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BC Sessional Papers

PROVINCE OF BRITISH COLUMBIA PUBLIC UTILITIES COMMISSION Ninth Annual Report Purusant to Sections 36… British Columbia. Legislative Assembly [1950]

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Ninth Annual Report
Pursuant to Section 36 of the
" Motor Carrier Act "
Licence-year 1948-49
Printed by Don McDiarmid, Printer to the King's Most Excellent Majesty.
1949.  Victoria, B.C., June 30th, 1949.
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 Ninth Annual Report of the Public Utilities Commission
under that Act for the year ended February 28th, 1949.
W. A. Carrothers, Chairman.
D. K. Penfold, Commissioner.  Annual Report of the Public Utilities Commission, pursuant
to Section 36 of the "Motor Carrier Act," for the
Licence-year ended February 28th, 1949.
A perusal of the statistics for the licence-year 1948-49, as set out in or. accompanying this Report, will show that the steady increase during the previous years in the
number of public and limited licences issued has come to a halt, the figures for buses,
taxis, public freight-vehicles, and limited freight-vehicles for 1948-49 being approximately the same as for 1947-48.
There is, however, an increase of 15 per cent, in the number of Class I private
freight-vehicle licences issued, which would appear to be evidence that, as new equipment has become more readily obtainable, the number of business firms who wish to
undertake their own transportation is on the increase.
The number of vehicles " replaced " was about the same as during the previous
year, and there were not so many applications for transfer of licences.
Total revenue was $367,310.84, as compared with $333,104.04 for the previous year.
This increase is not, however, due to an increase in the number of licences issued, but is
the result of a revision of the Schedule of Fees, effective March 1st, 1948, which revision is outlined in more detail elsewhere herein. It will be noted that, although the
number of Class I private freight-vehicle licences issued for 1948-49 was 11,127, as
compared with 9,705 for the previous year, the revenue for the year 1948-49 from this
source was $57,000, whereas for the previous year it was $69,000. This is the result
of the decision to set a flat fee of $5 for a Class I private freight-vehicle licence instead
of $1.50 per ton, with a minimum of $5 as formerly.
In the following pages comparative statistics are given regarding the number of
licences issued, and revenue therefrom, according to the various classes.
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:—
Kind of Licence.
of Licences
New and Renewed).
* Includes sedan cars licensed as public passenger-vehicles.
5 J 6
The following is a comparative statement of revenue for the past six years, showing
the various sources of revenue:—
Kind of Licence.
1943-44.    1      1944-45.
Passenger (buses)	
Passenger (taxis)	
* Includes fees under Part 11 of the regulations, and fees for copies of conditions of licence, tariffs, etc.
The figures in Appendix A show the 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, etc.:—
Approximate Number of Licences in effect.*
* Namely, the number of licences issued, less number of licences surrendered or expired.
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
Number of
___ 3,686
1941-42  3,910
1942-43  3,484
1943-44  3,148
1944-45  3,277
Number of
Licence-year. recorded.
1945-46  4,075
1946-47  5,921
1947-48  6,812
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, and including replacements and substitute plates.
The regulations pursuant to the " Motor Carrier Act" provide for the issue of
temporary permits, in lieu of licences or alteration of licences, for certain defined pur-
poes, chiefly for operations which will not last more than thirty days or for special
trips not otherwise permitted by the conditions of licence.
Inspectors of Motor Carriers have authority to issue such permits on their own
responsibility, in general up to a period of seven days; for greater periods, specific
authority of the Superintendent must be obtained.
Every endeavour is made to ensure that the number of permits issued shall be
kept to a minimum consistent with actual operating requirements, bearing in mind that
flexibility in the administration of an Act of this nature is essential.
Repair and construction of dykes in the Lower Fraser Valley, as well as road-
construction work throughout the Province, resulted in an unusual demand for Class II
The following is a summary of temporary permits issued during the year
1948-49 :—
Class I permits (for temporary operation as private freight-
vehicle only)       640
Class II permits (for temporary operation as public or limited
vehicle for periods not exceeding sixty days)  3,384
Class III permits (for operation of licensed public or limited
vehicle temporarily in a manner other than is authorized
by the licence, or pending consideration of an application
for renewal, alteration, or transfer of licence, etc.)  3,161
Class IV permits (for substitute vehicle when licensed vehicle
is disabled)        367
Class VI permits (for operation of school buses in connection
with authorized school functions — issued by Provincial
Police)         183 J  8 "MOTOR CARRIER ACT."
The licence-year of 1948-49 will long be remembered by residents in many parts
of this Province on account of the extremely severe weather conditions during the
spring and early summer, and again during the winter.
During the months of May and June, 1948, there were extensive and dangerous
floods in many parts of British Columbia, notably in the Lower Fraser Valley where a
state of emergency was proclaimed. Thousands of acres of fertile land were inundated,
and all rail and road communication between the Interior and the Coast was severed
for many days. In addition, extensive damage occurred at Kimberley, Trail, Princeton,
Hedley, in the Okanagan Valley, and at Terrace and other places. By combined efforts
of the military and civil authorities, backed by the trucking industry and volunteer
workers, people were rescued, much suffering was relieved or obviated, and repairs
effected. The transportation industry was outstanding in the assistance which it
rendered in this alarming emergency, trucks being willingly operated night and day
for transportation of all kinds, including bulldozers and tractors, household goods,
cattle, construction materials (including bridge steel), food, feed, and other supplies.
The weather in the fall of the year was normal, but an unusually severe winter
was experienced, with snow and frost which lasted in Coast regions for about nine
weeks commencing about December 18th. This was followed by a rapid thaw, resulting
in an early spring break-up which again affected road transport, many roads being
entirely closed for periods of varying length.
A perusal of the individual reports of the various Inspectors of Motor Carriers
(see Appendix B) gives some indication of the trend of industrial development in
various portions of the Province. While the lumber industry still gives employment
for a large number of trucks, curtailment of the British market, together with a
stipulation, under new contracts, that only first-grade lumber shall be shipped, is
bound to have an adverse effect on the industry, the market being already oversupplied
with low-grade lumber, resulting in falling prices, and this is expected to result in the
closing-down of a number of logging operations which are already operating on a narrow margin of profit. There has also been a curtailment of tie-cutting and hauling,
but Christmas-tree hauling is proving extensive and profitable, and is an important
industry in the East Kootenays. In the West Kootenays there has been a minor boom
in the mining industry, which has absorbed some trucks previously engaged in log or
lumber hauling.
The general situation, however, as judged from the activities of the trucking
industry, appears to be healthy and reflects the steady growth in population of the
Extensive road-construction continues to result in employment of a large number
of dump-trucks; the new and improved roads are also making possible a better transportation service.
The Okanagan fruit and vegetable crop was good, and the tonnage showed a slight
increase over the previous year; existing transportation facilities were able to handle
it without difficulty.
The new and first-class road between Princeton and Kaleden is finished; this will
form a part of the new road from Vancouver to Penticton via the Hope-Princeton
Highway, the opening of which is expected to change considerably the transportation
picture in the Okanagan. No licences have yet been issued to operate between Hope
and Princeton, although several tentative applications have been made in the past,
which are on file for later consideration. REPORT OF THE PUBLIC UTILITIES COMMISSION. J  9
Many of our Inspectors report that costs of operation of motor-vehicles continue
to increase, including costs of labour, parts, drivers' wages, and new vehicles. This
has been reflected by numerous applications for increased rates, dealt with elsewhere
in this Report.
Inspectors also point out that the trend is toward the purchase of heavier and
more expensive vehicles capable of carrying heavier loads, but that there is still a
shortage of this class of equipment. In recent years, shortages have made it necessary
for carriers to buy whatever equipment they could get; with improvement of the
supply situation, they now carefully select their replacement equipment to suit their
particular needs. Factory designed and built semi-trailers are replacing home-made
units, and the standard of equipment, generally, is steadily improving.
Whereas, during the recent war, competition in the transportation industry was
comparatively conspicuous by its absence, conditions are now approaching normality,
as a result of which, in many districts, competition is again becoming keen, not only
between already licensed operators, but because new operators are endeavouring to
enter the transportation field, particularly for contract hauling.
With respect to the latter class of operator, when an application is received, the
proposed operation is carefully studied, and if it is found that because of specialized
equipment, experience, availability of tonnage—that is, volume—the proposed operation
can be carried out at a lower or more economical rate than by licensed public carriers,
limited freight-vehicle licences have been granted. In many cases licensed carriers,
realizing the situation, have either purchased equipment more suited to the type of
hauling required or have adjusted their tariffs.
As post-war conditions gradually become more normal, it has been observed that
carriers find it necessary to seek business rather than merely cater to same, as was
the case during the later war years and the period immediately thereafter, during part
of which time carriers were operating under severe restrictions or were handicapped
by lack of equipment.
The commercial importance of this war-constructed road between Dawson Creek,
B.C., and Fairbanks, Alaska, a distance of 1,523 miles, has not perhaps been fully
realized. The military importance is obvious, but, in addition, there is a considerable
amount of interest being shown by United States operators with respect to the commercial aspect of this highway, as evidenced by the fact that hardly a week goes by
without an inquiry being received from some point in the United States requesting full
details as to the licensing requirements, permissible loads, etc.
Already licences have been granted to Alaska Freight Lines, Inc., of Seattle, for
permission to transport freight the entire distance by truck from points in the United
States to points in Alaska (such licences, of course, being only with respect to the
British Columbia portion of the highway) ; also to transport freight shipped by them
by rail to Dawson Creek for furtherance to Alaska territory, and a similar application
from another company of Great Falls, Mont., was made during the licence-year under
review, but this application was not dealt with during the said licence-year.
It has been found that the Interstate Commerce Commission of the United States
does not control freight moved from points in the United States to the Territory of
Alaska, which is not a State of the Union. In order to operate over this highway, it
is necessary to travel through the Province of Alberta and through Yukon Territory,
as well as through British Columbia, and any successful applicant for licence to transport freight or passengers from the United States to Alaska must therefore comply
with the licensing requirements of the two Provinces and of Yukon Territory, as well
as with the requirements of the various States through which the vehicles must pass.
Notwithstanding the great distances involved, it would appear likely that, as time goes J   10 "MOTOR CARRIER ACT."
on, freight traffic over this highway may reach large proportions. In so far as freight
hauled from the United States to Alaska, in bond through Canada, is concerned, provided that there is no pick-up or delivery of freight in British Columbia, it would
appear that this is international transportation, whereby vehicles are merely using
that portion of the Alaska Highway in British Columbia as a corridor through which
to move. It may be mentioned that the maintenance of that part of the highway
which is in Canada is under the jurisdiction of the Canadian Army; the highway is
not maintained by the Provincial Public Works Department.
On pages 16 and 17 of the Eighth Annual Report various applications received for
scheduled public freight operation over the Skeena Highway between Prince Rupert
and points east, such as Terrace, Telkwa, Hazelton, and Burns Lake, were outlined, and
it was stated that a decision on the applications had been deferred until the status of
the highway had been finally determined. These applications are still in abeyance, no
action having been taken regarding same during the licence-year under review.
Generally, it would appear that this highway is somewhat hazardous during certain
times of the year due to slides, etc., and subject to closure for long periods.
The public does not appear in any way to be suffering from lack of service.
The following new public passenger-vehicle services were authorized and commenced during the year:—
Kamloops-Valleyview (4% miles east of Kamloops).
Kamloops-Powers Addition (2 miles west of Kamloops).
Nanaimo-Nanaimo Sulphate Pulp Mill.
Nanaimo-South Wellington.
Local bus service, City of Prince George.
The following new public freight-vehicle services were authorized and commenced
during the year:—
Vancouver—Bralorne and Pioneer Mine.
Vancouver-Osoyoos   and   Oliver   (being   extension   of   existing   Vancouver-
Kelowna service).
Public passenger service between Vanderhoof and Hazelton (being part of service
between Prince George and Hazelton) was discontinued.
The steady expansion of air transport has resulted in a new type of service, generally known as "air-line limousine service," restricted exclusively to transportation of
passengers, air express and mail from nearest city to the adjacent airport, and vice
versa, with provision for service to and from other airports when weather conditions
preclude aeroplanes from landing at the usual terminus. Transportation charges for
these services (use of which by the passengers is optional) are collected by the licensee
and are not a part of the air ticket; however, some air lines guarantee the licensees a
The following airport services are now in effect, licensed under the " Motor Carrier
Victoria-Patricia Bay Airport, V.I.
Campbell River-Comox Airport, V.I.
Courtenay-Comox Airport, V.I.
Nanaimo-Cassidy Airport, V.I.
Duncan and Ladysmith-Cassidy Airport, V.I.
Tofino and Ucluelet-Tofino Airport, V.I.
Port Hardy and Coal Harbour-Fort Rupert Airport, V.I.
Vancouver-Sea Island Airport.
Penticton-Penticton Airport.
Trail and Castlegar-Brilliant Airport.
Nelson-Brilliant Airport.
Cranbrook-Cranbrook Airport.
Kimberley-Cranbrook Airport.
Quesnel-Quesnel Airport.
Prince George-Prince George Airport.
Dawson Creek-Fort St. John Airport.
Fort St. John-Fort St. John Airport.
Fort Nelson-Fort Nelson Airport.
Old Fort Nelson-Fort Nelson Airport.
Lower Post-Watson Lake Airport, Y.T.
On page 18 of the Eighth Annual Report mention was made of an application from
several household-goods carriers for alteration of their licences to permit of transportation of household goods and settlers' effects to and from any point in British Columbia,
which applications were refused; it was also stated: " However, it appears that some
changes to the present conditions of licence of household-goods carriers by allowing
somewhat greater flexibility of movement would be to the advantage of the general
public, and consideration is being given to the proposals having this object in view."
Very careful consideration was given to this matter, including briefs submitted by
the Automotive Transport Association, and it was finally decided that those carriers
who specialize in the movement of household goods and settlers' effects, and whose
licences permit of such transportation exculsively, should be permitted, on application,
an extension of their licences to allow of transportation of household goods and settlers'
effects from any point in British Columbia to any other point in British Columbia
provided that the distance between such points is not less than 75 road-miles (distances
from any point on the Mainland to any point on Vancouver Island and adjacent islands
to include sea mileage).
The granting of this privilege was in all cases subject to a suitable tariff being
filed naming rates on a per 100-lb. per mile basis.
The names of those carriers who made application for such privilege and whose
applications were approved are given elsewhere in this report.
It has been noted that during recent months certain municipalities are restricting
issue of municipal licences for operation of taxis. In some cases municipalities have
refused to issue such licences unless the applicant holds a licence under the " Motor
Carrier Act"; this applies particularly to some of the smaller municipalities where it
is not feasible to operate a taxi wholly within the municipal limits. J  12 "MOTOR CARRIER ACT."
