Open Collections

BC Sessional Papers

PROVINCE OF BRITISH COLUMBIA PUBLIC UTILITIES COMMISSION TENTH ANNUAL REPORT Pursuant to Section 36 of… British Columbia. Legislative Assembly [1951]

Item Metadata


JSON: bcsessional-1.0342748.json
JSON-LD: bcsessional-1.0342748-ld.json
RDF/XML (Pretty): bcsessional-1.0342748-rdf.xml
RDF/JSON: bcsessional-1.0342748-rdf.json
Turtle: bcsessional-1.0342748-turtle.txt
N-Triples: bcsessional-1.0342748-rdf-ntriples.txt
Original Record: bcsessional-1.0342748-source.json
Full Text

Full Text

Tenth Annual Report
Pursuant to Section 36 of the
" Motor Carrier Act "
Licence-year 1949-50
Printed by Don McDiarmid, Printer to the King's Most Excellent Majesty.
1950.  Victoria, B.C., June 30th, 1950.
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 Tenth Annual Report of the Public Utilities Commission
under that Act, for the year ended February 28th, 1950.
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, 1950.
Statistical tabulations accompanying this Report show an upward trend in the
number of vehicles licensed during the licence-year 1949-50, and in the revenue therefrom, which latter increased nearly 3.8 per cent, over the previous licence-year to a
total of $381,443.   This is more than double the revenue for the year 1944-45.
The total number of licences issued (new and renewed) during the licence-year
under review was 24,244, as compared to 22,518 for the previous licence-year, 1948-49.
This represents an increase of 8 per cent. The increase during 1948-49 over 1947-48
was also 8 per cent., which indicates a steady, though not spectacular, growth in the
transportation industry.    The percentage increases  (and, in one case, decrease) were
aS IOllOWS I—• Number of Licences issued for
1949-50 expressed as a Percent-
of the Figures for 1948-49.
Class of Vehicle or Licence. Per Cent.
Buses   105.0
Taxis       97.9
Public freight-vehicles   107.3
Limited freight-vehicles  ,_  100.6
Private freight-vehicles   109.0
An increase of 5 per cent, in the number of buses (which does not includes buses
operated by the British Columbia Electric Railway Company which are regulated under
the " Public Utilities Act ") is noteworthy, as also is the increase of 9 per cent, in the
number of privately operated trucks, which include over 6,000 farmers' trucks. That
there was a slight reduction in the number of taxis licensed is not surprising, and may,
in part, be due to increased and improved bus services. In general, it is felt that the
figures show a satisfactory trend in highway transportation, which, to some extent,
may be taken as a measure of the general prosperity which this Province is enjoying.
There was an increase of $9,797.28 in the revenue from public freight-vehicle
licences and a decrease of $2,219 from limited freight-vehicle licences.
The number of " replacement" licences issued was again about the same as the
previous year. Licences transferred were 767, as compared with 698 for the previous
licence-year, or about 3 per cent, of the total licences issued. The majority (600) of
these transfers were with respect to public and limited vehicles, such transfers comprising 10 per cent, of all such licences, which is a surprisingly large figure.
It may be of interest to point out that, out of 24,244 licences issued (new and
renewed), 18,381 were with respect to privately operated trucks. The balance of 5,863
licences were with respect to transportation of freight or passengers for compensation.
A complete statement of licences issued, transferred, etc., and revenue therefrom
for the licence-year is contained in Appendix A.
5 K 6
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.
Number of
(New and
Passenger (buses) *	
* Includes sedan cars licensed as public passenger-vehicles.
The following is a comparative statement of revenue for the past six years, showing the various sources of revenue:—
Kind of Licence.
Passenger (buses)	
Passenger (taxis)	
Public and limited freight-
Private freight	
$183,691.26  |  $207,510.91  | $272,213.66
$333,104.04   [  $367,310.84   j   $381,443.14
* 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.*
Licence-year Licence-year
Month. 1948-49. 1949-50.
March   11,563 11,881
April   15,665 16,539
May  17,109 18,111
June  17,980 19,283
July   18,689 20,180
August    19,286 20,753
September   19,860 21,262
October  20,119 21,671
November  20,271 21,970
December   20,433 22,265
January   20,231 22,005
February    20,189 21,913
End of'licence-year  19,923 21,741
* Namely, the number of licences issued, less number of licences surrendered or expired. REPORT OP THE PUBLIC UTILITIES COMMISSION. K 7
The following tabulation shows the number of applications for new or additional
licences actually recorded, year by year, since the inception of the " Motor Carrier
A.Ct     '.  Number of Number of
Applications Applications
Licence-year. recorded. Licence-year. recorded.
1940-41  3,686 1945-46  4,075
1941-42  3,910 1946-47  5,921
1942-43 ___■  3,484 1947-48  6,812
1943-44  3,148 1948-49  6,897
1944-45  3,277 1949-50 _  7,261
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:—
Licences issued.*
Part V, " Highway Act "	
" Motor Carrier Act "	
* Including licences transferred and renewed, and including replacements and substitute plates.
The following is a summary of temporary permits issued during the year 1949-50:—
Class I permits (for temporary operation as private freight-
vehicle only)      651
Class II permits (for temporary operation as public or limited
vehicle for periods not exceeding sixty days)  3,504
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.)  3,608
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)      160
The winter of 1949-50 was one of the most severe experienced in many years.
At one time, and for several days, both trans-continental railways were out of service K 8 " MOTOR CARRIER ACT."
and the only ground connection between the Interior and the Coast of British Columbia
was via the Hope-Princeton Highway or via the United States. While it was possible
to keep the Hope-Princeton Highway open almost continuously, the Trans-Canada
Highway in the Chilliwack area was blocked for a few days.
The Fraser Canyon Highway, which had been temporarily closed during November
for the purpose of repairing Alexandra Bridge, became blocked by numerous slides
throughout its entire length; consequently, all traffic from Vancouver to northern
points in British Columbia was routed via the Hope-Princeton Highway, Merritt, and
Spences Bridge.
On reviewing the individual reports of Inspectors of Motor Carriers and the
various applications for licences and other matters dealt with during the licence-year,
certain definite trends in transportation in this Province are noticeable. They are
here summarized briefly, and some of these matters are dealt with in more detail
elsewhere in this Report:—
The cost of motor-vehicles and the cost of their operation has continued to increase
during the year 1949.
There has been an increase in long-distance movement of freight between the
Coast and the Interior of British Columbia, using heavy-duty trucks or tractors and
trailers, which movement is now practical as a result of the opening of the Hope-
Princeton Highway and the general improvement of other main highways throughout
the Interior.
As a result of the new regulations pursuant to the " Highway Act" respecting
permissible loads on vehicles, the general trend is toward the use of dual rear-axle
trucks or multiple-axle combinations of tractors and trailers in order to haul greater
loads per vehicle.
There has been an increase in the use of specialized equipment such as trailers
with insulated van bodies for transportation of perishables; tank-trucks and tank-
trailers for movement of petroleum products in bulk; low-bed semi-trailer equipment
for the transportation of heavy machinery, such as tractors, bulldozers, and power-
shovels ;  and, in one case, special equipment for transporting new automobiles.
The extensive programme of highway construction and reconstruction, the improvement and repair of dyking systems, the construction of hydro-electric and other
projects, and mining developments in the Kootenays have created a continued and
increased seasonal demand for dump-trucks, of which, however, there appears to be
no shortage.
There is a noticeable trend toward the specialized " driver salesman " type of
service in connection with operation of limited freight-vehicles under contract, wherein
the drivers are required not only to make deliveries for the shipper, but also to act
as salesmen, taking orders, collecting accounts receivable, and adjusting claims and
A marked increase is apparent in the transportation of fresh fruit and produce
from points in Southern United States to British Columbia and in the movement of
fish from British Columbia to Seattle and California.
From a transportation point of view, the lumber industry, contrary to expectations, did not apparently suffer the severe set-back that had been expected, although
a number of small mills did not continue in operation. It is presumed that the devaluation of the Canadian dollar assisted in retention of the United States export market.
There was a noticeable improvement in licensed passenger equipment, due to replacement of older buses and cars with new and modern equipment.
Regarding the Alaska Highway, there was a reduction in the amount of freight
shipped by rail to Dawson Creek for furtherance by truck from Dawson Creek to REPORT OF THE PUBLIC UTILITIES COMMISSION. K 9
Alaska, although there was an increase in the amount of freight shipped the entire
distance by truck from points in the United States to Alaska. The bulk of the freight
destined to Alaska is routed by water.
The number of applications for licences recorded in the Motor Carrier Branch
during the licence-year 1949-50 was 7,261—more than double the figures for 1944-45.
The completion and opening (early in November, 1949) of this highway has had
a major effect on highway transportation between the Lower Mainland points and the
Interior of the Province, particularly points in the Southern Okanagan. In addition
to the completion of the road between Hope and Princeton, the extension thereof
between Princeton and Penticton has also been brought up to the same standard.
The total distance from Vancouver to Penticton via this new route is 255 miles instead
of 367 miles via the Fraser Canyon route. The Public Works Department has made
arrangements for keeping the highway open during the winter months, for which
purpose a special camp has been opened near Allison Pass, with modern snow-remova]
machinery, and with equipment for removal of slides and other requisite maintenance.
Commencing about the year 1942, from time to time tentative applications were filed
by various companies and individuals to render scheduled public passenger and public
freight service over this route when available and open to traffic.
In anticipation of the said opening, it was decided to hold a hearing on all
outstanding applications, which hearing was held by the Superintendent of Motor
Carriers at Vancouver on Thursday, September 8th, 1949, when two applications for
public passenger service and ten applications for scheduled public freight service were
considered. The following applications were approved:—
Public passenger service:—
Western Canadian Greyhound Lines, Limited.—For permission to operate its
scheduled public passenger service between Vancouver and Interior points
via the Hope-Princeton Highway.
A.P. Stages, Limited.—For permission to render scheduled public passenger
service between Hope and Princeton, being an extension of service which
they were then authorized to render between Hope and a point 30 road-
miles east from Hope on the Hope-Princeton Highway.
Scheduled public freight service:—
Country Freight Lines (J. C. Fleming & Sons).— (Licensed to operate between
Vancouver and Kelowna via Merritt.) Permission granted to operate
via Hope-Princeton Highway, with restriction that no service be given
to Princeton.
Vancouver-Penticton Freight Lines (F. W. Munro and A. L. Jeroski).—
(Licensed to operate between Vancouver and Penticton via Merritt.)
Permission granted to operate over the Hope-Princeton Highway, with
restriction that no service be given to Princeton; subject, however, to
maintenance of daylight pick-up and delivery service via their Fraser
Canyon, Spences Bridge, and Merritt route.
James C. Vanderspek.— (Licensed to operate between Vancouver and Hope.)
Permission granted to extend this service to Princeton.
O.K. Valley Freight Lines, Limited.— (Operating between Penticton and
Princeton and between Osoyoos and Salmon Arm, serving all points in the
Okanagan Valley.) Approval granted to include service from Vancouver
to  Salmon  Arm and from  Vancouver to  Osoyoos  via  Hope-Princeton K  10 "MOTOR CARRIER ACT."
Highway and Penticton, with restriction that east-bound no freight shall
be set down until reaching Hedley and west-bound no freight picked up
after leaving Hedley.
The following applications for public freight service were refused:—
Scheduled public freight service:—
Hope Freight Lines, Limited.—For permission to extend their Vancouver-
Hope service to Princeton.
G. H. Cornish and G. I. Schisler, d/b/a Model Transfer.—Application for
licence to render scheduled public freight service between Vancouver and
Cawston via the Hope-Princeton Highway.
William B. Grant.—Application to render scheduled public freight service
from Vancouver to Penticton, Okanagan Falls, Oliver, and Osoyoos.
John I. Pitman.—Application to render scheduled public freight service
between Vancouver and Revelstoke via Princeton, Penticton, Vernon, and
Salmon Arm.
Western Freight Lines (A. J., T. A., and A. E. Muir, and A. B. Maclachlan).—
This application was for a Class II public freight-vehicle licence for
scheduled service between Vancouver and Revelstoke. The application
was subsequently withdrawn and an application for limited freight-
vehicle licence was later submitted by Western Freight Carriers for transportation of general wholesale freight for Trader's Service, Limited, and
for Trader's Freight Traffic, Limited, from Greater Vancouver and New
Westminster to Okanagan Valley points and Revelstoke, and vice versa,
which application was approved, subject to certain restrictions.
Non-scheduled service:—•
B.C. Tree Fruits, Limited.—This (tentative) application was for transportation of fresh fruit and vegetables from points in the Okanagan Valley for
delivery to Vancouver and New Westminster via the Hope-Princeton
Highway with return loads of packing materials and growers' supplies.
The application was very carefully considered:   on behalf of the applicant
it was claimed that the proposed service would amount to practically a
private freight-vehicle operation on the grounds that B.C. Tree Fruits,
Limited, is a company set up by the fruit-growers themselves and therefore the vehicle would be used to transport freight, the property of the
growers.   This argument did not appear to be substantiated by the facts,
and the application was refused.
At the hearing on September 8th, 1949, an application of A.P. Stages, Limited, for
alteration of Class III public freight-vehicle licence (now serving the Hope district)
to include service as far as Princeton was refused.
In making decisions on these applications, the Commission took into consideration :—
(a) Seniority of applications—namely, date on which tentative application
was made.
(b) Public necessity and convenience.
(c) Fitness and ability of the applicant to render and maintain adequate
(d) Desirability of restricting the number of operators over this route.
Subsequently, William B. Grant submitted a further application for a Class II
public freight-vehicle licence for scheduled service between Osoyoos and Vancouver,
with no local service between Vancouver and points west of Keremeos. This application was refused in January, 1950, subject to review at a later date.    The opening of REPORT OF THE PUBLIC UTILITIES COMMISSION. K 11
the Hope-Princeton Highway resulted in a number of applications being received for
licences to transport petroleum products in bulk, using chiefly tractors and trailers or
semi-trailers equipped with tanks, from Vancouver to points in the Interior, generally
under contract with one oil company only in each case. This movement had not been
practical over the Fraser Canyon route, which is restricted to vehicles having a length
not in excess of 30 feet. Points served by the various operators include Kamloops,
Vernon, Kelowna, Princeton, Penticton, Osoyoos, Lillooet, and Cariboo points as far
north as Prince George.
It may here be mentioned that, in so far as non-scheduled freight services are
concerned, a special carrier's licence is not necessary to use the Hope-Princeton Highway and that a person who has the right, under his licence, to transport freight, for
example, such as household goods, from a point on the Coast to a point in the Interior
of British Columbia, is at liberty to use either the Hope-Princeton Highway or the
Fraser Canyon route, whichever is the more suitable.
The transportation of fruit and vegetables is exempt from the provisions of the
United States Motor Carrier Act respecting interstate or international transportation,
and therefore a United States Interstate Commerce Commission licence is not required
for transportation of such commodities from points in the United States into British
Columbia. With the removal of the Canadian Government's restrictions with respect
to importation of these commodities, a very large movement of them in refrigerated
vans carrying up to 18 tons has developed. While a considerable amount of this fruit
and produce is transported by carriers licensed to operate in British Columbia (such
as Los Angeles-Seattle Motor Express, Inc.; Seattle-Vancouver, B.C., Motor Freight
(1946), Limited; and Capitol Fruit and Produce Company, Limited), the bulk of the
tonnage has been transported by various trucks owned by United States operators who
enter the Province under single-trip permits issued pursuant to section 18 of the
" Motor-vehicle Act," in which case a carrier's licence or permit under the " Motor
Carrier Act" is not required. The records show that during the period March 1st,
1949, to February 28th, 1950, a total of eighty-one unlicensed vehicles entered this
Province under permit for this purpose, transporting an estimated 1,200 tons of fresh
fruit and produce.
