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PROVINCE OF BRITISH COLUMBIA THIRD ANNUAL REPORT OF THE PUBLIC UTILITIES COMMISSION PURSUANT TO SECTION… British Columbia. Legislative Assembly 1944

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 PROVINCE.OF BRITISH COLUMBIA
THIRD ANNUAL REPORT
OF the
PUBLIC UTILITIES COMMISSION
PURSUANT TO SECTION 36 OP THF,
MOTOR CARRIER ACT
FOR   THE
LICENCE-YEAR 1942-43
VICTORIA,  B.C. :
Printed by Charles F. Banfield, Printer to the King's Most Excellent Majesty.
1943.  Victoria, B.C., June 30th, 1943.
To His Honour the Lieutenant-Governor in Council
of the Province of British Columbia.
May it please Your Honour :
Sir,—We have the honour to transmit herewith, in accordance with section 36 of
the " Motor Carrier Act," the Third Annual Report of the Public Utilities Commission
under that Act for the year ended February 28th, 1943.
PUBLIC UTILITIES COMMISSION.
W. A. Carrothers,
Chairman.
L. W. Patmore,
Commissioner.
J. C. MacDonald,
Commissioner.  ANNUAL REPORT OF THE PUBLIC UTILITIES COMMISSION,
PURSUANT TO SECTION 36 OF THE " MOTOR CARRIER
ACT," FOR THE LICENCE-YEAR ENDED
FEBRUARY 28th, 1943.
GENERAL.
In general, as a result of the war, a distinct change has taken place during the
last twelve months with respect to the licensing of carriers under the " Motor Carrier
Act." This change, which became noticeable towards the end of the previous licence-
year, was more marked during the year 1942-43 under the influence of war-time
restrictions and shortages of motor-vehicle equipment, gasoline, tires, and labour.
To a large extent previous competition between carriers in the larger centres seems
to be approaching the vanishing-point for the reason that all carriers are extremely
busy and, at times, unable to meet all demands; furthermore, most carriers are
endeavouring to conserve their equipment as much as possible and are reluctant to
undertake other than necessary trips. The natural result of this situation has been
a gradual but progressive falling-off in the objections filed to the granting of licences
or extensions of same and, in a number of cases, no objections have been filed.
It is also noteworthy that the large majority of applications received for additional
licences, for new licences, and for extension of privileges during the year were for
operations which were either directly or indirectly connected with the war.
PUBLIC CONVENIENCE AND NECESSITY.
Whereas in the past " public convenience and necessity " have been the guiding
principles with respect to the issuance or refusal of licences, " necessity " is now the
dominant factor.
There are many sections of this Province which are not served by railroad, including the towns of Wells and Barkerville, the district north of Vanderhoof, portions of
the Slocan Valley, and elsewhere. In other sections the train service is infrequent, possibly once a week or even only twice a month and, in such cases, the public depend
entirely on the services of trucks and buses. Every effort has been made to see that
vital services of this nature are continued, even though some reduction in such service
has been necessary.
RESTRICTION ON MOTOB-VEHICLE TRANSPOETATION.
Owing to the necessity for conservation of rubber and gasoline, it was inevitable
that a number of orders were promulgated by the Dominion Government for the purpose of conserving the use of motor-vehicles and of restricting such use, as far as
possible, for essential purposes only. A summary of these orders, and of their effect,
is given later in this report.
In view of the expected restriction of road transportation by the Dominion Government because of war conditions, it appeared that some apprehension was felt by
operators as to whether consideration would be given by the Commission to such operators whose operations have been curtailed on account of their having previously been
in the transportation business, at such time as road transportation may be restored in
the future. Accordingly, the Commission forwarded to all licensed public and limited
operators a circular letter during the month of April, 1942, stating " it is the intention
of the Public Utilities Commission to give consideration to an operator who has sur- I 6
MOTOR CARRIER ACT.1
rendered his licence, or whose ' conditions of licence ' has been modified because of
regulations of the Dominion Government, at such time as public convenience and necessity again require the service involved."
In addition, under date of May 4th, 1942, a circular letter was sent to all licensed
bus operators which read as follows:—
" With regard to the restrictions on passenger traffic made by orders and regulations under the authority of the Dominion Government during the war, it is the intention of the Public Utilities Commission that all existing rights and privileges of motor
carriers affected be frozen or held in abeyance for the duration of the war, consequently, the holder of such rights and privileges will be protected."
It should be explained that the foregoing statements have reference to cases where
a service may be stopped or curtailed as a direct result of an order of the Dominion
Government. They do not apply to cases in which the operator voluntarily or of his
own accord ceases to operate, either because of difficulty in obtaining equipment or
because of a falling-off in business. In such cases, consideration would have to be
given to an application from some other party to give similar service, having regard
to public necessity, provided the previously licensed operator was no longer interested
in giving the service.
BUS AND TRUCK SERVICES VOLUNTARILY DISCONTINUED
OR REDUCED.
The following is a list of certain public passenger and public freight services
operated on regular time schedules and between fixed termini which were reduced or
discontinued during the year; in practically all cases other service, either by rail or
by motor-vehicle, is available:—
Name of Licensee. Details of Service discontinued or reduced.
Arnold's Truck Line Scheduled public freight service between Smithers and Vancouver discontinued.
Fred Beach Scheduled public freight service between Francois Lake and Vancouver
discontinued.
Johnson Transfer Scheduled public freight service between Prince George and Vancouver
discontinued. (Service is being given
between Prince George and Vander-
hoof.)
Scheduled public freight service between Vancouver and Prince George
discontinued.
Scheduled public freight service between Vancouver, Quesnel, and Bar-
kerville discontinued. (Service from
Quesnel to Barkerville is already
furnished by two other operators.)
Scheduled public freight and passenger
service between Shalalth and Pioneer
discontinued. (Similar service is being given by Neal Evans Transportation Company, Ltd.)
Scheduled public freight service between Nelson and Vancouver discontinued.
A. L. Townsend d/b/a Prince
George Transportation
Docherty's Cariboo Freight
Lines, Ltd.
Bridge River Motor Service,
Ltd.
Snappy Service Truck Lines
(R. J. Barber) REPORT OF THE PUBLIC UTILITIES COMMISSION.
I 7
Name of Licensee.
Albert Ogden 	
Vanderspek Transportation
Company
Earle Chase d/b/a Triangle
Transportation Company
Brown Transfer Company
A. R. Townsend
Details of Service discontinued or reduced.
-Scheduled public freight service between Nelson and Procter discontinued.
Scheduled public freight service between Vancouver and Kelowna via
Kamloops discontinued.
Scheduled public freight service between Vancouver and Merritt discontinued. (Service now supplied by
Johnston Bros. & Byrnell in connection with their Vancouver-Prince-
ton-Penticton service.)
.Scheduled public freight service between Surrey Municipality and Vancouver discontinued. (Service is
given by other operators.)
-Scheduled public freight service between Vancouver and Ladner discontinued. (There are two other
firms supplying this service.)
.Scheduled public passenger service
from Williams Lake to Keithley via
Likely discontinued. (Passengers
now carried on freight truck operated by Robert I. Walters.)
-Public passenger service between Kelowna and McCulloch discontinued.
Public passenger service between Vancouver, B.C., and Seattle, Wash., discontinued. (A reduced service is being provided by North Coast Transportation Company, of Seattle, who
also are licensed to operate over this
route.)
SUMMARY OF WAR-TIME ORDERS OF THE DOMINION GOVERNMENT
RESTRICTING THE OPERATION OF PASSENGER-VEHICLES.
Order No. SI, dated March 10th, 1942, of the Services Administrator of the Wartime Prices and Trade Board had the effect of " freezing " the number of taxis as at
the last day of December, 1941, by prohibiting the use by any person of a taxicab unless
the vehicle was so used and operated during the year 1941, except by permit first
obtained from the Administrator. This order was later reissued by the Transit
Controller.
Under Order No. 1 of the Transit Controller, Department of Munitions and Supply,
dated March 13th, 1942, the operation of a bus for the purpose of sightseeing tours,
or tours of a like nature, was prohibited; further, the operation of a bus for any
chartered trip of an unessential nature (excluding such operation for a purpose clearly
identified with the war effort, including war charities) was prohibited.
Order No. 3 of the Transit Controller, issued March 6th, 1942, was a far-reaching
order that may be summarized as follows:—
Chartered vehicles not to be operated for the purpose of sightseeing or for
a conducted tour.
Harold W. Mainguy
W. D. Robertson
Pacific Stage Lines  (B.C.
Motor Transportation,
Ltd.) I 8 "MOTOR CARRIER ACT."
A taxicab not to be operated as a public vehicle.
The radius of taxicab operations generally limited, except in cases of exceptional emergency, to a distance of not more than 15 miles beyond the
limits of the place where the taxicab is situated, and persons operating
taxicabs prohibited from soliciting by " cruising " and prohibited from
carrying goods. .
The operations of U-drive or drive-yourself cars were restricted and regulated.
All public vehicles and chartered vehicles were required to have and display,
not later than July 15th, 1942, a marker issued by the Department of
Munitions and Supply, and to have legibly shown beneath the marker
the name of the place where the vehicle is stationed.
The operation of public vehicles was restricted to:—
(a)  Vehicles licensed by the municipal or Provincial authority to carry on
the business of public passenger-vehicles;  and
(6)  Operation strictly in accordance with the routes and schedules stated
in the municipal or Provincial licence.
The operators of public passenger-vehicles were required, on or before the
15th of July, 1942, to submit a full report with regard to their operations
and to set out proposals for pooling of facilities and temporary abandonment of runs which duplicate rail service and curtailment of service and
schedules to reduce bus mileage.
An amendment to Order No. 3, dated October 31st, 1942, effective November 15th,
1942, had the effect of restricting public passenger journeys to not more than 50 miles
in any direction, subject to special consideration in certain cases where no other form
of transportation exists.    An outline of the effect of this amendment on public passenger service in British Columbia is contained in Appendix C of this report.
SUMMARY OF WAR-TIME ORDERS OF THE DOMINION GOVERNMENT
RESTRICTING THE OPERATION OF TRUCKS.
Order A-314 of the Wartime Prices and Trade Board respecting private commercial vehicles was issued July 29th, 1942. With certain specified exemptions—
including vehicles used in civic service, vehicles carrying bulk liquids, vehicles used
by public utilities, vehicles used to transport logs, and vehicles used by farmers transporting their produce and supplies—this order had the effect of restricting the operation of any " private commercial vehicle " to within not more than 35 road-miles from
its registered address, except with a written permit from the Administrator of
Services. An important exception was any vehicle which was, on August 1st, 1942,
and continuously thereafter, licensed as a public vehicle, as defined in the " Motor
Carrier Act " of British Columbia. Vehicles licensed as limited-freight vehicles under
the said Act do not come within the meaning of public freight-vehicles and are not
exempt from this order. In other words, the number of public freight-vehicles operating more than 35 road-miles from the registered address was " frozen " as from
August 1st, 1942, unless under special permit or authority of the Wartime Prices and
Trade Board.
The effect of this order was far-reaching and resulted in many firms who previously operated their own private commercial vehicles extensively finding themselves
compelled to restrict their operations considerably; it also undoubtedly had the effect
of diverting a certain amount of additional business to the regularly licensed public
freight services.
Order No. 121 of the Wartime Prices and Trade Board respecting the " Trans-"
porting of Goods " was issued on April 7th, 1942, and gave the Administrator of
Services power to regulate and control transportation of goods in vehicles, including REPORT OF THE PUBLIC UTILITIES COMMISSION. I 9
power to require the pooling of transportation, property, facilities, and services. The
order also prohibited the transportation, on a truck, of persons other than the driver
and persons necessary to load or unload the vehicle, with the object of preventing the
use of trucks as passenger-vehicles. It is understood that a later ruling was made
permitting the transportation of passengers on the front seat of a truck when it is
transporting freight or proceeding to a place to pick up freight or returning after
having delivered freight. In other words, passengers may be carried when their transportation is merely incidental to the use of the vehicle as a freight-vehicle.
Order No. S2 of the Administrator of Services of the Wartime Prices and Trade
Board, issued March 3rd, 1942, was for the purpose of regulating retail deliveries and
prohibiting the retailer from making more than one regular delivery per day, and prohibiting special deliveries—although tliis did not apply to daily newspapers, fuel, and
certain other defined goods.
Order No. A-533 of the Administrator of Services of the Wartime Prices and
Trade Board respecting the transportation of milk and cream was issued December
29th, 1942, and required the granting of specific or general permits for transportation
of milk and cream prior to processing or bottling thereof. The general effect of this
order was to " freeze " the various milk collection routes as they existed during the
four weeks' period ending December 26th, 1942; power was also taken to rearrange
such routes with a view to eliminating dual transportation, and for this purpose
authority was given to establish Provincial or regional advisory committees comprised
of representatives of the Wartime Prices and Trade Board and representatives of
a Provincial Government and other persons.
RUBBER TIRE AND TUBE ORDERS.
The following is a brief summary of Order C S 4J of the Department of Munitions
and Supply respecting rubber tires and tubes:—
This is a comprehensive order restricting the sale of new, retreaded, and secondhand tires, and was necessary for the conservation of existing stocks of rubber as
a direct result of the cutting-off of the main source of raw rubber. Vehicles eligible
for new tires include those engaged in necessary public services, such as police cars
and fire-fighting equipment, as well as public vehicles licensed by Provincial or municipal authority used in regular service for the transportation of passengers and of
essential freight, but not including delivery to the ultimate consumer for personal,
family, and household use, except for the transportation of ice and fuel. New tires are
also available for trucks used for deliveries in connection with mechanical or structural
maintenance or repair of buildings or houses, and for the transportation of farm
products otherwise than to the ultimate consumer.
Retreaded tires are available for taxicabs and for U-drive vehicles and for trucks
engaged in retail delivery and trucks delivering consumer goods direct to the consumer.
Used tires are available to certain specified classes of persons operating their
vehicles in a private capacity.
CO-OPERATION BETWEEN PUBLIC UTILITIES COMMISSION AND
DOMINION GOVERNMENT CONTROLLERS.
As may be imagined, the foregoing orders had a marked effect on the administration of the " Motor Carrier Act " in this Province. Throughout the various orders
above referred to there are various provisos requiring that, in addition to any licences
or permits issued by the Dominion Government, the operators concerned must also
conform to the appropriate municipal and (or) Provincial licensing regulations; as an
example, regarding the operation of a taxi, not only would it be necessary to obtain
permit from the Dominion Government but also a municipal licence and a licence under
the " Motor Carrier Act" if operating outside a single municipality. I 10 "MOTOR CARRIER ACT.'
