INSTRUCTIONS FOR NAVIGATION AND DIRECTIONS FOR TRACK IN THE WESTERN REGION OF THE MAGELLAN STRAIT

1. General
2. Navigating to East
3. Navigating to West

Introduction: General features of prevailing weather in both regions of the Magellan Strait during different seasons, as well as phenomena relating to water movement and anchorage qualities are described in the first paragraphs of this book. The following are the particular forms of the western zone in details.

Winds and squalls: In general, an overcast and stormy sky prevails in this zone, either at night or during the day, and the mariner will receive the wind, being their principal directions from NW or SW, in all directions within 3rd and 4th quadrants according to gorge positions to be found. This fact is most noticeable at ports, even to know the prevailing wind direction is necessary to look the movement of high clouds.

The typical form of the wind in such region which concerns us is that of flurries of extraordinary and short-lasting force, known as squalls, williwaws, storms or showers. These phenomena come down gorges or valleys or run over a channel producing a loud noise due to a combination of shaken branches and the wind that strikes on the rock edges; accompanied frequently by a so thick rain cape or hailstorm that the horizon is obscured and the coast cannot be seen; in other occasions, these produce small violent downpour and pulverized water which are blown with vertiginous rapidity by the wind.

When a squall strikes the vessel abeam, she is inclined by pressure; and if she is anchored, the chains can be strongly jerked or swung at anchor, rubbing them loudly against the bottom.

In cabo Froward, the squalls are especially heavy and the weather conditions are very variable, raining or snowing with calm intervals.

Tides and currents: The tide range in the western region of the Magellan Strait can rarely be more than 2 meters high and current intensity is generally insignificant, at least for half poweredengine vessels. The only precautionary zone is paso Tortuoso -in the vicinity of cabo Crosstidewhere the currents attain a rate of 3.5 knots and sometimes are stronger on an ebb current, as well as in paso Ingles. This is due to the joint occurrences of the Magellan Strait tide and canales Barbara and Geronimo tides.

The current generally flows across the prevailing wind directions, that is, almost permanently from NW to SE. The ebb current influence is only felt when decreasing the constant current intensity or producing slack water in case of weak winds. In only some occasions, it is possible to appreciate the ebb current along this strait in calm waters. This surface current rarely attains 1.5 knots to the proximity of cabo Cooper Key where it is stronger with the high tide.

Oceanic current: The current in the proximity of cabo Pilar follows the direction of the Magellan Strait in its mouth, that is, a general direction of SE and S component that strikes a vessel along the S coast of this strait. In calm circumstances and quiet sea, this current has an intensity of 0.5 and 1.0 knots.

With W and NW winds, the current increases. However, with 4 to 5 force winds the current decreases until it disappears. The ingoing current enters along western mouth of the Magellan Strait; it is small in its quadratures and higher in syzygies and its proximities.

The oceanic current increases when it is joined with the ingoing current. The navigator should consider both currents and for most security tracks, he should calculate the tide in order to know the influence of it on the vessel's course or drift.

Anchorages: The anchorage widths in the western region of the Magellan Strait is generally very limited; the bottom is irregular and composed of rocky masses and rugged land with gaps or cracks filled with mud or sometimes sandstones and gravels which frequently avoid the anchorage. In a bottom like this, it is not easy to find a satisfactory bottom for which is convenient to avoid some protuberance or rocky point between the anchor and vessel due to storms or flurries swing continuously on the anchor, producing serious difficulties for the vessel. Likewise, rubbing against the bottom produces noise and vibrations transmitted to the vessel which compels to keep permanently watch on anchor maneuver.

Furthermore, it is convenient to drop the anchor carefully at the deeper part of the anchorage basin, so that there will be most possibilities of setting it on mud bed; but to do so, and for the prevention of it falls down on a rock and breaks down, it is recommended to drop the anchor rapidly once it has been raised up slowly 10 to 12 meters from the bottom using the capstan. This procedure is so much recommendable, the bigger and heavier the anchors are, and the operation does not produce any difficulty if the water depth is well known.

There are good reasons to raise enough chains when squalls begin to appear; but this practice is only used at wider port and anchorages. A great curvature of chain at the bottom makes easier the vessel's turn movement by wind impulses when it strikes directly ahead; and as vessel's backward movement caused by wind is not produced suddenly but gradually, traction force will be transmitted slowly to the anchor due to it is occupied greatly when removing and tightening the chain located at the bottom. At some ports, the squalls are of short duration and blow before the vessel chain emerging out the surface is completely tightened.

