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Railway Department PROVINCE OF BRITISH COLUMBIA ANNUAL REPORT Year Ended December 31st 1950 British Columbia. Legislative Assembly [1951]

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 Railway Department
Year Ended December 31st
Printed by Don McDiarmid, Printer to the King's Most Excellent Majesty
1951  To His Honour Clarence Wallace, C.B.E.,
Lieutenant-Governor of the Province of British Columbia.
May it please Your Honour:
I have the honour to present herewith the Annual Report of the operations and
activities of the Railway Department for the year ended December 31st, 1950, with
Minister of Railways.
Victoria, B.C., February 23rd, 1951. Victoria, B.C., December 31st, 1950.
The Honourable L. H. Eyres,
Minister of Railways, Victoria, B.C.
Sir,—I beg to submit herewith the Thirty-third Annual Report of the Railway
Department, covering the year 1950, together with Appendices.
Your obedient servant,
Chief Inspector. Report of the Railway Department
The Department has supervision of all railways subject to the Provincial Statutes.
The staff of the Department, as of December 31st, 1950, consisted of Chief Inspector, three Inspectors, two draughtsmen, a secretarial stenographer—grade 2, and a
senior clerk-stenographer.
The railways supervised by the Department include common carriers, industrial
railways, and electric interurban and street-railways.
The Civil Engineering Branch continued in charge of the records of the Department,
and co-operated with the Construction Department of the Pacific Great Eastern Railway
Company in assisting in right-of-way, land, and other matters.
During 1950 the Mechanical Branch inspected all industrial railways, including
logging and mining railways, in British Columbia. This comprised the inspection of all
rolling-stock, motive power, road-bed, bridges, and structures. The inspection also
covered operation of railway and dispatch systems. A follow-up inspection system
which was put into effect in 1949, was continued throughout 1950, so that where an
Inspector made recommendations, the same Inspector made a subsequent inspection to
see that the work recommended had been carried out.
Due to progress and improvements in motive power, it was found necessary from
time to time to adjust regulations to new requirements.
Current duties, such as approval of location and construction plans, sanction and
filing of tariffs and operating conditions, have been attended to. Other activities are
described in the several sections of this Report.
The Pacific Great Eastern Railway
The Railway Department continued in a consultant capacity for the benefit of the
existing railway.
Work to be done in 1951 is prescribed in a programme referred to in the Inspecting
Engineer's Report.
The Department assists the Operating Department in such matters as right-of-way,
improvements, replacements, and unusual undertakings.
The Pacific Great Eastern Railway Construction Department, being a separate entity
from the Operating Department, is closely allied to the Railway Department, and the
construction of the 82 miles from Quesnel to Prince George is well in hand. A report
on this construction is included at the end of the Inspecting Engineer's Report.
Operation—General Manager's Report
The following remarks by the general manager are incorporated in this report:-—
Maintenance of Way.—Throughout the year the replacement programme has continued in all departments of track-maintenance, particularly to replacing wooden bridges
by concrete walls and fills, rebuilding small wooden bridges, scaling banks, and many
other necessary works to ensure the safety of the railway. In addition, 16 miles of
badly worn line steel have been replaced with new heavier 85-pound steel on the grades
through the Cheakamus Canyon. This work is not yet fully completed, but it is a
very valuable asset to the safe and economical operation of the railway.
This betterment programme should be completed fully during the year 1951 by the
completion of three or four works, repairing bridges, completing walls, and widening
cuts.    The work that has been done has shown very valuable results, and we now have LL 6 BRITISH COLUMBIA
a railway in first-class condition in so far as maintenance of track and structures is
We had an unfortunate mishap occur in December, when one of our bridgemen,
Harry James Fee, fell off a speeder and broke his left arm, and, as a result of the shock,
he unfortunately died.
Maintenance of Equipment.-—During the year our equipment has been kept in
first-class condition, and although additional equipment is gradually being acquired,
this is not keeping pace with the increasing business, and, as a result, the car-rental
costs keep up to a very high figure.
The following equipment has been purchased and delivery taken during the year:
Twenty new ballast-cars, ten rebuilt flat cars, twenty second-hand log-cars, two secondhand oil-cars, and three Pullman troop sleepers converted to mail-cars.
Three troop sleepers, which were purchased three years ago, have been converted
into baggage and express cars in our shops at Squamish. This work is still under way.