As soon as it was apparent that the motor-vehicle industry would be severely
restricted, the Commission laid down a policy of closest co-operation with the Wartime Prices and Trade Board and the Department of Munitions and Supply, and
instructed the Superintendent of Motor Carriers to keep in close touch with the local
representatives of these departments (the Regional Director of Transit Control of the
Department of Munitions and Supply and the Services Officer, Truck Control, of the
Wartime Prices and Trade Board), and this co-operation has existed to a gratifying
extent, thus avoiding an intolerable situation which might otherwise have occurred,
such as the granting of a permit or licence by the Dominion Government and the
refusal to grant such a permit by the Provincial Government or vice versa. Furthermore, the general public is saved much inconvenience by this arrangement.
No public or limited licences, or permits 'in lieu of same, have been issued or
extended by the Public Utilities Commission under the " Motor Carrier Act " without
the concurrence of the appropriate Dominion Government Controller, and, conversely,
the local Dominion Government representatives in British Columbia have not authorized additional services without first ascertaining whether the Public Utilities Commission concurs, having regard to public necessity. As an example of the extent, to
which this co-operation has been extended, in the case of permits (not licences) the
concurrence of the Services Officer, Truck Control, is usually obtained by telephone and
endorsed on the permit issued by the Superintendent of Motor Carriers, and the public
is thus saved any necessity of making a special trip to the Wartime Prices and Trade
Board offices.
Quite a number of points regarding Order A-314 required clarification and these
matters were taken up by the Commission with the Administrator of Services and were
all satisfactorily settled.
PASSENGER TRAFFIC.
One of the effects of the increased business activity in this Province has been an
increase in the demand for accommodation on buses. Three factors responsible for
this situation are (a) a large increase in numbers of service men and women travelling
on duty or on leave; (6) an increase in numbers of men and women (many residing
in the country) employed in war industries and on National Defence construction
projects close to the large centres of population; and (c) a general increase in the'
earnings of the entire population, resulting in there being much more spending-money
available than in peace-time. The bus companies have therefore been placed in the
position of endeavouring to meet this increased demand for services in the face of
war-time restrictions, shortages of equipment, and loss of experienced drivers. On
the whole it is considered that the bus operators of this Province have met this difficult
situation in a capable manner, although many adjustments have been necessary, as well
as some inconvenience to the public.
It has been necessary for the Motor Carrier Branch and this Commission to
co-operate very closely with the Regional Director of Transit Control of the Dominion
Government in order to facilitate changes in time schedules, routes, and equipment,
often at short notice. In all cases where such changes have been necessary, the companies concerned have been required to file proper time schedules or to obtain permits
or alteration of licences in the prescribed manner.
Instances where additional bus equipment was licensed to take care of very greatly
increased traffic are in the vicinity of Prince George and at Chilliwack (in both cases
on account of military camps) and on the Marpole-Sea Island run on account of the
aircraft construction plant. Additional bus equipment was also licensed in a number
of cases for the carrying of industrial workers by certain firms on vehicles owned by
the employers, such as Alberni Pacific Lumber Company, Northwest Bay Logging Company (both on Vancouver Island), and Boeing Aircraft of Canada, Limited (Marpole-
Sea Island). REPORT OF THE PUBLIC UTILITIES COMMISSION. I 11
As a result of a request made by the Transit Controller, in general, no public
passenger operator was permitted, during the summer, to recommence any service
which had been discontinued or restricted during the winter. The direct result of
this was that the following runs, which had been discontinued during the previous
winter, have not been resumed:—
Western Canadian Greyhound
Lines, Ltd Golden-Revelstoke via Big Bend
Highway.
Cranbrook-Kootenay Park-Banff.
B.C. Coach Lines, Ltd Vernon-Edgewood.
Salmon Arm-Revelstoke.
Sicamous-Revelstoke.
In the same manner, certain time schedules showing seasonal increase in bus service and special schedules to take care of holiday traffic were not permitted to be filed.
For the purpose of discouraging as far as possible unnecessary travel by motor-
bus, the practice of filing reduced bus rates for holiday seasons, such as Labour Day
and Christmas, was discontinued.
As a result of the Dominion Government order prohibiting ordinary charter trips
and sightseeing tours, a number of operators who previously held licences to operate
buses for charter trips only did not renew their licences; as, for example, Brewster
Transport Company, Limited, of Banff, Alberta, who previously held a number of
licences of this class for sightseeing in the National Parks, and the C. & C. Taxi
Service of Victoria who catered to the sightseeing industry.
One effect of restrictions respecting gasoline and tires was the receipt of applications for licences from persons who, apparently, were already operating, either part-
time or as a side-line, a local taxi service or transfer service in country districts
without benefit of motor carrier's licence. Such persons are unable to obtain appropriate gasoline privileges or tires unless they can show that they are duly licensed to
carry out the services which they claim to be giving.
PASSENGERS STANDING IN BUSES.
As a result of increased passenger traffic, coupled with reduced time schedules and
shortage of equipment, it became a practical necessity to permit standing passengers
to be transported on public passenger-vehicles to a greater extent than previously.
The question of allowing the transportation of standing passengers has always been
a difficult one.
The carrying of standing passengers is prohibited under the regulations unless
specifically permitted by the licence issued under the " Motor Carrier Act." Vehicles
are carefully inspected by mechanical inspectors of the British Columbia Police as to
the maximum allowable capacity for passengers, both seated and standing, particular
attention being given to head-room and safety appliances such as hand-grips or straps
and, except in cases of short runs, a stipulation is contained in the licence to the effect
that no passenger shall be required to stand for a distance of more than 15 miles or
for more than thirty minutes. Furthermore, standing passengers are not permitted
to be transported over certain routes or portions of same.
FREE PASSES ON PUBLIC PASSENGER-VEHICLES.
The regulations pursuant to the " Motor Carrier Act" prohibit the granting by
the operators of free passes other than for charitable or patriotic purposes, or to their
own officers and employees, except with specific approval of the Commission.
In view of the need for conservation of bus transportation to the fullest possible
extent, steps were taken requiring operators to file supplements to their tariffs showing I 12 "MOTOR CARRIER ACT."
all rules and regulations respecting the granting of passes, together with lists of names
of persons to whom passes are granted from time to time. Such supplements are, of
course, subject to approval of the Commission and carefully scrutinized.
This matter was also taken up with the Regional Director, Transit Control, Department of Munitions and Supply, who, in turn, took the matter up with the Transit
Controller, and the Commission was advised that it was not proposed by the Transit
Controller at that time to insist on the discontinuance of issuing passes, but that it
had been suggested to bus operators that free transportation should be reduced to
a minimum; further, that passes will be subject to the same restrictions as are imposed
on fare-paying passengers with respect to the 50-mile limitation.
POLICY REGARDING THE ISSUANCE OF TAXI LICENCES,
VICTORIA AND VICINITY.
The taxi situation in Victoria is unique in this Province, inasmuch as the sightseeing industry at Victoria was, prior to the war, an important and lucrative business.
Therefore, for a number of years it has always been the policy to restrict the number
of licences issued under the " Highway Act," and subsequently under the " Motor
Carrier Act," with respect to sightseeing vehicles operated beyond the confines of the
City of Victoria. If such restrictions had not been in effect, the way would have been
open for persons who are otherwise employed in the fall, winter, and spring to go into
the sightseeing business for the brief period May 24th to September 1st in order to
enjoy the cream of the busy tourist season, thereafter leaving the regular operators
to share what little sightseeing business was available during the remainder of the
year. The situation has now entirely changed. Firstly, sightseeing has been stopped
by order of the Dominion Government. Secondly, taxis are now restricted to operating
not more than 15 miles. Thirdly, there are now adjacent to Victoria several National
Defence establishments of the navy, army, and air force, the existence of which has
resulted in its becoming a practical impossibility to confine operation of a taxi entirely
within the city limits of Victoria and the municipal limits of Oak Bay and Esquimalt.
Fourthly, the number of taxis that may operate is " frozen " by Dominion Government
order, and no additional taxis may be put into service.
As a consequence, the Commission decided to lift the restriction with respect to
the number of taxis at Victoria which may be licensed under the " Motor Carrier Act "
for operation beyond the boundaries of Victoria, Oak Bay, and Esquimalt, but such
licences are issued for taxi work only and for a distance of not more than 15 miles.
The privilege of transporting sightseeing parties has not been included in these licences.
TRANSPORTATION OF INDUSTRIAL WORKERS.
The transportation of workers from their homes to their place of work and vice
versa has assumed an increasingly important place in the licensing of carriers for two
reasons, namely (a) there has been a large increase in the number of persons working
and (b) there has been a decrease in the number of private passenger-vehicles available
on account of gasoline rationing and inability of the owners to obtain new or retreaded
tires. Early during the year 1943 the Department of Munitions and Supply put into
effect a " War-time Industrial Transit Plan," a comprehensive arrangement designed
to provide orderly transportation of workers riding in private cars owned by fellow-
workers to and from industrial plants. The plan provided for the supply of the necessary gasoline and tire replacements for vehicles recognized and registered under the
plan. It being clear that compensation would be charged by the owner of the vehicles
for transporting these workers, it was decided, after conference with the Regional
Director of Transit Control, to exempt from the provisions of the " Motor Carrier
Act " any vehicle operating under this plan, and the necessary amendment to the regulations pursuant to the " Motor Carrier Act " was approved. REPORT OF THE PUBLIC UTILITIES COMMISSION. I 13
The foregoing arrangement, however, did not provide for a certain class of workers
who are not eligible for inclusion in the War-time Industrial Transit Plan, such as
temporary employees employed on airport construction or other essential war-work in
rural districts. Owing to the difficulty of obtaining responsible individuals to distribute monthly gasoline ration coupons, the application of the War-time Industrial
Transit Plan was impracticable in such cases. It was foreseen that this situation
would become more acute after April 1st, 1943, at which time a more restricted gasoline
rationing system would go into effect. Accordingly the Commission agreed to a plan
whereby licences or permits would be issued under the " Motor Carrier Act " to persons
transporting their fellow-workers in passenger-cars for compensation in cases of proved
necessity, subject to concurrence of the Regional Director of Transit Control. The
individual having received a licence or permit from this Department, duly endorsed
with the concurrence of the Regional Director of Transit Control, would then be able to
obtain sufficient additional gasoline to continue the operation of his vehicle. This
scheme did not, however, go into effect during the licence-year.
TRUCK TRAFFIC.
As previously reported, early during the year 1942 the Commission issued instructions to the Superintendent of Motor Carriers to the effect that additional licences for
public vehicles were not to be granted under the " Motor Carrier Act," except in cases
of proven necessity. This policy has been carefully followed by the Superintendent.
In quite a number of cases persons who have applied for new licences have later withdrawn their applications on being required to submit proof of necessity. In other,
cases applications have been refused on the grounds that necessity did not appear to
exist.
Despite the need for conservation of truck operations, however, cases arose where
it was found necessary to issue additional public or limited freight-vehicle licences,
almost exclusively because of the effect of the war on the transportation industry.
This was particularly noticeable in the Prince George and the Greater Vancouver
areas. At Prince George business activity was reported to have increased more than
twofold and there were not enough trucks available to meet public transportation
requirements. Here several additional public passenger-vehicle licences were applied
for and issued. In the Greater Vancouver area the majority of the larger carriers
found it necessary to apply for additional licences in order to accommodate the greatly
increased demands for transportation in connection with war industries, particularly
ship-building. In some cases the additional licence or licences applied for were with
respect to equipment already in operation within the City of Vancouver but not previously licensed under the " Motor Carrier Act," although in some cases additional
equipment was purchased, either new or second-hand. In all cases the applicants were
required to submit proof of necessity, giving comparative statements showing details
of tonnage hauled or gross receipts. In the majority of cases in the Greater Vancouver area the additional privileges or licences were restricted to transportation
directly in connection with war-work.
In general it may be mentioned that the effect of Order A-314 of the Wartime
Prices and Trade Board restricting the operation of " private commercial vehicles "
to within a distance of 35 miles has been to divert a considerable amount of additional
business to those public carriers not affected by the order, and it has been necessary
to keep this in mind when dealing with applications for additional public freight-vehicle
licences.
TRANSPORTATION IN CONNECTION WITH NATIONAL
DEFENCE PROJECTS.
As a result of the declaration of war against Japan, commencement was made by
the Department of National Defence on the construction of certain important defence I 14 " MOTOR CARRIER ACT."
projects in Western Canada, such as airfields, camps, and communications. Some of
these projects are of an extensive nature, requiring the use of a large number of dump
and other trucks, of which some were brought in from the Prairie Provinces, there
being an apparent shortage of dump-trucks in British Columbia.
The Commission usually had no information with regard to the location, extent,
or date of commencement of these works until the appearance on the ground of a contractor and a demand from truck-owners for licences or permits to operate their trucks
on these works.
During the year under review this contingency was dealt with, partly by licences
and partly by temporary permits issued by Inspectors employed by the Commission.
The issue of permits, however, did not really prove satisfactory, a good deal of extra
work being involved in renewing same, whilst the matter of filing a copy of contract
showing the rates to be paid was not satisfactory under the permit system. In some
cases the jobs were " cost-plus " contracts and therefore the Dominion Government
was vitally interested in the rates paid to these truckers by the contractors. Contact
was made with the resident inspecting engineer of the Department of Munitions and
Supply, and matters in this regard were eventually ironed out satisfactorily. While no
steps were taken by the Commission to set rates for hauling on any particular project,
no rates were accepted unless the Commission was satisfied that same were just and
reasonable and, in this connection, any departure from the already established schedule
of dump-truck hourly rates was only permitted in cases where it was considered that
the hauling conditions were such as to justify a different rate.
Commencing with the licence-year 1943-44, the Commission, with respect to the
operation of trucks on these National Defence projects, set the policy that, except for
jobs of very short duration, licences (short term, if necessary) were to be issued,
accompanied by a written contract or agreement as to rates, instead of permits.
When the hauling in connection with any of these projects is entirely within the
boundaries of one municipality, licences are not required under the " Motor Carrier
Act."
ALASKA HIGHWAY.
