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Printed by Charles F. Banfield, Printer to the King's Most Excellent Majesty.
1944.  Victoria, B.C., June 30th, 1944.    ;,
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 Fourth Annual Report of the Public Utilities Commission under that Act for the year ended February 29th, 1944.
W. A. Carrothers,
L. W. Patmore,
J. C. MacDonald,
FEBRUARY 29th, 1944.
In its Third Annual Report this Commission mentioned an apparent reduction in
competition for business between carriers for the reason that all carriers were
extremely busy and sometimes unable to meet all demands. Towards the end of
the licence-year now under review a slight change in this condition was noted, in that
more objections were filed respecting applications for licences, indicating possibly
that there may have been some slackening-off in the amount of trucking work available,
particularly in Vancouver and district.
In so far as heavy construction in connection with the war effort is concerned,
it appears that the peak of the expansion has been reached, but the trend is now
towards increased demands on truckers engaged in transportation of agricultural
products and agricultural supplies. Farmers, generally, have been urged to increase
the production of eggs, poultry, milk, and all kinds of foodstuffs, including field crops
such as potatoes, beans, peas, etc. A glucose factory for the purpose of extracting
starch from potatoes has been established in South Westminster, while at Haney
a plant with a capacity of some 30 tons per day is in operation for the dehydration
of root vegetables, most of which are trucked in to the plant. Not only has the population of Vancouver increased greatly, but also there is a wide demand for all kinds of
produce to be packed or otherwise processed for shipment overseas.
Therefore, it is not surprising that the number of applications for additional
licences from trucking firms and individuals serving the farming communities in
the Lower Mainland has increased and, at the time of writing, are still being received.
The figures of tonnage hauled for farmers by these firms or individuals, including not
only produce of all kinds but also feeds and fertilizers, indicate without question that
there has been a considerable expansion in agricultural production in the Lower Fraser
There has been an apparent falling-off in the demand for dump-trucks, so many
of which were required in 1942 and 1943 in connection with construction of various
installations for the Department of National Defence, including aircraft landing-fields,
air force training stations, and army camps. As an instance of the extent of some of
these projects, in October, 1943, there were approximately seventy-eight dump-trucks
employed on one project on Vancouver Island. It appears, however, that many of
these projects are now nearing completion.
The fuel situation throughout the Province, particularly at Vancouver, was
considerably eased during the winter of 1943-44. Some trucking firms, previously
engaged in the hauling of fuel-wood and sawdust, found it increasingly difficult to
keep their trucks fully employed, and there was a tendency for some of these operators
to enter into the general transportation business by seeking other hauling. However,
the market for second-hand used trucks was very good, and little difficulty was found
by such operators in disposing of any surplus equipment.
A comparison between the statement of licences issued and revenue received
(Appendix A) with a similar statement contained in the previous annual report will L 6 "MOTOR CARRIER ACT.'
show very little difference, either in the total revenue received or in the number of
licences issued in the various classifications. It will be noted that the revenue for
the licence-year 1943-44 is only slightly lower than for the previous year. The total
number of licences (renewed and new) was 13,887 as compared with 13,718 of
the previous year. In other words, in so far as revenue and number and class of
licences issued there was no appreciable change.
Transfers of Licences.
In one respect, however, there was a most noticeable trend, namely, in the number
of applications for transfer of licences—166 in 1943-44 as compared with 63 during
the previous year. This trend has become particularly noticeable with respect to
taxi licences (limited passenger-vehicle licences), there being a total of fifty-four
applications for transfer this year. Without doubt, notwithstanding severe Dominion
restrictions on the amount of gasoline allowed (sufficient only for approximately
2,000 miles per month), taxicab business in all centres where there has been any
increase in activity, resulting from the influence of the war, has become very lucrative
indeed and, as Dominion Government regulations forbid any increase in the number
of taxis that may be operated, operators or owners have found it to be worth their
while to sell their businesses at, it is reported, fancy prices. Another factor influencing
these transfers of licences is the difficulty which owners of a business operating more
than one vehicle have experienced in obtaining drivers. As a result, one or more cars
have been sold to persons willing to go into business for themselves but not willing
to drive for wages. At time of writing this report, however, it appears that the shortage of truck, bus, or taxi drivers is easing slightly.
Another noticeable trend is in the transfer of licences from individuals or from
a trade-name to limited companies, that is, companies which have been formed for
the specific purpose of taking over the operation. Examples of such transfers during
the year are as follows:—
Former Licensee. Licence transferred to. Kind of Licence.
Don S. Fisher (deceased), Ladner Fisher Truck Lines, Ltd Public freight.
E. S. Atkins Stage Lines, Cultus Lake.—Atkins Stage Lines, Ltd Public passenger.
A. C. Bowness, Cranbrook Bowness Transfer Co., Ltd.—Public freight.
Roy K. Davey, Vancouver Davey Cartage Co., Ltd Public freight.
Bruce Motor Cartage, Vancouver Bruce Motor Cartage, Ltd Public freight.
M. J. Van Es, Powell River Wildwood Bus, Ltd Public passenger.
J. L. Olson, Spokane B.C. Auto Interurban, Ltd Public passenger.
W. G. Plummer City Taxi (Nanaimo), Ltd—Limited passenger.
Fuel-wood Hauling.
In view of the crisis which occurred in the spring of 1943 with respect to fuel,
every possible facility was given to the granting of licences or permits for the transportation of cordwood as, for instance, at Vernon and at Kamloops. As the Commission has no representative at Kamloops, the police were authorized to grant permits
for cordwood hauling at that point.
A very large amount of slabwood was found to be stored at Canal Flats, being
the waste resulting from many years of tie-cutting operations in that area by the Tie
and Timber Branch of the Canadian Pacific Railway Company. The Dominion Government Fuel Controller let a contract for the loading of these slabs on railroad-cars
at Canal Flats, about thirty-five trucks being engaged, and the necessary permits under
the " Motor Carrier Act" were issued in lieu of licences. REPORT OF THE PUBLIC UTILITIES COMMISSION.
L 7
Apart from the suspension by Johnston Bros, and Byrnell of its public freight
service between Vancouver and Kelowna, there were no further cases of voluntary
discontinuance of any important scheduled public passenger or public freight services,
and it is apparent that all points within the Province which come within the jurisdiction of the " Motor Carrier Act," and which are not served by rail, are receiving service
adequate to their needs, although possibly not as frequent as would be the case under
ordinary circumstances.
Licence Reports.
All applications for licences, alteration or transfer of licences, and similar matters
are reported individually by the Superintendent of Motor Carriers to the Commission
on special forms known as " licence reports." In some cases these reports are referred
to the Commission for a decision, and in other cases they were received from the Superintendent of Motor Carriers merely as a matter of record. During the year a total
of 687 licence reports were received.
A further decrease in the number of applications for licences under the heading of
" Replacements " will be noted (sec Appendix A), namely, during the licence year
1943-44 there were 354 applications as compared with 527 for the licence-year 1942-43
and 1,224 for the licence-year 1941-42, again showing the difficulty in obtaining new
The following is an analysis of the various classes of licences issued during the
last four years (comprising new licences and licences renewed, but not including replacements and transfers) :—
Kind of Licence.
Numbek of Licences  (New and Renewed).
1940-41. 1941-42
Passenger (buses ).
Passenger (taxis)..
Public freight	
Limited freight	
Private freight (ordinary) _
Private freight (farmers)...
Licences issued Free of Charge.
The figures for the total number of licences issued and renewed during the licence-
year 1943-44 include 86 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 46 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.
The figures shown in Appendix A are for all licences issued during the year, and
do not show the total number of licences in effect at any time as certain licences are surrendered or short-term licences may have expired.
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, 1943
Approximate Number
of Licences in Effect.*
June   11,471
July   11,900
August   12,189
January, 1944
February   12,833
End of licence-year  12,829
* Namely, the number of licences issued, less number of licences surrendered or expired.
Applications for Licences.
The following tabulation shows the number of applications for new or additional
licences actually recorded, month by month, since the inception of the " Motor Carrier
Number op Applications fob New ob
Additional Licences recorded.
1941-42.    1    1942-43.
275 .
Totals  ■    	
Number of Licences issued Annually.
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:—
Part V., " Highway Act;
Motor Carrier Act "
Licences issued.*
* Including licences transferred and renewed. REPORT OF THE PUBLIC UTILITIES COMMISSION.
