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BC Sessional Papers

PROVINCE OF BRITISH COLUMBIA Public Utilities Commission SIXTH ANNUAL REPORT Pursuant to Section 36 of… British Columbia. Legislative Assembly [1947]

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Public Utilities Commission
Pursuant to Section 36 of the
Licence-year 1945-46
Printed by Charles F. Baneield, Printer to the King's Most Excellent Majesty.
1946.  Victoria, B.C., June 30th, 1946.
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 Sixth Annual Report of the Public Utilities Commission
under that Act for the year ended February 28th, 1946.
W. A. Carrothers, Chairman.
L. W. Patmore, Commissioner.
FEBRUARY 28th, 1946.
The year under review saw the end of the war against Germany and against Japan
and the consequent relaxation of Dominion Government war-time restrictions respecting
motor-vehicle transportation and the removal of the rate ceiling on passenger (but not
freight) rates.
A study of the tabulation contained in Appendix A and the comparative statistics
included in this report will show a general increase of 7 per cent, in the number of
licences issued as compared with the number issued during the previous year and an
increase of over 12% per cent, in revenue. There was an increase in the number of
licences in each class.
In particular, a considerable increase in the number of bus and taxi licences issued
will be noted, due to removal of Dominion Government restrictions respecting new
services and extensions.
While the cessation in May of hostilities against Germany, and later against Japan,
was, to a large extent, responsible for the greatly increased number of new applications
for licences of all classes received during the year (4,075 as compared with 3,277 the
previous year), an upward trend in licensing was noted at the very beginning of the
licence-year, as disclosed by the following comparative figures of the number of licences
renewed for the new licence-year as at March 1st, 1944 and 1945 respectively, namely:—
Total Number
of Licences
Licence-year. renewed.
1944-45 (as at March 1st, 1944)  7,813
1945-46  (as at March 1st, 1945)  9,097
No doubt, to some extent, the above-noted increase was due to a requirement that
applicants for commercial gasoline ration should show that they held the necessary
Provincial carrier's licence.
The removal of Transit Control and Truck Control restrictions and of the gasoline
rationing, and the fact that new trucks, buses, and cars became more readily available,
resulted in funnelling into a period of a few months an expansion which normally would
have covered a period of some four years, which is one reason for the increase in the
number of licences applied for and issued. Added to this was the rapidly increasing
number of service men discharged monthly, some of whom were previously in the
transportation business, but many of whom had only obtained their transportation
experience in the armed services and who now wished to follow this line in civil life.
Other factors contributing to the increased activity were the continued and increasing
need for the supply of foodstuffs and timber for shipment to Europe and the increased
business activity due to the increase of the population of the Province.
Rehabilitation of Ex-service Men.
Whereas, as mentioned in the Fifth Annual Report, a few such cases were considered during the previous year, during the year 1945-46 the number of applications
of this nature received was greatly increased. As previously stated, many of these men
had gained experience either prior to or during their service.    While it was the feeling
of the Commission that the " Motor Carrier Act " is not, ipso facto, an instrument for
the solution of rehabilitation problems, the most careful consideration was given to all
applications of this nature, and it is pleasant to record that, in general, the attitude of
the industry towards such applications was generous. Existing operators recognized
the fact that many of these men had been overseas and away from home during a period
of general expansion of the trucking industry in this Province and were entitled to
receive consideration in the matter of granting licences to them. A check of the records
shows that a total of 164 public or limited licences (not including private freight-
vehicle licences) were issued during the year to ex-service men, some of whom were
entirely new operators, but some of whom had held licences previously. In the case of a
service man who gave up or transferred his licence to some other party on joining the
forces, it was the general policy to issue to him a similar licence on his discharge, if
applied for.
In considering applications under this heading, taking into account in most cases
the fact that the applicant would be investing his war gratuities in the venture, care
was taken by inquiry and investigation before granting the licence to ensure that the
applicant would have a reasonable chance of making a living and not lose his entire
investment, and in a number of cases, following such inquiry, the applications were
In view of the possible danger of exploitation of ex-service men by selfish interests,
a condition in the granting of licences of this nature was usually to the effect that any
application in future for transfer of the licence would be carefully investigated and
would not necessarily be approved.
Tentative Applications.
In view of the difficulty of obtaining new vehicles, 323 tentative applications for
public or limited licences were filed, which applications merely described the type of
vehicle to be operated, it being understood that the vehicle would not be purchased
unless the application were granted. In cases of favourable decision a period of sixty
days was generally allowed within which to submit details of vehicle and commence
operation, although in some cases this period had to be extended.
Removal of Dominion Government Restrictions on Transportation.
The removal of war-time restrictions on bus travel, including the removal of
restrictions on new bus services and extensions, became effective May 15th, approximately one week after V-E Day; the 35-road-mile restriction on non-commercial trucks
(private freight-vehicles) was removed on the 27th day of May. Gasoline rationing
and the " freezing " order on taxicabs, and restrictions on charter and sightseeing trips,
were removed immediately after V-J Day—namely, on August 8th—and there followed
immediately a flood of applications for additional taxi licences which continued without
let-up during the remainder of the licence-year and is still continuing in the licence-year
1946. The effect of the removal of restrictions on new bus services is shown in the list
herewith of new bus services authorized since V-E Day.
While the removal of Transit Control and Truck Control restrictions reduced
administration-work in the Motor Carrier Branch to some extent by eliminating the
necessity of consulting with the Dominion Regional Transit and Truck Controllers
regarding each application, this reduction of work was more than offset by the greatly
increased volume of applications which resulted therefrom. COMPARATIVE STATISTICS RE LICENCES ISSUED AND REVENUE, ETC.
In Appendix A will be found a complete statement of licenses issued and total
revenue received for the licence-year.
The following is an analysis of the various classes of licences issued during the last
six years, comprising new licences and licences renewed, but not including replacements
and transfers :■—
Number of Licences
^New and
Private freight (farmers)	
The following is a comparative statement of revenue for the past six years, showing
the various sources of revenue:—
Kind of Licence.
1    $23,045.10
Public and limited freight
Number of Licences in Effect.
The figures in Appendix A show total number of licences issued during the year.
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,
Approximate Number of Licences in Effect.*
Licence-year Licence-year
Month.                                                                                                         1944-45. 1945-46.
March      7,813 9,097
April  11,077 12,007
May   11,789 12,766
June   12,299 13,228
July   12,580 13,513
August  12,800 13,725
September   13,072 13,984
October  13,220 14,092
November  13,365 14,298
December  13,474 14,411
January   13,513 14,453
February  13,547 14,499
End of licence-year  13,542 14,492
* Namely, the number of licences issued, less number of licences surrendered or expired. J 8 "MOTOR CARRIER ACT."
Applications for Licences.
The following tabulation shows the number of applications for new or additional
licences actually recorded, year by year, since the inception of the " Motor Carrier
A(-L     • No. of
Licence-year. recorded.
1940-41  3,686
1941-42 '.  3,910
1942-43  3,484
1943-44  3,148
1944-45  3,277
1945-46  4,075
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:—
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
1943-44 14,485
1944-45 15,582
1945-46 16,989
* Including licences transferred and renewed.
Summary of Temporary Permits issued during the Year 1945-46.
Class I. Permits (for temporary operation as private freight-
vehicle only)       580
Class II. Permits (for temporary operation as public or limited
vehicle for periods not exceeding ninety days)  2,067
Class III. Permits (for operation of licensed public or limited
vehicle temporarily in a manner other than is authorized
by the licence)      916
Class IV. Permits (for substitute vehicle when licensed vehicle
is disabled)       516
Class VI. Permits (for operation of school buses in connection
with authorized school functions—issued by Provincial
Police)         54
There was no change in the general policy of the Commission with respect to the
administration of the " Motor Carrier Act," particularly with regard to requiring proof
of public necessity, and with regard to the refusal of licences, as generally set out in
the Fifth Annual Report of this Commission. REPORT OF THE PUBLIC UTILITIES COMMISSION. J 9
The figures included in this report show increases of 21 per cent, in the number of
buses licensed, 32 per cent, in the case of taxis, 10 per cent, in the number of public
freight-vehicle licences issued, and some increase in the number of limited freight-vehicle
licences. These increases are in part normal and parallel to the estimated increase of
10 per cent, in population during 1945, and in part due to changing conditions arising
out of cessation of hostilities, resulting in a big increase in domestic requirements, as
well as an increase in export of foodstuffs and timber to Europe.
The figures in this report do not include vehicles operating in the Peace River
District, which area was, until the 1st day of March, 1946, exempt from the provisions
of the " Motor Carrier Act." By regulation approved October 9th, 1945, this exemption
was removed, but the amendment provided that this should not become effective until
the first day of the 1946 licence-year, thus giving ample time in which to organize the
district and to obtain applications for licences, for which purpose Inspectors were sent
into the district.
Reference was made in the Fifth Annual Report to the abnormal conditions existing
in the Peace River District resulting from the construction of the Alaska Highway.
With the war ended, conditions became more stable, and the Commission came to the
conclusion that a further delay in putting the Act into effect in this district was
undesirable. The fact that the Alaska Highway north of the control-station, 50 miles
north of Fort St. John, is under the control of the Dominion Government somewhat
confuses the situation, but the licences which are being granted for 1946 will contain a
clause to the effect that any licensee operating over this highway must first obtain
permission from the Dominion Government authority.
As a result of removal of Dominion war-time restrictions respecting new public
passenger services, the following new services were authorized during the year:—
Mission-Stave   Falls-Haney;    Mission-Abbotsford-Huntingdon;    Mission-
Hatzic Island.
