaining agents are responsible for payment to the Chilean Internal Revenue Service. A number of countries are exempt from payment of this tax. They are: Arabian Emirates, United Finland New Zealand Argentina France Nicaragua Australia German Federal Republic Norway Austria Gibraltar Panama Bahamas Grand Cayman Island (B.W.I.) Paraguay Belgium Greece Peru Bermuda Guyana Pitcaim Island British Anguilla Haiti Poland British Indian Ocean Territory Hong Kong (see note below) Portugal British Turks and Caicos Islands Hungary Santa Helena British Virgin Islands Ireland Saudi Arabia Bolivia Israel Spain Brazil Italy Sri Lanka Canada Ivory COSAT Sweden China, People s Republic of Japan Switzerland Colombia Korea, South United Kingdom Cyprus Liberia United States of America Denmark Liechtenstein U.S.S.R. Dominican Republic Mexico Uruguay Ecuador Montserrat Vanuatu El Salvador Netherlands Yugoslavia Falkland Islands Netherlands Antilles Zaire Note: The exemption applies only to those vessels under the flag or registry of a country mentioned above, or when the ship s operators are nationals of than country (two countries are in this latter category: the U.S.A. and Grand Cayman Island B.W.I.) Hong Kong may be withdrawn from the list because Chilean shipowners have complained to government that their vessels are being subject to the tax in Hong Kong. In case of doubt, before committing tonnage to and from Chile, it is suggested owners first approach agents to verify the position regarding this tax exemption. This also refers to ex USSR countries. Holidays The public holidays are: 1st January New Year s Day 11th September National Holiday (1) Movable ) * Good Friday 18th September Independence Day Feast days) * Easter Saturday 19th September Army Day 1st May Labour Day 12th October Discovery of America 21st May Navy Day 1st November All Saint s Day Movable Corpus Christi (1) 8th December Immaculate Conception Day 29th June St. Peter and St. Paul (1) 25th December Christmas Day 15th August Assumption Day These holidays may be withdrawn. To be confirmed. Work is possible on all these days but is unusual on 1st May and 18th September. Also on Christmas Eve and New Year s Eve there is no work after 18.00 hours. On New Year s Day work begins at 15.30 hours. Official time Standard time in Chile is 4 hours behind GMT, but daylight saving time of one hour is in force form the 2nd Saturday in October to the 2nd Saturday in March and thus must be discounted (i.e. 3 hours behind GMT). This does not affect official wireless transmissions. ETA messages should indicate GMT or local time, if used. The Organisation of the Custom-house and Port Captaincies. The major offices of the Custom-house are usually situated in those ports controlled by a Port Captain who is under the charge of a Maritime Governor. Imports are only admitted through a major Custom-house; except with special permission, obtained in advance. In fact, the Custom service holds the main control, since Port Captains cannot overrule the Customs authority. The Port Administration intervenes between the ship and the Customs in the administration of Port Services but nothing can leave the port area without permission from the Customs. The major Custom-house ports, where there is also a Port Captain, and their subsidiary ports, are as follows: Major Ports Subsidiaries Major Ports Subsidiaries Arica Valdivia Carahue Iquique Caleta Patillos Lake Villarrica Lake Pirehueico Antofagasta Tocopilla Lake Ranco Mejillones Corral Chanaral Puerto Montt Maullin Calbuco Caldera Calderilla Castro Ancud Coquimbo Huasco Quemchi Guayacan Achao Chonchi Quellon Valparaiso Quintero Aysen Chacabuco Juan Fernandez Lake General Carrera And Easter Island p Punta Arenas Natales San Antonio p Bories p Cutter Cove p Dawson Island Talcahuano Tome Punta Delgada Lirquen Lenadura Penco Cabo Negro Talcahuano p Punta Arenas San Vicente Port Percy Coronel Clarence Cove Lota Gregorio Lebu Williams Port Authority Regulations The Port Authority is Emporchi (Empresa Portuaria de Chile). Emporchi is responsible for the allocation of berths for which a wharfage charge is payable. To apply for a berth, agents must send in a written request 24 hours in advance accompanied by a copy of the stowage plan, hatch list and, tally books (i.e. index of cargo). Full details must be given of all dangerous cargo on board (IMO classifications) for discharge or in transit. There is a fine if information is incorrect or incomplete. Priority of berthing is in strict order of arrival (for exceptions refer to General Regulations ). Emporchi regulations are that cargo operations are continuous, especially when other ships are awaiting a berth. Emporchi may order a ship out of its berth for not working when it should, for carrying out an unauthorized operation, to give priority to another ship, or when at anchor it endangers navigation in the area, etc. In the regulations a berth includes a t moorings or at anchorage in the port. Fines are charged for non-compliances plus any costs incurred. Mooring/unmooring: The linesmen, launches, etc. for this service are provided by the ship agency. Tourist vessels are charged normal wharfage dues; no rebate is given. Cargo operations: Stevedores, longshoremen and the use of forklifts, top-lifters, etc. are under private contractors (refer to Stevedoring ). The Port makes a charge per shift per hour which covers the use of shore cranes. For other port equipment used alongside the charge is on a shift basis (7 ? hours). Port equipment not directly used for loading/unloading the ship such as weighing, transport between berths, shifting cargo between hatches with shore cranes, etc., is charged for. Cargo for direct delivery must leave the port area straight away, or be sent to the yards in the port, when storage is immediately incurred, as well as the transport charges storage costs are high. Storage facilities depend on the class of goods. Dangerous cargoes: Strict safety measures are enforced when discharging IMO Class 1, 3.1, 5.2 and 7.3 goods. They are considered as for obligatory direct dispatch ( retiro directo forzoso ) and under no circumstances are allowed to remain in the port area. In not removed by consignees, they must be re-shipped. Transshipment cargo incurs a daily storage charge. Cleaning of wharfs: The cost of cleaning alongside is for account of the ship on loading or discharging. The Port will do the work and charge accordingly. Pilotage tariffs Ports and harbours Port pilotage tariffs are in U.S. dollars based on the ship s gross register tonnage. Invoices are payable within 5 days of presentation to agents: in the port concerned for port pilotage or in either Punta Arenas or Valparaiso for Channel and Strait pilotage. Delay in settlement is penalized by a daily surcharge of 0.5% of the tariff. Further delay can lead to the banning of ships of the same owners and canceling of agent s right to operate. The tariff is in two parts: one payable to the DGTM and the other to the pilot himself. Insofar as this concerns the ship it is one charge. A complete up-to-date tariff can be provided by agents. Anchoring, weighing anchor or unmooring from buoys: 50% of the tariff is charged. Berthing, unberthing or mooring to buoys: The full tariff charge applies. Pilotage to another zone within 20 miles has a special tariff. Rivers and inland waterways River pilotage: The tariff is in U.S. dollars based on the ship s gross register tonnage. It covers entrances to the river, berthing at the mole or anchoring and vice versa: other maneuvers in the river port are charged. A surcharge of 50% applies outside the above limits. General regulations for ships on the Chilean coast. Chilean Ports - Regulations (Information from Ultramar Group)