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PROVINCE OF BRITISH COLUMBIA PUBLIC UTILITIES COMMISSION Eleventh Annual Report Pursuant to Section 36… British Columbia. Legislative Assembly 1952

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 PROVINCE OF BRITISH COLUMBIA
PUBLIC UTILITIES
COrvIMISSION
Eleventh Annual Report
Pursuant to Section 36 of the
" Motor Carrier Act "
Licence-year 1950-51
VICTORIA, B.C.
Printed by Don McDiarmid, Printer to the King's Most Excellent Majesty
1951  Victoria, B.C., June 20th, 1951.
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 Eleventh Annual Report of the Public Utilities Commission
under that Act, for the year ended February 28th, 1951.
PUBLIC UTILITIES COMMISSION.
W. A. Carrothers, Chairman.
D. K. Penfold, Commissioner.
Russell E. Potter, Commissioner.  Annual Report of the Public Utilities Commission, pursuant
to Section 36 of the "Motor Carrier Act," for the
Licence-year Ended February 28th, 1951
A DECADE OF PROGRESS
The present " Motor Carrier Act" came into effect on March 1st, 1940, replacing
Part V of the " Highway Act "; it is, therefore, of interest to review the progress which
has been made during the ten years ended 1950-51. The following comparative figures
speak for themselves:—
Licence-year
1940-41
Licence-year
1950-51
Increase
Total revenue under " Motor Carrier Act "	
Total number of licences (new and renewed)..
Total number of applications recorded.
Total number of passenger-vehicles licensed	
Total number of public and limited freight-vehicles licensed .
Total number of private freight-vehicles licensed	
Number of Inspectors employed in the field	
Motor Carrier Offices maintained	
$147,047
11,903
3,686
739
2,226
8,938
6
5
$413,224
25,698
7,535
1,866
4,331
19,501
13
9
Per Cent
281
216
204
252
195
218
It will be seen from the above that, while the number of licences issued annually has
more than doubled during the past decade, the total revenue has increased 2.8 times.
This apparently disproportionate increase is largely due to the fact that heavier equipment,
with greater load capacity, is now being used, combined with the fact that fees are based
on carrying capacity of vehicle. In addition, licensees now renew their licences more
promptly. There was a revision of licence fees, effective 1st March, 1947, but, while this
involved a slight increase in fees for some classes of licences, there was a reduction for
other classes and, therefore, this revision of fees had little effect on the total revenue.
STATISTICAL
A complete and detailed statement of the number of licences issued, transferred, etc.,
and revenue therefrom and from other sources is contained in Appendix A of this Report.
As is shown in the tabulations which follow, the number of licences (new and renewed)
increased by 6 per cent, from 24,244 the previous year to 25,698 during the year now
under review, and the total revenue for the year is up by 8.3 per cent, from $381,443
to $413,224.
These figures indicate a continuation of the steady growth, not only in motor-vehicle
transportation itself, but also of the many and varied industries which are served by it.
The largest increase was with respect to the number of limited freight-vehicle licences
issued to contract haulers, such as for transportation of milk, forest products, ore concentrates, road-building materials, and the like. The increase in this class of licence was
nearly 14 per cent. Public freight-vehicle licences issued were up over 6 per cent, and
the same figure applies to private freight-vehicle licences. I 6
" MOTOR CARRIER ACT'
Taking public and limited freight-vehicle licences together, there was an increase of
9 per cent in the number of licences of these two classes and an increase of 11 per cent
in revenue therefrom.
There was a reduction in the number of buses licensed, including sedan cars operated
in public passenger service. One factor in this regard would appear to be the noticeable
reduction of patronage of public passenger services, chiefly as a result of the great increase
in the number of privately owned automobiles on the road. This feature is further dealt
with in this report under the heading of " Tariffs."
As usual, many applications were received for transfer of licences, the number for
1950-51 being 871, or 3.1 per cent of the total number of licences issued, as compared
with 3.2 per cent the previous year. Included amongst the transfers were 261 taxi
licences (mostly due to companies turning over cars to individual drivers) and 207
Class III public freight-vehicle licences.
A noticeable trend was the comparatively large number of transfers from individuals
or partnerships to limited-liability companies, mostly newly incorporated for the purpose
of acquiring the businesses of these various established operators. There were forty-three
such applications dealt with.
The number of licensed vehicles replaced, usually by larger or more modern equipment, increased by 25 per cent being 2,037, as compared with 1,634 for the previous year,
and comprised 8-per cent of the total number of licences issued. These figures are an
indication of the extent to which established operators are keeping their fleets of vehicles
up to date by discarding vehicles the operation of which is no longer economical. It may
be noted that 610 taxis were replaced, which is almost 50 per cent of the total number
of taxi licences in effect.
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 Licences (New and Renewed)
1945-16      1946-47      1947-48     1948-49      1949-50      1950-51
Passenger (buses)1
Passenger (taxis) —
Public freight	
Limited freight-
Private freight (ordinary)..
Private freight (farmers)...
Totals	
430
679
1,782
805
7,164
5,006
516
1,053
2,260
998
8,318
5,154
637
1,253
2,475
1,324
9,705
5,510
632
1,267
2,480
1,303
11,127
5,709
664
1,228
2,660
1,311
12,061
6,320
607
1,259
2,831
1,500
12,857
6,644
15,866
18,299
20,904
22,518    |    24,244
25,698
1 Includes sedan cars licensed as public passenger-vehicles.
REVENUE
The following is a comparative statement of revenue for the past six years, showing
the various sources of revenue:—
Kind of Licence
1945-46
1946-^17
1947-48
1948-49
1949-50
1950-51
Passenger (buses) -....	
$23,045.10
7,108.47
121,050.25
49,370.45
6,881.24
55.40
$32,548.70
12,121.04
157,613.75
57,480.45
12,420.92
28.80
$41,512.35
15,313.00
191,344.48
69,487.24
15,412.97
34.00
$40,288.35
22,315.00
230,504.94
57,257.95
16,425.05
519.55
$41,973.75
21,834.00
238,037.84
61,159.00
18,267.30
171.25
$42,591.25
21,937.25
264,144.46
65,543.25
18,932.82
75.73
Public and limited freight— 	
Miscellaneous1	
Totals	
$207,510.91
$272,213.66
$333,104.04
$367,310.84
$381,443.14
$413,224.76
1 Includes fees under Part 11 of the regulations, and fees for copies of conditions of licence, tariffs, etc. REPORT OF THE PUBLIC UTILITIES COMMISSION
NUMBER OF LICENCES IN EFFECT
I 7
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,
Approximate Number of Licences in Effect1
Month
Licence-vear
1948-49
Licence-vear
1949-50
Licence-year
1950-51
11,563
15,665
17,109
17,980
18,689
19,286
19,860
20,119
20,271
20,433
20,231
20,189
19,923
11,881
16,539
18,111
19,283
20,180
20,753
21,262
21,671
21,970
22,265
22,005
21,913
21,741
12,300
17,450
19,188
20,486
July	
21,262
22.071
22 673
23 054
23 403
23 544
23 624
23,516
23,576
1 Namely, the number of licences issued, less number of licences surrendered or expired.
APPLICATIONS FOR LICENCES
The following tabulation shows the number of applications for new or additional
licences actually recorded, year by year, since the inception of the " Motor Carrier
Act":—
Number of
Applications
Licence-year Recorded
1940-41  3,686
1941-42  3,910
1942-43  3,484
1943-44  3,148
1944-45  3,277
1945-46  4,075
Number of
Applications
Licence-year Recorded
1946-47  5,921
1947-48  6,812
1948-49  6,897
1949-50  7,261
1950-51  7,535
NUMBER OF LICENCES ISSUED ANNUALLY
The following is the total number of licences issued under Part V of the " Highway
Act " and under the " Motor Carrier Act " respectively for the years stated:—
Licence-year
Licences Issued1
Part V, " Highway Act "	
  1935-36
1,672
1936-37
7,832
1937-38
11,148
1938-39
11,970
1939-40
12,427
" Motor Carrier Act"	
  1940-41
13,025
1941-42
14,635
1942-43
14,425
1943-44
14,485
1944-45
15,582
1945-46
16,989
1946-47
20,196
1947-48
23,495
1948-49
24,954
1949-50
26,823
1950-51
28,768
1 Including licences transferred and renewed, and including replacements and substitute plates.
3 18 " MOTOR CARRIER ACT "
TEMPORARY PERMITS
The following is a summary of temporary permits issued during the year 1950-51:—
Class I permits (for temporary operation as private freight-
vehicle only)       891
Class II permits (for temporary operation as public or limited
vehicle for periods not exceeding sixty days)  3,770
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.) 4,732
Class IV permits (for substitute vehicle when licensed vehicle
is disabled)       374
Class VI permits (for operation of school buses in connection with authorized school functions)      185
GENERAL
A noticeable trend was the increased activity in the lumber industry in Northern
Central British Columbia, stretching from McBride on the east to Endako on the west
and north of and including Quesnel, in which area there were approximately 490 mills
operating, with an increase of output of nearly 25 per cent over the previous year; the
total output of lumber for the months of January and February, 1951, was 84,000,000
board-feet. This activity resulted in a very greatly increased demand for truck transportation, a large number of limited freight-vehicle licences being applied for and
granted.
Cost of Motor-vehicle Operation.—There was a further and distinct increase in the
cost of motor-vehicle operation in all its phases, including cost of equipment, tires,
parts, repairs, and wages, as a result of which, as reported elsewhere herein, a number
of applications for increase in rates were received. Also noticeable is the falling-off in
the number of passengers patronizing public bus service, principally due, it is believed,
to the increase in the number of private automobiles.
Dump-truck Operations.—There was a continued demand for services of dump-
trucks, and during the year 167 applications for Class III public freight-vehicle licences
to undertake dump-truck work were received, of which applications 17 were refused
and the remaining 150 were approved.
Of the number of applications approved, 120 were with respect to operations in
Licence Districts Nos. 14, 14a, and 15, covering the Greater Vancouver area and
Lower Fraser Valley.    Demand for licences in the Interior was not so great.
In addition to the Class III public freight-vehicle licences above referred to, seventeen limited freight-vehicle licences for dump-truck work were issued covering contract
hauling.
Proposed Ferries Connecting Vancouver with Seechelt Peninsula.—Following newspaper announcements of the proposal of installation of a ferry between West Vancouver
and Gibsons and between the north-westerly end of Seechelt Peninsula and the Mainland, connecting the peninsula with Powell River, several applications or tentative
applications were received toward the end of the licence-year for licences to transport
freight and passengers between Vancouver and points in the Gibsons-Seechelt area and
to Powell River.
All of these applications were held in abeyance for the time being. REPORT OF THE PUBLIC UTILITIES COMMISSION I 9
RAILWAY STRIKE
On August 22nd, 1950, a general strike of employees of the Canadian Pacific and
Canadian National Railways went into effect, resulting in complete cessation of transcontinental and local railway service in Canada. Regular boat service between the
Mainland and Vancouver Island was also discontinued, as well as telegraph services
over the lines of the two companies. Mail services were also disrupted, only first-class
mail being accepted, except for local deliveries. The railway strike came to an end on
the evening of August 30th, but the coastal steamships did not resume service until
September 2nd.
While the motor-carrier industry, as a whole, functioned most successfully during
the emergency, there is no doubt that if the strike had been prolonged, the situation
would have become critical, as gasoline stocks in the Interior became depleted. The
strike did, indeed, draw attention to the vital part which road transportation plays in
the life of the nation.
Naturally, during the emergency many applications were received for special permits for truck hauling, comprising mostly applications for permits for overloads on the
regular-line hauls, particularly from Vancouver to Prince George, Kamloops, Lillooet,
the Okanagan, Nelson, and to Alberta. It was necessary for the licensed line-haul
operators to hire additional trucks for their overloads, but the permits were issued to
the licensed carriers respecting such vehicles not owned by themselves, the vehicles to
be operated under the same conditions and at the same rates as applicable to the
licensed vehicles, a procedure which was responsible for keeping this additional transportation under control.
Special permits were also issued to handle special movements of freight from
Vancouver to Prince Rupert, live stock from Keremeos to Vancouver, fruit from the
Okanagan to Vancouver, and meats from Vancouver to the International Boundary
destined for further shipment by water between Anacortes, Wash., and Vancouver
Island.
It was noted that during the first two or three days of the strike the carriers generally carried on in a " business as usual" manner until freight began to increase in
volume, and that even then the number of applications for permits was not as great as
had been anticipated. It appears that the situation, by and large, was taken care of in
an orderly and satisfactory manner, so that no community suffered from any lack of
food or other necessities of life. If the strike had been prolonged, however, there is no
doubt that the situation would have been very serious indeed.
BUS SERVICE REPLACING PASSENGER SERVICE OF BRITISH COLUMBIA
ELECTRIC RAILWAY COMPANY'S INTERURBAN LINE BETWEEN NEW
WESTMINSTER AND CHILLIWACK.
At a hearing in New Westminster, commencing on March 27th, 1950, and lasting
for three and one-half days, the Public Utilities Commission heard the following
applications:—
(a) Application (under the "Public Utilities Act") of British Columbia
Electric Railway Company, Limited, for permission to cease the operation of passenger service over its interurban railway-line between New
Westminster and Chilliwack; and
(b) Application (under the " Motor Carrier Act ") of B.C. Motor Transportation Limited to add to the routes over which it now operates its Pacific
Stage Lines motor-bus services certain routes between New Westminster
and Chilliwack, designed to give motor-bus service to the territory now
served by the said railway-line. I 10 " MOTOR CARRIER ACT "
A considerable amount of opposition to the proposal was presented by certain
municipalities concerned and by various organized groups. The proposed bus route
had been laid out to follow as nearly as possible the existing route of the railway, using,
for the most part, municipal roads which, it was claimed, were not of sufficiently high
standard to warrant their use for bus traffic. It was also claimed that during the winter
and early spring many of these roads were either blocked by snow or otherwise impassable due to break-up following frost, and it was feared by the opponents that there would
be several months when bus service would be impossible, whereas past experience showed
that the railway-lines could be operated almost without interruptions, irrespective of
weather conditions.
During the summer further negotiations were carried out between the British
Columbia Electric Railway Company, Limited, and the municipalities concerned—
namely, Surrey, Langley, Matsqui, Sumas, and Chilliwhack—as a result of which the
railway company agreed to make certain cash payments to the said municipalities in
recognition of their additional requirements for funds for road-maintenance resulting
from the inauguration of the substitute bus service, and on September 20th, 1950, an
order of the Commission was made, approved on September 23rd, 1950, by Order in
Council No. 2119, granting permission to the British Columbia Electric Railway Company, Limited, to cease operation of passenger service over the New Westminster-
Chilliwack interurban railway-line, subject to certain terms and conditions, one of which
was as follows:—
" That immediately after the cessation of railway passenger service, B.C. Motor
Transportation Limited, a subsidiary of the British Columbia Electric Railway Company,
Limited, shall, after obtaining all licences and permits necessary for the purpose, provide
a bus service in the area now served by the railway-line, in accordance with the application of the said bus company made and heard concurrently with that of British Columbia
Electric Railway Company, Limited, subject to modification, with the approval of the
Commission after negotiation between the bus company and the municipality or municipalities concerned, as may appear necessary to meet local conditions."