During the year many inquiries were received from various points in the United
States requesting information with respect to possibility of establishing a trucking
service from points in the United States through British Columbia to Alaska, making
it necessary to prepare a special bulletin giving the requested information, in which
it was explained that, at the present time, it is necessary to travel on highways in the
Province of Alberta in order to reach Dawson Creek, B.C. It was the exception to
receive any request for further information, and there is, so far, no record of any
application being received from persons who made these inquiries.
The following new scheduled public passenger-vehicle services were authorized and
commenced during the year:—
City of Courtenay.
New Westminster-Coquitlam Municipal Hall.
Squamish-Britannia Beach.
Hope-Princeton. K 12 " MOTOR CARRIER ACT."
Williams Lake-Horsefly.
Quesnel and vicinity (trial service, later discontinued).
Quesnel-Gardner's Mill.
Smithers-Houston  (extension of Smithers-Telkwa service).
City of Nelson (replacing street-railway system).
Revelstoke-Williamson's Lake (summer service).
The following new scheduled public freight-vehicle services were authorized and
commenced during the year:—
Vancouver-Okanagan Valley via Hope-Princeton Highway.
Vancouver-Nelson via Hope-Princeton Highway.
93-Mile House-Bridge Lake Store.
Williams Lake-Horsefly.
Kamloops-Lillooet via Marble Canyon.
Scheduled public freight service between Quesnel and Castle Rock, over the West
Fraser Road, was discontinued.
Consequent upon further expansion of passenger air transportation in the Province,
licences were granted or suitably altered to permit of passenger ground service to or
from airports, as follows:—
City of Kelowna:   Between Kelowna Airfield or seaplane base and the City of
Vernon:   Between the Okanagan Landing seaplane base or Vernon Airport
and the City of Vernon.
Prince Rupert:   Between Prince Rupert and Prince Rupert Airport.
Port  Alberni:    Between  Port Alberni  and  Cassidy  Airport  on  Vancouver
Island (pending possible future use of Somass Airfield at Alberni).
In Appendix D will be found a list of all air-line ground services now in effect for
this class of transportation, licensed under the " Motor Carrier Act."
There was a slight reduction in the total number of taxis licensed during the year.
It is believed that this may be due partly to the fact that many taxi operators having
fleets of cars are now equipping their vehicles with two-way radio equipment, which
results in greater efficiency of operation, eliminating much loss of time and unnecessary mileage.
There has been an apparent tendency on the part of shippers either to purchase
their own trucks or, conversely, to employ a contract carrier to undertake the distribution of their goods in place of employing public carriers, as a result of which the latter
class of carriers has complained that they are losing a considerable part of their
business. This situation is understood and recognized by the Commission, which has
given considerable thought to the matter when dealing with applications for limited
freight-vehicle licences.
In some of the cases which have arisen, it has been obvious that the proposed
application is based on a rate-cutting proposition, and it has been found that the rates
suggested in the proposed contract cannot be reasonably expected to give the carrier
a fair return on his operation.
In other cases, however, investigation has disclosed that the proposals were not
based on a question of rates but, rather, on the desire of the shipper to have at his
disposal a truck or trucks exclusively for his own use, either whole or part time. REPORT OF THE PUBLIC UTILITIES COMMISSION. K 13
Investigation in many cases has shown further that, if the application should be
refused, the shipper would purchase his own vehicles and operate them as private
Each such application has been dealt with on its merits, some being approved and
others refused. While fully sympathizing with the difficulties which licensed public
carriers may be experiencing, it is difficult to overlook the present trend whereby
shippers who have sufficient business desire the exclusive services of a truck or trucks,
and the Commission has not lost sight of the basic fact that the primary object of the
" Motor Carrier Act " is to ensure that the shipping public obtains convenient and
reliable transportation service of the kind it requires, at just and reasonable rates.
In many cases of this nature it is found that drivers of the trucks are required also
to act as salesmen, taking orders, adjusting complaints, and collecting payments for
the goods, acting, in fact, as if employed by the shipper rather than by the carrier.
During the year a comparatively large number of applications were received for
Class III public freight-vehicle licences to undertake what is termed " dump-truck
work," generally comprising transportation of earth, sand, gravel, rock, contractors'
equipment, and road-surfacing materials and supplies within certain defined districts
such as the Lower Fraser Valley. In the past it had been the general practice of
such operators to apply for special permits for particular jobs or else to obtain limited
freight-vehicle licences. Much of this work is seasonal or of short duration, and
dump-truck operators often change their jobs frequently. It therefore appeared
desirable that public freight-vehicle licences should be issued to bona-fide dump-truck
operators who engage in this type of work, thus avoiding the necessity of continually
issuing permits or altering limited freight-vehicle licences. In all, some 155 licences
of this nature were issued during the year.
The regulations pursuant to the " Motor Carrier Act" provide that the Commission may grant relief from the necessity of furnishing evidence as to proof of financial
responsibility with respect to a passenger-vehicle while used exclusively for transportation of industrial workers to and from their work. This exemption has been in
effect since approximately 1936 under Part V of the " Highway Act," and has been
continued under the " Motor Carrier Act."
The Commission gave consideration to the question of whether it was in the public
interest for this exemption to continue in effect. On inquiry it was found that 33
per cent, of the carriers so licensed were already suitably insured. It was felt that
workmen were entitled to the same protection as any other passenger using a public
service. It was found that in only a very few and specific cases are these workmen
covered under the " Workmen's Compensation Act" when travelling to and from
their work.
Accordingly, under date of May 26th, 1949, the Commission ordered that, effective
August 1st, 1949, the existing exemptions previously granted should expire, and the
necessary steps were taken by the Motor Carrier Branch to give effect to this ruling
by requiring all licensed carriers affected to file proof of financial responsibility. Very
little trouble was experienced in the matter, as the carriers themselves generally
appeared to consider that the requirement was a wise one. Two carriers were exempted on receipt of specific evidence that their operation was covered by the Workmen's
Compensation Board, and one carrier gave up his service entirely. K  14 "MOTOR CARRIER ACT."
Wood & Fraser Transport Company, Limited, who were licensed to give scheduled
public freight service between Vancouver and Prince George, renewed only two of
their licences at the commencement of the licence-year, which licences, however, they
surrendered on May 25th, 1949, having lost possession of the vehicles. Service was
suspended as from that date.
Early in June, 1949, application was received for reissue of the two licences
respecting two replacement trucks. In the meantime it had come to the attention of
the Commission that the company was in financial difficulties and that they owed a
considerable amount of money, including money from C.O.D. collections made by the
company on behalf of shippers. Accordingly, the reissuance of the licences was withheld pending satisfactory arrangements being made by the company for settlement of
all C.O.D. claims. The arrangements proposed did not appear satisfactory and,
accordingly, under date of July 8th, 1949, the Commission decided not to reissue
licences to Wood & Fraser Transport Company, Limited. As the company had no
assets and was faced with claims by creditors amounting to some $15,000, including
C.O.D. claims, the Commission did not consider that it was in the public interest to
licence the company under the " Motor Carrier Act." The decision of the Commission
was appealed to the Lieutenant-Governor in Council, and the appeal was scheduled to
be heard at Victoria on October 18th, 1949. At the hearing, counsel for the company
requested an adjournment, and no other submissions were made. The appeal was
subsequently withdraw^.
After a hearing an additional limited passenger-vehicle (taxi) licence was granted
to William C. Mainwaring, of Chemainus, who then held two similar licences. There
were two other licensed taxi operators at that point, each having one licence, and these
operators objected to the application at the hearing. After careful consideration and
investigation and examination of the figures of revenue of the applicant, the application was approved, and the licence was issued.
One of the objectors, C. S. Taylor, thereupon appealed the decision to the Lieutenant-Governor in Council, and the appeal was duly heard by the Lieutenant-Governor
in Council on June 28th, 1949.    The appeal was not allowed.
On March 8th, 1949, a transfer of the majority of the shares of capital stock of
Blue and White Transportation Company, Limited, to Vancouver Airline Limousines,
Limited, was consented to.
On May 14th, 1949, the Commission approved of the granting by The Corporation
of the City of Nelson to Interior Stages (Nelson), Limited, of a bus franchise for
operation of bus service within the corporate limits of the City of Nelson with a
proviso that, notwithstanding the inclusion in the franchise of terms of agreement
between the company and the city respecting equipment, maintenance, rates, or service,
the approval of the franchise would not restrict any powers of the Commission to
regulate such matters.
On May 26th, 1949, the Commission ordered that all exemptions from the financial
responsibility provisions of the regulations under the " Motor Carrier Act " which had
been granted under paragraph 1.2 of the regulations (regarding the filing of proof of
financial responsibility in connection with transportation of industrial workers) be
terminated on August 1st, 1949, and that no further exemptions be granted.
On June 29th, 1949, the Commission consented to an issue of shares which had
been made by Cec's U-Drive and Sightseeing Company, Limited, and a transfer of
shares of that company to C. & C. Transportation Company, Limited. A consent was
granted by the Commission on the same date to a transfer of the shares of C. & C.
Taxi Service, Limited, to C. & C. Transportation Company, Limited. REPORT OF THE PUBLIC UTILITIES COMMISSION. K 15
On July 7th, 1949, Supplement No. 5 to Charter and Sightseeing Passenger Tariff
No. 3 for Victoria and Vicinity was prescribed.
On October 11th, 1949, the Commission consented to a transfer of the shares of
Williams Van Lines, Limited, to Arrow Transfer Company, Limited.
On January 26th, 1950, approval was given to the assignment to Vancouver Island
Transportation Company, Limited, by Blue Line Transit, Limited, of the transportation franchise granted by By-law No. 624 of the City of Nanaimo, subject to certain
conditions, including the reservation by the Commission of all its regulatory powers.
On September 8th, 1949, the Commission authorized suspension of the limited
passenger-vehicle (taxi) licence held by Dominic J. Montesano respecting a vehicle
operated from a terminal point of Prince Rupert, as a city licence was no longer held
by him.    The licence was later cancelled, after a hearing.
By order of the Public Utilities Commission dated January 19th, 1950, the Class
III public freight-vehicle licence in the name of John Ure, of Kaleden, was suspended.
The licensee had failed to file an annual report as required by paragraph 12.4 of the
regulations pursuant to the " Motor Carrier Act."
A tentative application of City Cabs (Kamloops), Limited, for three limited
passenger-vehicle (taxi) licences to operate from terminal point of Kamloops was
approved early in June, 1949.
Subsequently, representations were made to the Public Utilities Commission on
behalf of certain other licensed Kamloops taxi operators, as a result of which the
Commission reheard the application at Victoria on July 18th, 1949. After consideration of the submissions made at the hearing, the Commission confirmed its previous
decision in the matter and the licences were duly issued.
The practice of hearings being held by the Superintendent of Motor Carriers at
Vancouver on the more important applications was continued, the hearings usually
being held on Tuesdays of each week, with occasional extra hearings on other days
when necessary.
. While the total number of applications (263) dealt with at these hearings was
less than during the previous year, when 339 applications were heard, the previously
reported increase in the number of persons who attended and made submissions, or
who were properly represented at such hearings, in a number of cases by legal counsel,
was maintained and, as a general rule, the information gained at these hearings was
of great benefit in arriving at decisions on the various applications that were heard.
The practice, established during the year 1948, of engaging a qualified reporter
for the purpose of making verbatim records of the proceedings at hearings was continued. These records have proved to be very beneficial in dealing with certain
applications. K  16 " MOTOR CARRIER ACT."
The following is a list showing the number of hearings held by the Superintendent
of Motor Carriers on various applications during the year:—
Number Total Number of
of Applications dealt
Month. Sittings. with at Hearings.
March  6 35    -
April   5 28
May  ii 5 26
June   4 28
July   4 18
August  5 23
September   6 35
October   5 21
November   5 15
December   3 9
January   3 15
February     3 10
Totals      54 263
The practice of publishing, each week, a list of all decisions of the Public Utilities
Commission respecting applications for public or limited licences and applications for
changes in tariffs was continued.
The situation in respect of proper publication, advertising, and filing of rates,
tariffs, and time schedules has continued to improve during the past year, and the
public has, consequently, shown increasing interest in the applications which have been
made by carriers for consent to changes in rates and services.
This improvement is gratifying and is undoubtedly due, in part, to the fact that
application forms have been prescribed and issued to carriers for their assistance in
preparing and publishing their applications in the manner required by the regulations.
Applications for consent to changes in passenger time schedules represented
chiefly normal seasonal fluctuations in traffic; however, there were isolated instances
where consent to a reduction in service was requested following an abnormal decline
of traffic.
The outstanding example of this latter type of application was that of Powell
River Stages, Limited, which company reported a substantial reduction (18.8 per cent.)
in passengers carried during the five-month period ended in July, 1949. In this case,
as in the others, the falling-off of traffic was attributed by the carrier to (a) the
diversion of passengers to private means of transportation, a trend which was not
entirely unexpected in view of the increasing production and supply of motor-vehicles
following conversion of the manufacturers' plants after the war, and (b) to a decrease
in the frequency of travel by individuals.
Changes in freight time schedules were also chiefly seasonal, though some reductions in over-all frequency of service were also recorded, principally as a result of
reduction in the demand for service on Saturdays, on which day many of the wholesale
houses, situated at distributing-points throughout the Province, are now closed.
Conversely, bus passenger-fare and motor-carrier freight-rate applications continued to represent requests for consent to the filing of increased charges to cover
increased costs of operation, the applicants stating that the chief increase in cost was
connected directly or indirectly with labour expenses. REPORT OF THE PUBLIC UTILITIES COMMISSION. K 17
The applicants also stated that other direct operating costs increased sharply
during 1949, tire costs having increased approximately 10 per cent.; cost of replacement parts approximately 13 per cent.; and new vehicles increased in price approximately 5 per cent., thus increasing depreciation expense. These items, however, represent only a small proportion of the total cost of operation as compared to the proportion
represented by labour cost, which, in most instances, amounts to between 40 and 60
per cent, of the total.
In the Lower Mainland area, where cartage companies are more highly organized
than elsewhere in the Province, and where agreements have been made with truck-
operators' unions, a further factor in increased over-all cost of operation during 1949
was stated to be the result of the granting by employers to their employees of three
statutory holidays with pay per year, resulting in a non-revenue-producing wage-cost
increase of roughly 41/_> cents per hour.
Another factor in increased wage costs which was not evident in 1948, but which
was represented in cost statements presented by carriers during 1949, was the factor
resulting from implementation of overtime-pay regulations which were prescribed in
September, 1948. Said regulations, issued pursuant to Minimum Wage Order No. 9,
require payment of overtime rates of pay, after specific periods of work, and, as carriers' tariffs do not generally provide for increased charges for their services when
overtime use of their equipment is incurred, the increased cost of operation was
reflected in the general increases in rates applied for.
The outstanding exception to the general tendency to increase rates is the new
tariff published by scheduled freight carriers operating services between Vancouver
and points in the Okanagan Valley. This new tariff, which was placed in effect after
the opening of the Hope-Princeton Highway, contains decreases in rates ranging from
0.7 to 4 per cent., such decreases being possible, notwithstanding increasing costs of
labour and other cost factors, due to the shortening of the distance travelled between
Hope and Princeton by approximately 100 miles.
