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PUBLIC UTILITIES COMMISSION Twelfth Annual Report Pursuant to Section 36 of the "Motor Carrier Act" Licence-year… British Columbia. Legislative Assembly [1953]

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Twelfth Annual Report
Pursuant to Section 36 of the
" Motor Carrier Act "
Printed by Don McDiarmid, Printer to the Queen's Most Excellent Majesty
1952  Victoria, B.C., June 16th, 1952.
To His Honour the Lieutenant-Governor in Council
oj the Province oj British Columbia.
May it please Your Honor:
Sir,—We have the honour to transmit herewith, in accordance with section 36 of the
" Motor Carrier Act," the Twelfth Annual Report of the Public Utilities Commission
under that Act, for the year ended February 29th, 1952.
P. E. George, 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 29th, 1952
It is with regret that we have to record the death, on the 29th day of August, 1951,
of Dr. W. A. Carrothers, D.F.C., Ph.D., who had been Chairman of the Public Utilities
commission since its inception and under whose guidance the present " Motor Carrier
Act" of British Columbia was brought into effect on the 1st day of March, 1940, and
administered thereafter.
Highlights of the year affecting motor-vehicle transportation in British Columbia
The decision of the Supreme Court of Canada in the case of Winner vs. S.M.T.
(Eastern) Limited, under which it was ruled that it is not within the legislative powers of
the Province of New Brunswick or within the powers of the Motor Carrier Board of that
Province to prohibit interprovincial or international transportation with respect to buses
operating into or through or out of that Province. This ruling may have a far-reaching
effect on the future regulation of international and interprovincial transportation
throughout Canada.
Publication of the Report of the Royal Commission on Transportation, which
includes a reference to the fact that intra-provincial transportation is under control of the
respective Provinces, but that control of interprovincial and international transportation is
within the power of the Parliament of Canada.
Commencement of work on the vast power project of the Aluminum Company of
Canada in Central British Columbia, involving construction of a large dam, a 10-mile
tunnel, a power-house to generate ultimately 1,600,000 horse-power, a 48-mile
transmission-line over the mountains, and a smelter and townsite at Kitimat.
The establishment of a vehicle-ferry between Gibsons and Horseshoe Bay, providing
connection for automobiles, buses, and trucks between the Mainland and Seechelt Peninsula via Gibsons, and the announcement of the intention to establish another ferry to
connect Seechelt Peninsula with the Powell River area.
The large number of applications received from licensed public passenger and public
freight operators for authority to increase their rates, consequent upon rising costs in all
branches of motor-vehicle operation and, in the case of public passenger operators, as a
result also of reduced patronage, due largely to the very great increase in the number of
privately owned passenger-automobiles, which has nearly doubled since 1946.
The amalgamation of nine separately licensed public freight operators providing
service from Vancouver to various points in the Lower Fraser Valley by transfer of their
licences to a newly formed company, Public Freightways Limited.
Continued growth and expansion of truck transportation in this Province, both as to
number of carriers' licences issued and as to the revenue therefrom; and the lack of any
further increase of public passenger and taxi business, which appears, for the time being,
to have reached the saturation point, with an indication of declining patronage and
revenue to a point where there is doubt in some cases whether certain services can be
5 J 6
Notable development in the lumber industry in Central British Columbia,
particularly in the Quesnel and Prince George areas, and the completion of a new
plywood-factory at Quesnel, all of which has created a demand for truck transportation.
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 6.3 per cent, from 25,698 the previous year to 27,313 during the year now
under review, and the total gross revenue for the year is up by 7.5 per cent, from $413,224
to $444,311.
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, again, 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, and road-building materials. The increase in this class of licence was 9.7
per cent. There was also a considerable increase (7.7 per cent) in the number of private
freight-vehicle licences, which is an indication of the continued trend on the part of
business concerns and individuals to supply their own transportation. The number of
public passenger-vehicle and public freight-vehicle licences remained about the same as
last year. There was a reduction of 5 per cent in the number of taxi licences issued.
Revenue from bus licences dropped by approximately 2 per cent; there was an increase
of 9.4 per cent in revenue from public and limited freight-vehicle licences; revenue from
private freight-vehicle licences increased by 9.2 per cent. Taken as a whole, vehicles
which are operated for compensation (buses, taxis, and public or limited freight-vehicles),
the increase in revenue was 7 per cent.
As in past years, many applications were received for transfer of licences, the
number for 1951-52 being 880. Included amongst the transfers were 194 taxi licences
and 300 public freight-vehicle licences.
An examination of the records of transfers of licences shows that there were 37
applications involving transfer of licence or licences from an individual or a partnership
to a limited-liability company.
The number of licensed vehicles replaced, mainly by larger or more modern
equipment, was 2,033, being almost the same number as for the previous year, and
comprised 7.5 per cent of the total number of licences issued. Included in these figures
were 514 taxis, which is 43 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 those renewed, but not including replacements and
Kind of Licence
Number of Licences (New and Renewed)1
1946-47  |   1947-
1948-49       1949-50  [   1950-51   I   1951-52
Passenger (buses)2
Passenger (taxis)...
Public freight—	
Limited freight—
Private freight (ordinary).
Private freight (farmers) —
Totals  _..
1 Does not include licences issued for replacement vehicles and substitute plates issued.
2 Includes sedan cars licensed as public passenger-vehicles. REPORT OF THE PUBLIC UTILITIES COMMISSION
J 7
The following is a comparative statement of revenue for the past six years, showing
the various sources of revenue:—
Kind of Licence
Permits _	
Totals  .. ...
1 Includes fees under Part 11 of the regulations, and fees for copies of conditions of licence, tariffs, etc.
The figures in Appendix A show the total number of licences issued during the year.
The following is a comparative tabulation showing approximately the number of licences
actually in effect at the beginning of each month, taking into account licences surrendered
or expired, etc.:—
Approximate Number of Licences in Effect1
Licence-year Licence-year
1950-51 1951-52
End of licence-year..
1 Namely, the number of licences issued, less number of licences surrendered or expired.
The following tabulation shows the number of applications for new or additional
licences actually recorded, year by year, since the inception of the " Motor Carrier Act,"
excluding applications for renewal of existing licences:—
Number of
Licence-year Recorded
1940-41  3,686
1941-42  3,910
1944-45  3,277
1945-46  4,075
1950-51     . 7,535
1951-52  8,141
Number of
_ 5,921
_ 6,812
_ 6,897
.__ 7,261
It will be seen from the above that the number of applications received and dealt with
in the licence-year 1951-52 was 8 per cent higher than in the previous year and 100
per cent more than during the first year after the war—namely, 1945-46. " MOTOR CARRIER ACT '
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
"Motor Carrier Act"  1940-41
1 Including licences transferred and renewed, and including replacements and substitute plates.
Part 10 of the regulations pursuant to the "Motor Carrier Act " provides for the
issuing of temporary permits, in lieu of or as an adjunct to carriers' licences, thus affording
a measure of flexibility necessary in the administration of the said Act.
The following is a summary of the number of temporary permits issued during the
year 1951-52:—
Class I permits (for temporary operation as private freight-
vehicle only)   1,083
Class II permits (for temporary operation as public or limited
vehicle for periods not exceeding sixty days)   3,991
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.)  5,675
Class IV permits (for substitute vehicle when licensed vehicle
is disabled)       426
Class VI permits (for operation of school buses in connection
with authorized school functions)       356
During the months of April and May there was a very noticeable increase in the
number of applications received, particularly for private freight-vehicle licences; this
influx was, it is believed, partly due to the fact that the Royal Canadian Mounted Police
had commenced checking all trucks at the Pattullo Bridge and at the truck-weighing
station at Flood, near Hope.
Applications Respecting Public and Limited Licences.—During the year under
review, 1,934 applications were received dealing with applications for, or alteration,
reclassification, or transfer of, public or limited passenger- and freight-vehicle licences REPORT OF THE PUBLIC UTILITIES COMMISSION J 9
(exclusive of applications for private freight-vehicle licences), a total of 2,928 licences
being involved in such applications.
Dump-truck Operations.—Continued industrial expansion created a further demand
for services of dump-trucks and, during the year, 89 additional public or limited freight-
vehicle licences were issued for this class of hauling. Of these, 27 were issued to
applicants on Vancouver Island, 51 to persons or firms located in Greater Vancouver or
the Lower Fraser Valley, and the remainder to applicants residing in the Interior of the
Fraser Valley Strawberry-crop.—Although elaborate arrangements were made to
provide necessary transportation of fresh strawberries from farms to packing centres and
from packing centres to packing-houses, or to points across the International Boundary,
the strawberry-crop in 1951 was, to a large extent, a failure, with the result that little or
no transport service was required.
Transportation oj Export Lumber.—A number of licences were applied for and
granted for transportation of export lumber from the Cowichan Lake area to deep-sea
wharfs at Victoria or Nanaimo due to a great shortage of railway-cars which was
Transportation oj Wood-chips jor Pulp.-—At the new Harmac pulp-mill at Cedar
(south of Nanaimo), waste lumber products which are ordinarily sold as wood or burned
as refuse are processed for pulp-making. This process requires installation at sawmills of
chipper-machines, and the bulk product (chips) must be transported to the pulp-mill.
Due to the volume of this processed material, large semi-trailer units, specially designed,
were purchased and placed in service by Herbert Gray (Youbou Transport), of Duncan
(who held the main contract for this transportation), and by sub-contractors who had
entered into agreement with Mr. Gray to assist in the transportation.