New Westminster-Marpole via Richmond;   foot of Fraser Avenue-Richmond.
North-South Burnaby;  Vancouver Heights service (Burnaby).
Deep Cove-North Vancouver.
Capilano Canyon bus service-North Vancouver.
Local bus service at White Rock.
Kamloops City and Kamloops-North Kamloops.
Vernon City.
Kelowna City.
Kelowna-Glenmore;   Kelowna-East Kelowna;   Kelowna-Rutland.
Kimberley City and Kimberley-Chapman Camp.
Williams Lake-Horsefly.
Prince George-Summit Lake;  Prince George-Chief Lake.
Prince George-Giscome.
Prince Rupert-Port Edward.
Extension of Victoria-Oak Bay service to Crescent Road.
Extension of Nanaimo-Departure Bay service to Wellington.
The following bus services ceased operating:—
Terrace-Terrace Airport;  Terrace-Lakelse Lake.
Smithers-Smithers Airport.
Abbotsford-Abbotsford Airport. J 10 " MOTOR CARRIER ACT."
A number of bus services previously curtailed under Transit Control restrictions
were reinstated, including service from Vancouver to Kamloops and from Pioneer Mines
to Vancouver via Bridge River, and increased time schedules were filed in a number of
cases for improved public passenger service, made possible by the availability of buses,
either new or released from war services, and permitted by removal of Transit Control
New public freight services were authorized as follows:—
Prince George-Decker Lake (extension of Prince George-Vanderhoof service).
It will be noted that new services under this heading were not so extensive as in
the case of passenger services.
As a result of the removal of Transit Control restrictions, which previously had
generally prohibited the operation and consequently the licensing of any additional taxis
since January 1st, 1942, a very large number of applications for new taxi licences or
transfer of such licences was received.
As will be seen from Appendix A, the total number of taxi licences in effect at the
end of the year was 785, representing an increase of 185 over the previous year, but, in
all, 299 applications for taxi licences or transfer of taxi licences were dealt with.
Many of these applications came from outlying points which previously had been
without a taxi service. In a number of cases the applications were for additional
licences at points which appeared to be already well served, in particular at Victoria,
Port Alberni and Alberni, Nanaimo, Campbell River, Vancouver, New Westminster, in
Surrey Municipality, in Langley Municipality, at Powell River, at Hope, and at Nelson.
This situation, at some points, appears to be due to the local population having become
" taxi-minded," while at other points, such as at Hope and Campbell River, the demand
for transportation is due to increased activity and population arising out of construction-
work, logging operations, or other developments.
From Appendix A it will be noted that there were 408 applications for transfers of
licences, including 76 taxi licences and 95 public freight-vehicle licences, being an
increase of 262 over the number for the previous year, and more than four times the
average number for the years 1939 to 1943, inclusive.
By order dated November 16th, 1945, Part 12 was added to the regulations,
requiring every motor carrier to retain his original records for a period of three years,
to maintain a daily record of revenue and expense as from the 1st day of January, 1946,
and to make an annual report to be filed with the Superintendent of Motor Carriers, in
accordance with the form prescribed, within two months after the end of the carrier's
financial year. This part of the regulations, however, exempts a motor carrier whose
operations are with respect to private freight-vehicles only. In addition, the Commission prepared a detailed system of accounts which, while not prescribed, was recommended for use by motor carriers. A booklet was printed covering the foregoing and
mailed to all carriers holding licences other than private freight-vehicle licences. REPORT OF THE PUBLIC UTILITIES COMMISSION. J 11
It may here be explained that in dealing with applications for additional licences,
extensions of privileges, and increases or revisions of tariffs, it was found that the
average carrier's records and accounts were incomplete, incapable of proper analysis,
or non-existent. It is hoped that these new regulations will go far in correcting this
Attached (Appendix B) is a report of the Acting Rates Examiner covering activities under the above heading, from which it will be noted that there has been a welcome
increase in the number of tariffs filed.
As in previous years, assistance was given to those carriers who were unable to
prepare their own tariffs, and special assistance was given to discharged service men,
many of whom had no knowledge of the rates which they should charge. It is pleasing
to note that the Motor Carriers' Association of British Columbia has established a
Rates Bureau, which will fill a long-felt want, as previously there was very little
opportunity for a carrier to obtain expert advice or assistance in the filing of a tariff
or time schedule as required by the regulations.
In the Acting Rates Examiner's report, reference will be noted to the desirability
of establishing uniform tariffs for local transportation in the various districts. Prior
to the inauguration of war-time price controls, some progress had been made in this
respect. During 1944 sufficient data and information were obtained for the purpose of
compiling several more uniform tariffs, but as such tariffs included increases in rates,
which were not acceptable to the Wartime Prices and Trade Board, further action on
such tariffs was, of necessity, shelved for the time being. The removal of war-time
restrictions for passenger rates has now made it possible for charter passenger tariffs
to be revised where necessary.
As to possible future applications for general increases in rates, while it is true
that the expense of operating motor-vehicles has increased, it is the Commission's policy
to require any application for increase of rates to be supported by a proper statement
of revenue and cost. It is felt that the recent revision of the regulations, requiring
carriers to maintain records of costs of operation, will result in adequate figures being
available on which to base a judgment.
In general, while much remains to be done in the matter of obtaining complete
filings of rates (or contracts in the case of limited freight carriers), satisfactory
progress is now being made, such progress having previously been retarded during the
latter years of the war.
Wartime Industrial Transit Plan.—The Wartime Industrial Transit Plan of the
Dominion Government, which made provision for transportation in private automobiles
of industrial workers to and from their work, became non-effective on the 15th day of
September, 1945.
Such transportation for compensation had been specifically exempted by regulation
from the provisions of the " Motor Carrier Act." Special arrangements were in effect
with regard to insurance under this plan. At expiry date there was still a shortage of
normal transportation facilities, and as many industrial workers found it necessary to
continue riding with a fellow-worker, and as insurance could not be obtained unless
the applicant for same could show that he was operating in accordance with Provincial
regulations, the Commission issued an order authorizing the Superintendent of Motor
Carriers to issue permits, without fee, in a special form to such extent as was considered
necessary to meet this temporary problem. J 12 "MOTOR CARRIER ACT."
A further order was issued to provide for similar permits to be issued for the
transportation in private automobiles of students to and from the University of British
Columbia, effective up to the 31st day of May, 1946.
By order approved October 9th, 1945, the Peace River District was brought under
the " Motor Carrier Act," effective March 1st, 1946.
By order approved November 16th, 1945, Part 12 was added to the regulations,
covering annual reports, records, and accounting of motor carriers.
By order approved December 12th, 1945, the regulations were amended by requiring
name and address of the registered owner or his registered trade-name to be displayed
on trucks.
By order dated July 27th, 1945, the descriptions of certain licence districts were
revised in order to bring them up to date, and a new licence district, No. 20, covering
Prince Rupert district and territory east thereof, was added, consequent upon the
opening-up of the highway between Terrace and Prince Rupert.
Under date of October 12th, 1945, Licence District No. 21, covering the Peace River
area, was added.-
With respect to the highway now under construction between Prince George and
the Peace River District, it was ruled that no licence should be granted for operation
over this route other than temporary licences for the transportation of men to and from
construction camps.
In connection with Japanese operating farms on a community basis in the Lillooet
district, it was ruled that a Class III. (farmers) private freight-vehicle licence may be
issued to a Japanese trucker to haul the products or supplies of a group of Japanese
operating a farm on a co-operative basis, provided that the truck-owner is one of the
With respect to the highway between Terrace and Prince Rupert, as this highway
was open but had not been taken over by the Provincial authorities, it was ruled that
for the time being no public passenger or public freight-vehicle licences for scheduled
service over this route to or from Prince Rupert should be granted.
The Public Utilities Commission held one hearing under the " Motor Carrier Act "
and a combined hearing under the " Public Utilities Act" and the " Motor Carrier
Act " as follows:—
Taxi Rates, Greater Vancouver Area.—A hearing was held at Vancouver on April
11th, 1945, on a proposed uniform tariff of taxi rates for intermunicipal service in the
Greater Vancouver area. For a considerable time previous to this, the matter had been
the subject of correspondence with representatives of the operators and with the
Wartime Prices and Trade Board. For the purpose of discussion, a draft of a uniform
tariff was made by the staff of the Commission in December, 1944, and this was
submitted to all the interested operators during the following month with a request for
comments. As there was a very large measure of opposition to the adoption of the
tariff as submitted, the hearing was arranged to provide for a fuller discussion.
After hearing the various criticisms and proposals, the Commission postponed
action for the time being. REPORT OF THE PUBLIC UTILITIES COMMISSION. J 13
Bus Service to Fairfield-Gonzales District of City of Victoria.—On July 23rd, 1945,
the British Columbia Electric Railway Company, Limited, applied under the " Public
Utilities Act " for a certificate of public convenience and necessity authorizing the
operation of a bus service in the Fairfield-Gonzales area of the City of Victoria. The
Veterans' Sightseeing and Transportation Company, Limited, subsequently applied
under the " Motor Carrier Act " for permission to operate a similar service. The
application of the British Columbia Electric Railway Company, Limited, had the
approval of the City of Victoria; that of The Veterans' Sightseeing and Transportation
Company, Limited, did not. Public hearings on the applications were held on August
21st, 22nd, and 23rd. On September 6th, 1945, the application of the British Columbia
Electric Railway Company, Limited, was granted and that of The Veterans' Sightseeing
and Transportation Company, Limited, refused. On an appeal by the latter, the Court
of Appeal upheld the decision of the Commission.