Passenger Tariffs.
Powell River Stages, Limited.—Application for consent to filing of increased passenger fares. Approved, effective May 16th, 1949. Increases ranged from 10 to 20
per cent.
British Yukon Navigation Company, Limited.—Application for consent to filing of
20-per-cent. increase in fares applicable to Dawson Creek, B.C.-Whitehorse, Y.T., route,
during summer months only, was approved, effective June 1st, 1949.
Western Canadian Greyhound Lines, Limited.—Application for consent to the
filing of changes in fares, designed to increase revenue approximately 5 per cent.
Filing was approved, effective August 22nd, 1949.
Charles Morrow, of Langley Prairie.—Application for consent to filing of increased
fares applicable to local routes in the Municipality of Langley. Approved, effective
September 6th, 1949.
Vancouver Island Coach Lines, Limited.— (a) Application for consent to the filing
of 10-per-cent. increase in fares applicable to intercity routes. Approved, effective
September 15th, 1949.
(b) Application for consent to increase suburban-line fares. Approved, effective
October 23rd, 1949.    Increases ranged from 11 to 29.6 per cent.
Columbia Stages Lines, Limited, New—Application for consent to
increased fares applicable to suburban bus service between New Westminster and the
District of Coquitlam and Port Moody.    Approved, effective November 1st, 1949.
2 k 18 " motor carrier act."
Freight Tariffs.
Lower Mainland Scheduled Freight Carriers.—Application to file standardized
tariff applicable between Vancouver and all points in the Lower Fraser Valley, excepting Delta Municipality. (Increased rates ranging from 6 to 20 per cent.) Approved
March 25th, 1949.
Cascade Motor Freight (J. and C. Goodkey).—Application for consent to increased
motor-carrier freight rates applicable over the carrier's route between Penticton and
Nelson. Application for increase of 16 to 21 per cent, was refused, but increase of
approximately 10 per cent, was authorized.
Island Freight Service, Limited, and West Coast Freight, Limited.—Application to
increase motor-carrier freight rates applicable to transportation of general commodities over fixed routes on Vancouver Island was approved. Increases ranged from 7 to
10 per cent, on most articles, excepting milk and eggs.
Lindsay's Cartage and Storage, Limited.—Application for consent to increase of
19 per cent, in rates applicable between Prince Rupert and points along the Skeena
Highway to Terrace.    Approved August 1st, 1949.
Dawson Creek and Fort St. John Carriers.—Application for consent to increase
bulk grain-hauling rates in Dawson Creek and Fort St. John districts was approved.
Increases ranged from 1 to 2 cents per bushel.
Vancouver-Okanagan Scheduled Freight Carriers.—Application for consent to the
filing of a new tariff applicable between Vancouver and points in the Okanagan Valley
was approved, new tariff being placed in effect on opening of Hope-Princeton Highway.
New tariff contained decreases ranging from 0.7 to 4 per cent.
Neal Evans Transportation, Limited.—Application for consent to increase motor-
carrier freight rates applicable between Shalalth and Bridge River points and between
Vancouver and said points. Approved, effective December 18th, 1949. Increases
ranged from 1.7 to 25.3 per cent.
Competitive, Local and Joint Freight Tariff No. 1a. (Okanagan Freight Tariff).—
(a) Rates applicable to transportation of fruit and vegetables between packing-houses,
canneries, and processing plants were increased by 16 per cent, on June 1st, 1949.
Light-delivery service rates were also increased at the same time, the basic rate being
increased by 5 cents per mile.
(b) Special, short-term reductions in above fruit and vegetable rates were authorized to be effective until September 30th, 1949, for reshipment service.
Charter and Sightseeing Passenger Tariff No. 3.—Issuance of Supplement No. 5
to Charter and Sightseeing Passenger Tariff No. 3 was authorized by order dated
July 7th, 1949. Supplement No. 5 prescribed additional rules concerning charter trips
for vehicles having carrying capacity exceeding seven passengers, and increased rates
for such vehicles.
No changes in rates published in the prescribed Cariboo motor freight tariff
(Competitive, Local and Joint Freight Tariff No. 3) were authorized. REPORT OF THE PUBLIC UTILITIES COMMISSION. K 19
1948-49 AND 1949-50.
1948-49. 1949-50.
Passenger time schedules  336 248
Freight time schedules     58 62
Freight and passenger time schedules      2 6
  396            316
Passenger and express tariffs      3 2
Local express tariffs    21 15
Public passenger tariffs     28 33
Charter passenger tariffs  257 179
Limited passenger tariffs     18 25
Excursion tariffs       3 3
Class I public freight tariffs     17 17
Class II public freight tariffs     56 34
Class III public freight tariffs  321 411
Special commodity tariffs     30 27
Limited freight tariffs      '8 6
Baggage tariffs       2 	
  764              752
Contracts    644 583
Supplements to passenger tariffs     44 61
Supplements to freight tariffs     60 94
Revisions to tariffs  149 439
  253              594
Total filings   2,057 2,245
Although it was reported last year that consideration of the returns received
indicated improvement in the accounting methods used in the motor-carrier industry
in British Columbia as a whole, it appears that during the year under review little
further improvement has been made by carriers generally, though the number of
returns which have been received reflects increased interest on the part of the carriers
in completing their reports in the prescribed manner.
A system which has been set up to assist carriers in making their returns promptly
includes the use of a filing system based on the fiscal year of the carriers concerned,
the sending-out of " reminder " letters advising carriers that their reports are due,
and personal visits to the carriers by our Inspectors after three " reminder " letters
have failed to produce results.
In almost every instance where " reminder " letters did not secure results, the
personal visit of an Inspector brought about the necessary filing.
It is apparent that there are still a great many carriers who do not have the technical knowledge that is required to make completely satisfactory returns, notwithstanding
the assistance which is available to them. Filing of incomplete returns had been
accepted wherever it appeared that the best possible report has been obtained, a reasonable tolerance being allowed, respecting completion of some sections of the report,
having regard for the type of work performed by the carrier, his yearly volume of
motor-carrier business, and the local conditions existing in the area he serves.
Although, as stated above, complete information has not been given in some
instances, very useful information has been available in most reports, for example:— K 20
(a) In some cases the need for rate increases has been indicated.
(b) In others the need for reclassification or alteration of licences has been
(c) Evidence has been available as to the necessity for the granting of additional licences to some operators.
(d) Cases where persons holding freight-vehicle licences were giving practically no service were noted and dealt with.
Reference to the summary of progress, hereunder, shows an improvement in the
filing of reports for the period of the three years during which filing of motor-carrier
reports has been required, and though it is notable that there are still carriers who
have not submitted any return for 1949, there has been some improvement in the situation, and it is hoped that by continued effort this improvement may be sustained.
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
For the Year
Per Cent.
Per Cent.
80.8 "
Per Cent.
Note.—Total filings due 1946-47, 2,156 ;   1947-48, 2,146 ;   1948-49, 2,360.
Certain minor amendments were made consequent upon amendments to the
" Motor-vehicle Act," and clauses (o) and (p) of paragraph 1.1, " Total Exemptions,"
were amended for the sake of clarification.
Paragraph 6.07 of the regulations, respecting " local service of persons engaged in
international or intsrprovincial transportation," was deleted. This paragraph provided that a person so engaged was not permitted to operate a vehicle for interprovin-
cial transportation unless the conditions of licence held by him permitted him to engage
in both classes of transportation. This amendment was deemed advisable, having particular regard to the fact that the " Motor Carrier Act " does not give the Commission
jurisdiction over operations in the adjacent territories of Alberta, Yukon Territory, or
the United States.
The " Motor Carrier Act" and regulations were reprinted with all amendments to
date of November 1st, 1949, in accordance with the Commission's policy of making
available to all concerned up-to-date copies of the " Motor Carrier Act " and the
regulations thereunder.
In the Commission's Ninth Annual Report reference was made to amendments
which had been made pursuant to the " Highway Act " respecting the maximum allowable gross weights and dimensions of vehicles. During the licence-year under review
it was found that, in general, carriers making application for licences had become
acquainted with these new regulations, and very little trouble was experienced in so far
as licensing under the " Motor Carrier Act " was concerned with regard to assessing REPORT OF THE  PUBLIC UTILITIES COMMISSION. K 21
maximum allowable carrying capacities for various types and  sizes of trucks and
trailers, based on the regulations referred to.
A certain trend was noticed in that carriers, when purchasing new equipment, are
checking very carefully as to the maximum loads that will be permitted under the regulations pursuant to the " Highway Act," and are selecting their equipment accordingly.
It was noted, however, that the regulations pursuant to the " Highway Act " do
not take into account the physical ability of vehicles to carry any particular load,
having regard to design of chassis and steering and to braking ability of the vehicle.
It is usual for manufacturers of trucks to assess what is termed a " nominal tonnage
rating " as well as, in most cases, a " maximum gross vehicle weight " for the various
models of trucks which they manufacture. Investigation disclosed that the " nominal
tonnage rating " (if published) is far from bearing a close relationship to the actual
safe carrying capacity of the vehicle; also that the " maximum gross vehicle weight"
is set by the manufacturer at an amount somewhat below the safe operating figure.
A survey disclosed that the usual practice amongst reliable operators is to operate
their vehicles carrying loads up to approximately two and one-half times the manufacturer's " nominal tonnage rating "—that is, on a 2-ton rated capacity truck to carry
up to 5 tons—also to exceed the " gross vehicle weight rating " by approximately 33 per
cent. After full inquiry, the Commission made the following ruling with regard to
assessing maximum carrying capacities for trucks to be licensed under the " Motor
Carrier Act," subject to special consideration of any cases where special circumstances
(1) Gross weight must not exceed what is permitted under the Highway
(2) Gross weight must not exceed one and one-third times the manufacturer's
" gross vehicle weight."
(3) Pay-load must not exceed two and one-half times the manufacturer's
" nominal tonnage rating," where published.
Information received from time to time from the Commissioner of British Columbia Police shows that 379 persons were prosecuted and convicted for offences against
the " Motor Carrier Act " and (or) the regulations thereunder during the year.
In general, the enforcement situation has greatly improved during the year.
Inspections of passenger-vehicle equipment were carried out by qualified Inspectors
of Motor Carriers during the year. Defects noted included the following: Brakes,
278 vehicles;   steering, 401 vehicles;   miscellaneous, 1,134 vehicles.
In no case of accidents reported was it found that the cause could have been
attributed to mechanical failure.
The above inspection figures are exclusive of vehicles operated by the British
Columbia Electric Railway Company, Limited, which are regulated under the " Public
Utilities Act," and do not include vehicles which are operated exclusively as school
buses, which are regulated under the " Motor-vehicle Act." It is considered that
regular mechanical inspections of passenger-vehicle equipment is a matter of great
importance, particularly with respect to vehicles operated in rural areas on gravel
roads, where the deterioration of equipment is more rapid, requiring more frequent
servicing and inspection. There is perhaps a temptation on the part of an operator
to offset any downward trend in revenue by reducing maintenance costs, and regular
inspection assists in detecting such a condition. K 22 " MOTOR CARRIER ACT."
The Royal Commission on Transportation held hearings at Victoria on June 22nd
and 23rd, 1949, at which time the Chairman of the Public Utilities Commission, the
Superintendent of Motor Carriers, and the Examiner of Motor Carrier Rates gave
evidence outlining the provisions of the " Motor Carrier Act" and of the regulations
thereunder, as well as details of the administration thereof.
The 1949 conference was held at Winnipeg on September 29th and 30th, 1949,
and was attended by the Chairman, Public Utilities Commission (Dr. W. A. Car-
rothers), memher of the Commission (D. K. Penfold), and by the Superintendent of
Motor Carriers (William Brown). The matter of applications by carriers for increases
and decreases of rates was discussed, the general opinion being that such applications
should be dealt with on their individual merits, bearing in mind particularly the
economic status of the applicant.
The principle of dealing with applications for licences received some discussion,
and it was found that Manitoba, Saskatchewan, and British Columbia are generally
similar in their procedure in that investigations are made and public hearings held.
It was found that the filing of annual reports by motor carriers has proven to be
very useful in both Manitoba and British Columbia, and while Saskatchewan had no
such system of filings in force, they felt that the procedure was an excellent one, while
the Province of Alberta had nothing on record regarding the financial status of their
The matter of carrying capacities on trucks received a good deal of discussion and
the present regulations of British Columbia were explained, and the conference felt,
in general, that the efforts made by the various Provincial Governments to protect their
roads from abuse were necessary and, further, that owing to changes in methods of
building roads and also in the type of equipment being used, the matter should be
continued to be watched and studied.
Other matters that received discussion were insurance, the bonding of carriers
who carry C.O.D. shipments, violations by carriers of the respective Motor Carrier or
Highway Acts, and reciprocal arrangements existing, or that might be advisable,
between the various Provinces.
It was felt by all present that this yearly interchange of ideas and the discussion
of current problems between the authoritative bodies of the four Provinces is most
Minutes of the proceedings were recorded in some detail and are in possession of
the attendant Provinces.
The annual conference of Inspectors of Motor Carriers was held at Vancouver
during the week of January 9th to 14th, 1950, at which time many matters respecting
the administration of the " Motor Carrier Act" were discussed, with satisfactory*
results. It is felt that these conferences are of great value, as they enable the
Inspectors to discuss their problems with Inspectors from other districts and with the
senior members of the Vancouver office staff. REPORT OF THE PUBLIC UTILITIES COMMISSION. K 23
At each point named an office is maintained, with a clerk-stenographer who looks
after the office when the Inspector is absent on duty: Victoria, Nanaimo, Vancouver
(two Inspectors and one Mechanical Inspector), Kamloops (one Inspector and one
assistant), Kelowna (one Inspector and one assistant), Nelson, Cranbrook, Prince
George, and Dawson Creek.
F. Black, Inspector of Motor Carriers at Vancouver, tendered his resignation,
effective December 15th, 1949, for the purpose of entering into private business, thus
terminating some twenty years' continuous service with the Provincial Government,
throughout which time he faithfully and satisfactorily carried out his duties.
R. D. Allen was appointed to fill this vacancy and is at present undergoing training
at Vancouver.
The Superintendent of Motor Carriers made inspection trips to various districts,
including the Cariboo and Prince George, Kamloops, the Okanagan Valley, Nelson, and
Cranbrook, and accompanied Inspectors of Motor Carriers on trips through the areas
under their jurisdiction. The Deputy Superintendent travelled through the Prince
George-Prince Rupert area with the Prince George Inspector, and also visited the
Okanagan Valley. The Assistant Superintendent visited the Okanagan and Nelson
districts and Vancouver Island. The Examiner of Motor Carrier Rates visited the
Peace River District.
It is considered that inspection trips of this nature are necessary and are beneficial, not only to the official who makes the trip and who thereby is enabled to gain
first-hand knowledge of conditions in the area, but also to the Inspectors in the field
who thus have an opportunity of discussing their problems.
These are contained in Appendix B.
A list showing the names of operators of scheduled public passenger-vehicle
services and public freight-vehicle services respectively, as at March 1st, 1950, 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 D.
Public Freight and Passenger Service via-Hope-Princeton Highway.—A number of
applications were received for service under this heading, and are outlined in a separate
section of this Report.
