{"id":780,"date":"2022-05-27T15:06:24","date_gmt":"2022-05-27T19:06:24","guid":{"rendered":"https:\/\/150.cpslc.ca\/a-laube-des-corporations-de-pilotage\/"},"modified":"2022-07-19T11:32:32","modified_gmt":"2022-07-19T15:32:32","slug":"paving-the-way-to-the-corporation-des-pilotes-du-saint-laurent-central","status":"publish","type":"page","link":"https:\/\/150.cpslc.ca\/en\/paving-the-way-to-the-corporation-des-pilotes-du-saint-laurent-central\/","title":{"rendered":"Paving The Way To The Corporation Des Pilotes Du Saint-Laurent Central"},"content":{"rendered":"
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FR<\/a><\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/section>\n<\/div><\/div><\/div><\/div>

On the Eve of the Pilotage Corporations<\/h1>\n<\/div><\/div>
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Port of Montreal, circa 1900.
\nPhotography Wm. Notman & Son
\nColl. McCord Museum<\/p>\n<\/div><\/div><\/div><\/div><\/div>

In 1833, the pilots considered it essential to create an organization outside of the Montreal Trinity House in order to ensure the sound management of marine pilotage. They mandated Notary Louis Panet to draft a legal text, the foundation document of the Society for the \u201cBranch Pilots for and above the Harbour of Quebec<\/em>\u201d. Naturally, this initiative does not please Trinity House, which holds administrative authority. This action ended in failure. In fact, the application for the creation of an official entity external to the Trinity House to regroup the pilots is rejected. They are denied this right.<\/p>\n

But pilots never throw in the towel! On May 21, 1850, they addressed a petition to the House of Assembly of Lower Canada demanding the creation of a corporation, but this time under the dome of the Trinity House of Montreal. After being scrutinized by the latter, the request was carried by the deputy of Portneuf, Antoine Ch. J. Duchesnay. After several amendments requested by the Board of Trade and Trinity House, the Act to incorporate the Pilots for the Quebec harbour and above<\/em> was signed on August 10, 1850.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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The Corporation of Pilots for the Quebec City Harbour and Above Is Born!<\/h2>\n<\/div><\/div>
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The Corporation of Pilots for the Quebec City Harbour and above became reality! The Corporation was a public group to which belonged the pilots practising upstream of the Quebec harbour. It had obtained \u201cthe right to exercise regulatory, disciplinary, arbitral, and administrative functions\u2026 Finally, it exercised various powers not in the interest of a particular individual or group of individuals, but of the profession and of society as a whole.\u201d (Pierre Harvey, \u201cL\u2019organisation corporative de la province de Qu\u00e9bec<\/em>\u201d (corporate organization of the province of Quebec), L\u2019Actualit\u00e9 \u00e9conomique<\/em>, April 1953)<\/p>\n<\/div><\/div><\/div><\/div><\/div>

The Tour de R\u00f4le Association<\/h2>\n<\/div><\/div>
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However, although pilots were now members of a corporation, there was still a point of contention among them: the manner of assigning pilots to the vessels. Within the corporation, there were pilots of the tour de r\u00f4le<\/em> (by rotation) type and pilots who were hired directly by the shipping companies and assigned only to their ships (free competition). This sometimes led to stormy relations because of diverging interests. Moreover, in addition to maintaining a climate of competition, this situation left a certain disorganized pilotage and availability of pilots. In 1870, the idea emerged to create an association whose guiding principle would be to assign pilots by rotation and no longer be subjected to a mode of operation based on free competition. It was in Deschambault, in the spring of 1873, that the official documents of the Association du tour de r\u00f4le<\/em> were signed.<\/p>\n

It is easy to assume that discussions were agitated between the supporters of the \u201crotation\u201d system and those who wanted to keep their privileges as competing pilots. However, a compromise was reached and a first committee of five elected pilots was created based on this compromise.<\/p>\n

But even though this committee was completely legitimate, it was not easily accepted. In fact, Port authorities had doubts concerning the competence of the pilots to manage a corporation. What\u2019s more, in 1873, the Commission du Havre de Montr\u00e9al still did not recognize the Pilots\u2019 Committee. It was therefore difficult to make their voices heard.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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A Stormy Patch\u2026<\/h2>\n<\/div><\/div>
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The following years were marked by various demands, which remained unanswered. Exasperated by this indifference, the Association du tour de r\u00f4le warned that it wished to form a corporation, distinct from that of the Pilots for and above the harbour of Quebec. This stirred up the authorities and seems to break the deadlock \u2026 but only in theory. No concrete changes were made.<\/p>\n