Two additional diesel locomotives have been secured, and there are on order in the
coming year six diesel locomotives for delivery in February and March.
All passenger equipment is being equipped with electric lighting. This eliminates
all fire-hazards from oil lamps.    Fumigation of all coaches is being taken care of.
Operations.—The year 1950 had a very disastrous start, with the first two months
resulting in very heavy expenses and a very large decrease in the business handled.
This was due entirely to weather conditions, with snow, ice, slides, and blockades, which
conditions affected not only the Pacific Great Eastern Railway, but all other railways in
British Columbia.
During this period there was a very unfortunate derailment of a train, which resulted
in the loss of two employees, Engineer Alec Munro and Fireman Harry Seymour, who
were drowned in Seton Lake when their train struck a slide and the engine fell into the
lake, carrying them with it.
.Flood conditions were experienced, which tied up the line in the month of June
due to the overflow of the Birkenhead River, and a week's traffic was lost at this time.
In the month of August, while still operating, our connecting service was disrupted
during the last week due to the railway strike.
Notwithstanding the loss of traffic throughout the year due to the above-mentioned
circumstances, an increase of 6 per cent in earnings will be shown, and 10 per cent in
revenue cars moved during the year. This was due to the very heavy movement of
lumber and lumber products during the latter portion of this year, and for the first time
the number of paying loads handled during the year was up to 10,000.
Prices of material continued to show an increase in the year, and wages were also
further increased. There was a freight-rate increase of 16 per cent last June which,
however, was far below the increase in the costs of materials and wages.
The barge and tug facilities continued as a bottleneck. The cost of operating this
service is increasing each year, and in order to keep the business moving, extra tugs and
barges have to be hired continuously at a very high rental charge. The barge and tug
are worn out, and they may become disabled at any time. The Railway Company will
be facing heavy expenses for replacement of this equipment almost at once.
The operations of the diesel locomotives, which during the year have aggregated
approximately one-half of the tonnage handled, have been the means of effecting a saving
in our operating costs.
Passenger traffic during the year showed a very considerable decrease, and this
condition is one that exists on all railways, as well as on bus lines; it is undoubtedly
caused by a decrease in the movement of people, and the air service that is now being
established at various points in this territory. RAILWAY DEPARTMENT, 1950 LL 7
The increase in business and earnings is due entirely to a very considerable increase
in the movement of freight, as the territory is being developed and more industries,
particularly in regard to lumber, are being established.
As a safety measure in connection with train-order work, it has been necessary
during the past two years to replace our telephone-line with new copper wire. This
work will be completed early next spring, and we have purchased the necessary material
to complete the job during the past year. The old wire had become worn out, and so
unreliable that it was not safe for the transmission of train-order work.
J. A. Kennedy,
General Manager.
Inspecting Engineer's Report
Inspections of the properties of the Pacific Great Eastern Railway have been made
pursuant to the terms of the " Railway Act," with special regard to maintenance of way
and structures. Items enumerated in subsection (2) of section 178 of the Act were
inspected, except rolling-stock and floating equipment.
The Railway Department's Inspectors and the Railway Company's maintenance-
of-way officials conferred when making inspections by track-motor during the year 1950.
Decisions were noted and afterward compiled in a joint report showing work done in
1950, work to be done in 1951, and other essential remarks. These detailed reports
cover bridges, tunnels, buildings, water-supplies, stockyards, and other structures. The
1950 programme outlined in the previous Departmental Report has been undertaken
and accomplished with few exceptions, such as the renewal of bridges at Mile 90.2 and
Mile 109.9. Bridges around Pavilion Mountain require careful maintenance, and
plans should be made for certain replacements in 1952.
Track-ties have been renewed sufficiently to resume the normal annual replacement.
Ditching and surfacing improved the track structure sufficiently to remove the bulk of
the slow orders. The worn 70-pound rails on 10 miles of the Cheakamus Hill were
relaid with new 85-pound rails.
Improvements and safeguards to the road-bed, also reconstruction of the telephone-
line (Lone Butte to Williams Lake remains to be completed in 1951), have expedited
train movements to meet the increased volume of freight traffic.
The Railway Company's Construction Department awarded all contracts (except
Ahbau Creek steel viaduct, to be let in January, 1951) on the Quesnel-Prince George
extension. Over one-half of the grading and formation work has been constructed.