*
The regulations exempt from the provisions of the " Motor Carrier Act" any
vehicle operated in the extreme northern portion of British Columbia, including the
Peace River District. This exemption was made effective before the construction of
the highway to Alaska was even seriously considered. It is common knowledge that
the construction of this road by the U.S. Army has resulted in tremendous activity in
what was previously an almost uninhabited territory, and there has been a large and
increasing influx into this district of privately owned trucks and even buses, as well
as quantities of equipment, the property of the Government of the United States.
The Commission is of the opinion that any attempt to bring into operation the
licensing of vehicles under the " Motor Carrier Act " in this area at the present time
would not be wise. The matter would further be complicated by the fact that the
work is being undertaken by the United States Government. Accordingly no action
was taken by the Commission in this regard, but it is recognized that at some future
time, when the present urgency has passed, the question of regulation of bus and truck
traffic over this International Highway will require serious consideration and study.
CONDITIONAL CERTIFICATES.
Suitable provision is made in the regulations for exemption from the provisions
of the " Motor Carrier Act " of vehicles rented to and operated on behalf of the
Dominion Government (or Provincial Government or Government of the United States)
provided that a conditional certificate has been issued by the employee of the Govern- REPORT OF THE PUBLIC UTILITIES COMMISSION. I 15
ment authorized to hire the vehicles on behalf of the Government. These certificates
were used to a considerable extent during the year as follows:—
At Hope: In connection with the establishing of a camp for evacuated Japanese
nationals. It was necessary for the officials of the British Columbia Security Commission to have a free hand with respect to the transportation of passengers and
freight from Hope to the new Japanese camps on the Hope-Princeton Road. On the
arrival of a train-load it was important that nothing should interfere with the movement of the personnel, their baggage and food, while the construction of the camp
involved the transportation of a considerable quantity of lumber and other material.
This was clearly a case where the ordinary licensing provisions of the " Motor Carrier
Act " were unsuitable and where the matter could only be satisfactorily handled by
a responsible official at the rail-head.
At Revelstoke: In connection with the road-work carried out by the Dominion
Government for the purpose of employment of evacuated Japanese.
At Williams Lake: In connection with a "Pacific Communications Programme"
involving transportation of large quantities of poles and wire. This was also a situation where the number of trucks required could not be foreseen and it was therefore
left in the hands of the responsible official on the spot to issue the certificates as and
when required.
Conditional certificates were also used to a lesser extent with respect to the
trucking in connection with operation of certain mines operated by the Wartime Metals
Corporation of the Dominion Government, and in a few other isolated cases.
CARRYING OF PASSENGERS ON FRONT SEATS OF TRUCKS.
With restrictions on operations of private passenger-vehicles, there were increased
demands for permission to carry passengers on the front seats of trucks. While the
use of trucks for the purpose of carrying passengers is prohibited under order of the
Wartime Prices and Trade Board, this restriction was, later, eased to the extent that
passengers may be carried on the front seat when the vehicle is being used as a freight-
truck, but the vehicle may not be used for the purpose of transporting passengers only.
In a number of cases the Commission approved the transportation of passengers on
the front seat of trucks for compensation, it being recognized that this is a practical
solution to a difficulty which exists and has been aggravated in country districts.
EVACUATION OF JAPANESE NATIONALS.
A large number of Japanese nationals were the holders of licences not only for
operation of their farm-trucks, but also, in some cases, for transportation for compensation, particularly of agricultural products. The evacuation of these Japanese during
the early summer of 1942 had a marked effect on the small-fruit and berry industry in
the Lower Fraser Valley. A number of these farms were, however, taken up by Canadians and a good deal of adjustment was necessary in order to conserve, as far as possible, the crops which were then coming into fruition. The Pacific Co-operative Union
of Mission took over a large number of the trucks from the Japanese and limited freight
licences therefor were issued to the Co-operative Union.
STATEMENT OF LICENCES ISSUED.
A statement of the number of licences issued during the licence-year ended February 28th, 1943, is contained in Appendix B of this report and is in similar form to the
statement contained in the preceding annual report.    Comparison of the two state- I 16
MOTOR CARRIER ACT."
ments indicates very little change in the total number of licences issued, there being a
drop of only 1 per cent, in this figure. A very great reduction, however, will be noted
in the number of replacement licences issued (527 for the licence-year 1942-43 as
compared with 1,224 for the previous licence-year) 7 This drop is a definite indication
of the difficulty in obtaining new equipment arising out of the discontinuance of the
open marketing of new trucks. There is also a decrease of 220 (or 6 per cent.) in the
number of new licences issued; whereas the number of licences renewed increased from
9,352 to 10,134 (approximately 8 per cent.).
Dealing with the various classifications, an increase will be noted in the number of
new limited passenger-vehicle licences issued for buses. This is on account of additional licences issued for the transportation of industrial workers and includes such
licences respecting converted trucks.
Whereas during the previous licence-year 278 new licences were issued respecting
public freight-vehicles of all classes, the figure for the licence-year under review is
96 new licences issued. Taking the total number of new licences issued, together with
licences renewed for all classes of public freight-vehicles, there is a reduction of 108
licences for this class.
There was an increase of 558 (or approximately 6 per cent.) in the number of
private freight-vehicle licences renewed and new licences issued (excluding replacements) during the licence-year. This was, on the whole, surprising, but presumably
the effect of the restricting orders of the Dominion Government will be reflected in the
year 1943-44 by a decrease.
The following is an analysis of various classes of licences issued during the last
three years (comprising new licences and licences renewed, but not including replacements and transfers) :—
Kind of Licence.
Number of Licences  (New and Renewed).
1940-41.
1941-42.
336
344
403
508
1,606
1,678
620
717
5,085
5,657
3,853
4,252
1942-43.
Passenger (buses).
Passenger (taxis)..
Public freight	
Limited freight	
Private freight (ordinary) .
Private freight (farmers)...
351
521
1,580
799
5,998
4,469
Licences issued Free of Charge.
The figures for the total number of licences issued and renewed during the licence-
year 1942-43 include 85 licences issued free of charge under paragraph 1.2 of the regulations, covering transportation of industrial workers; licences issued to the Greater
Vancouver Water Districts and the Vancouver and Districts Joint Sewerage and
Drainage Board, and miscellaneous; also 40 public passenger-vehicle licences issued
for a flat fee of $5 or $6, pursuant to paragraph 3.72 of the regulations.
Number of Licences in Effect.
In reviewing the tabulation of licences issued shown in Appendix B it should be
remembered that the figures shown therein do not take into account licences which have
been surrendered or short-term licences which have expired and therefore do not give
a true picture of the total number of licences in effect from time to time. REPORT OF THE PUBLIC UTILITIES COMMISSION.
I 17
The following tabulation shows approximately the number of licences actually in
effect at the beginning of each month, taking into account licences surrendered or
expired, etc.
March, 1942
April 	
May 	
June 	
July 	
Approximate Number
of Licences in
Effect.*
6,842
9,866
10,552
11,237
11,603
August   11,905
September  ..  12,169
October   12,310
November    12,422
December  :  12,504
January, 1943  12,512
February  :  12,495
End of licence-year  12,488
* Namely, the number of licences issued, less number of licences surrendered or expired.
Monthly Record of New Applications received.
The following is a statement of the number of applications for licences of all kinds
recorded month by month and year by year since the inception of the " Motor Carrier
Act." The figures cover applications for new licences only and do not include applications for renewals or replacements:—
Month.
Number of New Applications recorded.
1940-41.
1941-42.
1942-43.
March, 1942      	
567
391
362
347
388
341
336
276
202
168
117
191
608
412
431
353
378
340
292
227
209
208
131
321
632
506
353
367
275
228
226
85
139
Totals   	
3,686
3,910
3,484
Number of Licences issued Annually, 1935-43, inclusive.
The following is the total number of licences issued under Part V. of the " Highway Act " and under the " Motor Carrier Act " respectively for the years stated:—
Licence-year. Licences issued.*
Part V., " Highway Act "   1935-36 1,672
1936-37 7,832
1937-38 11,148
1938-39 11,970
1939-40 12,427
" Motor Carrier Act "  1940-41 13,025
1941-42 14,635
                                                                               1942-43 14,425
* Including licences transferred.
2 I 18
" MOTOR CARRIER ACT."
Analysis of Number of Licences held by Various Individuals
and Firms.
An analysis was made with a view to ascertaining the average number of vehicles
operated by any one licensee (exclusive of owners of private freight-vehicles).
Naturally, no exact figures can be given as the number of licences in effect varies from
time to time. However, the following is an analysis made from the records as they
existed during February, 1943, and cover public freight and limited freight-vehicles
only, exclusive of passenger-vehicles.
Total Number of Vehicles
(Public or Limited Freight)
licensed in the Name of
any One Person or Firm.
Total Number of
Individuals or Firms
holding Public or Limited
Freight Licences.
1 vehicle   __ _ _. _ 	
  876
2 vehicles  ___ ___ _.._ _	
  159
3 vehicles	
     71
4—6 vehicles       _ __ _
            60
7—10 vehicles... _     .    _______
 '     21
11-15 vehicles __
9
16-?0 vehicles	
20-25 vehicles	
  Nil
       2
25-30 vehicles .	
 ___      2
Over 30 vehicles	
       1
From the above it may be concluded that 14 firms have fleets of more than 10
vehicles licensed as public or limited freight-vehicles under the " Motor Carrier Act,"
representing approximately 12 per cent, of the number of vehicles so licensed: further,
that 66 per cent, of public or limited freight-vehicles licensed under the " Motor Carrier
Act" are owned by persons or firms having only from 1 to 3 such vehicles licensed.
The average number of licensed vehicles per licensee is 1.7, while 73 per cent, of all
operators have only one (1) vehicle licensed as a public or limited vehicle. These figures
indicate the extent to which the freighting business in this Province is undertaken by
individuals and smaller firms, rather than by large corporations.
REVENUE.
A statement of revenue derived under the " Motor Carrier Act " for the licence-
year 1942-43 is included in the statement shown in Appendix B of this report. This
revenue amounted to $174,867.06, there being an increase of over $7,000 compared with
the revenue for the previous year. There was an increase not only in licence fees but
also in fees for temporary permits, of which a larger number was issued than last year.
The schedule on which fees are based was unchanged.
The following is a comparative statement of revenue for the past four years,
showing the various sources of revenue:—
Kind of Licence.
1939-40.*
194041.
1941-42.
1942-43.
$16,295.91
2,273.34
79,498.27
25,540.00
535.76
22.00
$18,369.50
4,040.77
89,093.03
33,032.81
2,426.14
85.70
$20,061.60
5,281.72
100,696.10
37,723.89
3,853.26
56.70
$18,999.30
5,402.38
104,139.81
39,939.39
Permits   	
6,360.88
25.30
Totals 	
$124,165.28
$147,047.95
$167,673.27
$174,867.06
* Denotes licences issued under Part V. of " Highway Act.' REPORT OF THE PUBLIC UTILITIES COMMISSION. I 19
SPECIAL PERMITS.
Reference has been made in previous reports to the need for the issuing of temporary permits covering seasonal transportation or special trips. Due in part to
extraordinary conditions caused by the war, particularly the need for delivery of
materials to the sites of National Defence projects and the operation of dump-trucks
in connection with the construction of army camps and airfields, there was an increase
in the number of special permits issued during the licence-year and in the revenue from
this source. The total number of permits issued during 1942-43 was 2,844 with a
revenue of $6,360, compared with 2,215 permits issued during the previous year with a
revenue of $3,853.
Summary of Special Permits issued during the Year 1942-43.
Class I. Permits (temporary operation, usually for a few days
only)   922
Class II. Permits for seasonal operation  (for thirty, sixty, or
ninety days)  :  914
Class III. Permits for operation of licensed vehicle temporarily
in a manner other than is authorized by the licence  734
Class IV. Permits for substitute vehicle when licensed vehicle is
disabled   254
Class V. Permits to farmers for transportation for compensation Nil
*Class VI. Permits for operation of school buses in connection
with   authorized   school   function    (issued   by   Provincial
Police)      20
* Owing to Dominion Government restrictions respecting charter trips the issuance of this class of permit has
practically ceased.    None were issued subsequent to April, 1942.
LICENCE REPORTS.
The Commission received from the Superintendent of Motor Carriers reports on all
cases of applications respecting licensing of public and limited vehicles, including new
applications, alteration of licences, and transfer of licences. In some cases these
reports were referred to the Commission for a decision. In other cases they were
forwarded with a notation thereon as to the decision of the Superintendent. During
the year the Commission received a total of 824 " licence reports " from the Superintendent, compared with 1,258 during the previous licence-year and 1,426 during the
licence-year 1940-41.
Copies of reports dealing with licensing of freight-vehicles have been furnished to
the Services Officer, Truck Control, of the Wartime Prices and Trade Board who, as
previously stated, is now consulted respecting all applications, except in the case of
certain routine applications such as licensing of trucks for hauling on Department of
National Defence projects.
REVISION OF LICENCES.
With the exception of licences in the Vanderhoof area, no general revision of
licences in any other area was necessary, this work having been undertaken during the
years 1940 and 1941. The revision of licences in the Vanderhoof area was made after
careful investigation, with a view to rearrangement of routes and territories among
the various operators in this area to provide adequate service. I 20 "MOTOR CARRIER ACT.
SUMMARY OF THE MORE IMPORTANT FINDINGS, DECISIONS, AND
RULINGS OF THE COMMISSION.
Freight Rates for Transportation over Private Roads.
The question arose whether a licensed carrier who has tariff filed under the " Motor
Carrier Act," showing rates on a mileage basis, must apply those rates in cases where
a portion of the hauling will be over a private road and a portion over a public road as,
for instance, in taking out logs or cordwood. In many cases these private roads are
difficult to negotiate; have poor surfaces and steep grades. The Commission ruled that
an operator may charge a premium in so far as hauling over a private road is concerned.
In other words, that the rates filed, unless otherwise stated, cover hauling on the public
highways.
Roads in Dominion Parks.
The question was considered whether vehicles operating entirely on the highways
in Dominion National Parks in British Columbia should be required to obtain a carrier's
licence under the " Motor Carrier Act," it being noted that such vehicles are required
to obtain a motor-vehicle licence under the " Motor Vehicle Act."