If it is observed that chains are operating in not good conditions at the bottom, it is convenient to practice in order to repair them by slacking the chains. So, it is possible that the former chain has fallen down by accident on a rugged bed on which it has been dredging. After slacking, this chain will be quiet and it is possible that it falls down on a good condition bed.

It is surprising how the wind blows in some apparently well protected ports and even how a vessel is maintained quietly especially, when heavy wind and squalls exist.

Each bay has its own features; ravines, deep narrow valleys where the wind funnels through, or cliffs, where wind hits and then rebounds over anchorage. These characteristics are multiple and can vary so much that a port recommended as a safe haven against inclement weather, may not always be good for who has had to confront desperately squalls and showers.

Generally the more open anchorages, which appear to be the least protected against prevailing winds, have proven better anchorages to resist the anchor and receive showers.

The elevation and the harshness of the mountains in some the region's ports do not allow to accurately judge distance to land. Since it is sometimes necessary to precisely drop anchor, it is advisable to familiarize yourself with the distance.

Finally, the anchorages indicated on nautical charts, which are marked by the appropriate symbol, are recommendations based on previous experiences. When selecting anchorage, the navigator should consider the size and draft of the vessel, the existing depth, and the swing circle.

Reefs and Sargasso: On the western side of the Strait of Magellan, there are no great sand or mud banks, unless its part of the shore and only at certain points. Instead there exists reefs and rocky shallows, even worse since there is nothing to announce its proximity. With reefs, there are generally sargassos, so that navigator should always steer away from them since he can be sure there is a rocky shallow nearby.

Sargasso offers certain tips to remember. In areas of strong currents, they disappear from the surface. If this does not happen, they at least take the direction on the currents, bending away from the shallows. Consequently, it is necessary to keep at a great distance from the shallows in case of vessel must pass the low from above.

Prevention.-It has been reported that ships loaded with iron have experienced strong magnetic disturbances while crossing Paso Froward. In general, ships must be warned against this phenomenon when they transport iron or similar cargo.

Other Considerations: Navigation through the strait presents some difficulties and dangers, without considering circumstances due to weather and entering from the west. Travel through the straits should be done in one day, from Pilar Cabo or Isla Fairway to Punta Arenas, or vice versa, without anchoring. It is conveniently illuminated and marked by lighthouses and lighted beacons located every few meters.

The greatest risk when navigating the straits at night are the heavy rain or snow showers, which impede sight to the lighthouses and coast. Particularly dangerous are Paso Largo, Tortuoso and Ingles, where extreme caution is required to avoid course deviation from placing the vessel in risky situations.

The resolution of a captain to enter and navigate the Magellan strait by night is based always and before everything on the experience and knowledge that he/she has in the region, which undoubtedly, it would be great imprudence to risk such an enterprise, the first time that he/ she attack it without the appropriate assistance, it will encourage, however, his/her determination, the confidence that the exactitude of his/her instruments, navigation equipment, propulsion systems, electric power, that the state of the ship inspires him. Lastly, the captain should be extremely vigilant over required navigation lights and will augment the watch.

To summarize, the captain can, after a thorough study, chose the best time to approach to islotes Evangelistas or Cabo Pilar if entering from the Pacific, or pass by Punta Arenas if traveling from the east, and in the last case, determine the next port. A good practice, well known to the frequent navigator of the Magellan Strait, is to approach Cabo Pilar during the day, whether the ship is going east or west. In good weather conditions, however, it may be decided to infringe this old custom, using modern navigation aids.

Pilot: It is compulsory for all ships navigating through the Magellan Strait. Consult "Disposiciones de la Autoridad Maritima Nacional," paragraph 5.-Practicaje y Pilotaje, pages (3004) C-4 and 83004) C-5 of the book (Provisions of the National Maritime Authority, paragraph 5, Pilotage and Pilot)

INSTRUCTIONS FOR THE NAVIGATION OF THE WESTERN AREA OF THE MAGELLAN STRAIT

• During crossing the Magellan Strait vessels should meet strictly the International Regulation for Preventing Collisions at Sea, especially all those relating to sound signals.

• Vessel shall keep permanent watch on the international safety VHF frequencies, channels 16 and 70.

• Report to the corresponding Maritime TrafficControl Station at the Islote Evangelistas, Bahía Félix, and Punta Dungeness lighthouses or Pilot Station of Punta Delgada, the entrance and exit of the Magellan Strait.