A further condition was that until a sufficiently satisfactory improvement in the roads
on which the new bus service is to be provided has been made, and subject to such further
orders as the Commission may make, the railway company shall keep passenger-cars
available, and shall, as an emergency measure, operate them whenever bus service is
cancelled for more than a short while, thus restoring rail passenger service temporarily
on the railway-line.
The effective date for abandonment of the service was set by the railway company
as October 1st, 1950. Prior to that date the Commission approved of the application
of the B.C. Motor Transportation Limited under the " Motor Carrier Act " for alteration
of its schedule of public passenger routes by including therein a new route between
Vancouver and Chilliwack generally paralleling, as far as practical, the railway-line, with
alternative routing between Mission and Huntingdon, and also a new route between
Chilliwack and South Sumas. These new bus routes were for the purpose of providing
bus service in the area previously served by trains operated on the interurban line. This
bus service went into effect on October 1st, 1950.
SKEENA HIGHWAY
From time to time tentative applications were filed for public passenger-vehicle
and public freight-vehicle licences to operate over various portions of the Skeena Highway from Prince Rupert to points east. A hearing was held on the freight applications
in October, 1946, but, as the highway was not then declared as a public highway, no
action was taken with respect to the applications. REPORT OF THE PUBLIC UTILITIES COMMISSION
I 11
A further hearing on all freight applications was held by the Public Utilities Commission in June, 1947, at Prince Rupert, at which time eleven applications were considered. In view of the fact that the agreement between the Government of British
Columbia and the Canadian National Railways respecting those portions of the highway
which were on the Canadian National Railways' right-of-way had not been finalized, the
applications were again left in abeyance.
The right-of-way agreement was finally entered into during 1949, and that portion
of the road between Prince Rupert and Terrace was recognized as a public highway.
Accordingly, during the month of March, 1950, the Public Utilities Commission refused
all outstanding applications for scheduled operation on the Skeena Highway in order
that new applications could be made and be dealt with on the basis of the facts as then
existing. All previous applicants for passenger- and freight-vehicle licences respectively
were duly notified and were advised of the specific date by which they were to submit
new applications, if they wished consideration of them.
The following is a fist of applications received, which were the subject of a hearing
at Vancouver on Thursday, June 1st, 1950.    Decisions on these applications are also
given.
Scheduled Public Passenger-vehicle Service
Name of Applicant
Details of Applications
Decision
Canadian National Transpor-
Three public passenger-vehicle licences
Application as submitted refused, but the grant
for scheduled service between Prince
ing of one licence was authorized for sched
Rupert and Smithers
uled public passenger-vehicle service between
Prince Rupert and Smithers, serving also the
off-route  point  of Hazelton—restricted to no
local service being given between Prince Rupert and Terrace, inclusive.
Watson Island Stages, Prince
Two public passenger-vehicle licences
Application approved.
Rupert
for scheduled service between Prince
Rupert and Terrace
Scheduled Public Freight-vehicle Service
Lindsay's Cartage & Storage,
Ltd., Prince Rupert
Harold Smith, Terrace	
Marshall Bros., Hazelton..
Victor   Menzies,   d/b/a   City
Transfer, Prince Rupert
Canadian National Transportation Ltd.
James Capling, d/b/a Capling
Transfer, Smithers
Two public freight-vehicle licences for
scheduled public freight service between Prince Rupert, Terrace, and
Copper River.
One public freight-vehicle licence for
scheduled public freight-vehicle service between Terrace and Prince
Rupert.
Two public freight-vehicle licences for
scheduled public freight-vehicle service between Hazelton and Prince
Rupert—restricted to no service to
be given between Usk turn-off and
Prince Rupert.
One public freight-vehicle licence for
scheduled public freight-vehicle service between Prince Rupert and
Telkwa—restricted to no local service between Prince Rupert and
New Hazelton.
Four public freight-vehicle licences for
scheduled public freight-vehicle service between Prince Rupert and
Smithers, serving all intermediate
points.
One public freight-vehicle licence for
non-scheduled service from Prince
Rupert delivered to points east of
Hazelton in Licence District No.
19, and vice versa
Application approved.
Application refused, but a Class III public
freight-vehicle licence held by this applicant
altered to permit of transporting general freight
from points within a distance of 5 road-miles
from Terrace to Prince Rupert and vice versa.
Application refused, but a Class III public
freight-vehicle licence held by this applicant
altered to permit of transporting general freight
from points within a distance of 10 road-miles
from Hazelton delivered to Prince Rupert and
vice versa.
Application refused.
Application refused, but applicant was given
opportunity of applying for two licences for
scheduled public freight-vehicle service between
Prince Rupert and Smithers, subject to no
service to be given from Prince Rupert to Terrace or intermediate points, and vice versa,
and subject to a proviso that the off-route
point of Hazelton be not served. Applicant
did not apply for such licences.
Application refused, but a Class III public
freight-vehicle licence held by this applicant
altered to permit of transporting general freight
from points within a distance of 5 road-miles
from Smithers delivered to Prince Rupert and
vice versa. I 12 " MOTOR CARRIER ACT "
In dealing with these applications, the Commission took into consideration previous
applications which had been submitted by the various applicants, the fitness and ability
of each applicant to give required service, the need for such service, the amount of
service required, and the expressed wish of the inhabitants of the area that licences
should be granted to carriers already established in the motor freight business in the area.
TRANSPORTATION OF NEW AUTOMOBILES
What is known as the " haul-away " system of transporting new automobiles by
tractor and auto-transport semi-trailer from factory to dealer has for a long time been
in effect in Eastern Canada and in the United States, but it was not until the year 1950
that this was attempted to British Columbia. The first application for a licence for
such a service was received early during the year and was followed by a number of
similar applications, it being claimed that this method of transportation is speedier and
that the supply of railroad-cars was insufficient to allow British Columbia dealers to
obtain their quotas of new cars.
These haul-away units carry four or five cars all the way from Ontario via the
United States to Vancouver or Victoria.
This system also permits of rendering a further service east-bound by transporting
British and foreign-made automobiles which are landed at the port of Vancouver by
deep-sea vessels. Agents for these cars throughout the Interior of British Columbia
and in the Prairie Provinces are using this haul-away service to bring these vehicles
from the Coast, which gives the licensed operator a back-haul for part of the eastward
journey.
INTERNATIONAL AND INTERPROVINCIAL TRANSPORTATION
In the Tenth Annual Report, reference was made to transportation of fruit and
vegetables from points in the United States to Vancouver. During the licence-year
1950-51 this movement continued and has developed into a regular haul with increased
volume. These commodities are exempt from the provisions of the Motor Carrier Act
of the United States and, therefore, move interstate freely. While a proportion of this
produce has been transported by British Columbia carriers, the greater part is brought
in by United States carriers under permit.
Exley Produce Express, Inc., of Portland, Ore., however, made application for
licences to transport fresh fruit and produce from California to Vancouver, and fish to
points in California as a back-haul. These applications were contested by the regular
licensed line haulers operating from Vancouver to Seattle and points south, but on
reviewing the situation it was apparent that, as only a few miles of the total haul of some
1,500 miles is in British Columbia, effective control under the British Columbia " Motor
Carrier Act " over rates for transportation of these " exempt commodities " (fresh fruit
and produce and fish) would not seem practicable. These commodities move in quantity,
in truck-load lots in large semi-trailer vans capable of carrying up to 17 tons, and the
operation appears to be a specialized service, rather than a service to the public at large.
Furthermore, it did not seem that the regular licensed carriers were fully equipped to
meet the demands for service respecting these two particular commodities.
Accordingly, during the licence-year two limited freight-vehicle licences were issued
to Exley Produce Express, Inc., to transport fish for J. H. Todd & Sons, Limited, or
purchasers of fish from that company, from Vancouver to the International Boundary for
delivery to Los Angeles, and fresh fruit and vegetables for six wholesale firms in Vancouver, north-bound. Further applications were received from this carrier for additional
licences and extension of the present licences, which applications had not been dealt with
at the close of the licence-year under review. REPORT OF THE PUBLIC UTILITIES COMMISSION I 13
During the year Messrs. deCook and Finnie, of Vancouver, were granted a reclassification of their limited freight-vehicle licence as a Class III public freight-vehicle
licence to include transportation of fish for Fishermen's Co-operative Association from
Vancouver to the International Boundary at Blaine (destined to points south),, and
transportation of fruit and vegetables in the reverse direction for any individual or
company.
An application of R. V. Moore, of LaConner, Wash., for a limited freight-vehicle
licence to transport fish from Vancouver for delivery to LaConner was refused, as it was
not considered the applicant proved any necessity for the granting of licence applied for.
N. Rupert made application for a Class III public freight-vehicle licence to transport
fish for Western Fishing Company Limited, and purchasers of fish from that company,
from Vancouver to the International Boundary for delivery to points in the State of
Washington as far south as Seattle, and was granted a limited freight-vehicle licence to
cover this operation. He later applied for the privilege of transporting fish for British
Columbia Packers Limited, and purchasers of fish from that company, which application
was refused.
The application of Capital Fruit & Produce Limited for alteration of two Class III
public freight-vehicle licences, which permitted transportation of fish for British Columbia
Packers Limited from Vancouver to the International Boundary for delivery to United
States points, by substituting permission to transport fish for any individual or company,
was refused.
In general, there was a considerable movement of fish to points south during the fish
season, and many licensed trucks were pressed into service. Vessels laden with fish dock
in Vancouver and vicinity, and their cargoes are unloaded on to tractor-trailer units or
trucks for immediate shipment to points in the United States, thus cutting down delays in
the unloading of fish-boats, leaving these boats free to proceed to sea immediately for
another load. Applications for permits for additional vehicles were received while the
season was at its peak but, generally speaking, the licensed carriers were able to cope
with the traffic.
Inquiries were received regarding the possibility of obtaining licences for transportation of apples from the Okanagan area to California, but this hauling did not materialize,
chiefly owing to the fact that the size of the American tractor-semi-trailer units is in
excess of what is permitted on British Columbia highways in the Okanagan area.
There has been some expansion in truck and semi-trailer transportation between
British Columbia and Alberta. A new licensee, Refrigerated Express Lines Limited, now
operates regularly between the two Provinces, carrying perishable commodities, and the
licensed line haulers appear to have expanded and built up a good business. During the
year two applications were received from two separate Edmonton operators to transport
general freight between Edmonton and Vancouver, which were approved.
It would appear that, for certain commodities, Alberta shippers prefer truck transport
on account of (a) reduced time in transportation, (b) saving in cost of loading and
unloading to and from railroad cars, as compared to the door-to-door service offered by
trucks, and (c) relief from the necessity of shippers maintaining private trucks to haul
freight to railroad sidings in cases where their plants are not located directly on the
railroad.
WEIGHING OF TRUCKS
Establishment by the Public Works Department of a truck-weighing station at Flood,
near Hope, has resulted in regulation of the stream of traffic operating between Vancouver
and Interior points either via the Fraser Canyon or over the Hope-Princeton Highway.
While the main object of this weighing is to ensure that trucks are not overloaded with
respect to the regulations under the " Highway Act," at the same time it brings to light
cases where carriers are transporting a greater pay-load than is permitted by their licences I 14 " MOTOR CARRIER ACT "
under the " Motor Carrier Act," and it is noted that quite a number of carriers have
applied for changes in their licences in this regard.
AMENDMENTS TO REGULATIONS PURSUANT TO THE
"MOTOR CARRIER ACT"
The regulations were amended during the year by exempting private freight-vehicles
operated by bona-fide farmers ordinarily resident in that portion of the Peace River
District lying in Alberta which is adjacent to the British Columbia-Alberta Border, when
used for the purpose of transporting the products of their farms to market and transporting supplies from market to their farms, restricted to such vehicles which are exempted
from the provisions of the " Motor-vehicle Act" as to registration and licensing under
that Act, as provided by Order in Council No. 189, approved January 31st, 1950.
Several minor amendments were also made for the purpose of clarification or
simplification.
LICENCES SUSPENDED OR CANCELLED BY THE
PUBLIC UTILITIES COMMISSION
W. L. Parent.—Under date of November 17th, 1950, Limited Freight-vehicle
Licence E 5840, in the name of Walter L. Parent, permitting transportation of petroleum
products and containers for Imperial Oil Limited and British American Oil Company
Limited, of Edmonton, Alta., from the British Columbia-Alberta Boundary to Dawson
Creek (being B.C. portion of service between Edmonton, Alta., and Dawson Creek, B.C.),
was cancelled by the Public Utilities Commission, after a hearing pursuant to section 11
of the " Motor Carrier Act," on the grounds that the licensee was not rendering the
service authorized by the licence.
P. & H. Transport Company Limited.—A hearing was held pursuant to section 11
of the "Motor Carrier Act" during the month of January, 1951, at which P. & H.
Transport Company Limited, of Dawson Creek, B.C., was given an opportunity of
showing cause why the two Class III public freight-vehicle licences held by it should not
be cancelled on the grounds that the vehicles had not been available for public service
since August, 1950.
Representations of the licensee were considered and further investigation was made,
which disclosed that the company had transferred its interest in one of the licensed
vehicles to another party and had taken the other vehicle out of service completely. The
Commission's decision was that the licences be not renewed for the licence-year 1951.
Carswell Coach Lines Limited.—This company, which held three public and limited
passenger-vehicle licences authorizing operation of bus service within the City of Vernon
with permission, with respect to one vehicle, to undertake charter trips, ceased operation
on August 21st, 1950, having gone into liquidation.
The licences were suspended on September 20th, 1950, and pursuant to section 11
of the "Motor Carrier Act" a hearing was held on October 6th, 1950, at which time
Carswell Coach Lines Limited was given an opportunity to show cause why the licences
should not be cancelled. No cause having been shown, the licences were cancelled,
effective October 11th, 1950.
At a later date Vernon Bus Lines Limited applied for and was granted a licence to
undertake bus service within the City of Vernon.
Fort Nelson Hotel Limited.—The Limited Passenger-vehicle (Taxi) Licence C 3078,
in the name of Fort Nelson Hotel Limited, respecting its operation as a taxi from terminal
point of Fort Nelson Hotel, was suspended " until the vehicle is repaired or replaced to
the satisfaction of the Public Utilities Commission." At a later date the said licence was
transferred to another party with respect to a replacement vehicle. REPORT OF THE PUBLIC UTILITIES COMMISSION I 15
/. M. Torgerson.—Licence D4174, issued under the "Motor Carrier Act" to
J. M. Torgerson, d/b/a Arrow Lakes Bus Lines, authorizing public passenger service
between Vernon and Nakusp via Edgewood, and also authorizing charter trips, was
suspended, effective October 17th, 1950, due to the fact that the said licensee had ceased
to give service.
APPEALS
Taxi Service, Patricia Bay Airport.—Two licensed taxi operators, Montague Collins
and John G. Newman, of Sidney, whose licences permitted of undertaking charter trips
for business originating in Sidney, made application for alteration of their licences to
permit of accepting charter trips originating within a distance of 10 road-miles from
Sidney. The granting of these applications would have permitted them to stand their
taxi cars at the Patricia Bay Airport and solicit business in competition with C. & C. Taxi
Service Limited, which operates a special air-line limousine service between the airport
and Victoria.
Concurrently, C. & C. Taxi Service Limited made application for alteration of two
limited passenger-vehicle licences (authorizing accepting charter trips for business
originating in the Greater Victoria area) to permit of accepting charter trips at Patricia
Bay Airport.