International Transportation of Fruit, Vegetables, and Frozen Fish.—Application
of Capitol Fruit and Produce Company, Limited, for two limited freight-vehicle
licences respecting two tractors and semi-trailer vans equipped with mechanical refrigeration units, with a carrying capacity of 16 tons each, was approved for transportation of frozen fish for B.C. Packers, Limited, from Steveston and  (or)  Vancouver K 24 "MOTOR CARRIER ACT."
to the International Boundary at Pacific Highway, and for transportation of fresh
fruit and vegetables for Weinstein, Limited, from the International Boundary at
Pacific Highway delivered to Vancouver. The fish is delivered to California, and the
fruit and produce are loaded in California. The equipment is of the most modern type
obtainable. While the application was opposed at the hearing by the Seattle-Vancouver,
B.C., Motor Freight (1946), Limited, and Los Angeles-Seattle Motor Express, Inc., it
appeared, after consideration of the evidence, that a specialized service was necessary
and warranted, it having been shown that the fish, loaded and leaving Vancouver on
Saturday morning, could be transported to Los Angeles within forty-eight hours, and
thus be available for the market on Monday mornings. At a later date this licensee
applied for reclassification of the licences as Class III public freight-vehicle licences to
include transportation of fresh fruit and vegetables for any individual or company
instead of for Weinstein, Limited, only, and application was also made for an additional (third) licence.   These applications were also approved.
A tentative application of George F. Hiscox, of Seattle, Wash., for two Class III
public freight-vehicle licences respecting tractors and trailers or semi-trailers, for
transportation of fresh fruit and vegetables (ex United States) from International
Boundary at Blaine delivered to Vancouver, was approved. However, only one licence
was taken up.
Public Passenger Service, Greater Victoria Area.—Vancouver Island Transportation Company, Limited, withdrew from the field of local bus service in the Greater
Victoria area, effective January 29th, 1950, and this service is now entirely rendered
by the British Columbia Electric Railway Company, Limited, regulated under the
" Public Utilities Act."
Nanaimo and Vicinity Bus Service.—Subsequent to the purchase by British Columbia Electric Railway Company, Limited, of Nanaimo bus operation of the Blue Line
Transit, Limited, certain changes in established routing were made during the month
of December, 1948, on the understanding that these changes were to be on a trial basis
for a period of sixty days. At the end of that period an application was made for
further revision of routes, particularly with regard to the Fairview route, which it was
proposed to combine with the Departure Bay route, the company claiming that the
revenue from present Route No. 2b was not sufficient to warrant the continuation of
service. Proposed changes having been advertised, a large number of objections were
filed, on investigation of which it transpired that the majority of the objectors lived in
the area then served by Route No. 2b who did not realize that, under the proposed
changes, they would be served by the Departure Bay buses, which were rerouted for
this purpose. It was, however, also claimed by the objectors that owing to the extremely
adverse weather conditions during January and February, when the trial service was in
effect, it had not been given a fair chance. Accordingly, the company continued the
service for another month. Records of traffic showed that the patronage on Route No.
2b was still insufficient to pay operating expenses, and, after careful consideration of
the matter, the application for change in routing was approved.
Effective January 29th, 1950, the Vancouver Island Transportation Company,
Limited, took over the Nanaimo and vicinity bus service from the Blue Line Transit,
Air-line Limousine Service between Port Alberni and Cassidy Airport, Vancouver
Island.—The Alberni Valley Transit, Limited, of Port Alberni, which held licences to
undertake public passenger service in the Port Alberni and Alberni area, made application for a limited passenger-vehicle licence to render air-line limousine service for
Queen Charlotte Airlines, Limited, between Port Alberni and Cassidy Airport, which
is south of Nanaimo, via Qualicum and Parksville, pending the opening at some future
date of an airport at Port Alberni.    At the time the application was made, persons REPORT OF THE PUBLIC UTILITIES COMMISSION. K 25
wishing to reach Port Alberni from Vancouver by air could only fly as far as Cassidy,
at which point they would either have to hire a taxi or travel by the regular bus of the
Vancouver Island Transportation Company, Limited. The latter company opposed the
application on the grounds that it was supplying a public passenger service between
the points and via the route in question. It offered to make certain adjustments in
its time schedules for the convenience of air-line passengers wishing to travel to Port
Alberni and claimed that public necessity did not require the service. It further
claimed that, owing to the distance, the proposed service could not properly be considered as air-line limousine service in the accepted sense but was, rather, a land
projection of an air-line service. At a later date, however, the Vancouver Island Transportation Company, Limited, offered to render exclusive air-line service to meet requirements of the Queen Charlotte Airlines, Limited. It being apparent that public convenience required the service, it was then a question as to which company should be
allowed to render it. After very careful consideration and examination of the whole
matter, the Commission approved the application of Alberni Valley Transit, Limited,
for service to commence June 1st, 1949.
Public Passenger-vehicle Service, Courtenay and District. — Vancouver Island
Transportation Company, Limited, surrendered its privileges respecting public
passenger-vehicle service between Courtenay and Comox, between Courtenay and Kye
Bay, and between Courtenay and Forbidden Plateau in favour of Watson & Ash
Transportation Company, Limited, of Royston, whose application for public passenger-
vehicle licence, for service over these routes, was approved.
Public Freight Service between Courtenay and Kelsey Bay, V.I.—An application
from A. H. Crawford and G. C. Ricketts, of Nanaimo, for permission to render public
freight service between Courtenay and Kelsey Bay on Vancouver Island was refused,
as also was an application made by Howard F. Bull for Class III public freight-vehicle
licence to operate between Courtenay and Kelsey Bay. At the same time an application
of Vancouver Island Transportation Company, Limited, for Class I public freight-
vehicle licence to permit of transportation of general freight from Courtenay to Kelsey
Bay was approved, and an application of James Wilcock for transfer from Gordon Q.
Rice, d/b/a Courtenay-Kelsey Bay Freight Service, of a Class II public freight-vehicle
licence for scheduled service between Courtenay and Kelsey Bay was approved. During
December, 1949, the licence held by James Wilcock was transferred to Mount Khusan
Trucking and Courtenay-Kelsey Bay Freight Service.
Public Passenger-vehicle Service, Saltspring Island.—Vancouver Island Transportation Company, Limited, surrendered its public passenger-vehicle privileges with
respect to the Fulford Harbour-Ganges route on Saltspring Island in favour of a new
applicant, E. G. J. Brenton, of Fulford Harbour, who is now licensed to provide this
Red Ball, Limited.—The transfer from B.C. Motor Transportation, Limited, of
thirteen public freight-vehicle licences (operated under the name of Consolidated Truck
Lines) to Red Ball, Limited, was approved. These licences include scheduled service
between Vancouver and New Westminster, between Vancouver and Mission and Dewd-
ney, and between Vancouver, Chilliwack, and Rosedale, with non-scheduled privileges.
Vancouver Tours and Transit, Limited.—This company engages in the sightseeing
business in Vancouver, having commenced service early in the year 1949. An application was received from this company for two limited passenger-vehicle licences respecting two buses for general charter trips originating in Vancouver. The application was
refused. At a later date an amended application was received and approved for charter
trips restricted to business offered to the applicant by American Sightseeing Association, Inc., or by members of the said association. Local charter service is not
permitted under the licences. K 26 " MOTOR CARRIER ACT."
Public Freight Service, Vancouver-North Vancouver.—Crosstown Carriers holds
public freight-vehicle licences for operation of a fast delivery service between Vancouver and North Vancouver and between Vancouver and West Vancouver, operating
motor-cycles. Its application to replace one of the motor-cycles with a pick-up truck
was refused, having regard to objections which were filed by public carriers already
providing service between these points and having regard to the conditions which were
laid down at the time when the original licences were granted to the effect that approval
of the original application was exclusively for motor-cycles only.
Bus Service, White Rock and Vicinity.—This operation is essentially a local service
for convenience of residents in the vicinity of White Rock. The licence was transferred
to Ruth Ann Taylor, and, effective January 16th, 1950, the routes were revised with
a view to improving the service.
Public Passenger Service, New Westminster-Coquitlam.—Columbia Stage Lines,
Limited, of New Westminster, was granted permission to give public passenger service
over a new route between New Westminster and Coquitlam Municipal Hall. This
route was inaugurated with a view to relieving overcrowding of buses which operate
on the present routes between New Westminster and Dawes Hill; also to provide
a convenient means of transportation for the residents of the area to and from the
Municipal Hall and shopping centre at Maillardville.
Public Freight and Passenger Service between Squamish and Britannia Beach.—
The completion, in August, 1949, of the road between Squamish and Britannia Beach
resulted in the filing of several applications for licences to operate passenger and
freight service between Squamish and Britannia Beach. Application of Squamish
Stages, Limited, for alteration of licences to include scheduled public passenger service
between these two points and also taxi service at Britannia Beach was approved, this
company having made tentative application some time previously for such authority.
Similarly, the application of W. E. and S. R. Bishop (Squamish Transfer Service) to
render scheduled public freight service between Squamish and Britannia Beach
pursuant to a previous tentative application was also approved. All other applications
were refused.
Atkins Stage Lines, Limited, Chilliwack.—This company's main operation is from
Harrison Hot Springs to Cultus Lake via Agassiz and Chilliwack, but included in its
licences were two other routes—namely, from Chilliwack to Huntingdon via the old
Trans-Provincial Highway, and a local route known as Chilliwack-Atchelitz-Sumas.
It having come to the attention of the Commission that this service, previously
suspended in December, 1947, had not been reinstated, the licences of Atkins Stage
Lines, Limited, were amended by deleting therefrom authority to operate over the
routes in question on the grounds that no service was being given over these routes.
Transportation of Bread from Vancouver to Interior Points.—As a result of the
opening of the Hope-Princeton Highway, a tentative application was received from
Triangle Transport Company (licensed for scheduled service between Vancouver and
Lillooet and between Kamloops and Lillooet) for two limited freight-vehicle licences
for transportation of bread for Canadian Bakeries, Limited, from Vancouver delivered
to warehouses at Mission, at Chilliwack, at Princeton, and at Penticton. The application was opposed by carriers already engaged in the transportation of bread for this
company from Vancouver to Chilliwack and to Mission respectively, and it was shown
that the granting of the licences applied for by Triangle Transport Company would
have an adverse effect on these existing transport services, and that the bread had been
moved in the past to Princeton and to Penticton by rail. It was not considered by the
Commission that the applicant had proved that the issuance of the licences would be
in the public interest, having regard to all the circumstances, and the application was
Scheduled Public Freight Service between Vancouver and Nelson.—Application of
Douglas Kirkpatrick, of Burnaby, to undertake transportation of general freight
between Vancouver and Nelson was refused. At the time of the application no such
licence was in effect either for scheduled or non-scheduled service. A service was in
effect prior to and during the early days of the war, but it was discontinued, and an
application after the war to reinstate the service had been refused. Owing to difficulties
incurred during the winter in crossing the Cascade Summit between Grand Forks and
Rossland, this is a service which has proven difficult to maintain, and in this case the
applicant did not satisfy the Commission that he was fit and able to give service
necessary to meet the needs of the public.
At a later date, subsequent to the opening of the Hope-Princeton Highway, the
application of J. and C. Goodkey, d/b/a Cascade Motor Freight, Penticton, for public
freight-vehicle licences to render the above service, via the Hope-Princeton Highway,
subject to certain restrictions, was approved. These partners have been licensed for
several years to render scheduled service between Penticton and Nelson. The new
service is restricted to the effect that east-bound no freight may be delivered until
after passing Osoyoos and west-bound no freight picked up after passing that point,
so that the present operators, now giving service between Vancouver and Penticton, are
not directly affected by the new service. In granting licences to J. and C. Goodkey,
cognizance was taken of the fact that they were established and were giving satisfactory
service between Penticton and Nelson, are experienced operators, and have the
necessary equipment.
Applications respecting Scheduled Public Freight Service on the Cariboo Road
between Vancouver and Prince George.—Chiefly as a result of cessation of service by
Wood & Fraser Transport Company, Limited, various applications were received for
licences to render similar service, either in whole or in part, including the following:—
Name of Applicant. Details of Application.
Neal Evans Transportation (Tentative) Scheduled service between
Co., Ltd. Vancouver and Prince George.
Cariboo Fast Freight (Tentative)  Scheduled service between
Vancouver and Prince George.
Claude Huston Extension of present Vancouver-
Williams Lake service northerly to
Lee's Transport, Ltd Alteration of their public freight-vehicle
licences with respect to service now
rendered between Vancouver and
Prince George for permission to serve
points south of Prince George, including Clinton, Williams Lake, and
No action was taken on these applications until the month of January, 1950, at
which time all such outstanding applications were refused by the Public Utilities
Commission in order to leave the way open for new applications to be submitted, to
be dealt with on the basis of proven necessity as it existed at that date. Only one new
application was received—namely, from Lee's Transport Company, Limited, then
operating service from Vancouver to Prince George and Fort St. James, restricted to
no service being given to points south of Prince George. The application was for
permission, north-bound, to deliver freight at Soda Creek and intermediate points
north as far as and including Prince George and, south-bound, permission to pick up
freight at points between Prince George and Soda Creek for delivery to Vancouver and
New Westminster only. As the granting of this application appeared to be in the
public interest, it was approved. K 28 " MOTOR CARRIER ACT."
Quesnel—Castle Rock Freight Service.—Approval was given to the application of
Cariboo Transportation Company, Limited, to withdraw its scheduled public freight-
vehicle service between Quesnel and Castle Rock via the West Fraser Highway on
account of insufficient patronage.
Scheduled Public Freight-vehicle Service between Quesnel and Williams Lake.—
Messrs. Lowden and Lindley, d/b/a Vet's Transport, were and are the holders of a
public freight-vehicle licence to render this service. Previous applications from
Cariboo Transportation Company, Limited, and from J. A. and R. W. Wade to render
similar service had been refused earlier during the year. During the month of
November a tentative application from W. H. Robb and a further application from
Cariboo Transportation Company, Limited (being its third application), were received.
Investigations disclosed that the existing service was not entirely adequate, and,
accordingly, the application of Cariboo Transportation Company, Limited, was approved
and the tentative application of W. H. Robb was refused. Shortly after being advised
that its application had been approved, Cariboo Transportation Company, Limited,
withdrew its application. J. A. and R. W. Wade then made application to render this
service, and as theirs was the next senior application, it was approved.
Public Passenger Service between Vanderhoof and Prince George.—This service,
previously carried out by H. W. Smith, d/b/a Canadian Trailway Stages, was taken
over by Messrs. Engelson and Borsuk. The licences were later transferred to Mr.
Borsuk, who was given permission at a later date to operate an additional public
passenger-vehicle route between Vanderhoof and Stony Creek.
Public Freight-vehicle Service between Prince Rupert and Port Edward.—By
reason of the construction on Watson Island near Port Edward, approximately 12 miles
from Prince Rupert, of a large cellulose-manufacturing plant, applications were received
from Wells Cartage, Limited, Vancouver, and from Lindsay's Cartage and Storage,
Prince Rupert, for permission to render a scheduled service between the above-named
points. The application of Wells Cartage, Limited, was for four licences, being a
reclassification of four Class III public freight-vehicle licences held by it, which licences
were restricted for hauling commodities in connection with the fish-packing industry
only. Lindsay's Cartage and Storage application was for one licence only, and its
application was approved, it being considered that one licence was sufficient -at the
time. Regard was given to the fact that Lindsay's Cartage and Storage is a Prince
Rupert firm established there for several years, whereas Wells Cartage, Limited, is
a Vancouver firm which only commenced operation at Prince Rupert in recent years,
and the application of the latter company was refused.