Pattullo Bridge.-—The removal, on the 12th day of February, 1952, of tolls on
vehicles crossing the Pattullo Bridge was a matter of special interest to licensed carriers of
passengers and freight in the Greater Vancouver and Lower Mainland area. These tolls
had been in effect since December, 1937.
Saanich and Central Saanich Municipalities.—As a result of the division of Saanich
Municipality into two separate municipalities—namely, Saanich (the southerly portion)
and Central Saanich (the northerly portion)—it became necessary for certain freight
carriers who had previously been operating exclusively within Saanich Municipality to
apply for licences under the " Motor Carrier Act." This was due to the fact that the
exemption is with respect to operation within the area of a single municipality; therefore,
freighting operations between Saanich and Central Saanich are not exempt from the
licensing provisions of the " Motor Carrier Act."
Permits under Section 18 oj the " Motor-vehicle Act."—In view of the fact that the
Government Agent's office is in Pouce Coupe, whereas the Inspector of Motor Carriers
has his office at Dawson Creek, which is the main stopping-point for vehicles operating
from points in the United States to Alaska, the Superintendent of Motor-vehicles requested
that the Inspector of Motor Carriers at Dawson Creek be permitted to assist in the matter
of issuing motor-vehicle permits to such foreign vehicles at Dawson Creek. This request
was acceded to, as a result of which the administration of the "Motor-vehicle Act " as well
as the " Motor Carrier Act " with respect to these transient vehicles was simplified.
Whereas in the more settled portions of the Province the amount of taxi business
appeared to be on the decline, as evidenced by surrender of or failure to renew certain
licences for the year 1951, the situation in the more northerly part of the Province,
westerly from Prince George, was different, due largely to the commencement, in the J 10 " MOTOR CARRIER ACT "
spring of 1951, of work on the Aluminum Company of Canada's project and increased
activity in the logging and lumber business. Applications for additional limited passenger-
vehicle (taxi) licences were received for operation from terminal points of Vanderhoof,
Burns Lake, Smithers, Telkwa, and Terrace respectively, and were approved. Applications from three operators at Campbell River for additional limited passenger-vehicle
(taxi) licences, were also approved. These applications were made due to increased
business arising out of the construction of a pulp-mill at Duncan Bay, near Campbell
The tendency on the part of large wholesale firms to employ contract carriers using
vehicles to haul the firms' goods exclusively instead of offering the business to scheduled
or non-scheduled public freight carriers was, again, a noticeable trend during the year.
For example, Pacific Cartage Company Limited, which has a large fleet hauling
exclusively for Kelly Douglas Company Limited and its subsidiaries, applied for alteration
of thirty of its limited freight-vehicle licences to extend the area of operation (which was
within 35 road-miles from Vancouver) to within a distance of 140 road-miles from
Vancouver, thus taking in deliveries to points such as Abbotsford, Mission, Chilliwack,
and Hope. Knapp & Labelle Trucking Company Limited, of Vancouver, also applied for
alteration of its licences and for two additional licences respecting transportation of fresh
fruits and vegetables for Chess Bros. Limited. These licences permitted them to haul
from Vancouver to the Greater Vancouver area only, and from the International
Boundary at Blaine to Vancouver; they applied to have one of these licences altered to
cover delivery from Vancouver to points within a distance of 70 road-miles or vice versa.
Likewise, Public Freightways Limited entered into a contract with Slade & Stewart
Limited for transportation of goods (mostly fresh produce) for that company to points
within the Lower Fraser Valley and to Hope, some of which transportation had been
previously handled by scheduled freight carriers other than Public Freightways Limited.
On behalf of ten scheduled public freight carriers operating from Vancouver to
points in the Lower Fraser Valley, notice was given to the Provincial Secretary, by their
representative, of intention to appeal the decisions respecting the applications of Pacific
Cartage Limited, Knapp & Labelle Trucking Limited, and Public Freightways Limited
referred to above. However, it appears that the carriers affected reconsidered the matter,
as the notice of intention to appeal was subsequently withdrawn.
The point at issue is an important one, as it involves a question as to whether a
business firm shall be permitted to engage a contract hauler of its own choice to undertake
all or the major part of the firm's transportation, or whether that firm shall be required to
use the services of an already established public carrier or carriers serving the area in
question. In dealing with applications of this nature, a prerequisite is consideration of the
needs of the shipper; naturally, each case is considered on its merits after investigation
and study of the facts and examination and testing of the proposed contract rates as to
whether they are just, fair, and reasonable, and not discriminatory.
The inauguration by private interests of a car-ferry service between Horseshoe Bay
(West Vancouver) and Gibsons provided the first connection for wheeled vehicles from
points on the Mainland of British Columbia to points in the Gibsons-Sechelt-Halfmoon
Bay-Pender Harbour area.
Taxis.—Consequent upon the commencement of operation of this ferry, the majority
of the licensed taxi operators in the area between and including Gibsons and Halfmoon
Bay made application for alteration of their licences, permitting them to accept charter
trips from within the respective areas which they may now serve to any point in British
J  11
Freight Transportation.—In so far as transportation of freight is concerned,
applications were received from the various licensed freight operators in the Gibsons and
Pender Harbour areas to render service between the local areas they may serve and
Vancouver or Greater Vancouver area. In the case of Messrs. Hansen, of Sechelt, and
Mr. Inglis, of Gibsons, application was made for and authority was granted to operate
scheduled public freight service. Wilfred Scott, of Halfmoon Bay, and Gibsons Cartage
Limited applied to operate non-scheduled service, which was approved. The application
of T. W. and D. J. Walker, of Sechelt, for non-scheduled service to Greater Vancouver
district was refused. An application of Edward H. Laidlaw, of Roberts Creek, for non-
scheduled service was not finally dealt with during the licence-year, but permits were
issued on a trial basis.
At a later date Arrow Transfer Company Limited, of Vancouver, applied for
alteration of conditions of licence respecting some fifty-four vehicles to permit of serving
the area from Vancouver, or vice versa, under charter, for transportation of general
freight, which was refused; with respect to twenty-two of these vehicles, they also applied
for permission to transport lumber, machinery, structural or fabricated iron or steel
within the area, which was also refused. However, approval was granted to the applications respecting four licensed vehicles to transport heavy machinery and equipment, etc.,
comprising articles weighing not less than 8 tons, within the area.
An application of Up Coast Freight Truckers Limited (apparently a new firm, not in
business) for scheduled public freight service between Vancouver and Pender Harbour
was refused.
Public Passenger Service.—Prior to the opening of the ferry, applications were
received as follows:—
(a) From Sechelt Motor Transport Limited to extend its present Garden Bay-
Gibsons public passenger service to Vancouver:
(b) From B.C. Motor Transportation Limited for permission to extend its
Vancouver-Horseshoe Bay (West Vancouver) service to Gibsons.
Hearings were held on both applications, at which time it appeared that the
population as a whole'within the Hopkins Landing-Gibsons-Sechelt-Halfmoon Bay-
Pender Harbour area were in favour of a direct passenger service from points within this
area to Vancouver and vice versa.
It transpired, however, that the application had been made before any arrangements
with the ferry company had been finalized. At the request of both applicants, a decision
on both of the applications was held in abeyance until, at a later date, an agreement had
been signed between the Sechelt Motor Transport Limited and the ferry company and
between the Sechelt Motor Transport Limited and the B.C. Motor Transportation Limited
with respect to the use of the latter's depot and ticket-selling facilities and provision for
additional overload buses to or from Horseshoe Bay, and the B.C. Motor Transportation
Limited withdrew its application. The application of Sechelt Motor Transport Limited
was then approved for service to commence on December 17th, 1951, operating four
round trips per day. Shortly after this, Sechelt Motor Transport Limited applied to
reduce its service to three round trips a day and also to revise its tariff by withdrawing the
rule that return tickets would be sold at 180 per cent of the single fare; both applications
were denied.
As a matter of general interest, it may here be mentioned that the ferry company's
announced plans include the installation of a car-ferry on Jervis Inlet, connecting the
north end of Seechelt Peninsula with the Mainland to the north, thus making possible a
direct connection between Powell River and Vancouver for cars, trucks, and buses.
Early in the year it was announced that the Aluminum Company of Canada, Limited,
had decided to proceed with the development of its proposed vast power project, which J  12
comprises, briefly, the construction of a dam in the canyon of the Nechako River approximately 60 road-miles south-west of Vanderhoof; the consequent creation of an enormous
storage-lake; the construction of a 10-mile tunnel through the Cascade Mountains,
through which the pent-up water will drop some 2,600 feet to the proposed power-house
on the Kemano River, capable, ultimately, of generating 1,600,000 horse-power; and the
construction of a 48-mile transmission-line to carry the power from the Kemano powerhouse to the proposed aluminium smelter at Kitimat, where provision has been made for
a townsite which is expected, eventually, to have a population of some 50,000 persons.
Work on this project commenced in June, 1951. Vanderhoof, Burns Lake, and
Terrace, on the C.N.R. Prince George-Prince Rupert line, are key points of access; the
dam across the Nechako River is reached by road from Vanderhoof; the site of the
tunnel through the Cascade Mountains is reached by road from Burns Lake to the easterly
end of Tahtsa Lake and thence (at present) by water to the entrance of the tunnel;
Kitimat is at present reached by sea via Douglas Channel, but it has been announced that
the Canadian National Railways will build a branch line to Kitimat from Terrace, and it is
understood that a highway will also be constructed to that point.
In so far as the dam across the Nechako River is concerned, much of the freight
required for this very large construction job originates in Vancouver and is transported by
Lee's Transport Company Limited, which operates scheduled service between Vancouver
and Vanderhoof, its licences having been altered to permit of this transportation.