The applications of Montague Collins and John G. Newman were approved, with
a restriction that charter business accepted at the Patricia Bay Airport be restricted to
transporting only such passengers who are destined to a point on Saanich Peninsula
north of Royal Oak.
The applications of C. & C. Taxi Service Limited were approved, restricted to
transporting passengers under charter destined to points south of Royal Oak only.
Mr. Collins appealed both of the above decisions, and these appeals were heard by
the Executive Council, pursuant to section 55 of the " Motor Carrier Act," at Victoria
on October 24th, 1950.   The appeals were dismissed.
Re Taxi Service, Alberni and Port Alberni.—At Alberni and Port Alberni there were
twenty-nine licences issued to individual operators doing business as Alberni District
United Cabs Association, and two other licences in the name of Fairway Taxi, which
licences permitted accepting business within the Alberni area generally, west of Beaufort
Range, and transporting passengers to any point on Vancouver Island.
There were also four other operators, Pacific Taxi and Frank Harris, holding two
licences each, and Collin A. Bruce and Harry E. Weeks, holding one licence each, whose
licences were restricted to operating within the corporate limits of the City of Alberni
and City of Port Alberni. These four operators applied for privileges the same as held
by other operators and removal of the restrictions. A hearing was held in Vancouver
on March 4th, 1950, and a thorough investigation was made, as a result of which the
applications were refused, it having been found that the public at Alberni and Port
Alberni was being adequately served by the other licensees, who were, in fact, in a
position to handle considerably more business than was actually offering. It was also
found that, in general, taxi business in this area was decreasing.
The decision of the Commission was appealed by the applicants. The appeals were
heard by a committee of the Executive Council on October 20th, 1950, and were
dismissed by the Lieutenant-Governor in Council on November 14th, 1950.
ORDERS AND APPROVALS OF THE PUBLIC UTILITIES COMMISSION
Details of orders respecting suspension of or cancellation of licences are given
elsewhere in this Report.
On March 24th, 1950, the Commission consented to the recording on the books of
Kaien Island Stages Limited of the transfer of the shares of that company to Arrow Bus
Lines Limited, of Prince Rupert. I 16 "MOTOR CARRIER ACT"
On April 6th, 1950, an order was made respecting certain amendments to the
regulations pursuant to the " Motor Carrier Act," which order was duly approved on
April 29th, 1950, by Order in Council No. 852.
On December 20th, 1950, the Commission issued an order outlining in detail the
powers and duties of Inspectors of Motor Carriers under the " Motor Carrier Act " and
regulations, at the same time cancelling previous orders covering this matter.
NEW SCHEDULED PUBLIC PASSENGER AND FREIGHT SERVICES
The following new scheduled public passenger-vehicle services were authorized and
commenced during the year:—
Little Fort-100-Mile House via Bridge Lake.
Sparwood-Natal-Michel.
Kootenay Bay-Riondel.
Terrace-Lakelse Lake (summer service only).
Prince Rupert-Terrace.
Vancouver-south boundary of Mount Seymour Park (North Vancouver), in
connection with service in Mount Seymour Park under park permit granted
by B.C. Forest Service.
Vancouver-southerly end of Grouse Mountain chair lift (North Vancouver).
Burns Lake-Noralee via Francois Lake and Colleymount.
Abbotsford-Clayburn Village.
Southern portion of Delta Municipality-points in the State of Washington-Point
Roberts district.
Bus service, Village of Dawson Creek.
The following new scheduled public freight-vehicle services were authorized during
the year:—
100-Mile House-Bridge Lake.
Kootenay Bay-Riondel, connecting with Nelson-Creston service.
Prince Rupert—Terrace-Copper River.
SCHEDULED PUBLIC PASSENGER-VEHICLE SERVICES DISCONTINUED
These were as follows:—
Nakusp-Edgewood-Vernon.
Vernon-Okanagan Landing and Kinsman's Beach.
APPLICATIONS RESPECTING PUBLIC OR LIMITED LICENCES
During the licence-year, 1,948 applications were received dealing with applications
for, or alteration, reclassification, or transfer of, public and limited passenger and freight
licences (exclusive of applications for private freight-vehicle licences), a total of 2,782
licences being involved in such applications.
MECHANICAL INSPECTION
A more complete mechanical inspection of licensed passenger-carrying conveyances
was carried out in the Province during the year. From statistics compiled, there appears
to be a slight improvement in mechanical condition of vehicles. This is possibly due to
the fact that the operators have satisfied themselves that it is, on the whole, less expensive
to purchase new equipment than to rebuild it or attempt to maintain obsolete vehicles.
With newer equipment on the road, there is naturally a tendency for operators to
overlook the need for maintaining a proper mechanical inspection system. Inspectors
of the Motor Carrier Branch are working continuously in an effort to ensure that such REPORT OF THE PUBLIC UTILITIES COMMISSION I 17
systems are instigated and operative, in order to reduce the number of accidents, and also
to enable the carriers to offer continuous service to the public.
TIME SCHEDULES, RATES, AND TARIFFS
General trends observed in dealing with applications respecting time schedule and
tariff filings during the past year were as follows:—
(a) Falling revenues of public passenger operations.
(b) Increasing revenues of public freight operations.
(c) Increasing costs of operation of all motor-carrier services.
In making applications for consent to reduce services, many urban and suburban
bus operators have reported a continuation of the trend, which was mentioned in last
year's Report, toward a falling-off of traffic due to diversion to private means of
transportation and a reduction in frequency of travel of the individual patrons.
Bus operators are particularly sensitive to downward trends in traffic, because it is
not often easy to withdraw scheduled trips on which even a relatively small number of
people depend. The record indicates that some companies have carried on unremuner-
ative trips when reduction of service might have assisted in avoiding or delaying an
eventual increase in rates.
Applications for consent to reductions in frequency of bus service were, in most
cases, protested by the public, where such reductions were not seasonal, and where they
affected the daily travelling habits of the people served. All such representations were
carefully investigated and, in cases where substantial reductions of service were involved,
financial statements of the companies concerned were examined, in order to ascertain the
relative necessity for the proposed reductions in service. In a number of instances
modified service adjustments were indicated as being reasonable and were placed in effect.
The operators of scheduled truck lines, on the other hand, made no applications to
reduce the frequency of their services, other than seasonal reductions, during the year.
It is apparent that, unlike the bus operators, freight carriers generally have enjoyed
substantial increases in traffic.
Part of the increase in scheduled motor freight traffic in 1950 is attributed to the
railway strike, part to an increase in railway rates without a corresponding increase in
truck rates, part to an improvement in trucking services, and part to the tendency of large
shippers to use public freight services in lieu of their own privately operated trucks.
Though freight schedules have not yet been curtailed, the management of one of the
larger Okanagan motor freight-carriers has indicated that it may be necessary to reduce
the frequency of local services within the Okanagan Valley in favour of increased services
between points in the valley and Vancouver, owing to the growing importance of
Vancouver as the chief source of supplies, displacing the distributing centres of the valley.
It is apparent, in dealing with applications respecting reductions in service and
increases in rates, that motor carriers must keep proper records, and must exercise sound
judgment in deciding what course to follow. Merely because an operation has become
unprofitable, it does not always mean that vehicle-mileage is excessive or that rates are
too low.   Alternatives which have been followed by some carriers include:—
(a) Replacement of small vehicles with larger vehicles, thus reducing overload
operations.
(b) Replacement of old inefficient equipment with newer, more economical
types.
(c) Spare-time uses found for equipment which is not in full-time use.
(d) Change in base of operations in line with trends of traffic.
It is undoubtedly a credit to carriers generally in British Columbia, that, in almost
every case examined, one or more of the above alternatives were first considered as means
to avoid deterioration of service or increase in rates.   However, continued and substantial I 18
MOTOR CARRIER ACT'
increases in fundamental costs, such as labour, tires, and maintenance costs, have taxed
the resourcefulness of even the best managers, and the number of tariff applications dealt
with recently, and those which are pending decision, would indicate that the alternatives
may now be largely exhausted by most carriers. Further adjustments in services and
rates may well be unavoidable.
Recent tariff applications have indicated that tire costs have increased approximately
60 per cent during 1950, labour cost has generally increased approximately 10 per cent,
and maintenance costs roughly 30 per cent, but, in spite of these substantial increases,
motor-carrier rates and services have maintained a remarkable relative stability. It
should be noted, however, that the above-mentioned stability would, perhaps, have been
impossible to attain without the substantial improvement in the main highway system of
the Province, resulting in improved operating conditions.
SIGNIFICANT TARIFF DECISIONS
Passenger Tariffs
Carvel L. Preston.—Application for consent to filing of increased passenger fares
(approximately 16 per cent) between Salmon Arm and Canoe. Approved, effective
February 11th, 1950.
Veteran Stages Limited.—Application for consent to filing of increased passenger
fares applicable to Victoria suburban bus operations, serving Colwood, Langford,
Metchosin, and Albert Head districts.   Approved, effective April 15th, 1950.
Louis C. Vigna, d/b/a Riverview Coach Line.—Application for consent to fifing of
reduced passenger fares applicable to Kamloops suburban bus operations, serving Army
Barracks, Valley View, and Powers Addition.   Approved, effective June 15th, 1950.
Kimberley City Service Company Limited.—Application for consent to discontinuance of reduced ticket fares applicable to Kimberley City bus operations. Approved,
effective August 7th, 1950.
Sechelt Motor Transport Limited.—Application for consent to revision of basis of
calculating return fares, from 150 per cent of one-way fare to 180 per cent of one-way
fare.   Approved, effective September 15th, 1950.
Ruth Ann Taylor (Operating Semiahmoo Bus, White Rock).—Application for consent to filing of increased fares applicable to local urban bus operations in White Rock
and district.   Approved, effective September 30th, 1950.
Dan McLure's Taxi Limited.—Application for consent to filing of increased fares
for air-line limousine service between Vancouver and Vancouver City Airport. Revised
filing approved, to be effective November 6th, 1950.
Interior Stages Limited.—Application for consent to discontinuance of ticket fares,
applicable to Trail urban bus service.   Approved, to be effective January 21st, 1951.
British Yukon Navigation Company Limited.—Application for consent to revision
of basis of calculating return fares, from 150 per cent of the one-way fare to 180 per cent
of the one-way fare. (Applicable to Dawson Creek-White Horse route only.) Approved,
to be effective February 1st, 1951.
Freight Tariffs
A. Milk-hauling
Name of Licensee
Area Served
Application Granted
Effective
Date
Joseph A. Thompson.
W. C. Rooke
Delta Freight Lines Ltd—
R. & R. Trucking Co	
D. G. McDonald	
Surrey ....
Langley-
Delta ......
Sumas	
H. V. Jones.
Nicomen Island._
Agassiz..
Mission, Matsqui, and Nicomen Island-
Increase, 3c. per can	
Increase, 2c. per can 	
Increase, 214 c. per can	
Increase, 5c. per can 	
Increase, 2Vic. per 100 lb.	
Increase, 5c. per can   	
Increase, 2!4c. per 100 lb	
Mar. 1. 1950
Jan.
Jan.
1, 1951
1, 1951
Feb. 15, 1951
Feb. 15, 1951
Feb. 15, 1951 REPORT OF THE PUBLIC UTILITIES COMMISSION
B. Scheduled Freight Service
I 19
Name of Licensee
Route
Outline of Application
Decision
City Transfer (1945) Ltd.
Vanderspek's   Transportation
Ltd.,  E.  M.   Cottrell,  and
Hope Freight Lines Ltd.
Powell  River - Cranberry
Lake-Westview-Stillwater
Vancouver-Hope	
Revise rules, change classification and increase rates
Increase freight rates by 10
per cent
Increase freight rates by 10
per cent
Increase   freight   rates   and
standardize rules
Consolidate   existing   tariffs
and standardize rules
Revise rate-weight brackets,
and increase rates
Increase freight rates by 10
per cent
Approved, to be
Apr. 15, 1950.
Refused.
Refused.
Approved, to be
June 15, 1950.
Approved, to be
Sept. 25,1950.
Approved, to be
Jan. 15,1951.
Approved, to be
Jan. 15,1951.
effective
Ltd.
Sidney Freight Service Ltd.
Saanich Freight Service	
Sidney-Victoria	
Deep Cove-Victoria	
r.
effective
Lines Ltd.
Kamloops-Salmon Arm Transport
Kamloops Transport Co. Ltd.-
Merritt Fast Freight Ltd	
Kamloops-Salmon Arm ....
Kamloops-Williams Lake..
Kamloops-Merritt      ~
Kamloops-Birch Island
Vancouver-New Westminste
Vancouver-Cranbrook-Kim-
berley
effective
North Thompson Freight Lines
Terminal Cartage Ltd	
Millar & Brown Ltd.-	
effective
effective
Note.—A joint application made by twenty scheduled freight carriers, operating regular services between Vancouver-
New Westminster and points situated in the Lower Fraser Valley west of Agassiz and Hope, for consent to an increase
of 10 per cent in general freight rates was approved, to be effective March 1st, 1951.
C. Non-scheduled Freight Service
Applicant
Service Affected
Outline of Application
Decision
16   Lower  Mainland  house
Household-goods moving ser
Increase rates approximately
Approved, to be effective
hold-goods carriers
vices within a radius of 20
miles from Vancouver and
New Westminster
7 per cent
Apr. 28, 1950.
12  Lower  Mainland  heavy-
Heavy-hauling service (trans
Increase rates approximately
Approved, to be effective
machinery carriers
porting    machinery,    contractors'   equipment,  tractors, cranes, etc.)
10 per cent
June 1, 1950.
46 household-goods carriers   .
Long-distance   household-
Increase rates approximately
Approved, to be effective
goods   moving   (over   75
miles)
Lumber-hauling   service   in
30 per cent
Oct. 16,1950.
18   Lower   Mainland  lumber
Increase rates for distances
Approved, to be effective
carriers
vicinity   of  Greater  Van
up to 5 miles;  revise rates
Jan. 2, 1951.
couver
applicable to distances up
to 20 miles
PRESCRIBED TARIFFS
The three tariffs which have been prescribed by the Public Utilities Commission
were not subjected to any revisions during the year under review. However, as the year
drew to a close, applications for change in the two freight tariffs had been received and
were in the course of being dealt with.
Scheduled freight carriers operating under the provisions of Competitive Local and
Joint Freight Tariff No. 1a (Okanagan Freight Tariff) have applied for permission to
withdraw from participation in some of the rates named in the prescribed tariff, and to
file their own tariff. This proposed tariff names class rates which are increased by 20
per cent and truck-load rates increased by 15 per cent over the present prescribed rates.
Scheduled freight carriers operating under the provisions of Competitive Local and
Joint Freight Tariff No. 3 (Vancouver-Cariboo Freight Tariff) have made application to
discontinue application of special commodity rates and to increase competitive class
rates 5 per cent to 30 per cent.