Transportation of Industrial Workers between Prince Rupert and the Columbia
Cellulose Plant, Watson Island.—A large cellulose plant is being constructed on Watson
Island, approximately 12 miles south of Prince Rupert. It is on private property, the
entrance to which is on the main road between Prince Rupert and Port Edward. Public
passenger service between Prince Rupert and Port Edward is supplied by Kaien Island
Stages, Limited. Watson Island Stages, Limited, held licences restricted to transportation of industrial workers only, to and from their work, between Prince Rupert and
Watson Island. Some of these workers live in bunk-houses on Watson Island, and
therefore the last-mentioned company applied for alteration of one licence to permit of
transporting these workmen from the Island to Prince Rupert, and vice versa, when
off duty, charging individual fares. The application was opposed by Kaien Island
Stages, Limited, and a hearing was held, at which Kaien Island Stages, Limited,
claimed that it was capable of transporting such passengers. A thorough investigation
was made of the whole matter, and it appeared to be in the public interest, having
regard to the number of workmen employed, to grant the application of Watson Island
Stages, Limited, and the application was therefore approved. Early in the licence-year
1950 Watson Island Stages, Limited, withdrew its entire service. MR
Alaska Highway.—An application from North American Trucking and Distributing Company, Limited, for nine Class III public freight-vehicle licences was approved
for transportation of general freight (charter trips) from Dawson Creek delivered to
any point in Licence District No. 21, and vice versa, which includes that portion of the
Alaska Highway within the said licence district. The existing non-scheduled privileges
of seven Class I public freight-vehicle licences held by this company were also altered
in a similar manner. Concurrently, applications from twelve individuals for Class III
public freight-vehicle licences or additional licences to undertake transportation of
freight from Dawson Creek to any point in Licence District No. 21 and to points on the
Alaska Highway were refused.
Alaska Freight Lines, Inc.—This company was the holder of Class III public
freight-vehicle licences authorizing the transportation of freight from Dawson Creek
to the northern boundary of British Columbia for furtherance to Alaska, comprising
freight'which the Alaska Freight Lines, Inc., had consigned to itself by rail to rail-head
at Dawson Creek. On application, its licences were amended to include transportation
of such freight which had been consigned (by other shippers) to or in care of Alaska
Freight Lines, Inc., by rail from a point in the United States to rail-head at Dawson
Creek, thus giving this company the privilege of transporting, from Dawson Creek in
transit through British Columbia to points north of the British Columbia-Yukon
Boundary, freight which the licensee had originated in the United States.
Scheduled Public Freight Service betiveen Lillooet and Kamloops.—An amended
application from Triangle Transport (Chase & LaRocque) for a licence as above was
approved, subject to restriction that no local service be given on that portion of the
route between Ashcroft and Carquile, as this portion of the route is already served
by a licensed operator.
Transportation of Bread from Kamloops to the Okanagan.—During the month of
February, 1950, approval was given to an application of Merritt Fast Freight, of
Kamloops, for a limited freight-vehicle licence respecting a van-truck for transportation
of bakery products for Canadian Bakeries, Limited, from Kamloops delivered to Vernon,
Kelowna, and Penticton, and intermediate points. This application was the result of
a decision of the Canadian Bakeries, Limited, to increase the output of its Kamloops
bakery for the purpose of supplying the Okanagan from Kamloops instead of from
Vancouver as previously. It is understood that service by rail from Vancouver was
subject to interruption during the winter as a result of railways being blocked by
slides or washouts.
Freight and Express Service to Canoe (near Salmon Arm).—The community of
Canoe is so situated that it is not served by any regular scheduled public carrier.
Accordingly, the Commission granted an application of O.K. Valley Freight Lines,
Limited, operating scheduled public freight service from Osoyoos to Salmon Arm, for
authority to include Canoe as a delivery and pick-up point, as and when public necessity
requires. Similarly, the Vernon-Salmon Arm Express (Lamarche & Saunders), which
operates between Vernon and Salmon Arm, was authorized to give express service to
Canoe on request.
Public Passenger Service between Salmon Arm and Canoe.—During the month of
February, 1950, John R. Ellis, of Salmon Arm, applied for permission to discontinue
scheduled public passenger service between Salmon Arm and Canoe, and an application
was received from Carvel L. Preston, of Salmon Arm, for permission to undertake this
service.   These applications were approved.
Air-line Limousine Service, Vernon.—An application of National Service Station,
Limited, taxi operators at Vernon, for alteration of licence to include air-line limousine
service between Vernon City and Vernon Airport, charging individual fares, was
approved. K  30 " MOTOR CARRIER ACT."
Low-bed Semi-trailer Service in the Interior.—An application of Interior Contracting Company, Limited, of Penticton, for two Class III public freight-vehicle licences,
respecting operation of a tractor and low-bed semi-trailer stationed at Penticton and
similar unit stationed at Kamloops, and an application of A. L. McGhee, of Vernon, for
a similar licence, respecting a unit to be stationed at Vernon, were approved. There
has been an increasing demand for this type of transportation in the Interior of the
Province for the movement of heavy machinery such as bulldozers and tractors, and
as such equipment is not plentiful, the operating areas granted in respect of these
licences were fairly wide, in order to allow of flexibility of operation.
Transportation of Beer, Princeton to Hedley and Keremeos.—Model Transfer
(Cornish & Schisler), Princeton, held a Class III public freight-vehicle licence which
included permission to transport beer for Princeton Brewery to various points but not
to Hedley and Keremeos, which route is already served in each direction by O.K. Valley
Freight Lines, of Penticton, as part of its scheduled service between Penticton and
Princeton. Model Transfer applied for permission to include in its licence transportation of such beer from Princeton to Keremeos and Hedley, which application was
strongly opposed by the O.K. Valley Freight Lines. This was the second application,
a previous application having been refused. Investigations disclosed that there were
occasions when it was necessary to make emergency shipments to the points mentioned,
and in view of the expressed desire of the Princeton Brewery for the services of Model
Transfer in such cases, the application was approved.
Penticton Dray and Express Company.—A tentative application from this carrier
for a Class III public freight-vehicle licence to undertake transportation of general
freight (charter trips only) from the Vancouver area to the City of Penticton, and vice
versa, was received during the month of February, 1950. The applicants did not appear
at the advertised hearing and were not represented, and the application was opposed
by other operators already licensed to give service between Vancouver and Penticton.
No proof of public necessity having been submitted, the application was refused.
Bus Service, City of Nelson.—The electors of the City of Nelson voted in favour
of granting an exclusive franchise to Interior Stages (Nelson), Limited, to operate
public passenger service using buses, replacing the electric-railway system which had
been operated by the city for many years. The granting of this franchise was consented
to by the Public Utilities Commission pursuant to section 61 of the " Motor Carrier
Act," and an application of the Interior Stages (Nelson), Limited, for three licences
was also approved.   Service commenced on June 20th, 1949.
Bus Service, City of Kimberley.—Extension of Kimberley City Bus Route No. 2
to include service to the adjacent Lois Creek Subdivision was authorized.
Star Stages Public Passenger Service, Golden-Cranbrook.—An application was
received from Star Stages, of Cranbrook, which operates several buses in public
passenger service between Cranbrook and Kimberley, for alteration of the licences to
include service between Cranbrook and Golden over a route already served by Mrs.
Mary Magro, operating a small bus and a seven-passenger sedan on a basis of three
round trips per week. Concurrently, Magro Stages filed a new time schedule showing
proposed service daily each way between Cranbrook and Golden and also gave evidence
to show that they had two new seven-passenger cars on order to be placed in service
on this route. Investigations did not indicate that there was any necessity for dual
service through the Columbia Valley, which, in the main, is sparsely settled. Accordingly, the application of Star Stages was refused, and the application of Magro Stages
to file new time schedule wa__ approved.
Public Passenger Service, Michel-Fernie.—An application of William Dicken, of
Fernie, for a public and limited passenger-vehicle licence to include scheduled public
passenger service between Michel and Fernie on Saturdays only was refused, as it was
not considered that the public convenience required additional service between these
points, which were already served by Western Canadian Greyhound Lines, Limited. REPORT OF THE  PUBLIC UTILITIES
COMMISSION.                               K 31
•g     §
fc S rt V
____. c ° §
•tf                          l-H    1-1    W
fl o"S «
3"^ i*Q
<M       13
0   CO   01
r   OJtr
HNt-'JiNlO^.M."       :   fc-
i-1             Ci    rH    \o             CO    IO    OJ
<N                                   .-I
CN             Mmr.HM«#N^lf
IH     .   *H                 c-i"         «T CJ
1 w
.ti V
«* ■*
t>   tc
co re
Oi   O  ©  US  O  O  O
IO  CO  IO  (N  IO  ©  O
^  t-  "«*   *6  "*  00  GO
©   CO   tH                   CO
4 .
CJ   [fl
m             51tJi_3HM(DM01CC
CO   00
Pi  <D
IO             t-H                      CNJ                      CC
CO     T—t
0)   C
S g
8 B
3   K
0J c
rH           CO                   CO           O   tH
O   H
fa   O
1   §
_H           i-lCMOSi-HiMOOfHtNOC
t4"                                  rH          H»   C-
° a
5_   O
rr       CS
2 fa
loiooiooiooioo     :c
2     a>
2 _■ °  a
_>-1" O  N  09  O M3  t-  W
5   6.
5  es
S a
_/_    n
9 g
qj«h — [s.
>—<             W   >H    113             <M    "*   tH
f^                                                                                  l-H
*• '43" 9
hJ  z
o -3  tuo
z «
■T^    O
I s?«
3    «   3
3 s -d   -a
H   ^
8.   >. °
1 a
fa  <!
«    s_
5  o
OJ       rt
S     O     IO     ""
__     £__.    OJ   it
o  °   o
I 2
^    fl
S   rt
tn     Ih
g    S   "ft   fH   'ft   Sh    5h
«   «   o   d   o   <j   ij
<«     0)
8 3
p. c
J Eh CJ Eh O Oh Ah
fl   ES
S   2   ^
rt   ^
QJ    ft T
" a |
« > s
>     QJ    >
«H    r-
o   S   i
*      .    CJ
O    ca    tr
w   to    w
rt   ci
to   »   gh
£ ii fl
O     O     QJ     .
fl J3  «
o c
*-        .       _.      .   W     0
fl   0  a)   re   c
o > > ft T
>     (h     Sh    —     a
i p y « >
S     !»    tfl   +i   _.
a *  *   c 1.
S    w    to .fl    6
re   te
fl ,a
rn   co   QJ   a
0-    QJ    >    >
>  > A +■
-C   XI    fcjj   h.
o a i
blic p
blic a
a .\w\ _M   S •— "™   h   a   s   Sh   s-
Pi tH
0 m
Inspector J. A. Carmichael, Victoria.
(That portion of Vancouver Island south of Ladysmith, and Saltspring Island.)
Conditions remained reasonably static throughout the licence-year 1949-50. The industry
continued to replace older units in both the passenger and freight field, as the automobile and
truck backlog on orders eased up.
New vehicles suitable for taxi service are now readily available, and operators are
replacing regularly at approximately 30,0C0 miles, or even less, resulting in considerable
improvement in this service, both from the operators' economical standpoint and passengers'
riding comfort and convenience. The trend toward radio-equipped taxis has made it possible
for fewer cars to serve as many customers by the fleet operators, resulting in surrender of
some licences where fleets have been cut down.
Toward the end of the licence-year the British Columbia Electric Railway Company,
Limited, took over the Victoria City and Saanich passenger transportation franchises held
by Vancouver Island Transportation Company, Limited, and the latter company now operates
only the up-Island routes and to Jordan River, West Saanich, Cordova Bay, and Sidney, and
the Nanaimo City and district bus service which they took over from the Blue Line Transit
British Columbia Electric Railway Company, Limited, now operates all Victoria City and
suburban routes under the provisions of the " Public Utilities Act."
Vancouver Island Transportation Company, Limited, purchased five new passenger units,
three being the new-type interurban coaches used on their Sidney run and the other two being
diesel buses for the " Islander Limited " route.
A few changes took place in the freight field, with emphasis on log-hauling and dump-
truck work.
Limited freight operations remained reasonably static, except with regard to certain
small operators serving small or portable-type sawmills, who were cut back due to fluctuation
of the local and export lumber market, as demand for low-grade lumber fell off, particularly
in the export market. It is expected that this condition will continue and that the small
operator will gradually cease to be a factor in the lumber industry.
Dump-truck operators in the district were mainly employed in exempted areas—namely,
in North Cowichan and Saanich Municipalities, where the bulk of road-construction work
took place. The operators concerned experienced considerable difficulty with rates, since, as
they were operating in exempted areas, the " Motor Carrier Act" and regulations did not
apply and trucks were not required to be licensed; consequently, rates were set by the
contractor, which were not always satisfactory to the operator, so that a fairly large turnover
of vehicles was experienced. During one period in Saanich the operators refused to work
at the rate offered, the resulting strike tying up the construction work, with resultant loss
to all parties concerned.
Cost of vehicles and their operation continued to increase during the year, in some
instances resulting in applications for increase in tariff rates, although increasing competition,
as the industry levels off, has held down most rates.
Mechanical inspections were carried out during the licence-year. Generally speaking,
the condition of vehicles has considerably improved, particularly so in the case of taxis.
As new bus units have become available, the previous continual pressure on existing units
has been relieved, thus permitting more thorough reconditioning and overhaul of same, which
has resulted in a considerable improvement in the condition of large equipment. The condition
of passenger-vehicles in the district generally, large and small, is considered very satisfactory.
Very few complaints as to services, etc., were received, and those only of a minor nature.
Number of investigations and interviews        539
Number of mechanical inspections made        350
Miles travelled by Inspector during course of duties  14,741
J. A. Carmichael,
Inspector E. deBlaquiere, Nanaimo.
(That portion of Vancouver Island north of and including Ladysmith,
Gabriola Island and Denman Island.)
The transportation industry in this district has steadily improved the service rendered
to the general public. As equipment became available in the years following the end of the
war, there was a rush by certain shippers to purchase their own trucks. However, this trend
has gradually diminished and is now swinging in the other direction, and many shippers are
finding that limited and public carriers can supply an improved service at less cost.
Truck-transport industry in this area may be divided roughly into four categories:—
(1) General transfer work in which carriers handle the transportation of all kinds
of freight, ranging from fuel to household goods. The more progressive
operators with several units often use specialized equipment, such as household-
goods vans equipped with dollies, blankets, and other aids particular to the
work at hand.    Normally their work is confined to a well built-up area.
(2) Line-haul operations between fixed termini and on schedule transporting foodstuffs and general merchandise, often the sole means of freight transportation
for the district that is being served.
(3) Hauling requiring special equipment, such as logging-trucks with built-up
bunks, trailers with long reaches and a special brake system to meet the adverse
grades. This work is sometimes carried out on private roads, exempt from the
provisions of the " Motor Carrier Act."
(4) Road-construction work, which is largely seasonal, generally requires dump-
trucks, with the carriers proceeding from job to job as the demand requires,
due to completion of particular phases of construction.
The carriers in the first and second groups enjoy a fairly steady employment on a yearly
basis, with peak traffic in the spring and summer, and fairly slack in the late autumn and
early spring when road and weather conditions affect the industry adversely as a whole.
The operators in the third group, if the market remains stable and weather conditions
permit, have a fairly good chance of year-around operation.
The dump-trucks are employed for the completion of the particular stretch of road being
built. As a rule these operators do not obtain a yearly licence but operate on permit. They
follow the construction work from point to point and, normally, do not interfere with the
economy of the local truck picture mentioned in group (1).
A very considerable amount of road-construction and improvement work was carried out
during the year.