The Operating Department continued track-laying to 10 miles north of Quesnel Station.
The new terminal facilities and industrial sites in North Quesnel yard have been under
operation since the fall of 1949.
The increased traffic imposes vigilant precautionary measures, already stressed in
previous reports, such as track patrols and inspections, continued betterment and
maintenance of supporting or protective structures, and safe operation of adequate
Subject to the accomplishment of the work to be done in 1951 and the observance
of safety measures outlined above, the track should continue to be in good condition
for the safe operation of traffic under present train loadings and schedule running time.
Inspecting Engineer. LL 8 BRITISH COLUMBIA
Inspection of boilers and safety appliances in shipyards and other industrial plants
continued where cranes and other mobile plants operate on tracks.
Inspections for fire-prevention equipment were made on locomotives of all railways,
including those subject to the jurisdiction of the Board of Transport Commissioners
for Canada, this being a requirement of the Forest Service of the Department of Lands
and Forests.
Chief Inspector's Report
During the year all industrial and common-carrier railways operating under the
jurisdiction of the Department operated to full capacity. The usual and extensive heavy
repairs necessary to keep motive power and rolling-stock on the railways operating were
carried on under the advice and supervision of the Department Inspectors; however,
extensive boiler repairs to steam motive power were light during the year due to the
heavy repairs made during the previous year.
All logging and mining railways in British Columbia, as well as small industrial
railways, were inspected by the Inspectors. This entailed the inspection of all rolling-
stock and motive power, road-bed, bridges, and structures. The inspections also
covered the operation of railway and dispatch systems. Particular attention was given
to safety-first in railway operation, and the follow-up inspection system instituted during
the foregoing year was carried through and kept in effect during the year. In many
cases follow-up inspections were made to see that the work recommended had been
carried out by the companies.
In co-operation with the Department of Mines our Inspectors inspected trackage,
locomotives, and cars on mining operations, and the fees accrued from these inspections
were credited to the Department of Finance. These inspections included the inspection
and hydrostatic test of air-locomotives in the Kootenays and also the electric locomotives
at Britannia Mining and Smelting Company. Copies of all reports were forwarded to
the Department of Mines.
Inspections were made during the year of the surface haulage at the Sullivan mine
of the Consolidated Mining and Smelting Company of Canada, Limited, Kimberley.
During the year this company submitted rules and regulations to this Department for
the Minister's approval. Subsequent to the approval of the rules and regulations,
examinations were conducted under the supervision of Department Inspectors at Kimberley, and all operators were examined and certified.
Two inspections were made during the year of the narrow-gauge railway serving
the plant of the Consolidated Mining and Smelting Company of Canada, Limited, at
Trail, where several miles of narrow-gauge railway is in operation. Rules and regulations to govern the operation were formulated by the company, and drafts submitted
to this office for the Minister's approval. After approval was granted, examinations
were conducted at Trail under the supervision of Department Inspectors, and 191
operators were examined and certified. The certificates issued were restricted entirely
to this operation. During 1949 safety meetings with respect to narrow-gauge operation
were instituted at Trail, and it is gratifying to note no accidents were reported from this
operation during the ensuing year.
Inspections were made of the narrow-gauge railway on James Island serving the
Canadian Industries Limited and also of the narrow-gauge railway serving the British
Columbia Cement Company's plant on Texada Island. The rolling-stock and motive
power were inspected on these operations, and, where the size of motive power warranted, RAILWAY DEPARTMENT,  1950 LL 9
certificates were issued in accordance with the rules and regulations. Where certificates
for motive power were issued, the operators were examined, and restricted certificates
issued on their behalf limiting them to the particular narrow-gauge operation on which
they were employed.
On the standard-gauge logging and mining railways, all motive-power boilers and
pressure-vessels were tested and inspected during the year, and the Inspectors supervised the necessary boiler repairs as well as repairs to motive power. Several power-
cars used for the transportation of workmen were redesigned and rebuilt during the
year under the supervision of the Inspectors, and all rail power-cars used for the transportation of workmen were inspected and certified during the year. The system of
power-car certification instituted in 1947 has raised the standard of this type of equipment, so workmen are now transported in an approved and standard type of equipment
which is conducive to safety. •
A radio-telephone communication dispatch system was installed during the year
on the railway of the Canadian Forest Products Limited at Englewood. The operation
and installation of this system was checked by Department Inspectors. The use of
two-way radio communication between dispatcher and train crews, as made possible
by this system of radio communication, is a boon to railway safety, as not only can the
dispatcher converse with the locomotive engineers, but engineers can communicate
with other engineers and rail-cars and thus ascertain their positions on the railway so
rear-end collisions can be avoided. The use of the two-way radio communication does
not supersede the regular telephone communication as normally used. All dispatching
is normally done on the standard telephone system, and the radio-telephone communication system is used to contact crews once a train is in motion where it would be
impossible to contact them when a train has already left a terminal.