No application for change in Charter and Sightseeing Passenger Tariff No. 3
(Victoria and vicinity) was received before the close of the licence-year. I 20
" MOTOR CARRIER ACT'
RECORD OF TIME SCHEDULE AND TARIFF FILINGS
1949-50 1950-51
Passenger time schedules  248 259
Freight time schedules     62 52
Freight and passenger time schedules-      6 6
      316       317
Passenger and express tariffs       2 7
Local express tariffs     15 15
Public passenger tariffs     33 26
Charter passenger tariffs  179 132
Limited passenger tariffs     25 31
Excursion tariffs        3 3
Class I public freight tariffs     17 6
Class II public freight tariffs     34 22
Class III public freight tariffs  411 333
Special commodity tariffs     27 11
Limited freight tariffs       6 5
Baggage tariffs     	
      752 —     591
Contracts       583 480
Supplements to passenger tariffs     61 44
Supplements to freight tariffs     94 83
Revisions to tariffs  439 408
      594       535
Total filings  2,245 1,923
ACCOUNTING METHODS AND ANNUAL REPORTS OF MOTOR CARRIERS
Statement of Motor-carrier Annual-report Filings for the
Licence-years Indicated
Licence-year
1946-47
1947-48
1948-49
1949-50
Total filings due..
Filings received ..
Filings accepted —
Filings returned for revision (outstanding) .
No filings made	
Per Cent
100.0
65.0
50.0
15.0
35.0
Per Cent
100.0
87.5
80.8
6.7
12.5
Per Cent
100.0
89.3
88.7
0.6
10.7
Per Cent
100.0
88.3
88.3
0.0
11.7
A system of control to facilitate the collection of annual reports from carriers, as
described in this Report last year, was pursued during the licence-year 1950-51, and
the results obtained in the collection of the reports compare favourably with those
obtained during the previous years, approximately 90 per cent of filings due being
collected and deemed to be acceptable. Again it can be reported that the content of
the reports has shown a gradual betterment.
Major uses for the motor-carrier report have proved to be (a) to indicate the degree
of utilization of licences and conditions of licence, and (b) to illuminate applications for
consent to change in tariffs, time schedules, and routes. In the first instance the need
for reclassification or alteration of licences, or cases where persons holding licences were
giving practically no service, was disclosed and dealt with. In the second instance the
motor-carrier annual reports have been useful in verifying statements submitted by REPORT OF THE PUBLIC UTILITIES COMMISSION I 21
applicant carriers and in the construction of revenue and cost trends for consideration
with the various applications.
During the licence-year 1950-51 some cases were found where the motor-carrier
annual report was not particularly useful in connection with the tariff, time schedule, or
route applications, due to the complexity and diversity of some motor-carrier operations.
However, in these few cases special requests were made for filing of adequate financial
and operating data in more detail, rather than rely upon arbitrary interpretation of
consolidated statements represented in the motor-carrier reports.
Such request for finer records disclosed that the industry, in quite a number of
cases, is keeping the barest minimum of costing records. This situation has been
recognized by the more advanced carriers, and one association of carriers has indicated
that it has passed a resolution and is taking action to review the costing and financial
controls of their members with a view to eventually establishing practical accounting
procedures peculiar to the motor-carrier industry of to-day.
HEARINGS OF THE SUPERINTENDENT
The practice of hearings being held by the Superintendent of Motor Carriers at
Vancouver on the more important applications was continued, these hearings usually
being held on Tuesdays, with occasional extra hearings on other days when necessary.
During the year 48 sittings were held, at which 207 applications were dealt with.
PUBLICATION OF DECISIONS ON APPLICATIONS
In conformity with past practice, a list of all decisions of the Commission respecting applications for public or limited licences, and alteration and transfer of such licences
and applications for changes in tariffs, was prepared and published each week.
ANNUAL CONFERENCE OF INSPECTORS OF MOTOR CARRIERS
The Eighth Annual Conference of Inspectors of Motor Carriers was held at Vancouver between January 10th and 12th, 1951, inclusive, and all Inspectors were in
attendance.
STAFF
D. Doswell, Inspector of Motor Carriers at Prince George, resigned during the
month of April, 1950. His place was filled by E. deBlaquiere, Inspector of Motor
Carriers, who was moved from Nanaimo to Prince George. D. Neale, Assistant
Inspector at Kelowna, was moved to Nanaimo as Inspector of Motor Carriers at that
point.
W. F. McMahon was engaged as Inspector of Motor Carriers to fill the vacancy
caused by Mr. Doswell's resignation, and is under training in the Vancouver office.
W. D. Patterson, who had been undergoing training at the Vancouver office, was
moved to Kelowna as Assistant Inspector during the month of September, 1950.
During the month of November, 1950, G. L. Greenwood, Inspector of Motor
Carriers, Kamloops, was moved to Victoria, and J. A. Carmichael, Inspector of Motor
Carriers, was moved to Kamloops.
LOCATION OF INSPECTORS OF MOTOR CARRIERS
Inspectors of Motor Carriers are located at the following places, where offices are
maintained with a clerk-stenographer who looks after the office when the Inspector is
absent on duty: Victoria, Nanaimo, Vancouver (two Inspectors and 1 Mechanical
Inspector), Kamloops (one Inspector and one assistant), Kelowna (one Inspector and
one assistant), Nelson, Cranbrook, Prince George, and Dawson Creek. I 22 " MOTOR CARRIER ACT "
ANNUAL CONFERENCE OF HIGHWAY TRAFFIC AND MOTOR CARRIER
BOARDS — MANITOBA, SASKATCHEWAN, ALBERTA, AND BRITISH
COLUMBIA.
The 1950 conference was held at Regina on September 28th and 29th, 1950, and
was attended by Commissioner D. K. Penfold and the Superintendent of Motor Carriers,
William Brown. Many matters of mutual interest were discussed, which included the
operation of taxis charging individual fares, matters of insurance requirements and
particularly proof of ownership of the vehicle, licensing problems that tend to develop
regarding international and (or) interprovincial operations, uniform bills of lading, axle
loads allowed on trucks, and the method of mechanical inspections carried out by the
various Provinces.
Procedures in effect in British Columbia were carefully explained for each of the
subjects, and it is believed that in certain instances other Provinces may give consideration to shaping their methods somewhat along the lines as followed in this Province.
Generally speaking, it is felt that the 1950 conference was a very helpful and informative
one to all officials of the attending Provinces.
Minutes of the proceedings were recorded, and draft copies of same are in the
hands of the respective Boards.
INDIVIDUAL REPORTS OF INSPECTORS OF MOTOR CARRIERS
These are contained in Appendix B.
LIST OF SCHEDULED PUBLIC PASSENGER AND PUBLIC
FREIGHT OPERATIONS
A list showing names of operators of scheduled public passenger-vehicle services
and public freight-vehicle services respectively, as at March 1st, 1951, with a brief
statement of the termini between which the services are operated, is attached hereto as
Appendix C.
LIST OF PASSENGER GROUND SERVICES BETWEEN AIRPORTS
AND NEAR-BY TOWNS OR CITIES
This list is contained in Appendix D attached hereto.
DETAILS OF DECISIONS RESPECTING CERTAIN APPLICATIONS
Interprovincial Transportation.—Applications for Class III public freight-vehicle
licences by Howe & Loewen Transport and by J. A. Gibson and W. C. Schober, both of
Edmonton, Alta., for transportation of general freight (excluding household goods,
settlers' effects, and motor-vehicles) were approved for transportation of said freight
from within the Greater Vancouver area consigned to Edmonton, Alta., and vice versa,
subject to no pick-up of freight in British Columbia for delivery in British Columbia,
both applications being with respect to tractors and semi-trailers with insulated van
bodies.
An application was also received from L. F. McDorman for a public freight-vehicle
licence for transportation of general freight (excluding household goods, settlers' effects,
and motor-vehicles) from points in Southern British Columbia consigned to points in
Manitoba, Ontario, and Quebec, and vice versa, with no pick-up of freight in British
Columbia for delivery in British Columbia. This application was with respect to a
tractor and semi-trailer with a carrying capacity of 20 tons and was approved. It was
the first application dealt with under the " Motor Carrier Act" for transportation of REPORT OF THE PUBLIC UTILITIES COMMISSION I 23
general freight (other than household goods, settlers' effects, and motor-vehicles)
between British Columbia and points in Eastern Canada.
Transportation of Perishable and Frozen Foods.—Applications were received from
Refrigerated Express Lines Limited and were approved for Class III public freight-vehicle
licences with respect to two tractors and fully refrigerated semi-trailer vans for transportation of frozen foods and other perishable foodstuffs requiring refrigeration or temperature control, from Vancouver and the Lower Fraser Valley area and from the
Penticton area, delivered to points in Eastern British Columbia and the Prairie Provinces,
and vice versa.
A licence respecting a similar unit was granted to North American Trucking &
Distributing Company Limited, of Dawson Creek, for transportation of frozen or perishable foodstuffs from the British Columbia-Alberta Boundary (ex points in Alberta)
to Dawson Creek or to other points in Licence District No. 21.
The above-mentioned operations comprise a new venture in so far as highway
transport in British Columbia is concerned.
Truck Transportation of New Automobiles.—Prior to the commencement of the
licence-year 1950-51, service under this heading was not available in British Columbia,
although such means of transport is extensively utilized in the United States.
Quite a large number of applications for licences to render such service were
received and dealt with during the licence-year 1950-51 respecting tractors and auto-
transport semi-trailers which are especially designed to carry four standard automobiles
or a greater number of small cars.
At the several hearings on these applications it was generally conceded that the
number of new cars available for transportation from Eastern Canada to British
Columbia was considerably in excess of the rail or other transport facilities then available
or proposed. Some of the applicants, however, had also been offered a " back-haul"
comprising transportation of English cars, received by ship at Vancouver, to points in
the Interior of British Columbia or to the Prairie Provinces, and some of the carriers
who were first in the field objected to later applications, particularly with respect to the
back-haul of English cars. However, it was not considered that any carrier should be
deemed to have a monopoly on this specialized class of hauling, particularly where the
applicant for licence had entered into contract with a dealer or dealers respecting the
transportation proposed by him, which was generally the case.
By the end of the licence-year 1950—51 thirty-five licences had been issued or
authorized to be issued for transportation of automobiles, there being a total of twelve
different licensees involved.
Sightseeing, Port Alberni and District.—Applications were received from (a)
Alberni Valley Transit Company Limited with respect to four buses and (b) twenty-nine
individual taxi licensees, members of the Alberni District United Cab Association,
respecting sedan cars, for alteration of licences to include operation over three sightseeing
routes—namely, from Port Alberni to Stamp Falls, from Port Alberni to Klitsa Lodge
on Sproat Lake, and a combination of these two routes. The applications were refused
after a hearing, as it was not considered that the applicants proved any need for the
privileges applied for. It appeared that practically the only sightseeing business available at Port Alberni would originate from a steamship making approximately one round
trip every ten days, carrying tourists and calling at Port Alberni both north-bound and
south-bound.
Transportation of Fish from Port Alberni to Nanaimo and Victoria.—Application
was made by L. K. Jordan and William R. Biggs, of Port Alberni, who held public
freight-vehicle licences for local service in the Alberni district, for a limited freight-
vehicle licence respecting a proposed insulated semi-trailer van for transportation of fish,
in bulk or in boxes, for British Columbia Packers Limited from Port Alberni, delivered I 24 " MOTOR CARRIER ACT "
to any point on Vancouver Island, or vice versa. At the hearing it developed that the
haul would chiefly be from Port Alberni to Nanaimo or Victoria. The application was
objected to by West Coast Freight Service Limited, who are licensed to render public
freight service between Nanaimo and Port Alberni, and by Island Freight Service Limited,
who are licensed to operate from Port Alberni to Nanaimo and to Victoria. These
companies stated that they were able and willing to undertake this transportation and
had done so in the past.    The application was refused.
Nanaimo City Bus Service.—Approval was given to the application of Vancouver
Island Transportation Company Limited to inaugurate a new public passenger-vehicle
route within the City of Nanaimo between the bus terminal on Front Street and the new
C.P.R. dock; also for extension of the South End route from the junction of Needham
Street and Victoria Road, via View Street, to Seventh Street.
Mount Seymour Park Road.—Vancouver Tours & Transit Limited and Mrs. Joyce
E. Neville respectively were the holders of public passenger-vehicle licences for operation
of scheduled public passenger-vehicle service from Vancouver to the parking-lot on
Mount Seymour, involving, in part, operation over roads in Mount Seymour Park,
regarding which they held temporary park-use permits issued by the British Columbia
Forest Service.
During the past several years the British Columbia Forest Service has been constructing a new road in Mount Seymour Park and, during November, 1950, invited
applications for the purpose of securing a qualified person or persons to operate a public
passenger-bus service and charter and sightseeing service in Mount Seymour Park under
a park-use permit.
British Columbia Motor Transportation Limited was the successful bidder and in
due course made an application, which was approved for authority under the " Motor
Carrier Act " to operate a public passenger-bus service over public highways from Vancouver to the south boundary of Mount Seymour Park, beyond which point it would be
operating on roads within the park which are not public highways.
Vancouver Tours & Transit Limited voluntarily surrendered its public passenger-
vehicle privileges, retaining charter privileges, and at a later date Mrs. Joyce E. Neville
also applied to have the public passenger-vehicle privileges which she held deleted from
her public and limited passenger-vehicle licences.
Public Passenger Service, Hope-Princeton.—As outlined on page 9 of the Tenth
Annual Report, on the opening of the Hope-Princeton Highway the licences of A.P.
Stages Limited, then permitting operation, inter alia, between Hope and a point 30 road-
miles east of Hope, were extended to include scheduled public passenger service between
Hope and Princeton. At the same time, permission was granted to Western Canadian
Greyhound Lines Limited to operate its existing service between Vancouver and Interior
points via the Hope-Princeton Highway.
During the month of November, 1950, A.P. Stages Limited applied for permission
to discontinue its service between Hope and Princeton but to retain its service between
Hope and Haig.    The application was approved.
Passenger Ground Service between Kamloops and Fulford Field Airport.—Limited
passenger-vehicle (taxi) licences held by City Cabs (Kamloops) Limited were altered
during the month of May, 1950, to permit of air-line limousine service transporting
passengers, charging individual fares, from the Village of North Kamloops, the City of
Kamloops, and Powers Addition and Valleyview to the airport, and vice versa.
O.K. Valley Freight Lines Limited.—This company is the holder of numerous
public freight-vehicle licences for scheduled service between Osoyoos and Salmon Arm
via Penticton, Kelowna, and Vernon, and between Penticton and Princeton, and was
also the holder of four licences which permitted scheduled service between Vancouver
and points in the Okanagan between Osoyoos and Salmon Arm. REPORT OF THE PUBLIC UTILITIES COMMISSION I 25
As outlined in.the tenth Annual Report, the Hope-Princeton Highway was opened
early in November, 1949, and O.K. Valley Freight Lines Limited, inter alia, was
authorized to operate from Vancouver to Okanagan points via this highway.
After approximately one year's experience in operating over this route, the company
submitted applications for alteration of licences respecting seven additional vehicles to
include permission to operate same over the Vancouver-Okanagan route.
A large number of temporary permits had been issued to this company during the
year for additional or overload vehicles over this route, but it was not considered that
seven additional licences were necessary.    Four additional licences were granted.
Scheduled Public Freight Service between Vancouver, Penticton, and Osoyoos.—
Application of William B. Grant, of Oliver, for a Class II public freight-vehicle licence
for scheduled service from Penticton to Oliver and Osoyoos was approved. His previous
application had been refused, having been made at a time when the Hope-Princeton
Highway had only just been opened, at which time he was not in a position to prove
public convenience and necessity. The applicant submitted evidence to the effect that
local residents in the Oliver-Osoyoos area were desirous of having a local man licensed
to give service, in addition to those already-licensed operators having their headquarters
in Vancouver or Penticton.
Freight Service between Vancouver and Nelson.—An application from Melvin J.
