Further, I think that each pilots association or pool should confine its activities to its particular area of operation. Each restricted area of the lakes should be served by its separate piloting group.

In addition, the ports of call where piloting is needed by some or all salt water vessels should be served by associations of harbor pilots, who might well be joined with the association serving adjoining restricted waters.

Our association, for example, has set up one of its operational areas at Sault Ste. Marie for all salt water ships. At Port Arthur-Fort William, and at Duluth-Superior we have provided pilots for all ships requiring this service. Should the need for pilots develop at other ports on Lake Superior, we stand ready to serve it.

A salt water vessel, its crew and its cargo represent a heavy responsibility and a substantial investment. In my experience the owners of these ships are careful to keep them well staffed and adequately equipped. There are some exceptions to this which I will mention in a moment.

Again, it is my experience that officers of these ships know how to use their equipment and are competent to handle navigation of the open waters of any of the Great Lakes. In restricted waters a ship should receive the same assistance on the lakes which is available throughout the world; namely, the services of a pilot readily available at reasonable cost and skilled in the problems of the area which he

serves.

Our basic air, and yours, is marine safety.

In my opinion, this aim can best be served by inspection of ships and test of their personnel before they enter the seaway.

Any ship which does not have (1) an English-speaking master or mate, (2) a working radio telephone, and (3) at least a compass in good order should be barred from the lakes.

Vessels which enter meeting only these minimum qualifications should be required to have a pilot aboard at all times. Except in restricted waters, this pilot need not be continuously on the bridge, but he should be on board and available.

Further, the pilots of the Great Lakes should be registered for particular areas or sections, and should not be considered experts any one of them on the entire stretch from the seaway to Duluth.

Those ships which possess fully adequate personnel and equipment should be permitted to sail the open waters without a pilot, but should be required to pick up a registered pilot for the transit of restricted

areas.

In my opinion, ships granted clearance to proceed on the open waters without a pilot should have on board the following:

(1) English-speaking master or mate;

(2) Radio-telephone;

(3) Complete charts of the Great Lakes and connecting waters; (4) Gyro compass; and

(5) Radar.

Ships officers should possess acquaintance with the rules of traffic on the lakes, and the specified equipment should be in good working order.

From my reading of the bill under consideration, I believe that these principles could be made effective under this legislation.

Permit me to make one further observation: We are starting a new and important service. At the present time many of us acting as pilots are retired masters who bring a lifetime of lake experience to the job.

At the same time, we should set out tests for becoming a pilot and rewards for being a pilot which will attract to the field young men of competence who wish to make a career of this service. With this in mind, I am pleased to see in this bill the provisions relating to standards of fitness, restrictions of number, and regulation of pilot associations.

You might be interested to know that selection of pilots has been a real problem to us.

We have insisted that our people not only hold a Coast Guard certificate, but also demonstrate their ability to handle the special problems in piloting salt-water vessels. Without unduly extending this statement, I would like to point out that piloting a variety of these vessels is quite tricky. Oceangoing vessels are designed with much higher freeboard than lake vessels. Upbound vessels are often light and riding high out of the water, presenting even larger areas of the ship to the action of the wind.

Ability to guide a ship under these conditions requires knowledge and training.

To insure selection of first-rate pilots, we have set up a special examining board and a number of special requirements. For your information, a copy of our minutes relating to this matter has been attached to my statement.

This is a new field for me. I suppose you must consider many problems in addition to those that I have mentioned. My associates and I have studied and discussed this bill, however, and we are strongly in favor of all its provisions. I hope it receives favorable action. Thank you for this opportunity to appear before you. (Information referred to follows:)

ADDENDUM TO STATEMENT OF CAPT. HARRY EVERSON REGARDING H.R. 10593 BEFORE THE SUBCOMMITTEE ON COAST GUARD, COAST AND GEODETIC SURVEY AND NAVIGATION

ABSTRACTS OF MINUTES OF A MEETING OF THE BOARD OF DIRECTORS OF LAKE SUPERIOR PILOTS ASSOCIATION, INC., HELD JULY 28, 1959

(The final meeting in a series of conferences to complete the organization, both practical and formal, of Lake Superior Pilots Association, Inc., was held on July 28, 1959. All of the board of directors were present at the meeting. A number of matters were considered and decisions made. Among them was the problem of obtaining pilots of proven competence. An exact quote of a portion of the minutes dealing with this problem is as follows:)

"The selection of duly qualified pilots came under discussion as a problem to be solved. It was agreed that one of the main problems in conducting a corporate business was the maintenance of a roster of qualified and available pilots to perform services.