The common-carrier railways and the street-railways under Provincial jurisdiction
were inspected during the year. These railways were found to be in good condition,
the usual replacements and repairs having been carried out by the company. The
equipment and rolling-stock were periodically inspected, and the locomotives certified.
During the year several miles of street-railway were abandoned in Vancouver, this
trackage having been replaced by the use of trolley-buses. Where persons have been
seriously injured by street-cars or by other means on common-carrier railways, the
rolling-stock or motor power involved was impounded until inspected and released by
Department Inspectors. Where fatal accidents occurred, Inspectors made investigations
and forwarded reports to the Deputy Minister for the Minister's attention. Where
necessary, corrective measures were imposed upon the company to avoid the recurrence
of such accidents.
In this respect it is worthy of mention that through insistent efforts on the part
of this Department the wye at Hastings Street and Boundary Road of the British Columbia Electric Railway was abandoned and a loop installed with terminal facilities. It
is also worthy of mention that the employee-training programme of the British Columbia
Electric Railway Company has been further developed during the year, so now the
company examines its motormen and diesel-electric locomotive engineers and certificates
are issued on their behalf by this Department.
During 1949 the British Columbia Electric Railway Company dieselized its District
IV line from New Westminster to Chilliwack with respect to freight haulage. The
dieselization of this line has worked out very well, and it was necessary to procure an
additional 70-ton diesel-electric locomotive during 1950. This locomotive, as well
as the existing three diesel locomotives, was inspected by our Inspectors during the
year, and studies have been conducted by this Department with respect to dieselization.
The dieselization of this railway has made it necessary to install track circuits to operate
the automatic highway warning devices at the King George Highway and the Scott Road
crossings. A study was conducted by the Department, and recommendations made
with respect to public safety at these crossings. LL  10 BRITISH COLUMBIA
On Vancouver Island the relocation of the Island Highway in the vicinity of
Chemainus presented a dangerous rail-level crossing of the Copper Canyon Railway.
A study of this crossing was made by the Department, and automatic warning devices
recommended, which are to be installed during the year 1951. A study was also made
of the Island Highway crossing of the Elk River Timber Company's railway at Cambell-
town, where automatic warning devices were also recommended.
During the year, inspections were made of the standard trackage serving the
Nanaimo Pulp and Sulphate Company's plant at Nanaimo, and also the standard trackage
serving the Columbia Cellulose Company's plant at Watson Island. In both cases it
was necessary to approve close-clearance regulations. The diesel-electric locomotives
used at these operations were inspected and certified, and the locomotive engineer at the
Columbia Cellulose Company's plant at Watson Island was examined and certified.
'Five hundred and eighty-seven inspections covering fire-protective appliances of
locomotives were made on the Canadian Pacific Railway, Canadian National Railway,
and Great Northern Railway in British Columbia. Reports of these inspections were
forwarded to the British Columbia Forest Service and the Board of Transport Commissioners at Ottawa. Each Department Inspector is appointed by the Board of Transport
Commissioners at Ottawa as Board of Transport Fire Inspectors so they may act with
full authority of the Board of Transport Commissioners on the transcontinental railways.