Then, in 1884, a request for incorporation was submitted to Parliament. But it failed because of the shipowners\u2019 and port authorities\u2019 objections. In 1896, a second attempt again led to disappointment. That year was particularly stormy between pilots and shipowners who also considered that the pilots were incapable of managing a corporation and the pilotage organization.<\/p>\n

Tired and irritated with the contempt they were facing, the members of the Quebec City to Montreal Pilots Association, led by Cl\u00e9ophas Auger, voted for a mandate to strike. As a result, on June 18, 1897, the 52 pilots working in the district between Quebec City and Montreal stopped all work until the 26th of the same month. During this period, it was impossible for ships to use pilotage services at the Port of Montreal to sail down the St. Lawrence. In addition, the \u201cupper\u201d pilots who had remained in Quebec City after their last mission were also out on strike. Thus, no pilots boarded ships bound for Montreal. By December 31, 1897, although the strike had been over for several months, the conflict had not yet been resolved.<\/p>\n

The conflict was resolved by a commission of inquiry chaired by Judge John Lavergne and commissioned by the Minister of the Navy in January 1898. Among the issues being examined were the relationship between pilots, shipowners, import\/export merchants, and the pilotage authority, the number of licensed and active pilots, the training of apprentices, and maintenance of the navigation channel and its buoyage.<\/p>\n

Public hearings were held. It was at this time that Cl\u00e9ophas Auger submitted his M\u00e9moire des pilotes<\/em> (pilots\u2019 brief), in which he made several recommendations. Finally, the Commission of Inquiry took into account the comments made during the hearings and paid particular attention to the brief regarding pilot training and the maintenance of the navigation channel.<\/p>\n

At the same time, the Ministry of the Navy and Fisheries became more prominent. Under Bill 261, the responsibility for pilotage between Quebec City and Montreal was entrusted to this government body and thus withdrawn from the Montreal Harbour Commission, which was dissolved in 1903.<\/p>\n<\/div><\/div><\/div><\/div><\/div>

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When the strike began in June 1897, several newspapers reported the story. Just like La Presse, the newspaper La Patrie<\/em> published a first article on the subject on June 19.<\/p>\n

Source BAnQ :
\n\u201cTr\u00e8s grave complication provoqu\u00e9e par le rejet du bill des pilotes au S\u00e9nat\u201d<\/em> (very serious complication caused by the rejection of the pilots\u2019 bill in the Senate), La Patrie<\/em>, June 19, 1897.<\/p>\n

\u201cLa gr\u00e8ve des pilotes\u201d (the pilots\u2019 strike), La Presse<\/em>, June 24, 1897.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/section>

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The Corporation des Pilotes du Saint-Laurent Central Sets Sail<\/h1>\n<\/div><\/div>
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United Pilots Association of Quebec in Montreal<\/h2>\n<\/div><\/div>
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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<\/em> in Deschambault on December 27, 1918. In all, 33 pilots made up this professional association.<\/p>\n

Other changes in the operation of the profession were made, such as pooling pilots\u2019 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.<\/p>\n<\/div><\/div><\/div><\/div><\/div>

The Corporation des Pilotes du Saint-Laurent Central<\/h2>\n<\/div><\/div>
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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 Qu\u00e9bec in Montreal until 1968, at which time the CPSLC replaced it.<\/p>\n

Today, 122 pilots work with the CPSLC to ensure the safety of ships in the sector between Quebec City and Montreal.<\/p>\n

Since the creation of the Association du tour de r\u00f4le 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!<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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Logos of the United Montreal Pilots\/Association des pilotes unis de Montr\u00e9al.
\nColl. CPSLC<\/p>\n<\/div><\/div><\/div><\/div><\/div>

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The current logo of the Corporation des pilotes du Saint-Laurent central
\nSource: CPSLC<\/p>\n<\/div><\/div><\/div><\/div><\/div>