However, much of the freight is shipped by rail to Vanderhoof, from which point it is
transported to the dam by truck and, in accordance with the policy that local licensed
truckmen should receive preference with respect to any new hauling originating in their
districts, an application of Murray Silver, of Vancouver, for two licences to transport this
freight was refused, it having been shown that the established local truckmen could
provide and were providing a satisfactory service.
The public passenger-vehicle licences of Paul Borsuk, operating scheduled public
passenger service between Prince George and Vanderhoof, were altered to include
scheduled service between Vanderhoof and the dam-site. Part of the road between
Vanderhoof and the dam-site was over existing public highway, but the remainder of the
distance is over a new road which was built by the contractor.
With respect to freight for the tunnel work at the west end of Tahtsa Lake, which is
reached from Burns Lake, Morrison-Knudsen Company of Canada Limited, the chief
contractor, entered into a contract with Pacific Cattle Transport Limited (the holder of
public freight-vehicle licences for transportation of live stock from the area) to undertake
all its truck transportation of freight from the Greater Vancouver area, which became the
main shipping-point, comprising materials and supplies of almost every description, and
licences were issued to this company respecting truck and semi-trailer units to undertake
this transportation. This company also found it necessary to engage additional vehicles
from time to time, for which permits were granted. Regarding local transportation at
Burns Lake, Morrison-Knudsen Company of Canada Limited entered into a contract with
Holmes & Wilson Trucking Company Limited, of Vancouver, to carry out all of the
transportation required between Burns Lake and Tahtsa Lake, as a result of which
Holmes & Wilson Trucking Company Limited applied for some twenty licences; these
applications were approved, subject to guarantee by Holmes & Wilson Trucking Company
Limited, which was received in writing, that it would use the presently licensed local
public freight-vehicles in Burns Lake (as per list supplied to them), subject to such
licensed vehicles being available and satisfactory. It was the desire of Morrison-Knudsen
Company of Canada Limited to have one firm entirely responsible for the transportation.
It appears that the arrangement proved satisfactory, as no complaints as to lack of
transportation were received.
A number of applications for limited freight-vehicle licences were received from
other than local truckmen to transport freight for Morrison-Knudsen Company of Canada REPORT OF THE PUBLIC UTILITIES COMMISSION J  13
Limited from Burns Lake to Tahtsa Lake, but these applications were refused, having
regard to the fact that Morrison-Knudsen Company of Canada Limited had entered into a
contract with Holmes & Wilson Trucking Company Limited to arrange for all necessary
transportation, hiring local licensed and established truckmen when available, under
which classification these applicants did not qualify.
Holmes & Wilson Trucking Company Limited also received the contract for
transportation of petroleum products in bulk from Vanderhoof delivered to the Nechako
Dam-site and from Burns Lake delivered to Tahtsa Lake, and applied for a number of
licences respecting tank-trucks to carry out this transportation, which applications were
also approved.
During the year some sixteen tentative applications were received from various
individuals for limited passenger-vehicle (taxi) licences to operate taxi service at Kitimat.
Our inquiries indicated that no taxi service would be required, nor would it be possible
to introduce same, until the spring of 1953 at the earliest, and accordingly these tentative
applications were merely filed. Also received were applications to operate public
passenger service from Prince Rupert or from Terrace to Kitimat and public freight
service from Terrace to Kitimat. Since there is no road between Terrace and Kitimat
and, if built, such road would possibly be a private road only, unless and until taken over
by the Government, these applications were also merely filed.
In general, the announcement of the commencement of this project has resulted in
considerable activity at Vanderhoof and Burns Lake and, at first, there was a tendency
for these districts to be flooded with trucks, the owners of which flocked into the district
with their vehicles in the hope of obtaining work. Undoubtedly some of these truckmen
obtained work building roads or on the actual construction job, for which they did not
require motor carrier's licences; otherwise, the situation was kept in hand by reason of
the policy adopted whereby additional licences should not be granted unless it could be
shown that the local truckmen were not in a position to supply the transportation requirements. The situation appears to be well in hand, the contractors having co-operated in
every way with the Motor Carrier Branch in its endeavours to control the transportation
situation which, otherwise, might easily have led to serious difficulties.
In view of the situation wherein it has been ruled that Provinces have no direct
control over interprovincial and international transportation, it may here be of interest
to give a brief synopsis of the findings of the Royal Commission on Transportation in so
far as same is related to the subject of control of truck transportation.
The report of the Royal Commission on Transportation was published during the
year 1951. While the bulk of this report deals with matters pertaining to the operation
of railways, there are chapters on air transportation, water transportation, and motor-
vehicles, as well as a chapter headed " National Transportation Policy."
In dealing with motor-vehicles, the Royal Commission points out that the scope of
their inquiry was limited to " all questions of economic policy within the jurisdiction of
Parliament." Motor traffic, they state, in the main, is of purely Provincial jurisdiction,
but the effect of this traffic upon the welfare of railways has assumed such importance as
to make it necessary for the Royal Commission to state the facts which persons concerned
in railway matters must bear in mind when dealing with the question of Canada's transportation policy; further, they point out that a portion of the traffic, relatively small but
of sufficient importance to have become in itself a problem for the railways, is interprovincial and international and, therefore, possibly within the legislative competence
of the Parliament of Canada. The Royal Commission states that the only practical
question with respect to regulation of motor transportation by Federal legislation has to J  14
do with interprovincial and international traffic, the question to be considered being
whether it is in the public interest that Federal control of such traffic should be established;
this control could be established by an amendment to the " Transport Act," and the effect
of such amendment would be to place these vehicles in the same position as railways and
ships, and it would thereupon become the duty of the Board of Transport Commissioners
to co-ordinate and harmonize the operations of trucks with those of the other carriers;
motor carriers would then lose some of the freedom of action which they have to-day
but, on the other hand, they would acquire a status which they do not now enjoy. The
report states " the time has come when Parliament might well reconsider this question of
control. There seems to be no valid reason why those who carry on a business over which
Parliament has jurisdiction (assuming this to be the case) in competition with others who
are regulated in respect to their rates and operations should not be asked to submit to
a similar form of control. This, of course, does not mean that any one form of transportation should be regulated only for the benefit of another." Further, " there is no
reason why Parliament should not proceed as far as its authority extends towards the
establishment of a national transportation system functioning under the control and
regulation of an efficient supervisory board."
In dealing with the question of a national transportation policy, the Royal Commission points out that, under the Constitution, control of highway traffic is, in the main,
vested in the Legislatures of the Provinces. The report states that several submissions
were made at the hearings of the Commission asking that steps be taken to bring about
what was called " the co-ordination and regulation " of all forms of traffic and setting
forth the desirability of bringing trucks within the same control as the railways, but the
Royal Commission points out that a great obstacle lies in the way, as by far the largest
part of truck traffic is intra-provincial and consists largely of private trucking; that only
a small percentage is trucking for hire and all of this intra-provincial truck traffic is
beyond the jurisdiction of Parliament. Of the seven Provinces which united in asking
for the appointment of the Royal Commission, six stated they would not agree to divest
themselves of their exclusive jurisdiction over intra-provincial motor transport.
It is stated in the report that it was evident that motor-vehicles, mostly under
Provincial control, constitute a most serious form of competition to the railways, but that
it must be borne in mind that trucks are not to be considered as providing merely a form
of unfair competition to the railways; the trucking industry has a useful part to play in
transportation, and a large part of its business is applied to the hauling of traffic which
would not go via the railways in any event; further, that the years since the end of the
war have seen motor-vehicle traffic increase more rapidly than ever before, and that trucks
generally provide favourable rates and a convenient service. The losses occasioned to the
railways by motor-trucks result partly from traffic diverted to the latter and partly from
the granting of competitive rates by the railways in order to retain as much of the traffic
as possible, and conditions indicate these losses can be expected to increase as time
goes on.
Whether or not the revenue paid by trucks to Provinces provide adequate compensation for the use of the highways was a matter of discussion at the hearings. The
Royal Commission states that it is in the interest of the Provinces to collect at least
enough revenue from this source to avoid losses, even if not to make a profit, and that
there does not appear to be any reason to suppose that this has not been done.
On the question of railway ownership of truck lines, the Royal Commission concluded
that the operation of trucks may be an extension and complementary part of railway
operation, more especially in view of changing conditions and stated, therefore, that it
would not appear reasonable that railways should be prohibited from operating trucks or
truck lines, and there was no evidence to show that there is danger at present of the
railways stifling competition by ownership of trucks. REPORT OF THE PUBLIC UTILITIES COMMISSION
J  15
The decision of the Supreme Court of Canada on the appeal in the case of Winner
vs. S.M.T. (Eastern) Limited may have a far-reaching effect on future motor-vehicle
transportation in Canada. The appellant (S.M.T. (Eastern) Limited) had applied to the
Motor Carrier Board of the Province of New Brunswick to operate a bus service from
Boston, Mass., through the Province of New Brunswick to Halifax and Glace Bay,
Nova Scotia, but the licence granted by the Motor Carrier Board of New Brunswick
prohibited the applicant from taking on or setting down passengers within the Province
of New Brunswick. The appellant wished to carry passengers, not only from points
outside the Province of New Brunswick to points within the Province, and vice versa,
but also to carry passengers from points within the Province to other points within the
Province. In its judgment, the Supreme Court stated that it is not within the legislative
powers of the Province of New Brunswick by the Statutes or regulations in question, or
within the powers of the Motor Carrier Board of that Province, to prohibit the appellant
from bringing passengers into the Province of New Brunswick from outside the said
Province and permitting them to alight, or from carrying passengers from a point in that
Province to a point outside the limits thereof. The judgment made clear, however, that
it is within the powers of the Province of New Brunswick to restrict operations which
are wholly intra-provincial.