A case came to the attention of the Commission during the year where an individual who held several licences to operate taxi service was found to have leased his
vehicles to individual drivers who were merely paying the licensee a fixed monthly sum
for the privilege of operating from his stand, with use of telephone. While the vehicles
were registered in the name of the licensee, they were actually owned, under some kind
of agreement, by the individual drivers.
While this type of operation did not appear to be contrary to the provisions of the
" Motor Carrier Act," it was felt that same should not be encouraged; therefore, the
operator concerned was advised that, as licensee and as registered owner of the vehicles,
he was personally responsible to carry out the entire operation in accordance with the
regulations; further, that the licensee must himself submit an annual report covering
the operation as a whole, regardless of any arrangement which he might have made
with his drivers.
By a suitable amendment to paragraph 1.1 (fc) of the regulations pursuant to the
" Motor Carrier Act," vehicles operated for the transportation of persons or property
for the public for compensation when such transportation is subject to regulation under
the " Public Utilities Act " are now exempt from the provisions of the " Motor Carrier
Act." As a result, buses operated by the British Columbia Electric Railway Company,
Limited, into Richmond and Burnaby Municipalities, previously licensed under the
" Motor Carrier Act," do not now require such licence, such vehicles being regulated by
the Commission under the " Public Utilities Act."
April 28th, 1948: The transfer of shares of Dench of Canada, Limited, to Canadian
Pacific Transport Company, Limited, was consented to. Dench of Canada, Limited,
holds public freight-vehicle licences for scheduled service from Cranbrook to Kimberley,
Cranbrook to Fernie, and Cranbrook to Creston—all in British Columbia; they also
hold licences to operate from Crowsnest to Creston, from Cranbrook to Kingsgate, and
from Creston to Rykerts, which licences are for interprovincial or international transportation only.
August 10th, 1948: The Commission consented to the transfer of the shares of
North Coast Transportation Company from Puget Sound Power and Light Company
to the Greyhound Corporation, such consent to become effective upon approval by the
Interstate Commerce Commission of the United States of America of the transfer of
the said stock to the Greyhound Corporation.
August 18th, 1948: The Commission consented to the transfer of shares of Interior
Stages, Limited, of Trail, and City Bus Service, Limited, of Trail, to Amalgamated Bus
Lines, Limited. This transfer of shares was in connection with amalgamation of the
services provided by City Bus Service, Limited, and Interior Stages, Limited, operating
from terminal point of Trail, which services are now operated by Interior Stages,
January 22nd, 1949: Pursuant to section 61 of the " Motor Carrier Act," the granting by the corporation of the City of Prince George to H. W. Smith, d/b/a Canadian
Trailway Stages, of a franchise under By-law 592 of the said city to operate a bus
service within the incorporated limits of the City of Prince George was approved, with
a proviso that the said approval of the franchise did not constitute approval of any
particular routes, time schedules, or fares, which matters are dealt with separately in
accordance with the usual procedure under the " Motor Carrier Act." REPORT OF THE PUBLIC  UTILITIES COMMISSION. J  13
On March 8th, 1948, a hearing was held at Vancouver by the Public Utilities
Commission, respecting the application of B.C. Motor Transportation, Limited (operating Pacific Stage Lines) for consent to a general increase in basic fare structure and
elimination of week-end fares, respecting all their routes in the Lower Mainland area,
except with respect to the Vancouver-West Vancouver route. This application was
On March 11th, 1948, a hearing was held at Victoria by the Public Utilities
Commission respecting the application of Vancouver Island Transportation Company,
Limited, for consent to a general increase in the basic fare structure respecting the
company's intercity routes.    This application was approved.
On April 21st, 1948, a hearing was held at Vancouver by the Public Utilities
Commission on revised application of White Transport Company, Limited, for limited
freight-vehicle licences to be operated under contract with Canadian Northern and
Canadian National Railway Companies for transportation of railway freight from
Kamloops to points in the Okanagan Valley, and vice versa, which application was
withdrawn. A further hearing on said application was held on July 9th, 1948, at
Vancouver, and the application was approved. Further details of this application are
set out elsewhere in this Report.
On April 22nd, 1948, a hearing was held by the Public Utilities Commission at
Vancouver respecting the applications of the Corporation of the District of West Vancouver and B.C. Motor Transportation, Limited, for consent to increases in bus fares
respecting vehicles operated by West Vancouver Municipal Transportation and B.C.
Motor Transportation, Limited, between Vancouver and West Vancouver and a revision
of the fare zones in West Vancouver, also an application of the B.C. Motor Transportation, Limited, for consent to new and revised local fares in West Vancouver. These
applications were approved.
On July 28th, 1948, a hearing was held by the Public Utilities Commission at Port
Alberni respecting an application by the Cities of Alberni and Port Alberni that the
area comprising the two cities should be considered as an "exempted area" in so far
as the " Motor Carrier Act " is concerned. The application was not proceeded with;
as, however, the meeting was largely attended by motor carriers in the district, the
Commission took the opportunity of holding an open conference on motor-carrier problems generally at Alberni and Port Alberni.
While the actual number of applications advertised for a hearing was less than
during the previous year, there was a very marked increase in the number of persons
who attended and made submissions or who were properly represented at such hearings.
It is believed that this is due, in part, to increased facilities for air travel, it being
noted that many of the persons appearing came by air from points in the Interior of
the Province. There was, also, a notable increase in the number of persons who engaged
legal counsel to represent them.
As a result of the foregoing, it was considered desirable that proper verbatim
reports of proceedings at these hearings be obtained, and accordingly a qualified stenographer is now engaged for this purpose.
The following is a list showing the number of hearings held by the Superintendent
of Motor Carriers on various applications during the year:— J 14 " MOTOR CARRIER ACT."
2948  Number of Number of
Sittings. Applications.
March   7 47
April   5 33
May   6 40
June   5 36
July    4 30
August   6 35
September    6 24
October   4 19
November   5 29
December   3 15
January   4 15
February    4 16
Totals   59 339
Sightseeing Service, Victoria and Vicinity.—The application of Cec's U-Drive and
Sightseeing Company, Limited, of Victoria, for transfer of a limited passenger-vehicle
licence respecting a 13-passenger bus from C. & C. Taxi Service, Limited, to include
not only charter trips but also sightseeing tours, Victoria and vicinity, was refused.
Although all Victoria taxi operators holding licences under the " Motor Carrier Act"
are permitted to engage in sightseeing tours, for many years the privilege of operating
such tours with buses has been restricted to three long-established companies, namely:
Vancouver Island Transportation Company, Limited; the C. & C. Taxi Service, Limited ; and Blue Line Transit, Limited. Approval of the application would have resulted
in licensing a new bus operator in a field which is already well served by the existing
Public Passenger Service, Biological Station at Departure Bay-Nanaimo.—Douglas
Mackenzie, the holder of limited passenger-vehicle licences for transportation of industrial workers, made application for permission to render public passenger service from
the Biological Station at Departure Bay to Nanaimo, morning trips leaving at 9.25 a.m.
Investigation disclosed that the applicant was rendering a charter service for the
Dominion Government transporting employees of the Biological Station from Nanaimo
to the station in the mornings, and return in the evenings, for which purpose he did
not require a licence, the operation being exempt from the provisions of the " Motor
Carrier Act," being on behalf of the Dominion Government.
The application was opposed by Blue Line Transit, Limited, who were already
rendering service to Departure Bay but not to the Biological Station. The application
was refused.
At a later date the application of Blue Line Transit, Limited, to give service to
the Biological Station was refused, as it was not considered that public convenience
and necessity required the said service over and above the industrial workers' service
already being rendered by Mr. Mackenzie.
Public Passenger Service, Nanaimo to Points South.—Application was made by the
Vancouver Island Coach Lines, Limited, to commence service on three new routes,
namely: From Nanaimo southerly to Extension, from Nanaimo to South Wellington,
and from Nanaimo to the (new) Nanaimo Sulphate Pulp Mill near Craycroft, which
application was approved effective October 16th, 1948. REPORT OF THE  PUBLIC UTILITIES  COMMISSION. J  15
Scheduled Public Freight Service between Nanaimo and Sayward via Courtenay.—
The West Coast Freight, Limited, of Port Alberni, already licensed to provide scheduled
public freight service between Nanaimo and Port Alberni, made tentative application
to inaugurate a new service between Nanaimo and Sayward via Courtenay. Service
was already available by connecting carriers, and it was not considered that the
applicant had proved that the granting of the licences applied for was a public necessity,
and the application was accordingly refused.
Taxi Operations, Alberni and Port Alberni.—Numerous applications were received
during the year for transfers of licences and for additional licences, etc., respecting
taxi service in this area.
As at the beginning of March, 1948, there were twelve licensed operators in the
area, with some thirty-one cars licensed under the " Motor Carrier Act." At this time
the Alberni District United Cabs Association was formed, and the various operators
and their drivers each took one share in the association, with the exception of one
operator with two cars who did not participate, and in due course twenty-nine licences
were transferred to twenty-nine individual members of the association, each member
owning his own car and operating under his own name, but doing business in the name
of the association. Furthermore, all licences were revised to allow of accepting business in either of the two cities.
From reports received, it would appear that this plan has turned out to be satisfactory, as it has tended to cut down overhead costs for dispatchers, telephones, etc.,
and has rendered it possible to arrange for the proper number of vehicles to be available at peak periods as requisite, with fewer vehicles on the stand at slack times.
During the remainder of the licence-year numerous applications were received
from other operators in the area for additional licences, which applications were, in
general, refused. During the summer the Public Utilities Commission held a meeting
at Port Alberni, inter alia, for the purpose of inquiring into the taxi situation in that
area. As a result, some additional licences were issued for operation strictly within
the area comprising the City of Alberni and City of Port Alberni only, the already
licensed operators being the only ones who have authority to operate to points beyond
the area comprised in the two cities.
Public Freight Service, Vancouver-Oliver and Osoyoos.—Country Freight Lines,
who are licensed to undertake scheduled public freight service between Vancouver and
Kelowna via Penticton, made application to include Oliver and Osoyoos as points of
delivery from Vancouver or pick-up for Vancouver. Investigations disclosed a need
for this service, particularly with respect to transportation of canned goods from the
Osoyoos and Oliver districts to Vancouver, which service was not available other than
by connecting carriers, and the application was approved.
White Transport Company, Limited.—This company operates scheduled public
freight service between Vancouver and Kelowna via Kamloops. As outlined on page 8
of the Eighth Annual Report, an application was received from this company for twelve
limited freight-vehicle licences for transportation of freight for the Canadian National
Railway Company and Canadian Northern Railway Company comprising only such
freight which was to receive or which had received a part rail-haul to or from a point
outside the area, which area comprised the area between and including Kamloops and
Penticton and intermediate points where Canadian National Railway depots are located,
with the object of giving co-ordinated rail and truck service chiefly from Vancouver to
Okanagan Valley points and vice versa, the general scheme being that freight be transported by train from Vancouver to Kamloops and then delivered by truck from Kamloops to Okanagan Valley points where a Canadian National Railway depot is located
and vice versa. J  16 "MOTOR CARRIER ACT."
A hearing was held by the Public Utilities Commission at Vancouver on April 21st,
1948, at which time, as the railway companies were not prepared to proceed, the application was withdrawn.
A further hearing was held at Vancouver on July 19th, 1948, at which time the
application was objected to by O.K. Valley Freight Lines, Limited, and Country Freight
Lines, and by the Automotive Transport Association on behalf of forty-nine of its
member " carriers." After full consideration of the evidence and argument, the application was approved by the Commission on August 3rd, 1948.
However, for reasons best known to the applicant and to the railway companies, the
applications were not completed by filing details of vehicles and payment of fees, and
therefore licences had not been issued by the end of the licence-year.
Scheduled Public Freight Service between Vancouver and Bridge River District.—
Neal Evans Transportation Company, Limited, who were already licensed to give local
freight service within the Bridge River district and public passenger and express service between Vancouver and Pioneer, made application for alteration of licences to
include scheduled public freight service between Vancouver and Pioneer Mines—two
round trips per week.
The application was approved and the service was duly inaugurated.
At the same time an application of a new company (Bridge River-Vancouver
Transport, Limited) to render similar service—namely, transportation of mining and
construction machinery and equipment, perishable goods and household goods between
Bridge River district and Vancouver—was refused.
At a later date the last-mentioned company made application to transport household goods between Vancouver and Bridge River area, which application was approved,
but the alteration of licence did not take effect during the licence-year under review.
Public Freight Service between Creston and Vancouver.—Millar & Brown Transfer Company operate scheduled public freight service from Kimberley and Cranbrook
to Vancouver via the United States, and vice versa. Their application to include
Creston as a point of call on this route was approved, thus giving Creston direct connection with Vancouver for transportation of freight by highway. Prior to this,
Creston was only served by connecting carriers.
Scheduled Public Freight Service between Vancouver and Seattle.—Licences held
by the British Columbia-Seattle Transport, Incorporated, permitting of scheduled
freight service between Vancouver and the International Boundary, being portion of
service between Vancouver and Seattle, were transferred to the Los Angeles-Seattle
Motor Express, Incorporated, as a result of which the new licensee is now able to give
through freight service from Los Angeles to Vancouver, and vice versa.
Scheduled Public Freight Service between Vancouver, B.C., and Calgary, Alta.—
The application of Continental Carriers, Limited, for four Class II public freight-
vehicle licences respecting tractors and semi-trailers with carrying capacity of 12 tons
per unit for scheduled service as above, operating most of the distance via roads in the
United States, was approved in so far as that part of the route which is in British
Columbia was concerned.
Until granting of these licences, the only truck service between Vancouver and
Calgary was by connecting carriers, there being no through service.
Scheduled Public Freight Service, Vancouver-Prince George.—Approval was given
to application of Lee's Transport, Limited, for alteration of two public freight-vehicle
licences (authorizing scheduled service from Vancouver to Vanderhoof) for permission
to include service to Prince George, which they were not permitted to do under their
licences, and at a later date three additional licences were granted to this company for
Although these applications were opposed by existing licensees operating between
Vancouver and Prince George, it was considered that the existing service was not
entirely adequate or reliable.
Proposed Truck Freight Service between Vancouver and Points between Gibsons
and Madeira Park via Sechelt.—This was a somewhat unusual application, in that it
involved shipping the truck between Vancouver and Gibsons by barge. Three-times-
weekly service was proposed.
Freight at present reaches points in this area by ship, barge, and ferry, and
investigation showed that ample service is available. Freight is unloaded from ship
or barge at wharves and then distributed by local carriers, strategically situated at
various wharves, including Gibsons, Roberts Creek, Wilson Creek, Sechelt, and Half-
moon Bay, and the application was strongly opposed both by the water carriers and
the local truckmen.
A very careful investigation indicated that there was no public necessity for the
service and that it would only be patronized if the applicants could offer lower rates,
which, in general, did not appear feasible.    The application was refused.