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Once a pilot has boarded a vessel, tradition and rules in certain countries dictate that the crew must hoist the HOTEL flag of the International Code of Signals. This visual mark signifying that there is a pilot on board is no longer mandatory in Canada, but most vessels transiting our waters still follow this tradition.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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Pilots From Generation to Generation<\/h2>\n<\/div><\/div>
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At the time, the profession of marine pilot was one that often spanned generations. Thus, family lineages of pilots such as the Bouill\u00e9, the Perreault, the Paquet, the Naud, the B\u00e9lisle, the Gauthier, the Raymond, the De Villers, the De Lachevroti\u00e8re, 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 Lotbini\u00e8re. Pilots usually earn their pilot\u2019s certificate in their early thirties.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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Mr. and Mrs. Laurent Gauthier and Mr. and Mrs. Tancr\u00e8de Bouill\u00e9.
\nColl. Marie Bouill\u00e9<\/p>\n<\/div><\/div><\/div><\/div><\/div>

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On\u00e9sime Neault, pilot.
\nColl. Francine Roy<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/section>

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A River and Its Challenges<\/h1>\n<\/div><\/div>
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\u201cDiscipline conquers all obstacles.\u201d<\/em>
\n\u2013 Leonardo da Vinci \u2013<\/p>\n<\/div><\/div>

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The section of the river covered by the CPSLC pilots extends from the Port of Quebec to just west of the Port of Montreal. This is a very large stretch of river, covering a distance of 135 nautical miles (243 km)! Because this is a very long route to be navigated by a single pilot, this area has been divided into two sectors since 1959 (to which the sector of the Port of Montreal will be added):<\/p>\n

1. Quebec\u2014Trois-Rivi\u00e8res
\n2. Trois-Rivi\u00e8res – Montreal<\/p>\n

The group of pilots is equally divided between the two sectors.<\/p>\n<\/div><\/div>

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Interesting Fact!<\/h2>\n<\/div><\/div>
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Recall that the pilot is a specialist in the sector to which he is assigned. Pilots hold a certificate that is valid only within one of the two sectors or within the limits of the Port of Montreal. Therefore, they perfectly master the knowledge and the risks related to it. A necessity? Absolutely!<\/p>\n

Responsibility for the intermediate ports is also well distributed: those for pilotage at the ports of B\u00e9cancour and Trois-Rivi\u00e8res are assigned to the pilots of the Quebec City\u2014Trois-Rivi\u00e8res sector. While those at the ports of Sorel and Contrec\u0153ur are assigned to the pilots of the Montreal\u2013Trois-Rivi\u00e8res sector. The Port of Trois-Rivi\u00e8res, which is adjacent to both sectors, is shared between the pilots of both sectors.<\/p>\n<\/div><\/div><\/div><\/div><\/div>

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Bulk carrier in the Quebec area
\nPhotography : Andr\u00e9 Lavoie<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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Only One Type of Marine Pilotage? No!<\/h2>\n<\/div><\/div>
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In the area between Quebec City and Montreal, there are two types of pilotage: manoeuvring and river pilotage.<\/p>\n

Manoeuvring generally consists in arrival or departure from one of the many docks in the ports of Quebec, Trois-Rivi\u00e8res, Montreal, or one of the intermediate ports (Sorel, B\u00e9cancour, Contrec\u0153ur, etc.). Manoeuvring can be performed with or without the assistance of harbour tugs, depending on the type of wharf, the vessel\u2019s characteristics, the weather, and the current.<\/p>\n

River pilotage involves conducting the vessel while it is underway in the navigation channel, 24\/7, 365 days a year.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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Tanker manoeuvres in the port of Trois-Rivi\u00e8res.
\nColl. CPSLC<\/p>\n<\/div><\/div><\/div><\/div><\/div>

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Harbour tugs are mainly used to assist the departure or berthing operations of ships at the quay. They are not used for every manoeuvre as it is the pilot and the captain who decide together whether they will need one or more tugs.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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Tanker on lake Saint-Pierre
\nColl. CPSLC<\/p>\n<\/div><\/div><\/div><\/div><\/div>

Vigilance Is Critical<\/h2>\n<\/div><\/div>
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There are many issues related to navigation in this area: shallow water in the channel, poor visibility caused by rain, fog, snow and sea smoke, heavy traffic, and ice. In addition, the waterway is winding and narrow, which adds an element of risk. Between Montreal and Quebec City, the channel is 245 metres wide and 11.3 metres deep. Downstream, between Quebec City and Trois-Rivi\u00e8res, this depth is only 10.7 metres. Caution is not an option, but a duty!<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/section>

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What Does a Pilotage Mission Look Like?<\/h1>\n<\/div><\/div>
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A marine pilot\u2019s workday begins long before he or she is standing in the wheelhouse. Preparation is necessary in order to have some data in hand before boarding and exchanging information with the captain. Let\u2019s take a look at what a pilot\u2019s work day might look like when he embarks in Quebec City to pilot a ship to the Port of Trois-Rivi\u00e8res\u2026<\/p>\n<\/div><\/div>