The administration of the " Motor Carrier Act " by the Public Utilities Commission
in British Columbia has been generally in accordance with the law as it has now been
stated by the Supreme Court of Canada.
In so far as British Columbia is concerned, there have been, from time to time, quite
a number of applications for licences for interprovincial transportation; that is, from
British Columbia to points in the Prairie Provinces and to Ontario or Quebec and
vice versa.
There are at present several carriers holding British Columbia carriers' licences for
transportation of general freight, interprovincially, as per the following list:—
List of Licensees under the " Motor Carrier Act " of British Columbia
Operating Scheduled or Non-scheduled Public Freight-vehicle Service
Transporting General Freight between Points in British Columbia and
Points in the Prairie Provinces or Eastern Canada, as at March 1st, 1952.
This list does not include licensees whose licences permit them to transport,
exclusively, household goods, or petroleum products or new automobiles.
Kind of Service and Number
of Licences held
Scheduled   and  non-scheduled,
12 licences
Scheduled, 6 licences	
(Inter alia) Cranbrook-Calgary (also operates
lines from Calgary to points east).
Vancouver-Alberta via Crowsnest, operating to
Lethbridge and connecting with other carriers
to points in Alberta, Saskatchewan, and Manitoba.
Vancouver-Alberta via Crowsnest, operating
chiefly to Calgary.
For transportation of frozen and perishable
foodstuffs from Greater Vancouver and Lower
Fraser Valley area to points east of the British
Columbia-Alberta Boundary, and vice versa.
Vancouver-International Boundary at Pacific
Highway, being portion of scheduled public
freight service between Vancouver and Winnipeg.
From British Columbia to points in Manitoba,
Ontario, and Quebec, and vice versa.
Continental Carriers Ltd.— 	
Non-scheduled, 2 licences	
Scheduled, 2 licences—-.	
Non-scheduled, 1 licence 	
Non-scheduled, 3 licences	
Non-scheduled, 2 licences	
Pacific Inland Express Ltd  —
John   A.   Gibson   and   William   C.
and vice versa.
From Greater Vancouver to Edmonton, Alta.,
and vice versa. J 16
List of Licensees under the " Motor Carrier Act " of British Columbia
Operating Scheduled or Non-scheduled Public Freight-vehicle Service
Transporting General Freight between Points in British Columbia and
Points in the Prairie Provinces or Eastern Canada—Continued.
Kind of Service and Number
of Licences held
National Pacific Motor Express Ltd.,
of New Westminster
B.C. Auto Carriers Ltd., of Whalley
British Yukon Navigation Co. Ltd.
Non-scheduled, 1 licence 	
Non-scheduled, 2 licences	
Scheduled, 10 licences 	
From   Greater   Vancouver   area   to   points   in
Saskatchewan,   Manitoba,   and   Ontario,   and
vice versa.
From Vancouver and Lower Fraser Valley to
Ontario, and vice versa.
From Dawson Creek to Whitehorse, Y.T., and
vice versa.
North American Trucking & Distributing Co. Ltd.
Northern Freightways Ltd	
Olsen Transport— — — __	
Ralph Baxter  	
Scheduled, 7 licences  	
Scheduled, 13 licences 	
Scheduled, 5 licences	
vice versa.
From Dawson Creek to Whitehorse, Y.T., and
vice versa.
From Dawson Creek to Edmonton, Alta., and
vice versa.
From Fort St.  John to Edmonton, Alta.,  and
vice versa.
This company was incorporated for the purpose of absorbing and amalgamating the
operations of nine separate scheduled public freight licensees operating from Vancouver
to various points in the Fraser Valley, as follows:—
Name of Licensee
Number of
Area Served
J. C. Vanderspek- 	
Vancouver-White Rock and Crescent Beach.
Langley Municipality.
Chilliwack Cartage Co. Ltd 	
Vanderspek's Transportation Ltd	
Red Ball Ltd	
pality, all of Matsqui and Village of Abbotsford and easterly
portion of Langley Municipality.
Vancouver-Chilliwack, serving Chilliwhack Municipality and Chilliwack City, also easterly portion of Sumas Municipality.
Vancouver-Princeton, serving all points between east boundary of
Chilliwhack Municipality and Princeton via Hope, also extension
to Allenby and Copper Mountain.
Surrey, Langley, Matsqui, and Sumas adjacent to Trans-Canada
Highway, all of Chilliwhack Municipality and Chilliwack City,
Cultus Lake, and points on Abbotsford-Mission Road south of
Fraser River.
Vancouver-Harrison Hot Springs and Agassiz, serving points east
of Deroche and points in Kent Municipality.
Vancouver-Maple Ridge Municipality (Webster's Corner), serving
Municipality of Maple Ridge (west of Webster's Corner), Pitt
Meadows, Coquitlam, and City of Port Coquitlam.
Anderson Freight Lines— _	
The total number of licences involved in the above transfers was 54, as follows:-
Class I or II public freight  47
Class III public freight     4
Limited freight     3
The licences were transferred without alteration of conditions of licence, excepting
in the case of licences of Red Ball Limited, in which case the transfers covered only the
route from Vancouver to Chilliwack and Rosedale.
I  17
As a result of this transfer, Public Freightways Limited was in a position to render
public freight service from Vancouver to all points on the south side of the Fraser River
between New Westminster and Hope and to Princeton, excepting Delta and Richmond
Municipality; however, the amalgamation did not involve licensees operating into the
areas between Webster's Corner in Maple Ridge Municipality and Deroche; therefore,
service which this company could render to points on the north side of the Fraser River
by reason of the amalgamation was limited to (a) Coquitlam, Port Coquitlam, Pitt
Meadows, and western portion of Maple Ridge Municipality, and (b) the area between
and including Deroche, Agassiz, and Harrison Hot Springs.
At a later date Public Freightways Limited made application for alteration of all of
the licences regarding scheduled and non-scheduled privileges respectively, with the object
of making vehicles generally interchangeable for various scheduled routes and to include
certain non-scheduled privileges on certain vehicles suitable for such service.
The application, in so far as scheduled service was concerned, was for the establishment of a route schedule covering eight distinct and separate routes as follows:-—
Route Number and Name
Area to Be Served
All ot Surrey Municipality except Crescent Beach and White Rock
area (Barnston Island).
Municipality ot Matsqui and Sumas and Village of Abbotsford.
Municipality of Coquitlam, City of Port Coquitlam, easterly portion
of Maple Ridge Municipality (does not include City of Port
Municipality of Chilliwhack and City of Chilliwack, also Cultus
Points on north side of Fraser River east of Deroche railway crossing extending to Harrison Bridge, also Kent Municipality and
Village of Harrison Hot Springs.
Territory adjacent to Trans-Canada Highway between east boundary of Chilliwhack Municipality and west boundary of Hope, all
of the Village of Hope, points on or adjacent to Hope-Princeton
Highway, area within 2 road-miles of Princeton P.O., Allenby,
and Copper Mountain.
5. Vancouver-Pitt Meadows	
6. Vancouver-Chilliwack-  	
8. Vancouver-Hope and Princeton and extension to
Allenby and Copper Mountain
This application with respect to alteration of licences for scheduled service was to
operate certain vehicles over all routes or over certain routes only, as follows:—
Number of
No. 8  1
Nos. 1, 2, and 3 only  1
Nos. 1 to 5 (inclusive)  17
Nos. 1 to 6 (inclusive)  1
All  26
Total  46
Certain non-scheduled privileges were also applied for respecting certain vehicles
which included non-scheduled service transporting general freight from Vancouver or
Burnaby, to points on the various routes applied for, a privilege which was not generally
contained in existing licences; also, respecting ten vehicles, to transport heavy or bulky
machinery or construction materials from the easterly portion of the Lower Fraser Valley
to points anywhere in the Fraser Valley and to points in Licence Districts Nos. 8 and 9,
or vice versa, a privilege which the applicant held under one licence only, being a licence
transferred to it from Chilliwack Cartage Company Limited.
A hearing was held on the application for alteration and reclassification of licences
as outlined above.
Regarding the establishment of a route schedule, out of fourteen scheduled public
freight licensees who are not members of Public Freightways Limited but who serve I  18 "MOTOR CARRIER ACT"
various portions of some of the areas which Public Freightways Limited serve, ten did not
object, but four objected, namely: Overland Freight Lines Limited, which operates
scheduled service between Vancouver and Chilliwack; Langley Freight Lines Limited,
which operates between Vancouver and Langley; E. M. Cottrell, of Hope, who operates
between Vancouver and Yale; Yarrow Freight & Fuels Limited, which operates between
Vancouver and Yarrow.
These objections were mainly based on an expressed fear of the carriers that the
establishment of a route schedule and the licensing of vehicles to be interchangeable on
these routes would give Public Freightways Limited an opportunity of " flooding " any
particular route with any desired number of trucks, to the detriment of any independent
carrier who is also serving the particular route. The fullest consideration was given to
this objection. The Public Freightways Limited stated at the hearing that it would be
impossible for them to " flood " any particular route, as they required all of their trucks
to maintain their regular schedules. They explained that, from a dispatching point of
view, it was practically impossible to operate under nine different sets of conditions of
licence and that the whole object of the amalgamation—namely, efficiency of operation—
would be destroyed if the company could only operate a certain vehicle on one particular
route, involving consultation of the particular conditions of licence for each truck before
dispatching it. In dealing with this portion of the application, the Commission took into
consideration the fact that other large companies, such as Island Freight Service Limited,
Vancouver Island Transportation Company Limited, Pacific Stage Lines Limited, and
Western Canadian Greyhound Lines Limited, all of whom operate large fleets of vehicles,
operate under approved route schedules, with vehicles interchangeable for all routes,
which has been found the only practical way of operating in such cases. This part of the
application was approved.