L 9
A statement of revenue derived under the " Motor Carrier Act" for the licence-
year 1943-44 is included in the statement shown in Appendix A of this report. This
revenue amounted to $173,530.53, there being a decrease of $1,337 compared with
the revenue for the previous year. The major part of this decrease was with respect
to fees for temporary permits, of which a smaller number than last year was issued.
The schedule on which fees are based was unchanged.
The following is a comparative statement of revenue for the past five years,
showing the various sources of revenue:—
Kind of Licence.
Passenger (buses)  	
Private freight __ ,	
Totals- _	
In order to avoid hardship, and to take care of unforeseen conditions and seasonal
transportation, numerous temporary permits were issued as set out below. The figures
for 1942-43 are shown in brackets, from which it will be noted that, whereas
the number of permits issued for a few days only was slightly increased, the number
for seasonal operations was considerably reduced, this being in line with the policy
that vehicles should be licensed where possible instead of operating under permit.
The system under which permits may be issued at short notice, thereby making
the " Motor Carrier Act" reasonably elastic, is entirely necessary and greatly facilitates the administration of the " Motor Carrier Act." The authority of the field
inspectors respecting issue of permits on their own responsibility is limited.
Summary of Special Permits issued during the Year 1943-44.
Class I. Permits (temporary operation, usually for
a few days only)  1,039 (922)*
Class II. Permits for seasonal operation (for thirty,
sixty, or ninety days)      671 (914)
Class III. Permits for operation of licensed vehicle
temporarily in a manner other than is authorized by the licence     631 (734)
Class IV. Permits for substitute vehicle when licensed vehicle is disabled     324 (254)
Class V. Permits to farmers for transportation for
compensation     Nil (Nil)
Class VI. Permits for operation of school buses in
connection with authorized school function
^ (issued by Provincial Police)      Nil1- (20)
* Figures in brackets are for the previous licence-year.
f Owing to Dominion Government restrictions respecting charter trips, the issuance of this class of permit has
The granting of special permits to certain public passenger-vehicle operators for
operation of vehicles other than licensed vehicles, in emergencies such as breakdowns L 10 "MOTOR CARRIER ACT.
or overloads, was continued. In each case the carrier receiving the permit was
required to show proof that he had the necessary insurance covering any vehicle which
he might operate under such permit, irrespective of the ownership of same. Monthly
returns are required, showing the extent to which this privilege is used and to ensure
that there is no abuse of same.
Two amendments were made to the regulations pursuant to the " Motor Carrier
A change was made with respect to the giving of public notice of changes in time
schedules of public passenger and public freight vehicles operated on regular schedule.
Before amendment, the regulations required the giving of not less than fifteen
days' notice. It was found that this provision was not workable as complaints or
objections would reach the Commission after expiry of the fifteen days' notice and
after the new schedule had gone into effect. Therefore, the regulations were amended
to provide that the effective date of any new time schedule shall not be earlier than
twenty-one days after its date of issue, and that the date of issue shall not be earlier
than the date on which the proposed new time schedule is posted and (or) advertised
and submitted to the Commission.
Each notice or advertisement must include a statement as follows:—
" Subject to consent of Public Utilities Commission. Any objections to this time schedule may be filed with the Superintendent of
Motor Carriers, Public Utilities Commission, Vancouver, B.C., within
fourteen (14) days from its date of issue."
The effect of the foregoing is (a) to limit the time within which the public may
file objections, and (b) to give the Commission at least one week to consider the objections and to make a decision. The regulations also provide power to require a new
time schedule to be advertised in a newspaper, but this is not mandatory as there are
many cases of minor changes or of increased service wherein the expense of advertisement would not be justified or would be futile. Provision is made, in emergencies,
for a time schedule to become effective within less than the prescribed twenty-one days
with the approval of the Commission. This is necessary because changes in time
schedules often have to be made on short notice for some special reason.
Regulation 6.04, requiring that no licensee shall increase or reduce, or otherwise
modify, any authorized scheduled public passenger or public freight vehicle service
without approval was modified to agree with the above-mentioned amendments.
Regulations 6.05 and 6.051 were also amended with respect to unavoidable interruption of scheduled service in order to clarify the original Regulation 6.05, which was
open to misinterpretation as authorizing operation of an unlicensed vehicle without
a permit in the case of the breakdown of a licensed vehicle. The regulation now
provides that, in the case of interruption of scheduled service due to failure or breakdown of any licensed vehicle, the licensee shall make arrangements, as far as possible,
to obtain a substitute vehicle and apply for necessary permit to operate same.
During the year quite a number of tentative applications were received, in some
cases from the licensed operators and in other cases from persons who hold no carrier's
licence, for public passenger or freight vehicle licences to operate over various projected routes in the future, or to extend existing services at some future date, depending
upon (a) construction of the road and (or) (b) on removal of Dominion Government
restrictions which do not generally allow of new services at the present time. REPORT OP THE PUBLIC UTILITIES COMMISSION. L 11
Included in these applications were several applications to operate in the future
both freight and passenger vehicles from Prince George to Dawson Creek or Fort
St. John, in the Peace River District; one application to operate public passenger
service between Vancouver and Powell River. Other applications were received to
operate freight and (or) passenger services between Prince Rupert and Smithers and,
in one case, from Prince Rupert to Vancouver. An application was also received to
operate freight service over the Hope-Princeton Road, but similar applications had
been received in previous years to operate over this route.
In acknowledging such applications, the applicants were advised that their letters
had been placed on file as a matter of record, but that such action did not confer on
the applicant any prior rights or privileges. The Commission is of the opinion that
if and when any applicant is prepared to proceed with his application at such time
as the proposed operation becomes a practical possibility, the matter should be dealt
with, having regard to the provisions of the " Motor Carrier Act," particularly those
contained in section 7 thereof, and that the making of -a. tentative application of this
nature for operation at some future date should not give the applicant any standing.
If the reverse were the case, it would be possible for a syndicate, by this means, to
take an option on every possible future route or extension—a condition which might
lead to undesirable practices in the future. It may, however, be said that all of
the tentative applications referred to herein appear to have been entirely bona fide.
During May, 1943, the Vancouver Island Transportation Company, Limited, submitted formal notice they were prepared to provide whatever public passenger-
transportation service is required over a new road then being constructed northerly
from the terminus of the Island Highway at Menzies Bay, such service to be provided
both to the Salmon River Logging Company railway-terminus and eventually to
the Sayward district when the road is completed. The status of this road was investigated, and it was found that same was not a public highway, having been projected
as a forest-protection access truck-trail, and the type of construction was not to any
public highway standard. The Vancouver Island Transportation Company, Limited,
was advised that there was no authority under the " Motor Carrier Act" to issue
a licence for the operation of buses over this road unless and until it should become
a public highway.
Gordon F. Shaw, Nelson.—The Public Utilities Commission (represented by the
Chairman) held a hearing at Nelson on November 22nd, 1943, at which Gordon F. Shaw,
who was the holder of a Class I. public freight-vehicle licence for, inter alia, operation
of public freight-vehicle service on a regular time schedule between Nelson and Creston,
was required to show cause why his carrier's licence, J 12067, should not be cancelled
on grounds of failure of the licensee to provide adequate and efficient public freight-
vehicle service in accordance with the licence.
The hearing disclosed that the service was inadequate in some respects, that
the licensed vehicle was in poor condition, and that the licensee apparently had no
interest in rendering a good service and no desire to improve his service. Accordingly,
by order dated December 3rd, 1943, the Commission placed the licensee on probation
until the 15th day of February, 1944, requiring him to show that he can give an
adequate and efficient service. On February 17th an application was received for
the transfer of the licence to Williams Transfer, of Nelson. The application is under
consideration at time of this writing. In the meantime the service is being operated
by Williams Transfer under permit.
L. McGarva and I. S. Parberry.—On December 17th, 1943, at Vancouver, the Public
Utilities Commission held a hearing on the application of Lester McGarva and Irving S.
Parberry to file a revised schedule of rates for the hauling of milk and cream in L 12 "MOTOR CARRIER ACT."
the Fraser Valley (chiefly from Sumas to Vancouver), this being an application
for a general increase of 2 cents per 10-gallon can of milk and cream. In an order dated
the 31st day of December, 1943, concurred in by the Deputy Administrator of Services
of the Wartime Prices and Trade Board on February 10th, 1944, the Commission
consented to the application to charge 20 cents and 25 cents for transportation of
a 10-gallon can for milk and cream respectively, effective as from March 25th, 1943.
Taxi Rates, Victoria and Vicinity.—In the fall of 1943 it was brought to the attention of the Commission that the taxi operators in Victoria were not adhering to
the rates prescribed by the Commission for trips beyond the Victoria exempted area.