Guy for two Class II public freight-vehicle licences for scheduled public freight service
between Vancouver and Nelson was the subject of a hearing on June 27th, 1950.
This service was already being given by Cascade Motor Freight, the holder of
several licences, and it was not thought that the applicant had proved public necessity
for granting of licences which he applied for.
Therefore, the application was refused, but the applicant was advised it would be
his privilege to reapply after three months if he considered that he could, at that time,
give conclusive evidence of public necessity and convenience. Further application was,
however, not received.
City of Vernon Bus Service.—Carswell Coach Lines Limited held licences to undertake public passenger service within the City of Vernon, and also from Vernon to
Okanagan Landing and to Kinsman's Beach near Okanagan Landing.
During the month of July, 1950, approval was given to the application of this
company for a complete revision of its Vernon City bus routes with a view to greater
economy of operation. Authority was also given to the company during the month of
June to discontinue the public passenger service between Vernon and Okanagan Landing
and between Vernon and Kinsman's Beach, it having been shown that the operating
revenue on this run was considerably lower than the cost of operation.
On August 21st, 1950, Carswell Coach Lines Limited entirely suspended its City
of Vernon bus service, having gone into liquidation and, as reported elsewhere, its
licences were cancelled by the Commission. The City of Vernon also cancelled the
franchise held by this company.
An application was subsequently received from Vernon Bus Lines Limited for
authority to render a modified public passenger service over certain routes within Vernon
City, and the applicant was successful in obtaining a ten-year franchise from the City of
Vernon for such operation, the granting of which was approved by the Public Utilities
Commission.
Pending dealing with the matter of franchise, the service was permitted to commence
under permit.    In due course the application for licence was approved.
Okanagan Mission Stages Limited.—Public passenger service between Kelowna and
Okanagan Mission, operated by Okanagan Mission Stages Limited, was, under authority
from the Commission, extended southerly to Cedar Creek, a distance of 3 road-miles
from Okanagan Mission, this extension being for the purpose of serving a growing
community. I 26 " MOTOR CARRIER ACT "
Public Passenger and Freight Service between Kootenay Bay and Riondel.—Riondel
is an isolated point on the east side of Kootenay Lake, some 7 miles north of Kootenay
Bay.
During the month of September, 1950, approval was given to the application of
Gordon Ferguson to operate public passenger service between Kootenay Bay (eastern
terminus of Kootenay Lake Ferry) and Riondel, with permission also to transport mail
between those points. Until the granting of this licence, the only available service was
by C.P.R. steamer calling at Riondel twice a week. Mr. Ferguson's service connects
with Western Canadian Greyhound Lines' service between Nelson and Cranbrook.
Nelson-Creston Transport, operating public freight service between Nelson and
Creston, also made application to serve Riondel as an off-route point in connection with
its scheduled service.    The application was approved.
Public Passenger Service, Nelson-Salmo-Reeves MacDonald Mine.—Interior Stages
Limited held public passenger-vehicle licences permitting, inter alia, scheduled public
passenger-vehicle service between Nelson and Reeves MacDonald mine via Nelway, at
which latter point connections were made with Auto Interurban Company, of Spokane,
operating between Nelway (International Border) and Spokane. The latter service
having been discontinued, Interior Stages Limited made application to discontinue that
portion of its service between Salmo and Reeves MacDonald mine via Nelway. An
application of W. A. and R. H. Taylor, of Salmo, to have the route between Salmo and
Reeves MacDonald mine included in their public passenger-vehicle licences was approved.
Little Fort-Bridge Lake Road.—A new highway has been under construction for
several years between Little Fort, on the North Thompson Highway, and Bridge Lake.
Its completion in 1950 made available an alternative and shorter route between Kamloops and 93-Mile House on the Cariboo Road.
During the years when the highway was under construction, numerous tentative
applications were received for licences to render scheduled public passenger and freight
service over this road. On completion of the road, previous applicants were contacted
and were given an opportunity of making firm applications.
Such applications were received from William G. Mattenley and H. J. Bradford,
of Little Fort, and from C. F. Reynolds, of Bridge Lake, for public passenger-vehicle
licences for service between Little Fort and 93-Mile House. On consideration of the
applications it was apparent that Messrs. Mattenley and Bradford, residing and carrying
on business at Little Fort, the terminus of their proposed service, would be in a better
position to give this service than a licensee having headquarters at Bridge Lake. The
application of Messrs. Mattenley and Bradford was approved, the application of C. F.
Reynolds being refused.
With respect to scheduled public freight service, firm applications were received
from the following:—
(a) North Thompson Freight Lines, of Kamloops, already operating scheduled service between Kamloops and Birch Island, to include a new route
between Little Fort and Lone Butte.
. (b) Albert E. Latremouille, of Little Fort, for reclassification of Class III
public freight-vehicle licence to include scheduled service between Little
Fort and Bridge Lake.
(c) Sidney E. Reynolds, of Bridge Lake, for a Class I public freight-vehicle
licence for scheduled service between Bridge Lake and Little Fort and
to Larson's ranch (Roe Lake).
(d) Raymond J. Flaherty, of Fawn, for alteration of two Class I public freight-
vehicle licences, already authorizing service between 93-Mile House and
Bridge Lake Store, by including scheduled public freight service between
93-Mile House and Kamloops via Bridge Lake and Little Fort. REPORT OF THE PUBLIC UTILITIES COMMISSION I 27
After investigation it was considered that Sidney E. Reynolds, of Bridge Lake, was
fit, willing, and able to render the service, and as his application was senior to the other
applications, his application was approved.    The other applications were refused.
Public Passenger Service between Williams Lake, Likely, and Keithley Creek.—
During recent years this service has been rendered by a combination bus and truck
operated by Robert I. Walters, of Williams Lake. This vehicle being considered unsatisfactory for further service for transportation of passengers, applications were received
for public passenger-vehicle licences to operate this service, the applicants being Joseph
Seibel, of Williams Lake; Speed Bros., of Likely; H. E. McKay and R. J. Laverdiere,
of Williams Lake; and Gordon MacBurney, of Likely.
After due consideration of the various applications, particularly of the apparent
necessity for the base of operation to be at Likely instead of at Williams Lake, the
application of Speed Bros, was approved, and the remaining three applications were
refused.
Watson Island Stages Limited.—This company, holding seven licences for transportation of industrial workers, comprising employees of Columbia Cellulose Company
Limited, between Prince Rupert and Watson Island, suspended service early during the
month of March, 1950, and surrendered its licences.
Columbia Cellulose Company Limited made arrangements to undertake this transportation in its own vehicles, assisted by Arrow Bus Lines Limited.
As stated elsewhere in this Report, Watson Island Stages Limited was later granted
licences to operate public passenger-vehicle service over the Skeena Highway between
Prince Rupert and Terrace.
Public Passenger Service, Prince Rupert.—Arrow Bus Lines Limited, of Prince
Rupert, licensed to give public passenger service on routes within the City of Prince
Rupert, purchased the shares of Kaien Island Stages Limited, licensed to give public
passenger service between Prince Rupert and Port Edward, and made application for
transfer of the licences held by Kaien Island Stages Limited to Arrow Bus Lines Limited.
This application was the result of the amalgamation of the two companies, and was
approved. The various licences, previously held by the two companies respectively,
were amended so that vehicles would be interchangeable, and certain other alterations
of licences with respect to charter and industrial workers' service were also made.
Public Passenger Service between Terrace and Lakelse Lake.—Application was
received from Terrace Transportation Company Limited for a public and limited
passenger-vehicle licence (a) for public passenger service during the summer months on
Wednesdays, Sundays, and holidays between Terrace and Lakelse, which latter point is
a popular resort, and (b) for permission to undertake charter trips within a distance of
25 road-miles from Terrace.    This application was approved.
Public Passenger Service, Prince George-Summit Lake.—A licence was previously
held for this service by Arnold I. Boomhower, who withdrew service in the fall of 1948.
During the early summer of 1950 H. W. Smith, d/b/a Canadian Trailway Stages,
and operating public passenger service in the City of Prince George, made application
for alteration of his licences to include public passenger service from Prince George to
Summit Lake. This was approved, subject, however, to the provisions of the Pacific
Great Eastern Railway Company's Motor-vehicle Franchise Act, and the authority contained in the licences of Arnold Boomhower to operate over this route was deleted
therefrom.
Bus Service, Village of Dawson Creek.—Canadian Coachways Limited, of Edmonton, Alta., the holders of public passenger-vehicle licences for scheduled public passenger
service between Dawson Creek and Edmonton, made an application, which was approved,
for a public passenger-vehicle licence for bus service within the Village of Dawson Creek.
This service was previously rendered by Dorin Bros., who relinquished their licence in
the spring of 1950, no service having been available thereafter until October, 1950, when
Canadian Coachways Limited commenced service. 1 28
; MOTOR CARRIER ACT '
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APPENDIX B
REPORTS OF INSPECTORS
Inspector J. A. Carmichael, Victoria
(That portion of Vancouver Island south of Ladysmith, and Saltspring Island.)
There has been a steady, although not spectacular, increase in the demand for transportation
throughout the licence-year, particularly in the logging and lumbering business, which has enjoyed
a gradual increase in production throughout.
Service by licensed carriers has been good, and very few complaints, and those being only of
a minor nature, have been received.
The new Island Highway, relocated from Koksilah crossing north to the railway crossing just
south of Ladysmith, has considerably reduced travelling time between Duncan and Ladysmith by
cutting down mileage and avoiding the rather narrow, crooked highway used heretofore. Accident-
hazard has also been lessened considerably by use of the new highway, which is of modern
construction, with good width and open curves.
The Victoria office has experienced very satisfactory co-operation from all classes of carriers,
both of passenger and freight, throughout the year.
The Western Forest Industries Limited sawmill at Honeymoon Bay went back into production
after the disastrous fire of a year ago, working two shifts, with a lumber output that taxed the ability
of both railroad and highway transportation to remove the lumber to tide-water for ship-loading.
A considerable number of temporary permits were issued before the movement became reasonably
stabilized and proper lumber-hauling equipment became available to move the lumber in the amounts
required and at the rate offered.
A new industry opened up with the installation of a wood-chip plant at British Columbia Forest
Products Limited plant at Youbou, the wood chips being manufactured from waste material and
transported to the Harmac pulp plant at Cedar, near Nanaimo. It is expected that this industry may
be further developed by other sawmills in the area, with further increase in truck transportation
involved.
A fair amount of work in connection with tariffs was undertaken, and a new standard limited
passenger (taxi) tariff was completed in Duncan.
Costs of operation steadily increased over the year in all departments of the motor-carrier
industry. Parts and material prices increased, as did tire and tube costs. Cost of units themselves
increased, as well as wages to employees in many instances. This gradual increase is still apparent
at year-end, with occasional shortages of parts and equipment as the United States rearmament
industry begins to affect the metals market.
In so far as mechanical inspections of passenger-vehicles are concerned, the jurisdiction of the
undersigned extended to include all of Vancouver Island and adjacent islands; in this connection
490 mechanical inspections of passenger-vehicles were carried out during the year, and the following
defects were noted: Defective steering, 92; defective brakes, 99; defective exhaust-lines, 27; defective
lights, 148; miscellaneous other defects, 530; vehicles temporarily suspended, 4; vehicles condemned
as unfit, 2.
While it would appear that the number of defects was somewhat high, it must be admitted that
the figures show an improvement over the year 1949-50, particularly with respect to the larger
equipment, which would indicate that intensive inspection is bearing fruit.
The writer was transferred from the Victoria District to Kamloops District during the month of
November, being replaced by Inspector G. L. Greenwood at Victoria.
In connection with general duties, the following statistics are submitted:—■
Investigations and interviews        729
Number of miles travelled in course of duties  14,724
J. A. Carmichael,
Inspector of Motor Carriers.
Inspector D. Neale, Nanaimo
(That portion of Vancouver Island north of and including Ladysmith,
Gabriola Island and Denman Island.)
The lumbering industry enjoyed a very prosperous season, with overseas markets increasing their
demands for this product. The largest portion of new licences issued in this district were limited
freight-vehicle licences covering transportation of forest products. Trucks are now being called on to
transport lumber to the assembly wharf at Nanaimo from points farther afield than in the past. 130 " MOTOR CARRIER ACT "
With the completion of the pulp plant near Nanaimo came the announcement of a new paper-mill
to be located at Duncan Bay, near Campbell River. The construction of this new plant, to be known
as Elk Falls Company, is under way, and it is expected to take at least one full year to complete.
A large number of dump-trucks and other vehicles will be employed on this work during this time.
Extensive exploration is being carried out on the iron-ore deposits at Quinsam Lake, Campbell River
district, by the Argonaut Company, with the view of exporting this product to lapan. With the
opening of new industries on the northern part of the Island, there is every indication that the coming
year will prove to be a prosperous one for the transportation industry.
A number of road-construction projects were carried out during the summer season, the most
important ones being the black-topping of the highway from Qualicum to Bowser and the reconstruction of the main highway to Alberni over the Beaufort Mountain Range. The reconstruction of the
highway into the Albernis has reduced considerably the running-time to Nanaimo and is proving to be
of great value to truckers.
A rail strike during the summer tied up boat service between the Island and the Mainland, and,
as a result, all passenger traffic was handled by air lines operating a shuttle service from Nanaimo
Airport at Cassidy. The volume of passenger traffic during the strike reached such proportions that
additional vehicles were temporarily licensed as limousines. However, this situation lasted for a very
short time, and was handled efficiently and successfully by the limousine operators.
The majority of carriers have been very co-operative with this office, and the service that the
licensees have been giving to the public has been of a very high standard. Equipment, particularly
vehicles used for passenger transportation, has improved and is being kept in first-class condition.
There were no new scheduled public passenger or scheduled public freight services inaugurated
in this district. During the year two additional freight licences were issued to existing line haulers—
one to Campbell River Freight Service Limited and one to Mount Khusan Trucking and Courtenay-
Kelsey Bay Freight Service. Four Class III public freight-vehicle licences were issued for dump-truck
operations, but no additional or new licences of this type were issued for transportation of general
freight. Seventeen limited freight-vehicle licences were issued—eleven for transporting forest products, .
three for transporting agricultural products, two for transporting store merchandise, and one for
transporting petroleum products. Three licences for taxis were issued—one additional licence to
a Campbell River licenseee, one additional licence to the Ucluelet licensee, and one new licence for
the Kelsey Bay district. There were no additional public passenger-vehicle licences issued. The
number of Class I and Class III private freight-vehicle licences issued has increased considerably over
that of last year.
A large number of tariff revisions and supplements were filed during the year to keep pace with
changing conditions; the most important of these were the filing of a standard freight tariff for the
Campbell River operators and the revision of the uniform tariff for the Alberni taxi operators, which
was brought about by the installation of meters in all cabs.
The cost of vehicle operation has continued to rise, and increased costs of labour, parts, and
equipment in the transportation industry have resulted in several operators applying for increases
in their rates.
There were no serious complaints received from the general public during the year under review;
a few minor complaints received from licensed carriers were investigated and brought to a satisfactory
conclusion.
Infringements of the Act have not been excessive; operations contrary to the Act and regulations
resulted in the prosecution of twelve offenders.
Number of investigations and interviews     1,050
Number of vehicles checked on the highways '.        380
Miles travelled by Inspector during course of duties  13,180
D. Neale,
Inspector of Motor Carriers.