With regard to non-scheduled privileges applied for, this portion of the application
was objected to on behalf of Arrow Transfer Limited, Merchants Cartage Company
Limited, and Holmes & Wilson Trucking Company Limited, all of Vancouver, and
Commercial Truck Company Limited, of New Westminster, chiefly with respect to
(a) transportation of general freight (charter trips) from Vancouver or Burnaby to
points on various routes which may be served by any particular vehicle, and (b) with
respect to heavy and bulky machinery, being the item previously referred to.
The Commission refused that part of the application covering transportation of
general freight (charter trips) from Vancouver or Burnaby to points on the routes applied
for, in its entirety. The Commission also denied that portion of the application for non-
scheduled service for ten vehicles to transport heavy or bulky machinery (for which the
company held one licence), but granted this item for one additional vehicle only. The
remainder of the application respecting non-scheduled operations was not contentious,
and generally covered transportation for which Public Freightways Limited already held
licence or licences, such as transportation of forest products, household goods, and
petroleum products; the remainder of the application respecting non-scheduled operations
was therefore approved.
In addition to some minor amendments, an amendment was made with respect to the
definition of Class III private freight-vehicle, comprising such vehicles owned and
operated by or on behalf of a bone fide farmer and which are issued free of charge; the
regulations did not permit of such licences being issued to persons where the vehicle was
used for transportation in connection with a farm operated wholly or chiefly for the raising
or growing of fur-bearing animals. On July 13th, by Order in Council No. 1659, the
restriction referred to above was removed, thus leaving the way open to issue this class of
licence to persons who engage wholly or chiefly in the raising of fur-bearing animals such
A further amendment provided that a replacement fee should not be payable if
application for licence respecting replacement vehicle is made at the same time that
application is made for first renewal of licence.
The regulations were also amended to permit of private freight-vehicle licences
being issued without payment of fee with respect to vehicles owned by and operated
exclusively in the business of the Greater Victoria Water District.
During the year two amendments to these regulations were made by the Department
of Public Works which were of some importance to operators of freight-vehicles between
Vancouver and Interior points as follows:—
(a) With respect to the Cariboo Highway between Yale and Lytton, the
maximum gross weight permitted for any vehicle was increased from
30,000 to 35,000 pounds.
(b) The maximum over-all length permitted for a tractor and trailer or semitrailer as set out in the regulations is 50 feet except on certain main
highways, including the Trans-Canada Highway from Vancouver to Hope,
where a length of 60 feet is permitted; this privilege was extended to
include the highway from Hope to Penticton via Princeton and Kaleden.
The public and limited passenger-vehicle licence held by G. A. Gordon, of Nelson,
covering scheduled public passenger service between Nelson and Procter via Harrop,
was cancelled, after a hearing on December 7th, 1951, because of failure of the licensee
to provide adequate and efficient service in accordance with this licence.
The limited passenger-vehicle (taxi) licence of William Ewen, of Victoria, was
suspended, following decease of the licensee, and was not reinstated.
Under date of March 30th, 1951, the Commission consented to the issuance by
Public Freightways Limited of not more than 140,000 shares and not more than
$200,000 of its 6 per cent serial debentures, in payment, subject to minor cash adjustments, for all the shares of Chilliwack Cartage Company Limited, Hume Truck Line
Limited, Lake Freight Lines Limited, Surrey Freight Lines Limited, Vanderspek's
Transportation Limited, and Winton's Transfer Limited, the businesses and assets of
Anderson Freight Line, White Rock Transfer and Crescent Beach Transfer, and a one-
half interest in the business and assets of Black Motor Freight. The above constituted
part of the mechanics by which the merger of the operations of the smaller companies
into an operation by Public Freightways Limited came into being. On December 11th,
1951, the Commission made two orders providing for further security issues by Public
Freightways Limited. One of these orders provided for the issuance of $50,000 of
6 per cent serial debentures, and the other for the issuance of $21,000 of 6 per cent
Series A debentures.
Under date of April 16th, 1951, the Commission consented to a transfer on the
books of Continental Carriers Limited to Canadian Freightways Limited of certain
shares of Continental Carriers Limited held by certain individuals, less any directors'
qualifying shares for nominees of Canadian Freightways Limited.
Under date of April 30th, 1951, the Commission approved of the agreement
between The Corporation of the City of Penticton and Columbia Coachways Limited,
authorized by By-law No. 1102 of the city, providing for a revision of the terms of the
motor-bus franchise granted under By-law No. 823 of the municipality and approved
by an order of the Commission dated January 17th, 1947. J 20 "MOTOR CARRIER ACT"
Under date of November 30th, 1951, the Commission ordered that Supplements
Nos. 6 and 7 to Charter and Sightseeing Tariff No. 3 for Victoria and vicinity be issued,
Supplement No. 6 to be effective immediately and Supplement No. 7 to be effective
January 1st, 1952, and that the revision of rates and rules provided for in the said
supplements be prescribed in accordance with the terms thereof.
Under date of December 21st, 1951, the Commission granted consent to the proposed issuance at par by O.K. Valley Freight Lines Limited to its corporate shareholder,
Canadian Pacific Transport Company Limited, of shares in the capital stock of the first-
mentioned company, fully paid up and non-assessable.
The following new ground services between airports or air bases and near-by cities
or towns were established during the year:—
Kelowna-Penticton Airport.
Terrace-Lakelse Airport.
Terrace-Terrace Airport. ] Consequent on establishment of scheduled
Smithers-Smithers Airport. }-     air service between Prince George and
Vanderhoof-Vanderhoof Airport, j      Terrace.
Bralorne and Pioneer-Gunn Lake.
The following new or extended public passenger-vehicle services were authorized
and commenced during the year:—
Saltspring Island—
Ganges to Vesuvius Bay.
Ganges to Fern wood.
Canama Station (P.G.E.) to Williams Lake (later discontinued).
Prince George to D.N.D. Construction project on Blackwater Road, 29 miles
from Prince George.
Extension of Prince George-Vanderhoof service to Burns Lake, also to Nechako
Salmon Arm to Silver Creek Church.
The following scheduled public passenger services were discontinued or modified
during the year:—
Little Fort to Bridge Lake and 100-Mile House—service discontinued beyond
Bridge Lake to 100-Mile House.
Hope to Haig Station — discontinued   (licensee now giving non-scheduled
Agassiz to Harrison Hot Springs—discontinued.
Cedar Creek extension of Kelowna-Okanagan Mission service discontinued;
Okanagan Mission is now the southerly terminus.
Route No. 4 of J. W. Pavle service, Kelowna-Winfield-Okanagan Centre,
Scheduled service from Pioneer Mines and Shalalth to Vancouver changed to
non-scheduled service, as and when public necessity requires.
Revelstoke to Revelstoke Golf-course—discontinued.
Nelson to Procter—discontinued.
Village of Dawson Creek—local bus service not reinstated for the winter of
New services:—
Coal Harbour to Port Hardy (Vancouver Island).
Vancouver to Sechelt.    }   Consequent on installation of car-ferry between
Vancouver to Gibsons.   \       Horseshoe Bay and Gibsons.
Extension of Kamloops-Birch Island service to Vavenby.
Service discontinued:—
Blewett to Nelson (non-scheduled service being given).
The motor-carrier industry is very susceptible to inflationary forces; such
vulnerability results from the fact that motor-carrier operations are high direct-cost-to-
revenue operations and that the bulk of motor-carrier operating expense is contained in
the one cost item " drivers' and helpers' wages," while a significant amount of expense
is also contained in the two cost items of " vehicle maintenance and repairs " and " tires
and tire repairs," which are somewhat analogous. As a result, the motor-carrier industry
quickly reflects and is greatly affected by economic changes, and this characteristic was
particularly noticeable during the licence-year 1951-52.
" Drivers' and helpers' wages " represent from 40 to 60 per cent of motor carriers'
total costs. During the past few years, direct operating wages have increased at approximately 10 per cent per annum and, during the latter part of the licence-year 1951-52,
the annual rate of increase has approached 15 per cent; such increases arose out of
renegotiation of existing union wage agreements and in some cases (involving smaller
semi-rural organizations) arose out of initial union wage agreements.
" Vehicle maintenance and repairs " costs have been affected by sharp increases in
the price of parts and materials, such increases in some cases exceeding 60 per cent, and
by increases in labour costs, which costs are magnified substantially in the case of small
operators who do not operate their own repair-shops, since such labour is charged for by
commercial garages at mark-ups which are in some cases as high as 100 per cent.
" Tires and tire repairs " costs also increased during the last few months of the year,
the cost of materials included under this item increasing by nearly 60 per cent.
Taken as a whole, the two cost items " vehicle maintenance and repairs " and " tires
and tire repairs " approximate 15 to 20 per cent of carriers' total costs. It is estimated
that the cost of these combined items has increased approximately 25 per cent during the
last licence-year.
Therefore, being high direct-cost-to-revenue operations, motor-carrier operations
have been affected gravely by increases in cost of labour and maintenance.
Freight carriers, however, have enjoyed, in many instances, increases in volume of
traffic—a reflection of the economic development of the Province—although such
increases have generally been offset by increases in direct costs, since their operational
costs tend to vary directly with the volume of traffic.