Taxi Service, Neiv Westminster.—A tentative application of Depot Cabs, Limited
(a newly formed company), for six limited passenger-vehicle (taxi) licences to operate
from terminal point of "present and/or proposed new B.C. Motor Transportation,
Limited, bus terminal, New Westminster," was refused. This application was strongly
opposed by the various licensed taxi operators in New Westminster, and it was not
considered that public necessity had been shown for the granting of the application.
Public Passenger Service betiveen Hope and Chilliwack.—Service between these
two points has for many years been operated by Licensee H. H. Gallagher. During the
month of February, 1949, Mr. Gallagher transferred his interest in this service to the
B.C. Motor Transportation, Limited (operating Pacific Stage Lines), and surrendered
his licences, effective February 1st, 1949. Consequently, the application of B.C. Motor
Transportation, Limited, for alteration of their Schedule of Public Passenger-vehicle
Routes to include therein the Hope-Chilliwack route was approved. Therefore the B.C.
Motor Transportation, Limited, now operate from Vancouver to Hope, inclusive.
Mission Transportation, Limited, Licences transferred.—The Mission Transportation, Limited, held public passenger-vehicle licences for scheduled service betv/een
Mission and Haney via Dewdney Trunk Road, between Mission and Huntingdon, and
for local service at Mission.
Application of B.C. Motor Transportation, Limited (operating Pacific Stage Lines),
for transfer of these licences to themselves and for permission to operate any of their
licensed vehicles over said routes was approved, subject to a condition that local service
should not be given by the company over that portion of the Mission-Haney route
between Eighteenth Avenue and Twenty-ninth Avenue on the Dewdney Trunk Road
in Maple Ridge Municipality, already served by Maple Ridge Bus Service, Limited.
Application was made later by the B.C. Motor Transportation, Limited, for deletion of
the said restriction, which application was the subject of a public hearing, and, after
careful consideration of the submissions of the Maple Ridge Bus Service, Limited, and
of the Municipality of Maple Ridge, it was decided to refuse the application, it being
considered that the restriction was necessary in order to protect the local bus service.
Public Freight Service, Ashcroft and Vicinity, and between Vancouver and Ashcroft.—After several months' negotiation, the public freight-vehicle licences of various
Ashcroft carriers (which licences had been in effect since 1935 under Part V of the
" Highway Act") were suitably revised, and the application of Thomas H. Stewart to
alter his public freight-vehicle licences to include scheduled service between Ashcroft
and Vancouver, serving also Spences Bridge, was approved.
Limited Passenger-vehicle Service, Vernon.—Carswell Coach Lines, who operate
public passenger service within the City of Vernon, made application for the privilege J 18 " MOTOR CARRIER ACT."
of transporting spectators from Vernon to hockey and lacrosse games in Kelowna and
Kamloops, also to Armstrong Fair and Kelowna Regatta, charging individual fares.
Although this application was objected to by Western Canadian Greyhound Lines,
Limited, who operate scheduled public passenger service over the routes in question,
the application was approved, subject to the restriction that one-way fares shall not be
sold, but return tickets only, which shall be good for the one day and the one round trip,
it being considered that the approval of this application was in the public interest.
Public Freight Service, Vernon, Revelstoke, and Arrowhead.—The licence previously held by Reinhard W. Hopp having been cancelled by the Public Utilities Commission on account of failure to maintain service, applications were received from Muir's
Cartage, Limited, Capital Transfer Company, John E. Sengotta, Dan D. Basaraba, and
a partnership of Peter Bechenauer and Oscar Matson—all of Vernon—for licences to
operate scheduled public freight service between Vernon, Revelstoke, and Arrowhead.
The records showed that Muir's Cartage, Limited, had filed a similar application
several months previously, which application had been voluntarily but temporarily
withdrawn. As this application was therefore senior to any of the other applications
and as Muir's Cartage appeared fit, willing, and able to perform the service, their
application was approved, and the other applications were refused.
Public Passenger Service, Kamloops-Powers Addition and Kamloops-V alley view.—
Approval was given to the application of Louis C. Vigna, d/b/a Riverview Coach Line,
for licences to give public passenger service between these points, the distance to
Valley view being 4% miles east from Kamloops and to Powers Addition being 2 miles
west from Kamloops.
This service is restricted to no local service within the City of Kamloops, as the
city is already served by Civic Transportation Company, Limited.
Scheduled Public Freight Service betiveen Kamloops and Salmon Arm.—Henry
Milton Drake, d/b/a Kamloops-Salmon Arm Freight Line, made application for transfer from Kamloops-Okanagan Freight Lines, Limited, of that portion of the licence
held by the last-mentioned company (who also operate between Kamloops and Vernon)
covering service between Kamloops and Salmon Arm. The application was approved,
and two licences were granted for this service.
Bus Service, Trail and Vicinity.—The City Bus Service, Limited (operating local
public passenger service in the City of Trail and vicinity), and the Interior Stages,
Limited (operating between Trail and Nelson via Fruitvale and Salmo, between Trail
and Rossland, between Nelson and Nelway via Salmo, and between Trail and Fruitvale),
amalgamated, and application was received to transfer the City Bus Service, Limited,
licences to Interior Stages, Limited, to include therein the privileges held by City Bus
Service, Limited.
The application was approved, it being considered that the amalgamation and
resulting co-ordination of service was in the public interest, as has subsequently proved
to be the case.
Passenger Service, Cranbrook-Fairmont and Radium—Excursion Trips.—The
application of Star Stages of Cranbrook for service as above via Kimberley on Sundays
and gazetted holidays, only, was approved.
Previously Kimberley City Service had applied to give service over portion of this
route from Kimberley, which application had been approved; however, they later applied
to discontinue the service, and the Star Stages' application was therefore approved.
Public Passenger Service, City of Prince George.—By order dated January 22nd,
1949, the Public Utilities Commission approved the granting to Harold W. Smith, d/b/a
Canadian Trailway Stages, by the corporation of the City of Prince George of a bus
franchise in accordance with By-law 592 of the said city, but this approval did not constitute an approval of any particular routes, time schedules, or fares, which matters
are dealt with separately in accordance with the usual procedure under the " Motor
In due course Mr. Smith applied for and received the necessary alteration of
licences to enable him to render the service.
Scheduled Public Freight Service between Prince George and Quesnel.—As a result
of transfer from Robert A. Baxter to J. A. and R. W. Wade of scheduled public freight-
vehicle licences for operation between Quesnel and Prince George, Messrs. Wade, who
were already licensed to operate between Quesnel and Kamloops and between Quesnel
and Barkerville, are now able to give through service from Barkerville to Prince George
or from Kamloops to Prince George.
Cancellation of Public Passenger Service betiveen Prince George and Hazelton.—
H. W. Smith, d/b/a Canadian Trailway Stages, Prince George, held public passenger-
vehicle licences for scheduled service between Prince George and Hazelton. He applied
for permission to discontinue that part of the service which lies to the west of Vanderhoof, and after consideration of the records submitted by the applicant as proof that
this service was not economically sound, the permission to do so was granted.
Passenger Service, Prince Rupert-Terrace.—Although several applications have
been received in the past for permission to give public passenger service over the
Skeena Highway from Prince Rupert to points east, licences have not to date been
issued;   such applications are being held in abeyance.
However, an application of Kaien Island Stages, Limited, to render limited service
between Prince Rupert and Terrace and (or) Lakelse, comprising excursion trips
during week-ends and holidays, effective only during the months of June to September,
inclusive, and charging individual fares, was approved, with a proviso that said
approval did not give the applicant any rights with respect to operation of scheduled
public passenger service on this route or any portion thereof.
Taxis—Operations at Prince Rupert.—Prince Rupert is a city where it is practically impossible to operate a taxi wholly within the city limits, and after due consideration the Commission decided to adopt the same policy with regard to licensing
of taxis in the City of Prince Rupert as is in effect with regard to taxis in Vancouver;
namely, to grant licences only with respect to such vehicles which are duly licensed by
the City of Prince Rupert. This policy was put into effect, several licences having been
Transportation of Industrial Workers, etc., between Prince Rupert and Watson
Island.—Watson Island, approximately 12 miles from Prince Rupert, is the site for a
large cellulose-manufacturing plant under construction by the Columbia Cellulose
Company, Limited;   it is about a mile from Port Edward.
Kaien Island Stages, Limited, are licensed to operate public passenger service
between Prince Rupert and Port Edward, and they applied for permission to serve
Watson Island as an off-route point, a distance of about one-half a mile.
Watson Island Stages, Limited, hold limited passenger-vehicle licences for transportation, under contract, of industrial workers between Prince Rupert and Watson
Island. This company applied for permission to transport passengers other than
industrial workers between these points, charging individual fares.
The application of Watson Island Stages, Limited, was refused. The application
of Kaien Island Stages, Limited, was approved, subject to the applicant obtaining the
necessary permission of the owner of the property (Columbia Cellulose Company, Limited) to pick up or let down passengers on the island.
Public Freight Service over the Alaska Highway.—Application of Alaska Freight
Lines, Incorporated, of Seattle, Wash., for four public freight-vehicle licences was
approved after a hearing. Under the conditions of approval, this company is allowed
to transport freight originating in the United States and forwarded by the licensee
in rail cars from the United States to Dawson Creek, B.C., for further haul via motortruck to points in Alaska, and vice versa, also, by all-truck movement, to carry freight J 20 "MOTOR CARRIER ACT."
originating in the United States and in Canada (excluding freight originating in
British Columbia) from points in the United States delivered to points in Alaska, and
vice versa.
That portion of their application to be allowed to pick up any freight offering at
Dawson Creek, B.C., for delivery to points in Alaska was refused.
Public Passenger Service between Pouce Coupe and Dawson Creek.—Applications
were received from British Yukon Navigation Company, Limited, of Whitehorse; from
John S. Keen, of Pouce Coupe; and from Canadian Coachways, Limited, of Edmonton,
respectively, for permission to operate public passenger service between Dawson Creek
and Pouce Coupe and between Dawson Creek and South Dawson, which route was
vacant on account of the existing licences of Mike Hustak (the previous licensee)
having been suspended, and later cancelled, on account of failure to maintain proof
of financial responsibility.
The application of British Yukon Navigation Company, Limited, was approved, as
this company was already established in Dawson Creek with suitable bus terminal and
equipment, and the other two applications were refused.
The previous application of Arthur R. Young for transfer of the licence from
Mike Hustak for this service was refused.
Extension of Privileges respecting Transportation of Household Goods.-—As
explained elsewhere in this Report, it was decided that carriers who were licensed
exclusively for transportation of household goods should be granted wider privileges
for pick-up at points not within the territory adjacent to their home terminus. The
licences of the undermentioned carriers were therefore amended by adding permission
to transport household goods and settlers' effects from any point in British Columbia
to any other point in British Columbia, provided that the distance between such points
is not less than 75 road-miles, restricted to vehicles which are licensed exclusively to
haul household goods and settlers' effects:—
Dowell's Cartage and Storage, Limited, Victoria.
Wilbert A. Jeeves, Victoria.
Schofield & Malpass, Limited, Nanaimo.
Bekins Moving & Storage Company, Limited, Vancouver.
Bowman Storage, Limited, Vancouver.
Campbell's Storage, Limited, Vancouver.
Crone Storage Company, Limited, Vancouver.
Reginald Gooding, Vancouver.
Johnston National Storage, Limited, Vancouver.
George Williams, Vancouver.
Belyea & Company, Limited, New Westminster.
Princeton Transfer (Mrs. N. Garrison), Princeton.
J. and C. Goodkey, Penticton.
D. Chapman & Company, Limited, Kelowna.
Stephens' Cartage (C. E. Stephens), Kamloops.
West Transfer Company, Nelson.
Williams Van Lines, Limited, Nelson.
Harold H. Hatch, d/b/a Rush Transfer and Storage, Prince George.
Limited passenger-vehicle (taxi) licences C 3015 and C 3016, in the name of Smith
Cabs, 400 Lonsdale Avenue, North Vancouver, B.C., were cancelled by the Public
Utilities Commission, under date of April 14th, 1948, pursuant to section 11 (2) (b)
of the " Motor Carrier Act."
Under date of March 3rd, 1949, it was ordered by the Public Utilities Commission
that Class II public freight-vehicle licence G 8296, in the name of Reinhard W. Hopp, REPORT OF THE PUBLIC UTILITIES COMMISSION. J 21
covering scheduled public freight service between Vernon and Arrowhead via Grindrod
and Revelstoke, which licence was suspended on January 26th, 1949, and which expired
on February 28th, 1949, be considered as cancelled, and that same be not renewed on
account of failure to render service.
By order of the Public Utilities Commission dated August 14th, 1948, after a
hearing, public passenger-vehicle licences A 175 and A 44, in the name of Mike Hustak,
of Dawson Creek, covering public passenger service between Pouce Coupe and Dawson
Creek and between Dawson Creek and South Dawson were cancelled on account of
failure of the licensee to maintain proof of financial responsibility as required by
regulations pursuant to the " Motor Carrier Act."
An appeal was made by David M. Hoops, Telkwa, against the Commission's decision granting a taxi licence to Roy A. Bussinger for operation at that point, Mr. Hoops
being the holder of a similar licence and there being no other licensee there. The
Commission's decision was upheld by the Lieutenant-Governor in Council.
Several amendments, some of importance and others of a minor nature, were
effected during the year, including the following:—
By Order in Council No. 107, approved January 13th, 1948, but effective March 1st,
1948, a number of amendments were made to Part III of the regulations dealing with
fees, and to the Schedule of Fees referred to therein.
As to the Schedule of Fees, the fee for a Class I private freight-vehicle was altered
from $1.50 per ton of authorized carrying capacity (with a minimum of $5) to a flat
$5 for any vehicle; the annual fees for any passenger-vehicle were fixed at $3 per
passenger seat (with a minimum of $15) instead of $2 per seat for a limited passenger-
vehicle, $3 per seat for a public passenger-vehicle, and $3.60 per seat for a public and
limited passenger-vehicle, with different minimums; the annual fee for a public
freight-vehicle of any class was fixed at $12 per ton of authorized carrying capacity
(with a minimum of $12) instead of $10 per ton for a Class III, $12 per ton for a
Class II, and $15 per ton for a Class I. The fee for a limited freight-vehicle was
increased from $8 to $9 per ton of authorized carrying capacity, with a minimum of $9.
The main object of these revisions was simplification.
The requirement that a special renewal, fee be paid for extension of a short-term
licence was deleted.
By Order in Council No. 371, approved February 20th, 1948, provision was made,
by amending paragraph 1.1 (c), to exempt from the " Motor Carrier Act " any private
freight-vehicle owned and operated by a Board of School Trustees.
Paragraph 3.80 was amended to permit of reclassifying a public or limited freight-
vehicle licence as a private freight-vehicle licence without payment of additional fee.
By Order in Council No. 2525, approved November 3rd, 1948, the following amendments, inter alia, were made:—
Paragraph 6.05 amended to require licensees to give prompt and satisfactory public notice of unavoidable interruption of scheduled public passenger
or freight service.