The Superintendent of Motor Carriers continued to hold hearings respecting
various applications for licences and alterations of licences, etc. A total of 64 hearings
was held, at which 480 cases were dealt with.
Continuing with the policy previously laid down, each week a complete list of
decisions respecting applications (other than applications for private freight-vehicle
licences) was prepared and posted on notice-board and otherwise published. A check
of these decisions shows that a total of 1,305 cases was reported during the year,
averaging 25 cases per week; 299 of these cases dealt with applications for limited
passenger-vehicle (taxi) licences or transfers thereof.
Only two licences were suspended—in the one case because of unfitness of the
vehicle for taxi service and in the other case because of non-commencement of operation
after licence had been issued.
Passenger Service at Zeballos.—With the reopening of mining activity in the
Zeballos area, a taxi licence (later changed to a public passenger-vehicle licence) was
granted to L. E. Giles for service in this area, to replace one of several he relinquished
when he joined the Air Force.
Applications of W. J. Sloan, of Port Alberni, and of D. C. Boutwell for similar
service were refused.
Extension of Nanaimo-Departure Bay Public Passenger Service to Wellington.—
The public passenger-vehicle licences of The Veterans' Sightseeing and Transportation
Company, Limited, were revised to provide for an extension of their Nanaimo-
Departure Bay route northerly to Wellington, returning through Northfield.
Victoria-Oak Bay Service.—The application of The Veterans' Sightseeing and
Transportation Company, Limited, for extension of their Route No. 11, being part of
their Victoria-Oak Bay passenger service, from junction of King George Terrace and
Beach Drive to junction of Foul Bay Road and Crescent Road was approved.
Deep Cove-North Vancouver Service.—Deep Cove Stages, Limited, operating for
many years between Deep Cove (North Vancouver) and Vancouver, applied for and
received permission to operate scheduled public passenger service direct from Deep
Cove to North Vancouver City. J 14 " MOTOR CARRIER ACT."
Bus Service to Upper Capilano, North Vancouver.—The application of John R.
Henry, an ex-service man, for a public passenger-vehicle licence for scheduled public
passenger service from the end of the B.C. Electric bus line at Capilano terminus to
Upper Capilano suspension bridge, in the Municipality of North Vancouver, was
Vancouver Heights Bus Service.—The application of E. H. Neville for alteration
of public passenger-vehicle licences to include service over a new route in Burnaby to
what is known as Vancouver Heights district was approved.
New Westminster—Marpole via Richmond.—Approval was given to the application
of J. W. Rice, d/b/a Scenic Stages, to operate a new bus service between New Westminster and Marpole via Richmond Municipality. At a later date this firm was also
authorized to operate another service from the foot of Fraser Avenue southerly into
Richmond Municipality, returning via a different route.
White Rock Bus Service.—Messrs. R. W. Taylor and R. D. Hawthorne, d/b/a
Semiahmoo Stages, applied for and received permission to operate a public passenger
service locally at White Rock.
Fraser Valley Bus Line.—Messrs. J. D. and J. H. Routledge, both ex-service men,,
d/b/a Fraser Valley Bus Lines, made application for permission to operate public
passenger service from Mission to Huntingdon via Abbotsford, from Mission to Hatzic
Island, and from Mission to Haney via Stave Falls and Dewdney Trunk Road. This
application was approved.
Western Canadian Greyhound Lines, Limited.—During May, 1945, the Western
Canadian Greyhound Lines, Limited, applied for transfer from B.C. Greyhound Lines,
Limited, and from Cariboo Greyhound Lines, Limited, respectively, of all public
passenger-vehicle licences held by the last-named companies, and during the month of
June they applied for transfer from the B.C. Coach Lines, Limited, of the privileges
held by the latter company covering operation between Merritt and Princeton. These
applications were approved and the applicant company, which also operates through the
Prairie Provinces, is now authorized to give public passenger service in British
Columbia as follows:—
British Columbia-Alberta Boundary to Vancouver via Fernie, Nelson, Penticton, Princeton, and Spences Bridge.
Vancouver to British  Columbia-Alberta Boundary via Ashcroft, Kamloops,
Salmon Arm, Revelstoke, and Golden.
Vancouver to Prince George via Ashcroft.
Penticton to Vernon (connects with B.C. Coach Lines at Vernon).
Nelson to Kaslo direct.
Nelson to Nakusp via South Slocan.
Yahk to International Boundary at Kingsgate direct.
Penticton to International Boundary at Osoyoos direct.
Princeton to Copper Mountain direct.
Cranbrook to British Columbia Border near Radium Hot Springs via Kimberley or Fort Steele.
Kamloops Bus Service.—The application of S. E. Irwin, an ex-service man, of
Kamloops, for permission to render public passenger service on two routes within the
City of Kamloops and on a route from Kamloops to North Kamloops was approved.
At the same time the application of the B.C. Coach Lines, Limited, to render a service
from Kamloops to North Kamloops, in part over a route they now serve from Kamloops
to Tranquille, was refused.
Vernon Bus Service.—Approval was given to the application of A. Carswell to
operate public passenger service on four routes entirely within the City of Vernon. REPORT OF THE PUBLIC UTILITIES COMMISSION. J 15
Kelowna City and Suburban Bus Service.—Fred S. Thompson, an ex-service man,
applied for and received authority to operate public passenger service on four routes
wholly within the City of Kelowna.
Application of J. W. Pavle, also an ex-service man, to render public passenger
service between Kelowna and Glenmore, between Kelowna and Rutland, and between
Kelowna and East Kelowna, with no local service within the City of Kelowna, was
Kimberley Bus Service.—Application was received from Roy Langlands to undertake public passenger service within the City of Kimberley and from Kimberley to
adjoining Municipality of Chapman Camp, which application was approved.
Bus Service, Windermere-Banff.—An application of Mrs. Mary Magro, who is
licensed to operate public passenger service between Cranbrook and Golden, for
extension of service from Lake Windermere to Banff was refused.
Williams Lake-Chilcotin.—There having previously been no public passenger
service over this route, all transportation being by private car or on trucks, an
application of Hodgson Estate to render public passenger service over this route was
Prince George-Summit Lake and Chief Lake.—Public passenger-vehicle licences
were granted to A. I. Boomhower for public passenger service from Prince George to
Summit Lake and from Prince George to Chief Lake. The latter service has
subsequently been extended to include Reid Lake.
Messrs. Huffman and Smith.—Messrs. Huffman and Smith were granted alterations
of public passenger licences to include public passenger service easterly from Prince
George to Giscome.
The partnership of Messrs. Huffman and Smith was dissolved, and the operations
of this firm were split between the two partners, H. W. Smith retaining the licences
operating from terminal point of Prince George and J. A. Huffman retaining the
licences for services operated from terminal point of Fort St. James.
Prince Rupert-Port Edward.—Public passenger-vehicle licences were granted to
Arthur Murray for operation of scheduled service between these points.
Freight Applications.
Victoria-Nanaimo.—Decision was deferred for a period of six months on the
tentative application of Messrs. Lehna and Prior, d/b/a Merchants Transfer, Victoria,
for scheduled public freight-vehicle service between Victoria and Nanaimo.
Nanaim,o-Courtenay.—Decision was deferred for a period of six months on the
tentative application of G. R. Anderson for scheduled public freight-vehicle service
between Nanaimo and Courtenay.
Vancouver-Yarrow.—The application of Messrs. Martens and Neufeldt for scheduled public freight-vehicle service between Vancouver and Yarrow was approved.
Twentieth Century Delivery Company.—An application of the Twentieth Century
Delivery Company, of Seattle, Wash., for ten limited freight-vehicle licences respecting
trucks and semi-trailers for transportation of aircraft-fuselage sections for Boeing
Aircraft Company, of Seattle, from the plant on Sea Island, B.C., to the plant near
Seattle, Wash., returning with materials and component parts for aircraft-manufacture
was refused on the grounds that public convenience and necessity was not shown, it
being shown that the Great Northern Railway, in conjunction with certain truck firms,
was giving adequate service with a large number of flat cars especially assigned to this
R. H. Hamilton, Seattle.—Application of R. H. Hamilton, of Seattle, Wash., for
three Class III. public freight-vehicle licences to transport machinery, contractors'
equipment, structural steel, passenger-cars, trucks, trailers, and lumber, and pleasure J 16 "MOTOR CARRIER ACT."
boats from points in King County, Wash., to points in British Columbia and vice versa
was refused, it being considered that the present licensed haulers between Seattle and
Vancouver were sufficiently equipped to undertake that portion of the hauling between
Seattle and Vancouver which would comprise the greater part of this movement.
Milk-hauling, Sumas and Chilliwack to Vancouver.—Limited freight-vehicle licences
for transportation of milk were granted to Zanatta Bros., of Abbotsford, from Sumas
and part of Chilliwack Municipality to Mission, Burnaby, and Vancouver, it being shown
that the licensed hauler was not giving a good service.
Vancouver-Penticton.—C. M. Bicknell, an ex-service man, applied for and received
authority to operate scheduled public freight service between Vancouver and Penticton,
via Merritt and Princeton.
The application of Earle Chase to operate similar service between Vancouver and
Merritt, he having previously operated such service but having voluntarily withdrawn
same, was refused.
Kamloops-Okanagan Freight Lines, Limited.—On application, public freight-vehicle
licences held by B.C. Coach Lines for scheduled public freight service between Kamloops
and Vernon and between Kamloops and Salmon Arm were transferred to Kamloops-
Okanagan Freight Lines, Limited.