• Inform the Maritime Authority the vessel's geographic position following the CHILREP Procedures, at 0800 and 2000 local time. Ships navigating without pilots should do so every 4 hours.

• Ships with lengths greater than 200 meters will have preference of passage in the straits. The maritime authority will notify when these ships are navigating.

DIRECTIONS FOR APPROACHING AT TH ISLOTES EVANGELISTAS AND THE
WESTERN ENTRANCE TO THE MAGELLAN STRAIT

Prior Considerations: Approach from the Pacific Ocean, despite the Islotes Evangelistas Lighthouse, demands a complete examination of the weather conditions, the sailing directions, the condition of the ship, and vigilance.

Fog, storms, and the constantly rough sea, as well as the currents that pull towards land, makes navigation even more difficult. It requires the use of all navigation skills and experience. Approach may be more complicated due to the difficulty of determining the vessel's position during winter, when storms and rain squalls from the northwest are more frequent. In such cases, it is advised to slow until the coast clears if radar is not available, to avoid being dragged south of the Islotes Evangelistas. Southwest storms in the summer may slow the vessel down but do not obscure the horizon and from this point of view, approaching should be no problem.

In this zone, currents flow toward the strait with a SE and ESE direction. A branch deviates South between Islotes Evangelistas and the continental coast, it then continues outside of the western entrance, quickly following the SW coast of Isla Desolacion. This last current is strong enough to push a ship towards the south. If at any time the ship's position is uncertain, due to cloudy weather or lack of situations, approach the coast cautiously. As a general rule, after a storm clears, a ship finds herself more south and east of the presumed position. Consequently, when making course, vessel shall make sure to account for the strong southerly current, especially when navigating at slow speeds. Do not approach in less than 8 miles from islote Cupula, to avoid arrecife Palm Branch and other submerged rocks that extend S and SW from the islet.

Ships with limited navigation equipment should approach the western entrance of the Magellan strait during the day and with good visibility, taking into account the season, as daylight varies greatly in these latitudes, and long nights may slow travel.

The Islotes Evangelistas are a great approaching reference, both by day and night. The lighthouse and racon, located on the highest of these islets, facilitates approach by night of not only those vessels approaching by the north but also those proceeding from the west. On approach to the western entrance of the Magellan Strait, it is very important to detect them by radar at the expected distance. In all cases, navigator should consider the information given by GPS which is an excellent aid to navigation, especially since the cartography and the instrument contain the required precision.

Approaching from the North: When approaching the western entrance of the Magellan Strait from the north, vessels must avoid passing to the west of, and no closer than 8 miles of the Isla Duque de York, of the Madre de Dios Archipelago. From there ship shall start heading east, to advance towards Islotes Evangelistas, being careful of the dangers around the coast, especially those more detached on the west. These dangers include the Styer breakers, the submerged rock of doubtful position NW of the breaker and the Galicia rock; all of which are located on the navigation charts. This is especially important for those ships whose radar is not operative, in which case, if circumstances permit sight Cabo Santa Lucia or Cabo Jorge, before nightfall, bordering SW of the Isla Diego de Almagro. The last one is especially important to determine the vessel's position and trace her safety course with respect to the islotes Evangelistas, in case of restricted visibility. If position is not exactly known, vessel shall make sure to be sufficiently to the west of Cabo Jorge when is brad on the beam. Once seen, it is impossible to forget the profile and aspect of cabo Jorge; it ends in a large perfectly horizontal plateau, elevated to 300 meters in a N-S orientation. The lighted radio beacon on cabo Jorge will be of great help.

Navigate to course 170° to pass to the west of, and no closer than 8 miles from cabo Jorge. Ship shall maintain course until passing to the south of the latitude of Galicia rock. Subsequently, vessels must change their course to portside heading 160° to pass SW of and no closer than 4 miles from islotes Evangelistas. In this way ship shall approach the islets on the west of the 50 meters contour depth and follow a parallel route to them.

It is recommended that vessels stay to the west of, or outside the 50 meters contour depth, due to the depth differences existing in this area of the continental shelf, something that should be closely considered by ships with a deeper draft. Besides, in foul weather, waves tend to ripple on the inside of the 50 meter contour, due to the decreasing depth, general currents and tides. Between the islotes Evangelistas and cabo Pilar, depths tend to be from 32 to 85 meters, with sand, rock, and gravel bottom.