Inspectors G. H. Gray and G. B. Titus, Vancouver
(Vancouver Area and Lower Mainland, Sechelt, Powell River, Squamish, Fraser Canyon between
Hope and Boston Bar, and Hope-Princeton Highway between Hope and Allison Pass.)
The 1950-51 licence-year has been one of increased activity in this area. Again this year it
would appear that the cost of vehicle operation has increased, since a large number of operators have
applied for increases in rates.
A new type of transportation was started in this district, covering the movement of new cars from
Eastern Canada via the United States to points in the Lower Fraser Valley and English cars from
Fraser Valley points to other points in British Columbia and to the Prairie Provinces. A considerable
number of applications for this type of movement were investigated and licences granted. REPORT OF THE PUBLIC UTILITIES COMMISSION I 31
The weighing scales at Flood (installed by the Public Works Department) were opened, and
police constables are on duty twenty-four hours per day. All trucks passing that point are now
required to be weighed and are generally checked for " Motor Carrier Act " and " Motor-vehicle Act "
infractions. Also, in the latter part of the year, the scales at the Pattullo Bridge, which in the past
have been used mainly for weighing to assess toll charges, were put to use for checking overloading
under the " Highway Act."
Dump-truck operators in this district had a long season, as weather conditions were very
favourable.
Two new public passenger routes were established during 1950—one between Abbotsford and
Clayburn and the other serving between Delta Municipality and Point Roberts, Wash.
The small-berry crop during the 1950-51 licence-year was heavy, and a considerable number of
seasonal permits were issued, covering the movement of this crop.
Licensed carriers have rendered a high standard of service in this area, and the bulk of the
operators have been co-operative.
It has been noted that the standard of equipment in this district generally has improved, with
a large number of vehicles being replaced by new or later models.
A number of complaints were dealt with. All were investigated thoroughly and brought to
a satisfactory conclusion.
Number of investigations and interviews:  G. H. Gray, 1,024; G. B. Titus, 1,059.
Miles travelled by Inspectors during course of duties:   G. H. Gray, 17,751;  G. B. Titus, 14,857.
G. H. Gray,
G. B. Titus,
Inspectors of Motor Carriers.
Inspector G. L. Greenwood, Kamloops
(Salmon Arm, Revelstoke, Merritt, Spences Bridge, Lytton, Lillooet, Bridge River, North Thompson,
Chilcotin, and that portion of the Cariboo lying south of and including Australian.)
From March 1st, 1950, to November 15th, 1950, the undersigned was employed as Inspector of
Motor Carriers in charge of the Kamloops office, but was transferred to the Victoria office, in the
same capacity, effective November 16th, 1950. Inspector I. A. Carmichael was shortly afterwards
transferred from the Victoria office to take charge of the Kamloops office. This report includes
information and statistics for the Kamloops District during the complete licence-year.
Inspector M. B. Pepper continued as Assistant Inspector at the Kamloops office throughout the
licence-year 1950-51, not being affected by the above-mentioned transfers.
Following the opening of the new highway between Little Fort on the North Thompson River
and Bridge Lake, 30 miles west, new scheduled public passenger service between Little Fort and
100-Mile House on the Cariboo Road via Bridge Lake and scheduled public freight service between
Little Fort and Bridge Lake were inaugurated.
In connection with the air-line service between Prince George and Vancouver via Kamloops,
City Cabs Limited, of Kamloops, was authorized early in the year to render passenger ground service
from North Kamloops and Kamloops to Fulton Field Airport, and vice versa, a distance of some
7 road-miles.
The general attitude of motor-carrier operators and shippers toward the " Motor Carrier Act"
and regulations shows continued confidence in the administration thereof.
Costs of operation have shown such a marked increase that many licensees have been able to
prove necessity for certain increases in rates that were granted when such necessity was proven.
In some instances the use of larger and more efficient trucking equipment has partly offset the need
for increases in rates.
Special attention was given to checking rate tariffs, time schedules, and contract agreements.
All complaints received were given attention, and every effort was made to bring them to
a satisfactory conclusion. Most complaints were in connection with infractions of the " Motor
Carrier Act " or the regulations thereunder.
Statistics
Number of investigations and interviews    2,570
Number of miles travelled by Inspectors' automobiles (two) in the course
of duties  29,215
Number of vehicles checked on highways :        982 132 " MOTOR CARRIER ACT "
Number of mechanical inspections  118
Defective brakes   35
Defective steering  43
Defective lights   40
Defective exhaust-lines   8
Other defects   272
Vehicles temporarily suspended from service  17
G. L. Greenwood,
Inspector of Motor Carriers.
Inspector H. K. Hume, Kelowna
(Okanagan Valley, Lumby, Armstrong, Enderby, and Princeton District; also
Grand Forks and Greenwood Districts since November, 1950.)
Volume of freight and passengers transported within and through the area stated above shows
a considerable increase for 1950-51, the Hope-Princeton Highway being the main contributing
factor, and traffic over this route is continually increasing.
The service rendered by public freight and passenger licensees has proved satisfactory, with
increased service being the general trend. The co-operative attitude of the carriers toward the general
public and to officials of the Motor Carrier Branch is steadily improving.
An encouraging number of new trucks, buses, and taxis have been put into service, replacing
older equipment, which has improved the safety and efficiency of the operations.
A change in the Vernon City bus operation took place; the former licensee went out of business,
and Vernon City Bus Lines Limited took over and is giving good service.
Air service into Vernon and Kelowna was started during the spring of 1950, and ground service
to and from the airports was put into effect in both towns, but owing to the later discontinuance
of the air service, ground services at both points were discontinued.
There have been no important new services commenced in the area during this year, nor have
any important services terminated.
Favourable progress has been made in the filing of rates, contracts, and supplementary filing of
tariffs.
Operating costs generally have increased, tires, new equipment, and labour being the largest
contributing factors. This increased cost of operation has resulted in some applications for increased
rates; said applications are currently being dealt with.
Public and limited passenger-vehicles have been inspected, and it has been found that the
condition of all passenger equipment has improved considerably. A total of sixty-three mechanical
inspections was carried out, and no equipment condemned. Recheck of original inspection was
carried out where necessary.   All passenger-carrying vehicles are now in satisfactory condition.
No major complaints were received, and all minor complaints were investigated and brought
to a satisfactory conclusion.
The railway strike during August presented many and varied problems, and the immediate needs
of the public were met by the issuance of temporary permits, where warranted. The motor-carrier
industry performed admirably during this emergency.
Inspector (Assistant) D. Neale was transferred from Kelowna to Nanaimo during April, 1950,
and was replaced by Inspector (Assistant) W. D. Patterson during September, 1950.
During the period under review, approximately 1,200 interviews and investigations were carried
out by the writer and his assistants, with a total of 24,260 miles travelled with two cars.
Approximately 500 vehicles were checked on the highway, most of which were found to be
complying with the regulations and operating in a safe and efficient manner.
H. K. Hume,
Inspector of Motor Carriers.
Inspector H. J. Maddaford, Nelson
(West Kootenay, including Rossland, Trail, Nelson, Kaslo, and Slocan;
also Grand Forks-Greenwood District until November 1st, 1950.)
Transportation in the West Kootenay District during the licence-year 1950-51 followed the
pattern indicated in the previous licence-year.
There was little change in licences issued for transportation of forest products. The export
market for lumber remained steady, but the mills which were operating did not go in for expansion REPORT OF THE PUBLIC UTILITIES COMMISSION I 33
programmes.   Small portable sawmills not equipped to finish lumber have practically disappeared,
which has had a tendency to stabilize the number of licences issued for this type of hauling.
The steady increase in mining resulted in the issuing of a large number of limited freight licences.
With few exceptions, mines operating in 1949 continued to expand their operations. Many old mines
were brought into production, and considerable exploration work was carried on in connection with
new discoveries. The area most affected by this boom was between Kaslo, Retallack, and New
Denver, although the Sheep Creek-Salmo-Ymir and Slocan districts showed a steady increase in
production.
Relocation and paving of the Southern Trans-Provincial Highway between Osoyoos and Greenwood, commenced in 1949, was completed this year. The paving of several miles of highway east
of Grand Forks during luly completed work commenced at that point in 1949. Reconstruction of
the Trail-Salmo Highway was completed to a point 1 mile east of Fruitvale, and the new piece of
road was paved. The original hard-top surface on the Trail-Castlegar Highway has been deteriorating
for several years; a contract was let during the summer to surface the highway from Castlegar ferry-
slip to Blueberry Station. Licensed dump-truck operators were able to cope with most of this work;
however, a few permits were issued to unlicensed trucks in the district, and a limited number of
trucks from out of the district were employed.
Motor carriers, both licensed under the " Motor Carrier Act" and unlicensed, have co-operated
with this office in respect to licence alterations or applications for new licences and the filing of rates.
It was also noted that several new companies negotiating contracts with truckers took advantage of
information concerning rates applicable to similar operations and other information available at
this office.
Limited passenger (taxi) licensees continued their policy of replacing cars approximately every
40,000 miles. Interior Stages at Trail purchased two new buses and ordered a third bus. Western
Canadian Greyhound Lines applied through this office for licences on five new buses. Trucking firms
in the district continued to replace older equipment. Toward the end of the year there was a slight
increase in the number of new vehicles purchased, due to rumours of possible shortages during the
coming year because of National Defence purchases and restrictions placed on steel and other
strategic materials.
J. M. Torgeson, of Edgewood, who operated the Arrow Lakes Bus Lines between Nakusp and
Vernon, discontinued service in October, and his licence was suspended by the Public Utilities Commission.   At the end of the licence-year this service had not been re-established.
Several applications for increases in rates made by public passenger and freight lines were
approved during the year. Increased operating costs and steady increase in the cost of new equipment
were the chief reasons for these applications. Increases in rates for certain types of hauling were
approved for various Class III public freight licensees. New contract agreements for limited freight
licensees followed the same trend, and the filing of slightly higher rates was noted.
Mechanical inspection of cars and buses indicated most licensees were endeavouring to keep
their equipment in good operating condition. Fifty-seven original mechanical inspections were
completed and forty-nine rechecks made, as follows:—
Number of mechanical inspections     57
Defective steering  .       8
Defective brakes      19
Defective exhaust-lines       4
Defective lights ,     11
Other defects  210
Vehicles temporarily suspended from service on account of defects       4
Vehicles condemned on account of defects .       1
A number of complaints were received from the public dealing with time schedules and rates.
These were thoroughly investigated and concluded to the satisfaction of all concerned.
In August the Castlegar Co-operative Transportation Society found increased costs made it
impossible for them to carry on their workmen's passenger service at their current monthly assessment.
A number of members objected to any increase in transportation costs and negotiated with E. J. Mela-
tini, of Trail, to provide a service. Mr. Melatini obtained equipment and instituted an industrial
workers' service for workers residing between Kinnaird and Trail, but was forced to discontinue the
schedule in December due to lack of patronage.
On November 1st the area of this district was reduced, the Grand Forks-Greenwood District
being added to the area under supervision of the Kelowna office, thus making it possible for the
Nelson Inspector to give greater attention to the administration and enforcement of the Act and
regulations within the area now under his jurisdiction.
Number of investigations and interviews      1,083
Number of vehicles checked on highway        473
Number of temporary permits issued     1,245
Number of miles travelled by Inspector in course of duties  12,674
H. J. Maddaford,
Inspector of Motor Carriers. , I 34 " MOTOR CARRIER ACT "
Inspector M. D. McFadyen, Cranbrook
(East Kootenay, including Creston, Cranbrook, Fernie, Natal, Windermere, and Golden.)
The licence-year 1950-51 showed an increase in the number of public and limited freight-vehicle
licences. There was a definite increase in the number of applications for private freight-vehicle
licences.    Passenger services remained about the same as the previous year.
The service given by public and limited carriers was an improvement over that rendered during
the previous year, as evidenced by the fact that very few complaints were received.
The completion of the black-top on the highways between Wardner and Elko, and between Cranbrook and Kimberley, and Goatfell Bridge and on the Kingsgate Cut-off greatly improved the
operating conditions for licensees. The road between the Goatfell Bridge and Wynndel has been
rerouted and flush-coated, preparatory to black-topping this year. As a consequence of this road-
surfacing programme, employment was given to a considerable number of dump-truck operators.
Forest-product production increased, as there is a large export market from this district, and the
demand seems to be increasing. The cut of Christmas trees was less than the previous years, due
chiefly to the poor quality of trees.
Mining activities .again showed marked increases, with the reopening of the Blue Bell mine at
Riondel and the Estella mine near Wasa, and it is the announced intention of the Consolidated Mining
and Smelting Company of Canada to erect a large fertilizer plant near their ore concentrator at
Chapman Camp and adjacent to the Sullivan mine at Kimberley. At the latter operation a new method
has been put into effect, involving the stripping of millions of cubic yards of overburden. A road has
been put in to the Boy Scout group of mineral claims at Hell Roaring Creek, north of Cranbrook,
where some development is going on. When the Blue Bell mine at Riondel goes into full operation,
it will increase the business requirements in that area: dock facilities will be necessary and provision
for lake traffic. The Columbia Gypsum property near Athalmer is increasing its daily tonnage, and
it is expected a large number of vehicles will be employed this year transporting the gypsum lime from
the quarry to the railroad siding at Athalmer. Generally, increases have been noted in mining,
agricultural, and forest production.
New equipment was being put into service by many operators during the summer and early fall
of 1950. Of late, with increasing costs of tires, maintenance, and equipment, this trend has not
continued.
The service given by carriers, generally, is satisfactory, and there has been an increase in the
business available. During the railway strike many firms who had previously shipped by the railway
shipped by motor carrier and were apparently pleasantly surprised at the service given, with the
result that many of these firms continued to ship by this means. This strike was of such short duration
that no serious dislocation of service took place.
During the year under review three limited passenger-vehicle licences were surrendered and one
new public and limited passenger licence issued, the latter being between Riondel and Kootenay Bay.
Air-line limousine services and public passenger and freight services remained the same as the previous
year.
As a result of the increasing costs to operators of equipment, parts, etc., applications have been
received for increases in rates. While this has not been general, further applications for increases in
rates are expected during the coming year.
All public and limited passenger-vehicles were inspected, and, generally speaking, the equipment
is in good condition, and in most cases new equipment has replaced older types of equipment in use,
particularly by limited passenger-vehicle operators. It was interesting to note the increase in the
amount of new equipment placed in service during the year, and it would appear that operators are
replacing older equipment with new vehicles rather than go to the extent of expensive repairs.
Complaints during the year were of a minor nature, and in many cases the individuals concerned
merely required guidance in so far as the regulations were concerned.
In conclusion, the equipment used by both freight and passenger operators is satisfactory, the
services rendered are satisfactory, and the increase in applications for various types of licences would
indicate that the public as a whole is better acquainted with the requirements under the " Motor Carrier
Act " for this Province.
Number of investigations and interviews      1,094
Number of miles travelled in course of duties  14,582
Number of vehicles checked on highways       525
Number of mechanical inspections   58
Defective steering . _-_  11
Defective brakes   9
Defective exhaust-line   4
Defective lights         22
Other defects          35
Vehicles temporarily suspended from service on account of defects  1
M. D. McFadyen,
Inspector of Motor Carriers. REPORT OF THE PUBLIC UTILITIES COMMISSION I 35
Inspector E. deBlaquiere, Prince George
(Prince Rupert, Skeena, Omineca, and Prince George Districts; also Northern Cariboo
District, including Quesnel, Wells, and Barkerville.)