The Commission examined the " Banff-Windermere Road Agreement," which was
entered into in the year 1919 (at which time there was no legislation governing the
licensing of motor carriers issued in this Province). This agreement made provision
for the Province to continue to exercise its powers within the parks with regard to
licences and motor-vehicles. Though it might be assumed that, had the " Motor Carrier
Act" been in effect in 1919, motor carriers' licences would have been included, there
may be some doubt as to this. In view of all the circumstances and of the fact that
these vehicles are licensed by the Dominion Parks Department, the Commission did not
consider it advisable to press its rights in the matter of licensing these vehicles under
the " Motor Carrier Act," and it was decided to take no action in the matter.
Naturally, any vehicles which operate on roads outside the parks must be licensed.
U-drive Trucks.
The question of the status of U-drive or Drive-yourself trucks was again under
question, and the opportunity was taken to review the matter. The Commission
agreed with the submission of the Superintendent of Motor Carriers to the effect that
any person hiring a U-drive vehicle for his own use must, himself, apply for the proper
licence or permit under the " Motor Carrier Act" to cover the operation by him of the
vehicle, which operation is usually of a temporary nature. The U-drive company cannot be expected to be responsible for the manner in which the vehicle is operated while
it is out of its control. Therefore, there, is no way of licensing a U-drive firm with
respect to the operation by other parties of any of its vehicles under rental.
Private Freight-vehicles.
With regard to operation of private freight-vehicles—the question was raised by
the Services Officer, Truck Control, of the Wartime Prices and Trade Board—as to
whether the Public Utilities Commission would deal with applications for private
freight-vehicle licences on the question of " public convenience and necessity." The
Commission decided in the negative, feeling that the Dominion Government should
issue its own orders in this regard, as it had under Order A-314 previously referred to.
Details of certain Applications granted or refused.
E. A. Giffen.—This applicant transports daily newspapers for distribution in the
westerly portion of the Municipality of West Vancouver, travelling over a route served
by two scheduled public freight carriers—namely, Ferguson's Motor Transport Com-
I REPORT OF THE PUBLIC UTILITIES COMMISSION. I 21
pany and Houlden's Transfer. These firms made arrangements with Mr. Giffen to
transport freight on their behalf from their West Vancouver depots to points in the
westerly portion of West Vancouver, thus effecting a considerable saving by the
elimination of unnecessary motor-vehicle operation. A limited freight-vehicle licence
was issued to Mr. Giffen accordingly.
Bruce Motor Cartage.—This licensee operates public freight-vehicle service between Vancouver and New Westminster. On application, his licences were altered to
include North Vancouver as portion of the Vancouver terminal for the purpose of
delivering ship-building materials picked up in New Westminster and vice versa.
The application was approved subject to certain limitations, one restriction being
that no freight shall be transported from Vancouver to North Vancouver and vice versa.
Cyril C. Harrison.—Application was made by the above-named to operate a bus for
transportation of industrial workers between Cranbrook and Kimberley. This route
is already served by Star Stages and it appeared that if further service was necessary
Star Stages were the logical party to provide it.    The application was not approved.
Island Freight Service, Limited, and George H. Jones.—Application of the Island
Freight Service, Limited, for transfer to themselves of two public freight-vehicle
licences covering scheduled public freight-vehicle service between Victoria and Sooke
was approved. The Island Freight Service was already to a large extent serving the
same territory as Mr. Jones, resulting in a dual operation.
R. H. Holt.—A Class II. public freight-vehicle licence was granted to R. H. Holt,
d/b/a " Cordova Bay Freight," for scheduled public freight service between Victoria
and Cordova Bay, being an extension of his service previously confined to the exempted
area, the extension being beyond the 5-mile circle to Cordova Bay and Sayward Beach.
Seattle-Vancouver B.C. Motor Freight, Ltd.—This firm, which operates six vehicles
in scheduled public freight-service between Vancouver, B.C., and Seattle, Wash., applied
for permission to reroute their vehicles, northbound, via Sea Island when necessary for
the purpose of delivering through shipments of freight consigned to Boeing Aircraft
of Canada, Limited, instead of bringing the freight into Vancouver and reshipping
from that point. It being shown that an actual saving of mileage would result, the
application was approved, subject to restriction as to minimum loads when operating
via this route.
(Mrs.) Alice Ingham.—This licensee operates several sedan cars in public passenger-service between Port Alberni and Alberni and to Somass Bridge; the vehicles
were also licensed to be operated as taxis; approval was given to her application to
delete the taxi privileges from the licences and to include in the licences permission
to transport express freight between Alberni and Port Alberni.
Dorrell Shovar.—A limited passenger-vehicle licence and a Class III. public freight-
vehicle licence were issued to this applicant for operation of taxi service and public
freight service in the McBride area. No carriers' licences had previously been issued
in this territory; this being one of the points which had not previously been brought
under the " Motor Carrier Act."
Percy V. Kinnee.—Approval was given to transfer from Harold R. Stoddart to
P. V. Kinnee of three Class III. public freight-vehicle licences, which licences permitted
transportation of freight for residents of the New Westminster district, non-scheduled
service.
Dan McClure's Taxi, Ltd., and Blue & White Transportation Co., Ltd.—Alteration
in limited passenger-vehicle licences held by these firms was made in order to provide
for the supply by these companies of two cars each for " Airline Limousine Service "
between Vancouver and the Airport on Sea Island via a defined route.
Pacific Co-operative Union of Mission.—Owing to the evacuation of Japanese
nationals from the Lower Mainland, it became necessary for this Co-operative Union I 22 "MOTOR CARRIER ACT.1
to take over a number of trucks previously owned by the Japanese with a view to
preventing the loss of the berry and small-fruit crop. The necessary limited freight-
vehicle licences were issued to permit of transporting fruit and agricultural supplies
for growers who are members of the Pacific Co-operative Union, and also to transport
persons employed as agricultural workers on farms of these members.
Harley T. Munro.—Additional public freight-vehicle licences were issued to this
operator respecting a twenty-nine-passenger bus and a sedan car in connection with
public passenger service which this operator supplies between Marpole in Vancouver
and the Sea Island Airport. This increase in equipment was necessary because of the
increased flow of traffic to Sea Island, largely due to war industry.
Hole & Clarke Transportation Company, Ltd.—This firm operates public passenger-
vehicles and taxis as well as a freight-service between Coal Harbour and Hardy Bay,
on the north end of Vancouver Island. Whilst the operation was already in existence,
licences under the " Motor Carrier Act " had not previously been issued, but the matter
was fully investigated by our Inspector and the necessary licences were then applied for
and approved.
P. A. Noullet.—Application was made by the above-named for a public and limited
passenger-vehicle licence to operate from Jasper, Alberta, to Rainbow or Tete Jaune,
B.C., a distance of 44 miles. The highway parallels the Canadian National Railway
for the entire distance; the highway is passable although still under construction.
The application was refused on the grounds that public passenger service by road is not
necessary at the present time.
Barkerville Stage Lines (Wade & Tufjiey).—Application was made to file and put
into effect passenger time schedule No. 4, cancelling schedule No. 3, respecting passenger and express service between Quesnel, Wells, and Barkerville, by eliminating the
additional trips on Tuesdays and Fridays (then in effect) on the grounds of economy
of operation. This application was not approved, as it was felt that the proposed time
schedule would divert passengers from the railway to the Prince George-Ashcroft
buses at a time when it was not considered advisable to encourage additional travel by
motor-vehicle. In due course, however, a further schedule was filed which had the
desired result of eliminating the extra trips on these train days (Tuesday and Friday)
and yet providing reasonable connections with the trains, and the revised schedule
No. 5 was approved.
Traders Transport Service, Ltd.—Four limited freight-vehicle licences were
granted to this Company for transportation of canned fish and cannery supplies for the
Canadian Fishing Company, Limited, between Vancouver, North Vancouver, New
Westminster, and Steveston. A later application from this Company for a Class. III.
public freight-vehicle licence to transport certain named commodities, including canned
food stuffs, for individuals or companies storing goods in warehouses operated by
Traders Service, Limited (an allied company) was not approved, as it was not considered that public convenience and necessity had been shown for this service.
Albert Goglin.—Licences were granted to this applicant respecting two buses for
scheduled public passenger service between Prince George and the airport and army
camps at Prince George, with a similar licence for a sedan car. A very great increase
in population and activity at Prince George necessitated the authorization of this
service.
Pease Van and Storage.—An application for a Class III. public freight-vehicle
licence to cover transportation of household goods and to undertake piano and refrigerator deliveries within the Greater Vancouver area was refused. The sum and substance of the applicant's representation was that lately he had been unable to obtain
such quick service from licensed carriers as previously. The delays, however, did not
appear to be excessive, possibly a matter of a few hours or a day, and it was considered
that public necessity had not been proved on this application. REPORT OP THE PUBLIC UTILITIES COMMISSION. I 23
Fred Beach, Burns Lake.—This applicant was formerly licensed to provide scheduled public freight-service between Vancouver and Francois Lake and also to give local
service in the Burns Lake-Francois Lake area. His application to delete entirely the
scheduled service between Vancouver and Francois Lake was approved. While this
service may have been a convenience it was not a necessity at this time.
R. W. Keery.—Application was made by Mr. Keery (who is the holder of three
Class III. public freight-vehicle licences) for transfer to himself from Brown Transfer
Company, Cloverdale, of a public freight-vehicle licence permitting scheduled service
between Vancouver and points in Surrey Municipality. After consideration of the
evidence it appeared that the Brown Transfer had recently done very little public hauling on schedule, and the application was not approved. However, an adjustment was
made in Mr. Keery's licences to include certain hauling that Brown's Transfer had
previously done, the latter company having sold the vehicle and discontinued the
scheduled service.
George F. Shaw.—Application for transfer to himself from Glen J. Morris of two
public freight-vehicle licences covering scheduled service between Nelson and Creston,
including service to Crawford Bay, was approved. This service is necessary as it
serves a district on the east side of Kootenay Lake which is not served by the railway.
C. R. Greenaivay.—Transfer to himself from Edward P. Stokes (deceased) of a
public freight-vehicle licence authorizing scheduled public freight service between
Surrey Municipality and Vancouver was approved. Mr. Greenaway had been operating the business on behalf of the widow, subsequent to the death of Mr. Stokes.
Cuthbert Motors, Ltd.—A Class I. public freight-vehicle licence was issued to this
applicant for scheduled public freight service between Nelson and Bonnington via
Blewitt, with permission to carry two passengers on the front seat of the licensed
vehicle. The previous operator, F. Soloveoff, had surrendered his licence. In his
original application the applicant filed higher rates than his predecessor. These were
not accepted. He later filed rates the same as his predecessor, the question of any
increase to be dealt with as and when applied for.
Frank Beban Lumber Company, Ltd.—This firm made an application to file a tariff
respecting an increase in contract rates for hauling coalfor the Canadian Collieries
(Dunsmuir), Limited, from No. 8 Wellington Mine and Extension Prospect Mine to
Nanaimo. The contract rates in effect were 78 cents per long ton and 55 cents per
long ton respectively. The applicant requested increased rates of $1 per short ton and
55 cents per short ton respectively.
After careful investigation of the Company's operations and books, the Commission made an order, concurred in by the Wartime Prices and Trade Board, approving
of an increase of rate for hauling coal from No. 8 Wellington Mine to Nanaimo from
78 cents per long ton to $1 per long ton, retroactive to November 12th, 1942; but subject to the keeping by the Company of proper statistical records of the costs of hauling
and subject to a review of these records by the Commission in due course.
S. W. Wilson.—A public passenger-vehicle licence was granted to S. W. Wilson, of
Milner, to operate an eight-passenger sedan between Langley Prairie and points in
Langley Municipality. This operation had been in effect as a rural shopping service
for some time, but had been classed as a taxi business. Objection from the B.C. Motor
Transportation, Limited, was not considered justified in view of the fact that the
operation had been in effect for more than two years and that no new rights were
applied for but only reclassification in order to comply with certain war-time
regulations.
Neal Evans Transportation Company, Ltd. — This Company operates a public
freight-vehicle service in the Bridge River district. They applied for two limited
freight-vehicle licences to undertake transportation of general freight for Bralorne I 24 "MOTOR CARRIER ACT.'
Mines, Limited, in the Vanderhoof area. This being an operation under contract, the
application was approved. Later this Company applied for public freight-vehicle
licences to operate from Fort St. James to Vanderhoof and to Pinchi Lake, as well as
non-scheduled service in the area north of Vanderhoof. This application was not
approved, as similar service was already being provided by other duly licensed carriers
in the district.
British Columbia-Seattle Transport (Haverso & Merlino).—This firm holds public
freight-vehicle licences to operate two vehicles in scheduled public freight service
between Seattle and Vancouver, as reported on page 17 of the second annual report of
this Commission. They applied for an additional licence for scheduled service and also
for non-scheduled service for special trips.
The applicants were required to submit figures of their loadings of freight. An
examination of these figures, which covered a period of more than two months, indicated that the licensed vehicles were not being used to the full extent of their capacity;
consequently the application was not approved, as evidence had not been submitted
showing necessity for the extra licence applied for.
Ken's Delivery & Trucking, Ltd.—This Company operated three public freight-
vehicles for non-scheduled service at Penticton. They withdrew from this business
entirely. Application was made for limited freight-vehicle licence respecting one of
the vehicles for transportation of logs in the Kettle Valley area in the name of Chester
Kenneth Johnson, a member of the firm.    This application was approved.
Johnston Brothers & Byrnell.—This firm operates several vehicles in scheduled
public freight service between Vancouver and Kelowna via Princeton and Penticton.
Earle Chase d/b/a Triangle Transport Company held a licence for a scheduled public
freight service between Vancouver and Merritt (see page 14 of the second annual
report of this Commission). The licences of Johnston Bros. & Byrnell restricted them
from serving the territory west of and including Boston Bar, which area was served
by Chase. The latter wished to withdraw his services as, chiefly on account of the
cessation of the tourist business, his freight business had dropped to a point where it
was no longer profitable. Johnston Bros. & Byrnell therefore applied for transfer of
Chase's licence to themselves, which was approved. The vehicle, however, was withdrawn from this service, as Johnston Bros. & Byrnell were able to render what service
was necessary between Yale and Boston Bar with the trucks already operating from
Vancouver to Kelowna, and Chase's vehicle was used by them to replace one of the'
vehicles operating on their Vancouver-Chilliwack run, for which they also hold licences.
Delta Freight Lines.—This firm operates scheduled public freight-service between
Ladner and Vancouver and non-scheduled service for the public in Delta Municipality.