Part 7, under the heading of " Time Schedules," was revised to require
that at least thirty days' public notice be given of any proposed change in
time schedule, including notification to such municipalities as may be affected
if passenger service is concerned; special forms are prescribed for use in
making application to the Commission for consent to the proposed changes, J 22 " MOTOR CARRIER ACT."
and the Commission has power to order the licensee to give notice by newspaper advertising.
Part 8 (Rates and Tariffs) was similarly amended with regard to changes
in passenger or freight tariffs, with thirty days' notice to be given, municipalities affected to be advised in case of a change in passenger tariff, and
power to order licensee to give notice by newspaper advertising.
The Commission, however, has power in special cases to consent to any
change of time schedule or tariff notwithstanding non-compliance by the
applicant with any of the regulations as to form, effective date, notice, or
procedure.   This provision is to permit of flexibility in case of emergency.
The amendments outlined above were found necessary because the existing regulations did not allow of sufficient time to deal with objections prior to
the proposed effective date of the proposed change;  also it was found that in
many cases municipal officials who were vitally interested in passenger operations did not always receive sufficient or timely notice.
By Order in Council No. 2547, approved November 6th, 1948, Part 8 of the regulations was further amended to provide that no licensed carrier shall accept a C.O.D.
(cash on delivery) shipment unless his filed tariff specifies the charges to be made by
him for such C.O.D. service and the rules governing such service, which rules must
contain a statement of the specific period of time within which the carrier shall remit
to the shipper, or his order, all money received by the carrier on behalf of the shipper.
A further paragraph lays down the procedure in cases where a C.O.D. shipment is
carried jointly by two or more carriers.
In conclusion, paragraph 8.132 states that no motor carrier shall delay the remittance of the C.O.D. moneys collected by him beyond the time specified in his tariff.
These regulations were made because it was ascertained that certain carriers were
not making prompt remittance of C.O.D. moneys collected by them.
The regulations pursuant to the " Highway Act " respecting, in particular, the
maximum allowable gross weights and dimensions of vehicles were amended by the .
Department of Public Works, effective January 1st, 1949. In general, the regulations
permit of somewhat more generous allowances, particularly with respect to multiple-
axle trailer or semi-trailer combinations, which previously were limited to an absolute
maximum gross weight of 52,000 lb. Under the amended regulations, suitably designed
vehicles may have a gross weight exceeding the last amount up to as high as 73,000 lb.
gross for a vehicle having a wheel-base of 57 feet—with lesser amounts for shorter
wheel-bases—subject, however, to certain limitations as to maximum loads on any
axle or group of axles. One result of these amendments will undoubtedly be to
encourage the use of multiple-axle vehicles, permitting of greater loads to be carried
per unit with less burden on the highways.
While the administration of the above regulations is not vested in the Public
Utilities Commission, section 64 of the " Motor Carrier Act " states that the provisions
of the said Act are in addition to the provisions made by or under the " Highway Act "
or " Motor-vehicle Act " and that nothing in the " Motor Carrier Act" shall be deemed
to exempt any person or motor-vehicle from, any of the provisions of the " Highway
Act" or " Motor-vehicle Act" or the regulations made under either of the said Acts;
consequently, in issuing carrier's licence naming a certain maximum carrying capacity,
on which the fees are based, it is essential that officials of the Motor Carrier Branch
shall have full knowledge of the provisions of the regulations pursuant to the " Highway
Act " in order to avoid issuing a licence with a carrying capacity which, taking into REPORT OF THE PUBLIC UTILITIES COMMISSION. J 23
consideration the net weight of the vehicle, would allow of a gross weight in excess of
the amount permitted under the " Highway Act."
Commencing with the licence-year 1949-50, all carrier licences bear a notation
comprising an excerpt from section 64 of the " Motor Carrier Act" for information
of the licensees.
During the year under review a considerable amount of progress has been made
in the matter of securing proper filings of requisite tariffs, contracts, time schedules,
and financial reports from licensed carriers.
Where applications for licence, transfer or alteration of licence are concerned,
tariff and time-schedule filings are obtained as a matter of routine; also, where
applications for consent to filing of changes in rates and time schedules are made, such
filings are dealt with in the ordinary course. But in addition to this, when information
is received which indicates that any existing filings are not up to date, requisite
initiative is taken and new filings are obtained. In general, it may be said that the
situation in respect to such filings has improved substantially during the past two years,
and it is now the exception rather than the rule to find a carrier who has not yet
complied with the requirements of the regulations in this respect.
It was predicted in last year's Report that it seemed reasonable to expect that some
carriers who had not applied for permission to file increased rates during that year
might find, on examination of their financial position in the succeeding year, that they
would not be able to continue to carry on without an increase in their rates, and that
it was possible that such carriers would file applications for approval of increased rates
during the 1948-49 licence-year.
This prediction has proven to be substantially correct, but there are several
outstanding exceptions, particularly with respect to those motor carriers who operate
regular freight services between Vancouver and points in the Okanagan Valley, and
those who operate similar services over the Alaska Highway, which carriers have not
requested permission to increase any of their basic rates.
In contrast with the foregoing exceptions is the large number of non-scheduled
freight carriers who operate over relatively short routes and the freight carriers who
operate on a charter basis. Almost all of such carriers have found it necessary to apply
for permission to revise their rates upward owing to increases in cost of operation.
The question as to whether a reduction in frequency of scheduled services might
obviate the necessity of rate increases was considered by some carriers, and it was
found possible, in isolated cases, to effect economy of operation and to increase the load
factor by this means. In most instances, however, carriers found it to be impractical
to reduce service for a protracted period, owing to the fact that alternative methods of
transportation tended to develop and reductions in service were followed by a drop in
the volume of traffic offering. This was found particularly true in the case of public
passenger operations, which are highly sensitive to alternative means of transportation,
such as use of private cars, special industrial workers' services, or use of taxis and
U-drive vehicles. Furthermore, the major bus companies have had to concern themselves with the over-all requirements of service with respect to their entire system
rather than the question of profitable operation of individual trips.
A trend that has become evident during the past year, in connection with such
tariff and time-schedule applications as have been dealt with, is that both the shipping
public and the travelling public have become decidedly conscious of their privileges
under the " Motor Carrier Act," and it is noteworthy that the number of representations received from the public at large respecting application for changes in freight
rates, passenger fares, and time schedules has considerably increased. This is a situation that has been welcomed and which, in the final analysis, tends to reduce irritations J 24 "MOTOR CARRIER ACT."
which might arise as a consequence of approval or refusal of applications for changes
in transportation rates and services, in that all interested persons are given the opportunity to make representations regarding such applications.
To facilitate such procedures, the regulations governing rate and time schedule
filings were amended during the year, and a greater lapse of time—namely, thirty days
instead of twenty-one days—is now prescribed between the date of giving public notice
of application and the proposed effective date of such filings. These amendments appear
to have been recognized by carriers as something that was necessary in the interest of
the public, while, on the other hand, the public appears to have appreciated this provision which gives the Commission more time in which to consider any objections filed.
Another change which has been made in the regulations during the past year is
that rules have been prescribed governing the collection and remittance by the carrier
to the shipper of C.O.D. (cash on delivery) moneys. This change was strongly supported by representatives of the motor-carrier industry who were concerned with the
fact that some irresponsible carriers were financing their operations out of C.O.D.
collections, and were thereby undermining the public confidence in the motor-carrier
industry as a whole. The new regulations provide that no motor carrier shall accept
a shipment of freight or express for delivery on a C.O.D. basis unless the tariff governing his operations specifies the charges to be made for such service and contains a
statement of the specific period of time within which collections shall be remitted by
him to the shipper. It is provided further that no motor carrier shall delay the remittance of such collections beyond the time specified in his tariff; therefore, withholding of
collections beyond the time so specified now constitutes an offence under the regulations.
Though the above change has been in effect for only a few months, a number of
shippers have already taken advantage of the protection of the new regulations, and
carriers generally have been prompt in amending their tariffs in line with the revised
(a) Following public hearings held by the Public Utilities Commission, the applications shown hereunder were approved:—
B.C. Motor Transportation, Limited: Application for consent to general
increase in the basic fare structure and elimination of reduced week-end
fares on all routes in the Lower Mainland area, excepting the Vancouver-
West Vancouver route.    Approved March 8th, 1948.
Vancouver Island Coach Lines, Limited: Application for consent to general
increase in basic fare structure on intercity routes on Vancouver Island.
Approved March 11th, 1948.
Island Freight Service: Application for consent to general increase in freight
rates for scheduled public freight-vehicle service on Vancouver Island.
Approved March 22nd, 1948.
B.C. Motor Transportation, Limited, and West Vancouver Municipal Transportation : Application for consent to general increase in fares; also for
permission to alter certain fare zones, within the Municipality of West
Vancouver, on the Vancouver-West Vancouver route. Approved April
22nd, 1948.
(b) Other notable applications which were dealt with without a public hearing
by the Public Utilities Commission included the following:—
Neal Evans Transportation Company, Limited: Application for consent to
increase of basic fare structure on Vancouver-Pioneer and Shalalth-
Pioneer routes.    Approved March 17th, 1948.
Blue Line Transit, Limited: Application for consent to increase in the basic
fare structure applicable to various routes operated within the City of
Nanaimo and immediate vicinity.    Approved September 16th, 1948. REPORT OF THE  PUBLIC UTILITIES COMMISSION. J  25
Interior Stages, Limited, Trail, B.C.:   Application for consent to standardize
the fares of Interior Stages, Limited, and City Bus Service, Limited (of
Trail), and to increase commutation fares.    Approved September 22nd,
B.C. Motor Transportation, Limited:   Application for consent to adjustment
of fares on Crescent Beach-Ocean Park-White Rock route.    Approved
November 2nd, 1948.
Maple Ridge Bus Service, Limited:   Application for consent to increase in
the basic fare structure applicable within  the  Municipality  of  Maple
Ridge.    Approved November 22nd, 1948.
Columbia Stage Lines, Limited:   Application for consent to general increase
in the basic fare structure on routes operated between New Westminster
and points in the Municipality of Coquitlam.    Approved January 14th,
Williams Van Lines, Limited, of Nelson:   Application for consent to increase
in household-goods transportation rates.    Increase of 8 per cent, approved
January 28th, 1949.
Lower   Mainland   Household   Goods   Carriers:    Application   for   consent   to
filing of increased household-goods rates applicable to distances up to
120 miles.    Approved February 18th, 1949.
The " Motor Carrier Act " gives the Commission the power to prescribe the rates
charged by motor carriers, but only three such tariffs are in effect, namely:—
(1) Competitive, Local, and Joint Freight Tariff No. lA (Okanagan Freight
(2) Competitive, Local, and Joint Freight Tariff No. 3 (Cariboo Freight
Tariff). (Applies only to scheduled freight services between Vancouver
and points situated between Clinton and Prince George.)
(3) Charter and Sightseeing Passenger Tariff No. 3 (Victoria and Vicinity).
The Okanagan Freight Tariff was amended by Supplement No. 7, which provided
for an increase in the coal-hauling rates between Princeton and Keremeos.
The Cariboo Freight Tariff was amended by Supplement No. 3, issued July 15th,
1948, providing for increase in freight rates applicable between Vancouver and Prince
George only.
No change was made in the prescribed Charter and Sightseeing Passenger Tariff,
Victoria and Vicinity, during the licence-year under review.
All motor-carrier transportation services cannot be suitably governed by tariff
filings, particularly those services which are operated under unusual operating conditions, and in such cases copies of contracts or rate agreements are filed.
Those services which are most often covered by contract filings are: Log hauling,
lumber hauling, milk hauling, transportation of canned fish and fish-cannery supplies,
transportation of bulk petroleum products, dump-truck work, transportation of coal
and ore from mines, transportation of freight and express for the railways and air
lines, transportation of industrial workers.
During the past year virtually all contract rates were increased by varying
amounts, up to 25 per cent, over rates in effect in 1947, after negotiation and agreement between the motor carriers and their contractors.
As to negotiation of contracts, it may be noted that in some cases both parties
have requested and have received assistance of Inspectors and of the staff in Van- J 26 "MOTOR CARRIER ACT."
couver in arriving at rates which are reasonable and satisfactory to both parties.
For example, log-hauling rates in the Merritt district could not be agreed upon in the
initial stages by the carriers and the logging company, and it was only after certain
points were clarified by officials of the Branch that a satisfactory settlement was
The regulations under the " Motor Carrier Act" have been amended during the
past year in order to ensure in so far as possible that the public and appropriate
municipal authorities shall be given, by the carrier, adequate notice of all proposed
changes in public passenger services. Ordinary applications for permission to alter
time schedules are now subject to thirty days' notice (unless, in any special case, the
Commission permits of shorter period), and where service is to be changed between
two points within a municipality, notice must be given by the carrier to the municipal
authorities. In the case of unavoidable interruptions of scheduled service, carriers
are required to give public notice of the interruption and its probable duration with
such promptness and in such a manner as to reduce to a reasonable minimum the
public inconvenience resulting from the interruption of service.
1947-48. 1948-49.
Passenger time schedules  471 336
Freight time schedules     55 58
Passenger and express time schedules       2 2
  528              396
Passenger and express tariffs       5 3
Local express tariffs      22 21
Public passenger tariffs      55 28
Charter passenger tariffs  308 257
Limited passenger tariffs     18
Class I public freight tariffs     10 17
Class II public freight tariffs     34 56
Class III public freight tariffs  467 321
Special commodity tariffs       9 30
Limited freight tariffs     11 8
Baggage tariffs     2
Sightseeing tariffs   3
  921              764
Contracts   739 644
Supplement to passenger tariffs     80 44
Supplement to freight tariffs     67 60
Supplement to express tariffs      3 	
Revisions to tariffs   405 149
  555              253
Total filings   2,743 2,057
On page 16 of the Seventh Annual Report, the Commission outlined the joint
arrangement which had been made with the Dominion Bureau of Statistics for the
collection of annual reports of motor carriers (other than private freight carriers)
in this Province, operating for compensation, the arrangement being that the forms REPORT OF THE PUBLIC UTILITIES COMMISSION. J 27
used are prepared and mailed out to carriers by the Dominion Bureau of Statistics,
returnable in duplicate to the Public Utilities Commission, Motor Carrier Branch, in
which office reports are checked for gross errors and returned to carriers for correction if not satisfactory. When the reports are complete, one copy is forwarded to
the Dominion Bureau of Statistics and the other copy is retained in the files of the
Motor Carrier Branch for future reference.
The following table indicates the progress which has been made in the matter
Of filing by Carriers Of annual reports :  For the Year For the Year
1946-47. 1947-48.
Per Cent. Per Cent.
Total filings due  100 100.0
Filings received     65 87.5
Filings accepted     50 80.8
Filings returned for revision (outstanding)     15 6.7
No filings made     35 12.5
Note.—Total filings due:   1946-47,2,156;   1947-48,2,146.