Vancouver-Kelowna via Kamloops.—A decision on the application of White Transport Company, Limited, now operating seven vehicles on scheduled public freight service
between Vancouver and Kelowna, for three additional licences was deferred for a period
of six months.
A decision on the tentative application of Bruce Motor Cartage, Limited, later
changed to Kamloops-Okanagan Freight Lines, Limited, for two public freight-vehicle
licences for scheduled service between Vancouver and Kamloops to connect with the
service of Kamloops-Okanagan Freight Lines, Limited, from Kamloops to Vernon and
to Salmon Arm was deferred for a period of six months.
A decision on the tentative application of North Thompson Freight Lines, of
Kamloops, for two public freight-vehicle licences for scheduled public freight service
between Kamloops and Vancouver was deferred for a period of six months.
Vernon-Salmon Arm.—O.K. Valley Freight Lines, previously operating on scheduled service from Osoyoos to Salmon Arm, applied to delete from their licences that
portion of the route between Vernon and Salmon Arm, to be taken over by Messrs.
Mclnnes and Wise, who, at the time, held a licence to operate between Armstrong and
Vernon.    The application was approved.
Vernon-Revelstoke-Arrowhead.—Public freight-vehicle licence of A. Carswell,
d/b/a Rocky Mountain Freight, covering scheduled public freight service between
Vernon and Revelstoke, was extended to include Arrowhead.
Public Freight Service, Vancouver-Barkerville.—The applications of C. T. Docherty
(original operator over this route) and of Wilbur T. Hannah (did not previously
operate) respectively for licences to give scheduled public freight service between
Vancouver and Barkerviile were refused, it being considered that public necessity did
not require commencement of this service at the time the applications were made.
Public Freight Service betiveen Prince George and Decker Lake.—Public freight
licences of Johnson Transfer for scheduled service between Prince George and Fort
Fraser were extended to permit of service westerly as far as Decker Lake,
approximately 6 miles west of Burns Lake.
Vancouver-Trail-Nelson.—The application of R. J. Barber (Snappy Service Truck
Lines) for permission to recommence his scheduled public freight service between
Vancouver and Nelson, which service was discontinued during December, 1942, on
account of war conditions, was approved. Service, however, did not recommence during
K. F. Ridgway and W. K. Graham, both ex-service men, d/b/a Grayridge Motor
Freight, applied for and were granted a public freight-vehicle licence for scheduled
service between Vancouver and Trail.
Mechanical Inspections.
As from January 1st, 1946, mechanical inspection of vehicles licensed under the
" Motor Carrier Act " in the Lower Mainland area was taken over by an Inspector in
the employ of the Public Utilities Commission, thus relieving the Mechanical Inspectors
of the B.C. Police in this area. Inspections on Vancouver Island have, for several years,
been undertaken by an Inspector of the Motor Carrier Branch.
Tentative arrangements were made for the proper training of the other Inspectors
throughout the Province with a view to this inspection-work under the " Motor Carrier
Act " being taken over entirely by Inspectors of the Commission, thus relieving the
Inspectors of the B.C. Police from these duties.
Meeting of Western Canadian Highway Officials.
A meeting was held of the representatives of Highway Traffic and Motor Carrier
Boards of the four Western Provinces at Winnipeg, Man., on the 18th and 19th of
September, 1945.
The meeting was attended by the Chairman, Public Utilities Commission and the
Superintendent, Motor Carrier Branch, representing British Columbia.
The discussion dealt largely with motor carrier problems common to the four
Western Provinces.
The effects of the withdrawal of Federal Government restrictions in connection
with the operations of motor carriers, the costs of motor carrier operations in view of
scarcity of vehicles, parts, and tires, also increased wages of employees, were matters
The entry of returned service men seeking rehabilitation into the motor highway
transport field was discussed, and the conditions were found to be similar in each
Particulars were given by Mr. Mellish, of Manitoba, regarding the applications of
the Canadian Pacific Railway Company for motor carrier licences, and this proved
of interest to the representatives of the other Western Provinces as it is anticipated
applications from railways for motor carrier licences will be received in various parts
of the Dominion. The railroad policy is evidently now to enter into the carriage of
goods by motor-vehicle under licence as an adjunct to their rail-haul.
Standards for passenger and freight vehicles, particularly as to speed, loads,
dimensions, and equipment, together with other matters of interest, were discussed.
Conference of Inspectors.
The Annual Conference of Inspectors of Motor Carriers was held during the second
week in January, 1946, at which time many matters were discussed and difficulties
ironed out as far as possible. It is found that meetings of this nature are well worth
while, as it is possible to hear the views of each Inspector regarding certain problems,
and thereafter to arrive at a satisfactory conclusion.
Due to the greatly increased volume of administrative work in the Motor Carrier
Branch, W. Brown was appointed Deputy Superintendent of Motor Carriers and
commenced his duties during December, 1945, on release from the R.C.N.V.R. J 18
J. A. Carmichael, previously employed as Inspector of Motor Carriers at Nelson,
having been discharged from the Air Force, was appointed as Inspector of Motor
Carriers, with headquarters at Kamloops, as from April 1st, 1946. This made it
possible to reduce the areas covered by Inspectors at Kelowna and Prince George
E. B. deBlaquiere, previously employed as Inspector of Motor Carriers, also
returned from service with the Royal Canadian Air Force and is again employed as
Inspector, with headquarters at Vancouver.
Three other male employees in the Vancouver office were also re-engaged on their
discharge from the Air Force or Army.
These are contained in Appendix C.
In Appendix D attached will be found lists showing names of operators of scheduled
public passenger-vehicle services and of scheduled public freight-vehicle services
respectively as at February 28th, 1946, with a statement of the routes" over which these
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The work of the Rates Office during the licence-year 1945-46 comprised the examination
and compilation of tariffs and supervision of rates and time schedules generally, including the
investigation of complaints and inquiries. This work was consistently heavy throughout the
year and was carried on under somewhat difficult conditions due to the retention of war-time
controls and other factors arising out of the war and its aftermath.
The termination of the war and the consequent demobilization of forces and removal of
gasoline and tire rationing, together with the greater availability of new equipment during the
year, resulted in an increased demand for more transportation services and consumer goods.
The rehabilitation programme, presently directing the welfare of discharged men, appears to
have placed transportation high on its list of suggestions for rehabilitation, with the result
that the number of applications for licences to enter into the transportation field has increased.
In addition, the lifting of the " freezing " orders on passenger transportation services and on
the commencement of new services, and the removal of truck-control restrictions, has resulted
in the reinstatement of many services which had been discontinued on account of war-time
restrictions. This increase in licensing, which is also partially due to the turnover of
businesses and transfer of licences from one carrier to another, has naturally had its reaction
on the Rates Office, whose chief function it is to examine, deal with, and often to compile
tariffs and time schedules for motor carriers. It is, therefore, not surprising to find that the
number of filings for the year 1945-46 was double the number for the previous year, as
revealed in the statement at the end of this report.
A special effort has been made to assist discharged service men, some of whom have had
little or no previous experience with commercial transportation, and considerable time and
effort has been expended in the preparation of tariffs and time schedules on behalf of these
applicants. Great care, however, has been exercised to ensure that the rates already
established in the various districts were protected from " cut rate " or overcharge practices.
At the beginning of the year, several uniform tariffs were awaiting presentation to the
Commission, but as some increases in rates were unavoidably involved in their compilation,
action on these uniform tariffs was suspended owing to the continued policy of the Wartime
Prices and Trade Board to maintain prices at the 1941 " basic period " levels. Representations were made by the Public Utilities Commission to the Board for an easing of its
restrictions respecting transportation rates in order to permit the Commission to stabilize
motor transportation rates where necessary, but the Board did not give its consent, and
carriers affected were, therefore, obliged to submit their individual tariffs. Although the
latter procedure is slow, the work has gone on steadily and kept apace with the tide of
applications. However, on February 1st, 1946, the Wartime Prices and Trade Board removed
the restrictions in so far as passenger transportation rates were concerned, but the restrictions
are still in effect with regard to freight rates.
Up until the beginning of 1946, the work of the Rates Department was carried on by an
Acting Rates Examiner and two stenographers. February 1st saw the return from the
armed services of Keith Jackson, who, prior to his joining the forces, was assistant to the
former Rates Examiner.
Apart from the regular work done by the Inspectors of the Motor Carrier Branch in their
respective districts, no field investigations were undertaken. There were, however, many
investigations into alleged overcharges, damage and loss claims, and other inquiries. These
were all attended to, to the satisfaction, it is believed, of all parties concerned. A great deal
of credit is due to the field Inspectors, who devoted considerable time and effort in making
these investigations.
Tariff Reports.
Applications for increases in rates were not as numerous as in the previous year, possibly
due to the realization that the Wartime Prices and Trade Board would not deal with any such
applications unless supported by adequate proof of financial necessity.    Not having kept REPORT OF THE PUBLIC UTILITIES COMMISSION. J 21
satisfactory book-keeping records in the past, many carriers were not in a position to press
applications for increase in rates supported by figures of cost and therefore continued to
operate at whatever rates they had been charging during the basic period. There were,
however, thirty-four applications for changes in rates, the majority of which were for
increases. All of these applications were reported in detail to the Public Utilities Commission, together with recommendations for their acceptance or otherwise. Six of these
applications were rejected and these are as follows:—
Joint application of J. A. Wade, Seth Smith, and G. E. Turner, holders of Class III.
public freight non-scheduled licences to operate in the Quesnel district, for several increases
as well as decreases in rates: The application was not supported by proof of financial
necessity and was, therefore, rejected by the Public Utilities Commission on March 20th, 1945.