After passing south of and no closer than 4 miles from islotes Evangelistas and considering sea state, vessels take course to enter the Magellan Strait bearing 108°, to pass north of and no closer than 4 miles of cabo Pilar.

Once again vessels must be warned against entering the Strait of Magellan by night during fog if radar or other modern navigational instrument is not available. It is preferable to wait for the day at the islotes Evangelistas and cabo Pilar.

Approaching from the West: Ships coming from the west - Australia, New Zealand, etc., it is best to navigate by great circle only to Lat 48° 30'S, Long 165° 00'W, and take into account the northern limit of the icebergs of the Southern Pacific Ocean during the different seasons on the year. From the position previously indicated, ship must trace loxodromic course toward latitude 50° 00'S and long. 140° 00'W. Immediately, from there, they must trace loxodromic course for Lat 52°35'S and Long. 75° 07'W; a point that lies to the south of and 12 miles from the Islotes Evangelistas Lighthouse. Finally, from this last, ships must navigate to the western entrance to the Strait of Magellan, following the previous Sailing Directions.

DIRECTIONS FOR TRACK IN THE WESTERN AREA OF THE MAGELLAN STRAIT

Vessels shall enter into the Strait of Magellan heading to course 108º to pass N of and no closer than 4 miles of cabo Pilar. Once situated at that position, vessels shall turn to course 122º to pass ENE and 4 miles of cabo Pilar and then SSW and 1.9 miles of isla Falgate. On that way ships will besure to navigate over 4 miles off southern shore which extends to E, protecting on her starboard side from existing dangers out Misericordia harbour and on her portside from shallows and shelves emerging S and along the channel from Westminster and Parker islands.

In general, the N coastal part appearance, either at its mouth or 30 miles E of the entrance, is characterized by high islands and prominent rocks, with some long rocky ledges which detach towards offshore along the channel. The S coast appearance seen from a distance is a very high plateau on which several steep peaks are projected and hidden by thick clouds around. Cabo Pilar descends into the sea in a steep way; in its N part, there is a prominent rock of 94 meters high, which is a reference point; it is projected clearly against cabo, if it is seen from N or W; otherwise, when seen from E, the steep is not distinguished unless passing along its eastern part; likewise, there are other small rocks around.

The S coast land of the Magellan Strait from cabo Pilar to E decreases very slowly in high at a distance of 10 miles; there are several steep peaks in such place, which also descends gradually into the coast.

The proximities of Cabo Pilar are clean over 1 mile along the coast; but in the southern part of cabo Deseado, the dangers appear along about 2.5 miles offshore.

To determine the vessel position at the western mouth and paso del Mar, the following remarkable geographic accidents are useful; islas Westminster and Tamar -in the north side-, and morro Hamilton, cabos Cortado and Cuevas and punta Félix -in the south side. Furthermore, the charts recently published, have the necessary precision to use effectively the geographic situations provided by GPS at present.

In paso del Mar: Continue to E, heading to course 122º to pass SW off and 1.9 miles from isla Falgate -marked by a lighted beacon or racon.

Thus, the vessel can avoid roca Astrea and other dangers emerging from isla Tamar SSW, on portside as well as bajo Magallanes at a reasonable distance on starboard side. Bahia Félix lighthouse is a good reference point in such area.

After passing Bahía Félix lighthouse, cabo Upright can be seen ahead, which is a steep headland. This is one of the best existing reference points in such area. Likewise, the range of isla Centinela lighted beacon located at E of the cape can also be seen slightly from E.

Vessels can pass N of and 1.5 and 2 miles from isla Centinela, navigating along S coast no closer than 1.3 miles until changing their course to starboard to course 141º to pass S of and a little more than 1 mile of cabo Cooper Key marked by a lighted beacon -and entering into paso Largo.

Particularly, in cloudy weather conditions, vessels must not confuse the entrance to golfo Xaultegua with Magellan Strait prolongation.

In paso Largo: This pass has not dangers and cabo Cooper Key lighted beacon is very useful to navigate safely. After passing such lighted beacon, vessels must change their course to 125º and keep navigating about mid-channel until arriving at paso Tortuoso.

Monte Posesión, Monte Radford and islotes Skinner lighted beacons, as well as cabo Quod appearance are useful to navigator as reference points to control navigation until reaching cabo Falso Quod. Vessels must not confuse cabo Quod with cabo Falso Quod due to the first one is very similar, except for islote Beware located at W side of it.

Both dangers are also marked by sargassos; but these are not generally seen.