It is expected that the new plant of Nanaimo Sulphates, Limited, near Nanaimo, will
be in operation by May, 1950. This project was to have cost some $13,000,000 but, due to
expansion of the original plan that now includes a bleaching plant and other installations,
will now cost some $19,000,000.
The Blue Line Transit Company (owned by the British Columbia Electric Railway
Company, Limited), who operated the Nanaimo City and suburban bus service, disposed of
its interest to the Vancouver Island Coach Lines at the end of January, 1950.
The Vancouver Island Coach Lines operates intercity as well as a local service and is
now located at the new C.P.R. wharf in Nanaimo which opened in May, 1949. It has modern
offices and ticket and waiting rooms on the dock. The repair-shop can comfortably handle
ten large units. This garage is modern, well lighted and heated, and ensures the best
possible working conditions for the staff. There the units are serviced, fueled, and overhauled.
At one end of the building there is a semi-automatic wash-rack which takes two units
at a time.
Public and limited passenger operators were called upon to exercise all of their ingenuity,
perseverance, and efforts to keep going during the adverse winter conditions of December,
January, and February. Normally, Island operators do not encounter prolonged ice and
snow and, consequently, are not prepared to overcome the various problems brought about
by these conditions. It would appear that those people responsible for public transportation
made every effort to meet this challenge. K 34 " MOTOR CARRIER ACT."
Number of investigations and interviews  617
Number of vehicles checked on highways  220
Number of original mechanical inspections  271
Number of reehecks made  200
Number  of mechanical  inspections  in  conjunction  with  Inspector
Carmichael  130
Miles travelled by Inspector during course of duties  18,428
E. deBlaquiere,
Inspector of Motor Carriers.
Inspector G. H. Gray, Vancouver.
(Vancouver Area and Lower Mainland, Sechelt, Powell River, Squamish,
and Fraser Canyon between Hope and Boston Bar.)
Following the floods of last year, one of the worst winters in history was experienced in
this district. Snow conditions in certain areas were very severe and at times stopped all
movements of freight and passengers until Public Works crews could get the roads cleared.
Although cost of operation was greatly increased, the average carrier kept up a good service.
During the early part of the year, dump-truck transportation noticeably increased. This
was due largely to further repair work being done to the dyking system in the Lower Fraser
Valley, necessitated by the floods during 1948. Over 100 dump-truck operators obtained
licences during the year.
It was thought that when lumber orders with the United Kingdom were reduced, there
would be a general falling-off in forest-product movements. This was not so, as the devaluation of the Canadian dollar was responsible for a very marked increase in the amount of
export lumber to the United States.
There has been a noticeable increase this year in the movement of petroleum products
by truck in the Lower Mainland, and a number of additional and new licences have been issued
to cover this.
There also was an increase in the movement of fresh and frozen fish to the California
area, as well as a marked increase in the amount of fresh produce being brought in from
that area. Specialized new equipment was put on the road by some carriers to cover this
The service rendered by licensed carriers in this area has been of a high standard, and
the bulk of the operators have been very co-operative.
Again this year the cost of vehicle operation has increased, and, consequently, numerous
operators have applied for increases in rates. The public as well as the licensed carriers have
become more rate conscious.   This is due to the tightening-up of business generally.
The Hope-Princeton Highway was opened during the late fall of 1949, and is proving to
be a great benefit, as larger equipment can be used over this new route than was allowed over
the Fraser Canyon route.
During the latter part of the year, stress was laid upon an educational programme which
is proving very successful. The co-operation obtained from the Provincial Police was good
and was greatly appreciated.
A number of complaints from the general public as well as licensed carriers were investigated and brought to a satisfactory conclusion.
During the early part of December, 1949, Inspector F. Black, who for many years was in
charge of this district, resigned to go into private business. In October, prior to Mr. Black's
resignation, Inspector G. Titus was assigned as Assistant Inspector in this area.
Number of investigations and interviews:—
F. Black        672
G. H. Gray      1,047
Miles travelled by Inspectors during course of duties:—
F. Black   19,655
G. H. Gray   19,210
G. Titus     4,253
G. H. Gray,
Inspector 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
The licence-year 1949-50 showed a small increase in demand for public and limited
freight and passenger services, despite a sharp up-trend in the number of private freight-
vehicles licensed. The total number of public and limited vehicles was increased by 5, and
the private vehicles by 185, as compared with the licence-year 1948-49.
The quality of service rendered by public and limited carriers was greatly improved
during the year. Freight (or combined passenger and freight) services over eight routes,
formerly on a non-scheduled basis, were reclassified to permit of scheduled service, thereby
serving public convenience more satisfactorily. In addition, the handling of C.O.D. shipments
has been given special attention, with consequent satisfactory results. Revisions to the
Motor Carrier Regulations, naming more specific requirements, particularly in the remittance
of C.O.D. moneys, have been a great benefit to shippers.
Forest-products industries enjoyed a reasonably good season despite unsettled lumber-
market conditions. During the latter part of the licence-year there was a trend toward the
sawmill and logging industries disposing of their own trucking equipment and hiring contract
carriers. It is being generally conceded that the contract carrier owning and driving his own
equipment operates more efficiently and economically than the private freight-truck- with a
hired driver, thereby enabling him to offer contract rates equal to or lower than the hirer can
operate his own trucking equipment.
Field crops were about normal, except for the tomatoes, which were damaged by an early
frost, with a consequent loss of approximately 25 per cent, of the crop.
Highway-construction projects gave increased employment to dump-trucks and other
equipment, but the number of dump-trucks available was more than sufficient to cope with the
situation. There were approximately 82 road-miles of new standard-road construction with
gravel surfacing, and 68 road-miles were hard-surfaced. Major paving projects were the
portion of the Trans-Canada Highway between Pritchard and Chase, and the portion of the
Cariboo Highway between Clinton and 100-Mile House. Major road-construction projects
with gravel surfacing were between Clinton and Maiden Creek, between 100-Mile House and
Lac la Hache, between Little Fort and Bridge Lake (7 miles unfinished), and between Monte
Lake and Falkland on the Kamloops-Vernon Highway.
The general attitude of motor-carrier operators and shippers toward the " Motor Carrier
Act" and regulations shows continued and increasing confidence in the present policy and
methods. Equipment is showing steady improvement, due principally to greater availability
of new vehicles.
Considerable progress was made in the filing of new tariffs and revision of out-of-date or
poorly constructed previous filings. Assistance was given in preparation and filing of 122
tariffs and time schedules;   73 contract agreements were filed.
Costs of operation could have reached their peak during the latter part of 1949, being
slightly increased from 1948. The increase was sufficient to compel some operators to apply
for certain increases in hauling rates. Such applications were carefully investigated and
records of operators in the area checked before such increases were approved either wholly or
in part. K  36 " MOTOR CARRIER ACT."
The following are statistics of mechanical inspections of buses, taxis, and freight-vehicles
licensed to carry passengers for hire:—
Number of mechanical inspections  321
Defective brakes cases 106
Defective steering cases 142
Defective lighting  cases 161
Vehicles temporarily suspended from service ,—    76
Vehicles condemned       1
Certain complaints were received and attended to, but only a few of them were found to
be of consequence.    Without exception, each case was brought to a reasonably satisfactory
conclusion.    Most complaints were connected with enforcement.
Inspector M. B. Pepper continued as my assistant throughout the year.
Number of investigations and interviews     2,196
Number of miles travelled by automobiles (two)  in course of duties 31,215
Number of vehicles checked on highways      1,059
Number of check-up inspection reports issued         193
G. L. Greenwood,
Inspector of Motor Carriers.
Inspector H. K. Hume, Kelowna.
(Okanagan Valley, Lumby, Armstrong, Enderby, and the Princeton District.)
The most important event during 1949 was the official opening in the late fall of 1949 of
the Hope-Princeton Highway, which has already altered the trend of transportation between
Coast points and the Interior of British Columbia. Passenger and freight traffic over this
road is steadily increasing, as it is proving to be economical, efficient, and a fast route.
Western Canadian Greyhound Lines, Limited, is operating its through-passenger service over
this route; the A.P. Stages is also giving local service between Hope and Princeton; and
there are at present seven freight lines whose licences permit them to use this route. All of
these operations appear to be proving successful, and this shorter route, enabling faster
service, has created many new demands on the highway-transportation industry.
. Heavier equipment with greater carrying- capacity is the trend this year, with the
majority of freight-hauling over the Hope-Princeton Road being on tractor and semi-trailer
The public passenger and freight licensees throughout the area appear to be more conscious of their obligations to the general public, with the result that the service being rendered is generally improving, and the co-operation of the licensees both with the general
public and this department has been very satisfactory.
There has been no major change in the type of equipment throughout this area, with the
exception of trucks operating over the Hope-Princeton Highway. There has been the usual
replacement of some old trucks by new equipment, but not to any great extent.
There were no new public passenger licences granted in the area during this period.
One new taxi licence was granted at Okanagan Falls, which is still in operation.
New licences granted to line freight-haulers were O.K. Valley Freight Lines between
Vancouver and Penticton, with connecting service to all Okanagan Valley points, Country
Freight Lines, White Transport Company, and Penticton Freight Lines, all operating between
Vancouver and Penticton (rerouted via Hope-Princeton Highway), Vanderspek's Transportation between Hope and Princeton, and Cascade Motor Freight between Vancouver and Nelson.
Several limited freight-vehicle licences have been issued for transporting petroleum
products under contract from Coast areas to the Okanagan Valley; also one licence to the
Western Freight Carriers, Limited, for transporting wholesale freight only between the
aforementioned points.
Eight new and additional Class III public freight-vehicle licences were issued this year—
one for the transportation of live stock only, and the others for general freight.
Twenty-seven limited freight licences were issued—thirteen for the transportation of
forest products, two for the transportation of fruit, two for the transportation of milk, and
ten for the transportation of petroleum products. REPORT OF THE PUBLIC UTILITIES COMMISSION. K 37
The completion of the Hope-Princeton Road was the only major dump-truck operation
during the year. There were several minor jobs in populated centres, but none were of
major importance; these included black-topping portions of the highway between Armstrong
and Enderby, and between Westside and Westbank, and reconstruction and black-topping
of 6 miles of the highway south of Vernon. There was a considerable amount of flood-control
work done in the Keremeos-Cawston district and a small flood-control job on the Mission
Creek in the Kelowna district.
Favourable progress has been made in the filing of rates contracts and supplementary
filing of tariffs.
The cost of vehicle operation and the cost of new equipment has increased slightly over
last year's figure, though the increase has not been as sharp as noted over the last five years.
All public and limited passenger-vehicles throughout the area have been inspected at
least once this year and, wherever possible, were inspected a second time. Seventy-one
mechanical inspections in all were carried out. No vehicles were condemned. There has
been some improvement in passenger-carrying equipment; both the Vernon-Lumby Stages
and Thompson Bus Lines, of Kelowna, put into service a new " Flexible Clipper " bus. The
over-all picture for passenger transportation throughout this area is satisfactory.
There were no major complaints submitted, and the few minor complaints that came in
were thoroughly investigated and brought to a satisfactory conclusion.
Enforcement of the " Motor Carrier Act" has been stepped up, and thirty-four convictions
in all have been recorded.
The filing of annual motor-carrier reports has been satisfactory, and only in one case
has it been found necessary to suspend a licence due to failure to submit the required annual
motor-carrier report.
The undersigned wishes to acknowledge the valuable assistance he has received from
Assistant Inspector D. Neale during the period under review.
During the course of the year approximately 1,000 interviews and investigations were
completed by myself and my assistant, and a total of 23,947 miles was travelled during the
course of these duties. This includes two cars. Approximately 500 vehicles were checked
on the highways, most of which were found to be complying with all the regulations and
operating in a safe and efficient manner.
H. K. Hume,
Inspector of Motor Carriers.
Inspector H. J. Maddaford, Nelson.
(Grand Forks-Greenwood District, West Kootenay, including Rossland,
Trail, Nelson, Kaslo, and Slocan.)
The continued demand for base metals encouraged many mines to increase their production as well as the development of new properties. The Reeves MacDonald Mines started
to ship concentrates by truck to the Consolidated Mining and Smelting Company at Trail
last summer; this mine is located on the Pend d'Oreille River approximately 5 miles west
of Nelway and, when it reaches full production, is expected to be one of the largest shippers
of base-metal concentrates in British Columbia. Late in the summer the Consolidated Mining
and Smelting Company trucked ore from old dumps on the H.B. property near Salmo to the
smelter at Trail. Many other smaller mines in the Ymir, Kaslo, and Slocan Valley districts
employed trucks to haul ore to concentrators at Retallack, Blewett, or Trail.
The logging and sawmill business appears to have settled down to post-war production.
The mills that reopened in the spring worked steadily all the year, but no new mills were
started.   There were very few new applications for licences to haul either logs or lumber.
With the Hope-Princeton Highway nearly completed last summer, improvement work
was started on the Southern Trans-Provincial Highway connecting Nelson, Trail, Rossland,
and Grand Forks with the Okanagan Valley at Osoyoos. W. C. Arnott & Company worked
on the road up from Osoyoos; P. F. Law Construction Company started on the east side of
Anarchist Mountain above Rock Creek; Campbell-Bennett Construction Company did work
around Nelway;   and Wood, Parr & McClay Construction Company started work east of K  38 " MOTOR CARRIER ACT."
Grand Forks. In addition to this new work, several long stretches of highway were
resurfaced and other shorter pieces of reconstruction carried out in various parts of the
Boundary and Nelson-Trail districts.
All local dump-trucks found employment in this work, and many outside trucks were
brought into the district to assist.
The Interior Stages (Nelson), Limited, was granted a franchise by the City of Nelson
on April 18th to operate buses in the city, and on June 20th the street-cars made their last
official run. The electric street-railway was owned by the City of Nelson and was the only
electric street-railway in the Interior of the Province.
The British Columbia Power Commission started work on a large hydro-electric plant at
Needles in 1948. This plant will supply power to the Arrow Lakes district and the Okanagan.
Most of the hauling in connection with this project is done by Power Commission trucks, but
several truckers found part-time employment during the summer and fall. Ward's Motor
Freight, operating on schedule between Vernon and Nakusp, and J. R. Miller, operating
between Nelson and Nakusp, were engaged in hauling equipment and supplies.
Both public bus companies and taxi operators have continued to replace old equipment
with new modern buses and cars. This is particularly noticeable with regard to bus service.
More than 70 per cent, of the buses used in the district have been purchased in the past five
Three public passenger licences were issued to Interior Stages (Nelson), Limited, to
operate a public passenger service in the City of Nelson. A taxi licence was approved for
R. H. Winter to operate one car in the Pend d'Oreille district. Five new Class III public
freight licences were granted—one to E. Alstad at Nelson for general freight, one to E. A.
Wanstall at Nakusp for general freight, and three dump-truck licences at Grand Forks.
Twenty-five limited freight licences were issued to truckers hauling ore, six for transportation
of dairy products, six to haul lumber, and seven respecting sundry contracts such as store
merchandise, coal and wood, petroleum products, and dump-truck work.
Uniform Class III public freight tariffs were filed by licensees at both Trail and Nelson.
Assistance and guidance "were given to both groups of operators. Supervision and guidance
were given to all applicants for new licences when filing their tariffs.
Mechanical inspections carried out during the year indicated that operators were endeavouring to keep their equipment in good mechanical condition. Sixty-six mechanical inspections were made; two vehicles were condemned as unsafe for public service until repairs were
Co-operation of Provincial Police officers in enforcing the Act and regulations has been
of high standard. There were twenty-five convictions for violation under the " Motor Carrier
Act" and regulations, and four of the offenders were fined from $25 to $50 for serious
Number of investigations and interviews       1,027
Number of vehicles checked on highways        461
Number of temporary permits issued     1,447
Miles travelled by Inspector during course of duties  15,391
H. J. Maddaford,
Inspector of Motor Carriers.