"Upon motion, duly made, seconded and unanimously adopted, the following resolution was adopted:

"Resolved, It is the purpose of this organization to render safe and efficient piloting service. Accordingly, only those individuals who have passed reasonable tests to determine their qualifications and who have been certified as approved by an examining board, shall be engaged as pilots.

""The board of directors shall appoint a board of not less than three nor more than five pilots who shall be known as the examining board. Members of the board shall serve at a rate of pay to be fixed by the board of directors.

"At convenient intervals the board shall meet to screen the applications and interview those applicants who, in the opinion of the board, merit personal consideration.

"Individuals shall be certified under the following principles:

"(1) Each pilot of this organization must hold a valid master's license; "(2) Each pilot must have had actual command experience as a ship's captain navigating the waters of Lake Superior and its adjoining harbors, rivers and locks. This experience shall be of such duration as to reasonably qualify the individual to continue in such employment;

"(3) An applicant must demonstrate to the satisfaction of the examining board that he is conversant with current rules, regulations, and problems relating to navigation in the area from Detour, Mich., to and including all ports of call for foreign vessels on Lake Superior;

"(4) The individual must demonstrate to the satisfaction of the board that he is a reliable, sober, and conscientious individual;

"(5) There shall be a reasonable period of probation, during which certification may be refused at the discretion of the board;

"(6) Certified pilots who have passed their probationary period may be removed from the certified list for cause proved to the satisfaction of the board upon notice to the pilot affected and an opportunity to him that he be heard regarding the charges against him.

""The examining board shall make such rules regarding its procedures for screening, interviewing and, if necessary, testing applicants as reasonably carrying out the foregoing provisions.'

"Upon motion, duly made, seconded, and unanimously adopted, the following individuals were appointed to the examining board, to serve for the period of 1 year and until their successors should be designated by the board of directors and commence service of their term: Leif Alme, Dan Erickson, Harry Everson, and Anthony F. Rico.

"It was further ordered that the examining board should hold meetings at the call of the president or upon call of the individual whom the members of the board designate as their chairman, and that any three members of the board should constitute a quorum for the transaction of business and investigation and certification of pilots.

"It was further ordered that the examining board should prepare application blanks and make arrangements to conduct its business in a reasonable and proper fashion."

Mr. GARMATZ. Thank you, Captain.

Mr. Clark?

Mr. CLARK. No questions.

Mr. GARMATZ. Mr. Ray?

Mr. RAY. No questions.

Mr. GARMATZ. Mr. Lennon?

Mr. LENNON. Captain Everson, should the Congres spell out in general, broad language the restricted areas that would require pilotage at all times on board?

Captain EVERSON. I personally, myself, think it should.

Mr. LENNON. Should the Congress, too, provide and designate what is meant by foreign vessels within these restricted waters? Captain EVERSON. I believe they should.

Mr. LENNON. Thank you, Captain.

Mr. GARMATZ. Mr. Curtin?

Mr. CURTIN. Captain, assuming there was a pilot aboard at all times: that would require a pilot to be on board for several days or weeks while the foreign vessel was on the Great Lakes, is that not true?

Captain EVERSON. Yes, sir.

Mr. CURTIN. Would the situation be one that could be handled by one pilot, or would you have pilots working in shifts!

In other words, would a pilot be on duty 24 hours a day?

Captain EVERSON. That pilot being aboard in the open waters I would say would only be there subject to call.

Mr. CURTIN. True, but would there be just one pilot aboard, or would you feel there ought to be, for example, three pilots aboard with each being available for an 8-hour shift?

Captain EVERSON. I, myself, think it would be out of reason to believe that there should be three pilots aboard that ship to ride it. Mr. CURTIN. I would presume you have discussed this question in the meetings of your association?

Captain EVERSON. We have.

Mr. CURTIN. Under those circumstances, what is the conclusion reached at such meeting as to what would be required in the way of the number of pilots?