Application was made for extension of the non-scheduled privileges to cover transportation of brick and tile from Haney to Ladner. Investigation disclosed no public necessity for granting this additional privilege and it was not approved.
Public Freight Service between Vancouver and New Westminster. — Terminal
Cartage Company, Limited, King's Motor Cartage, and Bruce Motor Cartage Company
all operate scheduled public freight-service between Vancouver and New Westminster,
and these firms applied for permission to make deliveries to South Westminster (on
the south side of the Fraser River) within a distance of 1 road-mile from the toll-gate
at south end of the Pattullo Bridge. This was approved for freight picked up in the
City of Vancouver or for pick-up of freight at South Westminster to be delivered to
the City of Vancouver, but only for emergency shipments, when specifically ordered by
the shipper or consignee. This avoided unnecessary labour in transferring freight
from one truck to another at New Westminster.
R. J. Barber d/b/a Snappy Service Truck Lines.—This applicant applied for and
received permission to cease giving public freight-service between  Vancouver and REPORT OF THE PUBLIC UTILITIES COMMISSION. I 25
Nelson via Trail.    This service was, to some extent, a public convenience, but was not
a public necessity.
Vanderspek Transportation.—This firm operated seven vehicles in public freight-
service between Vancouver and Kelowna via Kamloops. They applied for and received
permission to cease giving this service as from February 1st, 1943. The service was
an undoubted convenience to the public at Kamloops, Salmon Arm, Armstrong, Enderby,
Vernon, and Kelowna, but was not a public necessity, these points being served by one
and in some cases two railway-lines.
White Transportation Company, Ltd.—This firm operates four vehicles in scheduled public freight-service between Vancouver and Kelowna. On learning of the cessation of service by Vanderspek Transportation Company (see preceding paragraph)
White Transportation Company, Limited, applied for seven additional public freight-
vehicle licences, to be operated between Vancouver and Kelowna.
The evidence at hearing indicated that both the Canadian National Railway and
the Canadian Pacific Railway have daily way-freight service to Kamloops, Salmon Arm,
Vernon, and Kelowna, that there is no shortage of space in the railway-cars and no
shortage of cars. There is also daily railway express service via both lines to Kamloops, Armstrong, Vernon, and Kelowna, and by one line to Salmon Arm and Enderby.
The Commission considered that freight can move by railway without undue restriction, that the railway express service is actually somewhat faster than the truck service
(if more expensive) ; and that in view of the present necessity of conserving motor-
vehicle equipment, tires, and rubber there was no public necessity for the maintenance
of the present truck-freight service to the previous full extent. The application was
therefore not approved.
O.K. Valley Freight Lines, Ltd.—This firm operates scheduled public freight-
service between Osoyoos and Armstrong via Penticton, Kelowna, and Vernon. They
applied to extend their northerly terminus to Salmon Arm, chiefly for the purpose of
undertaking transportation for firms who previously operated their own vehicles as
private freight-vehicles, but whose operations are now restricted to 35 miles by Order
A-314 of the Wartime Prices and Trade Board. The only service available at the time
between Vernon and Salmon Arm was the express service given by Salmon Arm Coach
Lines (Hooper & Son) on their passenger bus.
Previous applications for licences to operate a service from Salmon Arm to Vernon
are on record from the B.C. Coach Lines, Limited (who are already licensed to operate
between Kamloops and Vernon and between Kamloops and Salmon Arm). In this
instance, however, the latter company did not oppose the application of the O.K. Valley
Freight Lines, Limited. Later the Vernon-Salmon Arm Coach Lines withdrew their
objection on the understanding that O.K. Valley Freight Lines, Limited, would restrict
their operation to transporting shipments of not less than 200 lb. in weight, except
such shipments of less weight which, owing to their nature, cannot be transported on
a passenger bus.    The application was approved.
Northwest Bay Logging Company, Ltd.—Application was made by this Company
for four limited passenger-vehicle licences respecting four buses to transport their own
employees from Nanaimo and from Parksville to their operations at Northwest Bay,
near Nanoose and vice versa. The application was opposed by Robert Main, of
Nanaimo, who held licences which specifically permitted him to transport employees
of Canadian Robert Dollar Company, which operation had recently been taken over by
the Northwest Bay Logging Company, Limited. Main transports school children south
to Nanaimo on the return trip in the mornings and vice versa in the afternoons, and
therefore there was some justification for allowing him to continue the operation of
one of his buses on the grounds of economy. The outcome of the matter was an agreement by the Northwest Bay Logging Company, Limited, to employ one of Main's buses,
3 I 26 "MOTOR CARRIER ACT."
subject to satisfactory service being given.    The licences were then granted to the
Northwest Bay Logging Company, Limited.
Seymour Trucking Company, Ltd.—This firm, recently incorporated, applied for
a limited freight-vehicle licence to transport rivets, nuts, and bolts from North Vancouver to points in Vancouver City. Investigation disclosed that there were unquestionably sufficient trucks already licensed to carry out this transportation and accordingly the application was not approved on the grounds that public necessity had not
been established.
King's Motor Cartage.—This Company operates a large number of vehicles in
scheduled public freight service from Vancouver to New Westminster and Fraser Mills,
and from Vancouver to Port Moody and loco. They applied for four additional licences
for similar service. The applicant did not appear at the hearing and was not represented.    The application was therefore not granted.
Martens & Neufeldt.—This firm, which holds licences for non-scheduled public
freight-vehicle service in the Yarrow district, applied for alteration of licences to transport store merchandise for certain stores at Yarrow between Vancouver and Yarrow,
which is in Chilliwhack Municipality. There are four public freight-vehicle services
running daily to Chilliwack—namely, the B.C. Motor Transportation, Limited; Chilliwack Cartage Company, Limited; Johnston Bros. & Byrnell; and Russell Stallard.
None of the trucks, however, operate via Yarrow but follow the main highway to Chilliwack. Residents in Yarrow have mostly been required to proceed to Chilliwack to
pick up freight at the truck-line depots. The B.C. Electric Railway Company, Limited,
operates daily to Chilliwack via Yarrow but the freight rates to Yarrow are higher
than the Chilliwack rates although the distance is less. It was stated at the hearing
that the lower rates to Chilliwack are on account of truck competition. The Commission does not control the rates of the Railway Company.
It was not considered desirable to allow the applicants (Martens & Neufeldt) to
make special trips to Vancouver, having regard to necessary conservation at this time.
On the other hand, it was considered desirable that the residents of Yarrow should
have a freight service from Vancouver, and Chilliwack Cartage Company agreed to
route one truck from Vancouver to Chilliwack via Yarrow twice weekly. Accordingly
the application of Martens & Neufeldt was not approved.
Armitage and Pederson and Johnston Bros. & Byrnell.—N. Armitage held a licence
for public freight service between Hedley and Princeton. Messrs. Salting and Pederson held a similar licence for scheduled service between Hedley and Penticton. There
was no through public freight service from Penticton to Princeton, although there
was an interchange of freight at Hedley between these two operators. Johnston
Bros. & Byrnell operate over the route as part of their service from Vancouver to
Kelowna, but this firm is not permitted, under their licences, to pick up freight at
Princeton east-bound nor to deliver freight until after leaving Princeton west-bound.
On account of Order No. A-314 of the Wartime Prices and Trade Board, restricting the operation of private commercial vehicles to within 35 road-miles of the registered address of the vehicle, certain firms, particularly F. R. Stewart Company, Limited, of Penticton, and Princeton Brewing Company, Limited, found that they were
unable to continue their long-distance deliveries with their own trucks and, accordingly,
there was a need for a through public freight-vehicle service from Penticton to Princeton and vice versa.
Two applications were received—namely, (a) an application from N. Armitage
and C. Pederson to combine their separate operations (Penticton-Hedley and Hedley-
Princeton) into one operation from Penticton to Princeton daily, with extension to
Allenby and Copper Mountain as and when required, using the two vehicles already
licensed, and (b) an application from Johnston Bros. & Byrnell for a limited freight-
vehicle licence to cover the transportation of certain named commodities for F. R. REPORT OF THE PUBLIC UTILITIES COMMISSION. I 27
Stewart Company, Limited, Princeton Brewing Company, Limited, and O.K. Valley
Freight Lines, Limited, between Princeton and Penticton, it being the intention of
this firm to purchase and use a truck owned by F. R. Stewart Company, Limited.
After careful investigation and consideration, the application of Armitage and
Pederson for through service between Princeton and Penticton, with extension to
Allenby and Copper Mountain, was approved, and the application of Johnston Bros. &
Byrnell was not approved. The reasons for making this decision were, in part, that
Armitage and Pederson already had the privilege of operating, respectively, over portions of this route and, therefore, are entitled to first consideration respecting new
business which had arisen; and further, that the licensing of an additional vehicle
was eliminated and that no additional vehicle-mileage was involved.
Details of Licences suspended or cancelled.
Harold Forsmo.—The limited passenger-vehicle licence held by Harold Forsmo, of
Port Alberni, respecting operation of a taxi was cancelled by the Commission under
date of July 15th, 1942, "after holding a public hearing as required by the " Motor
Carrier Act." The grounds for cancellation of this licence were that the licensee was
not exercising the rights and privileges granted in the licence and also was not providing adequate and efficient service  (section 11  (2)   (b) of the "Motor Carrier Act").
(Mrs.) Marion Tessier.—The Class III. public freight-vehicle licence held by Mrs.
Marion Tessier, of Merritt, was suspended under date of December 17th, 1942, on the
grounds that the. vehicle for which the licence was issued was not licensed under the
" Motor-vehicle Act." Information having been received that public service was not
being given under the licence, the Commission ordered a hearing to be held on the
question of cancellation of the licence. The result of this hearing was that Louis A.
Tessier then applied for a licence on a different vehicle, replacing the vehicle on which
his wife had previously held a licence, and accompanied this application with a guarantee to keep the vehicle at Merritt and to give service. Accordingly a licence was
granted to Louis A. Tessier.
MEETING OF HIGHWAY OFFICIALS AT REGINA.
During the month of October, 1942, the Chairman of the Public Utilities Commission and the Superintendent of Motor Carriers attended a meeting at Regina of the
members of Highway Traffic Boards or Commissions of the four western Provinces,
which meeting was also attended by Mr. Gray, Transit Controller of the Dominion
Government, and Mr. Male, Assistant to the Administrator of Services of the Wartime
Prices and Trade Board. Various matters of common interest affecting the licensing
of carriers were discussed, together with matters arising out of the various restricting
orders of the Dominion Government.
HEARING OF THE PUBLIC UTILITIES COMMISSION
AT KELOWNA.
As a result of representation having been made to the Commission by the B.C.
Fruit Growers' Association to the effect that the granting of permission to farmers to
haul fruit and growers' supplies to and from the farms or orchards of their neighbours
would result in a material saving in rubber and gasoline and would effect other
important economies, a hearing was held by the Commission at Kelowna on May 15th,
1942. Attending this hearing were all members of the Commission, together with the
Superintendent of Motor Carriers. The hearing was also attended by Mr. E. V. Ablett,
Services Officer, Truck Control, of the Wartime Prices and Trade Board, who is largely
concerned with the question of conservation and economy of truck operation. I 28 " MOTOR CARRIER ACT."
The following organizations were represented at the hearing: Transportation
Committee of the B.C. Fruit Growers' Association; Interior Vegetable Market Board;
Okanagan Valley Motor Vehicle Owners' Association; Kelowna Growers' Exchange;
Glenmore Fruit Growers' Association; Rutland local branch, B.C. Fruit Growers'
Association; South and East Kelowna local branch, B.C. Fruit Growers' Association;
Central Okanagan Vegetable Growers' Association; and B.C. Fruit Shippers, Limited.
Briefs were presented as follows:—
By the B.C. Fruit Growers' Association, regarding the economic use of farm-
trucks for the conservation of rubber, gasoline, and man-power;
By the Transportation Committee of the B.C. Fruit Growers' Association,
regarding modification of regulations requiring grower-truckers to provide seats in trucks when transporting farm-workers to and from their
work;
By the B.C. Fruit Shippers, Limited, dealing generally with the question of
permitting  operators   of  packing-houses,   owning  trucks,  to  undertake
transportation of fruit and vegetables for reshipment, and specifically
with respect to applications for two such licences, one at Vernon and one
at Summerland.
Following the presentation of these briefs, the various questions were thrown open
for discussion and evidence was given by interested parties.
With regard to the question of seats in trucks: the evidence was to the effect that
the transportation of orchard-workers by truck was necessary for the thinning and
harvesting of the fruit-crop, and that the labour involved in fixing seats into the trucks
in the morning and again at night was extensive. As elsewhere set out in this report,
the regulations were duly amended to permit of farm employees being transported in
trucks to and from their work without the necessity of fixed seats being provided, but
it is still necessary that adequate side and end boards be provided in such cases.
With respect to the " economic use of farm-trucks for the conservation of rubber,
gasoline, and man-power," there was a lengthy discussion. It was claimed that the
granting to farmers of permission to transport their neighbours' supplies and produce
would have the result of reducing the number of trucks operating at any particular
time. However, it appeared that there would be very little saving unless the movement
of trucks was carefully controlled. Representatives of the commercial truckers were
of the opinion that the commercial haulers were in a better position to regulate the
movement in the most economical way with their own trucks. It was apparent that no
definite plan had been decided on by the representatives of the growers, and it was
suggested that the necessary control might be effected by the local branches of the
B.C. Fruit Growers' Association or by the packing-house firms. At the conclusion of
the hearing the Chairman summarized the matter as follows: (1.) That to conserve
gasoline and rubber it is necessary that truck operations be reduced. (2.) If this is
to be done, should the farmers be allowed to make a charge for the hauling; and, if so,
on what basis? (3.) There must be proper control. The representatives-were advised
that the Commission would be prepared to receive and consider any plan or plans
designed to conserve the use of gasoline, rubber, man-power, and equipment under some
group arrangement whereby the use of trucks would be properly controlled, and the
Commission intimated that such plans might be formulated and submitted by the B.C.
