• If bound to La Plata, the port pilot takes over.
• If bound to Buenos Aires, the port pilot takes over.
• If bound to Paraná river ports (via M. García or Mitre Channel) River Paraná pilots take over.
• If bound to Concepción del Uruguay a Uruguay river Pilot takes over (see also Zones covered by pilots of two nationalities).
Ships inbound from Montevideo are in charge of an Uruguayan pilot and at Zona Común an Argentine pilot takes over if proceeding towards Argentine ports as indicated above. If proceeding to Uruguayan ports on the Uruguay river via the Martín García channel an Uruguayan pilot remains in charge (see also below Zones covered by pilots of two nationalities). Uruguayan pilots when in Argentine waters are subject to its laws and regulations. Outbound vessels, except those going to Montevideo, must disembark River Plate pilot at Recalada Light vessel, but if prevented from doing so by bad weather, they can continue provided mutual agreement has been reached between Master and Pilot.
• Km 0 Uruguay river to Nueva Palmira Roads.
• The junction of the Mitre Channel with the Buenos Aires access channel and km 37 of same, for vessels proceeding from upriver ports via Mitre channel or vice-versa.
In addition to piloting vessels in the above waters, Paraná pilots are licensed to berth or unberth vessels at all river ports except Santa Fe, if so required.
Lat S Long W
‘A’ 54°45’00” 68°36’38,5”
‘B’ 54°57’00” 68°36’38,5”
‘C’ 54°57’00” 67°13’00”
‘D’ 55°24’00” 67°13’00”
‘E’ 55°24’00” 66°25’00”
‘F’ 54°45’00” 66°25’00”
If a vessel proceeds from an Uruguayan port on the River Uruguay bound for any foreign port via the Paraná Bravo, Paraná Guazú, Paraná de las Palmas and Mitre Channel, she must use Uruguayan pilots for the River Uruguay, Argentine pilots for River Paraná and Uruguayan or Argentine pilots, as per Owners option, for River Plate. Regarding the Beagle Channel, Argentine and Chilean ships will apply their own regulations and exemptions. Third flag vessels, if westward bound, are to follow Argentine regulations, whilst if eastbound the Chilean regulations apply. The ship is to fly the flag of the applicable country at its yardarm.
When pilotage distance is not greater than 220 km only one pilot need be ordered, otherwise two pilots are required.
The pilot is entitled to a rest period of up to six continuous hours once having performed services for eight running hours, including interruptions not greater than three hours’ duration. In those cases where eight hours on duty have been complied with, but it can be reasonably foreseen that pilotage can be completed within the following two hours, then, if jointly agreed by Master and Pilot, the aforementioned rest period may be ignored.
Those vessels requiring to perform continuous navigation, without rest periods must order two pilots who alternatively attend on the bridge. Furthermore, in those cases in which it can be foreseen that service is to be greater than eight hours without possibility of an interruption, Coastguard may demand a second pilot be placed on board. A good example of this is the Punta Indio Channel which was extended years ago and now, allowing for the limitations in crossing and overtaking other vessels within certain stretches of the channel, the possibility of exceeding the pilot’s eight hour service limit is increased as well as the possible need of having two pilots on board if uninterrupted navigation is necessary.
Ordering of a pilot: Applications for pilots are made by Owners, Managers or Agents as agreed between them and the Pilotage Service Company, it being advisable to book these services as early as possible. The party requesting services can opt for any particular pilot or pilotage company.
a) Local Maritime Ordinance 4/89 dated November 7th 1989, annexes 1 and 2. which fully incorporates recommendations set out in Chapter V Rule 17 SOLAS 74, and IMO amendments as per Resolution A.889 adopted on November 25, 1999.
b) International Maritime Pilots Association recommendations. Masters are encouraged to exert diligence in this respect and not rely only on pilot ladders, but to be ready to have main accommodation ladder combined with pilot ladder ready should freeboard circumstances so dictate.