There has been an increasing number of queries from operators of trucks regarding the increased
carrying capacity of three-axle units permitted under regulations pursuant to the "Highway Act."
This trend follows the increased tempo of police prosecutions of overloaded trucks. Lumber carriers
appear to be the greatest single group of offenders in respect of the axle-loading method of assessing
carrying capacity.
During the winter period of frozen roads the Public Works Department has undertaken a trial
system, whereby they issued overload permits to increase the axle loading from 18,000 pounds to
22,000 pounds for two-axle trucks. Such permits were issued subject to certain conditions respecting
speed, bridge restrictions, and area which the trucks would be serving.
Due to the large number of mills in operation this year over previous years, there has been
increasing demand for truck transportation in this area. In the area stretching from McBride on the
east to Endako on the west, and north of and including Quesnel, there are an estimated 492 sawmills,
an increase of slightly less than 25 per cent over the previous year. Total output of lumber in the
months of January and February, 1951, was 84,000,000 board-feet, which is greatly in excess of yearly
output of year 1940. Lumber produced in this northern area comprised approximately 15 per cent
of the total Provincial output for the year 1950.
Columbia Cellulose Company Limited, whose plant is located at Port Edward, has established
its woods headquarters at Terrace, from which point it will operate under Licence No. 1 of forest
management plan recently inaugurated in this Province. Logs are now being shipped from Terrace
by rail to the cellulose plant at Port Edward. In the spring of the year the company plans on
bundling the logs and moving them in the form of rafts down the centre channel of the Skeena River
to mill-pond at Port Edward.
The following projects are under construction in this district:—
(1) Construction of P.G.E. right-of-way linking Quesnel with Prince George. Work is
proceeding from Quesnel and also from Prince George, and they will meet somewhere
south of Red Rock.
(2) The Columbia Cellulose plant will be completed and probably commence operation
in May, 1951.   The cost of this project is in excess of $42,000,000.
(3) Western Plywood Limited commenced construction of a plywood plant outside Quesnel,
which will cost in excess of $1,000,000. There is now a limited production of plywood,
and they hope to be in full production sometime in late August.
(4) Campbell-Mannix Company Limited is now undertaking construction of a suitable road
to the first dam on the Nechako River, which will be the initial step in the construction
of the $500,000,000 aluminium project.
The B.C. Airways has now made plans and is waiting for final approval from the Department of
Air Transport to inaugurate a scheduled air service between Prince George, Terrace, and way points;
Mechanical inspections of all vehicles licensed under the " Motor Carrier Act" for the purpose
of transporting passengers is proceeding satisfactorily. Maintenance programmes have been inaugurated by the larger transportation firms and appear to be working satisfactorily. C. V. Morris,
operating a public passenger service between Smithers, Moricetown, and Houston, temporarily
suspended service in December of last year.
A public passenger licence was issued to Paul Borsuk, extending his Prince George-Vanderhoof
run westerly to Burns Lake, thereby giving a daily service for residents living between Prince George
and Burns Lake.
Many public and limited carriers are showing concern regarding rising costs; this is further
complicated by the difficulty of management retaining experienced personnel for their operation, as
other and higher-paid industries have made inroads on their staff. They find that, with their present
tariff rates, they cannot hire experienced personnel. There appears to be a general trend of the
carriers as a whole to make application for increases of their rates.
Decisions were published by the Public Utilities Commission with regard to many applicants
who were anxious to establish motor-carrier service over the Skeena Highway. The Watson Island
Stages Limited commenced operation in September, 1950, with a public passenger run between
Terrace and Prince Rupert on daily schedule. Canadian National Transportation Company Limited
proposes to commence operation between Prince Rupert and Smithers as soon as road conditions
permit. This company will not give any local service between Prince Rupert and Terrace. Lindsay's
Cartage & Storage Limited, of Prince Rupert, was granted permission to operate scheduled public
freight-vehicle service between Prince Rupert and Terrace. Several other carriers were granted
non-scheduled privileges transporting general freight between Prince Rupert and their respective
terminals. I 36 " MOTOR CARRIER ACT "
During the period from March 1st, 1950, to April 27th, 1950, the undersigned was stationed at
Nanaimo and was transferred to Prince George office on April 27th, 1950. This district includes
Highway No. 2 north of and including Australian to Prince George, and from that point west on
Highway No. 16 to Prince Rupert and east to the Provincial boundary.
Statistics
Number of investigations and interviews by Inspector  1,093
Number of miles travelled by Inspector in course of duties-—
Prince George   21,199
Nanaimo  :  2,632
Number of vehicles checked on highways  600
Number of mechanical inspections made (including 22 at Nanaimo)  282
Defective steering  114
Defective brakes   82
Defective exhaust-line  46
Defective lights   69
Other defects   626
Vehicles temporarily suspended from service on account of defects  2
E. deBlaquiere,
Inspector of Motor Carriers.
Inspector W. V. Joyce, Dawson Creek
(Peace River District)
The volume of freight shipped during the licence-year 1950-51 via railroad to Dawson Creek
from points outside of the Province of British Columbia for furtherance by truck to points in the
Yukon and Alaska Territory over the Alaska Highway has declined by comparison over previous
years. In the past a large volume of freight was shipped to Dawson Creek, and from that point it
was transported by local licensed carriers to its destination. Although the volume of freight passing
through Dawson Creek has increased, the demand for local licensed carriers has dropped off. It now
appears that the trend is to transport freight (all truck movement) from its origination to its destination via Dawson Creek by out-of-the-Province truckers. A large percentage of this freight originates
in the United States and is carried in transit through Dawson Creek by American carriers to Alaska.
The service rendered by carriers to the general public has, on the whole, been satisfactory.
It is understood that the Public Works Department plans to complete the new road between the
Alberta-British Columbia Boundary and Pouce Coupe in the summer of 1951, and also expects to
rebuild and relocate a number of secondary roads in the rural area of the Peace River District.
When this road-building programme is completed, the rural-area licensed carriers will be able to
render a better trucking service to the farming districts.
The larger carriers in this district have been replacing their two-axle trucks with three-axle
semi-trailer equipment. The majority of the smaller carriers have, in most cases, replaced with new
equipment.
One new air-line limousine service was inaugurated in the past year between Dawson Creek and
the Dawson Creek Airport.   This airport is located 1 mile from Dawson Creek.
Approximately ten new sawmills are sawing lumber for the export market. Each one employs
one or two contract carriers to transport lumber from the mill to Dawson Creek.
There has been no discontinuation of scheduled public passenger or public freight service in this
district. The majority of scheduled carriers have applied for and received additional licences to
handle increased volume of business over their scheduled lines.
The filing of rates and contracts by carriers and filing of their annual motor-carrier reports have
been generally satisfactory. Because of over-all increased cost of operation, a number of carriers
submitted tariffs providing for increases in rates, some of which were approved and others are pending.
One limited passenger-vehicle (taxi) at Fort Nelson was condemned because of poor mechanical
condition. This vehicle was subsequently replaced with a new unit, and the licence was transferred.
All limited passenger-vehicles (taxis) licensed in Dawson Creek and Pouce Coupe, Fort St. John, and
Fort Nelson have been replaced with new equipment in 1950.
There were a number of minor complaints made by the general public regarding unsatisfactory
service by licensed carriers, which were satisfactorily dealt with.
There were approximately 190 applications filed for new and additional licences. One thousand
eight hundred interviews were conducted respecting matters pertaining to the " Motor Carrier Act."
Fifteen thousand five hundred miles were travelled during the course of duties. Approximately 250
vehicles were checked on public highways, resulting in nine convictions for violations of the " Motor
Carrier Act." w  v  JoycE)
Inspector of Motor Carriers. REPORT OF THE PUBLIC UTILITIES COMMISSION I 37
Inspector (Mechanical) C. A. Wood, Vancouver
(Greater Vancouver, Lower Fraser Valley, Squamish, Seechelt Peninsula, and Powell River.)
Regular periodic mechanical inspections were made during the year on passenger-carrying
conveyances operating within the area described above. It was found that the mechanical condition
of equipment was generally good. It was noted, however, that fewer vehicles, particularly buses, were
replaced during this period than during the previous year, and also in lieu of replacing with new
equipment some of the operators were buying used equipment in the East.
The advantages accruing from the carrying-out of a preventive maintenance programme have
been studied in recent years, and during the current year such a programme was adopted by most
of the large operators. While statistics may still show that many defects in the equipment are still
detected, it must be considered that vehicles that were new last year are now one year old. Most
operators have, according to their statements, suffered a decline in business, with the result that they
have considered it unwise to commit themselves respecting the purchase of new equipment and would
rather attempt to carry on with the present vehicles and, as stated previously, when required purchase
used equipment. Under these circumstances, rigid mechanical inspections were considered necessary
to ensure that safety was not being sacrificed for economy's sake. Generally speaking, it can be said
that no effort was made by the operators to shirk their responsibility in regard to proper maintenance.
The carriers, under a regular inspection system, are attempting not only to provide the utmost
in safety by maintaining their equipment in a proper manner, but also are attempting to reduce the
number of breakdowns to a minimum. This not only prevents accidents, but also obviates inconvenience that may be suffered by the travelling public.
The few accidents that were sustained by public passenger-vehicles were thoroughly investigated,
and it was determined in each instance that the cause of the accident could not be attributed to
mechanical failure.
From observations it is quite apparent that carriers are making every attempt to maintain their
equipment in such a condition that safe transportation will be offered the public.
Statistics taken from mechanical-inspection reports during the year 1950-51 are as follows:—
Mechanical inspections (total)     523
Defective steering        73
Defective brakes       105
Defective exhaust-lines         43
Defective lights       152
Failure to comply completely with regulations 1     302
Vehicles condemned          2
Miles travelled by Inspector during course of duties  9,014
C. A. Wood,
Inspector of Motor Carriers. I 38
" MOTOR CARRIER ACT'
APPENDIX C
LIST OF PUBLIC PASSENGER-VEHICLE OPERATORS AND ROUTES
(SCHEDULED SERVICE) AS AT MARCH 1st, 1951
Name and Address of Operator
A.P. Stages Ltd., Hope	
George D. Abbey, Nelson	
Alberni Valley Transit Co. Ltd., Port Alberni..
Arrow Bus Lines Ltd., Prince Rupert	
Atkins Stage Lines Ltd., Chilliwack	
B.C. Auto Interurban Ltd., Nelson..
B.C. Coach Lines (1947) Ltd., Kamloops..
Route
.Haig-Hope.
Hope to Silver-Skagit Camp No. 2 and Decco
Walton Camp No. 1 on Silver Creek.
.Nelson-Kaslo.
.Port Alberni-Alberni.
Port Alberni-Smith's Landing, Sproat Lake.
.Bus Service, Prince Rupert City.
Prince Rupert-Port Edward.
.Harrison Hot Springs to Cultus Lake via
Agassiz and Chilliwack.
Chilliwack-Ryder Lake.
.Trail-International   Boundary   at   Paterson
(operates to Spokane, Wash.).
_ Kamloops-Merritt.
Kamloops-Tranquille.
Kamloops-Paul Lake.
This company is licensed to give public 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, Mount Seymour
Park, Grouse Mountain chair lift, and
between North Vancouver and West Vancouver.
British Yukon Navigation Co. Ltd., Whitehorse, Y.T Dawson Creek to northern boundary of B.C.
via Alaska Highway (operates to White
Horse, Y.T.).
Dawson Creek-Fort St. John.
Dawson Creek-Pouce Coupe.
Dawson Creek-South Dawson.
Arnold I. Boomhower, Prince George Prince George-Chief Lake and Reid Lake.
B.C. Motor Transportation Ltd., Vancouver (Pacific
Stage Lines)
P. Borsuk, Vanderhoof..
E. G. J. Brenton, Fulford, Saltspring Island.
Burr's Taxi, Princeton..
Canadian Coachways Ltd., Edmonton, Alta..
Ernest R. Carlson, Burns Lake-
Central Cariboo Stages, Quesnel..
T. H. Chamings, Lumby	
Chilliwack Bus Lines Ltd., Chilliwack..
Joseph Chizmar, Natal..
Civic Transportation Co. Ltd., Kamloops..
William H. Coats, Gabriola Island	
Columbia Coachways Ltd., Penticton .
.Vanderhoof-Prince George.
Vanderhoof-Stony Creek.
.Fulford Harbour-Ganges.
.Princeton-Copper Mountain (via Allenby).
.B.C.-Alberta   Boundary  to   Dawson   Creek
(operates from Edmonton, Alta.).
Local bus service, Dawson Creek Village.
.Burns Lake-Noralee (via Francois Lake and
Colleymount).
.Quesnel-Gardner's mill.
.Lumby-Vernon via Long Lake.
.Local bus service, Chilliwack.
.Michel-Sparwood via Natal.
.Bus service, Kamloops City.
Kamloops-North Kamloops.
.Gabriola Island.
.Local bus service, Penticton City.
Columbia Stage Lines Ltd., New Westminster. New Westminster-Port Moody.
New Westminster-Lake Como Road.
New   Westminster - Coquitlam   Municipal
Hall.
New Westminster to intersection of Kaptey
Road and Montgomery Road (Coquitlam).
—Salmon Arm-Canoe.
—Local service in Boundary Bay, B.C. area,
also to points in the State of Washington
within Point Roberts Peninsula.
Robert G. Davies, Salmon Arm	
Delta International Coach Lines Ltd., Vancouver.. REPORT OF THE PUBLIC UTILITIES COMMISSION
I 39
Name and Address of Operator
Neal Evans Transportation Co. Ltd., Shalalth..
Route
 Pioneer Mine-Shalalth.
Pioneer Mine-Vancouver.
G. V. Farquhar, Harrison Hot Springs Harrison Hot Springs-Agassiz.
G. Ferguson, Nelson Nelson-Proctor via Harrop.
Riondel-Kootenay Bay.
The Greyhound Corporation, Seattle, Wash Vancouver,   B.C. - International   Boundary
(operates to Seattle, Wash.).
Hodgson Bros., Williams Lake Williams Lake-Alexis Creek.
Hole & Clarke Transportation Co. Ltd., Coal Harbour. Coal Harbour-Hardy Bay.
Coal Harbour-Port Hardy Airport.
Hardy Bay-Port Hardy Airport.
 Trail-Rossland.
Trail-Nelson via Fruitvale and Salmo.
Trail-Fruitvale.
Also local bus service at Trail and to War-
field, Shaver's Bench, and Sunningdale.
 Local bus service, City of Nelson.
 Kelowna-McCulloch.
 Tofmo-Ucluelet.
 Cranbrook-Fort Steele.
Kimberley Local bus service, Kimberley City and Chapman Camp Village.
 Local service within Langley Municipality,
and adjacent portions of Surrey and Mat-
squi Municipalities.
 Lillooet-Lytton.
 Naramata-Penticton.
 Cranbrook-Golden via Kimberley.
Maple Ridge Bus Service Ltd., Haney         Various   routes   within   the   Maple   Ridge
Municipality.
W. G. Mattenley and H. J. Bradford, Little Fort Little Fort-100-Mile House via Lone Butte.
C. V. Morris, Smithers Smithers-Houston.
Smithers-Moricetown.
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, Alta Jasper-Mount Robson (summer service).