Where defects were found, the Inspectors ordered the locomotives out of service. One
hundred and thirty-five inspections were made of fire-protective appliances on steam-
locomotives operating on logging and mining railways and Pacific Great Eastern Railway during the year. Forty-five reports of these inspections were filed with the Forest
During the year, inspections were made of the rolling-stock and equipment of the
Pacific Great Eastern Railway. The diesel locomotives procured during 1948 and 1949
are working out very well, and considerable savings are being made. Already dieselization has laid up some of the steam motive power on this railway, and when more diesel
motive power is procured, no doubt most of the steam-power can be retired. The improvements and facilities installed during 1949 at the Squamish shops are working out very
well, and when complete dieselization has been put into effect, the benefits will be fully
Studies of dieselization with respect to motive power on logging-railways were continued during the year. These studies were conducted at the request of various logging
companies, and, as a result, a Shay geared steam logging-locomotive is being rebuilt in
Vancouver and converted into a diesel hydraulic logging-locomotive. This locomotive,
when completed, will have a weight of 50 tons on the drivers, with a starting tractive effort
of approximately 30,000 pounds. This locomotive is being built as a pilot model under
the supervision of the Department, with the idea in mind to convert other steam-operated
geared locomotives over to diesel operation in the future. Recommendations have been
made to some of the logging companies with respect to the application of diesel-electric
locomotives for log haulage on the main lines.
During the latter part of 1949 an aerial tramway was constructed on Grouse Mountain, adjacent to Vancouver. The operation of this aerial tramway and future aerial
tramways was placed under the jurisdiction of the Department, and, consequently, to
avail the Department with the best information possible on the design, construction, and
operation of this type of transportation and also gather sufficient data so rules and regulations could be formulated to govern this type of transportation in the interest of public
safety, Inspectors from the Department made a trip by automobile to winter resorts in
the Northwestern United States and Canada, where approximately eighteen passenger-
carrying chair-lifts were examined and a report submitted. As a result, rules and regulations were formulated to govern aerial tramways in British Columbia.   During the year RAILWAY DEPARTMENT,  1950 LL 11
1950 two aerial tramways were constructed—one on Hollyburn in West Vancouver and
the other to gain access to the chalet on Grouse Mountain in North Vancouver. The
Hollyburn Aerial Tramway was ready for operation by the end of 1950, and the second
unit on Grouse Mountain—the Grouse Alpine Resorts Limited—was constructed and
scheduled for operation during January, 1951. Prior to the construction of these aerial
tramways, complete plans and specifications were submitted to the Department for
approval. These were checked and approved, and during construction Department
Inspectors made periodical inspections and tests of materials. Upon completion, all parts
and appurtenances were subjected to rigid tests by the Inspectors.
An inspection was made of the aerial tramway owned and operated by the Red
Mountain Ski Club at Rossland during 1950. Certain recommendations were made and
carried out in order to bring its operation up to the required standard of the Department.
In the operation of aerial tramways a system has been inaugurated where the company is
required to make daily inspections and submit monthly reports to the Department of the
general operation and all repairs made.
At the request of certain logging companies and in the interest of safety, inspections
were made of several logging-trucks, particular attention being paid to the air-brakes on
these logging-trucks and also to the bridges over which they operate. In some cases, in
the interest of safety, the Inspectors recommended certain changes to the present airbrake system. With respect to logging-trucks not operating on railways, it would appear
there is paramount need of a rigid inspection by competent air-brake engineers or inspectors with regard to safety in the operation of air-brakes; also it is felt the bridges and
structures over which this heavy equipment operates should be checked by competent
inspecting engineers, and in this respect fourteen bridges were examined for the Salmon
River Logging Company at Kelsey Bay and a report submitted. The requests for these
inspections to be made by the Department have arisen due to the fact that certain railway
companies operate logging-trucks in conjunction with their railways, but the trucks are
not classed as railway operation. They wished to take advantage of the Department's
knowledge of air-brake equipment and bridge inspection in conjunction with logging-
During the year the British Columbia Electric Railway Company converted several
buses for propane operation. The pressure-vessels for the storage of propane for use on
these buses were inspected by the Department, and while there is some question as to the
Department's jurisdiction over buses, it must be pointed out that where pressure-vessels
are used in conjunction with public transportation, inspection by inspecting engineers is
essential for public protection. With respect to trolley-buses now replacing street-railways,
while an overlap of Governmental jurisdiction appears to prevail, it should also be pointed
out the trolley-buses are considered a part of the railway operation by the company.
The warning-signal device or air-horn developed in 1949 which simulates the sound
of a standard railroad steam-whistle as used at grade crossings on railways has been
widely accepted and acclaimed by railways in the United States and is gradually being
adopted in Eastern Canada, as it is felt this warning device is recognized by the public
as the warning of an approaching train, whereas the conventional horn with which the
diesel locomotives were equipped was confused by motorists for bus or truck horns and
also ship whistles where railways are adjacent to navigable waters.