While it is clear that there is a need in many cases for more accurate accounting
methods in the motor-carrier industry in British Columbia as a whole, consideration
of the returns received does indicate some improvement in this direction during the
past few years. In this connection the services of field Inspectors and of officials in the
Rates Division of the Motor Carrier Branch have been available to give carriers
guidance and a limited amount of assistance in the matter of rearranging their
accounting systems in line with the requirements of the report form.
The practice of publishing weekly lists of all decisions of the Public Utilities
Commission respecting applications for public or limited licences was maintained.
In addition, during the year these decisions were extended to include therein
decisions of applications for changes in tariffs.
All application forms for licence, alteration of licence, transfer of licence, etc.,
comprising forms M.C. 1 to 10, inclusive, were revised during the latter part of the
licence-year, duly printed, and distributed to all concerned.
It was found that the old forms did not give sufficient data regarding wheel-bases
of multiple-axle trucks and combinations, nor did the forms generally give full information regarding maker's rated capacity, model, etc.; also lacking was information
as to whether trailers were duly equipped with brakes as requisite, pursuant to the
" Motor-vehicle Act."
The new forms have proved satisfactory in every way.
The licensing procedure under the " Motor Carrier Act" is such that each vehicle
and semi-trailer must be individually licensed. The trend in transportation is toward
the use of tractors and semi-trailers, and it was found that some firms have numerous
semi-trailers which they wish to attach to any particular tractor, and vice versa, with
various carrying capacities. At first this presented a somewhat difficult problem, but
this was solved by a decision whereby the fee for a carrier's licence shall be based on
the carrying capacity of the largest semi-trailer, notwithstanding that a semi-trailer
of less carrying capacity may be attached, the conditions of licence being suitably
worded to take care of this situation. J  28 " MOTOR CARRIER ACT."
The Superintendent of Motor Carriers receives a copy of each certificate of proof
of financial responsibility filed with the Motor-vehicle Branch respecting passenger-
vehicles (buses and taxis) licensed under the " Motor Carrier Act."
No bus or taxi licence is issued or renewed unless such a certificate is in force, and
failure to maintain this proof of financial responsibility results in immediate suspension
of the licence. During the year there was a very large turnover of these certificates,
resulting from insurance-policy changes, vehicle replacements, etc.; it appears that
insurance companies, generally, are exercising a considerable amount of precaution
in the issue of policies, and some operators have had difficulty in getting the necessary
In practically every portion of the Province the Motor Carrier Branch is now,
through the field Inspectors, carrying out regular mechanical inspections on licensed
passenger-carrying equipment. Generally speaking, it is found that such equipment
is in good condition; however, many defects were detected and corrected. Efforts and
results in this direction are proving the worth of such inspections.
The 1948 conference was held at Edmonton and was attended by the Chairman,
Public Utilities Commission (Dr. W. A. Carrothers), member of the Commission (the
late Major J. C. MacDonald), and by the Assistant Superintendent of Motor Carriers
(W. A. Jaffray), in place of the Superintendent, who was unable to make the trip.
The conference lasted for two days—October 7th and 8th, 1948.
The question as to reciprocity in licensing, particularly as between the Prairie
Provinces, was again considered, particularly with regard to vehicles owned by residents
near the Alberta-Saskatchewan Border, and certain suggestions were made which it
appears may ultimately prove to be a solution. The Government of Saskatchewan
requires licensees to pay the premiums on the Government insurance at the same time
as payment is made for motor-vehicle licence fees, and it appears that Manitoba
operators who also require a licence in Saskatchewan object to paying two insurance
premiums. A suggestion was made that the Saskatchewan Government should honour
financial responsibility certificates in effect in the Province of Manitoba (which certificates are similar to those used in British Columbia). It would appear that only those
operators in British Columbia who might engage in regular hauling from British
Columbia to points in Saskatchewan would be affected by this problem.
The question of filing of tariffs by interprovincial carriers coming under the
jurisdiction of two or more Provinces was fully discussed. No immediate solution was
A question regarding the issuance of licences by the Province of Alberta to
residents of Alberta whose only outside road connections are to points in British
Columbia was raised by the Alberta delegation. The areas referred to particularly
were Cherry Point and other towns on the border where the only avenue to rail-head
would be through the Peace River District of British Columbia to Dawson Creek.
While a proposal that British Columbia licences only should be required was made,
certain difficulties were foreseen by the Alberta delegation with regard to such
a proposal.
The question of regulation of school-bus operations was brought up by the Alberta
delegation, as this type of transportation is now being regulated in Alberta, and the
British Columbia regulations and requirements were outlined. REPORT OF THE PUBLIC UTILITIES COMMISSION. J 29
Amongst other matters discussed were safety regulations respecting construction,
equipment, and operation of motor-vehicles, including such matters as signalling devices,
bumpers on oil-tank trucks and trailers, brakes on trailers, rear-view mirrors, etc.
Consideration was given to the fact that in the Province of Manitoba permanent
licence-plates are now issued with respect to any vehicle, instead of issuing new plates
every year as generally done elsewhere.
Minutes of the proceedings were recorded in some detail, and copies have been
received by all concerned. Since adjournment of the meeting there has been an
interchange of correspondence regarding various matters which came up for discussion.
The annual conference of Inspectors of Motor Carriers was held as usual at Vancouver during the second week in January, 1949, and lasted for a period of four days.
The agenda was a lengthy one, and many useful suggestions were made, problems
discussed, and procedure laid down.
Oh the retirement of Major R. M. Taylor as Superintendent of the Motor Carrier
Branch on May 1st, 1948, William Brown, Deputy Superintendent, was appointed
Superintendent; I. C. Barltrop, Assistant Superintendent, was appointed Deputy
Superintendent; and W. A. Jaffray, Inspector of Motor Carriers at Victoria, was
appointed Assistant Superintendent.
The following Inspectors of Motor Carriers were transferred: J. A. Carmichael,
from Kamloops to Victoria; G. L. Greenwood, from Prince George to Kamloops; D. J.
Doswell, from Dawson Creek to Prince George; W. V. Joyce, from Vancouver to
Dawson Creek.
Owing to increased industrial activity on Vancouver Island, particularly the
northerly portion thereof, the Island was divided into two areas for administration,
namely: That portion south of Ladysmith, administered from the Victoria office, and
that portion north of and including Ladysmith administered from Nanaimo. A new
office was opened in Nanaimo during July, 1948, and Inspector of Motor Carriers
E. deBlaquiere was transferred from Cranbrook to Nanaimo to fill this position. His
place at Cranbrook was taken by M. D. McFadyen, who had been undergoing training
in the Vancouver office.
Two Inspectors who have been undergoing training at Vancouver—D. Neale and
M. B. Pepper—were appointed as assistants to the Inspectors of Motor Carriers at
Kelowna and Kamloops respectively.
The following is an outline of the present locations of Inspectors as at the end of
the licence-year: Cranbrook, 1; Nelson, 1; Kelowna, 2; Kamloops, 2; Prince George,
1; Dawson Creek, 1; Vancouver, 3 (including one Inspector exclusively for mechanical
inspections);  Victoria, 1;   Nanaimo, 1;  total, 13.
In addition, two Inspectors are under training in the Vancouver office.
For the purpose of administration of the " Motor Carrier Act," the Province has
been subdivided into districts, known to the trucking industry as " licence districts."
These licence districts are used as a basis for determining the areas within which public
freight operators may serve under terms of their licences. For the convenience of
licensees, a map of the Province outlining these various licence districts was prepared
and distributed to all concerned.   A copy of this map is included in this Report. J 30 " MOTOR CARRIER ACT."
A list showing the names of operators of scheduled public passenger-vehicle
services and public freight-vehicle services respectively, as at February 28th, 1949,
with a brief statement of the routes over which the vehicles are operated, is attached
to this Report as Appendix C.
These are contained in Appendix B hereto. REPORT OF
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Inspector J. A. Carmichael, Victoria.
(That portion of Vancouver Island south of Ladysmith, and Saltspring Island.)
The writer was transferred from Kamloops to Victoria, effective April 1st, 1948, and the
Victoria district, which formerly covered the whole of Vancouver Island, was divided, with
office opened at Nanaimo in charge of Inspector E. deBlaquiere, August 1st, 1948, Victoria
district thereafter comprising that portion of Vancouver Island lying south of but not
including Ladysmith, and Saltspring Island.
It follows, therefore, that some time necessarily elapsed before the Inspector became
reasonably familiar with conditions generally and operators in particular in his new district.
Industry has remained reasonably stable throughout the ye'ar, having due regard to
expected periods of adjustment, particularly in lumbering and logging operations, which were
affected by fluctuating local and export markets, due largely to a levelling-off of supply and
Considerable replacement of trucks and passenger equipment has taken place, as more
and more units are becoming available, and whereas during the past few years any type of
equipment was purchased, due to short supply, operators are now, once again, purchasing
units of a type in accordance with their individual transportation requirements, all of which
tends to better the service, both from the operator's cost of operation standpoint and for the
convenience of the shipper and travelling public.
Highway-construction projects continued to benefit the dump-truck operators during
construction season, and the fact that fewer temporary permits were required would indicate
that dump-truck operators are becoming more stabilized in their local areas and their need
to go farther afield to obtain contracts has lessened.
The attitude and co-operation of all types of operators throughout the district is entirely
Costs of operation, generally speaking, have increased over the past year—cost of labour
has increased, resulting in increase in repair and overhaul costs, while prices of new equipment and parts have also increased throughout the industry, as well as wages of employees.
Certain mechanical inspections have been carried out, and, with a few exceptions, all
licensed passenger-carrying vehicles in the district have been inspected. Generally speaking,
the condition of passenger-vehicles has been found fair, but in a number of instances vehicles
were deemed due for replacement, and operators were so advised. Six units were condemned
as unfit to carry passengers during the year.
Number of investigations and interviews         603
Number of mechanical inspections made        295
Miles travelled by Inspector during course of duties     16,197
J. A. Carmichael,
Inspector of Motor Carriers.
Inspector E. deBlaquiere, Nanaimo.
(That portion of Vancouver Island north of and including Ladysmith,
Gabriola Island and Denman Island.)
From March 1st till July 31st, 1948, the undersigned was employed as Inspector in the
East Kootenays, with headquarters at Cranbrook; on August 1st he was transferred to
Nanaimo, in charge of that portion of Vancouver Island north of and including Ladysmith.
An office was established in Nanaimo, with temporary headquarters in the Brumpton
Block, and later a permanent location in the Filmer Block, 51 Commercial Street.
The year 1948 found more varied types of equipment available, giving the responsible
carrier an opportunity of catering to the particular requirements of individual shippers.
This was particularly noticeable where progressive carriers utilized and obtained the services
of different forms of mechanical loaders. In addition, applications were received to provide
light-delivery services which had been largely neglected during the war years. REPORT OF THE PUBLIC UTILITIES COMMISSION. J 33
A pulp-mill is being constructed at Dodd Narrows, 8 miles south and east of Nanaimo,
by the Nanaimo Sulphate, Limited, a MacMillan enterprise. A large number of trucks are
employed on the different phases of construction. Early in the year 1949 Quinsam Lake
Iron Properties commenced operation, which, when in full operation, will require a large
number of dump-trucks. The iron is transported from the scene of the strip-mining to
Duncan Bay, a distance of 29 miles, where it is loaded on barges en route to the smelter at
There has been a noticeable slackening-off of the demand for public freight licences.
This is largely due to the fact that new and second-hand equipment is available for private
Practically all passenger-transportation firms have a replacement programme to
modernize their fleet to meet present-day operating conditions. In some instances smaller
transportation firms have obtained replacement vehicles from larger companies who are
standardizing or obtaining special equipment to suit their particular needs. These units are
fully serviceable and capable of producing many passenger-miles, both adequately and safely,
for some time to come. The Alberni Valley Transit has obtained four units of standard
equipment, permitting this company an opportunity of better serving Alberni and Port
An innovation was tried out in the latter part of the licence-year 1948-49 when
mechanical inspections were made jointly by Mr. Carmichael of the Victoria office and the
undersigned. Prom the point of view of efficiency and final results, this practice was found
most satisfactory.
Number of investigations and interviews     1,350
Number of mechanical inspections made        252
Miles travelled by Inspector during course of duties  17,235
E. deBlaquiere,
Inspector of Motor Carriers.
Inspectors F. Black and G. H. Gray, Vancouver.
(Vancouver Area and Lower Mainland, Sechelt, Powell River, Squamish, and
Fraser Canyon between Hope and Boston Bar.)
The year 1948 has been one of unusual conditions in the transportation industry in this
territory, but, on the whole, the trend has been toward increased activity.
Normal operations by all types of cstrriers prevailed until near the end of May, when
floods of almost unprecedented volume struck the Fraser Valley and disrupted all service for
some weeks. The floods had particularly adverse effect on the harvesting and marketing of
small berries, which normally creates a seasonal peak in truck operations.
Approximately 75 per cent of the small-berry crop is handled and processed on the north
side of the Fraser River at Mission. Previous to the flood, barrels and containers were
assembled at Mission to take care of the season's crop. During the flood the Mission Bridge
was closed, which necessitated rehandling these barrels and containers and moving them from
Mission to Abbotsford via New Westminster, which added considerably to the cost of transportation. The bulk of the small-berry crop on the north side of the Fraser River was wiped
out by the flood.
The effects of this disruption were offset, however, by pressing into service all the
available transportation equipment for evacuation-work and to transport freight usually
carried by trains, which could not get through to Vancouver from Hope for a matter of
eighteen days.
During the remainder of the year many dump-trucks were engaged in the building of
new dykes and repairing the damaged ones. Permits were issued in the field to cover these
The floods also hampered sawmill operations; furthermore, some small mills shut down
because of a drop in the export market. There was a decline in the need for truck services
in this field.
During the year a large number of taxi businesses changed hands. This was, it is
believed, due, to some extent, to a considerable falling-off of business. J 34 "MOTOR CARRIER ACT."
The cost of vehicle operation increased during the year, as well as the cost of new
equipment and maintenance on old equipment. Consequently, a large number of operators
applied for increase in rates.
Various complaints regarding the operations of Class I and Class III private freight
operators were received and investigated.
Over 700 vehicles were stopped on the highways and checked by the undersigned. From
information handed to the Provincial Police and municipal police, thirteen convictions were
obtained respecting vehicles operated contrary to the " Motor Carrier Act."
Number of investigations and interviews     1,952
Miles travelled—
F. Black   18,900
G. H. Gray  14,893
F. Black,
G. H. Gray,
Inspectors of Motor Carriers.
Inspector G. L. Greenwood, Kamloops.
