Despite the era of change pilots had gone through, much remained to be done. The demands were voiced, but difficult to win. In order to increase their bargaining power, the pilots founded the United Montreal Pilots Association in Deschambault on December 27, 1918. In all, 33 pilots made up this professional association.

Other changes in the operation of the profession were made, such as pooling pilots’ income. Also, the term of the work contracts between the pilots and the United Pilots Association of Quebec in Montreal was extended to 25 years.

In 1958, a new organization was created, the Corporation des pilotes du Saint-Laurent central (CPSLC). It operated alongside the Association des Pilotes Unis de Québec in Montreal until 1968, at which time the CPSLC replaced it.

Today, 122 pilots work with the CPSLC to ensure the safety of ships in the sector between Quebec City and Montreal.

Since the creation of the Association du tour de rôle in 1873, over 600 pilots have served on behalf of the current CPSLC. This means thousands of pilotage missions, millions of tonnes of cargo, and crews from all over the world!

At the time, the profession of marine pilot was one that often spanned generations. Thus, family lineages of pilots such as the Bouillé, the Perreault, the Paquet, the Naud, the Bélisle, the Gauthier, the Raymond, the De Villers, the De Lachevrotière, and the Arcand lived on the shores of the St. Lawrence. Many pilots in the area between Quebec City and Montreal are from Deschambault and Lotbinière. Pilots usually earn their pilot’s certificate in their early thirties.

1. Four hours before the ship arrives at the pilot station, a pilot is assigned to the ship by the Laurentian Pilotage Authority.

2. The pilot examines the water levels in the river, the weather forecast, and the technical characteristics of the vessel. He also reviews the expected vessel traffic during its transit.

3. He arrives at the pilot station about thirty minutes before the ship arrives. He then boards the pilot boat to join the ship, which is underway.

4. The pilot is greeted on the bridge by an officer and immediately goes to the wheelhouse since this is where piloting is carried out.

5. The pilot and the master discuss the characteristics of the vessel, the weather conditions, and the equipment on board in order to plan the transit.

6. The pilot immediately takes charge of the ship, transmitting the course to the helmsman and the speed to the officer in charge of the telegraph. There is no time to lose, because the ship is still moving on the river!

Although the master is usually present at the beginning or end of a transit, the pilot works more closely with the navigation officer, the master’s representative, and the helmsman.

7. At the end of the transit, the pilot conducts the manoeuvre at the dock in the Port of Trois-Rivières.
If the dock assigned to the vessel is not free, or when the vessel must remain on standby, the vessel must proceed to various anchorage areas: Saint-Nicolas, Trois-Rivières, Sorel or Lanoraie.

8. When the berthing or anchoring manoeuvre is completed, the pilot leaves the ship.

Following a mission, the pilot must be off duty for a minimum period of 10 hours before being assigned to another vessel. Furthermore, the work period-the pilot’s rotation is approximately two weeks per month. During this period, he must be available 24/7 and he will pilot about ten vessels. He will then be off duty for two weeks before going back on rotation.

What is the essential device used by the pilot when he boards the ship to be conducted? A ladder … made of rope!

As the pilot boards the vessel, it has to slow down, but it still continues its course on the river. To enable the pilot to board the vessel, the bridge team slides a ladder along the hull. Meanwhile, the pilot boat must remain as stable as possible while the pilot grabs the ladder and puts both feet on it. Depending on the weather conditions, it is easy to imagine that this operation can be quite dangerous! Pilots are required to wear a life jacket during this operation.

Construction of a pilot ladder and the method used by the crew for docking must comply with strict rules dictated by the IMO’s (International Maritime Organization) SOLAS (Safety of Life at Sea) Convention.

Navigation on the river was not always carried out with the help of a GPS! Over time, navigation tools and piloting techniques have evolved at the same pace as the new available technologies. Since the 1970s, technology has increasingly been used on board ships.

For example, between 1960 and 1980, more efficient and accurate navigational radars were introduced into wheelhouses. When darkness or poor visibility prevails, radar navigation becomes essential. This electronic instrument allows the pilot to carry out precise navigation using distance measurements taken on the screen of the instrument.

In the 1990s, in addition to visual piloting and radar techniques, a tool was added to validate positions: the electronic chart on which the GPS position of the vessel is observed. Satellite positioning systems (GPS) are being added to the pilots’ toolbox, allowing them to maximize the size of vessels on the river.

With these new technologies, does the pilot still need charts? Yes! Some tools will always be needed, and charts are one of them. Pilots use electronic charts produced by the Canadian Hydrographic Service. The Canadian Hydrographic Service has been studying Canadian waters since 1883 to ensure their safe and sustainable use.

Since 2008, the Portable Pilot Unit (PPU) has also become an essential tool on board vessels. In fact, each pilot has his own PPU that he uses for each of his missions. It is a laptop computer on which is installed an independent electronic navigation system that has its own positioning mode, but is also connected to the ship in order to receive a maximum of information in real time.

In 2008, an electronic information system—to which the PPU is connected—was implemented and allows for increased safety for the transit to Montreal. Among other things, it allows pilots to have access in real time to a host of information necessary for navigation on the river: channel conditions, shoals, ice cover movements, water levels, tides, navigation notices, etc. Also, thanks to the AIS (Automatic Identification System), pilots know the position of other vessels in their navigation sector at all times.

This public body, under federal jurisdiction, is responsible for managing and providing marine pilotage and related services in the waters of the Laurentian region, particularly in the St. Lawrence and Saguenay River sectors. In order to ensure safe navigation, its mission is to manage an efficient marine pilotage service in collaboration with pilot corporations and the marine industry.