On the other hand, passenger carriers, particularly public passenger-vehicle
operators, have suffered diminishing patronage, chiefly as a result of large increase in the
number of privately owned automobiles. Due to the different service requirements of this
section of the industry, costs per passenger-mile almost automatically vary inversely with
load factors, since the public demands a certain minimum of service from the public passenger licensees, and the necessary terminal facilities and equipment must be maintained.
Therefore, public passenger tariff-increase applications have been caused by cost increases
and by diminishing load factors. In addition, many ancillary time-schedule and route
applications, designed to adjust operations to the available traffic, have been received and
dealt with. I 22 " MOTOR CARRIER ACT "
Although all motor-carrier organizations, both large and small, have been subjected
to the above-cited forces, the larger concerns have proven to be better equipped to cope
with the situation. Continuous controls on operational matters, well-developed public
relations, and ability to produce detailed statistical and accounting data enable these larger
operators to meet changing situations with a minimum of delay. In contrast, the smaller
organizations generally exhibited inability to produce the detailed statistical and accounting studies necessary for a proper revenue and cost determination; their public relations
were not particularly effective, due to a lack of appreciation of economic principles; and
their applications for rate increases were often made only after economic pressures had
exerted their full effect, a happening which probably is the result of failure to maintain
continuous and full operational controls.
In general, therefore, applications for changes in tariff rates and time schedules, both
for freight and passenger operations, have reflected the above-described factors. Increases
in " drivers' and helpers' wages " costs have been responsible, in particular, for applications to increase hourly charter rates, both for passenger and freight operations.
Minimum charges for freight as well as public passenger express charges and express
services have been affected by increases in clerical-staff costs.
Public Passenger
In an endeavour to attract traffic on low-traffic days and to meet rail, private car, and
air-line competition, Northwest Greyhound Division oj the Greyhound Corporation and
B.C. Motor Transportation Limited (Pacific Stage Lines) both inaugurated special
reduced fares applicable between Vancouver, B.C., and Seattle, Wash., for traffic moving
on Mondays, Tuesdays, and Wednesdays. Such fares are somewhat similar to air-line
" family plan " fares.
During the year under review, Vancouver Island Coach Lines Limited (the major
Vancouver Island public passenger operator) was permitted to increase its express
charges to realize an estimated 28-per-cent increase in revenue from that source.
Increased express charges approximating 10 per cent were also permitted for B.C. Motor
Transportation Limited (the major public passenger operator in the Lower Fraser Valley
area); this company, through additional applications, was allowed increases in express
C.O.D. (cash on delivery) collecting and remitting service charges, and was authorized to
limit its express C.O.D. service to traffic between major termini. Western Canadian
Greyhound Lines Limited, in furtherance of the company's Western Province-wide policy,
obtained consent to discontinue C.O.D. express service in British Columbia.
Applications to increase express charges were designed to meet increased costs and
to control express traffic by motor-bus. (Rail and many motor freight services during the
year 1950-51 increased minimum charges and thereby caused considerable package
freight to be diverted to the limited express facilities of the motor-bus lines.) Applications
to increase express C.O.D. service charges and to limit such service (or, as in the case of
Greyhound, to discontinue C.O.D. express service) were designed to meet increased
clerical costs and to control (or eliminate) handling of C.O.D. moneys by commission
agents over whom the companies have little control.
Vancouver Island Coach Lines Limited, in July, 1951, made application for consent
to increase public passenger fares applicable to all routes operated by that company,
except the Saanich Peninsula routes. Examination of that application indicated that both
the company's tariff then effective and that proposed, published fares which did not reflect
a consistent application of basic rates per passenger-mile, and the company was required
to revise its fare proposal to minimize discriminatory aspects of the tariff. Such a revised
tariff received consent of the Public Utilities Commission, and it is estimated that approx- REPORT OF THE PUBLIC UTILITIES COMMISSION
J 23
imately 8 per cent increase in revenue from the routes affected would accrue through the
new scale of fares. The company also, throughout the year, made several time-schedule
applications for the purpose of cutting back and adjusting schedules to meet declining
B.C. Motor Transportation Limited, in November, 1951, was permitted to reduce
and adjust its time schedules generally throughout the Lower Fraser Valley. This application for consent to change in time schedule represented a major reorganization of the
allocation of equipment and personnel, and was preceded and succeeded by separate
time-schedule applications further to adjust operations to available traffic. This company
also, in the month of November, 1951, made application for consent to a general increase
in all public passenger fares. Generally, the application was to increase fares by 8 per
cent, with the following specific exception: Commutation tickets between Vancouver and
points on the Deep Cove route were to be increased by 15 per cent, as were commutation
tickets between Vancouver and New Westminster, and other fares between Vancouver
and New Westminster were to be increased by 18 per cent. It was noted that the company
could justify increases in fares which would produce additional revenue in excess of that
estimated as probable to accrue from the fares proposed, and the company's application
was approved.
Typical of applications made by shorter-line operators were those of Okanagan
Mission Stages Limited, Chilliwack Bus Lines Limited, Columbia Coachways Limited and
H. D. McCarthy (both of Penticton), B.C. Coach Lines (1947) Limited (Kamloops),
B.C. Motor Transportation Limited (West Vancouver operations) and West Vancouver
Municipal Transportation, J. W. Pavle (Kelowna), Kimberley City Service, and Star
Stages (Cranbrook), which applications involved increases in fares, adjustment of ticket
and commutation fares, and changes in time schedules (and routes in some cases), and
were based upon conditions of severe private-car competition and serious increases in
costs, particularly labour costs.
Limited Passenger •
Limited passenger (taxi) licensees also were affected by increases in costs and, to
some extent, by increased private-car use. Many applications were dealt with which
involved increases in basic charter rates and ancillary changes in fixed point-to-point
charter rates. Due to passage of by-laws by certain Municipal Councils respecting taxi
meters for use within municipal areas, and the desire of operators licensed under the
" Motor Carrier Act," and with termini in such areas, to adopt such metered charges under
the " Motor Carrier Act," applications were received and dealt with. The areas concerned
were the Municipality of Richmond, the Village of Mission City, and the Municipality of
Burnaby. In this connection, the prescribed Charter and Sightseeing Passenger Tariff
No. 3 for Victoria and vicinity was revised (a) as to taxi rates to bring these in line with
the Victoria City by-law increased rates, and (b) as to fares for sightseeing tours, which
were increased on a joint application of the majority of operators licensed to undertake
this business.
Limousine operators providing ground service for air lines at Victoria, Vancouver,
Trail, and Nelson indicated increases in cost and were granted compensatory increases in
air-line limousine fares. The applications of C. & C. Taxi Limited (Victoria) and
Vancouver Airline Limousine Limited were interesting, since increased airport passenger
traffic was determined as likely to offset some of the increased costs of operation reported
by the carriers, and in both cases the carriers' proposed level of fares was reduced.
Public Freight
Scheduled Operations.—The scheduled public freight licensees subject to the
prescribed Competitive Local and Joint Freight Tariff No. 1a (Okanagan and Similkameen Valleys), made application in February, 1951, for authority to file an independent J 24
tariff involving rate increases averaging approximately 2 per cent. This application also
included certain commodity-rate adjustments. Approval was granted, and the revision
took effect April 1 st, 1951.
The tariff prescribed for scheduled motor-freight operations serving Prince George
and the area north of Clinton from the Vancouver terminal area, being Competitive Local
and Joint Freight Tariff No. 3, at the request of carriers participating therein, was revised
to effect a 5-per-cent increase in class rates at Clinton and points north to include 70-Mile,
and increases ranging from 20 to 29 per cent for class rates at points north of 70-Mile to
and including Prince George. Adjustment of commodity rates was also undertaken. The
revised tariff pages were made effective May 15th, 1951.
Approval was granted respecting increases in minimum charges as published in the
Kootenay and Boundary Local and Joint Freight Tariff No. 1, and applicable to operations of/. R. Miller (Nelson) and Arrow Lakes Motor Freight and Garage (Nakusp); in
the Fraser Valley Line Haul Tariff No. 1, applicable to most scheduled freight licensees
operating within the lower Fraser Valley, and in Cascade Motor Freight Lines Limited
Line Haul Freight Tariff No. 1, affecting traffic moving between Vancouver or Penticton
and points 5 miles east of Osoyoos to and including Nelson; in Vancouver-Okanagan
Line Haul Local Freight Tariff No. 1, on traffic between Vancouver terminal area and
points situated in the Similkameen and Okanagan Valleys; and in the Vancouver Island
Line Haul Freight Tariff No. 1, covering scheduled freighting by motor-truck between
major Island points (excepting Campbell River). Each of these applications was based
upon increased operational costs, especially costs incidental to billing, pick-up, and
delivery terminal services.
Important increases in freight rates were approved, as follows:—
J R Miller
Between Nelson             a
,,       Nakusp
„         Vancouver
,,       Vancouver
,,        Vancouver ■
,,        Vancouver
Non-scheduled ex-Kelow
Between Vancouver      a
,,        Vancouver
Limited freight operatio
Per Cent
Cascade Motor Freight Lines Ltd	
,   Princeton-Penticton-Kelowna _
,   Princeton-Penticton-Kelowna	
,   Princeton-Penticton-Vernon 	
ns only between Vancouver and Oka-
Lindsay's Cartage & Storage.. 	
Between Prince Rupert a
„       Prince Rupert
„       Vancouver
„       Kamloops
,,       Kamloops
,,       Kamloops
„       Kamloops
„       Vancouver
„       Vancouver
,,       Vancouver
,,       Vancouver
,,       Vancouver
,,       Vancouver
,,       Vancouver
„       Vancouver
„       Vancouver
„       Vancouver
,,       Vancouver
,,       Vancouver
„       Vancouver
„       Vancouver
,,       Vancouver
„       Vancouver
„        Prince George
„       Prince George
„       Kamloops
,   Port Edward	
Kamloops-Okanagan Freight Lines Ltd...