Application of Lee C. McFarland for alteration of licence to include transportation of
" express " for the Canadian Pacific Railway Company and the Canadian National Railways
between Naramata and Penticton at special rates: As the proposed rates were less than the
freight rates prescribed in Competitive, Local, and Joint Freight Tariff No. Ia, effective in
the Okanagan area, and as the applicant had no authority from the Commission to carry
" express" on his freight-vehicle, the application was rejected by the Public Utilities
Commission on April 13th, 1945.
Application by the holders of Class III. public freight non-scheduled licences in the
Prince George area to file a revised tariff—namely, Uniform Local Freight Tariff No. 3—
naming increases and reductions in rates: This application was thoroughly investigated and
presented to the Public Utilities Commission, who in turn submitted the request to the
Wartime Prices and Trade Board. As the application was not supported by proof of financial
necessity in so far as the increases in rates were concerned, the same was rejected by the
Wartime Prices and Trade Board, and the application was subsequently refused by the
Public Utilities Commission on May 9th, 1945.
Application of Thomas J. Auld, of Forest Grove, to file a revised freight tariff covering
his Class III. public freight non-scheduled operations in the Forest Grove district, naming
changes in rates, amongst which was an increase in the tie-hauling rates: The application to
increase the tie-hauling rates was rejected by the Public Utilities Commission on May 25th,
1945, there being no proof of financial necessity to support the application.
Application of the limited passenger (taxi) carriers operating in the Alberni-Port Alberni
district for permission to file a uniform charter passenger tariff: As certain increases in
rates were involved, the application was rejected by the Public Utilities Commission on May
18th, 1945, there being no proof of financial necessity to support the application.
Application of C. C. Lawrence, of Gibsons Landing, to file a charter passenger rate of
50 cents per travelled mile or $2 per hour, whichever is greater, covering the operation of a
vehicle licensed as a limited passenger-vehicle, having a maximum licensed carrying capacity
of twenty-five passengers: As this rate was higher than any similar filed rate for similar
services, the application was rejected by the Public Utilities Commission on October 11th, 1945.
It will be noted that the number of contracts filed during the year by limited freight
carriers was 296. All contracts were thoroughly scrutinized, and in instances where there
was any suspicion that advantage either of the carrier or of the shipper was being taken, the
carrier was required to obtain a revised contract.
With the war over and the end of war-time controls expected, there is some uneasiness
among carriers as to their future position with regard to rates, there being a general feeling
among them that the increased ccst of up-keep, maintenance, and operation of vehicles has not
been offset by general increases in freight rates and, therefore, many carriers are merely
waiting the " go-ahead " signal before applying for a general increase in their tariffs. On the
other hand, however, carriers generally are aware that, with the increase in competition,
higher prices are going to be difficult to obtain. While some applications for higher rates are
anticipated and may be justifiable, it will be necessary for same to be supported by figures. J 22 .-;;•■" MOTOR CARRIER ACT."
For this reason the carriers' associations have made an endeavour all through the year to
encourage and assist carriers in the compilation of records and in the filing of their tariffs.
Early in 1945 a Tariff Bureau was set up by the Motor Carriers' Association for the
purpose of assisting carriers in the preparation of their tariffs. The establishment of this
Bureau relieved the Rates Office to some extent of the work of compiling tariffs, which,
incidentally, is not the Rates Office's proper function, and carriers may now avail themselves
of assistance in these matters independently of the Government. This Bureau is already
performing a very useful service, being in a position to study the carrier's individual problems
and their relation to the industry and to prepare tariffs for carriers which comply with
Governmental regulations in all respects.
Already the said Bureau has filed, on behalf of several household goods carriers, a Local
and Joint Household Goods Movers' Tariff No. 1. Although the idea is not entirely new in
British Columbia, this new tariff is an achievement worthy of note as it brings to the industry
generally a new basis for charging with respect to the transportation of household goods and
settlers' effects, increased revenue and a saving in costs to the carrier, and at the same time
providing a more specialized and dependable service to the public at cheaper prices than
hitherto available. The new tariff incorporates rules which provide maximum protection for
the carrier and the public, and is a definite step forward in the fostering of better and sounder
rate-control. At the present time there are nineteen subscribers to this tariff, consisting
chiefly of the major household goods movers in the Province.
The Bureau is also sponsoring a similar tariff on behalf of the heavy-machinery 'haulers.
The tariff is not unlike the household goods tariff in character, although its scope and
application will naturally be different. This tariff is not as yet ready for presentation, but
it is expected it will be submitted in the near future.
Restrictions of the Wartime Prices and Trade Board have, naturally, influenced the
activities of the Rates Office in the development of tariffs during the war years. Rates have,
in many cases, been accepted " on sufferance," even when such tariffs did not strictly comply
with the regulations. The removal of war-time restrictions on passenger rates has left the
way clear for revising such tariffs as may be necessary, and when the restrictive ceiling is
removed from freight rates, the work of reconstructing such tariffs on a sounder and more
economical basis will be undertaken.
That control of rates is far more effective under uniform tariffs is noticeably demonstrated
wherever uniform tariifs are in existence, as in the Nanaimo area. Carriers will and do
adhere fairly closely to uniform tariffs, whereas in districts where individual tariffs only are
filed, there is a tendency to reduce or increase rates at will in order to meet whatever
competition besets them. Uniformity of tariffs is very desirable, therefore, as it is a great
improvement over other methods of tariff filing, giving maximum benefit to the shipper and
carrier alike and, at the same time, making the control of rates a much easier task for the
Commission to accomplish.
Further, the new requirement that all carriers shall preserve their records for at least
three years and shall keep a daily record of their operations, as now prescribed in the
regulations, will, in the course of time, make available concrete figures which may be used to
substantiate any application for an increase in rates. Those carriers who adopt the accounting system suggested by the Public Utilities Commission, as set out in the booklet supplied to
all carriers, will undoubtedly be in a position to submit exact figures of their revenue and
costs on which to base any application for adjustment in rates. Up to the present time it has
been exceedingly difficult to obtain satisfactory information from carriers for the purpose of
tariff making due to the lack of proper book-keeping records. The value of this new
book-keeping system, therefore, is readily recognized and will undoubtedly act as a yardstick
for the future.
There is a marked change in the attitude of carriers towards filing of tariffs and time
schedules. Where they once regarded the regulations concerning tariffs and schedules as an
interference by the Government in their affairs, carriers now welcome the protection from
unfair competition they enjoy as a result of these controls, even pressing for more vigorous
action by the Commission in the enforcement of the " Motor Carrier Act " and regulations in
this respect. This is an indication that the transportation industry appreciates the importance of filed rates and schedules, and that the long and tedious task of educating carriers REPORT OF THE PUBLIC UTILITIES COMMISSION. J 23
as to the benefit and necessity of establishing and adhering to a specific scale of charges for
their services is at last being overcome.
Rates are now established in all districts to the extent that even prospective licensees
are acquainted with their existence, and where applications at one time were submitted
unaccompanied by tariffs and schedules, such applications now, usually at least, outline the
proposed rates and schedules.
Statement of Tariffs and Time Schedules filed during the
Licence-year 1945-46.
Passenger Time Schedules  241
Freight Time Schedules  37
Public Passenger Tariffs  40
Charter Passenger Tariffs  123
Local Express Tariffs  11
Class I. Public Freight Tariffs  6
Class II. Public Freight Tariffs  19
Class III. Public Freight Tariffs  163
Limited Freight Tariffs  1
Special Commodity Tariffs  19
Baggage Tariffs  1
Supplements to Freight Tariffs  9
Supplements to Passenger Tariffs     29
Supplements to Express Tariffs       4
Revisions to Tariffs        73
Contracts       296
Total number of filings  1,072
Respectfully submitted,
0. Cashato,
Acting Rates Examiner. J 24 "MOTOR CARRIER ACT."
Inspector W. A. Jaffray.
(Vancouver Island and Adjacent Islands.)
During the past licence-year the regulation of motor carriers under the " Motor Carrier
Act " has successfully brought the transportation industry through a critical year. During
this period the public and the industry had the benefit of stability in the industry, while, at
the same time, avenues of useful employment were opened to many war veterans who, because
of the protection given by the Act, have a very good prospect of re-establishing themselves in
their chosen civilian employment.
There has been a noted improvement in public passenger service being rendered, and
operators are extending and altering routes for convenience of passengers, but replacement
equipment is coming through very slowly.
Cessation of hostilities, with subsequent rescinding of Federal orders in respect of taxi
operations, caused a deluge of new applications to be placed before the Commission. Licences
were granted to bona fide applicants who could prove public convenience and necessity, with
the war veterans being placed on the preferred list. The result of control has been that the
licensed operators, though greatly increased in number, are continuing to operate on a sound
Dissatisfaction with the service of line haulers of freight in this district, as expressed by
consignors and consignees, was thoroughly investigated. It appeared that the grievances
were largely the aftermath of difficulties caused by war conditions. There has been a'
considerable increase in the number of licences issued to truck-men operating for the public
in fixed areas and to contract haulers. As business increased, licences were granted, and
again the ex-service man was given the preference.
Little improvement was noted in the mechanical condition of equipment operating during
the year. Where replacements were made, pressure of business forced the older equipment
back on the road also, and the good would just about offset the bad. The trend, however, is to
service and to maintain the newer equipment in perfect condition now that labour is available.