Fruit Growers' Association as well as by packing-house firms and possibly by the commercial truckers. The Commission undertook to study any plan or plans received with
a view to arriving at an equitable decision. The following organizations, etc., made
suggestions to the Commission, namely: Okanagan Motor Vehicle Owners' Association;
Ken's Trucking and Delivery Company, Limited; Rutland, Oliver, Salmon Arm, Okanagan Mission, South and East Kelowna, Glenmore, Vernon, Ellison, Coldstream, Peach-
land, and Kaleden Locals of the B.C. Fruit Growers' Association. REPORT OF THE PUBLIC UTILITIES COMMISSION. I 29
Having studied the various proposals, the Commission made a decision which was
summarized in a letter dated June 6th, 1942, to the interested parties as follows:—
" Further to our conference in Kelowna on May 15th, with reference to the relaxation of regulations governing ' K ' plates, and following a careful study of the recommendations made on our request by the various interested parties, we have had a
conference with the Regional Transportation Director, and the conclusion has been
arrived at that relaxation of these regulations is not necessary to an essential programme of conservation of gasoline and rubber in the Okanagan Valley.
" Further study is being given this matter, with a view to developing a programme
of conservation, and the Regional Transportation Director will be communicating with
you."
With regard to the application of B.C. Fruit Shippers, Limited, it was felt that
this was a matter of an individual application and was not, therefore, of general
interest to the meeting as a whole.
HEARINGS OF THE SUPERINTENDENT OF MOTOR CARRIERS.
Forty-three hearings respecting 133 applications were held by the Superintendent
of Motor Carriers in Vancouver during the year. This was a reduction both in the
number of hearings and the number of applications heard compared with the previous
year, due largely to a reduction in the number of more important applications received.
As elsewhere stated, there was a noticeable falling-off in the number of objections
received or made at these hearings.
Naturally, in cases where an application involves operations in the Interior, it is
usual for the representations to be made in writing, rather than in person. The
system of sending out notices of hearings, however, has the result of fixing the last
date for representations to be made and is a convenient method of giving notice of the
application to interested parties.
The following is a statement of the number of hearings held by the Superintendent
of Motor Carriers in Vancouver during the year:—
Number of       Number of
Month. « Hearings.      Applications.
March, 1942   5 25
April   4 20
May  3 10
June   5 13
July   3 8                !
August   4 9
September   3 10
. October  3 9
November  2 3
December   3 8
January, 1943  5 11
February  3 7
Totals _,  43 133
TARIFFS AND TIME SCHEDULES.
Attached (Appendix D) is a copy of the report of the Acting Rates Examiner
which shows good progress in the filing of tariffs of rates and time schedules by
carriers who have been tardy in this matter. In many cases it is necessary for a
carrier, in submitting a proper tariff, to revise the entire basis of his charges, and it
was therefore necessary to scrutinize carefully all tariffs filed in order to ensure that
no increases in rates were involved. I 30 "MOTOR CARRIER ACT.:
It is clear that the cost of operating motor-vehicles has increased to some extent.
These increased costs are not confined merely to running expenses, such as higher
prices for gasoline, but are the result of an accumulation of increases which some
carriers claim reach a considerable figure and include increases in the cost of repairs,
parts, and tires, increased wages of employees through payment of cost-of-living bonus,
and certain new costs such as unemployment insurance and higher taxes. Furthermore, there is difficulty, sometimes almost an impossibility, of obtaining new equipment and new parts. There is the loss of time and increased expense occasioned by
reduced speed of travel; loss of time at business premises where loading or unloading
of goods has to be effected under the handicap of a shortage of labour and congestion
of vehicles, with corresponding increased expense to the carrier. The carriers are
also experiencing difficulty in obtaining experienced drivers and, where inexperienced
drivers are employed, expensive accidents or losses are likely to occur.
Despite the foregoing difficulties, there has not so far been any general demand by
the carriers for permission to increase their rates. A few isolated applications have
been dealt with under the agreement existing whereby this Commission forwards any
such application to the Wartime Prices and Trade Board for consideration where the
Commission is of the opinion that an increase in any particular case is justified.
Prior to the war, competition between carriers was keen and it was not unusual for
one carrier to underbid another for the purpose of obtaining business, particularly in
the case of specialized hauling of one particular commodity for one company over
a considerable period of time. This has resulted in reducing the margin of profit to
a point where, now that costs have risen, the operation may be a losing proposition.
At least one application for an increase in rate, now under consideration, comes within
the foregoing category.
The most important application for a rate increase considered by the Commission
was that of Frank Beban Lumber Company, of Nanaimo, respecting rates for hauling
coal under contract. This is reported in some detail elsewhere in this report and in
the report of the Rates Examiner.
There has been co-operation between the Motor Carrier Branch and the Audit
Branch of the Dominion Treasury Department with respect to the rates charged by
carriers for transporting materials purchased by the Dominion Government for
National Defence projects. The fact that rates are carefully checked by the said
Audit Branch before the bills are paid has brought home to the carriers, particularly
in the Vancouver area, the necessity of having their rates properly filed under the
" Motor Carrier Act." Those who have been tardy in filing their rates, having no
rates filed, have found that they are not in a position to establish any claim they may
have for a rate higher than the lowest rate available, whereas those carriers whose
rates are on file may be in a position to prove that the rates charged by them are in
accordance with their charges established prior to the effective date of the price
ceiling. The Audit Branch of the Dominion Treasury Department has been very
reasonable, but naturally has been careful to ensure that the price ceiling was not
exceeded by any carrier and, in this connection, the Motor Carrier Branch has, whenever required, supplied the Dominion Government Audit Branch with details of rates
filed by any carrier in question, and of rates filed by other carriers respecting similar
hauling. When rates are not on file, the carrier has been requested to file same
immediately.
The matter of " delivery charges " added by manufacturers to accounts for lumber
and other materials supplied by them to National Defence projects was under consideration. In some cases the deliveries are made in vehicles owned by the manufacturers
and licensed as private freight-vehicles. In other cases the deliveries are performed
by licensed commercial carriers, engaged by the manufacturers.    The " Motor Carrier REPORT OF THE PUBLIC UTILITIES COMMISSION. I 31
Act " does not give jurisdiction over " delivery charges " assessed in this manner.
Part III. of the Act, dealing with rates, applies specifically to carriers operating public
vehicles or limited vehicles and we cannot require manufacturers to file any schedule
of such delivery charges. The rates actually charged by the licensed commercial carriers must, of course, be filed and may not be exceeded by them.
REGULATIONS PURSUANT TO THE "MOTOR CARRIER ACT."
Regulation 6.22 covering the transportation of passengers on trucks was amended
to provide that fixed seats need not be provided when farm employees are being transported on trucks to and from work, subject to side and end boards at least 3 feet high
being provided.
Clause (xiv.) was added to sub-paragraph (I) of Regulation 1.1 to include the
area adjacent to and immediately south of the City of Vernon, which is occupied by an
army camp, as an area within which trucks may operate without being licensed under
the " Motor Carrier Act."
Regulation 3.91, covering the refund of licence fees to holders of licences who have
joined His Majesty's forces, was amended by deleting the requirement that such
licensee shall have volunteered for service.
Added to Regulation 1.1 was a new clause (p) exempting from the provisions of
the " Motor Carrier Act " persons operating passenger-vehicles having a carrying
capacity of not more than seven persons in cases where the vehicle is approved and
registered under the "Wartime Industrial Transit Plan" of the Dominion Government.
Other minor amendments were made. A list of the amendments is contained in
Appendix A of this report.
In accordance with the policy of the Commission of keeping the regulations up-to-
date and of supplying the Provincial Police and other parties with up-to-date copies
of same, the regulations were again reprinted in June, 1942, with all amendments to
date, the previous issue having been exhausted.
ENFORCEMENT.
The Commissioner of the British Columbia Provincial Police has supplied the following statistics with respect to prosecutions, convictions, and dismissals under the
"Motor Carrier Act" during the licence-year:—
Prosecutions   284
Convictions   277
Dismissals       7
While it will be noted this is a reduction as compared with the previous year, when
458 prosecutions were made, it is believed that this reduction is partly due to a better
acquaintance by truck-owners with the provisions and requirements of the " Motor
Carrier Act," although possibly it is also to some extent due to conditions arising out
of the war which have greatly increased the work of the Provincial Police.
ADMINISTRATION.
Staff.
The Motor Carrier Branch of the Public Utilities Commission is under the direction of Major R. M. Taylor, Superintendent.
Early during the month of May, 1942, Mr. E. V. Ablett, Rates Examiner of the
Motor Carrier Branch, obtained leave to accept an appointment as Services Officer,
Truck Control, for British Columbia with the Wartime Prices and Trade Board, with
headquarters at Vancouver. His place has been filled temporarily by Miss 0. Cashato,
formerly secretary to the Superintendent of Motor Carriers.    As close co-operation I 32 "MOTOR CARRIER ACT."
between the Motor Carrier Branch and the local Services Officer, Truck Control, of the
Wartime Prices and Trade Board is necessary, Mr. Ablett's intimate knowledge of the
provisions of the " Motor Carrier Act " and of the trucking industry throughout the
Province has proved exceedingly beneficial.
Mr. Victor McGuire resigned his position in order to join the R.C.A.F.
Mr. H. J. Maddaford joined the staff as Inspector of Motor Carriers during the
month of August, 1942. He has been employed at the Vancouver office for the time
being, replacing Mr. H. K. Hume who, as previously reported, was posted to the Nelson
office of the Motor Carrier Branch.
Some members of the staff left the employ of the Commission to take up positions
with the Dominion Government. Suitable replacements were made when necessary,
but an endeavour has been made to keep the number employed to a minimum compatible
with efficient operation.
The Commission wishes to place on record its appreciation of the loyal and efficient
service rendered by the employees of the Motor Carrier Branch.
Inspectors of Motor Carriers.
No change was made with respect to the areas covered by the five Inspectors employed by the Commission, who have their headquarters at Nelson, Kelowna, Prince
George, Vancouver, and Victoria.
During the year the preparation of a comprehensive " Manual of Instructions for
Inspectors " was completed and issued to Inspectors of Motor Carriers and other appropriate members of the staff. This mimeographed volume, containing 87 pages and
appendices, outlines in full the policy of the Commission respecting all phases of the
administration of the " Motor Carrier Act " and contains rules for conduct of Inspectors and the procedure to be followed by them.
The following are a few brief extracts from this manual, outlining the duties of
Inspectors of Motor Carriers:—
" Employment.—Inspectors of Motor Carriers are employed by the Public Utilities
Commission (in whom the administration of the M.C. Act is vested), and they are
subject to the directions and orders of the Public Utilities Commission which employs
them. They will generally receive their orders from the Superintendent of the Motor
Carrier Branch of the Public Utilities Commission. As special constables they are
responsible, for discipline, to the Officer Commanding the B.C. Police Division in their
area.
" Scope of Duties.—Inspectors of Motor Carriers are employed primarily for the
purpose of making investigations and inquiries and for obtaining information pertaining to matters respecting the administration of the M.C. Act.
" Enforcement of the ' Motor Carrier Act.'—It is the wish of the Public Utilities
Commission that as far as possible, enforcement of the ' Motor Carrier Act' shall be
carried out by the Provincial Police officers. Inspectors are, however, available to
assist the Police at any time in enforcement work and they are expected to keep in
close touch with the Provincial Police Force in their districts, and to work harmoniously
with the Police, to whom they should report all matters requiring police action, such
as any cases of contravention of the ' Motor Carrier Act' and Regulations or suspected
cases. While, therefore, enforcement of the ' Motor Carrier Act' is not a major duty
of Inspectors, they should, nevertheless, have a knowledge of Court procedure so as
to be in a position to give satisfactory evidence in any case in which they may be called
upon to do so. In the matter of enforcement, Inspectors must keep in close touch with
the local detachment of the B.C. Provincial Police in order to prevent duplication of
enforcement work." REPORT OF THE PUBLIC UTILITIES COMMISSION. I 33
Powers of Inspectors of Motor Carriers.
The following is the text of Order of the Public Utilities Commission of the 16th
day of February, 1940 (in part) :—
" 1. That every person employed by this Commission as an Inspector of Motor
Carriers shall have the following powers:—
" (a.)  To search any motor-vehicle in accordance with section 63 of the ' Motor
Carrier Act' and to require the driver of the motor-vehicle to stop the
same and to permit of the search being made:
"(b.)  To inspect shipping orders in accordance with Regulation 9.23:
"(c.)   To inspect records of freight in accordance with Regulations 9.25 and
9.4:
"(d.)  To inspect documents in accordance with Regulation 9.32:
"(e.)   To inspect receipts in accordance with Regulation 9.5:
"(/.)  To issue Class I., Class II., Class III., and Class IV. permits in accordance with Part 10 of the Regulations."
Reports of Inspectors of Motor Carriers.
Copies of reports from Messrs. F. Black, H. K. Hume, W. A. Jaffray, and G. L.
Greenwood, Inspectors of Motor Carriers, will be found in Appendix E attached to this
report.
Offices.
The main office of the Motor Carrier Branch of the Public Utilities Commission is
on the upper floor of the Motor-vehicle Building, 1740 Georgia Street West, Vancouver;
sub-offices are maintained for the convenience of the public in the Central Building,
Victoria, and at Nelson. -..   _„
APPENDICES.
APPENDIX A.
AMENDMENTS TO THE REGULATIONS.
Order in
Council
No.
Date approved.
Subject.
788
897
951
1268
1269
167
June 10, 1942....
July 3, 1942
July 13, 1942
Sept. 23, 1942-.
Sept. 23, 1942-
Feb. 10, 1943
Amending Regulations 8.51 and 8.57.
Amending clause   (a)   of Regulation 6.22 respecting transportation of farm-workers on
trucks.
Amending clauses   (a)  and   (i)  of Regulation 1.1 by including therein the exemption of
vehicles owned by or operated exclusively on behalf of the Government of the United
States.
Adding sub-paragraph (xiv.) to clause (I) of Regulation 1.1 respecting the exemption of
truoks transporting- freight from Vernon to the army camp site adjacent to the City
of Vernon.
Amending Regulation 3.91 respecting refunding of fees to persons who have joined His
Majesty's forces, by deleting a requirement that such person shall have " volunteered."
Adding clause  (p) to Regulation 1.1 exempting passenger-cars operated under the Wartime Industrial Transit Plan of the Dominion Government.
\
i
) REPORT OF THE PUBLIC UTILITIES COMMISSION.
I 35
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APPENDIX C
SUMMARY SHOWING EFFECT IN BRITISH COLUMBIA OF SUBSECTION (3) OF
ORDER No. TRANSIT 3 OF THE TRANSIT CONTROLLER, DATED OCTOBER
31st, 1942, RESTRICTING BUS TRAVEL.