In 1947 a safety-first educational programme was instituted by the Department.
This programme was carried forward through 1948, 1949, and the ensuing year, as it
was felt the education of workmen as to safe working practices is the foremost and
cardinal rule in accident-prevention. It is difficult to judge the direct benefits of this
effort on the part of the Department, but it is the general consensus of opinion among the
operators of industrial railways that the results justify its continuance on the part of the
Department.   In October of this year a fatal accident occurred on the Copper Canyon
Railway when a section foreman fell from a moving railway-car and was killed. Upon
investigation it was revealed that had the certified operator of the power-car involved in
this accident taken the necessary precautions as prescribed by the rules, the accident, no
doubt, would have been prevented. In view of the circumstances surrounding this accident, the Department's safety-first educational programme was intensified by holding
safety-first meetings at every operation, where the Inspectors lectured the railway
employees and explained the rules.
In order to further demonstrate safety to the working personnel of the railways,
safety films were obtained through the courtesy of the Canadian Pacific Railway, the
films being shown in conjunction with the safety lectures conducted by the Inspectors.
These safety meetings, with the showing of safety films, have been highly acclaimed by
both management and railway employees.
In order to intensify the competitive spirit for safety in operation on industrial railways, it has been suggested that the Department put up a safety trophy which will be
competed for by the various industrial railways each year. The suggestion of a safety
trophy appears to have a great deal of merit which would more than justify the small
expenditure on the part of the Department.
Following is a report of the inspection work performed during the year 1950:—
Hydrostatic tests applied to boilers      162
Internal and external inspections of boilers        12
Internal-combustion locomotives inspected and certified        14
Internal-combustion locomotive cranes inspected and certified 8
Power rail-cars inspected and certified        57
Diesel-electric locomotives inspected and certified        14
Electric locomotives inspected on narrow-gauge electric railways         18
Locomotives inspected other than hydrostatic tests      137
Number of cars inspected on industrial railways  1,750
Number of cars inspected on common-carrier railways        85
Number of miles of track inspected   1,225
Number of aerial tramways inspected in United States        12
Number of aerial tramways inspected in British Columbia for
approval  4
Logging-trucks inspected        12
Miles of logging-truck road inspected        30
Truck-logging bridges inspected        14
Locomotive engineers examined and certified  3
Conductors examined and certified  9
Power-car operators examined and certified        18
Locomotive-crane engineers examined and certified  6
Train-dispatchers examined and certified  4
Internal-combustion locomotive engineers  examined  and
certified  3
Engineers  examined  and  certificates  issued,  B.C.  Electric
Railway  4
Engineers examined  and certificates  issued,  Pacific  Great
Eastern Railway  2
Electric-locomotive operators examined and certified, Consolidated Mining and Smelting Co. of Canada, Ltd.,
Trail and Kimberley      191
B.C. Electric Railway street and interurban cars inspected        69 RAILWAY DEPARTMENT, 1950 LL 13
B.C. Electric Railway electric locomotives inspected and
certified   13
Accidents investigated on B.C. Electric Railway  26
Fatal accidents on B.C. Electric Railway  5
Accidents investigated on logging-railways  7
Fatal accidents on logging-railways  1
Accidents investigated on Pacific Great Eastern Railway  1
Fatal accidents on Pacific Great Eastern Railway  2
Boiler designs approved by the Department  1
1,600-horsepower diesel-electric locomotive design approved 1
Appliance designs approved  1
Designs approved for aerial tramways  4
New passenger rail-cars built under supervision of the Department   1
New diesel-electric locomotives imported  3
Inspections made of fire-protective appliances on industrial
railways  135
Inspections made of fire-protective appliances on Pacific Great
Eastern Railway locomotives  10
Inspections made of fire-protective appliances on locomotives
of C.P.R., C.N.R., and G.N.R. for Board of Transport
Commissioners   587
R. E. Swanson,
Chief Inspector.
A fist of Executive Council certificates issued is given in Appendix A.
Accidents on railways under Provincial jurisdiction are shown in Appendix B.
Industrial railways operating during the year are shown in Appendix C.
A list of locomotive cranes in industrial plants inspected by the Department is shown
in Appendix D.
A summary of the mileage of all railways operating in the Province is shown in
Appendix E. I
Certificates Issued under the Provisions of the " Railway Act "
Certificate No.