Inspector M. D. McFadyen, Cranbrook.
(East Kootenay, including Creston, Cranbrook, Fernie, Natal, Windermere,
and Golden.)
The year 1949 was a prosperous one in the East Kootenay District, the payrolls in the
Cranbrook Electoral District reaching an estimated $8,000,000, according to figures supplied
by the Cranbrook Board of Trade. Lumbering and mining continue to be large contributors,
apart from the Canadian Pacific Railway. Lumber-production figures were somewhat less
than last year.
The cut of Christmas trees was down approximately 100,000 from 1948, due chiefly to
trees having been affected by needle-miners and blight. REPORT OF THE PUBLIC UTILITIES COMMISSION. K 39
Mining activities showed a marked increase in 1949. The fly-by-night type of mining
promoter has almost disappeared, and in his place have come representatives of responsible
mining companies from the United States. During this year Anaconda Copper, Exploration,
Baren's River, and Lake Expanse have had geologists in the field who carried out exploration
and diamond drilling. Some interest has also been shown in placer-mining at Moyie River
and Perry Creek, and also in industrial minerals such as berytes, granite, gypsum, phosphate,
rock, limestone, dolomite, and silica rock.
While there was considerable uncertainty in the lumber industry, as applied to trucking,
the outlook indicates more settled conditions. The East Kootenay has offered very little ore-
hauling to truckers, but it would appear that, in the not too distant future, ore-hauling by
truck will come into the picture more and more with the development of certain gypsum
operations, and other types of ore production will probably require the services of motor
transport. At the moment it is problematical whether the ore will be shipped to Canadian
or American smelters. The fruit-crop in the Creston Valley remained approximately as
other years, but production was down on small fruits, due to a form of blight.
There is a very large-scale road-building programme in progress in the East Kootenay.
New sections of road are in the making between Wynndel and Creston and between Creston
and Kitchener. The main road between Fernie and Crowsnest is completed as far as Ward-
ner and is a first-class highway. The road from Wardner to Elko has been rerouted and is
a reasonably good gravel road as far as Jaffray, whereas the stretch between Jaffray and
Elko is still under construction; when this piece of road is completed and black-topped, it
will be a great attraction for tourists entering this Province. All wooden bridges between
Cranbrook and Crowsnest have been replaced with steel bridges. There is also a large road-
construction programme from Radium through to Eisenhower Junction in Alberta, and it is
understood that the road between Kingsgate and Cranbrook will be reconditioned in 1950.
Competition between carriers is satisfactory, inasmuch as it is competitive by service
rather than by rates. The larger organizations' attitude toward the control of motor transportation is most satisfactory, and their co-operation in the matter of filing tariffs as well as
in adjusting damages is very satisfactory. New motor-vehicle equipment is in evidence, and
many operators are replacing older vehicles with new vehicles and are apparently becoming
cost-conscious in their operations. This is most noticeable in dump-truck operations, where
heretofore light vehicles were purchased to carry very heavy loads, and the operator often
found at the end of the year that he had operated at a loss because of overloading.
There has been a marked increase in the number of Class I private freight licences, as
some larger companies have purchased their own vehicles rather than hire public carriers.
This, of course, is not true with regard to dump-trucks, as most contractors have found it
more satisfactory to hire dump-trucks. Line freight-hauling seems about the same as last
year, but there has been an increase in the number of Class III public freight and limited
freight licences issued, the latter particularly for transporting forest products and for dump-
truck work. There is a definite tendency amongst dump-truck operators to apply for limited
freight licences and to operate with definite contract rates, in place of the itinerant type of
operator who moves from job to job and operates by permit.
There has been some progress in the matter of rates and contract filings. Operators are
becoming more familiar with the meanings of rates and contracts, and now use them intelligently rather than looking upon them as a document filed in their office and only to be used
for official inspection. The cost of vehicle operation has increased and has had its effect in
applications from various operators for an increase in rates. On the other hand, the cost of
new equipment remains approximately the same. There is a tendency for small operators to
extend the field of their activities and to extend their conditions of licence. Their equipment,
on the whole, is satisfactory, and the tendency to buy second-hand equipment seems to have
While there have been a number of complaints during the year, it has been found, upon
investigation, that they were of a minor nature, and the individuals concerned were either
warned or advised of the proper procedure in their particular type of operations. It was
found, in most cases, that while the complaints would, on the surface, appear justified, investigation revealed no substantial grounds for any grievances. K 40 " MOTOR CARRIER ACT."
Number of investigations and interviews        968
Number of vehicle's checked on highways        484
Number of mechanical inspections made  53
Miles travelled by Inspector during course of duties  15,354
M. D. McFadyen,
Inspector of Motor Carriers.
Inspector D. J. Doswell, Prince George.
(Prince Rupert, Skeena, Omineca, and Prince Geoige Districts, also Northern
Cariboo District, including Quesnel, Wells, and Barkerville.)
The transportation industry as a whole, in the area covered by this report, has not been
affected by any marked increase in the volume of available business.
The lumber industry, which affects most of this area, has dropped off approximately
11 per cent. To offset this, there has been in the freighting field a demand for truckers in
connection with the construction of the Pacific Great Eastern Railway from Quesnel to Prince
George, also the continued construction of the Hart Highway, together with the other public
works projects. In the western part of the district the construction of the Columbia Cellulose
plant at Prince Rupert has increased the demand for passenger transportation at that point,
together with a certain increase in the demand for truckers. So far this area has not been
greatly affected by the Aluminum Company's proposed power project; however, should this
project go ahead, the transportation industry in this entire area would definitely be faced with
increased demand for service.
The service rendered by the carriers licensed under the " Motor Carrier Act " shows
steady improvement. The licensed carriers in this area are most co-operative, and their
attitude is one of increasing interest in the enforcement of regulations under the " Motor
Carrier Act." With regard to the question of enforcement, I would advise that I have
received excellent co-operation from Provincial Police throughout the entire area.
The standard of equipment in use, both for passenger and freighting, shows a steady
improvement, due to the availability of new equipment and the purchase of same by licensed
operators. >
The number of new licences granted for new services in this area shows very little
increase. However, at Prince Rupert several new taxi licences were granted and several
additional industrial workers' licences were issued to Watson Island Stages for the transportation of workers to and from the Columbia Cellulose plant near Port Edward, which is still
under construction.
The City of Prince George benefited by the licensing of several public passenger-vehicles
by H. W. Smith, operating under the name of " Canadian Trailway Stages," for the purpose
of supplying a city bus service.
The rates and contracts at present filed in this area remain unchanged, as no requests
have been made for any increase in rates during the past year, possibly due to the fact that
the cost of new equipment and operation thereof seems to have reached a peak, also the
transportation industry as a whole, both passenger and freight, seems to be levelling off.
Number of investigations and interviews .     1,030
Number of vehicles checked on highways        375
Miles travelled by Inspector during course of duties  15,611
D. J. Doswell,
Inspector W. V. Joyce, Dawson Creek.
(Peace River District.)
During the licence-year 1949-50 the volume of freight transported by rail from points
in the United States to the end of steel at Dawson Creek, for furtherance via truck to points
in the Yukon and Alaska Territories over the Alaska Highway, has fallen off considerably
in comparison with the past few years; as a consequence of this, a large number of individual
Class III public freight licensees have failed to renew their licences.
A large percentage of this freight is now being transported by truck directly from
points in the United States to Alaska, in transit through British Columbia, via the Alaska
A number of long-distance freighters have been replacing their equipment with semitrailer units and tandem-axle vehicles to comply with the new regulations under the " Highway Act." This has been particularly noticeable among the licensees transporting coal from
Hudson Hope to points in the Peace River District.
During the grain harvest season approximately 2,000,000 bushels of wheat were grown
and transported by truck to the grain-elevators in Dawson Creek, from points as far distant
as 80 miles.
Two hundred and thirty-four new farms have been settled during the past year in the
area north and south of the Peace River, with an area of new land brought under cultivation
totalling 20,000 acres, comprising 8,000 acres north of the Peace River and 12,000 acres
south of the Peace River.
Most of the large oil companies have had oil-well drilling-rigs doing preliminary drilling
in practically every area in the Peace River District during the past year. It is expected
that oil-well prospecting by major oil companies will be increased in the 1950-51 year.
The Public Works Department has an extensive road-building programme planned for
the Peace River District for 1950.
The services rendered by the licensed carriers, both passenger and freight, have been
good, with very few complaints by the general public.
During the past licence-year the undersigned laid informations in nine cases regarding
violations of the " Motor Carrier Act " and regulations thereunder.
Number of investigations for new and additional licences        135
Number of interviews     1,650
Number of vehicles checked on highways        632
Mileage travelled by Inspector during course of duties  13,742
W. V. Joyce,
Inspector of Motor Carriers.
Inspector (Mechanical) C. A. Wood, Vancouver.
(Greater Vancouver, Lower Fraser Valley, Squamish, Seechelt Peninsula,
and Powell River.)
During the licence-year 1949-50 the results of continuous mechanical inspections became
noticeably apparent in the improved conditions of buses and taxis operated within this area.
Operators no longer attempt to use equipment which they consider is unsafe or is not
of good appearance, as they realize that mechanical inspections will reveal the defects and
may result in the vehicle being condemned; also that the public expects them to maintain
and operate comfortable and modern equipment.
To facilitate proper maintenance, the licensees who operate fleets have installed modern
repairing equipment and testing instruments and employ fully qualified mechanics, who were
not readily available during the war and immediately after, and by carrying out a regular
inspection and maintenance policy, they have been able to attain their goal.
In addition to maintenance of equipment, they have approached the operating problem
from another field—that is, selection, training, and supervision of their driving staff. This
has tended not only to reduce the public passenger-vehicle accident toll, but also to reduce the
number of mechanical failures on the road. K  42 " MOTOR CARRIER ACT."
These trained drivers are able to detect defects which might not only make the bus unsafe
if continued in service, but which might end in major breakdowns, with subsequent temporary
stoppage of service.
Hop-pickers were required in the Fraser Valley during the harvesting season and were
transported between homes and the fields by trucks which operated under special temporary
permits. To ensure safe operation of these vehicles, each was inspected by this department.
Many mechanical defects were noted, and also that many had failed to comply with regulations pertaining to safe operation for carriage of passengers on trucks. These defects were
remedied forthwith, and the vehicles were adapted to comply with the existing regulations
before they were permitted to continue operating.
Despite adverse weather conditions which the operators had to contend with, accidents
were few, and most were caused by skidding on icy roads, and none reported which could be
attributed to a mechanical failure.
General statistics covering mechanical inspections during 1949-50 are as follows:—
Mechanical inspections         631
Defective vehicles—
Faulty steering   79
Faulty brakes         105
Faulty exhaust-lines   77
Faulty lights         115
Failure to comply completely with regulations        191
Vehicles condemned—
Public passenger   1
Limited passenger   3
Miles travelled by Inspector during course of duties  14,608
C. A. Wood,
Inspector of Motor Carriers (Mechanical). REPORT OF THE PUBLIC UTILITIES COMMISSION. K 43
Name and Address of Operator. Route.
A.P. Stages, Ltd., Hope Haig-Hope.
Hope to Silver-Skagit Camp No. 2 and
Decco Walton Camp No. 1 on Silver
George D. Abbey, Nelson Nelson-Kaslo.
Alberni Valley Transit Co., Ltd., Port Alberni Port Alberni-Alberni.
Port Alberni-Smith's Landing, Sproat
Gus B. Alexander, Creston Creston-Wynndel.
Creston-Arrow Creek.
Creston-Indian Mission.
Arrow Bus Lines, Ltd., Prince Rupert Prince Rupert City bus service.
Prince Rupert-Port Edward.
Atkins Stage Lines, Ltd., Chilliwack  ......Harrison Hot Springs to Cultus Lake via
Agassiz and Chilliwack.
Chilliwack-Ryder Lake.
B.C. Auto Interurban, Ltd., Nelson Trail-International Boundary at Pater-
son (operates to Spokane, Wash.).
B.C. Coach Lines (1947), Ltd., Kamloops Kamloops-Merritt.
Kamloops-Paul Lake.
B.C. Motor Transportation, Ltd., Vancouver (Paci-    This company is licensed to give public
fie Stage Lines) passenger service on a large number of
routes in the Lower Mainland of B.C.,
including from Vancouver to New
Westminster, Seattle, Ladner, White
Rock, Chilliwack, Hope, Mission, Agassiz and Harrison Hot Springs, West
Vancouver, and between North Vancouver and West Vancouver.
British Yukon Navigation Co., Ltd., Whitehorse, Dawson Creek to northern boundary of
Y.T. B.C. via Alaska Highway (operates to
Whitehorse, Y.T.).
Dawson Creek-Fort St. John.
Dawson Creek-Pouce Coupe.
Dawson Creek-South Dawson.
George P. Bates, Hollyburn Vancouver-Seymour Mountain.
Vancouver-Intake, Mosquito Creek,
Grouse Mountain.
Vancouver-Grouse Mountain Chalet.
Arnold I. Boomhower, Prince George .Prince George-Chief Lake and Reid Lake.
Prince George-Summit Lake.
P. Borsuk, Vanderhoof Vanderhoof-Prince George.
Vanderhoof-Stony Creek.
E. G. J. Brenton, Fulford, Saltspring Island  Fulford Harbour-Ganges.
Burr's Taxi, Princeton Princeton-Copper Mountain
(via Allenby).
Canadian Coachways, Ltd., Edmonton _ __B.C.-Alberta Boundary to Dawson Creek
(operates from Edmonton, Alta.). K 44 " MOTOR CARRIER ACT."
Name and Address of Operator. , Route.
Carswell Coach Lines, Ltd., Vernon Vernon City bus service.
Vernon-Okanagan Landing.
Vernon-Kinsman Beach.
T. H. Chamings, Lumby Lumby-Vernon via Long Lake.
Chilliwack Bus Lines, Ltd., Chilliwack Local bus service, Chilliwack.
Civic Transportation Co., Ltd., Kamloops Kamloops City bus service.
Kamloops-North Kamloops.
William H. Coates, Gabriola Island Gabriola Island.
Columbia Coachways, Ltd., Penticton Local bus service, City of Penticton.
Columbia Stage Lines, Ltd., New Westminster New Westminster-Port Moody.
New Westminster-Lake Como Road.
New Westminster to intersection of Kap-
tey   Road   and   Montgomery   Road
Neal Evans Transportation Co., Ltd., Shalalth Pioneer Mine-Shalalth.
Pioneer Mine-Vancouver.
G. V. Farquhar, Harrison Hot Springs Harrison Hot Springs-Agassiz.
G. Ferguson, Nelson . ,  Nelson-Procter via Harrop.
The Greyhound Corporation, Seattle, Wash Vancouver, B.C.-International Boundary
(operates to Seattle, Wash.).
David L. Hewer, Kelowna Kelowna-McCulloch.
Hodgson Bros., Williams Lake  —Williams Lake-Alexis Creek.
Hole & Clarke Transportation Co., Ltd., Coal Har-    Coal Harbour-Hardy Bay.
bour Coal Harbour-Port Hardy Airport.
Hardy Bay-Port Hardy Airport.
J. A. Huffman, d/b/a Fort St. James Stages, Fort    Fort St. James-Vanderhoof.
St. James Fort St. James-Germansen Landing.