(Salmon Arm,  Revelstoke, Merritt,  Spences  Bridge, Lytton,  Lillooet, Bridge River, North
Thompson,   Chilcotin,  and  that  portion  of the  Cariboo  lying  South, of  and  including
From March 1st, 1948, to March 23rd, 1948, the undersigned was employed as Inspector
of Motor Carriers in charge of the Prince George office, but was transferred to the Kamloops
office, effective March 30th, 1948.
The licence-year 1948-49 has seen a small increase in the number of commercial vehicles
licensed, with public and limited freight and passenger services remaining approximately
constant for all movements and commodities.
Industries, crops, and construction projects were adversely affected by flood conditions
and subsequent excessive rainfall in the late spring and early summer, thereby decreasing
the demand for public transportation services.
Important highway-construction projects were building of new highways from Clinton
to 100-Mile House, from Monte Creek to Monte Lake, from Monte Creek to Chase, from Little
Fort to Bridge Lake (uncompleted), and about 6 miles between Solsqua and Taft. In addition,
there were several new bridges constructed of a more permanent type than the ones they are
replacing. The British Columbia Electric power-construction project at Bridge River and
La Joie Falls gave work to approximately thirty dump-trucks during the summer and fall.
The general attitude of the motor-carrier operators toward the administration of the
" Motor Carrier Act " and regulations shows increasing confidence as each matter is dealt
with and as decisions are found fair and impartial. Replacement equipment, especially in
trucking, shows a trend toward heavier and more expensive vehicles capable of carrying
greater loads. There is still a shortage of this equipment, and some licensees are therefore
obliged to purchase lighter vehicles, which they do not consider satisfactory, due to this
There was considerable progress in the filing of tariffs; the most important of these were
uniform charter passenger taxi tariffs at Clinton, Ashcroft, Merritt, Kamloops, and Salmon
Arm, and uniform local freight tariffs at Lillooet, Kamloops, Pritchard, Chase, Salmon Arm,
and Sicamous. In addition, each applicant for public or limited licence was given necessary
assistance to ensure a proper tariff or contract agreement being filed at time of application.
Costs of operation, including new equipment, repair parts, maintenance, hired drivers,
etc., continued to increase. Many licensees were able to prove that increases in rates were
a necessity if they were to remain in business, and such increases were approved by the
Enforcement matters were responsible for most complaints. Other complaints were at
a minimum and, without exception, were brought to a successful conclusion.
Inspector M. B. Pepper was transferred from the Vancouver office to the Kamloops office
as Assistant Inspector, commencing duties at the latter point on January 17th, 1949. REPORT OP THE PUBLIC UTILITIES COMMISSION. J 35
Number of investigations and interviews  1,014
Number of mechanical inspections made  221
Number of vehicles checked on highways  790
Miles travelled by Inspector during course of duties  17,029
G. L. Greenwood,
Inspector of Motor Carriers.
Inspector H. K. Hume, Kelowna.
(Okanagan Valley, Lumby, Armstrong, Enderby, and the Princeton District.)
During the year under review the new highway from Princeton east to Kaleden was
completed and opened for travel, this now being a first-class highway, which has brought
about a demand for heavier equipment through the area. This highway will eventually
connect with the Hope-Princeton Road and the highway system in the Lower Fraser Valley'
to Vancouver. The opening of this road will materially change the highway transport
structure through the Okanagan Valley. Much heavier equipment will be used, and it is
expected that the southern route will be used in preference to the northern route via
Kamloops. It is expected that highway transportation will increase considerably when this
road is completed, and transportation between the Coast and Interior points will be materially
No new major industries have developed in this area; the fruit and vegetable crop
through the Okanagan Valley was exceptionally good however, and tonnage of both commodities slightly increased over previous years, chiefly on account of new acreage being
opened up in the Oliver area.
A programme of education was carried out from this office in a minor way during the
year, primarily to familiarize licensees with the " Motor Carrier Act " and regulations. This
has been quite successful and seems to bring about greater co-operation between the licensees
and the Motor Carrier Branch.    It is intended to continue this programme.
No new public passenger operations have been applied for during the year. Two new
light-delivery service licences have been granted, and two new Class III public freight licences
were granted, also two new taxi licences. The aforementioned are for public service.
A number of new limited freight licences have also been issued, as follows: Licences for
hauling forest products, 27; licences for hauling dairy products, 6; licences for hauling fruit
and vegetables, 5 short term and 3 full term; miscellaneous, such as petroleum products,
road-building materials, ore, etc., 16.
The filing of rates and contracts is well in hand, there being no major changes in the
rate structure since 1947.
Mechanical inspection of vehicles has been carried out, a total of fifty-six inspections
in all being completed, with one vehicle only being condemned permanently. The operation
of a few vehicles was suspended temporarily owing to mechanical defects; these, however,
were rapidly put back into service with all defects remedied. The general mechanical
condition of public passenger and limited passenger vehicles in this area is considered good.
No major complaints were received during the year. All minor complaints that were
received were investigated and brought to a satisfactory conclusion.
The flood situation through the Okanagan Valley during the spring of 1948 presented
many difficulties, such as suspension of truck and bus schedules and rerouting in many
instances; however, this was all taken care of without very much inconvenience to the general
public and without any major disasters.
Inspector D. Neale was appointed as an Assistant Inspector at Kelowna on July 23rd,
Number of investigations and interviews        900
Number of vehicles checked on highways       400
Miles travelled by Inspector during course of duties  19,544
H. K. Hume,
Inspector of Motor Carriers. J 36 " MOTOR CARRIER ACT."
Inspector H. J. Maddapord, Nelson.
(Grand Forks-Greenwood District, West Kootenay, including Rossland,
Trail, Nelson, Kaslo, and Slocan.)
The increasing consciousness of the public of the speed and flexibility of motor transportation has resulted in a greater demand for equipment of all kinds.
The cities in the West Kootenay are following the example set by the larger centres
at the Coast in establishing bus transportation systems. A group of Trail business men
organized a transportation company which has purchased the interests of the (Trail) City
Bus Company and have also taken over the Interior Stages which operated between Trail,
Rossland, and Nelson. The new company is known as the Interior Stages, Limited, and by
co-ordinating the local and intercity service has improved transportation facilities available
to Trail and its adjoining municipalities.
The City of Nelson operated one new twin coach for a month in conjunction with their
street-railway system to give the public an opportunity of comparing the two types of
transportation. A by-law is about to be presented to the citizens asking whether they will
approve the switch-over from the street-railway to bus operation.
The West Kootenay has experienced a minor boom in the mining industry during the
year, and the development of several new and old properties has increased the demand for
limited freight licences.
The work of relocating and surfacing was carried out last summer on that portion of
the Southern Trans-Provincial Highway between Rock Creek and Greenwood. Extensive
work of the same nature was also done on the Trail-Salmo and Nelson-Nelway Roads, with
the intention of giving Trail and Nelson an additional outlet to the American Border and
an alternative highway between the two cities.
Due to the break in the lumber market there will be less activity in the forest th^s
coming year. Some evidence of this trend was noticed in the fall of 1948. However, any
falling-off in demand for trucks in connection with the forest industry has been quickly
taken up by the increased activity in mining.
There have been the usual complaints regarding unlicensed operation of vehicles and
incorrect application of rates, but the general attitude of the public and the licensees has
been favourable, and the co-operation of both parties was much appreciated.
A number of dump-truck operators from other parts of the Interior were attracted to
the Trail area during the flood last year. The City of Trail was in grave danger of being
flooded, and every available piece of equipment was employed on a 24-hour basis for from
two to three weeks, and for some time afterwards, carrying away gravel and earth walls
which had been built within the city itself. These dump-trucks found employment on road-
construction work during the summer months. Repair-work on the dykes at Trail, new
construction at the Kootenay Power Company dams, and increase in mining have absorbed
most of these trucks throughout the winter months. Very few licences were issued to dump-
truck operators;   the work was handled by temporary permits.
Alteration of existing tariffs and filing of tariffs for new licensees have, as usual, been
an important part of the work. Steadily increasing costs have resulted in continued applications from older companies to revise existing tariffs. Work was started on a uniform
tariff for Class III public freight operators for the Trail district, and it is expected that it
will be in form for submission before the summer.
Increased interest in the filing of rates has brought about a more complete classification
of the various services offered. The public is benefiting by a more accurate application of
operating costs to the various types of freight moved.
Regular mechanical inspection of licensed passenger-vehicles, together with the increasing availability of new equipment, has improved the vehicles giving public service. Ninety-
six mechanical inspections were made during the year, and the following defects noted:
Defective brakes, 28; defective steering, 18; other defects noted, 251; vehicles condemned
until repaired, 3.
Co-operation of Provincial Police detachments in enforcing the " Motor Carrier Act"
has been greatly appreciated. Information regarding violations of the " Motor Carrier
Act" and regulations was laid in three cases by the undersigned, and his co-operation and
assistance was requested in connection with four other cases. REPORT OP THE PUBLIC UTILITIES COMMISSION. J 37
Amendment of the regulations requiring licensees to publish changes in tariffs has
increased public confidence in the " Motor Carrier Act," and many favourable comments on
this regulation have been made by both shippers and operators in the area.
Number of investigations and interviews        987
Number of vehicles checked on highways        434
Number of permits issued     1,150
Miles travelled by Inspector during course of duties  13,419
H. J. Maddaford,
Inspector of Motor Carriers.
Inspector M. D. McFadyen, Cranbrook.
(East Kootenay, including Creston, Cranbrook, Fernie, Natal, Windermere,
and Golden.)
On July 21st I assumed the duties of Inspector of Motor Carriers, taking over Licence
District No. 1 from Inspector E. deBlaquiere, who has reported on the flood situation as
" The trucking industry was sadly handicapped by adverse weather conditions in the
East Kootenays. Normally the spring tie-up holds up carriers for a period of approximately
six weeks. However, in the past year, with the abnormally late run-off resulting in floods,
washing out bridges and causing major damages to all roads, whether public or private,
this period was considerably longer. On May 23rd Mark Creek flooded its banks, wiping
out homes and damaging property in the City of Kimberley. In rapid succession the highway
bridge at Hosmer was swept away, the highway was flooded at Yahk, thereby tying up all
traffic over Highway No. 1. A series of small bridges on the Grey Creek-Creston Highway
was swept away. However, the Public Works soon re-established communications along
these roads, permitting passenger and public freight vehicles to resume operation during
the critical time when the railway bridge was out near Elko. The dykes broke at Creston,
despite the heroic efforts of the farmers and volunteer workers; some 16,000 acres were
Mining, lumbering, and logging are the major industries in this area. The lumbering
industry has to go farther afield now, and hauls of from 35 to 45 miles from the cutting
camps to mills are not unusual. The total output of forest products increased slightly over
last year, but the tie-cutting industry, to a great extent, has been curtailed, due no doubt
to a retrenchment programme by the railroads.
Four major companies operate a very profitable Christmas-tree trade from October to
December 15th. The cut this year, while higher than last year, was not up to expectations,
due to a blight which affected a great many areas, particularly from Cranbrook through
to Golden.
The floods of last year caused a great deal of damage in the Creston area, and, together
with a form of fruit blight, the crop was much below average. The dyking programmes at
Creston and at Kimberley are nearly complete, and with the late spring and the gradual
rising of temperatures it is hoped that no material damage will be suffered this year.
A very large road-construction programme started last summer and continued until
snowfall. Large sections of the Cranbrook-Fernie Road will soon be discarded in favour
of the new pieces constructed. Twenty-six miles of road were black-topped from Kootenay
Bay to Destiny Bay, and a new road is to be constructed from Creston west. Similarly,
east of Creston a new road has been built and will be ready for black-topping when the
frost is out of the ground. The Cranbrook-Golden Road has had sections straightened and
a section of 5 miles near McMurdo black-topped.
Bus transportation has been used extensively by American tourists coming through
Kingsgate and also by travellers from the Prairies through the Crowsnest and through
Golden and Radium. The train service through the Windermere district is not designed for
tourist traffic. J 38 "MOTOR CARRIER ACT."
Carriers as a whole have been replacing their equipment with factory-designed vehicles
rather than home-made vans and semi-trailer units. There seems to be an effort to raise
the standard of equipment generally. While this will tend to raise the carrying capacity
of vehicles, the efforts put forth on new bridges and better roads will presumably take care
of this additional weight on the roads. There is also a tendency to dress up equipment by
better paint jobs, and on the whole the change is very much for the better, as carriers are
beginning to realize that a clean, well-painted vehicle is a good advertisement.
It would appear that the transportation industry, as applied to individuals and small
companies, has a better understanding of the " Motor Carrier Act." The trend is to inquire
from a District Inspector of the requirements for certain classes of hauling. The smaller
carriers, too, seemed to have a better understanding of the requirements when replacing
vehicles and applying for additional licences.
The cost of vehicle operation has increased, and the smaller operators will probably
require a higher standard from drivers than in the past to keep vehicles in better condition.
Replacements will not be as evident in the next six months as in the past.
The higher cost of vehicle operation has also been the reason for applications to increase
tariffs and rates. In would appear that in nearly every case an application for a rate
increase is to be expected. In some cases the carrier has been charging a higher rate
without first applying for authority to do so, but on the whole the carriers have been applying the rates authorized.
Number of investigations and interviews      310
Number of vehicles checked on highways      365
Miles travelled by Inspector during course of duties  9,663
M. D. McFadyen,
Inspector of Motor Carriers.
Inspector D. J. Doswell, Prince George.
(Prince Rupert, Skeena, Omineca, and Prince George Districts, also Northern
Cariboo District, including Quesnel, Wells, and Barkerville.)
The following is the annual report with regard to the above-mentioned area, covering
the licence-year from March 1st, 1948, to February 28th, 1949.
Since taking over this area in April of 1948, I have observed that the demand for the
transportation of forest products has shown a sharp decline, and, as this has been the main
commodity moved throughout this area (with the exception of Prince Rupert), a period of
readjustment can be expected in the licence-year to follow.
In Licence Districts Nos. 16 and 12 the projected building of the Pacific Great Eastern
Railway from Quesnel to Prince George, together with a power project at Quesnel and the
completion of the Pine Highway, will offset, to a certain extent, the lack of lumber hauling.
This leaves the truckers in Licence Districts Nos. 18 and 19 still dependent on forest
products to supply the principal need for trucking. In Licence District No. 17 the truckers
will, to a great extent, still have to rely principally on lumber hauling, with a possible
increase in the demand for trucks if mining should go ahead in the northern part of this
In Licence District No. 20 building has commenced on the cellulose plant at Prince
Rupert, which will increase, to a certain extent, the demand for truckers in that area,
together with an increased demand for buses, particularly with respect to the transportation
of industrial workers.
The service rendered by the licensed carriers in all districts under my jurisdiction shows
a steady improvement and a ready compliance by the licensed carriers with the " Motor
Carrier Act" and regulations thereunder.