On November 22nd, 1943, a letter was sent to all taxi operators in Victoria and vicinity
informing them that no rates other than the prescribed rates could be charged. At the
request of the Taxi Operators' Association of Greater Victoria a public hearing was
held on January 20th, 1944, to consider the rates beyond the exempted area. Following
this an investigation into the books of the taxi operators was made. This investigation
showed that some increase in taxi rates was justified. As the Wartime Prices and
Trade Board was preparing to prescribe rates in the exempted area a copy of this
report was made available to them. Tentative revised taxi rates have been decided
on and as soon as the rates are set by the Wartime Prices and Trade Board the
prescribed rates set by the Commission will be revised.
Hearings by Superintendent of Motor Carriers.—The number of applications
regarding which it was necessary that hearings be held by the Superintendent of
Motor Carriers was considerably reduced, 41 hearings being held during the year
with respect to 88 applications as compared to 133 applications heard the previous year.
In only one case was any suspension of licences necessary. In this case two
limited passenger-vehicle (taxi) licences held by Gordon Ferguson, of Nelson, were,
by order of the 20th day of April, 1943, suspended, effective in one case on the 20th day
of April, 1943, and in the other case from the 31st day of May, 1943. The reason for
this suspension was that the Regional Director, Transit Control of the Department of
Munitions and Supply, withdrew Transit Control privileges from this operator on
" receipt of indisputable evidence of wanton and repeated violations of Transit Control
Regulations." As a result of this action Mr. Ferguson was no longer able to operate.
The licences were transferred to another operator.
C.O.D. Shipments.
The question was raised as to whether the charges made by carriers for collecting
and remitting moneys due on C.O.D. shipments is part of a " rate " as defined by
the " Motor Carrier Act." The Commission ruled in the affirmative; therefore, it is in
order for a carrier to name such rates in a tariff.
Rates for Labour in Loading, etc.
The question was also raised as to whether rates named in a tariff for additional
labour in loading or unloading a vehicle is a " rate " as defined by the " Motor Carrier
Act," it being generally understood that rates filed are for truck and driver only.
It was not considered possible to give any general ruling in this matter, and the Commission advised the Superintendent of Motor Carriers that each case would have to be
Co-operative Transportation Societies.
In the Kootenays there are a number of co-operative transportation societies
formed chiefly for the purpose of providing a means of transportation for workers to
and from industrial plants, particularly mines and the Consolidated Mining and Smelting Company's plant at Trail. It has been claimed by these societies that, as no direct
fares are paid, the operation of these vehicles does not come within the meaning of
" limited passenger-vehicle " as defined in the " Motor Carrier Act," and these' vehicles
have not previously been licensed.
The extent of this transportation has grown considerably, and, after serious
consideration, the Commission decided that it was necessary and advisable that such
vehicles be licensed under the " Motor Carrier Act" so as to ensure that their operations would be controlled and, in particular, the vehicles inspected as to safety.
In cases where these societies are engaged in transporting industrial workers only
to and from their work no licence fee is payable (see regulations), and steps were taken
towards the end of the licence-year to require these societies to make application for
licences, but, with the exception of one newly formed company, the matter had not been
completed at the end of the licence-year.
The Fraser Valley Milk Producers' Association contracts with a number of carriers
for transportation of milk in the Fraser Valley to their plants and to Vancouver.
Application by the Fraser Valley Milk Producers' Association was made on the 3rd day
of February, 1943, to file a rate schedule for this hauling at rates 10 per cent, above
the contract rates in effect on the 1st day of March, 1941.
After making a study of the increased costs of operation of milk-haulers the Commission, by order dated the 5th day of June, 1943, consented to the said 10-per-cent.
increase, effective as from March 1st, 1943, and this order was duly concurred in by
the Wartime Prices and Trade Board under date of June 16th, 1943.
In the above connection, before making a recommendation, the Commission made
a study of the costs of operation of milk-haulers in the Fraser Valley. It appeared
that some of the hauling had in the past been done by trucking companies and farmers
as an extra to their regular hauling or farming business, and as there was at one time
a surplus of truckers wishing to put their vehicles to use the Association was able to
obtain very favourable contract rates. In order to get a contract, some haulers actually
hauled greater distances than other haulers for less money, and, although most of
the haulers keep very little or no cost records, it was probable that many of the contractors were hauling at bare operating costs or less. However, as other parts of then-
business would probably absorb any loss on this hauling, it was difficult for them to tell
whether they were losing or not. There had already been an increase (not reported
to the Commission) of 5 per cent, on the 1st of October, 1941, which was prior to
the basic period of the Wartime Prices and Trade Board, and, therefore, the present
request for a 10-per-cent. increase over the 1941 rates only represented a 5-per-cent.
increase over the basic period rates.
It was found that many carriers engaged in this hauling had no records of costs,
and an examination of the books of those who kept records of some kind did not prove
conclusive. While the carriers stressed the general all-round increase in costs of
operation, the 1942 figures did not entirely substantiate the claims made in this respect.
In view of the application being made by the Fraser Valley Milk Producers' Association
and not by the haulers, and in view of the increase in costs of operation that appeared
to be occurring in 1943 without a compensating increase in volume of business the Commission allowed the increase. L 14 "MOTOR CARRIER ACT."
The filing by carriers of their rate tariffs and the amendment of such tariffs from
time to time, as may be necessary to meet changing conditions, is one of the important
requirements in the regulation of motor carriers. In ordinary circumstances examination of such tariffs—involving, in many cases, complete redrafting by officials of
the Motor Carrier Branch—requires much detailed work and often a considerable
amount of study and investigation. This work has, to a great extent, been rendered
more difficult by reason of the Maximum Price Regulations of the Wartime Prices and
Trade Board, which prohibit increases in rates for trucking services unless with
approval or concurrence of that Board. Applications for rate increases range from
slight increases, often offset by decreases, in cases where a tariff of one or possibly of
a group of carriers is under revision, to a request from an individual carrier for permission to increase his rates generally for his entire operation. It is not, of course,
the intention of the Maximum Price Regulations to block any general revisions of
tariffs which are necessary from time to time in order to provide for changing circumstances within any district, and there has been no difficulty with regard to minor
changes in rates resulting in some minor increases in certain particulars. This is
particularly the case with regard to the transportation of forest products, involving
the use of poor roads on steep grades where a slight shift in the scene of operations
may involve much higher costs for the trucking contractor.
Prior to the general increase in trucking business arising out of the war " rate
cutting" was not uncommon, resulting from the keen competition which existed.
During the past few years the pendulum has swung to the opposite side; competition
has been greatly reduced, and'the trend has been towards higher rates, where obtainable.
In dealing with certain applications the Commission has received submissions
setting out in some detail the reasons why the carriers claim their costs of operation
have increased. They claim that gasoline is more expensive and of lower quality;
that tires cost more, as the previous discount has been disallowed, and the life of
the new tires is less; that mechanics' wages are higher and that efficient mechanics are
hard to obtain, resulting in inferior work; that the necessary use of inexperienced
drivers results in extra upkeep costs; that drivers' wages are higher; and that
the difficulty of obtaining new trucks results in use of older equipment with higher
cost of maintenance.
Offsetting the foregoing, however, in the majority of cases, the amount of business
has increased to such an extent that operations can be made more profitable; trucks
which were previously partly loaded are running full and running more frequently;
the availability of return loads has increased. As a result, while possibly the running
costs have increased, the overhead per ton per mile has been reduced, and trucks are
kept busy for longer periods.
On the whole it may be stated that there has been no general demand for increases
in rates. Certain isolated cases have been dealt with, and if it has been shown that
the hauling has been done at a rate below the general average price, this Commission
has submitted the matter to the Wartime Prices and Trade Board with satisfactory
results. Any general increase in trucking rates, however, is not a matter to be decided
finally under the " Motor Carrier Act," which does not prohibit increases, but is for
the Wartime Prices and Trade Board, to be dealt with as a matter of nation-wide
war-time policy.
National Defence Projects.
Arising out of the construction of several Department of National Defence projects
on the Lower Mainland,  on a cost-plus basis, the Dominion Government Treasury REPORT OF THE PUBLIC UTILITIES COMMISSION. L 15
Department made a close examination of the cartage charges and, in a number of cases,
challenged the rates which they were being charged by requesting the Motor Carrier
Branch to advise of the filed rates of the carriers concerned. In some cases it was
found that the rates charged were in accordance with the filed rates, in other cases
the charges were higher and, it is understood, necessary adjustments were made.