Approving operation of Pacific Great Eastern Railway,  1.85 miles north of
Quesnel    754
Approving application of B.C. Forest Products Ltd. to construct bridges over
Panther Creek and Mosquito Creek, Renfrew District  755
Amending Rules and Regulations, Part VIII, pursuant to section 289 of the
" Railway Act "   756
Approving increase in the standard freight tariffs, B.C. Electric Railway Co.
Ltd.   757
Approving increase in the standard freight tariffs, Pacific Great Eastern Railway Co.   758
Amending Rule 17 (a) of Part III, Rules and Regulations, pursuant to section
289 of the " Railway Act"   759
Ordering all trains approaching crossing of Kingsway at Central Park in
Municipality of Burnaby to come to a positive stop before crossing  760
Approving issue by B.C. Electric Railway Co. Ltd. of 3Vi-per-cent general
mortgage bonds, 1950 series, and also the sale of same  761
Approving application of Minister of Public Works to construct a grade highway crossing over tracks of Bloedel, Stewart & Welch Railway at Brewster
Road in the Sayward District  762
Approving safety rules governing operation of a tramway at the Consolidated
Mining & Smelting Co. of Canada, Ltd., plant at Tadanac  763
Amending Certificate No. 737, which approved a grade highway crossing over
the line of the B.C. Electric Railway Co. Ltd. at Sandell Road in the
Municipality of Surrey  764
Approving construction of grade crossing in Lot 308, Group 2, Langley
Prairie, over tracks of the B.C. Electric Railway Co. Ltd  765
Approving increase in standard freight tariffs, B.C. Electric Railway Co. Ltd. 766
Approving increase in standard freight tariffs, Pacific Great Eastern Railway
Co.   767
Approving application of Columbia Cellulose Co. Ltd. for exemption from
standard clearances   768
Approving special rules and regulations of the Consolidated Mining & Smelting Co. of Canada, Ltd., for operation of the Sullivan concentrator
haulage-way   769
Approving construction of spur by Pacific Propane Ltd. from the Fraser Valley
line of the B.C. Electric Railway Co. Ltd. in vicinity of South Westminster 770
Amending Rules and Regulations, Part I, pursuant to section 289 of the
" Railway Act "   771
Approving construction of grade highway crossing over tracks of Victoria
Lumber Co. Ltd. in Cowichan-Newcastle District   772 RAILWAY DEPARTMENT,  1950
LL 15
Accident Report, 1950
Class A1
•Killed      Injured
Class B2
Killed       Injured
B.C. Electric Railway Co. Ltd.-
Other persons-
Pacific Great Eastern Railway Co.—
Other persons..
Industrial railways—
Other persons-
Locomotive cranes—Employees-
'Class A: Accidents to persons resulting from movement of trains, locomotives, or cars.
2Class B: Accidents arising from causes other than those resulting from movement of trains, locomotives, or cars. LL 16
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List of Cranes and Other Auxiliary Motive Power in Industrial Plants
Inspected by Railway Department
Alberni Pacific Lumber Co. Ltd Crane No. 40929 B.C.
Alberta Lumber Co. Ltd Crane No. 42998 B.C.
Anderson Bros. Lumber Co. Ltd Crane No. 11905 B.C.
Crane No. D.R. 302.
Arrowhead Wood Preservers Ltd Crane No. D.R. 293.
Crane No. D.R. 322.
Crane No. 22633 B.C.
Associated Foundry Ltd Crane No. 21532 B.C.
Baxter, J. H., & Co. Ltd Internal-combustion Crane No. 1.
Bloedel, Stewart & Welch Ltd Crane No. 44666 B.C.
Crane No. 3843.
Crane No. D.R. 340.
Gas Internal-combustion Locomotive No.
Britannia Mining and Smelting Co. Ltd 6 narrow-gauge electric locomotives.
B.C. Cement Co. Ltd Crane No. 21439 B.C.
4 narrow-gauge gasoline locomotives.
B.C. Forest Products Ltd Crane No. 43579 B.C.
Crane No. D.R. 320.
Crane No. D.R. 331.
Crane No. D.R. 319.
Unloader No. 44213.
B.C. Pulp & Paper Co. Ltd Crane No. D.R. 304.
Burrard Dry Dock Co. Ltd Crane No. 50514 B.C.