The availability of new trucks, buses, and cars resulted in numerous replacements with
respect to all types of licences, and, as a consequence, the licensed equipment in this district
I am pleased to report that, due to the excellent co-operation of the Provincial Police
in this district, enforcement is most satisfactory. Very few charges were laid under the Act,
and I am satisfied that infringements were not numerous, due to the constant checking by the
Provincial Police and myself.
Due to unprecedented weather and flood conditions, the roads in most of this district were
closed almost entirely to commercial trucking from March 15th to June 15th. Weather
conditions made it impossible for the Public Works Department to keep the roads open.
With respect to the filing of rates and contracts, steady progress has been made, and rate
matters as a whole are most satisfactory. Whilst considering the matter of rates, it should
be pointed out that the cost of new equipment and operation thereof has increased considerably during the period in question, and unless there is a decrease in the cost of equipment
and the operation thereof, certain carriers will be forced to ask for an increase in their rates.
Number of investigations and interviews     1,200
Number of vehicles checked on highways        300
Miles travelled by Inspector during course of duties  13,921
D. J. Doswell,
Inspector of Motor Carriers.
Inspector W. V. Joyce, Dawson Creek.
(Peace River District.)
The volume of freight and the passengers transported by licensed vehicles in the Peace
River District the past licence-year shows a marked increase over the previous year. A large
percentage of this freight is consigned to points in the Yukon and Alaska territories. The
movement of this freight is shared by licensed Canadian and American truckers, all based in
Dawson Creek. The service rendered by the carriers to the public has been most satisfactory;
in addition, there has been full co-operation between the Motor Carrier Branch and the
licensed carriers.
The service rendered by scheduled passenger and freight licensees over the Alaska
Highway has been excellent. Several of these operators have augmented their equipment
by the purchase of newer buses and trucks, suitable for the long haul between Dawson Creek
and the northern points via this highway.
During 1948 one large American trucking company purchased twenty-seven large truck-
trailer units to transport United States Army supplies to Alaska. This company has
established an office in Dawson Creek as a terminal for their operations.
A new public scheduled freight licence was granted to operate between Dawson Creek
and Edmonton, Alta. Three limited passenger licences were issued to operate as taxis at
Fort Nelson and two at Lower Post; in addition, six Class III public freight-vehicle licences
were issued at Lower Post during the past year.
A large transportation company has arranged to build a modern truck and bus terminal
at Dawson Creek.    This depot will be completed by the summer of 1949.
Several oil companies have been drilling for natural gas in the Peace River District, and
if the fields are proven, it is expected the gas may be piped to Vancouver.
A great deal of road-work was done by the Public Works Department on most roads in
this district during the past year. The Northwest Highway System (Canadian Army),
responsible for the maintenance of the Canadian portion of the Alaska Highway, kept it in
excellent condition throughout the year.
Approximately 50 per cent, of the licensed carriers replaced their equipment in 1948.
A number of complaints were received from the public and carriers, which were
satisfactorily dealt with.
A large number of freight tariffs were filed for revision, and in most cases the revisions
applied for were approved by the Public Utilities Commission. Most of these filings were in
respect of rates for grain hauling in the farming areas adjacent to Dawson. Creek and
Fort St. John.
There was only one conviction under the " Motor Carrier Act " during the past licence-
year in this district. J 40 "MOTOR CARRIER ACT."
During the summer months of 1948 hundreds of tourists travelled over the Alaska
Highway. The majority of these tourists were from the United States. It is expected the
1949 summer season will again see tourists by the hundreds touring north via the Alaska
Highway. Increased facilities to service the travelling public are available all along the
Number of investigations and interviews     1,552
Number of vehicles checked on highways        135
Mileage travelled by Inspector during course of duties  12,350
W. V. Joyce,
Inspector of Motor Carriers.
Inspector (Mechanical) C. A. Wood, Vancouver.
(Greater Vancouver, Lower Fraser Valley, Squamish, Seechelt Peninsula,
and Powell River.)
The mechanical and general condition of licensed public and limited passenger-vehicles
in this area shows a great improvement when compared to the condition of such equipment
during the previous year. A number of vehicles in public passenger service have been
replaced with new or later model vehicles, while a great many taxi operators have also
purchased new equipment, some have replaced their entire fleet during the year. This
condition is, of course, desirable in all respects, as the public receives better and safer service,
the possibility of accidents is lessened, and the cost of operation and maintenance is reduced.
During the year a considerable number of taxi businesses have changed hands, requiring
a considerable amount of rechecking of vehicles; these inspections are welcomed by the new
The winter of 1948-49 was extremely severe on equipment; maintenance crews were hard
pressed to keep vehicles in good serviceable condition.
Although several accidents occurred in the area under the writer's jurisdiction during
the period under review in which vehicles licensed under the " Motor Carrier Act " were
involved, investigation of these accidents did not show that same could in any way be
attributed to mechanical failure.
There has been a considerable falling-off in the number of used buses being purchased
in other Provinces for service in British Columbia; this undoubtedly is due to the fact that
new vehicles of all kinds are now available. The used vehicles that have been brought into
British Columbia have been found to be in better condition, physically and mechanically, than
those brought into the Province in previous years.
During the month of October, 1948, the undersigned visited the Northern Interior of the
Province for the purpose of making complete mechanical inspections of all licensed passenger-
vehicles in that area, the territory covered being from Clinton northerly to Prince George and
westerly as far as Prince Rupert, including Fort St. James. It was found that, with a few
exceptions, the general mechanical condition of licensed vehicles (buses and taxis) was good.
General statistics covering mechanical inspections performed by the undersigned during
the licence-year 1948-49 are as follows:—
General inspections         765
Defective vehicles—
Faulty steering        124
Faulty brakes         169
Faulty exhaust-lines  45
Failure to comply completely with regulations       202
Vehicles condemned-
Public passenger   4
Limited passenger   5
Miles travelled by Inspector during course of duties  16,248
C. A. Wood, *
Name and Address of Operator. Route.
A.P. Stages, Hope Haig via Hope to a point on Hope-Princeton Road 30 road-miles from Hope.
Hope to Silver-Skagit Camp No. 2 and
Decco Camp No. 1 on Silver Creek, via
Trans-Canada Highway and old highway.
George D. Abbey, Nelson Nelson-Kaslo.
Alberni Valley Transit Co., Ltd., Port Alberni Alberni-Port Alberni.
Gus B. Alexander, Creston Creston-Wynndel.
Creston-Arrow Creek.
Creston-Indian Mission.
Arrow Bus Lines, Ltd., Prince Rupert Prince Rupert City bus service.
Atkins Stage Lines, Ltd., Chilliwack Harrison Hot Springs to Cultus Lake via
Agassiz and Chilliwack.
B.C. Auto Interurban, Ltd., Nelson Trail-International Boundary at Pater-
son,   in   connection   with   service   to
B.C. Coach Lines (1947), Ltd., Kamloops Kamloops-Merritt.
Kamloops-Paul Lake.
B.C. Motor Transportation, Ltd., Vancouver (Pacific Vancouver-New Westminster.
Stage Lines) Vancouver-Sapperton.
Vancouver-Seattle, Wash.
Vancouver-White Rock.
Vancouver-Ladner-Boundary Bay.
Vancouver-Hope via Chilliwack.
Vancouver-Horseshoe Bay-Whytecliffe
(West Vancouver).
Vancouver-North Vancouver.
North Vancouver-Horseshoe Bay-
Whytecliffe (West Vancouver).
Vancouver-loco and Sunnyside.
Vancouver-Port Coquitlam.
Port Coquitlam-Ioco and Sunnyside.
Vancouver-Harrison Hot Springs and
Vancouver-Mission via Stave Falls.
Local bus service at Mission.
Mission-Hatzic Island.
Vancouver-Fort Langley.
New Westminster-Ladner.
New Westminster-Enderby.
New   Westminster-Scott   and   Townline
Vancouver-White Rock via Crescent
Beach and Coldicutt Villas.
New Westminster-Port Kells via Cloverdale. J 42
Name and Address of Operator.
B.C. Motor Transportation, Ltd., Vancouver (Pacific
Stage Lines)
British Yukon Navigation Co., Ltd., Whitehorse,
George P. Bates, Hollyburn.
Blue Line Transit, Ltd., Victoria	
Arnold I. Boomhower, Prince George	
Canadian Coach Ways, Ltd., Dawson Creek.
Carswell Coach Lines, Vernon	
T. H. Chamings, Lumby	
Chilliwack Bus Lines, Chilliwack	
Civic Transportation Co., Ltd., Kamloops.
Columbia Coachways, Ltd., Penticton	
Columbia Stage Lines, Ltd., New Westminster..
Copper Hill Bus Lines, Ltd., Princeton..
Wm. E. and Emil A. Dorin, Dawson Creek..
John R. Ellis, Salmon Arm	
Neal Evans Transportation Co., Ltd., Shalalth..
G. V. Farquhar, Harrison Hot Springs..
G. Ferguson, Nelson	
David L. Hewer, Kelowna	
T. J. Hodgson Estate, Williams Lake	
Hole & Clarke Transportation Co., Ltd., Coal Harbour
J. A. Huffman, Fort St. James
Interior Stages, Ltd., Trail
New Westminster-Cloverdale via Johnston and Mud Bay Roads.
New Westminster-Ladner via Sunbury.
New Westminster-Port Mann.
Vancouver-Deep Cove (North Vancouver).
Dawson Creek to northern boundary of
B.C. via Alaska Highway (operates to
Whitehorse, Y.T.).
Dawson Creek-Fort St. John.
Dawson Creek-Fort Nelson.
Dawson Creek-Pouce Coupe.
Dawson Creek-South Dawson.
.Vancouver-Seymour Mountain.
Vancouver-Intake, Mosquito Creek,
Grouse Mountain.
Vancouver-Grouse Mountain Chalet.
-Nanaimo, local bus service.
Nanaimo-Wellington via Departure Bay.
Also bus service on Gabriola Island.
.Prince George-Chief Lake and Reid Lake.
Prince George-Summit Lake.
Dawson Creek to B.C.-Alberta Boundary
(operates to Edmonton, Alta.).
.Vernon City bus service.
Vernon-Okanagan Landing.
.Lumby-Vernon via Long Lake.
.Local bus service, Chilliwack.
Kamloops City bus service.
Kamloops-North Kamloops.
Bus service, Penticton Municipality.
New Westminster-Port Moody.
New Westminster-Lake Como Road.
New Westminster to intersection of Kap-
tey Road and Montgomery Road  (Coquitlam) .
.Princeton-Copper Mountain via Allenby.
.Within Village of Dawson Creek.
.Salmon Arm-Canoe.
. Shalalth-Pioneer.
.Harrison Hot Springs-Agassiz.
Nelson-Procter via Harrop.
Williams Lake-Kleena Kleene.
Coal Harbour-Hardy Bay.
Coal Harbour-Port Hardy Airport.
Hardy Bay-Port Hardy Airport.
Fort St. James-Vanderhoof.
Pinchi Creek-Vanderhoof.
Fort St. James-Germansen Landing.
Trail-Nelson via Fruitvale and Salmo.
Also local bus service at Trail and to
Warfield, Shaver's Bench, and Sunningdale. REPORT OF THE PUBLIC UTILITIES COMMISSION. J 43
Name and Address of Operator. Route.
Alfred K. Kadatz, Tofino Tofino-Ucluelet.
Kaien Island Stages, Ltd., Prince Rupert Prince Rupert-Port Edward.
A. H. Kershaw, Fort Steele Cranbrook-Fort Steele.
Kimberley City Service Co., Ltd., Kimberley Local bus service, Kimberley and Chapman Camp.
C. C. Lawrence, Sechelt Hopkins Landing-Gibsons Landing.
Gibsons Landing-Garden Bay.
Gibsons Landing-Roberts Creek Community Hall.
Gibsons Landing-Gower Point.
Lillooet Cartage Co., Ltd., Lillooet Lillooet-Lytton.
Mary C. Magro, Cranbrook Cranbrook-Golden.
Maple Ridge Bus Service, Ltd., Haney Various  routes within the  Municipality
of Maple Ridge.
Chas. Morrow, Langley Prairie Langley Municipality (local bus service).
Robert K. Munro, Naramata Naramata-Penticton.
E. H. Neville, Vancouver Vancouver-Seymour Mountain.
North Coast Greyhound Lines, Inc., Seattle, Wash..... Vancouver-Seattle.
North River Coach Lines, Ltd., Kamloops Kamloops-Birch Island.
P. A. Noullet (d/b/a Jasper Park Tours), Jasper,    Jasper-Mount Robson (summer service).
O.K. Mission Stages, Ltd., Okanagan Mission Kelowna-Okanagan Mission.
J. W. Pavle, Kelowna Kelowna-Rutland.
Kelowna-East Kelowna-South Kelowna.
Kelowna-Winfield-Okanagan  Centre.
Powell River Stages, Ltd., Powell River Local bus service in Powell  River and
Andrew C. Rutherford, Revelstoke _-_ Revelstoke-Arrowhead.
Clifford Scott, Mission Mission-Durieu.
H. W. Smith, d/b/a Canadian Trailway Stages,    Prince George-Vanderhoof.
Prince George Prince George-Sinclair Mills.
Local bus service in City of Prince George.
Squamish Stages, Ltd., Squamish Squamish-Cheekye.
Star   Stages   (Fred   Gnucci  and  Walter  Miller),    Cranbrook-Kimberley.
Cranbrook Cranbrook-Radium   (Sundays  and  holi
days only).
R. W. Taylor and J. H. Ferguson, White Rock Local bus service at White Rock.
Wm. A. and R. H. Taylor, Salmo Salmo-Queen Mine at Sheep Creek.
Salmo-Emerald  Mine.
C. E. Tedrow, Republic, Wash Carson-Cascade via Grand Forks (being
B.C. portion of service between Republic, Wash., and Colville, Wash.).
Thompson Bus Lines, Ltd., Kelowna Kelowna City bus service.
Ceal Tingley, Quesnel Quesnel-Webster's Ranch.
Jas. S. Tofin, Ashcroft Ashcroft-Lillooet   via   Hat   Creek   and
J.  M.  Torgeson, d/b/a  Arrow Lake  Bus Lines,    Vernon-Nakusp.
H.   B.   Tuffley,   d/b/a   Barkerville   Stage   Line,    Quesnel-Barkerville.
Quesnel Quesnel-Irwin Beach.
Vancouver Island  Transportation  Co.,  Ltd., Vic-    This company is licensed to give through
toria public passenger service on all impor
tant main routes on Vancouver Island,
with numerous local services.
Veteran Stages, Ltd., Victoria Victoria-Thetis Lake.
Victoria-Langford Lake-Goldstream
Hotel. J 44
Name and Address of Operator.
Veteran Stages, Ltd., Victoria	
Louis C. Vigna, d/b/a Riverview Coach Lines,
Corporation of the District of West Vancouver,
West Vancouver
Western Canadian Greyhound Lines, Ltd., Calgary, Alta.
The Wildwood Bus, Ltd., Powell River.