Statistics as follows:—
(a.)  Mechanical inspections carried out on passenger-vehicles and long
line freight-trucks         186
Defective brakes  67
Defective steering   73
Failed to comply completely with regulations        162
Vehicles condemned   1
(6.)  Investigations made        864
(c.)   Complaints received  67
(d.)   Mileage travelled   15,794
W. A. Jaffray,
Inspector of Motor Carriers.
Inspector F. Black.
(Vancouver Area and Lower Mainland, Sechelt, Powell River, and that portion
of the Fraser Valley between Hope and Boston Bar.)
The following is a summary of conditions generally in respect of the territory for the
licence-year 1945-46.
When hostilities ceased, it was expected that freight and passenger movement would not
be so heavy, and companies that had increased their equipment to handle the volume of
business, and those which had gone into business during the war, would find it difficult to get
sufficient work to keep their equipment fully engaged. The fact is that since the war there
has been an even greater demand for trucks and buses for the following reasons:— REPORT OF THE PUBLIC UTILITIES COMMISSION. J 25
(a.)  Increased population.
(6.)  Increased building construction,
(c.)   New industries.
(d.)  Increased production on farms,
(e.)   New sawmills in operation.
(/.)   Reopening of mines.
In the number of licences issued, there has been an increase over the previous year.
Whenever possible, when public convenience and necessity have been proved, men discharged
from the armed forces have been given the preference over other applicants.
During the year four new bus routes have been put into operation; i.e., Valley Stages,
from Mission to Haney via Stave Falls, and from Mission to Huntingdon; Scenic Stages,
between New Westminster and Marpole via Lulu Island; Semiahmoo Bus Line, servicing
White Rock area; Capilano Stages, servicing Upper and Lower Capilano, connecting with
B.C. Electric buses.
Bus and truck operators are still finding it difficult to get new equipment. Some bus
lines are still operating overloaded and frequently are compelled to double-head.
During the year there has been no slackening off of complaints from commercial carriers
regarding the operations of Class I. and Class III. private freight operators. This has
resulted in numerous and continuous investigations.
During the year 1,319 investigations were made, covering new applications, transfers of
licence, alterations of licence, permits, rates, and complaints. Four of the above investigations
were made in connection with overcharges in freight-hauling and fifty-seven in connection
with the filing of rates and giving general assistance.
In carrying out the above duties 31,392 miles were travelled.
F. Black,
Inspector of Motor Carriers.
Inspector J. A. Carmichael.
(Revelstoke, Salmon Arm, Kamloops, Merritt, North Thompson, Ashcroft, Clinton, Lillooet,
Bridge River, and Southern Cariboo District, including Williams Lake and the Chilcotin.)
Since the Kamloops office had been closed from August, 1941, to April, 1945, considerable
groundwork had to be done in acquainting the operators within the new Inspector's territory
as to correspondence, requests, and complaints, etc. The writer also having been absent from
the Department for a period of three years with the armed forces, certain difficulties were
experienced in catching up to changes and war-time regulations.
The general situation within the territory is good. A considerable increase in the number
of Class I. private freight operators has been experienced during the past year.
Prior to the reopening of the Kamloops office, there had been no B.C. Police highway
patrol at Kamloops for several years. A highway patrol constable was stationed at Kamloops
in April, 1945, and co-operation between the patrolman and this office was exceptionally good.
The highway patrol constable left the service of the B.C. Police in December, 1945, and since
that date there has been no highway patrol in the area.
Applications for all types of commercial passenger and freight licences have increased
with demobilization of the armed forces and lifting of war-time regulations and vehicle
restrictions. Every effort has been made to assist the returned service man in his
many problems in attempting to rehabilitate himself in either returning to the highway
transportation business or in establishing himself in same.
The general attitude of carriers throughout the territory toward the " Motor Carrier
Act " is very favourable, with more and more operators realizing its many advantages as time
goes on. The institution of regulations covering uniform methods of book-keeping and records
as and from January 1st, 1946, is causing much favourable comment by the operators.
Certain reclassification of licences was carried out in the Kamloops district, where
investigation disclosed the fact that several licensed operators were not exercising their
conditions of licence or giving public service as required. Considerable amount of groundwork has been carried on in preparation for submission of a uniform freight tariff in the
Kamloops district in the near future. J 26 "MOTOR CARRIER ACT."
A definite increase in the number of limited freight licences throughout the area has
been experienced, primarily due to the increase in logging and lumbering activities in view
of building supply shortages as a whole. The distances being covered by log-haulers are
increasing steadily as timber-cutting is being extended; consequently, more operators are
required to deliver the same amount of logs as mileage increases.
In view of the world demand for increase in food production, more and more acreage is
being put under cultivation throughout the area; consequently, during the harvest season the
demand for trucking service increases beyond the capacity of licensed operators for a period
of approximately ninety days, and temporary permits have been issued in considerable
numbers to transport the harvested crops to shipping-points and storage before frost sets in.
General statistics for the licence-year, showing routine duties performed, mileage
travelled, etc., are as follows:—
Investigations and interviews (all types)        937
Vehicles checked on highway (approximately)       323
Mileage travelled  22,031
J. A. Carmichael,
Inspector of Motor Carriers.
Inspector G. L. Greenwood.
(Skeena, Omineca, Prince George, and Peace River Districts, also Northern
Cariboo District, including Quesnel and Barkerviile.)
During the licence-year 1945-46 there has been a normal development of the motor carrier
industry in this district. Tariffs and time schedules have been kept up to date, and motor
carrier operations continually checked for efficiency.
The general attitude of the motor carrier operators and shippers towards the " Motor
Carrier Act" and regulations has been very good for several years. This attitude remains
There are a constantly increasing number of logging and sawmill operations in this
district, apparently brought about by the great demand and high prices for lumber. The
cutting of mine-props is a new industry in the area that is reaching considerable proportions.
Several highway construction projects kept other trucking equipment busy. The cutting of
railway-ties decreased approximately proportionate to the volume of mine-props produced.
Other trucking movements remained normal.
By order of the Public Utilities Commission, approved by Order in Council dated October
9th, 1945, exemption from the " Motor Carrier Act " was removed from the Peace River
Block, to become effective on March 1st, 1946. Under instructions from the Superintendent
of Motor Carriers, the period of November 13th, 1945, to December 13th, 1945, was used by
the undersigned to conduct a preliminary organization of the Peace River Block. On February
15th, 1946, this organization was resumed. By March 1st, 1946, organization of the area was
nearing completion. A total of 201 public and limited freight-vehicle applications and 15
public and limited passenger-vehicle applications was received. Also, a large number of
private freight-vehicle applications was filed. Applicants were given technical assistance
to prepare their applications, rate tariffs, time schedules, etc. Fees were collected and
forwarded.    No serious difficulties were encountered during the organization.
General statistics for the licence-year 1945-46, showing routine duties performed, mileage
travelled, etc. (excluding organization of the Peace River Block), are as follows:—
Operators given technical assistance to prepare or revise rate tariffs
and time schedules         93
Vehicles checked on highway (approximately)        760
Investigations and interviews        948
Temporary permits issued (all classes)        276
Miles travelled during course of duties  16,783
G. L. Greenwood,
Inspector H. K. Hume.
(Okanagan Valley, Lumby, Armstrong, Enderby, and the Princeton District.)
I submit herewith my report respecting the administration and enforcement of the
" Motor Carrier Act " for the licence-year 1945-46.
During April, 1945, the Motor Carrier Branch of the Public Utilities Commission reopened
the Kamloops office, with Inspector J. A. Carmichael in charge. This necessitated a division
of the present territory, resulting in the Kamloops office taking over the Merritt, Kamloops,
Ashcroft, Salmon Arm, and Revelstoke districts, leaving the Okanagan Valley and Princeton
districts under the Kelowna office.    This report covers the latter districts only.
Transportation of both passengers and freight throughout the whole territory has been
very heavy, with the result that a moderate number of new licences have been approved and
issued during the year. In keeping with the general policy, returning war veterans have been
given every consideration, and new licences have been issued to those men wherever it was
found necessary.
The control of rates throughout the district has shown marked improvement, and it is
felt that this phase of the industry is satisfactory.
It is becoming more apparent each year that the " Motor Carrier Act " and regulations
are increasing in popularity. The licensees and general public appreciate and take advantage
of the services rendered by the Motor Carrier Branch. An ever-increasing number of requests
for information and advice are being received.
In addition to issuing 48 additional public or limited freight or passenger licences, 257
temporary permits and 16 short-term licences were issued to take care of emergency hauling.
The following is a summary of all classes of licences issued for 1945-46 in this area:—
Public passenger         21
Limited passenger        33
Public freight, Classes I. and II        27
Public freight, Class III      175
Limited freight        72
Private freight, Class I      620
Private freight, Class III  1,094
A distance of 14,000 miles was travelled by the undersigned while completing approximately 500 investigations and carrying out the general duties of an Inspector.
H. K. Hume,
Inspector of Motor Carriers.
Inspector H. J. Maddaford.
(Grand Forks-Greenwood District, East and West Kootenays, including Rossland, Trail,
Nelson, Kaslo, Slocan, Cranbrook, Fernie, Windermere, and Golden.)
The following is the annual report for the licence-year 1945-46 respecting the administration, operation, and enforcement of the " Motor Carrier Act " within the above-mentioned
The number of motor carrier licences (all classes) increased from 2,015 to 2,229. One
new public bus service was established at Kimberley, which was recently incorporated as a
city. The new bus company serves Kimberley and Chapman Camp, a suburb of the city.