To navigate precisely, vessels must approach carefully to cabo El Morrión -marked by a lighted beacon- and then to cabo Crosstide. Vessels must maintain islote Beware lightly open from cabo Quod to pass S of roca Crooked; roca Anson could be navigated, maintaining the mouth of cabo Quod open S of isla Borja Grande.

Although the vessel can navigate safely through the above-mentioned geographic accidents; it is essential to take caution due to the strong waves and upwelling forming in such area. It is necessary to pay attention to tide, because of away from cabo Crosstide, the joint occurrences of tidal waves of the Pacific Ocean and canales Jerónimo and Bárbara produce strong currents whose direction changes in relation of time.

After passing cabo Crosstide, vessels must turn to starboard heading to course 125º to pass NE and 6 cables of isla El Bonete and clear on her portside roca Anson and enter into paso Inglés.

Special Instructions for navigation along paso Tortuoso: Considering that the merchant ship size has considerably increased, which makes difficult to maneuver rapidly in order to meet with the International Regulations for Preventing Collisions at Sea, during crossing paso Tortuoso, the following is arranged:

Report to the corresponding Maritime TrafficControl, the estimated time of entry into the passage.

In addition to using channel 70 VHF anddigital selective calls techniques (DSC), vessel shall keep permanent watch on channel 16, where vessels shall broadcast safety messages in Spanish and then in English languages, one hour before passing Cape "Crosstide" and every 15 minutes until the passing is finished, reporting the following details:

-Ship's name

-Crossing direction

-Current Position

-Estimated time of entry into the passage.

The vessel shall deepen as near to the outerlimit or the channel or fairway which lies on her starboard side as is safe and practicable.

Very Large Crude Carriers or vessels greaterthan 200 meters in length informed by Maritime Authority signals will have preference of passage.

Keep navigation lights permanently lit evenduring the day.

In paso Del Hambre: After passing cabo Froward, vessels must change their course to port to 062º to pass SE and 1.4 mile of isla Nassau. Then, past cabo Isidro -marked by a lighted beacon- ships must turn to port again heading to course 012º to pass E of and no close than 1.5 miles from punta Santa Ana -marked by a lighted beacon-, which clears from arrecife Georgia.

From punta Santa Ana to NNE the track to lead to paso Ancho, is totally clear until arriving at rada punta Arenas.

From cabo San Isidro to paso Tortuoso, the northern coast of the Magellan Strait is a deep cliff. Consequently, vessels can navigate near such coast.

In pasos del Hambre y Froward: Coming from N, vessels must approach to paso del Hambre heading to 192º to pass E and no closer than 1.5 mile from punta Santa Ana -marked by a lighted beacon- and forward on SE and 2.5 miles of cabo San Isidro-marked by a lighthouse. To pass clear from arrecife Georgia, vessels must always navigate seeing cabo San Isidro, open E of punta Santa Ana and keeping at 198º the bearing to cabo San Isidro lighted beacon that must be marked to the same bearing without decreasing it anyway.

In the case of navigating along the Magellan Strait to W, after passing cabo San Isidro, vessels must change their course to starboard to 242º to pass SE and 1.4 miles from isla Nassau. To take care of the shallow of 20 meters depth located at almost S and 2.2 miles of cabo San Isidro, especially if the vessel has a deep draught.

Then, near to arrive past cabo Froward, vessels must turn to starboard heading to 270º to pass S and 1 mile from the same cape and then change their course again to starboard to 290º to pass S and almost more than 2 miles of cabo Holland.

In case of navigating to canal Magdalena, after passing cabo San Isidro, vessels must correct their course to starboard heading to 207º to pass NW and 2.5 miles of cabo San Antonio pertaining isla Dawson. Then, ships must change their course to 180º to pass W and 4 miles of punta Hillock. So, vessels can avoid Mantilla and Miera shallows at a safe distance.

Finally, after passing S of bajo Miera, vessels must turn to port heading to 162º to pass E and 7 cables from the coast of monte Vernal and enter into canal Magdalena navigating mid-channel between islotes Anxios -marked by a lighted beacon- and the eastern coast of isla Capitán Aracena.

In paso Inglés: After arriving past cabo Conventy, vessels must turn to starboard heading to 306º to pass SW and 1.2 miles from cabo Gallant or NE and 1.1 mile of isles Charles navigating toward isla Rupert lighted beacon.
Then, when entering into paso ingles, vessel must turn to starboard again hading to 314º to pass NE and 5 cables from isla Rupert and forward on SW and 5 cables from the starboard lighted pillar buoy with radar reflector marking the shallow of 3.3 meters located at SSW and 2 cables of punta Pasaje.