Kamloops-Salmon Arm Transport Ltd.	
Kamloops Transport Co. Ltd 	
,   Williams Lake  	
E. M. Cottrell      	
,   Ladner.	
,   Agassiz-Harrison _ _
A. W. Green  	
,   Langley Prairie    ,_	
,   Fraser Valley points, except Mission
,   Smithers	
North River Coach Lines Ltd  	
,   Vavenby.. _	
J 25
Between Vancouver
,,       Penticton
„       Penticton
„       Vancouver
,,       Vancouver
„       Vancouver
Non-scheduled ex-Ke.
Between Vancouver
,,       Vancouver
Limited freight open
,,   Nelson  _	
„   Lillooet.. - --
„   Princeton-Penticton-Kelowna 	
Expressway Truck Lines Ltd... 	
,,   Princeton.-.-   	
tions only between Vancouver and Oka-
Island Freight Service Ltd 	
Between Victoria
„       Nanaimo
„       Nanaimo
„       Victoria
„       Victoria
,,       Nanaimo
15 L.T.L.
,,   West Saanich..	
J-      10 T.L.
Herbert S. Bing... -
,,   Pears Road (Metchosin) 	
Sidney Freight Service Ltd.	
West Coast Freight Ltd.	
,,   Port Alberni _ _	
1 With certain exceptions.
2 Minimum charges increased.
During the year, two interesting innovations respecting scheduled freight tariff
rules were admitted to the Vancouver-Okanagan Line Haul Local Freight Tariff No. 1.
These new rules were to cover " split pick-up and delivery " and " stoppage in transit
for completion of loading " services of the carriers participating in that tariff. Heretofore, although " split pick-up and delivery " and " stoppage in transit for completion of
loading " services were performed occasionally by carriers under agreements with shippers, no firm tariff rule existed to govern the practice.
Rules and conditions governing classification of freight and application of rates
were subject to intense study, and steps were taken by carriers to standardize procedures
wherever possible. An example of this may be found in the Fraser Valley and Vancouver Island Line Haul tariffs, where classifications and rules have been standardized.
Applications received from this section of the industry generally were based on
increased cost, the more significant of which were labour costs.
Freight rates on dairy and poultry products were increased in most areas by 10 to
25 per cent, such increases centring closely upon 15 per cent. Reasons for such applications were declining volume of traffic and increased costs of operation. Here, as in public
passenger operations, due to the fact that dairy products must be picked up regularly,
reductions in load factors usually cause increases in operational costs per unit of
The major household-goods moving and storage companies conducting business in
the Province are participants in the Household Goods Movers Local Freight Tariff No. 1,
which tariff was subjected to increased rates during the year, due primarily to increases
in labour costs.
Significant non-scheduled freight-tariff application was that made by the Independent
Truck Owners and Operators Association on behalf of several of its membership for
consent to the filing of a group tariff naming dump-truck rates within the Lower Fraser
Valley area. After careful study of costs on information submitted by the carriers
concerned, the association's application was approved in a modified form; that is,
consent was granted to rates slightly less than those requested by the carriers. The tariff
of the association represents the first major group tariff for dump-truck operations in the
suburban Vancouver area. I 26
In connection with non-scheduled freight-rate applications, certain adjustments to
commodity items were also approved.
Limited Freight Operations
Throughout the year, many applications respecting new and revised hauling contracts
were received and dealt with. These applications reflected the general economic
pressures previously referred to herein.
The character of tariffs, time schedules, and contracts on file in the Motor Carrier
Branch office has continued to improve during the year, and it is expected that this trend,
which was indicated in past Annual Reports, will continue into the future.
Record of Time-schedule and Tariff Filings
■—     305
Supplements to passenger tariffs  	
Part 12 of the regulations pursuant to the " Motor Carrier Act " requires that licensed
motor carriers (other than those whose operations are in respect of private freight-vehicles
only) shall make an annual report to this Commission in accordance with the requirements of a form supplied by the Commission for the purpose; further, that the Commission may arrange with the Dominion Bureau of Statistics for a report form to be used
jointly. These reports, respecting revenue and cost statements, balance-sheets, and
certain operational statistical information, cover the carriers' fiscal year; the forms are
distributed by the Dominion Bureau of Statistics in accordance with a mailing-list supplied
by the Motor Carrier Branch of this Commission; the completed forms are sent by the
carriers, in duplicate, to the Motor Carrier Branch, where they are examined and, if
necessary, returned for correction; one copy is then kept on file in the office of the
Superintendent of Motor Carriers and the other copy is sent to the Dominion Bureau of
After several years of experience in dealing with the matter of these annual reports,
an effective clerical and filing system has now been established for the purpose of facilitating the acquisition of these annual reports, and it will be seen, by reference to the
statistical table hereunder, that greater efficiency in acquiring reports has been obtained
in the licence-year under review. REPORT OF THE PUBLIC UTILITIES COMMISSION
J 27
These reports are especially useful in connection with applications for consent to
change in tariff and time schedules and, in some cases, in connection with certain
applications for licences or alteration of licences.
In general, the character of these reports, although not yet entirely satisfactory, has
continued to improve, and it appears that the carriers concerned are in most cases
maintaining more complete accounting and statistical records, although such records are
still lacking respecting the smaller motor-carrier operations, especially in some rural areas.
Statement of Motor-carrier Annual Report Filings for the
Licence-years Indicated
1946-47     I      1947-48
Total filings due	
Filings received 	
Filings accepted	
Filings returned for revision (outstanding).
No filings made— 	
Per Cent
Per Cent
Per Cent
Per Cent
Per Cent
Note.—Filings received and filings accepted include special cases, comprising  12.9 per cent of all cases, where
submissions not in the prescribed form were made.
During the licence-year 1951, public hearings were held by the Superintendent of
Motor Carriers, at which 113 applications were dealt with.
All decisions of the Public Utilities Commission on applications for public and
limited passenger and freight-vehicle licences, alteration or transfer of licences, as well
as applications for changes in rates, were duly published each week by the Superintendent of Motor Carriers.
This Conference was held at Vancouver on January 10th and 11th, 1952, all
Inspectors of Motor Carriers being in attendance. A lengthy agenda covering matters
of general interest was discussed and dealt with, and Inspectors were given an opportunity
to discuss their individual problems with the appropriate headquarters officials.
The 1951 Conference was held at Vancouver on September 27th and 28th, 1951,
and was attended by two delegates from Ontario, three from Manitoba, two from
Saskatchewan, four from Alberta, four from British Columbia, and one from Yukon
Territory. This was the first time that Ontario and the Yukon Territory had been
represented at the annual meetings.
Matters discussed included the question of reciprocity as between Provinces with
respect to licence fees; also the development of interprovincial transportation, the general
opinion being that there is a demand for such transportation, but that effective control
is not possible under purely Provincial legislation. Also discussed were the questions of
possible joint hearings on applications involving interprovincial transportation; transportation of new motor-vehicles from Eastern Canada; non-payment of C.O.D. moneys J 28 " MOTOR CARRIER ACT "
by carrier to shipper; rate and tariff problems, especially regarding applications for increases in rates (which recently have been numerous), and the enforcement of tariffs
respecting interprovincial and international movements by trucks; hours of duty for
drivers; cargo insurance; leasing of mo tor-vehicle equipment; and other matters.
While in general it appears that the majority of the problems involved in regulation
of motor-vehicle transportation are common to all Provinces, each Province has certain
special problems due to the peculiar economic conditions and geographic features pertaining thereto, but it is felt that the conference was very helpful and informative to all
officials who attended. Minutes of the proceedings were recorded and forwarded to the
respective Boards.
J. A. Carmichael, Inspector of Motor Carriers, Kamloops, resigned, effective May
15th, 1951, he having accepted a position with the Automotive Transport Association
of British Columbia. Consequent upon this resignation, E. deBlaquiere, Inspector of
Motor Carriers at Prince George, was transferred to Kamloops, after having handed over
his district to G. Titus, Inspector of Motor Carriers, who was moved to Prince George
from Vancouver. Mr. Titus's place at Vancouver was filled by R. D. Allen, who had
been undergoing training at Vancouver. The resignation of W. D. Patterson, Inspector
of Motor Carriers at Kelowna (assistant to H. K. Hume), was accepted in November,
During the month of June, S. K. Jackson, Examiner of Motor Carrier Rates in the
Vancouver office, resigned to take up employment in private business. D. K. Crockett,
Research Assistant, was appointed to fill Mr. Jackson's place, and R. V. Simpson was
engaged as Research Assistant to fill the vacancy caused by Mr. Crockett's promotion.
The Superintendent of the Motor Carrier Branch of this Commission is William
Brown, who has held that office since the spring of 1948, and who is directly responsible
to the Commission for the administration of the Branch.
The head office of the Motor Carrier Branch is in Vancouver; district offices,
each in charge of an Inspector of Motor Carriers, are maintained at Cranbrook, Nelson,
Kelowna, Kamloops, Prince George, Dawson Creek, Nanaimo, and Victoria.
These are contained in Appendix B.
A list showing names of operators of scheduled public passenger-vehicle services
and public freight-vehicle services respectively, as at March 1st, 1952, with a brief
statement of the termini between which the services are operated, is attached hereto
as Appendix C.
This list is contained in Appendix D attached hereto.