Captain EVERSON. We have come to the conclusion there that if such occasion should arise that we just have to have one of our pilots aboard the ship, it would only be one and in the open waters there he would only be subject to call. If it was necessary in the restricted areas, naturally he would be the pilot.

Mr. CURTIN. You feel just one pilot aboard would be all that would be required under this legislation?

Captain EVERSON. Yes, sir.

Mr. CURTIN. And under the rules of your association?

Captain EVERSON. Yes, sir.

Mr. CURTIN. In your statement, you say that you feel there should be a pilot aboard who is familiar with the particular stretch of water through which the ship was progressing?

Captain EVERSON. Yes, sir.

Mr. CURTIN. Assuming a foreign ship came in the seaway and went to, we will say, Detroit; how many different pilots do you think should have charge of that ship under your idea that they be familiar with their own particular stretch of water? How many changes of pilots would that entail?

Captain EVERSON. That would depend.

If that ship was coming from the seaway there would probably be a Canadian pilot that would come to Detroit and the St. Clair River. For instance, Detroit Harbor is right on the face of the river and he naturally would be qualified to dock there, but that area would be a restricted area up to Lake Huron, and in that case I imagine that the Canadian pilot would get off there at the Sarnia. Then, of course, Lake Huron, being open water, the next restricted area-of course it is not for me to say what they would call restricted area, but I would say that would be Detour on the Soo River, which includes up to Lake Superior, Whitefish Bay, would include the Soo Locks, Saulte St. Marie.

That area is the area that our association serves.

Mr. CURTIN. Would that particular pilot then go right on through to Detroit, or would there be another change?

Captain EVERSON. No. Our jurisdiction, we feel, would be De Tour at the mouth of the Soo River on Lake Huron.

Mr. CURTIN. What would happen there?

Would your pilot then disembark and another one take his place?

Captain EVERSON. To cross, you mean?

Mr. CURTIN. To go on to Detroit.

Captain EVERSON. I am assuming there that the requirements were that there was to be a pilot to cross Lake Huron. Then naturally there it would have to be a pilot available to take it to Sarnia.

Mr. CURTIN. What I am trying to do, sir, is to get some enlightenment on your statement that you feel that each pilot association should confine its activity to its particular area and each restricted area should be served by separate piloting groups.

That is the reason I am curious. Assuming we have this shipping from the seaway to Detroit, how many different pilots should have charge of that ship during one trip?

Would the Canadian pilot be able to take it all the way to Detroit, or do you feel it should be a number of pilots, each belonging to a separate piloting group?

Captain EVERSON. There would be a pilots association there in the St. Clair and Detroit Rivers at Sarnia. The way it is at the present time, there is a pilot association there. Of course it is Canadian. As a rule they take the ship all the way, of course, to Port Colborne because that is their jurisdiction.

Mr. CURTIN. How many different pilots under your theory would they use in going from the seaway to Detroit?

Captain EVERSON. Only two.

Mr. CURTIN. Just one to take it through the Canadian waters and then one to take it through the American waters?

Captain EVERSON. That is right.

Mr. CURTIN. That is what I wanted to know.

That is all, Mr. Chairman.

Mr. GARMATZ. Mr. Nix?

Mr. Nix. Captain Everson, the basic purpose of the proposed legislation is to assure safety, and you would require pilots in the restricted areas because of their competence in those waters; is that not true? Captain EVERSON. Yes, sir.

Mr. Nix. And wherever there are restricted waters, the services of a pilot who is known to be competent and has been shown to be competent to perform would be utilized?

Captain EVERSON. Yes, sir.

Mr. Nix. And if you pass over three sections of the restricted waters, you would use three separate pilots if it was required to do so?

Captain EVERSON. Yes, sir.

Mr. Nix. Thank you. That is all.

Mr. GARMATZ. Mr. Glenn ?

Mr. GLENN. No questions.

Mr. GARMATZ. Mr. Lennon?

Mr. LENNON. No questions.

Mr. GARMATZ. Thank you very much, Captain.

Captain EVERSON. Thank you.

Mr. GARMATZ. Next is Mr. Golden, representative of Licensed Tugmen's & Pilots' Protective Association of America.