The following- is a text of this order:—
"(3.) After November 15, 1942, no person shall, without the written general or specific
approval of the Transit Controller, sell or supply any ticket for the transportation of a passenger by public vehicle, or convey any passenger in one continuous journey by public vehicle,
for a greater distance of travel than 50 miles one way or 100 miles return."
The following is an outline of the effect of this order on bus transportation in British
Columbia:—■
Neal Evans Transportation Company.—Public passenger service between Vancouver and
Pioneer Mines (in the Bridge River district) discontinued after November 15th, 1942.
Service restricted to operating between Pioneer Mines and Lytton.
Huffman and Smith.—Weekly service between Vanderhoof and Prince George suspended
November 15th, 1942.
Western Canadian Greyhound Lines, Ltd.—Service between Nelson and Crowsnest
restricted to one " section " per day.
B.C. Greyhound Lines, Ltd.—Service between Vancouver and Kamloops and between
Osoyoos and Trail discontinued.
B.C. Coach Lines, Ltd.—Service between Merritt and Princeton discontinued. Between
Merritt and Spences Bridge—twice per week service to be operated on other than train days.
Kamloops-Salmon Arm daily service suspended, but the existing additional thrice-weekly
service on Tuesdays, Thursdays, and Saturdays to continue.
B.C. Motor Transportation, Ltd.—Vancouver-Chilliwack service suspended, but New
Westminster-Chilliwack service (which is 52 miles) permitted to operate two round trips per
day. New Westminster-Harrison Hot Springs service suspended and the service now
terminates at Mission. Certain restrictions regarding New Westminster-Vancouver service
—namely, no service on Sundays and holidays, and on other days after 8 o'clock leaving
New Westminster.
Interior Stages, Ltd.—The 50-mile travel restriction to apply on the route from Nelson-
Trail via Salmo.
Vancouver Island Transportation Company, Ltd.—The 50-mile travel limit applies on all
routes except between Nanaimo and Port Alberni and between Nanaimo and Campbell River
via Courtenay; tickets, however, may be sold and passengers carried from Victoria to Youbou
and from Nanaimo to Youbou.
APPENDIX D.
REPORT OF RATES EXAMINER.
Following is a general report on the activities of the Rates Division during the licence-
year ended February 28th, 1943. The general policy in effect by this Branch during the past
two years with regard to filing and acceptance of tariffs and time schedules has been continued
with no change, except in so far as necessary having regard to the Maximum Prices Regulations of the Wartime Prices and Trade Board.
At the beginning of the new licence-year the Rates Division consisted of the Rates
Examiner and two stenographers. Early in May the Rates Examiner, Mr. E. V. Ablett, was
released from this office to take over the position of Regional Services Officer, Truck Control,
of the Wartime Prices and Trade Board, Vancouver. This loss was seriously felt and was
the more noticeable when the senior stenographer resigned at the end of May. The undersigned was appointed Acting Rates Examiner and for the remainder of the year the Division
has carried on with a staff of two, being a reduction of 50 per cent, as compared to the
previous year.    Owing to this reduction in staff and to the restrictions of the war-time regu- REPORT OF THE PUBLIC UTILITIES COMMISSION. I 37
lations, the Division has made no attempt to pursue any of the projects outlined in Section 3
of the schedule attached to the Rates Examiner's Report for the year 1940-41, nor to continue
any of the proposed programmes under consideration by Mr. Ablett prior to his release.
Uniform Tariffs.
Three uniform filings were, however, received, namely:—
(a.) Rates for taxi operators in New Westminster: There were four carriers
operating limited passenger-vehicles (taxis) out of the City of New Westminster, all of whom submitted tariffs which were approximately the same but
in which certain rates varied. When these differences were brought to their
attention, they expressed a desire to file a uniform tariff. This filing embodied
certain increases as well as certain reductions in rates, and was referred in a
tariff report dated September 10th, 1942, to the Public Utilities Commission.
The Commission obtained concurrence of the Wartime Prices and Trade Board
to the increases involved, and this tariff was subsequently approved for filing.
(b.) Rates on transportation of agricultural products from Delta Municipality to
Vancouver: This was an application by Ladner Transfer, Limited; Delta
Freight Lines; P. H. Bowing; A Huff; and R. B. Coleman to file certain
uniform rates on the hauling of root-vegetables from Delta Municipality to
Vancouver. The application resulted from a hearing held in connection with
a complaint from the Wartime Prices and Trade Board that certain carriers
had been allegedly charging an increased rate on potatoes. At the time, all but
two carriers had not, as yet, filed tariffs with the Motor Carrier Branch and the
Division spent considerable time in finally obtaining this information. After
some months of fact-finding, application was made to the Public Utilities Commission for authority to accept this uniform filing and this authority was
received on March 30th, 1943.
(c.) Revision of the uniform rates of Class III. public freight carriers in the Prince
George district: While many of these carriers had subscribed to Uniform
Freight Tariff No. 1, there were many who had filed their own compilations
and there was some controversy with regard to certain rates charged during
the basic period, and subscribers to the Uniform Freight Tariff No. 1 contended
that these certain rates were incorrectly named in the tariff. As a result of
the controversy, a thorough investigation of the freight operations and rates
charged was made. It transpired that many of the items contained in the
original uniform filing were in error, changes to the rates having been made
prior to or during the basic period and, as a consequence, a revision of the
tariff was necessary. A new uniform tariff has been filed and is at the moment
awaiting submission to the Public Utilities Commission for consideration.
Rate Hearings.
Four Rate Hearings were held during the year, as follows:—
(1.) July 21st, 1942: A special hearing was held to investigate a complaint that
certain public freight carriers had increased their rate for the transportation
of potatoes from Delta Municipality to Vancouver without authority. This
hearing brought out the fact that the generally accepted and filed rate for
transporting potatoes was $2 per ton in 100-lb. sacks and for new potatoes was
$3 per ton in boxes. It appeared two carriers had been charging a rate of
$2.50 for potatoes in 100-lb. sacks, although no such rate had been filed with
the Motor Carrier Branch and was unauthorized. There appeared to be some
confusion in regard to the proper rates in some respects, covering not only
potatoes but root-vegetables generally. The carriers were advised that the
$2.50 rate was not filed and was not approved, and the hearing concluded with
an undertaking by the carriers to file a uniform tariff for consideration.
(Note.—This tariff was duly filed, see above.)
(2.) October 2nd, 1942: Re application of Ladner Transfer, Limited, to file a rate on
transportation of milk picked up in Crescent Island district and delivered to
Vancouver at a rate of 14 cents per 100 pounds, empty cans returned free of I 38 " MOTOR CARRIER ACT.':
I
charge. This milk was formerly handled by the Townsend Transfer; in the
month of August the latter firm ceased operating and handed its hauling, which
included the transportation of milk under contract with the Fraser Valley Milk
Producers' Association, to the Delta Freight Lines. The Fraser Valley Milk
Producers' Association did not wish to give the Delta Freight Lines this
contract owing to the fact that the latter hauled milk for independent shippers
and were anxious to use the services of the Ladner Transfer, Limited, instead.
The latter company brought forward certain arguments with respect to a
saving in mileage if this milk were handled by its trucks. As a result of the
evidence, there were no substantial grounds for refusing the application and
same was approved.
(3.) November 24th, 1942: Regarding application of Frank Beban Lumber Company, Limited, for permission to file a tariff covering increase in contract rates
for transportation of coal from No. 8 Mine (Wellington) and from Extension-
Prospect Mine to Nanaimo. The increased rate applied for was $1 per short
ton for hauling from Wellington Mine and 55 cents per short ton for hauling
from Extension-Prospect Mine, being an increase over the contract rates in
effect which were 78 cents per long ton and 55 cents per long ton respectively.
The application was opposed by the Canadian Collieries (Dunsmuir),
Limited.
Minutes of the hearing were referred to the Public Utilities Commission
who arranged for an investigation by an officer of the Commission, including
an examination of the Company's books and accounts. In due course the Commission, with the concurrence of the Wartime Prices and Trade Board, consented to a rate for hauling coal from No. 8 Wellington Mine of $1 per long
ton, retroactive to November 12th, 1942, subject to the following terms and
conditions:—
The Company shall keep complete statistical records of the operations for each
of its coal-hauling trucks, and shall also keep proper accounting records
so   as  to   segregate  the  revenues   and  expenditures   of  its   coal-hauling
operations from the rest of its business.
The rate of $1 per long ton from No. 8 Wellington Mine to Nanaimo shall be in
force as from  November  12th,  1942,  and until such time  as  this  Commission has made a further examination of the records of the Company.
All contracts or offers by the Company, made in connection with the coal haul
between the Company and the Canadian Collieries   (Dunsmuir), Limited,
or sub-contractors, which contracts or offers the Company might wish this
Commission to consider, must be made in writing.
When the  Company  considers that  its  records  are  sufficiently  accurate  and
complete, a new application may be made for the rates originally requested,
or any other rates that the Company considers justifiable.
If the Company does not make an application for a revision in rate by May
30th,  1943, the  Commission will make whatever further investigation it
deems desirable.
This consent shall not be effective until concurred in by the Wartime Prices
and Trade Board.
(4.)   January 26th, 1943:   Application of the O.K. Valley Freight Lines, Limited,
for a change in and an addition to Competitive Local and Joint Freight Tariff
No. Ia.    This application was a direct result of Order A-314 of the Wartime
Prices and Trade Board of the Dominion Government restricting the operation
of private commercial vehicles to a 35-mile area.    The O.K. Valley Freight
Lines, Limited  (who operate scheduled public freight service from Osoyoos to
Salmon Arm), were offered freight which formerly had been handled by the
owners thereof under private freight licences.    As a result of the increase in
volume of fresh fruit, vegetables, and of cheese to be transported, the applicant
requested an extension of the commodity rating on fruit and vegetables equivalent to a third-class rate for items taking first- and second-class rate for points
north of Penticton and south of Armstrong;   a reduction in the rate on cheese REPORT OF THE PUBLIC UTILITIES COMMISSION. I 39
in lots of 1,000 lb. or more was also applied for between Armstrong and
Vernon, Kelowna and Penticton. No increase in rates was involved and the
change and addition were duly prescribed by the Public Utilities Commission.
Filing of Tariffs and Time Schedules.
In the first two years of operation under the " Motor Carrier Act " a great deal of
attention was given to uniformity of filings, but the " freezing " of rates under war-time
regulations, as suggested in an earlier paragraph of this report, made it necessary to deviate
from this programme, and activity along these lines has been curtailed to a considerable extent.
In the meantime the Division has concentrated on initial filings and is continuing to do so;
once the data have been accumulated, a comprehensive study of each district will be made
with a view to building up uniform rate structures throughout the Province. At the moment
there are several uniform filings already in effect.
At the end of February, 1942, there still remained many operators of scheduled services
who had not, by then, filed proper time schedules and tariffs as requested by the " Motor
Carrier Act." Since " line-haul " or scheduled carriers serve the majority of the public, it
was considered that their schedules and tariffs were of the greatest immediate importance;
not that the tariffs of other classes of carriers were not of equal importance, nor that there
was any intention to neglect non-scheduled carriers, as tariffs of all classes were handled
in the regular course of routine work. Early in the new year an effort was made by letter
to have all carriers operating on schedule, both passenger and freight, file up-to-date time
schedules. By the end of February, 1943, practically all public passenger carriers had filed
an initial time schedule under the " Motor Carrier Act." All schedules were thoroughly
investigated and examined for increases or reduction in service, excess speed, and otherwise.
Many changes in service were made voluntarily by operators in order to conserve tires,
equipment, and gasoline.
A statement showing the number of time schedules and tariffs filed during the year
appears at the end of this report.
Following the filing of time schedules, a similar effort was made in October to have these
carriers operating scheduled services file their tariffs. In most cases our efforts met with
a ready response from the operators, who were willing and anxious to comply with the
requirements of the " Motor Carrier Act" in this regard. Not all of the Class II. public
freight operators have as yet completed the filing of tariffs in conformity with the manner
and style prescribed by the regulations, but they report that work is proceeding on them.
In addition to the number shown in the statement, there are twenty tariffs (the majority of
which cover operations between Fraser Valley points and Vancouver) which have been submitted by Class II. public freight operators, but these require amendment and will shortly be
ready for filing. The Division is in contact with these operators and, while progress is
definitely being made, this progress is slow principally because, with the strain of demands
for added service, labour difficulties, and restrictions imposed upon the carriers under existing war-time conditions, they are unable to devote the time necessary to accumulating the
data required to set up model tariffs, and this Department has had to assist in many cases
to the extent of making up their documents. There are numerous carriers who still do not
understand the matter of tariff-making and to whom the specimens commonly used for
guidance are confusing. Under these circumstances, therefore, and to expedite filings, the
staff has given this assistance when needed. A service has been rendered by the Inspectors
of this Branch in assisting operators and applicants in compiling their tariffs or in obtaining
information or data required in connection with same. In some cases the Inspectors have
found it necessary, themselves, to undertake the entire compilation of tariffs on behalf of
the applicants, many of whom have not the necessary experience or knowledge.
The process of deliberating with the carrier, compiling data, drafting, and finally obtaining a document drawn to the satisfaction of the Motor Carrier Office is tedious and requires
many weeks, sometimes months, to accomplish, as the compilation of tariffs cannot be hurried
and some items require the minutest investigation and examination to insure against
ambiguities for the protection of both the shipper and the carrier. Any tariff which
contains an item the interpretation of which may be in doubt in any particular is not satisfactory and does not meet the requirements of the regulations. I 40 " MOTOR CARRIER ACT."
In reporting on the progress made in obtaining filing of tariffs, the fact cannot be
ignored that there remain hundreds of cases where initial tariffs have yet to be submitted
and the Division has not, thus far, had the time and the staff to cope with them, but sufficient
tariffs have been filed from the various districts to form a fair enough foundation, at least,
on which to judge and compare the value of a service in a particular area. Such a foundation is an important guide in determining the basis on which rates should be charged. This
should be especially useful in cases of new carriers commencing in the transportation business
subsequent to the " basic period " referred to in the Maximum Prices Regulations, the Public
Utilities Commission having already instructed that no rates shall be accepted which are
higher than the prevailing rates for similar service in the district.
At the end of the third year a marked show of interest among carriers respecting tariffs
is noticeable, and it is anticipated that during the coming year more carriers, prompted either
by competitive or purely protective reasons, will on their own initiative seek to file their rates
according to Government standards. Such a circumstance would not only lighten the burden
of the Rates Division considerably but enable it to divert greater attention to the more
intricate points of tariff-making. q   r;ASHAT0
Rates Examiner.