Arthur G. Winter, Victoria -.	
. Victoria-Metchosin.
Victoria-Albert Head.
Kamloops-Powers Addition.
West Vancouver-Vancouver.
Vancouver-Prince George.
Vernon-Salmon Arm.
Cranbrook-South Gate of Kootenay Park
(near Radium Hot Springs).
Wild wood-Powell River.
_ Leechtown-Victoria.
Name and Address of Operator. Route.
W. R. Anderson, Slocan City Nelson-Slocan City.
Anderson Freight Line (J. R. Anderson and L. H.    Maple Ridge Municipality-Vancouver.
Cutting), New Westminster
B.C. Motor Transportation, Ltd., Vancouver Vancouver-New Westminster.
Vancouver-Mission and Dewdney.
Vancouver-Chilliwack and Rosedale.
Robert N. Bailey, Penticton Penticton-Naramata.
Gordon E. Ball, Nelson Nelson-Procter.
Ralph Baxter, Dawson Creek Dawson Creek-Old Fort Nelson.
Dawson Creek to northern boundary of
B.C. via Alaska Highway (operates to
Watson Lake, Y.T.).
Leslie Bazeley, Fort St. John Fort St. John-Hudson Hope.
Black's   Motor  Freight   (F.   LePore  and  C.  W.    Vancouver-loco.
Belknap), Vancouver loco-New Westminster.
Blue Line Freight (Helen I. Vant), Nelson Nelson-Rossland.
Boothby Truck Line, Ltd., Mission Mission-Vancouver  and  New  Westminster.
R. M. Bourdon, Fort St. John Fort St. John-Dawson Creek.
Breck's Cartage, Trail  Salmo-Trail.
British Yukon Navigation Co., Ltd., Whitehorse,    Dawson Creek to northern boundary of
Y.T. B.C. via Alaska Highway (operates to
Whitehorse, Y.T.).
Broadway Messenger Service, Vancouver Vancouver-New Westminster and Fraser
Mills district.
James A. Brown, Gabriola Island Gabriola Island-Nanaimo.
Wilfred S. D. Brown, Salmon Arm Salmon Arm-Hayward's Corner.
Brown & Smith, Celista .
Bruce Motor Cartage, Ltd., Vancouver..
Henry F. Bueckert, Cheslatta	
Cariboo Transportation Co., Ltd., Quesnel..
Carson's Truck Line, Ltd., Vancouver	
Celista-Salmon Arm.
.Vancouver-New Westminster.
.Cheslatta-Burns Lake.
.Quesnel-Castle  Rock   via  West   Fraser
Name and Address of Operator. Route.
Cascade Motor Freight (J. and C. Goodkey), Pen-    Penticton-Nelson.
D. Chapman & Co., Ltd., Kelowna Kelowna-Penticton.
F. J. Charlesworth, Newgate Newgate-Fernie.
Chilliwack Cartage Co., Ltd., Chilliwack Chilliwack-Vancouver.
Geo. G. Clyde, Robson Robson-Castlegar.
Lyle F. Cody, Alberni Sproat Lake-Great Central Lake-Port
Continental Carriers, Ltd., Vancouver Vancouver-Calgary via United States.
Cordova Bay Freight (R. H. Holt), Victoria Victoria-Cordova Bay.
E. M. Cottrell, Hope Hope-Vancouver.
Country Freight Lines  (J. C. Fleming & Sons),    Chilliwack-Vancouver.
Vancouver Vancouver-Kelowna via Princeton.
Cowichan Freight Service, Victoria Victoria-Shawnigan Lake and Duncan.
Crosstown Carriers, Vancouver North Vancouver-Vancouver (motorcycle) .
T. E. Davies, Rossland Rossland-Trail.
Delta Freight Lines, Ladner Ladner-Vancouver.
Dench of Canada, Ltd., Calgary, Alta Crowsnest-Creston via Cranbrook.
F. S. Duggan, Kelowna Winfield-Kelowna.
Neal Evans Transportation Co., Ltd., Shalalth Pioneer-Vancouver.
Ferguson's Motor Transport Co., Vancouver Vancouver-Horseshoe Bay, West Vancouver.
Vancouver-Deep Cove, North Vancouver.
Leonard S. Forry, Lavington Lumby-Cherryville.
Fraser Transfer, Ltd., Vancouver Vancouver-New Westminster.
Richard H. George, Vinsulla Blucher Hall-Kamloops.
Steve E. Gilbert, Rolla Rolla-Pouce Coupe.
Cecil C. Golding, Ewing's Landing Vernon-Fintry.
Grayridge Motor Freight, Ltd., Vancouver Vancouver-Cascade.
Arthur W. Green, Agassiz Harrison   Hot   Springs-Vancouver   via
Haney-Hammond Motor Freight, Ltd., Port Haney... Haney-Vancouver.
T. J. Hodgson Estate, Williams Lake Williams Lake-Kleena Kleene (and non-
scheduled service to Anahim Lake and
other off-route points).
Houlden Transfer, Ltd., North Vancouver Vancouver-Horseshoe Bay, West Vancouver.
Hume Truck Line, Ltd., Langley Prairie Langley Municipality-Vancouver.
Claude Huston, Williams Lake Vancouver-Williams Lake.
D. J. Innis, Keremeos Keremeos-Penticton.
Interior Freightways   (W. T. Hannah), Williams    Quesnel-Kelowna    via    Kamloops    and
Lake Falkland.
Interior Truck Lines, Nelson Nelson-Salmo.
Invermere Contracting Co., Ltd., Invermere Cranbrook-Golden.
Island Freight Service, Ltd., Victoria Public    freight   routes    on    Vancouver
Island as described in  schedule filed
with Public Utilities Commission.
Peter and Annie Iwanik, Procter Procter-Nelson.
Robert C. James, Westview Westview-Stillwater.
Johnson Transfer, Vanderhoof Smithers-Vanderhoof-Prince George.
Prince George-Hansard. J 46 "MOTOR CARRIER ACT."
Name and Address of Operator. Route.
Kamloops-Okanagan Freight Lines, Ltd., Kamloops.. Kamloops-Vernon.
Kamloops-Salmon Arm Transport, Kamloops Kamloops-Salmon Arm.
Kamloops Transport Co., Ltd., Kamloops Kamloops-Williams Lake.
Kaslo Motor Transport, Ltd., Kaslo Kaslo-Nelson.
Kelly Transport, Ltd., Barkerville Barkerville-Quesnel.
King's Motor Cartage, Vancouver Vancouver-New Westminster-Fraser
Vancouver-Port Moody and loco.
Ladner Transfer, Ltd., Ladner Ladner-Vancouver via Ladner Ferry.
Ladner-New Westminster-Vancouver.
Lake Freight Lines, Ltd., Vancouver Vancouver-Harrison   Hot   Springs   via
Emile and Yves Laloge, Pouce Coupe Dawson Creek to B.C.-Alberta Boundary
(operates to Grande Prairie, Alta.).
Lee's Transport, Ltd., Vancouver Vancouver-Fort St. James.
Vancouver-Prince George.
Lillooet Cartage Co., Ltd., Lillooet Lillooet-Yalakom.
Joseph Logus, Poplar Creek Lardo-Gerrard.
Los Angeles-Seattle Motor Express, Inc., Vancouver__ Vancouver-Seattle.
J. H. and J. McEwen, Sorrento Notch Hill-Anglemont.
Wallace R. McFarlane, Pouce Coupe Dawson Creek to B.C.-Alberta Boundary
(operates to Grande Prairie, Alta.).
Mabel Lake Resorts, Ltd., Enderby Mabel Lake-Enderby.
Merritt Fast Freight, Kamloops Kamloops-Merritt.
Millar & Brown Transfer Co., Cranbrook Kimberley and Cranbrook-Vancouver.
Joseph R. Miller, Nelson _ Nelson-Nakusp.
Mission City Freight Lines, Ltd., Mission City Vancouver-Deroche.
Geo. T. Morrison, Lumby Vernon-Mabel Lake Village via Lumby.
Mountain's Transfer, Langley Prairie Langley Municipality-Vancouver.
J. C. Muir, Nelson Nelson-Rossland.
Muir's Cartage, Ltd., Vernon Vernon-Revelstoke-Arrowhead.
F. W. Munro and A. L. Jeroski, Vancouver Vancouver-Penticton via Spences Bridge
and Merritt.
Nelson-Creston Transport, Nelson Nelson-Creston   (and to Erickson when
Geo. L. Niquidet, Williams Lake Williams Lake-Horsefly.
North Thompson Freight Line, Kamloops Kamloops-Birch Island.
Northern Freighters  (C. H. Blackburn), Fort St.    Vanderhoof-Fort   St.  James-Germansen
James Landing.
Northern Freightways, Ltd., Dawson Creek Dawson Creek to B.C.-Alberta Boundary
(operates to Edmonton, Alta.).
O.K. Valley Freight Lines, Ltd., Penticton Osoyoos-Salmon Arm.
Olsen Transport, Ltd., Fort St. John Fort St. John to B.C.-Alberta Boundary
(operates to Edmonton, Alta.).
Overland Freight Lines, Ltd., Chilliwack Chilliwack-Vancouver.
John Parkstrom, Malakwa Salmon Arm-Craigellachie via Canoe.
Harold H. Perkins, Buffalo Creek Exeter-Canim Lake.
A. G. Perry, Notch Hill Notch Hill-Sorrento.
Peter W. Popoff, Blewett Nelson-Bonnington.
H. R. L. and A. M. Potter, Oliver Oliver rural mail route.
Princeton Transfer (Mrs. N. Garrison), Princeton._.._Princeton-Allenby and Copper Mountain.
Orlo Reid, Fort St. John Fort St. John-Dawson Creek.
Gordon Q. Rice, Sayward Kelsey Bay-Courtenay.
Richmond Transfer, Vancouver Vancouver-Steveston.
Leonard Roberts, Courtenay Courtenay-Menzies Bay.
Michael Ryan, Dawson Creek Dawson Creek-Groundbirch. REPORT OF THE PUBLIC UTILITIES COMMISSION. J 47
Name and Address of Operator. Route.
Saanich Freight Service, Sidney___:> Deep Cove (Saanich)-Victoria.
Sandon-New Denver Freight   (R.  E.  Crelin and    Sandon-New Denver.
W. G. Teir), New Denver
Geo. Schmidt, Dawson Creek Dawson Creek-Fort Nelson.
Dawson Creek to northern boundary of
B.C. (operates to Whitehorse, Y.T.).
Scott & Peden, Ltd., Victoria Victoria-Hillbank.
Seattle-Vancouver,   B.C.,   Motor   Freight   (1946),    Vancouver-Seattle.
Ltd., Vancouver
Lloyd W. Shannon, West Summerland West Summerland-Penticton.
Sidney Freight Service, Ltd., Sidney Sidney-Victoria.
Speedee Transport (Norman Slade), White Rock Surrey Municipality-Vancouver.
A. L. P. Stevens, Crescent Surrey Municipality-Vancouver.
L. R. Stevenson, Milner Willoughby-Vancouver.
F. R. Stocking, Upper Hat Creek Ashcroft-Upper Hat Creek.
Stoltze Motor Freight, Vancouver Vancouver-Stave Falls.
Surrey Freight Lines, Ltd., Cloverdale Cloverdale-Vancouver   (serving   Surrey
Municipality and a portion of Langley
R. H. E. Taylor, Pemberton Pemberton-Wilson's Gate.
Terminal Cartage, Ltd., Vancouver Vancouver-New Westminster.
A. S. Towle, Milner Langley Municipality-Vancouver.
Trail Livery, Ltd., Trail Nelson-Rossland.
Triangle   Transport   (Earl   Chase   and   Leo   La-    Vaneouver-Lillooet.
Rocque), Vancouver
Vancouver-Kamloops Freight Lines  (R. J. Henry    Vancouver-Kamloops.
and Wm. Lord), Vancouver
Vanderspek Transportation, Hope Vancouver-Hope.
Vets Transport  (W. A. Lowden and F. Lindley),    Quesnel-Williams Lake.
J. A. and R. W. Wade, Quesnel Quesnel-Prince George.
Robert I. Walters, Williams Lake Williams Lake-Keithley Creek.
Ward's Motor Freight (L. F. Ward), Nakusp  Nakusp-Vernon.
J. Weins and B. Fitzgerald, Hope .Vancouver-Hope.
West Coast Freight, Ltd., Port Alberni Port Alberni-Nanaimo.
White Rock Transfer   (John Hamilton  Coulter),    Surrey Municipality-Vancouver.
White Rock
White Transport Co., Ltd., Vancouver Vancouver-Kelowna via Kamloops.
Geo. Wm. Williamson, Kelowna Vernon-Oyama.
Mrs. Janet P. Williamson, Fort St. John Fort St. John-North Pine.
Winton's Transfer, Ltd., Vancouver Vancouver-Abbotsford.
Geo. D. Witte, Big Creek Witte Ranch (5 miles westerly from Big
Creek)-Hanceville P.O.
Wood & Fraser Transport Co., Ltd., Vancouver Vancouver-Prince George.
John Wyatt, Kelowna Kelowna-Winfield.
Yarrow Freight and Fuels, Ltd., Yarrow Yarrow-Vancouver.
Printed by Don McDiabmid, Printer to the King's Most Excellent Majesty.
595-849-3337  /
Dawson Cr.'
•        Cedarvale*^ skeena 1 I
f f Crossing! *v
\ m \ \ I
A ASmithers      ^, !
t.. Ar^ 18   i 171
•. Barrett L,<
Nadferta 8 j
*~"\C    Bella Coola
V     !
L. !
16       V[
.      — V
Mm  A Woodpecker v
j "T \     v   v
V     McBride CL \
Highways shown thus
Licence Districts
Note.—Areas in which highways are common
to two Licence Districts shown thus
Dawson Cr.
^Horsefly \
™**"v   VAIbreda >
Lake    Hi
sDog Cr.
/   i
I       'X    PioneerO   — .-H/
•\Mine  ~     W4Q?'
f^ ^.^•'^••R.    Lillooet
i W 9.
Srt^JAfSicamous ^_ I \
i\j|g^rrowhead \
Cam loops T^^^TPritchard       / ■
:es \^ff   \^ ^Enderby j .    |
^^ \  O       ; Lyttonl
N   ^w   Powell •  *^M   J }&& ^-JH
V   XXRiv. \ • '      Keefers<
I   Stomp    ^ TVernon
I Canal Flats
Peach II
V /     i^^N/Vancouver
Pt-Alberni" .^^StST
O Kelowna     Edgewftod*
. mmjmr •*—• — #—• 4
/ i
'Slocan    1/
»■ Kimberley^
y Slocanl
Castlegar <
GrandW    .,
LForks •'raiU
• l^Gray Cr.
Nelson-!      Cranbrookj
\ \Creston     ^ .. «JL. —— • — ' '
Geo. Br. Dept. Lands & Forests


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