A number of limited passenger licences was granted to returned service men, notably at
Kimberley, Creston, and Nelson. One new Class II. public freight licence was issued to
operate between Trail and Salmo. Class III. public freight licences were issued to veterans
in practically every town of any size in the district. The number of limited freight licences
has grown during the year due to increasing activity in the forests. During the past year
the cutting of pit-props for export to Great Britain has necessitated the licensing of several
additional vehicles.
The relaxation of war-time regulations relating to motor-vehicle travel has given the bus
companies the opportunity of increasing their service. The City Bus Service in Trail has
increased its schedule and extended its service to different parts of the city and to the
Sunningdale and Shavers Bench subdivisions.    Other companies, including Western Canadian J 28
Greyhound Lines and Star Stages of Cranbrook, have improved their services by increasing
the number of scheduled trips. The bus companies are permitted also to make chartered
trips in connection with-sports, picnics, etc. This relaxing of regulations has also improved
the Class I. and II. public freight business, and truck shipments between here and the Coast
have increased. There are now two freight lines operating between Vancouver and Trail, in
addition to the connecting services given by longer-established freight lines.
The public services given by motor carriers in general have improved. New trucks, cars,
and buses have been available since V-J Day, and many of the operators whose equipment had
been in very poor condition have taken the opportunity of purchasing new. Another factor
which is probably helping the motor carrier industry to adjust itself rapidly to peace-time
conditions is the increasing competition due to granting many licences to war veterans.
They have also taken over trucking and taxi businesses from older operators who wish to
retire from business. The unusual demand for licences from these veterans has increased the
work of the Inspectors. Every assistance has been given them, with the object of giving
permanent employment to as many as possible while keeping the industry on a sound basis
at the same time.
Considerable work has been done in connection with tariffs for new operators and the
revision of tariffs of established lines. A uniform tariff was completed for the Class III.
public freight operators at Creston, but as this tariff contained a few minor changes not
approved by the Wartime Prices and Trade Board, it was impossible to put it into force.
A branch of the Motor Carriers' Association has been formed at Nelson. Practically all
licensed operators in the Nelson district are members, and the interest shown by them is
helping to improve the general knowledge of the " Motor Carrier Act " and regulations among
the operators.
The Provincial Police officers have been very helpful and have done a good job of
enforcing the " Motor Carrier Act," but now that new equipment is available and the number
of vehicles on the highways is steadily increasing, more highway patrol is necessary.
Number of licences issued 1945-46  (all classes)     2,229
Temporary permits issued (all classes)-—-        550
Number of investigations and interviews        953
Mileage travelled by the undersigned in the course of duties  21,851
H. J. Maddaford,
As at February 28th, 1946.
Name and Address of Operator. Route.
George R. Abbey, Nelson Nelson-Kaslo.
Atkins Stage Lines, Ltd., Cultus Lake Harrison Hot Springs-Cultus Lake
via Chilliwack and Agassiz.
A.P. Stages, Hope Haig-Tashme Camp via Hope.
B.C. Auto Interurban, Ltd., Nelson Trail-International Boundary at
Patterson—in connection with
service to Spokane.
B.C. Coach Lines, Ltd., Kamloops Kamloops-Vernon.
Kamloops-Salmon Arm.
B.C. Motor Transportation, Ltd., Vancouver____Vancouver-New Westminster.
Vancouver-White Rock.
Vancouver-Ladner-Boundary Bay.
Vancouver-Horseshoe Bay
(West Vancouver).
Vancouver-North Vancouver.
North Vancouver-Horseshoe Bay
(West Vancouver).
Port Coquitlam-Ioco.
Vancouver-Harrison Hot Springs-
Port Coquitlam extension.
Arnold I. Boomhower, Prince George Prince George-Chief Lake.
Prince George-Summit Lake.
James Cancelliere, Revelstoke Revelstoke-Arrowhead.
Archie Carswell, Vernon Vernon City Centre-Vernon
Army Camp.
T. H. Chamings, Lumby Lumby-Vernon via Long Lake.
Ernest J. Christien, Lumby Lumby-Vernon (direct route).
W. G. Clarke, Squamish Squamish-Cheekye.
Gus Erickson (City Bus Service), Trail Local service at Trail and to
Corporation of District of West Vancouver West Vancouver-Vancouver.
Deep Cove Stages, Ltd., Deepwater Vancouver-Deep Cove.
North Vancouver-Deep Cove.
M. C. Donaldson, Ltd., Salmo Salmo-Reno Mill.
Neal Evans Transportation Co., Ltd., Shalalth-Shalalth-Pioneer.
J. W. Farquhar and Katherine Begg, Har-    Harrison Hot Springs-Agassiz.
rison Hot Springs
Fraser Valley Bus Lines, Mission Mission-Huntingdon.
Mission-Hatzic Island.
Mission-Haney via Stave Falls. J 30
Name and Address of Operator. Route.
Gallagher Transportation, Ltd., Hope Hope-Chilliwack.
Hope-Silver-Skagit Camp No. 2
and Decco Camp No. 1 on Silver
Frank Grimes, Victoria Local service, City of Victoria.
Leonard C. Griffiths   (Arrow Bus Line),    Prince Rupert-Seal Cove.
Prince Rupert Prince Rupert-Port Edwards.
Mrs. Jessie B. Hall, Okanagan Mission Okanagan Mission-Kelowna.
John R. Henry, Capilano B.C.E.R. Terminus at intersection of
School  Road and  Bowser Avenue-
Upper Capilano Suspension Bridge.
Milo T. Hesselgrave, Kelowna Kelowna-McCulloch.
Estate of T. J. Hodgson, Williams Lake Williams Lake-Kleena Kleene.
Hole & Clarke Transportation Co., Ltd., Coal    Coal Harbour-Hardy Bay.
J. A. Hoffman, Fort St. James Fort St. James-Vanderhoof.
Pinchi Creek-Vanderhoof.
Fort St. James-Germansen Landing.
Alice Ingham, Port Alberni Alberni-Port Alberni.
Interior Stages, Ltd., Trail Trail-Rossland.
Henry Kershaw, Fort Steele Cranbrook-Fort Steele.
Fred W. Knott, Tofino Tofino-Ucluelet.
Roy Langlands, Kimberley Kimberley.
C. G. Lawrence, Gibsons Landing Hopkins Landing-Gibsons Landing-
Garden Bay.
Lillooet Cartage Co., Ltd., Lillooet Lillooet-Lytton.
George Mcintosh, Sooke Sooke-Victoria.
Mary C. Magro, Cranbrook Cranbrook-Golden.
D. V. Manley, Ltd., Horsefly Horsefly Lake-Williams Lake.
E. F. Moorhouse, d/b/a Moorhouse Stages,    New Westminster-Langley.
New Westminster New Westminster-Ladner.
New Westminster-Coldicutt Villas
via Crescent.
New Westminster-Sunbury.
New Westminster-Port Mann.
Robert K. Munro, Naramata Naramata-Penticton.
E. H. Neville, Vancouver Three routes in Burnaby Municipality
(Lochdale,   North-South   Burnaby,
Vancouver   Heights   service),   also
the following:—
Vancouver-Seymour Mountain.
Vancouver-Grouse Mountain.
North   Coast   Transportation   Co.,   Seattle,   Vancouver-Seattle.
North River Coach Lines, Ltd., Kamloops Kamloops-Birch Island.
Powell River Stages, Ltd., Powell River Powell River (local service).
Richmond   Transportation   Co.,   Ltd.,   Van-    Vancouver-Sea Island.
H.   W.   Smith,   d/b/a   Canadian   Trailway   Prince George-Vanderhoof.
Stages, Prince George Prince George-Prince George
Government Airport.
Prince George-Army Camp-South
J 31
Name and Address of Operator.
W. A. Sproule, d/b/a Columbia Stage Lines,
New Westminster
Fred Gnucci and Walter Miller, d/b/a Star
Stages, Cranbrook
H. B. Tuffley, Quesnel	
Arthur F. Wale, Langford	
The Wildwood Bus, Ltd., Powell River..
S. W. Wilson, Milner	
Western   Canadian   Greyhound  Lines,  Ltd.,
Calgary, Alta.
Vancouver Island Transportation Co., Ltd.,
Vernon-Salmon Arm Coach Lines, Ltd., Vernon
Veterans' Sightseeing and Transportation
Co., Ltd., Victoria
New Westminster-Port Moody
(and local service).
.Victoria-Langford Lake.
Wildwood-Powell River.
-Langley Municipality
(local service).
West Gate of Yoho National
Cranbrook-South Gate of Kootenay
Park (near Radium Hot Springs).
Penticton-International Boundary
at Osoyoos.
Penticton-Spences Bridge.
Princeton-Copper Mountain.
This  company is  licensed to  give
through public passenger service
on all important main routes on
Vancouver Island, with numerous
local services.
Vernon-Salmon Arm.
Victoria-Oak Bay.
Nanaimo  (city bus service)-Wellington via Departure Bay.
As at February 28th, 1946.
Atkins Stage Lines, Ltd., Chilliwack Harrison Hot Springs-Cultus Lake
(express service only).
B.C. Motor Transportation, Ltd., Vancouver Vancouver-New Westminster.
Vancouver-Mission and Dewdney.
Vancouver-Chilliwack and Rosedale.
.Prince George-Quesnel.
loco-New Westminster.
.Vancouver-Penticton via Spences
Bridge and Merritt.
Blue Line Freight (Helen I. Vant), Nelson Nelson-Rossland.
Charles E. Boothby, Mission City Mission-Vancouver and
New Westminster.