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1. Four hours before the ship arrives at the pilot station, a pilot is assigned to the ship by the Laurentian Pilotage Authority.<\/p>\n

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.<\/p>\n

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.<\/p>\n

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.<\/p>\n

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.<\/p>\n

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!<\/p>\n

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\u2019s representative, and the helmsman.<\/p>\n

7. At the end of the transit, the pilot conducts the manoeuvre at the dock in the Port of Trois-Rivi\u00e8res.
\nIf 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-Rivi\u00e8res, Sorel or Lanoraie.<\/p>\n

8. When the berthing or anchoring manoeuvre is completed, the pilot leaves the ship.<\/p>\n

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\u2019s 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.<\/p>\n<\/div><\/div><\/div><\/div><\/div>

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Officer (foreground) and helmsman (background) in the wheelhouse.
\nColl. CPSLC<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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Pilot boat used for pilot transfers.
\nColl. CPSLC<\/p>\n<\/div><\/div><\/div><\/div><\/div>

Interesting Fact!<\/h2>\n<\/div><\/div>
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A transit between Quebec City and Trois-Rivi\u00e8res takes approximately 6 hours. In the opposite direction, it takes approximately 4 hours and 30 minutes. The same is true for a transit between Trois-Rivi\u00e8res and Montreal.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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Pilot Transfers\u2026 Not Always Easy!<\/h2>\n<\/div><\/div>
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What is the essential device used by the pilot when he boards the ship to be conducted? A ladder \u2026 made of rope!<\/p>\n

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<\/strong>. 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.<\/p>\n

Construction of a pilot ladder and the method used by the crew for docking must comply with strict rules dictated by the IMO\u2019s (International Maritime Organization) SOLAS (Safety of Life at Sea) Convention.<\/p>\n<\/div><\/div><\/div><\/div><\/div>

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Pilot transfer. Here we see the pilot boat which must always remain very close to the ship on which the pilot is to board.
\nColl. CPSLC<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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And What Tools Are Used to Pilot a Ship?<\/h2>\n<\/div><\/div>
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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.<\/p>\n

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.<\/p>\n

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\u2019 toolbox, allowing them to maximize the size of vessels on the river.<\/p>\n

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.<\/p>\n

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.<\/p>\n

In 2008, an electronic information system\u2014to which the PPU is connected\u2014was 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.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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RADAR (left) and electronic chart (right).
\nColl. CPSLC<\/p>\n<\/div><\/div><\/div><\/div><\/div>

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Portable Pilot Unit (PPU)
\nColl. CPSLC<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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What Is the Laurentian Pilotage Authority?<\/h2>\n<\/div><\/div>
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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.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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Navigating \u201cBy Sight\u201d<\/h2>\n<\/div><\/div>
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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.<\/p>\n

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.<\/p>\n

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.<\/p>\n

Here, the Federal Champlain<\/em> in the Trois-Rivi\u00e8res sector.
\nSource: Gary Waters<\/p>\n<\/div><\/div><\/div><\/div><\/div>

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Source : Gary Waters<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/section>

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Navigating in Ice<\/h1>\n<\/div><\/div>
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As if navigating the river was not complex enough, there is yet another dimension: the ice cover. Although it differs depending on where you are on the St. Lawrence, it is one of the challenges of winter navigation. It is no wonder that two pilots are required in the wheelhouse between December and April!<\/p>\n

The first ship to arrive at the Port of Montreal in the middle of winter was the Helga Dan, flying the Danish flag, in January 1964. This marked the first steps towards opening the Port of Montreal 365 days a year.<\/p>\n<\/div><\/div>

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Navigating in ice frequently requires the intervention of a Canadian Coast Guard icebreaker. In this picture, icebreaker Pierre Radisson<\/em> in the Lac Saint-Pierre sector.
\nPhotography Jean-Luc Verville<\/p>\n<\/div><\/div><\/div><\/div><\/div>