It was, however, found that some of the carriers were those who had not yet filed their
rates, and, although they claimed that the rates which they were charging were
the rates which they had previously charged, it is understood that the Dominion
Government, in some cases, would only pay the general lower rate in effect, as charged
by the majority of the other carriers. In these latter cases the Motor Carrier Branch
took the necessary steps to obtain proper tariffs from the carriers concerned.
There came to light a case where a manufacturer was delivering materials to
the job at a price " f.o.b. site," adding a " delivery charge," and it was found that
such delivery charge was higher than the price which the manufacturer paid to
the trucker; in other words, such manufacturer appeared to be endeavouring to make
a profit out of the transportation as well as out of manufacture and sale of the goods.
Taxi Rates.
In the matter of taxicab rates, the shortage of vehicles, the increased demand for
taxis, and the rationing of gasoline brought into being a new problem—namely, sharing
of taxicabs. Under the " Motor Carrier Act " a taxicab is understood to be operating
for " charter trips " only, and the driver is not allowed to charge individual fares.
In order to meet war-time needs and to obtain more effective use of all taxicabs, the
Dominion Government Wartime Prices and Trade Board laid down a policy of sharing
taxicabs, and also a rule for determining the basis on which fares should be collected.
This was a situation which could hardly be met by amending the tariffs, as it is a
temporary situation, and, therefore, this Commission issued no general instructions, it
being necessary to allow the matter to adjust itself, but it would appear that the foregoing is one of the reasons why a taxicab business has proved so remunerative in the
more closely populated districts.
The question of taxi rates both at Victoria and Vancouver has been a matter of
some concern. There is at present under consideration an application from the Vancouver taxi operators to file a rate of 20 cents per mile, total mileage, for out-of-town
trips, it being claimed that this rate has generally been charged by all operators.
The matter is still under consideration. Similarly, the Victoria taxi operators have
applied for an increase in rate over the present rate, as prescribed by the Commission,
and a hearing was held by the Commission in connection with this application. This
matter is also now under consideration.
Taxicab Rates at Nanaimo.
A uniform tariff for taxicabs at Nanaimo came into effect during the year. This
tariff was agreed to by all the operators and remedied an undesirable situation which
existed because of lack of uniformity in the rates previously being charged.
Vancouver-Prince George Tariff.
In the Rate Examiner's report will be noted that an application from W. H. Malkin
Company, Limited, of Prince George, for a reduction in rates for the transportation of
citrus fruits from Vancouver to Prince George in loads of not less than 10,000 lb. was
not granted after a hearing. The rate asked for was $1.58 per hundred (being same
as railroad rate), as compared with the existing truck rate of $1.85. In coming .to
a decision the Commission took into consideration the faster service, free pick-up in
Vancouver, free delivery at Prince George, and no extra charge for heated car service; L 16 "MOTOR CARRIER ACT."
further, that no evidence was given to show that proposed reduction in rate would
benefit the consumer, and that any reduction in rate would only have the tendency of
increasing the flow of long-distance traffic to trucks, which is not desirable at this time.
Arrow Transfer Company, Limited.
An application by Arrow Transfer Company, Limited, for an increase in its contract rate for hauling of rice for Canada Rice Mills between Woodwards Landing and
Vancouver was investigated. In normal times, this being a contract rate, there would
have been no difficulty in accepting a revised contract, provided that the trucker and
shipper were in agreement. However, the Wartime Prices and Trade Board would
not approve of this increase in rate without proof of financial necessity with respect
to the over-all operations of the applicant.
Rates from Delta to Vancouver.
An application by five public freight carriers, operating from Delta Municipality,
to file certain uniform rates on the hauling of root vegetables from Delta Municipality
to Vancouver was approved after a hearing. Whereas the basic tonnage rate for
hauling potatoes in volume from Delta Municipality to Vancouver had, for many years,
been $2 per ton, there was considerable hauling of new potatoes and other root vegetables in smaller lots, and the clarification of the rates which resulted from this application and hearing has proved, most satisfactory.
Local Prince George Freight Tariff.
The public freight carriers' at Prince George applied to file a revised uniform local
freight tariff, No. 2, governing their operation in the Prince George district. After
careful consideration and examination the tariff was accepted for filing, and all the
carriers concerned have subscribed to same.
Passenger Rates—Ashcroft to Prince George.
On taking over the public passenger operation between Ashcroft and Prihce
George from the Interior Transportation Company, Limited, the Cariboo Greyhound
Lines, Limited, filed revised rates for this operation, involving reductions in one-way
fares in some cases and naming additional point to point rates not previously shown.
The tariff was accepted for filing.
Milk-hauling Rates.
Elsewhere in this report will be found details of approval of increased rates for
milk-hauling in the Lower Fraser Valley.
Frank Beban Lumber Company.
On page 38 of the Third Annual Report is reported an application of Frank Beban
Lumber Company, of Nanaimo, for an increase in contract rates for transportation of
coal from No. 8 Wellington Mine to Nanaimo, wherein an increase to $1 per long ton
was granted. Further application for an increase in the coal-hauling rate between
No. 8 Wellington Mine and Nanaimo was submitted to the Commission, which advised
the company under date of July 20th, 1943, that it was unable to recommend to the
Wartime Prices and Trade Board any further increase in this rate. Under date of
December 22nd, 1943, application was again made to increase this rate to $1.05 per
long ton.    This application was again refused. REPORT OF THE PUBLIC UTILITIES COMMISSION. L 17
Dump-truck Rates.
In connection with " cost-plus " contracts for the Department of Munitions and
Supply, the Resident Inspecting Engineer of Construction Branch of that Department
was in frequent communication with the Motor Carrier Branch with respect to the
rates filed by dump-truck operators employed on the construction of certain camps and
airfields for the Department of National Defence. Before issuing any licence for such
work, the Superintendent of Motor Carriers was careful to obtain a statement from
the carrier, signed also by the contractor, as to the rate agreed upon, according to the
size of truck, together with a statement that such rate was in no way higher than any
rate which the truckmen had previously received for similar work in the vicinity.
Drafting of Tariffs.
As to tariffs generally, it was brought to the Commission's attention that the
majority of carriers, though willing to file their rates, are insufficiently acquainted
with the requirements to prepare tariffs in a standard form and, in very many cases,
require assistance. In British Columbia there is no " tariff bureau " where carriers
may obtain assistance in the filing of tariffs, and the Commission-decided that, within
reason, the Rates Examiner be authorized to assist carriers in drafting and typing
their tariffs with a view to expediting the filing of same.
Report of Rates Examiner.
In Appendix B of this report will be found the report of the Rates Examiner.
The progress which has been made in the filing of tariffs is considered to be satisfactory, particularly in view of the difficulty, referred to above, of adjusting tariffs
without incurring increased rates.
E. S. Atkins Stage Lines, Cultus Lake.
This firm operates public passenger-vehicle service between Harrison Hot Springs
and Cultus Lake via Agassiz and Chilliwack. Owing to the opening of a military
camp at Sardis, adjacent to the road between Chilliwack and Cultus Lake, the amount
of service required was very greatly increased. Complaints having been received with
regard to the lack of service, and failure of the licensee to improve it, a hearing was
held on the 20th of May, 1943, when E. S. Atkins Stage Lines was required to show
cause why the public passenger-vehicle licences should not be cancelled on the grounds
of failure of the licensee to provide adequate and efficient service, repeated convictions
of the licensee for offences against the •" Motor Carrier Act," and non-compliance by
him of certain terms of the licences. After full consideration of the evidence, the
Commission ordered that E. S. Atkins Stage Lines be placed on three months' probation to show that the said stage lines can give adequate service, the operations to be
reviewed by the Commission at the end of three months' probationary service.
Therefore, applications which had been received from Messrs. J. S. Mowat and
Ralph 0. Johnston, of Chilliwack and Hope respectively, a partnership, for operation
of three buses, and tentative applications of Messrs. Cunningham and Gallagher and of
Messrs. Vogler and Whiffm to operate over this route or parts of same were not considered further. Subsequently, Atkins Stage Lines took the necessary steps to obtain
additional buses and such other steps as were necessary to improve the service. One
of the new buses was a large trailer-bus, believed to be the first of its kind to be
operated in British Columbia, with a carrying capacity of forty-two passengers seated
and thirty-three standing, which was licensed to be operated between the bus depot L 18 " MOTOR CARRIER ACT."
at Chilliwack and the army camp at Vedder Crossing. A condition of licence is that
there will at all times be a conductor in the trailer portion of the bus, provided with
proper communication with the driver.