Statement of Tariffs and Time Schedules filed during Licence-year 1942-43.
Passenger Time Schedules  —_    12
Freight Time Schedules  :     42
Express Time Schedules        1
     55
Public Passenger Tariffs        14
Charter Passenger Tariffs      54
Uniform Charter Passenger Tariffs  (New Westminster)         4
Local Express Tariffs        6
Public Freight Class I. Tariffs        9
Public Freight Class II. Tariffs      11
Public Freight Class III. Tariffs   110
Limited Freight Tariffs      11
  219
APPENDIX E.
REPORTS OF INSPECTORS.
Inspector F. Black.
(Licence Districts 9a, 14, 14a, and 15;  Licence District 8 (Hope to Lytton) ;  and portion
of Licence District 9 (between Lytton and Lillooet, but not including Lillooet).)
I herewith submit my report for the licence-year 1942-43, covering the above territory
with respect to my duties as Inspector of Motor Carriers.
There was an increase in the total number of licences issued during the year; this is no
doubt due to increased production in war factories and industry. The increase was particularly noticeable with respect to Class III. private freight-vehicle licences (Farmers' "K"
Licences), due to the fact that large numbers of people have moved from the Prairies to the
Pacific Coast and have taken up small ranches on which the families do the farming while
the men work in the city. Approximately 1,475 public and limited freight-vehicle licences
were issued during the year for operation in this territory.
Continuous work in investigations and inspections have been required during the year,
as so many small businesses or industries have come into being due to the war. Numerous
complaints have been investigated and the usual investigations regarding new applications,
applications for permits, and for alteration of licences have been carried out and special
investigations made as required.    Operators who have failed to file proper tariffs of their REPORT OF THE PUBLIC UTILITIES COMMISSION. I 41
rates have been contacted in person with satisfactory results, the situation having improved
during the year.
As a result of information handed in to the British Columbia Police, nineteen convictions
have resulted as well as eleven convictions in municipalities controlled by the municipal
police. During the year the Highway Patrols of the British Columbia Police, previously
stationed at Haney and at Abbotsford respectively, were discontinued. This has curtailed
enforcement to some extent. The undersigned has very little time for enforcement on account
of the number of investigations to be made; numerous complaints are received from commercial carriers regarding the operations of private. freight-vehicles, which necessitates
continual investigations.
During the year operators in this district have hauled a greater tonnage than in any
previous year, due to greatly increased activity arising out of war industry and defence
projects. The provisions of the " Motor Carrier Act" appear to have proved very beneficial
to operators in the handling of this heavy volume of freight, for the reason that traffic has
been better regulated and a certain amount of duplication of service has been avoided; while
this may have adversely affected some individual operations, on the whole it has benefited
the majority to no small degree_
During the month of April, 1942, the undersigned spent ten days in the Okanagan
making special investigations and also visited Prince George during the month of June.
In all a total of 33,980 miles was travelled. ~  R  ,„„
, Inspector of Motor Carriers.
Inspector W. A-. Jaffray.
(Vancouver Island and Adjacent Islands.)
I hereby submit a report respecting the administration, operation, and enforcement of
the " Motor Carrier Act " within the above district during the licence-year 1942-43. Generally, the number of licensed vehicles in the district has increased and, with Federal travel
restrictions being imposed on every one, including carriers, there has been a transformation
of available services, including new routes or time schedules in some cases and reduction or
discontinuance of services in others.    I will deal with each type of licence separately.
Public Passenger Service.—The motor carrier operating in this capacity has had a very
trying year in this district. Due to increase in population and consolidation of people in
cities and industrial centres, caused both by the availability of employment and gasoline and
tire restrictions, the passenger conveyances have been handling a very heavy volume of
passengers. On urban routes overload buses have been running over a portion of the routes,
taking care of the masses at peak hours, doubling up on schedules and, generally speaking,
complaints as to failure to supply necessary service have been few.
Limited Passenger Service.—Buses operating in this classification now mainly comprise
industrial workers' conveyances. There has been an increase in the number of licences
issued, as school buses, previously operated exclusively as such, are now pressed into service
to handle the workers also. In some instances such extra handling requires no additional
bus mileage but dovetails in perfectly with school operation. Public demand for this type of
service has been great and, after a complete survey of the district, certain services were
recommended. As a result employees in essential industries located at points where no
transportation was provided were carried en masse with little or no inconvenience to operators and with few additional bus-miles.
Taxis have been very busy during the year in spite of the new 15-mile radius restriction.
The number of licences issued has sharply increased, attributable mainly to the location of
National Defence camps.
Public Freight Service.—Long-line carriers licensed in this category have handled the
mass of freight moving over the highways and are now putting into force self-imposed reductions in service. All trucks will now be laden to capacity and will make fewer scheduled
trips in an effort to conserve vital supplies.
Trucks licensed as public freight-vehicles to give non-scheduled services for certain districts have not increased in number and have caused little concern during the year.    The I 42 " MOTOR CARRIER ACT.1
districts all seem to be well supplied with existing services, and complaints received from
such carriers re interference by unlicensed truckers were negligible.
Limited Freight Service.—There has been a decided increase in the number of limited
freight licences issued during the year. Projects requiring numerous dump-trucks absorbed
all available trucks of this class in this district, and some mainland trucks were brought in,
and licences or permits were issued in the majority of cases. Hauling rates caused some
concern on most projects at the outset, but were gradually brought to a reasonable level,
using the approved Dump-truck Rate Schedule as a basis in establishing contract prices on
a yardage basis.
Private Freight Service.—Carriers operating under these licences showed no marked
increase in number and caused no concern during the year. The thirty-five road-mile radius
restriction greatly affected the private lumber haulers who had been in the habit of transporting this commodity from Chemainus to Victoria, but otherwise it has wrought no great
hardship on private freight operators in the district.
Rates.—Limited freight operators, realizing that they are dealing with but one or two
consigners, have repeatedly endeavoured to increase rates. In some instances the original
terms of their agreement had materially changed and an increase was warranted; in other
cases more efficient supervision of traffic and handling methods netted a better return to the
trucker with no increase in rates. In all such cases this branch has co-operated and assisted
in every way to instigate a sound operation showing a reasonable return, with or without an
increase or reduction in rates, as the case may be. In cases where the consigner has
endeavoured to exploit the carrier, as has been quite common, especially on Government
projects, the " Motor Carrier Act " has granted protection to the truckers which has been
greatly appreciated. Tariffs have been filed by many of the carriers recently, and the
general trend seems to be towards uniform rates. I have every confidence that a great deal
will be accomplished in that respect during the next licence-year.
The following are statistics of inspections, investigations, and other matters dealt with
by the undersigned during the year:—
(a.)  Total number of mechanical inspections made of passenger vehicles       221
Defects noted—
Defective brakes   68
Defective steering   56
Faifure to carry emergency equipment   54
Failure to comply with regulations         185
Vehicles condemned on mechanical condition   22
(b.)   Number of investigations made and interviews         924
(c.)   Number of complaints dealt with  (both written and verbal)          116
(d.)  Prosecutions   (cases  only  where  information  was  laid  by  undersigned )    13
Segregated—
" Motor Carrier Act " and regulations      8
" Motor-vehicle Act" and regulations      1
" Highway Act" and regulations      2
Federal Orders in Council      2
Total  13
(e.)  Mileage travelled by undersigned in course of his duties   18,129
The mechanical condition of passenger vehicles inspected during the past year has been
fairly good but, due to shortage of skilled mechanics and difficulty ih obtaining replacement
parts, the standard is slightly lower than in the past. Loadings and increased mileage, with
few bus replacements, have also tended to reduce the efficiency of the vehicles.
In conclusion, I can report, with consideration, satisfactory progress throughout the
district in all phases of motor-vehicle transportation; the " Motor Carrier Act" has not
only proven to be legislation governing highway transportation, but is now forming an
integral part of the operation itself.
W. A. Jaffray,
Inspector of Motor Carriers. REPORT OF THE PUBLIC UTILITIES COMMISSION. I 43
Inspector G. L. Greenwood.
(Cariboo, Prince George, Omineca, and Skeena Districts.)
The situation regarding licensing of carriers under the " Motor Carrier Act" at the
close of the licence-year 1942-43 is satisfactory. Due to previous granting of a number of
licences without the benefit of investigation by an Inspector of this Department, it was found
in several instances that certain holders of public licences were not " fit, able, and willing "
to serve the public. During the past licence-year, by careful consideration of new applications and applications for transfer of licences, this situation has largely been corrected and
there are, at the time of writing, only two cases in this territory that require improvement,
and both these cases are under final judgment of the Public Utilities Commission.
In regard to the general attitude of public vehicle operators toward the " Motor Carrier
Act," I doubt if it is possible to find one public vehicle operator in this territory who is not
solidly behind the " Motor Carrier Act," due to his conditions having been steadily and
materially improved by the elimination of " unfair " competition practised by petty " chisel-
lers " who were stealing enough business to render it impossible for the legitimate operator
to conduct operations on a sound basis. In regard to the attitude of shippers, no complaints
with regard to rates have been received for an extended period and the few complaints with
regard to inefficient service have been handled very firmly, when found to be justified.
The proper filing of tariffs of rates needed considerable attention and during the past
licence-year this most necessary and difficult task has been nearly completed in this area;
in addition, several revisions have been made of existing tariffs that were improperly drawn,
incomplete, or in need of bringing up to date.
Regarding administration and enforcement, on taking charge of this territory, less than
two months before the commencement of the licence-year 1942, it was found that there was
almost a complete ignorance of the " Motor Carrier Act " and regulations throughout the
district. Not more than two-thirds of the trucks were licensed under the " Motor Carrier
Act " and rate-cutting was prevalent. After due consideration, a programme of " education " rather than " enforcement " was carried out until such time as a proper understanding
of the " Motor Carrier Act " and regulations eliminated this condition of ignorance. In a
period of one year the results of this method are apparent. All trucks are properly licensed,
rate-cutting has been practically eliminated, and the separate types of operators are fully
conversant with the different types of licences and the privileges allowable under each.
Police Court cases under the " Motor Carrier Act" have not been handled by me, although
four charges were laid by the British Columbia Police as a result of information furnished
by the writer in instances where other methods failed. There has been close co-operation
with the different detachments of the police, who have rendered assistance when necessary.
General trucking and passenger transportation movements have been considerably
expanded in certain sections of the territory during the licence-year 1942, due to the
numerous construction projects connected either directly or indirectly with the war effort.
At no time has any delay been caused in connection with these projects by necessity for
compliance with the " Motor Carrier Act" and regulations. Emergency operations have
been handled by " Temporary Permits " issued, in most cases, under authority from the
Superintendent of Motor Carriers, who has been contacted by telegraph when necessary.
Certain assistance has also been given to contractors on the different projects by advising
them where additional trucking equipment was available when the necessity arose.
General statistics for the licence-year 1942, showing routine duties performed, mileage
travelled, etc., are as follows:—
Vehicles checked on highway (approximately)       1,150
Investigations and interviews (approximately)         945
Temporary Permits issued  (all classes)          351
Prosecutions (indirectly through British Columbia Provincial Police) 4
Miles travelled by undersigned in course of his duties  ■  22,608
G. L. Greenwood,
Inspector of Motor Carriers. I 44 " MOTOR CARRIER ACT."
Inspector H. K. Hume.
(Grand Forks-Greenwood District, East and West Kootenays, including Rossland, Trail,
Nelson, Kaslo, Slocan, Cranbrook, Fernie, Windermere, and Golden.)
I submit herewith annual report for the licence-year 1942-43, covering administration of
the " Motor Carrier Act " and regulations pursuant thereto in the above-mentioned districts.
On March 24th, 1942, the writer was transferred from the Vancouver office to the Nelson
office and promoted to the position of Inspector; the former Inspector, Mr. J. A. Carmichael,
having resigned to join the armed forces at that time.
In the course of familiarizing myself with the district and making a general survey of
existing conditions, it was found that a large majority of the carriers have welcomed the
" Motor Carrier Act " and have found it beneficial, and with the few that have registered
complaints or objections to the Act or regulations it has been found that their troubles have
been overcome by properly explaining the various parts of the Act and by correctly classifying their licences.
Conditions in general throughout the whole district have been stable, with the exception of the heavy influx of Japanese being established in internment camps along the Slocan
Valley and at Greenwood. During the camp construction period it was necessary to issue
several permits for hauling of materials and supplies but, at the present time, all of the
supplies for camp maintenance are being handled by the regular licensed operators.
The amount of time taken up in investigations of new applications, alteration of licences,
transfers, and investigations of Class III. private (farmers) licences has left very little time
for enforcement, but the enforcement of the " Motor Carrier Act " in this district is being
successfully carried out by the British Columbia Provincial Police force, and I should add
that the members of this detachment have been very willing to co-operate and have rendered
much assistance in investigation-work.
Some progress has been made regarding the filing of freight and passenger tariffs, with
quite a large number of new tariffs being filed this year; judging from the very few complaints received in conjunction with rates, it is felt that difficulty in obtaining filed tariffs
will soon be overcome.
There has been a slight increase in the number of limited freight-vehicle licences issued
during the year; this is accounted for by the heavy demand for timber and mine products.
The Class I., Class II., and Class III. public freight-vehicle licences have decreased slightly;
the reason for this is that a large percentage of the new applications received have been
rejected because of lack of proof of public necessity. The number of public and limited
passenger-vehicle licences issued this year is the same as last year. The total number of
licences issued in this territory during licence-year 1942-43 was 1,975; of this figure, 438
licences were issued for public and limited freight and passenger vehicles, the remaining
1,537 licences being Class I. and Class III. private freight-vehicle licences.
Considerable checking has been done on bills of lading and time schedules, also freight
and passenger tariffs, and the writer has made a point of contacting as many operators as
possible on each trip made, with the view of keeping each operator in close touch with the
Motor Carrier Branch and also to create a feeling of co-operation between the licensed carriers and this department.
A distance of 24,000 miles has been travelled by the undersigned while making some 500
investigations and carrying out the duties of this department.
H. K. Hume,
Inspector of Motor Carriers.
victoria, B.C. :
Printed by Charles F. _3anfield, Printer to the King's Most Excellent Majesty.
1943.
575-743-5362

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