Interior Stages Ltd., Trail-
Interior Stages (Nelson) Ltd., Trail-
Harold R. Johnston, Kelowna	
Alfred K. Kadatz, Tofino	
A. H. Kershaw, Fort Steele	
Kimberley City Service Co. Ltd.,
Langley Bus Lines Ltd., Langley..
Lillooet Cartage Co. Ltd., Lillooet..
H. D. McCarthy, Penticton	
Mary C. Magro, Cranbrook..
O.K. Mission Stages Ltd., Okanagan Mission..
J. W. Pavle, Kelowna	
Geoffrey C. Place, Dog Creek	
Powell River Stages Ltd., Westview	
Andrew C. Rutherford, Revelstoke	
Clifford Scott, Mission	
Sechelt Motor Transport Ltd., Sechelt..
H. W. Smith, d/b/a Canadian Trailway Stages, Prince
George
Speed Bros., Likely	
Squamish Stages Ltd., Squamish..
Star Stages, Cranbrook..
.Kelowna-Cedar Creek via Okanagan Mission.
.Kelowna-Rutland.
Kelowna-East Kelowna-South Kelowna.
Kelowna-Winfield-Okanagan Centre.
.Dog Creek-Williams Lake.
.Local bus service, Powell River and district.
.Revelstoke-Arrowhead.
Revelstoke-Williamson Lake.
Revelstoke-Revelstoke Golf-course.
.. Mission-Durieu-Mission.
..Hopkins Landing-Gibsons.
Gibsons-Garden Bay.
Gibsons-Roberts Creek Community Hall.
Gibsons-Gower Point.
Prince George-Sinclair Mills.
Prince George-Summit Lake.
Local bus service, Prince George City.
..Likely-Williams Lake.
Likely-Keithley Creek.
.Squamish-Cheekye.
Squamish-Britannia Beach.
.Cranbrook-Kimberley.
Cranbrook-Radium (Sundays and holidays
only).
.Local  bus  service  at White  Rock and to
Crescent Beach. I 40 " MOTOR CARRIER ACT "
H.
Name and Address of Operator Route
William A. Taylor, Salmo Salmo-Queen mine at Sheep Creek.
Salmo-Emerald mine.
Salmo-Reeves MacDonald mine.
C. E. Tedrow, Republic, Wash Carson-Cascade  via  Grand  Forks   (being
B.C. portion of service between Republic,
Wash., and Colville, Wash.).
Terrace Transportation Co. Ltd., Terrace Terrace-Lakelse Lake.
Thompson Bus Lines Ltd., Kelowna Bus service, Kelowna City.
James S. Tofin, Ashcroft Ashcroft-Lillooet via Hat Creek and Pavilion.
Triangle Stages, Fort St. James Fort St. James-Vanderhoof.
Fort St. James-Germansen Landing.
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
Nanaimo City and vicinity.
Vernon Bus Lines Ltd., Vernon Local bus service, Vernon City.
Veteran Stages Ltd., Victoria Victoria-Thetis Lake.
Victoria-Goldstream Hotel.
Victoria-Metchosin (via Happy Valley and
Albert Head).
Louis C. Vigna, d/b/a Riverview Coach Lines, Kamloops.Kamloops-Valleyview.
Kamloops-Powers Addition.
J. A. Wade, Quesnel Quesnel-Barkerville.
Watson & Ash Transportation Co. Ltd., Royston Courtenay-Comox.
Courtenay-Kye Bay.
Courtenay-Forbidden Plateau.
Courtenay City.
Watson Island Stages Ltd., Prince Rupert Prince Rupert-Terrace.
Corporation of the District of West Vancouver, Holly-    West Vancouver-Vancouver,
burn
Western Canadian Greyhound Lines Ltd., Calgary Crowsnest-Vancouver.
Yoho-Vancouver.
Vancouver-Prince George.
Penticton-Revelstoke.
Penticton - International    Boundary    near
Osoyoos.
Vernon-Kamloops.
Nelson-Kaslo.
Nelson-Nakusp.
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.
LIST OF PUBLIC FREIGHT-VEHICLE OPERATORS AND ROUTES
(SCHEDULED SERVICE) AS AT MARCH 1st, 1951
Name and Address of Operator Route
W. R. Anderson, Slocan City Nelson-Slocan City.
Anderson Freight Line, New Westminster Maple Ridge Municipality-Vancouver.
Arrow Lakes Motor Freight and Garage, Nakusp Nakusp-Vernon via Fauquier and Lumby.
Robert N. Bailey, Penticton Penticton-Naramata.
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.
George H. Bedard, Heffley Creek Kamloops-Blucher Hall.
Heffley Creek-Knouff Lake.
W. E. and S. R. Bishop, Squamish Squamish-Britannia. REPORT OF THE PUBLIC UTILITIES COMMISSION I 41
Name and Address of Operator Route
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., White Horse, Y.T. Dawson Creek to northern boundary of B.C.
via Alaska Highway (operates to White
Horse, Y.T.).
Broadway Messenger & Low Dray Service, Vancouver....Vancouver-New Westminster and Fraser
Mills.
James A. Brown, Gabriola Island Gabriola Island-Nanaimo.
Wilfred S. D. Brown, Salmon Arm Salmon Arm-Hayward's 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 Lines Ltd., Penticton Penticton-Nelson.
Vancouver-Nelson.
D. Chapman & Co. Ltd., Kelowna Kelowna-Penticton.
Chilliwack Cartage Co. Ltd., Chilliwack Chilliwack-Vancouver.
City Transfer (1945) Ltd., Powell River Cranberry Lake-Stillwater.
Clinton Taxi & Transfer Co., Clinton Clinton-Gang Ranch.
Lyle F. Cody, Alberni Sproat Lake-Great Central Lake-Port
Alberni.
Continental Carriers Ltd., Vancouver Vancouver-Crowsnest (serving Alberta
points).
Frank L. Coons, Dawson Creek Dawson Creek-Pouce Coupe via Rolla.
Cordova Bay Freight (R. H. Holt), Victoria Victoria-Cordova Bay.
E. M. Cottrell, Hope Vancouver-Yale.
Country Freight Lines Ltd., Vancouver. Chilliwack-Vancouver.
Vancouver-Kelowna via Spences Bridge and
Merritt, or via Hope and Princeton.
Cowichan Freight Service Ltd., Victoria Victoria-Shawnigan Lake and Duncan.
R. E. Crellin, New Denver New Denver-Sandon.
Crosstown Carriers, Vancouver North Vancouver-Vancouver (motor-cycle).
T. E. Davies, Rossland Rossland-Trail.
Delta Freight Lines Ltd., Ladner Ladner-Vancouver.
Dench of Canada Ltd., Calgary, Alta Cranbrook-Kimberley.
Cranbrook-Crowsnest.
Cranbrook-Creston via Kingsgate.
John W. Dennery, Louis Creek Skwaom Bay-Louis Creek.
T. and C. Edmondson, Agassiz Harrison Lake and Agassiz-Chilliwack and
Sardis.
Neal Evans Transportation Co. Ltd., Shalalth Pioneer Mine-Vancouver.
Pioneer Mine-Shalalth.
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.
Mrs. N. Garrison, Princeton Princeton-Copper Mountain.
Cecil C. Golding, Ewings Landing Vernon-Fintry.
William B. Grant, Oliver Osoyoos-Vancouver via Oliver and Penticton.
Arthur W. Green, Agassiz Harrison Hot Springs and Agassiz-Vancouver.
A. S. Gripich, Lardeau Lardeau-Gerrard.
Haney-Hammond Motor Freight Ltd., Port Haney Haney-Vancouver.
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. I 42 " MOTOR CARRIER ACT "
Name and Address of Operator Route
Hume Truck Line Ltd., Langley Prairie Xangley Municipality-Vancouver.
Claude Huston, Williams Lake .Vancouver-Williams Lake.
Quesnel-Williams Lake.
D. J. Innis, Keremeos Keremeos-Penticton.
Interior Freightways (W. T. Hannah), Williams Lake Quesnel-Kelowna via Kamloops and Falkland.
Interior Truck Lines, Nelson .Nelson-Salmo.
Invermere Contracting Co. Ltd., Invermere .Cranbrook-Golden via Kimberley.
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 L_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-McLure Ferry.
Kamloops-Salmon Arm.
Kamloops Transport Co. Ltd., Kamloops Kamloops-Clinton (serving also Ashcroft).
Kamloops-Williams Lake.
Kaslo Motor Transport Ltd., Kaslo .Kaslo-Nelson.
Kelly Transport Ltd., Barkerville Barkerville-Quesnel.
George Kemp, New Westminster New Westminster to 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  Mills.
Vancouver-Port Moody and loco.
Kootenay Valley Motor Freight, Trail Nelson-Rossland via Trail.
Ladner Transfer Ltd., Ladner Ladner-Vancouver via Ladner Ferry.
Ladner-New Westminster-Vancouver.
Lake Freight Lines Ltd., Vancouver .Vancouver-Harrison Hot Springs via Agassiz.
Emile and Yves Laloge, Pouce Coupe Dawson  Creek to  B.C.-Alberta  Boundary
(operates to Grande Prairie, Alta.).
J. A. B. Lamarche, Vernon Vernon-Salmon Arm   (express  service).
Langley Freight Lines Ltd., Langley Prairie .Langley Prairie-Vancouver.
Lee's Transport Ltd., Vancouver .Vancouver-Prince George-Fort St. James.
Lillooet Cartage Co. Ltd., Lillooet Lillooet-Yalakom.
Vancouver-Lillooet via Lytton.
Lillooet-Kamloops via Pavilion.
Lindsay's Cartage & Storage Ltd., Prince Rupert Prince Rupert-Port Edward.
Prince Rupert-Terrace and Copper River.
Los Angeles-Seattle Motor Express, Inc., Vancouver .Vancouver-International Boundary (operates
to Seattle and points south).
Charles W. Lutz, Bellingham, Wash Douglas Customs (ex Bellingham)-Boundary Bay Customs (to Point Roberts).
J. H. and J. McEwen, Sorrento .Notch Hill-Anglemont.
Alex MacLean, Nelson Procter-Nelson.
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 .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.
Earl V. Muirhead, Castle Rock .Castle Rock-Quesnel.
Nelson-Creston Transport, Nelson .Nelson-Creston (and to Erickson when required). REPORT OF THE PUBLIC UTILITIES COMMISSION
I 43
Name and Address of Operator Route
George L. Niquidet, Williams Lake .Williams Lake-Horsefly.
North American Trucking & Distributing Co. Ltd.,   Dawson Creek to northern boundary of B.C.
Dawson Creek (operates to White Horse, Y. T.).
North River Coach Lines Ltd., Kamloops Kamloops-Birch Island.
Northern Freighters (C. H. Blackburn), Fort St. James....Vanderhoof - Fort   St.   James - Germansen
Landing.
Northern Freightways Ltd., Dawson Creek. Dawson  Creek to  B.C.-Alberta  Boundary
(operates to Edmonton, Alta.).
O.K. Valley Freight Lines Ltd., Penticton .Penticton-Osoyoos.
Penticton-Salmon Arm.
Penticton-Princeton  (extension to Allenby
or Copper Mountain when required).
Vancouver-Penticton.
Vancouver-Salmon Arm.
Vancouver-Osoyoos.
Olsen Transport Ltd., Fort St. John .Fort  St.  John to  B.C.-Alberta  Boundary
(operates to Edmonton, Alta.).
Overland Freight Lines Ltd., Chilliwack iChilliwack-Vancouver.
Robert N. Oxtoby, New Westminster New   Westminster-Coquitlam   Municipality
lying south of C.P.R. main line, and to
Fraser Mills.
John Parkstrom, Malakwa Salmon Arm-Craigellachie via Canoe.
Harold H. Perkins and H. R. Weaver, 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.
Carl A. and Mary M. Ramsfield, Victoria Pears Road (Metchosin)-Victoria.
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.
Sidney E. Reynolds, Bridge Lake Bridge Lake-Little Fort.
Bridge Lake-Larson's ranch (Roe Lake).
Richmond Transfer, Vancouver... Vancouver-Steveston.
Michael Ryan, Dawson Creek.:.':. Dawson Creek-Groundbirch.
Saanich Freight Service, Sidney Deep Cove (Saanich)-Victoria.
Scott & Peden Ltd., Victoria Victoria-Hillbank.
Seattle-Vancouver, B.C., Motor Freight (1946) Ltd.,   Vancouver-International Boundary (operates
Vancouver to Seattle).
Lloyd W. Shannon, West Summerland .West Summerland-Penticton.
John B. Shibley, Cranbrook Cranbrook-Golden.
Sidney Freight Service Ltd., Sidney .Sidney-Victoria.
L. R. Stevenson, Milner .Willoughby-Vancouver.
John M. Stewart, North Pine North Pine-Dawson Creek.
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).
R. H. E. Taylor, Pemberton Pemberton-Wilson's gate.
Terminal Cartage Ltd., Vancouver Vancouver-New Westminster.
United Trucking & Storage Ltd., Trail .Salmo-Trail via Fruitvale.
Vancouver-Alberta Freightlines Ltd., Vancouver .Vancouver - Crowsnest     (serving    Alberta
points).
Vancouver Island Transportation Co. Ltd., Victoria Courtenay-Kelsey Bay.
Vancouver-Kamloops Freight Lines Ltd., Vancouver Vancouver-Kamloops.
Vancouver-Penticton Freight Lines Ltd., Vancouver .Vancouver-Penticton   via   Fraser   Canyon
Highway or Hope-Princeton Highway.
Vanderspek's Transportation Ltd., Hope Vancouver-Princeton via Hope.
J. C. Vanderspek, d/b/a White Rock Transfer, White   Vancouver-Crescent Beach and White Rock.
Rock I 44
" MOTOR CARRIER ACT '
J. A. and R. W. Wade, Quesnel Quesnel-Prince George.
Quesnel-Barkerville.
Quesnel-Williams Lake.
Quesnel-Kamloops.
Robert I. Walters, Williams Lake .Williams Lake-Keithley Creek.
West Coast Freight Ltd., Port Alberni Port Alberni-Nanaimo.
White Transport Co. Ltd., Vancouver .Vancouver - Kelowna   via   Kamloops   and
Salmon Arm or via Vernon.
George W. Williamson, Kelowna '. Vernon-Oyama.
Mrs. Janet P. Williamson, Fort St. John Fort St. John-North Pine.
Winton's Transfer Ltd., Vancouver n 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.
APPENDIX D
LIST OF SERVICES LICENSED UNDER THE " MOTOR CARRIER ACT" WITH RESPECT
TO PASSENGER GROUND SERVICE BETWEEN AIRPORTS AND NEAR-BY TOWNS
OR CITIES, AS AT MARCH 1st,  1951.
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.
North Kamloops, Kamloops and District-Fulton
Field Airport.
Penticton-Penticton Airport.
Trail and Castlegar-Brilliant Airport.
Nelson-Brilliant Airport.
Cranbrook-Cranbrook Airport.
Kimberley-Cranbrook Airport.
Quesnel-Quesnel Airport.
Prince George-Prince George Airport.
Prince Rupert-Prince Rupert Seaplane Base.
Dawson Creek-Fort St. John Airport.
Fort St. John-Fort St. John Airport.
Fort Nelson-Fort Nelson Airport.
Old Fort Nelson-Fort Nelson Airport.
Dawson Creek-Dawson Creek Airport.
VICTORIA, B.C.
Printed by Don McDiarmid, Printer to the King's Most Excellent Majesty
1951
595-751-7766

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