Broadway Messenger Service, Vancouver Vancouver-New Westminster and
Fraser Mills district.
British Columbia-Seattle Transport, Seattle,
Robert A. Baxter, Prince George..
Black's Motor Freight (F. LePore and C. W.
Belknap), Vancouver
C. M. Bicknell, Vancouver	 J 32
Name and Address of Operator. Route.
Bruce Motor Cartage, Vancouver Vancouver-New Westminster.
W. S. D. Brown, Salmon Arm Salmon Arm-Hayward's Corner.
C. R. Carfrae, Kamloops Kamloops-Merritt.
Kamloops-Williams Lake.
Carson's Truck Line, Ltd., Vancouver Vancouver-Prince George.
Archie  Carswell, d/b/a Rocky  Mountain    Vernon-Revelstoke.
Freight, Vernon
D. Chapman & Co., Ltd., Kelowna Kelowna-Penticton.
Chilliwack Cartage Co., Ltd., Chilliwack Chilliwack-Vancouver.
C. E. Clarke and J. R. Miller, d/b/a Clarke    Nelson-Nakusp.
& Miller Transport, Nelson
George G. Clyde, Robson Robson-Castlegar.
E. M. Cottrell, Hope Hope-Vancouver.
Country   Freight   Lines   (J.   C.   Fleming  &    Chilliwack-Vancouver.
Sons), Chilliwack
Cowichan Freight Service, Victoria Victoria-Shawnigan Lake and
Constance E. Cummins, Nelson Nelson-Procter.
Delta Freight Lines, Ladner Ladner-Vancouver.
Dench of Canada, Ltd., Calgary, Alta Crowsnest-Creston        ")   Interprovin-
Cranbrook-Kimberley cial or
Cranbrook-Kingsgate   | international
Creston-Rykerts service.
Thomas Dent, Milner Willoughby-Vancouver.
Marks Devereux and John E. Myers, d/b/a    Harrison Hot Springs and
Lake Freight Lines, Vancouver Agassiz-Vancouver.
F. S. Duggan, Kelowna Winfield-Kelowna.
Neal Evans Transportation Co., Ltd., Shalalth Shalalth-Pioneer.
Ferguson's Motor Transport Co., Vancouver. Vancouver-Horseshoe Bay,
West Vancouver.
Vancouver-Deep Cove,
North Vancouver.
Leonard S. Forry, Vernon Lumby-Cherryville.
Fraser Transfer, Ltd., Vancouver Vancouver-New Westminster.
Gallagher Transportation, Ltd., Hope Chilliwack-Choate.
G. E. H. Garraway, Sheep Creek Nelson-Procter.
Grayridge  Motor  Freight   (K.  F.  Ridgway    Vancouver-Trail.
and W. K. Graham), Vancouver
J.  Goodkey, d/b/a  Cascade  Motor  Freight,    Penticton-Nelson.
Grand Forks
Arthur W. Green, Agassiz Harrison Hot Springs-Vancouver
via Agassiz.
C. R. Greenaway, Cloverdale Surrey Municipality-Vancouver.
G. 0. Griffith, Kelowna Vernon-Oyama.
Haney-Hammond Motor Freight, Ltd., Port    Haney-Vancouver.
Estate of T. J. Hodgson, Williams Lake Williams Lake-Kleena Kleene (non-
scheduled service to Anahim Lake
and other off-route points).
R. H. Holt (Cordova Bay Freight), Victoria—Victoria-Cordova Bay.
Reinhard W. Hopp, Vernon Vernon-Arrowhead.
Houlden Transfer, North Vancouver Vancouver-Deep Cove,
North Vancouver.
Vancouver-Horseshoe Bay,
West Vancouver.
Frank M. Hufty, Slocan City Slocan City-Nelson. REPORT OF THE PUBLIC UTILITIES COMMISSION.
J 33
Name and Address of Operator.
W. R. Hume and D'Arcy LeBeau, Langley
D. J. Innis, Keremeos	
Interior Truck Lines, Nelson	
Langley Municipality-Vancouver.
Ladner Transfer, Ltd., Ladner_
Russell W. Large, Enderby	
Invermere Contracting Co., Ltd., Invermere Cranbrook-Golden.
Island Freight Service, Ltd., Victoria All public freight routes described
in   schedule   filed   with   Public
Utilities Commission.
Johnson Transfer, Vanderhoof Decker Lake-Vanderhoof-Prince
Vanderhoof-Fort Fraser.
Prince George-Hansard.
Ralph and Jack Johnston, Hope Chilliwack-Hope-Choate.
Jones Bros. Transfer, Deroche Deroche-Vancouver.
Louis Ketelnikoff, Blewett Nelson-Bonnington.
Kamloops-Okanagan   Freight   Lines,   Ltd.,    Kamloops-Salmon Arm.
Kamloops Kamloops-Vernon.
Kaslo Motor Transport, Kaslo Kaslo-Nelson.
King's Motor Cartage, Vancouver Vancouver-New Westminster and
Fraser Mills and way points.
Vancouver-Port Moody and loco.
Ladner-New Westminster and
 Mable Lake-Enderby.
P. Lawrence, Ewing Landing Fintry-Vernon.
Lee's Transport, Vanderhoof Pinchi Lake-Vancouver.
Peter A. Lind, Sandon  New Denver-Sandon.
Joseph Logus, Poplar Creek Lardo-Gerrard.
Richard A. Mclnnis and F. Wise, Armstrong . Vernon-Salmon Arm.
M. H. Mclvor, d/b/a Trail Livery Co., Trail.___ Nelson-Rossland.
Mrs. L. M. McKinnon, Barkerviile Barkerville-Quesnel.
George S. McMyn, Pitt Meadows Maple Ridge Municipality-Vancouver.
Lee C. McFarland, Cranbrook Penticton-Naramata.
Martens & Neufeldt, Yarrow Yarrow-Vancouver.
Mountain's Transfer, Langley Prairie Langley Municipality-Vancouver.
J. C. Muir, Nelson  Nelson-Rossland.
Earl V. Muirhead, Marguerite Castle Rock-Williams Lake.
North Thompson Freight Lines, Kamloops Kamloops-Birch Island.
Northern Freighters, Fort St. James Vanderhoof-Fort St. James-
Germansen Landing.
O.K. Valley Freight Lines, Ltd., Penticton Osoyoos-Vernon.
Overland Freight, Ltd., Chilliwack Chilliwack-Vancouver.
H. R. L. and A. M. Potter, Oliver Oliver (rural mail route).
W. and V. Porteous, Agassiz Harrison Lake and Agassiz-
Chilliwack and Sardis.
A. G. Perry, Notch Hill Notch Hill-Sorrento.
Donald Revie, d/b/a Revie's Freight Lines,    Cranbrook-Kimberley.
Cranbrook Cranbrook-Fernie.
Richmond Transfer, Vancouver Vancouver-Steveston.
Leonard Roberts, Courtenay Courtenay-Menzies Bay.
James Rollo, Gabriola Gabriola Island-Nanaimo.
G. E. Rutledge, King George VI. Highway,    Surrey Municipality-Vancouver.
New Westminster
Saanich Freight Service, Sidney Deep Cove (Saanich)-Victoria. J 34
Name and Address of Operator.
Scott & Peden, Ltd., Victoria	
Seattle-Vancouver, B.C. Motor Freight, Ltd.,    Vancouver-Seattle.
Lloyd W. Shannon, Summerland West Summerland-Penticton.
Sidney Freight Service, Sidney Sidney-Victoria.
Seth Smith, Quesnel Quesnel-Williams Lake.
Snappy Service Truck Lines, Ltd., Trail Vancouver-Nelson.
A. L. P. Stevens, Crescent Surrey Municipality-Vancouver.
Stoltze Motor Freight, Vancouver Vancouver-Stave Falls.
A. L. Stuart, Redstone Redstone-Williams Lake.
Surrey Freight Lines, Cloverdale Cloverdale-Vancouver (serving Surrey Municipality and a portion of
Langley Municipality).
Terminal Cartage, Ltd., Vancouver Vancouver-New Westminster.
Edward Thouret, Buffalo Creek Exeter-Canim Lake.
A. S. Towle, Milner Langley Municipality-Vancouver.
Trail Livery Co., Trail Nelson-Rossland.
J. A. Wade, Quesnel Quesnel-Barkerville.
Robert I. Walters, Williams Lake Williams Lake-Keithley Creek.
L. F. Ward, Nakusp Nakusp-Edgewood.
A. E. Warner, Armstrong Armstrong-Vernon.
West Coast Freight Service, Ltd., Port Alberni__Port Alberni-Nanaimo.
White  Rock  Transfer   (J.  A.  Roddick  and    Surrey Municipality-Vancouver.
F. A. Best), White Rock
White Transport Co., Ltd., Vancouver Vancouver-Kelowna.
Williams Transfer, Nelson Nelson-Creston.
Nelson-Slocan City.
D. M. Winton, Vancouver Vancouver-Abbotsford.
George D. Witte, Big Creek Witte Ranch (5 miles westerly from
Big Creek)-Hanceville P.O.
Wood & Fraser Transport, Vancouver Vancouver-Prince George.
J. C. Vanderspek, d/b/a Vanderspek's Trans-    Vancouver-Hope.
portation, Hope
John Wyatt, Kelowna Kelowna-Winfield.
S. Ylisto, Solsqua Malakwa-Salmon Arm.
Printed by Chaeles F. Banfikld, Printer to the King's Most Excellent Majesty.
. 1946.


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