Crane No. 41298 B.C.
Crane No. D.R. 292.
Gas Locomotive Crane No. 4.
Canadian Collieries (D.) Ltd Steam-shovel D.R. 301.
Canadian Forest Products Ltd Crane No. 42722 B.C.
Crane No. 43635 B.C.
Crane No. 43973 B.C.
Internal-combustion Locomotive Crane
No. 97.
Diesel Locomotive Crane No. 2338.
Diesel Switcher No. 96.
Capital Iron & Metals Ltd Crane No. D.R. 295.
Crane No. D.R. 299.
Crane No. 44386 B.C.
Coast Quarries Ltd Crane No. D.R. 342.
Columbia Cellulose Co. Ltd Diesel-electric Locomotive No. 1.
Consolidated Mining & Smelting Co. of Canada, Ltd.,        Crane No. 12772 B.C.
Kimberley Electric Locomotive No. 1.
Electric Locomotive No. 2.
Consolidated Mining & Smelting Co. of Canada, Ltd.,        12 narrow-gauge electric locomotives.
Deeks Sand & Gravel Co. Ltd Gas-locomotive No. 1.
Dominion Bridge Co. Ltd Crane No. 44129 B.C.
Crane No. 44317 B.C.
Crane No. D.R. 347.
Derrick Crane No. 19.
Dominion Tar & Chemical Co. Ltd Crane No. 44441 B.C.
Gas-switcher No. 1.
Esquimalt Drydock Crane No. 22582 B.C.
Portable Boiler No. D.R. 314.
Evans, Coleman & Evans Ltd Crane No. D.R. 316.
Hamilton Bridge Co. Ltd Crane No. 12669 B.C.
Hillcrest Lumber Co. Ltd Crane No. 40049 B.C.
Crane No. 44315 B.C.
Jamieson Construction Co. Ltd Diesel-electric Locomotive No. 1.
King, M. B., Lumber Co. Ltd Crane No. 12430 B.C. RAILWAY DEPARTMENT,  1950
LL 19
APPENDIX D—Continued
List of Cranes and Other Auxiliary Motive Power in Industrial Plants
Inspected by Railway Department—Continued
Lions Gate Lumber Co. Ltd..
Lumby Timber Co. Ltd	
..Crane No. 12370 B.C.
..Crane No. D.R. 343.
Mayo Lumber Co. (1943) Ltd Crane No. D.R. 321.
Nanaimo Sulphate & Pulp Ltd Diesel-electric Locomotive No. 1.
Northern Construction Co. Ltd Crane No. 12321 B.C.
Osborn Bay Wharf Co. Ltd Crane No. 21526 B.C.
Pacific Coast Terminals Co. Ltd Crane No. 44440 B.C.
Auxiliary Boiler No. 03301 B.C.
4 steam-locomotives.
 Crane No. D.R. 315.
 Crane No. 44893 B.C.
Point Hope Shipyard	
Powell River Co. Ltd	
Prince Rupert Drydock & Shipyard Crane No. D.R. 290.
Robertson & Hackett Sawmill Crane No. 44584 B.C.
Crane No. 12545 B.C.
Sigalet & Co. Ltd Crane No. 21089 B.C.
Sooke Lake Lumber Co. Ltd Crane No. 22632 B.C.
Timber Preservers Ltd Crane No. 43807 B.C.
Crane No. D.R. 288.
Timberland Lumber Co. Ltd Crane No. 12368 B.C.
Vancouver Creosoting Co. Ltd Crane No. D.R. 283.
Gas Locomotive Crane No. 6.
Victoria Machinery Depot Ltd Crane No. D.R. 291.
Crane No. D.R. 305.
Western Bridge & Steel Fabricators Ltd '_ Crane No. D.R. 308.
Crane No. D.R. 309.
Western Forest Industries Ltd Diesel Locomotive Crane No. CCC 142.
Crane No. 41276 B.C.
Yarrows Ltd. Crane No. D.R. 289.
Crane No. 376.
Mileage of All Railways Operating in the Province
Under the jurisdiction of the Board of Transport Commissioners for Canada—
Under the jurisdiction of the Provincial Government—
Industrial railways—
Narrow gauge 	
Total mileage all railways in British Columbia, 6,027.64. VICTORIA, B.C.
Printed by Don McDiarmid, Printer to the King's Most Excellent Majesty


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