In order to enable Atkins to give more attention to his public passenger service,
he was granted a Class II. public freight-vehicle licence to transport express-freight,
baggage, and mail only between Harrison Hot Springs and Cultus Lake in order to
avoid delays and inconveniences to passengers occasioned by the carrying of express,
mail, and baggage on passenger vehicles.
Under date of March 1st, 1944, all licences held by E. S. Atkins Stage Lines were
transferred to Atkins Stage Lines, Limited, who are now the holders of four public
passenger-vehicle licences and one limited passenger-vehicle licence with a total carrying capacity of 138 seated and 57 standing passengers, as well as the above-mentioned
vehicle for express, mail, and baggage.
Cariboo Greyhound Lines, Limited, Vancouver.
A public passenger service has been operated between Ashcroft and Prince George
by Interior Transportation Company, Limited, for a number of years—this company
had seven licences respecting sedan cars for public and limited passenger service and
two licences on two small buses for public service only. On application, these licences
were transferred to Cariboo Greyhound Lines, Limited, a newly formed company,
during July, 1943, and, at the same time, three public passenger-vehicle licences
respecting three buses were transferred to Cariboo Greyhound Lines, Limited, from
B.C. Greyhound Lines, Limited, the present routes contained on the licences, however,
being deleted, and the vehicles being licensed to operate between Ashcroft and Prince
George only. The new company later disposed of some of the smaller cars and they
now have licences for five buses and three sedan cars.
E. H. Neville, d/b/a Lochdale Transportation, Vancouver.
An application was received for extension of present public passenger-vehicle
service supplied by E. H. Neville in Burnaby Municipality between Boundary Road at
Hastings Street and a point near the Seaforth-Lazelle School in Burnaby, application
being to extend service to a point on Tenth Avenue at Sixth Street, New Westminster;
also for permission to establish a new (north-south) public passenger route in Burnaby
Municipality between Hastings Street at Boundary Road and Kingsway at Edmonds
via Hastings Street, Gilmore Avenue, Douglas Road, Burris Street, and Sperling
Avenue. A hearing was held and the application was strongly supported by members
of the Burnaby Municipal Council and interested residents of Burnaby.
Irrespective of any decision by the Public Utilities Commission, Neville would
require authority of the Dominion Transit Controller, and the Commission had an
opportunity of discussing the matter with him on his visit to the West. The Transit
Controller took the position that he was not able to approve of the extension or the
new route as they were not directly associated with war work, but that he would be
prepared to give favourable consideration at such time as the rubber and gasoline situation is sufficiently altered to enable relaxation of the present restrictions. Therefore,
the Commission was not in a position to approve of the application at that time.
Necessary co-operation between this Commission and its officials with the various
administrators of the Wartime Prices and Trade Board and the Department of Munitions and Supply was continued with respect to the various orders of the Dominion
Government restricting the use of motor-vehicles during the present war-time emer- REPORT OF THE PUBLIC UTILITIES COMMISSION. L 19
gency. One result of this co-operation, necessary to avoid misunderstanding, was
the increase in the actual volume of office-work of the Motor Carrier Branch. While
the Commission wishes it to be clearly understood that in administering the " Motor
Carrier Act " it is guided by the provisions of that Act, and that its decisions are not
based on the terms and conditions of the various restricting orders of the Dominion
Government; nevertheless, consultation with the respective controllers is necessary in
the interests of the applicants for licences, or of the carriers concerned, as the case
may be, as it would obviously be unfair to the applicant, or to the carrier, to grant
a privilege and to accept licence fee for same if the said applicant or carrier would not
be permitted to operate on account of the Dominion Government's orders. It may also
be said that the Commission has at no time lost sight of the nation-wide necessity for
conservation, and in cases where there has been some real doubt as to the necessity
for granting an application, the Commission has taken into consideration the need for
such conservation.
In general it may be stated that the various Dominion Government restrictions
whereby new tires, gasoline, and new trucks, etc., cannot be obtained without a permit
or ration book have resulted in there being brought to the attention of the Commission
cases of persons who were apparently operating vehicles, or who proposed to operate
them, without benefit of carrier's licence. It is the practice of the various controllers,
in cases of applications received, to require evidence that the applicant holds the
necessary Provincial motor carrier's licence in cases where such licence is required,
and either to bring to the notice of the Superintendent of Motor Carriers any cases
where such licence has not been obtained or to advise the individual to make application for licence prior to receiving his permit, ration book, or other privilege.
During the three days, January 10th-12th, 1944, inclusive, a successful conference
was held at Vancouver with Inspectors of Motor Carriers employed by the Commission.
Prior to the conference an agenda was prepared based on suggestions submitted by
Inspectors. The first two days of the conference were occupied by careful consideration by the Superintendent, other officials, and the Inspectors of the various matters
contained in the agenda whereby minor matters were disposed of, and an agenda
regarding the more important matters was prepared for the consideration of the
The Commission as a whole met the Superintendent and Inspectors and other
officials of the Motor Carrier Branch on January 12th, at which time all outstanding
questions were fully discussed, including such matters as enforcement, exemption of
freight-vehicles operating within a single municipality, the issuance of permits by
Inspectors, the question of overlapping of Dominion Government war-time regulations
with provisions of the " Motor Carrier Act," co-operative transportation societies,
changes in tariffs, taxicab rates, preparation by the Motor Carrier Branch of tariffs
of operators who are unable to prepare same themselves, the question of uniform rates
as compared to individual filings by carriers in various districts, and other matters.
In general many difficulties were ironed out and misunderstandings corrected.
Dr. W. A. Carrothers and R. M. Taylor, Superintendent of Motor Carriers, attended
a convention of motor carrier officials of the four Western Provinces held at Calgary
from the 16th to the 20th of November, 1943, inclusive. General discussions were held
on matters common to the administration of motor carrier Acts in the four Western L 20 " MOTOR CARRIER ACT."
Provinces. The effects of Dominion Government war-time regulations were discussed
and consideration was given to the possibility of such regulations remaining in effect
after the war. Dr. Carrothers and Mr. Taylor returned from Calgary via Nelson and
stopped over at Nelson to hold a hearing regarding the operation of Gordon Shaw,
public freight operator between Nelson and Creston.
The Commissioner of B.C. Police has advised there were 146 prosecutions under
the " Motor Carrier Act " during the licence year 1943-44, resulting in 139 convictions.
While this is again a reduction from the previous year, it is hoped that this reduction
is largely due to a better understanding by the carriers of the requirements of
the " Motor Carrier Act."
Mechanical Inspections.
The Commissioner of B.C. Police also advises that approximately 610 mechanical
inspections were made by the mechanical staff of the B.C. Police during the year with
respect to vehicles (mostly passenger-vehicles) licensed under the " Motor Carrier Act."
The importance of this work, comprising regular as well as special inspections, does not
need to be emphasized. No licence is issued by the Commission with respect to any
bus until it has first been inspected. With regard to taxis, they are inspected at
the first opportunity. Routine inspections are made at regular intervals and operators
are required to rectify any defects disclosed by such inspections. The Commission
again wishes to acknowledge the valuable co-operation received from the B.C. Police
with regard to this highly important matter.
L 21
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While no serious attempt was made during the licence-year ended February 29th, 1944,
to undertake any major projects in connection with the standardizing of tariffs, the Rates
Division reports a busy year with considerable progress in obtaining initial tariff filings and
a more regular filing of time schedules.
Interest and desire of carriers to establish a basis for their charges sharpened to
a marked degree early in 1943 when, prompted either by investigations of the Wartime Prices
and Trade Board or by purely commercial or economical reasons of their own, they did not
hesitate to take advantage of the assistance and co-operation of the Rates Division in the
setting-up of rates and schedules. Practically all tariffs and time schedules submitted in
1943, excepting those of the larger companies, were either drafted or redrafted by this
office during the year.
A statement showing the number of tariffs and time schedules filed for the year appears
at the end of this report.
The work of the Division, however, was not confined to the preparation and drafting of
tariffs and schedules alone. Many investigations were made into reported overcharges as
a result of inquiries of the Wartime Prices and Trade Board and other sources, a great deal
of negotiation being thereby involved.
On the Lower Mainland rates were fairly well standardized on two commodities—
namely, lumber and milk.
Ceiling rates on transportation of lumber as at the basic period have been subscribed
to by all carriers of this commodity on the Lower Mainland so that there is scarcely any
variation at all now on lumber-hauling rates in this area.