Since the early days of marine pilotage, pilots have developed a precise navigation technique that relies strictly on visual sea marks. Even today, despite all the technology on board ships, this technique is still used.

What is a sea mark? They are physical points of reference located on land and on the river. Some are visible day and night (buoys, lighthouses, range lights, electrical towers) while others are only visible by day (mountains, church steeples, specific buildings). By using these sea marks, pilots know where the vessel is in relation to the centre of the channel, while other visual points of reference indicate when they need to change course.

These visual markers are essential when changing course and all pilots must be very familiar with them. For example, between Quebec City and Montreal, there are approximately 200 course changes, which involves many of these visual markers and an excellent memory of them.

Here, the Federal Champlain in the Trois-Rivières sector.
Source: Gary Waters

The history behind the profession is not exactly a smooth and easy one! There have been many challenges along the way, but they were all necessary. In the midst of change, progress and new perspectives have been observed. In a continuously evolving world such as shipping and maritime commerce, new ways of thinking are imperative. As in the late 18th century, changes in recent decades have created a re-examination of how things are done. Each era has its own turmoil!

In 1962, navigation on the river was becoming increasingly important. The number of ships from all over the world was increasing, and with it, maritime traffic. Faced with this increase, the pilots, who were subject to a 30 consecutive day, 24-hour work schedule, are struggling to keep up with demand. They are calling for additional staff to be hired. However, the federal government, which regulates hiring, considers that the number of pilots is adequate and denies the request. At this point, the pilots declared that they would not board another ship until the government changed its mind.

The government was faced with a dilemma, as the seaway was opening and ships in transit were flocking onto the river, raising concerns about maritime safety. Faced with the pilots’ strike, the government threatens special legislation. However, if the pilots returned to work, a Royal Commission on pilotage would be initiated to validate or invalidate the requests and make the necessary changes. The pilots agreed. But what was supposed to be an investigation of the district between Quebec City and Montreal was extended to all of Canada. Consequently, the delays were longer. The inquiry ended 9 years later in 1971 and included 39 recommendations. The Report of the Royal Commission on pilotage, chaired by the Honourable Justice Yves Bernier, gave rise to the Pilotage Act, an integral part (section 6) of the Canada Shipping Act.

When the strike began in 1962, the pilots’ demands were not limited to the number of employees. Working conditions were the most important issue on the list of demands.

1. Recognizing the Skills and Work of Pilots

Before 1971, masters and shipowners viewed pilots as mere technical advisors. They were not responsible for the conduct of the vessel and acted in an “advisory” capacity. Their presence, in the wheelhouse and on the bridge, did not mean that their recommendations would be accepted, as this was at the master’s discretion.

In 1971, the Pilotage Act changed the pilot’s status from technical advisor to responsible for navigation in Canadian waters. A major change within the profession.

2. Income

Pilots wanted to see pilotage tariffs increased while the Canadian Shipowners’ Association wanted to maintain the status quo. Negotiations are often necessary to settle this part of the dispute.

3. Remuneration of Apprentice Pilots

In the past, aspiring pilots did not receive any remuneration for their pilotage missions as this remuneration was refused by shipowners. However, it is in the shipowners’ interest to ensure that they receive adequate training and that they are remunerated commensurate with their efforts. After all, these apprentices are the ones who will safely operate their ships in a few years.

4. Availability of Pilots

Being a pilot means you must be ready to board a ship at any time of the day or night with very little notice. And yet, pilots are aware that a pilotage mission requires meticulous preparation. In 1980, a regulation was passed requiring that a pilot be given 4 hours notice when being assigned a pilotage mission.

In 1974, although it had been 3 years since the Royal Inquiry, there was little concrete change. After many demands, pilots went on strike, under the threat of special legislation from the federal government. To resolve the conflict, it was decided to opt for an arbitration system.

The pilots’ demands were finally accepted in 1975, 13 years after the 1962 Royal Commission on Pilotage began.

In May 2017, Transport Canada launched a review of the Pilotage Act to modernize it. One year later, a final report was submitted with 38 recommendations. These include revising the objectives of the act itself, improving the pilotage governance model, revising the risk analysis methodology and streamlining the process for setting tariffs.

The pilots’ strike paralyzed maritime traffic on the river. At the negotiation table, the representatives of the St. Lawrence pilots and the Shipowners’ Association. At the centre of discussions: wage increases and improved working conditions. Several ships were immobilized, including cruise ships with hundreds of passengers on board.

Still today, women are rare in the world of piloting. There are an estimated 6 women pilots in Canada out of a total of 440. Interestingly, they all navigate on the St. Lawrence River: 4 between Les Escoumins and Montreal and 2 on the seaway leading to the Great Lakes. Nevertheless, an increase in the number of women is becoming apparent. For instance, in the last few years, an increase in enrolment has been noticed in the Navigation and Transportation Logistics Techniques programs at the Institut maritime de Rimouski. This trend is good news: it ensures a succession, in addition to bringing diversity to the teams.

Traditionally a male profession, there is now more room for women in this field and the door is wide open for them in the job market. Moreover, the more female role models there are in the maritime professions, the more women will be interested and want to pursue a career in this field.

Despite the fact that they are on board for many hours, pilots never leave their post. There are no breaks. How do they eat, for instance? Meals are brought to them, which they will eat in the wheelhouse. Interestingly, sometimes pilots have to eat in the dark since all the lights are turned off at night to preserve better night vision!