After passing isla Rupert, ships must take spe-Cial care of ebb current -it pulls towards SE in paso Inglés-, due to it can strike the vessel on bajo Lucky located between islas Carlos III and Rupert.

When arriving past isla El Bonete, vessels must change their course to 305º to pass NE and 8 cables from punta Rowe. Roca Anson starboard lighted beacon will stay slightly open on her portside.

Paso Largo. View toward North West from the West bound of Paso Tortuoso

Vessels can navigate clearly S from roca Anson, maintaining the mouth of cabo Quod open S of isla Borja Grande. In order to avoid roca Crooked, vessels should head straight to Cerro El Morrión lighted beacon until seeing islote Beware open from cabo Quod. In that moment, vessels can correct their course to starboard to navigate mid-channel which must be maintained along all route of paso Largo.

This zone is mostly affected by currents and upwelling; the first one pulls into ebb current until 3.5 knots and even more. It is necessary to payattention to tide, because of away from cabo Crosstide, the joint occurrences of tidal waves of the Pacific Ocean and canales Jerónimo and Bárbara produce strong currents whose direction changes in relation of time.

In paso Largo: Vessels must leave from paso Tortuoso heading 305º to pass SW and 5 cables from islote Beware. Thus, ship must navigate midchannel until arriving at Cabo Cooper Key lighted beacon. Islotes Skinner and Monte Radford lighted beacons are useful to navigator as reference points to control navigation until arriving at cabo Cooper Key. After passing isla Shelter, vessels can approach to northern coast of the Magellan Strait until arriving at cabo Cooper Key, which has not any known danger further 1.5 cables away of the most prominent points and islets.

After passing cabo Cooper Key, vessels must change their course to starboard heading 321º and keep navigating mid-channel until leaving from paso Largo. With good weather conditions, isla Tamar with two peaks can be seen in front of bahía Arathoon; if vessel shall navigate midchannel, navigator can see cabo Providencia as soon as passing in front of isla Shelter; then, when arriving in front of estero Canoa, morro Conway can be seen in the northern point of isla Córdova and cabo Upright which appears back cabo Monday.

In paso del Mar: It is convenient to pass NW and 1.3 miles from cabo Monday and keep navigatingalong southern coast no closer than the same distance. After passing this cape, vessel can see isla Centinela lighted beacon through the port tack.

Vessels must change their course to port heading to 302º to pass N of and between 1.5 and 2 miles from isla Centinela -marked by a lighted beacon- and forward on to pass SW and 1.9 miles from isla Falgate -marked by a racon and lighted beacon. Thus, ship can avoid roca Astree and other dangers emerging from isla Tamar SSW on her starboard side and also bajo Magallanes at a reasonable distance on her portside. Bahía Félix lighthouse is a good reference in such area.

In boca occidental: From Bahía Félix lighthouse, vessels must continue navigating to course 302º to pass N and 4 miles from cabo Pilar. Thus, ship can navigate safely over 4 miles off southern coast that prolongs to W. Vessels can avoid on her portside existing dangers out of Puerto Misericordia and keep away shallows and rocks emerging S and towards islas Westminster and Parker.

Finally, once arriving broad on the beam of cabo Pilar, vessels must turn to course 288º and leave from the Magellan Strait. After passing cabo Pilar, at night, ship shall see the light of islotes Evangelistas lighthouse which should be used to position the vessel. Considering the weather and sea conditions, currents and station, etc, vessels must navigate towards the most convenient port.

The cartography recently edited of such area has the required precision to use effectively the geographic situations provided by GPS.

Towards canal Smyth (in paso Tamar): Vessels coming from E and heading to 302º and after passing SW and almost 2 miles from isla Falgate, must change their course to 028º to pass W and 2.5 miles from isla Tamar and forward on at adistance of 1.2 miles from the prominent islet W of isla Boston -marked by starboard lighted beacon-. Then, ships must navigate to canal Smyth passing through E or W of islotes Fairway. When navigating near isla Round, vessels must always keep isla Round open from cabo Tamar without entering into such bearing due to the existence of roca Astree in the northern part.

In general, vessels have had to navigate along western channels of Patagonia due to the poor weather conditions in the Southern Pacific. For this reason, these channels are well marked by lighthouses, beacons and lighted buoys to allow a safe navigation at night.