A 10-per-cent. increase in contract rates on transportation of milk and cream for
the Fraser Valley Milk Producers' Association was approved by the Public Utilities Commission and concurred in by the Wartime Prices and Trade Board.
Rate Hearings.
Five Rate Hearings were held during the year, as follows:—
(1.) March 30th, 1943: A hearing was held to consider the application of the W. H.
Malkin Company, Limited, Prince George branch, for reduction in rate from
$1.85 per 100 lb. to $1.58 per 100 lb. on the transportation of citrus fruits from
Vancouver to Prince George in lots of 1,000 lb. or over. The evidence produced
by the W. H. Malkin Company was not considered sufficient to justify the reduction in rate, especially in view of the Federal Government's desire to curtail
long distance freight-hauling by truck in competition with railway service.
This application was refused by the Public Utilities Commission in its
decision of June 11th, 1943. A further application for a reduced rate of $1.65
was not approved.
(2.) May 3rd, 1943: A complaint from the Department of Munitions and Supply
regarding a proposed rate of $3.50 per M. F.B.M. on the transportation of
lumber by the Goodman Motor Transport Company from Canadian White Pine
Company, Vancouver, to the R.C.A.F. project at Abbotsford, a distance of some
38 miles, was the subject for hearing.
The highest legal prevailing rate officially on record in the Motor Carrier
office at that time for similar hauling was $3 per M. F.B.M. plus bridge tolls.
In view of this fact the Department of Munitions and Supply could not agree
to the higher rate proposed by the Goodman Motor Transport Company, and
Mr. Goodman finally consented to meet the " going " rate of $3 per M. F.B.M.
plus bridge tolls, and the case was thereby brought to a satisfactory conclusion.
(3.) May 3rd, 1943: As a result of a complaint from the Department of Munitions
and Supply, a hearing was held to discuss a rate charged by Winton's Transfer
(a.)   20 cents per 100 lb. for shipments of freight over 2,000 lb.  in weight
between Vancouver and Abbotsford. REPORT OF THE PUBLIC UTILITIES COMMISSION. L 23
(6.)  An additional charge of 25 cents on package delivery beyond Abbotsford
to the R.C.A.F. project,
(c.)  40 cents per bundle on the transportation of shingles from Vancouver to
(a.) According to its filed tariff, Winton's Transfer's rates are as
" Shipments weighing up to but not over 50 lbs.  35c.
Shipments weighing over 50 but not over 250 lbs.  50c.
Over 250 lbs. up to but not including 2,000 lbs. 20c. per cwt.
2,000 lbs. and over  15c. per cwt."
Whereas in previous years the volume of freight was small and Winton's
Transfer seldom had occasion to apply the 15 cents per 10O-lb. rate, volume
of freight transported to the project now was considerable and justified a lower
rate than the 20 cents per 100 lb. In the course of the discussion, Winton's
Transfer divulged that the 15 cents per 100-lb. rate had only been applied to
the freight of three general store merchants—this discrimination had been
inherited from their predecessor—and these merchants had consistently refused
to pay the higher rate of 20 cents. In view of the fact that the rate of 15 cents
per 100 lb. on shipments of 2,000 lb. or over had been already officially filed,
Winton's Transfer was instructed that it must abide by this rate.
(&.) With regard to the 25-cent parcel delivery charge beyond Abbotsford,
it was established that Winton's Transfer was within its rights to make this
(c.) On the question of shingle-hauling rates, the Department of Munitions
and Supply took exception to the rate of 40 cents per square on the grounds
that this was relatively far in excess of Winton's filed rate of 15 cents
per 100 lb. As a solution to the foregoing complaint, it was decided that as
the Department of Munitions and Supply was a volume shipper, Winton's
Transfer would file a supplement to its tariff, naming special rates on delivery
of freight for this particular shipper only to the project at Abbotsford,
the supplement to contain the same rates as above with the exception that
the maximum weight on shipments up to but not over 50 lb. would be raised
to 100 lb.
(4.) June 11th, 1943: A special hearing was held to consider a complaint of
a resident of White Rock, regarding an alleged overcharge by the White Rock
Transfer on the transportation of a shipment of personal effects weighing
480 lb. transported from Vancouver to White Rock. The hearing finally concluded by the agreement of the White Rock Transfer to rebate the amount in
excess of the quoted rate.
(5.) Application of I. S. Parberry and L. McGarva for an increase in their rates
on milk-hauling from the Municipalities of Langley, Sumas, and Matsqui to
Vancouver and New Westminster was heard before the Public Utilities Commission at a special hearing held on December 17th, 1943. The new rates—
namely, 20 cents per 10-gallon can of milk and 25 cents per 10-gallon can of
cream—provide for an increase of 2 cents per 10-gallon can.
Consent to the amended rates was given by the Public Utilities Commission by its order dated December 31st, 1943, effective as of March 25th, 1943.
This consent was concurred in by the Wartime Prices and Trade Board.
In three instances the Rates Examiner made special visits to the particular areas involved
to obtain at first hand the information necessary to complete tariffs. These were as
(1.) At Chilliwack: Investigation of the rates charged by Russell Stallard, of Chilliwack, operating scheduled and non-scheduled public freight service between
Vancouver and Chilliwack and Chilliwhack Municipality, resulting in a proper
tariff being drawn up and subsequently filed. L 24 " MOTOR CARRIER ACT."
(2.) At Nanaimo: Investigation of the charter passenger rates charged by Nanaimo
taxi operators in the Nanaimo district, resulting in the filing of a uniform
charter passenger tariff.
(3.) At Port Alberni: Investigation of the rates charged by Class III. public freight
carriers in the Alberni-Port Alberni district and that area west of the Beaufort
Range. While the uniform tariff proposed to be filed by these carriers has not
as yet been filed, these operators have made a concerted effort towards setting
up a suitable tariff which will adequately describe their operations as well as to
conform with the manner and style prescribed by the regulations. Completion
of this tariff is in the hands of the Motor Carriers' Association and it is believed
that the tariff will be ready for submission shortly.
Uniform Tariffs.
(1.) At the close of the licence-year ended February 28th, 1943, a uniform tariff by
Class III. public freight carriers in the Prince George district was awaiting submission to
the Public Utilities Commission for consideration. This tariff was eventually passed by
the Commission and accepted for filing and has since been in effect in the Prince George area.
(2.) A number of revisions were made to (the prescribed Okanagan Freight Tariff
Competitive, Local, and Joint Freight Tariff No. 1a) Supplements Nos. 1 and 2 which were
issued in the previous year, being incorporated therein, as well as Supplement No. 3 approved
by the Public Utilities Commission on July 2nd, 1943.
The revisions and supplements were as follows:—
Original, page 2a—naming additional exceptions to application of Tariff No. 1a.
First revised, page 8—incorporating supplemental rates and changes contained in
Supplement No. 2.
First revised, page 9—incorporating changes and additions contained in Supplement
No. 1.
Original,   page   9a—incorporating   supplemental   rates   contained   in   Supplements
Nos. 1, 2, and 3.
Original, page 10a—incorporating item 56 contained in Supplement No. 1.
Original, page 13—being correction number checking sheet.
(3.)   There were five carriers operating limited passenger-vehicles (taxis) out of the City
of Nanaimo.    Although these carriers had made some effort to file rates, they were all charging various prices for some reason or another and could not arrive at a satisfactory basis.
To bring order out of chaos a uniform tariff was compiled, and as a result rates were
standardized.    All of the carriers willingly subscribed to this tariff, and the recommendation
that the filing of this tariff be accepted was approved by the Public Utilities  Commission
on February 14th, 1944.
Although tariffs are for the most part still very limited in scope and elementary in
character, a gradual improvement is taking place; this improvement is due partially to
representations made by carriers themselves from time to time to amend or supplement their
rates and rules, and partially to the Division's constant effort to obtain more complete data
with regard to the carrier's activities. In many instances this probing into rates has revealed
that the carrier is not operating-according to his Conditions of Licence, whereupon his
privileges are reviewed, and either the carrier is prohibited from continuing his unlicensed
activities or his Conditions of Licence are amended to properly cover his operations.
The field Inspectors have been particularly helpful in all these investigations and have in
a great many instances assisted carriers with the compilation of their documents. Their
efforts in this connection have contributed a good deal to the progress of the Rates Division
during the past year.
Carriers are now conscious of the protection and usefulness of established tariffs and are
taking every advantage of the facilities provided by the Motor Carrier office to accomplish
better and more comprehensive records.