Pilots and the Ice<\/h2>\n<\/div><\/div>
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Navigating in ice requires concentration, patience, and skill, especially when ships are moving in both directions, day and night, which was not the case before 2005. Beware the reckless and the foolhardy. The watchword: observation. Having thorough knowledge of your environment is essential to properly anticipate and manoeuvre in order to minimize the risk of accidental damage. In other words: carefully read the ice cover to anticipate a safe passage.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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Evolution of Sea Ice<\/h2>\n<\/div><\/div>
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When we think of ice, we imagine a block or an immobile expanse. Usually, this is true! However, let\u2019s add a few ingredients to make it mobile and changeable. Strong currents in the river, tidal changes, and the strength and direction of the wind are sure to influence the movement of the ice cover. Temperature and salinity also play a significant role in the development and thickness of the ice cover. In short, all these elements determine the risks and fluidity of winter navigation.<\/p>\n

Is this ice changing rapidly? Not only does the situation change without notice, but it changes in a flash, depending on which section of the river you are on and the density of marine traffic. How then can we \u201cread\u201d the ice and anticipate its movements?<\/p>\n<\/div><\/div><\/div><\/div><\/div>

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On February 11, 1993, the Quebec City newspaper Le Soleil reported that the ice jam that had been present on the St. Lawrence for several days had finally given way. Le Soleil, February 11, 1993.
\nSource: BAnQ<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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The ice cover can often be very substantial on the St. Lawrence River. Here, the MSC MARIA PIA<\/em> in the Quebec City sector.
\nColl. CPSLC<\/p>\n<\/div><\/div><\/div><\/div><\/div>

The Tools<\/h2>\n<\/div><\/div>
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There are two types of tools to assist pilots in locating ice:<\/p>\n

1. Visual instruments such as spotlights and binoculars.<\/p>\n

2. Radars, which are increasingly efficient. But be careful! The echo sent from the ice and received by the radar is much weaker because of the reflectivity of the signal\u2019s energy coming from the ice. This makes it more difficult to detect ice than a steel hull or land, for example.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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In addition to the equipment on board the ship, an essential resource is available in the waters of the St. Lawrence River and Gulf: icebreakers!<\/p>\n

The Canadian Coast Guard (CCG) Ice Operations Centres are responsible for managing and coordinating winter navigation operations. They work in conjunction with the Marine Communications and Traffic Centres (MCTS) to provide up-to-date information on ice conditions and to suggest routes for vessels downstream of Les Escoumins. These centres also coordinate the services of the vital icebreakers.<\/p>\n

Environment Canada\u2019s Canadian Ice Service (CIS) monitors the ice cover by helicopter and by ship.<\/p>\n

Captains of vessels entering the river are strongly advised to contact the Canadian Coast Guard to receive this critical information. Let\u2019s not forget that ships entering the river travel without pilots to Les Escoumins, the first pilot station on their route.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

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Ice Jam Stories\u2026<\/h2>\n<\/div><\/div>
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1958<\/strong>
\nIn December, winter came very early. An ice cover quickly developed on the river and an ice jam formed between Sorel and Montreal. Caught off guard, the crews of 43 ships anchored in the Lanoraie sector, unable to continue their journey to Montreal. It was not until the end of December that some movement in the ice cover was observed.<\/p>\n

1993<\/strong>
\nOn February 13, a major ice jam, described as historic, formed on the St. Lawrence River between Contrecoeur and Trois-Rivi\u00e8res. A huge mass of ice was stuck to the bottom of the river and prevented navigation, despite the power of the ships at that time. For 12 days, an icebreaker with two pilots on board tried to create breaches in the ice in order to trigger movement of the water and lower its level, thus allowing traffic to resume.<\/p>\n

Ice jams are common on the St. Lawrence River. Besides these two events, we also note the following:<\/p>\n

1886: Historically, the most serious ice jam to have ever occurred. The Montreal area was hit hard with several streets flooded and millions of dollars in damage.<\/p>\n

1965: An ice jam creates major damage upstream of Montreal. This event resulted in the death of 50 people.<\/p>\n

1968: During a cold snap in January, an ice jam formed and created a large accumulation of ice upstream from Trois-Rivi\u00e8res. It took three weeks and the help of three icebreakers to clear the river.<\/p>\n

1969: Ice jam just off Tracy, the river was closed from January 5 to 20.<\/p>\n

1976: Major ice jam upstream of the Quebec Bridge. The channel is closed for 31 days.<\/p>\n

1984-85: The navigation channel is closed for 16 days.<\/p>\n

1993: Major ice jam between Lake Saint-Pierre and Lanoraie from February 4 to March 4. The ocean-going tug Terry Fox<\/em> came from Halifax to assist the icebreakers (Pierre-Radisson, Des Groseilliers, Sir Wilfrid Laurier, Tracy<\/em>) and the hovercraft (Waban Aki<\/em>). Fourteen ships remain blocked between Montreal and Quebec.<\/p>\n