Interior Stages, Ltd., Trail ..Trail-Rossland.
Trail-Nelson via Fruitvale and Salmo.
Nelson-Reeves MacDonald Mine via
Also local bus service at Trail and to
Warfield, Shaver's Bench, and Sun-
Interior Stages (Nelson), Ltd., Trail   Local bus service, City of Nelson.
Alfred K. Kadatz, Tofino   Tofino-Ucluelet.
A. H. Kershaw, Fort Steele Cranbrook-Fort Steele.
Kimberley City Service Co., Ltd., Kimberley Local  bus  service,  Kimberley  City  and
Chapman Camp Village.
Lillooet Cartage Co., Ltd., Lillooet Lillooet-Lytton.
H. D. McCarthy, Penticton Naramata-Penticton.
Mary C. Magro, Cranbrook   Cranbrook-Golden.
Maple Ridge Bus Service, Ltd., Haney Various routes within the Municipality
of Maple Ridge.
C. V. Morris, Smithers Smithers-Houston.
Charles Morrow, Langley Prairie Local bus service within Langley Municipality and portion of Surrey Municipality.
Joyce E. Neville, Burnaby.__v Vancouver-Seymour Mountain.
George L. Niquidet, Williams Lake Horsefly-Williams Lake.
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. REPORT OF THE PUBLIC UTILITIES COMMISSION.
K 45
Name and Address of Operator. Route.
J. W. Pavle, Kelowna . Kelowna-Rutland.
Kelowna-East Kelowna-South Kelowna.
Kelowna-Winfield-Okanagan Centre.
Geoffrey C. Place, Dog Creek Dog Creek-Williams Lake.
Powell River Stages, Ltd., Westview Local  bus  service in Powell  River  and
Carvell Preston, Salmon Arm Salmon Arm-Canoe.
Andrew C. Rutherford, Revelstoke Revelstoke-Arrowhead.
Revelstoke-Williamson's Lake.
Revelstoke-Revelstoke Golf-course.
Clifford Scott, Mission Mission-Durieu-Mission.
Sechelt Motor Transport, Ltd., Sechelt Hopkins Landing-Gibsons.
Gibsons-Garden Bay.
Gibsons-Roberts Creek Community Hall.
Gibsons-Gower Point.
H.  W.  Smith, d/b/a Canadian  Trailway Stages,    Prince George-Sinclair Mills.
Prince George Local bus service in City of Prince George.
Squamish Stages, Ltd., Squamish Squamish-Cheekye.
Squamish-Britannia Beach.
Star Stages, Cranbrook Cranbrook-Kimberley.
Cranbrook-Radium   (Sundays  and  holidays only).
Ruth Ann Taylor, White Rock Local bus service at White Rock and to
Crescent Beach.
William 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.
James 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 Lines,    Quesnel-Barkerville.
Vancouver Island Transportation Co., Ltd., Victoria    This company is licensed to give public
passenger service on all important
main routes on Vancouver Island, with
numerous local services, including service in City of Nanaimo and vicinity.
Veteran Stages, Ltd., Victoria Victoria-Thetis Lake.
Victoria-Langford Lake-Goldstream
Victoria-Albert Head.
Louis  C.  Vigna,  d/b/a   Riverview  Coach  Lines,    Kamloops-Valleyview.
Kamloops Kamloops-PoWers Addition.
Watson & Ash Transportation Co., Ltd., Royston    Courtenay-Comox.
Courtenay-Kye Bay.
Courtenay-Forbidden Plateau.
City of Courtenay.
Corporation of the District of West Vancouver,    West Vancouver-Vancouver.
Hollyburn K 46 " MOTOR CARRIER ACT."
Name and Address of Operator. Route.
Western Canadian Greyhound Lines, Ltd., Calgary    Crowsnest-Vancouver.
Vancouver-Prince George.
Penticton-International Boundary near
Cranbrook-Radium (summer service).
Vernon-Salmon Arm.
Princeton-Spences Bridge via Merritt.
The Wildwood Bus, Ltd., Powell River Wildwood-Powell River.
Arthur G. Winter, Victoria Leechtown-Victoria.
Name and Address of Operator. Route.
Perry G. Abbey, Clinton Clinton-Gang Ranch.
W. R. Anderson, Slocan City Nelson-Slocan City.
Anderson Freight Line, New Westminster Maple Ridge Municipality-Vancouver.
Robert N. Bailey, Penticton Penticton-Naramata.
Gordon E. Ball, Nelson .Nelson-Procter.
Ralph Baxter, Fort Nelson 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.
W. E. and S. R. Bishop, Squamish Squamish-Britannia Townsite and Beach.
Black's Motor Freight, Vancouver Vancouver-loco.
loco-New Westminster.
Blue Line Freight, Nelson Nelson-Rossland.
Boothby Truck Line, Ltd., Mission Mission-Vancouver   and  New  Westminster.
R. M. Bourdon, Fort St. John Fort St. John-Dawson Creek.
Boyd's Garage, Clinton Clinton-Vancouver.
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 & Low Dray Service, Van-    Vancouver-New Westminster and Fraser
couver Mills district.
James A. Brown, Gabriola Island... Gabriola Island-Nanaimo.
Wilfred S. D. Brown, Salmon Arm Salmon Arm-Haywards Corner.
Brown & Smith, Celista ._ . Celista-Anglemont.
Celista-Salmon Arm.
Bruce Motor Cartage, Ltd., Vancouver Vancouver-New Westminster.
Henry F. Bueckert, Cheslatta Cheslatta-Burns Lake.
Campbell River Freight Service, Ltd., Courtenay Courtenay-Menzies Bay.
Carson's Truck Line, Vancouver Vancouver-Prince George.
Cascade Motor Freight (J. and C. Goodkey), Pen-    Penticton-Nelson.
ticton Vancouver-Nelson.
D. Chapman & Co., Ltd., Kelowna Kelowna-Penticton.
Chilliwack Cartage Co., Ltd., Chilliwack Chilliwack-Vancouver.
City Transfer (1945), Ltd., Powell River Westview-Stillwater.
George G. Clyde, Robson Robson-Castlegar. REPORT OF THE PUBLIC UTILITIES COMMISSION. K 47
Name and Address of Operator. Route.
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 Vancouver-Yale.
Country Freight Lines  (J.  C. Fleming & Sons),    Chilliwack-Vancouver.
Vancouver Vancouver-Kelowna via Spences Bridge
and Merritt, or via Hope-Princeton.
Cowichan Freight Service, Ltd., Victoria Victoria-Shawnigan Lake and Duncan.
Crosstown Carriers, Vancouver North Vancouver-Vancouver (motorcycle).
T. E. Davies, Rossland Rossland-Trail.
Delta Freight Lines, Ltd., Ladner Ladner-Vancouver.
Dench of Canada, Ltd., Calgary, Alta Crowsnest-Creston via Cranbrook.
Cranbrook-Kimberley, Fernie, and
John W. Dennery, Louis Creek Skwaam Bay-Louis Creek.
Neal Evans Transportation Co., Ltd., Shalalth Pioneer Mine-Vancouver.
Pioneer Mine-Shalalth.
Thomas W. Fawkes, New Westminster New Westminster-Coquitlam Municipality lying south of C.P.R. main line and
Fraser Mills Municipality.
Ferguson's Transport Co., Vancouver Vancouver-Horseshoe   Bay,   West   Vancouver.
Vancouver-Deep Cove, North Vancouver.
Raymond J. Flaherty, Fawn P.O 93-Mile House-Bridge Lake Store.
Leonard S. Forry, Lavington Lumby-Cherryville.
Fraser Transfer, Ltd., Vancouver Vancouver-New Westminster.
Cecil C. Golding, Ewings Landing Vernon-Fintry.
Arthur W. Green, Agassiz . Harrison Hot Springs and Agassiz-Van-
Haney-Hammond Motor Freight, Ltd., Port Haney_...Haney-Vancouver.
Alexander W. Hardy, Kamloops Kamloops-McLure Ferry.
Hodgson Bros., Williams Lake Williams Lake-Kleena Kleene.
Kleena Kleene-Tatlayoko Lake.
Kleena Kleene-Anahim Lake.
Hope Freight Lines, Ltd., Hope Vancouver-Hope.
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.
Gordon H. Jakel, Alexis Creek Alexis Creek-Williams Lake.
Lawrence Jefferson, Big Lake Williams Lake-Keithley Creek.
Johnson Transfer, Vanderhoof Prince George-Vanderhoof-Smithers.
Prince George-Hansard.
Kamloops-Okanagan Freight Lines, Ltd., Kamloops... Kamloops-Vernon via Falkland.
Kamloops-Salmon Arm Transport, Kamloops Kamloops-Salmon Arm. K 48 " MOTOR CARRIER ACT."
Name and Address of Operator. Route.
Kamloops Transport Co., Ltd., Kamloops Kamloops-Williams  Lake   (serving  also
Ashcrof t).
Kaslo Motor Transport, Ltd., Kaslo Kaslo-Nelson.
Kelly Transport, Ltd., Barkerville Barkerville-Quesnel.
George Kemp, New Westminster New Westminster-Intersection of Sunny-
side Drive and King George VI Highway (restricted to hauling for garages
and service-stations).
King's Motor Cartage, Vancouver Vancouver-New Westminster-Fraser
Vancouver-Port Moody and Ioco.
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.).
J. A. B. Lamarche and D. A. Saunders, d/b/a Ver- Vernon-Salmon Arm.
non Salmon Arm Express, Vernon
Lee's Transport, Ltd., Vancouver Vancouver-Prince George-Fort St.
Lillooet Cartage Co., Ltd., Lillooet Lillooet-Yalakom.
Lindsay's Cartage & Storage, Ltd., Prince Rupert Prince Rupert-Port Edward.
Joseph Logus, Poplar Creek Lardeau-Gerrard.
Los Angeles-Seattle Motor Express, Inc., Vancouver .Vancouver-International Boundary
(operates to 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, Ltd., Cranbrook Kimberley and Cranbrook-Vancouver.
Joseph R. Miller, Nelson Nelson-Nakusp.
Mission City Freight Lines, Ltd., Mission City Vancouver-Deroche.
George T. Morrison, Lumby Vernon-Mabel Lake Village and to south
end of Mabel Lake via Lumby.
Mount Khusan Trucking & Courtenay-Kelsey Bay    Kelsey Bay-Courtenay.
Freight Service, Kelsey Bay
J. C. Muir and G. A. Gordon, 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, or via Hope-Princeton.
Nelson-Creston Transport, Nelson Nelson-Creston   (and to Erickson when
George L. Niquidet, Williams Lake Williams Lake-Horsefly.
North   American   Trucking   &   Distributing   Co.,    Dawson  Creek-Northern boundary of
Ltd., Dawson Creek B.C. (operates to Whitehorse, Y.T.).
North Thompson Freight Lines, 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.
Vancouver-Salmon Arm via Hope-
Princeton and Penticton.
Vancouver-Osoyoos via Hope-Princeton
Name and Address of Operator. Route.
Olsen Transport, Ltd., Fort St. John Fort St. John to B.C.-Alberta Boundary
(operates to Edmonton, Alta.).
Ernest L. Olsen, Agassiz Harrison   Lake  and   Agassiz-Chilliwack
and Sardis.
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.
Geoffrey C. Place, Dog Creek Dog Creek-Williams Lake.
Dog Creek-Ashcroft.
Peter W. Popoff, Blewett  Nelson-Bonnington.
H. R. L. and A. M. Potter, Oliver Oliver rural mail route.
Pen Powell, Hudson Hope Hudson Hope-Dawson Creek.
Red Ball, Ltd., Vancouver Vancouver-New Westminster.
Vancouver-Mission and Dewdney.
Vancouver-Chilliwack and Rosedale.
Orlo Reid, Fort St. John Fort St. John-Dawson Creek.
Richmond Transfer, Vancouver Vancouver-Steveston.
Leland A. Roy, Langley Prairie Langley Municipality-Vancouver.
Michael Ryan, Dawson Creek Dawson Creek-Groundbirch.
Saanich Freight Service, Sidney Deep Cove (Saanich)-Victoria.
Sandon-New Denver Freight (R. E. Crelin), New    Sandon-New Denver.
Scott & Peden, Ltd., Victoria  Victoria-Hillbank.
Seattle-Vancouver,   B.C.,   Motor   Freight   (1946),    Vancouver-International Boundary
Ltd., Vancouver (operates to Seattle).
Lloyd W. Shannon, West Summerland West Summerland-Penticton.
John B. ShiVey, Cranbrook  Cranbrook-Golden.
Sidney Freight Service, Ltd., Sidney Sidney-Victoria.
Joanna Margaret Skoyen, Kamloops Blucher Hall-Kamloops.
Speedee Transfer (Stuart F. Kippan and David T.    Surrey Municipality-Vancouver.
Bell), Surrey Centre
A. L. P. Stevens, Crescent Surrey Municipality-Vancouver.
L. R. Stevenson, Milner Willoughby-Vancouver.
Thomas H. Stewart, Ashcroft Ashcroft-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
Municipality and Barnston Island).
Samuel B. Swift, Falkland Falkland-Armstrong.
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 Co., Vancouver Vancouver-Lillooet.
United Trucking & Storage, Ltd., Trail . Salmo-Trail via Fruitvale.
Vancouver-Kamloops Freight Lines, Ltd., Vancouver..Vancouver-Kamloops.
Vancouver Island Transportation Co., Ltd., Victoria..Courtenay-KeTsey Bay.
Vanderspek's Transportation, Ltd., Hope Vancouver-Princeton via Hope.
Vet's Transport (W. A. Lowden and F. Lindley),    Quesnel-Williams Lake.
J. A. and R. W. Wade, Quesnel Quesnel-Prince George.
Quesnel-Williams Lake. K 50
Name and Address of Operator. Route.
Robert I. Walters, Williams Lake Williams Lake-Keithley Creek.
Ward's Motor Freight, Nakusp Nakusp-Vernon.
West Coast Freight, Ltd., Port Alberni Port Alberni-Nanaimo.
White Rock Transfer, White Rock Surrey Municipality-Vancouver.
White Transport Co., Ltd., Vancouver Vancouver-Kelowna via Kamloops, Salmon Arm, and Vernon.
George W. Williamson, Kelowna Vernon-Oyama.
Mrs. Janet P. Williamson, Fort St. John Fort St. John-North Pine.
Winton's Transfer, Ltd., Vancouver Vancouver-Abbotsford.
George D. Witte, Big Creek Witte Ranch (5 miles westerly from Big
Creek)-Hanceville P.O.
Yarrow Freight & Fuels, Ltd., Yarrow Yarrow-Vancouver.
Victoria-Patricia Bay Airport, V.I.
Campbell River-Comox Airport, V.I.
Courtenay-Comox Airport, V.I.
Nanaimo-Cassidy Airport, V.I.
Port Alberni-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.
Vernon-Okanagan Landing seaplane base-
Vernon Airport.
Kelowna-Kelowna Airfield and seaplane base.
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.
Prince Rupert-Prince Rupert 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.
Printed by Don McDiaemid, Printer to the King's Most Excellent Majesty.


Citation Scheme:


Citations by CSL (citeproc-js)

Usage Statistics



Customize your widget with the following options, then copy and paste the code below into the HTML of your page to embed this item in your website.
                            <div id="ubcOpenCollectionsWidgetDisplay">
                            <script id="ubcOpenCollectionsWidget"
                            async >
IIIF logo Our image viewer uses the IIIF 2.0 standard. To load this item in other compatible viewers, use this url:


Related Items