Besides several hundred Class III. public freight and limited passenger (taxi) services,
there still remains outstanding a small number of operators of public freight services whose REPORT OF THE PUBLIC UTILITIES COMMISSION. L 25
tariffs are not as yet ready for filing, but these carriers report that progress is being made to
this end and that submission will be made in a short time.
A thorough examination of the records reveals that approximately 60 per cent, of motor
carrier services, exclusive of limited freight and private freight, operating on Provincial
highways have now filed tariffs in accordance with the " Motor Carrier Act " and regulations.
To this figure may be added thirty-five limited freight tariffs.
Of the total number of licensed carriers, other than private freight carriers, approximately one-third are holders of limited freight licences. These carriers for the most part
hold contracts or agreements with the parties for whom they are privileged to haul.
The majority of these have already filed copies of contracts or agreements in lieu of tariffs.
These contracts have been subject to the same scrutiny and investigation as tariffs to ensure
against unauthorized rate increases or any unjust or discriminatory practices. Consequently,
the number of limited freight tariffs drawn up along the lines of other tariffs is proportionately low and had to be accounted for separately.
The Class III. public freight carriers and limited passenger (taxi) operators above
mentioned, who have not as yet submitted their initial documents, are for the most part
located in the vicinity of Vancouver City and on Vancouver Island. Due to the concentration
of these carriers in one locality, no vigorous effort has yet been made to obtain their tariffs
through mass circularizing as the Rates Division has not had sufficient well-trained staff to
handle such an assignment. It is for this reason that this local situation still exists, to be
corrected as soon as possible.
Although the number of outstanding tariffs in the Province still appears to be high,
approximately 25 per cent, of these have already been submitted, but are as yet under
examination and investigation.
However, it is believed that the forthcoming year will see an appreciable reduction in
the number of these remaining outstanding tariffs, and the question of uniformity can then
be given the serious consideration necessary towards the equalizing of rates on a competitive
basis. This, at any rate, appears to be the goal carriers all over the Province desire to
Respectfully submitted.
0. Cashato,
Rates Examiner.
Statement of Tariffs and Time Schedules filed during Licence-year 1943-44.
Passenger Time Schedules   36
Freight Time Schedules   20
Express Time Schedules     1
—    57
Public Passenger Tariffs   17
Charter Passenger Tariffs   33
Local Express Tariffs _". :     5
Public Freight Class I. Tariffs      9
Public Freight Class II. Tariffs   31
Public Freight Class III. Tariffs   85
Limited Freight Tariffs      7
Special Commodity Tariffs      3
Supplements to Freight Tariffs   34
Supplements to Passenger Tariffs  , .  14
Revisions to  Tariffs    14
Uniform Tariffs (Howe Sound-Pender Harbour)      3
— 14
— 3
Total number of filings   312 L 26 " MOTOR CARRIER ACT."
Total Number of Active Time Schedides and Tariffs filed as at May 1st, 1944.
Passenger Time Schedules      53
Freight Time Schedules      84
Express Time Schedules     3
Public Passenger Tariffs      46
Charter Passenger Tariffs   180
Local Express Tariffs      23
Public Passenger and Express Tariffs      15
C.O.D. Tariffs  .-      1
Class I. and II. Tariffs      14
Class I. Tariffs      13
Class II. Tariffs      60
Class III. Tariffs   366
Limited Freight Tariffs      35
Total number of filings
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).)
The following is a summary of conditions generally in respect to the above territory for
the licence-year 1943-44.
The number of limited freight-vehicles remained about the same as last year; private
freight-vehicle licences have increased slightly, particularly Class III. private freight-vehicle
licences (farmers' " K " licences), due to the fact that a considerable number of city people
have taken up small ranches adjacent to Vancouver and New Westminster. Approximately
1,090 public and limited freight-vehicle licences were in effect during the year in the territory together with approximately 360 public and limited passenger-vehicle licences. It was
very noticeable that public passenger-vehicles were taxed to capacity, and very often strained,
in order to take care of the travelling public. However, the licensees concerned have handled
the difficult situation extremely well, particularly at this time when replacement and extra
equipment are limited.
The increased population in the Lower Fraser Valley has been the cause of more
numerous complaints than in previous years, which were investigated along with the usual
investigations in connection with permits, new applications, and alterations of licences.
Operators failing to comply by the filing of proper freight tariffs were contacted, and
satisfactory results being obtained, the situation improved considerably during the year.
As a result of information handed to the municipal police, eleven convictions were
obtained as well as three convictions by the British Columbia Police.
The usual complaints from the commercial carriers as regards the operations of private
freight-vehicles required continual investigation.
During the months of April and May, 1943, the undersigned spent eighteen days in the
Okanagan making special investigations.    In all a total of 29,438 miles was travelled.
The conference of Inspectors held at Vancouver in January, 1944, goes to give a better
understanding between ourselves and the Commission, which is beneficial in the administration of the " Motor Carrier Act."
Fred Black,
Inspector of Motor Carriers, Vancouver. REPORT OF THE PUBLIC UTILITIES COMMISSION. L 27
Inspector W. A. Jaffray.
(Vancouver Island and Adjacent Islands.)
The following is a brief outline of the administration of the " Motor Carrier Act" and
regulations, and changes in transportation and conditions in the district referred to above
during the licence-year 1943-44.
Passenger movement continued on a parallel to last year with approximately the same
number of persons being carried on public conveyances with less congestion. This is attributable to the co-operation obtained from the travelling public by using conveyances between
peak periods and the use of overload buses. Taxi service on Lower Vancouver Island, previously rendered by companies with a fleet of vehicles, has undergone a slight transformation.
Companies operating two or three cabs have sold vehicles to individuals with the result that
three owner-operators are operating from a stand where one operator with three vehicles
previously operated. These transfers were made due to the fact that operators encountered
difficulty in obtaining drivers. Limited passenger-vehicles which were formerly used for
sightseeing purposes as well as taxi-work are now being used by operators solely for taxi-
work, thus enabling this type of transportation service to meet the traffic demand.
Transportation of industrial workers not included within the Federal W.I.T. plan created
a problem. Industry has found that unless transportation is provided or arranged for
employees they cannot maintain a staff. Most firms have gone to great expense to provide
suitable equipment to ensure safe transportation of their men. Enforcement of essential
safety standards as required by the " Motor Carrier Act" has governed construction and
operation of these conveyances satisfactorily and no major accident has been reported in the
Freight movement in the area showed no increase over the previous year. The logging
industry is relying mainly on flexible equipment for hauling; however, the construction of
private logging-roads has greatly reduced public highway hauling even from that of pre-war
days. Coal-hauling in the Nanaimo area continued uniformly throughout the year and practically all such licensees were steadily employed. Dump-truck work was available in the
Comox area, and last fall some twenty trucks were brought in from the Mainland for this
project. The " Motor Carrier Act " regulated this movement throughout, and when the peak
period had passed the Mainland trucks were released as temporary permits expired and the
local operators were retained. This particular project required continuous supervision due
to the fact that two firms held contracts on the one project. Rather than tolerate a surplus
of trucks for each company for extra work only, each company was supplied with a list of
trucks that were available and these vehicles comprised a pool for both operators. The
Motor Carrier Regulations governed the entire operation to the satisfaction of all concerned.
Transportation of wood-fuel was, for the most part, handled by the private freight
operators. There was a tremendous increase in volume, especially from outside areas, and
persons cutting their own supply presented a problem as there were not sufficient licensed
trucks to undertake this type of work which entailed so much loading time. To meet the
situation, a public licence and several temporary permits were issued, and no difficulty was
encountered. Wood-hauling contracts let by the Federal Government were handled under
limited freight licences.
Rates in the area, with the exception of taxis, were fairly stable. Very few increases
were applied for, although several tariffs were forwarded from this area. Some satisfaction
was gained in the establishment of a uniform taxi tariff in the Nanaimo area. Taxi operators
were called in on conferences; Nanaimo district was zoned and hard and fast rates established. Victoria operators have applied for an increase which is now under consideration
by the Public Utilities Commission.
Statistics  compiled from  inspection  reports,  investigations,  and  general  are  herewith
(a.)  Mechanical inspections made on passenger vehicles         303
Defects noted—
Defective brakes         104
Defective steering        101 L 28 " MOTOR CARRIER ACT."