2019: A 13 km long ice jam in front of the Port of Sorel-Tracy disrupted maritime operations on the river. No ice jam of this size has been seen since 1993. The river was closed to all navigation and 18 ships were trapped for several days.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

<\/div>
<\/div>\"\"<\/a><\/div>

The ship HELGA DAN<\/em>, flying the Danish flag, at the foot of the rue Bossuet on December 25, 1966. This location is now the Racine terminal.
\nColl. Ren\u00e9 Beauchamp<\/p>\n<\/div><\/div><\/div><\/div><\/div>

<\/div>\"\"<\/a><\/div>
\n
\n
\n
\n

The Federal Baltic Pearl<\/em> in the Quebec City sector
\nColl. Francois Prevost<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/section>

<\/div><\/div><\/div>

A Constantly Evolving Profession<\/h1>\n<\/div><\/div>
<\/div>

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!<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

<\/div>

1962\u20131971 Royal Commission<\/h2>\n<\/div><\/div>
<\/div><\/div><\/div><\/div>

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.<\/p>\n

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\u2019 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<\/em>, an integral part (section 6) of the Canada Shipping Act<\/em>.<\/p>\n

When the strike began in 1962, the pilots\u2019 demands were not limited to the number of employees. Working conditions were the most important issue on the list of demands.<\/p>\n

1. Recognizing the Skills and Work of Pilots<\/strong><\/p>\n

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 \u201cadvisory\u201d 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\u2019s discretion.<\/p>\n

In 1971, the Pilotage Act changed the pilot\u2019s status from technical advisor to responsible for navigation in Canadian waters. A major change within the profession.<\/p>\n<\/div><\/div><\/div><\/div><\/div>

2. Income<\/strong><\/p>\n

Pilots wanted to see pilotage tariffs increased while the Canadian Shipowners\u2019 Association wanted to maintain the status quo. Negotiations are often necessary to settle this part of the dispute.<\/p>\n

3. Remuneration of Apprentice Pilots<\/strong><\/p>\n

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\u2019 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.<\/p>\n

4. Availability of Pilots<\/strong><\/p>\n

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.<\/p>\n

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.<\/p>\n

The pilots\u2019 demands were finally accepted in 1975, 13 years after the 1962 Royal Commission on Pilotage began.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

<\/div>

The Pilotage Act of 1972, as Revised<\/h2>\n<\/div><\/div>
<\/div>

In May 2017, Transport Canada launched a review of the Pilotage Act<\/em> 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.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

<\/div>

April 6, 1962<\/h2>\n<\/div><\/div>
<\/div>

The pilots\u2019 strike paralyzed maritime traffic on the river. At the negotiation table, the representatives of the St. Lawrence pilots and the Shipowners\u2019 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.<\/p>\n<\/div><\/div><\/div><\/div><\/div>

<\/div>\"\"<\/a><\/div>
\n
\n
\n
\n

On the morning of April 9, 1962, La Presse reported on the strike that had been going on for several days in the conflict between pilots and shipowners.
\nLa Presse<\/em>, April 9, 1962.
\nSource: BAnQ<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div><\/div><\/div><\/div><\/div><\/div>

<\/div>
<\/div>\"\"<\/a><\/div>
\n
\n
\n
\n

Pilot Am\u00e9lie Tessier
\nColl. CPSLC<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div><\/div><\/div><\/div><\/div>

Women in Pilotage<\/h2>\n<\/div><\/div>
<\/div>

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 <\/em>at the Institut maritime de Rimouski. This trend is good news: it ensures a succession, in addition to bringing diversity to the teams.<\/p>\n

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.<\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>

<\/div>
\"\"<\/div><\/div>

Captains’ Curiosity<\/h2>\n<\/div><\/div>
<\/div>

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!<\/p>\n<\/div><\/div><\/div><\/div><\/div>

<\/div>\"\"<\/a><\/div>
\n
\n
\n
\n

Source : CPSLC<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/section>

<\/div><\/div><\/div>
<\/a>
<\/div>

< The Maritime Tradition of Pilotage<\/h2>
<\/div><\/div><\/div><\/div><\/div><\/div><\/div><\/div>
<\/a>
<\/div>

Marine Transportation on the St. Lawrence River ><\/h2>
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