Failure to comply completely with requirements  272
Vehicles condemned on mechanical condition  4
(b.)  Investigations made, including interviews  .  688
(c.)   Complaints dealt with (both written and verbal)   78
(d.)  Prosecutions   (completed by undersigned)   10
Segregated— ,
" Motor Carrier Act " and regulations   6
" Motor-vehicle Act " and regulations  2
Federal Orders in. Council   2
(e.)   Mileage travelled while performing duties   17,800
Public passenger carriers have been fortunate in obtaining some replacement buses and
more skilled mechanics were available, the results being noticeable. Older equipment has
been rebuilt to comply with P.U.C. standards and major overhauls were undertaken on rundown equipment, which could not have been considered in the early years of the war.
Companies are employing competent inspectors to check equipment daily and satisfactory
progress was noted throughout the year.
The transportation industry is definitely flourishing in this district and operating most
satisfactorily under the control and supervision of the " Motor Carrier Act " and regulations.
W. A. Jaffray,
Inspector of Motor Carriers, Victoria.
Inspector G. L. Greenwood.
(Cariboo, Prince George, Omineca, and Skeena Districts.)
During the licence-year 1943-44 there has been a steady improvement throughout this
district with respect to regulation of motor-vehicle transportation under the " Motor Carrier
Act." The few unsatisfactory operators are now no longer in business; all applications for
new licences, transfers, etc., have been very carefully considered, especially with regard to
" fitness, ability, and willingness " of the applicant to give service, with the result that
the number of complaints has been reduced to a minimum and the public in this district is
being adequately served. The motor carriers in this area have been solidly in support of
the " Motor Carrier Act" for some time and this attitude is unchanged.
The proper filing of rate tariffs has now been completed in this district. Although
constant checking and revision is necessary, all public licensees are using an easily understandable, simple form of tariffs that covers all types of hauling. These tariffs are available
at all times to be checked by shippers.
Administration and enforcement are steadily improving in all districts. As a result of
constantly contacting the different detachments of B.C. Police and explaining sections of
the Act and regulations that they were finding difficult to understand, enforcement has
improved considerably. The methods of administration have not changed and are being
unquestionably vindicated. A continual process of checking and educating has produced
excellent results with very few exceptions.
National Defence construction projects reached their peak in the summer and fall of
licence-year 1943. Both contractors and truckers were given considerable assistance and
valuable advice in regard to freighting and passenger movements with beneficial results.
General statistics for the licence-year 1943-44, showing routine duties performed, mileage
travelled, etc., are as follows :•—
Vehicles checked on highway (approximately)         950
Investigations and interviews     1,020
Temporary permits issued  (all classes)          312
Miles travelled during course of duties   19,023
G. L. Greenwood,
Inspector of Motor Carriers, Prince George. REPORT OF THE PUBLIC UTILITIES COMMISSION. L 29
Inspector H. K. Hume.
(Okanagan Valley, Princeton, Merritt, Kamloops, Ashcroft, Salmon Arm, and
Revelstoke Districts.)
I submit herewith a report respecting the administration and enforcement of the " Motor
Carrier Act " within the above-mentioned districts during the licence-year 1943-44.
The writer was stationed at Nelson until the end of May, 1943, and at that time transferred his headquarters to Kelowna where a new branch office was established for the convenience of the operators, said office being located in the Royal Anne Hotel.
Business conditions in general throughout the above-mentioned districts have shown
improvement, which has resulted in a general increase in passenger and freight transportation. While the restrictions imposed by the Federal Government under war-time legislation
have resulted in some restriction in transportation generally owing to the drastic need of
economy, it is not considered any real hardship has been brought about by these restrictions
and all necessary transportation has been provided.
A distance of 18,875 miles was travelled while completing from 450 to 500 investigations
and carrying out the various duties of an Inspector. These duties keep one in close contact
with most of the licensees, and it is felt that the " Motor Carrier Act " is being very well
received throughout the whole district; further, said licensees are showing willingness to
co-operate and feel that the " Motor Carrier Act " has a definite place in the continued welfare of the industry. The total of 2,140' private freight licences was issued in this district
and 437 public and limited freight and passenger licences for the licence-year 1943-44, also
17 short-term limited licences were issued to trucker-growers for the purpose of assisting
the public freight-haulers in transporting fresh fruit and vegetables.
Some progress has been made in the filing of rate tariffs and special commodity tariffs,
and the prescribed tariff No. 1a is still proving satisfactory in most cases although some
amendments and additions to this tariff are contemplated. A marked increase in the fruit
and vegetable production throughout the Okanagan Valley has resulted in increased tonnage
being carried by the public freight trucks, and it is expected that all public operators will be
taxed to capacity during the harvest season 1944 owing to the forecast of a bumper crop,
necessitating very close supervision to assure the speedy transportation of this perishable
The many duties of an Inspector of Motor Carriers leave very little time for enforcement, but the highway patrolmen in this district have been doing very good work in spite
of their greatly increased territories and have made every effort to co-operate and assist this
department in every way. _._  „  __.
H. K. Hume,
Inspector of Motor Carriers, Kelowna.
Inspector H. J. Maddaford.
(Grand Forks-Greenwood District, East and West Kootenays, including Rossland, Trail,
Nelson, Kaslo, Slocan, Cranbrook, Fernie, Windermere, and Golden.)
Herewith is submitted the annual report for the licence-year 1943-44, respecting the administration, operation, and enforcement of the " Motor Carrier Act" within the above-
mentioned district.
No new Class I. and II. public freight or public passenger licences have been issued in
this territory during the past year.
There has been very little increase in Class III. public freight licences due, in part, to
the Dominion Government regulation limiting new licensees to within 35 miles of their
registered address. There is also a greater tendency for the truckers to confine their hauling
to their immediate district and so co-operate with the Government by cutting down on gas
consumption and wear on tires. This voluntary limiting of their operations increases
the service available in the busier centres, and as a result there has been less public necessity
for increasing the number of Class III. licences in the towns. The longer trips are now
given to the Class II. public freight lines or the railway. L 30 " MOTOR CARRIER ACT."
Limited freight licences have steadily increased due to wartime demands for forest
products and minerals.
The number of limited passenger licences has remained unchanged although several
transfers have been made.
Class I. and III. private freight show little change. Very few of these operators have
been able to obtain new or used trucks, which has probably influenced the normal increase
in these licences.
The number of temporary permits issued has increased considerably, particularly Class II.
permits.    There are four reasons for this:—
(1.)   There were a number of applications made for Class III. public freight licences
to truck farm produce during the early fall months, and it was decided to
handle this work by permit rather than increase the number of licensees.
(2.)   Similarly,  applicants  for  licences  to   haul  fuel-wood  were  granted  permits.
Due to the fuel shortage many private individuals cut their own stock of wood,
which resulted in an abnormal demand for public freight trucks that is unlikely
to occur in the future unless the fuel shortage continues.
(3.)   The cutting of Christmas-trees for export has been a steadily growing industry
in  this   part  of  the   Province   and   this   was   the   largest  year   experienced.
Rather than issue additional licences for this work, which lasts approximately
two months, it was agreed to handle it by Class II. permits.
(4.)   The Dominion Government gave a contract last November for the loading of
slab-wood on railroad-cars at Canal Flats and about thirty-five trucks were
originally hired.    As it was felt that there would be a considerable turnover
of trucks until a permanent crew was employed, permits were issued to these
truckers instead of licences.
The general attitude of the truckers toward the " Motor Carrier Act " has been very
satisfactory   and   little   enforcement   was   necessary.    However,   there   were   several   cases
reported of private freight operators attempting to act as public truckers.    These offences
were  quickly  investigated   and  in  many  cases  warnings  were   sufficient   although  it  was
necessary to prosecute a few.
The matter of rates has been thoroughly covered with each new applicant and assistance
given in making up a tariff. During the year several of the older operators, whose tariffs
were incomplete or not on file, were helped to revise and draft a complete tariff. Full cooperation was received and uniform rates are being established in each district.
The undersigned was transferred from Vancouver to Nelson, effective May 15th, 1943,
and therefore the preceding report and the following statistics deal with the period from that
date to February 29th, 1944.
Number of licences issued 1943-44 (all classes)   2,048
Temporary permits issued (all classes)   289
Number of new public licences issued—
(1.)   Limited passenger  (industrial)    7
(2.)  Class III. public freight  9
(3.)  Limited freight  33
Number of reclassification of licences  5
Number of alterations of licences   21
Number of prosecutions (cases only where information was supplied
by undersigned)   3
Number of investigations and interviews  766
Miles travelled by the undersigned in course of duties  15,590
H. J. Maddaford,
Inspector of Motor Carriers, Nelson.
Printed by Chahles F. Banfield, Printer to the King's Most Excellent Majesty.


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