Taxi Service, Patricia Bay Airport, near Sidney, Vancouver Island.—Reference is
made on page 15 of the Eleventh Annual Report of the Public Utilities Commission, REPORT OF THE PUBLIC UTILITIES COMMISSION J 29
under the heading of " Appeals," to the applications of Montague Collins, taxi operator
at Sidney, V.I., and C. & C. Taxi Service Limited, of Victoria.
Subsequent to the dismissal of the appeals, the following applications were
received: —
From C. & C. Taxi Service Limited: For alteration of conditions of licence
of two (2) limited passenger-vehicles respecting sedan cars, by deleting
the present clause under " Service that may be rendered," namely: —
" Also charter trips for business accepted and picked up at Patricia
Bay Airport, restricted to transporting passengers under charter, destined
to points south of Royal Oak only,"
And by substituting the folio wings:—
" Also charter trips for business accepted and picked up at the
Patricia Bay Airport restricted to transporting passengers under charter,
to any point on Vancouver Island, excluding points north of Royal
Oak on the Saanich Peninsula."
From Montague Collins: With respect to three (3) limited passenger-vehicle
(taxi) licences, to delete present conditions of licence under the heading
" Service that may be rendered," namely: —
" Charter trips, for business originating within a distance of ten
(10) road-miles from Sidney (see restrictions set out immediately below)
carrying a person or group of persons under charter to any point on
Vancouver Island.
" Restrictions re above: Charter trips accepted at the Patricia Bay
Airport shall be restricted to transporting only such passengers who are
destined to a point on Saanich Peninsula north of Royal Oak."
And by substituting the following:
" Charter trips for business originating within a distance of ten (10)
road-miles from Sidney Post Office (subject to restrictions as set out
below) carrying a person or group of persons under charter to any point
on Vancouver Island.
" Restrictions re above: Charter trips accepted within the terminal
oj the Trans-Canada Air Lines shall be restricted to transporting only
such passengers as are destined to any point north of Royal Oak."
A hearing was held.
Mr. Collins maintained that he was the original taxi operator at Sidney and was
entitled to all charter business originating at the airport (which is close to Sidney) other
than transportation of passengers charging individual fares, for which C. & C. Taxi
Service Limited holds a contract with Trans-Canada Air Lines.
C. & C. Taxi Service Limited objected to the application of Montague Collins,
stating it considered that it should be allowed to take charter trips from the airport to
points north of Royal Oak on Vancouver Island other than on Saanich Peninsula.
After due consideration, it was considered that C. & C. Taxi Service Limited are
Victoria operators and were not entitled to additional privileges with respect to charter
trips from the airport; on the other hand, it was considered that Mr. Collins, being a
Sidney operator, was entitled to accept charter business originating at the airport,
provided that same did not interfere with the above-mentioned contract between C. & C.
Taxi Service Limited and Trans-Canada Air Lines.
The application of Mr. Collins was approved, and the application of C. & C. Taxi
Service Limited was refused.
A further application from Mr. Collins for permission to transport passengers and
express between the Patricia Bay Airport and Sidney was approved as to transportation
of express, but refused as to transportation of passengers. J 30 " MOTOR CARRIER ACT "
Public Freight Service, Courtenay — Campbell River — Menzies Bay. — Island
Freight Service Limited, which operates public freight service over all main routes on
Vancouver Island as far north as Courtenay and Comox, made application for transfer
from Campbell River Freight Service Limited of five licences covering scheduled public
freight service between Courtenay and Menzies Bay. The application was approved, as
a result of which Island Freight Service Limited is now in a position to render service
over all main routes on Vancouver Island as far north as Menzies Bay.
Sightseeing Tours jrom Cassidy Airport, Vancouver Island.—An application of A.
L. Vanderlip, of Cassidy, for authority to operate a sightseeing tour originating at the
Cassidy Airport, near Nanaimo, was approved, restricted to transporting only passengers
who arrive at the Cassidy Airport by air. This tour was part of a combination sightseeing tour arranged for by C. & C. Taxi Service Limited, Victoria, comprising a land trip
from Victoria to Patricia Bay Airport, a flight from Patricia Bay Airport to Cassidy
Airport, a sightseeing tour through and around Nanaimo and return, return air trip to
Patricia Bay Airport, and land trip back to Victoria.
Scheduled Public Freight-vehicle Service between Coal Harbour and Port Hardy.—
Hole & Clarke Transportation Company Limited held, inter alia, two Class III public
freight-vehicle licences covering general hauling in the Coal Harbour-Port Hardy area
at the northern end of Vancouver Island. Investigation disclosed that this company was
operating scheduled public freight service between the points named and, accordingly,
their application for reclassification of their licences as Class I public freight-vehicle
licences to include therein said scheduled service was approved.
Public Passenger Routes, Corporation oj the District of West Vancouver.—A new
route schedule was prepared and issued covering this operation, showing various alterations of routes for the West Bay—Vancouver, Upper Levels-Vancouver, and British Pacific
Properties services respectively.
Transportation of Freight between Vancouver, B.C., and Winnipeg, Man.—Tentative
amended application of Pacific Inland Express Limited, of Vancouver, for a Class II
public freight-vehicle licence for scheduled public freight-vehicle service transporting
general freight (except uncrated household goods, explosives, and automobiles), between
Vancouver, B.C., and Winnipeg, Man., was approved in so far as that portion of the
operation which would be in British Columbia is concerned, it being the intention of the
applicant to operate, in British Columbia, from Vancouver to the International Boundary
at Blaine, re-entering Canada at Emerson, Man. In dealing with the application, consideration was given to the fact that only a very small part of the operation would be over
highways in British Columbia, and that the applicant would also be required to obtain
authority from the Manitoba regulatory body. A subsequent application for an additional
licence was also approved.
Charter Passenger Service at Vancouver International Airport.—An application of
Dan MacLure's Taxi Limited, holders of numerous licences covering air-line limousine
service between Vancouver and Vancouver International Airport, for alteration of four
limited passenger-vehicle licences respecting buses, to include permission to undertake
charter trips restricted to transporting, under charter, persons arriving by air at or destined
to depart by air from the Vancouver Airport, also transportation of organizations comprising air-line personnel, was approved for transportation from the airport to any point in
Licence Districts Nos. 14, 14a, and 15, or vice versa. Although the application was
opposed by B.C. Motor Transportation Limited and by British Columbia Electric Railway
Company Limited, it appeared that the applicant company was in a position, by reason of
his daily contacts with the various air-line companies, to give satisfactory and immediate
service at all times, and it was therefore considered that the granting of the application
was in the public interest. REPORT OF THE PUBLIC UTILITIES COMMISSION J 31
Transportation of Fish between Vancouver, B.C., and Seattle, Wash.—Further
application of Norman Rupert for alteration of his limited freight-vehicle licence (which
permitted him to transport fish for Western Fishing Company Limited and for purchasers
of fish from that company, from Vancouver to Seattle), to include similar transportation
for B.C. Packers Limited and for Tulloch Fisheries Limited was refused after a hearing.
While it was shown that there are occasions at the peak of the season when additional
transportation may be necessary, no evidence was submitted by the applicant to show that
the granting of his application was necessary on a permanent basis, and it appeared that
the already licensed carriers were performing a satisfactory and adequate service. This
refusal was made prior to the decision of the Supreme Court of Canada in Winner vs.
S.M.T. (Eastern) Limited, referred to previously in this Report.
Public Freight Service, Vancouver-Chilliwack.—Country Freight Lines Limited was
the holder of public freight-vehicle licences for scheduled service (a) between Vancouver
and Kelowna via Princeton, and (b) between Vancouver and Chilliwack, having acquired
these licences in 1950 from J. S. Fleming & Sons. During the month of January, 1952,
the company decided to dispose of its Vancouver-Chilliwack run, and application was
received for transfer of the public freight licences authorizing this service to William J.
Fleming, o/a Country Freight Lines Chilliwack, Mr. Fleming being one of the sons of
the previous owner of this long-established line.   The application was approved.
Public Passenger Service, Agassiz-Harrison Hot Springs.—Edward O'Neil, of
Harrison Hot Springs, who held two public and limited passenger-vehicle licences for
scheduled public passenger service between Agassiz and Harrison Hot Springs, and for
operation as taxis from terminal points of Harrison Hot Springs and Agassiz, made
application to discontinue the scheduled public passenger service between these two
points, it having been shown that the amount of patronage for this service was insufficient
to warrant the cost of operation. The application was duly advertised and was approved,
and Mr. O'Neil's licences were reclassified to cover taxi work only.
Public Freight Service, Vancouver-Merritt.—This service had previously been
rendered by Country Freight Lines Limited, who had been serving Merritt as an off-route
point in connection with their scheduled service between Vancouver and Kelowna via
Princeton. R. W. Reid made application for transfer from Country Freight Lines
Limited of one of its public freight-vehicle licences and alteration of same to provide for
scheduled service between Vancouver and Merritt only, via the Hope-Princeton or the
Fraser Canyon routes, but excluding service to Princeton or to Spences Bridge, and the
Country Freight Lines Limited applied for alteration of its other licences by deleting
Merritt as a point to be served by it. The application was approved, it being believed
that residents and storekeepers of Merritt will receive better service under this
Transportation of Live Stock.—Mrs. Nellie Carrison, d/b/a Princeton Transfer,
made tentative application for Class III public freight-vehicle licence with respect to a
proposed truck and full trailer with carrying capacity of 20 tons, for transportation of
live stock from points in Licence Districts Nos. 3, 4, 5, 6, 7, and 8, for delivery to
Vancouver or to Osoyoos.
Investigation disclosed that there is a considerable movement of live stock from
points in the districts named in the application for export to the United States, and that
trucks from the United States frequently enter this Province (under permit) to transport
live stock from the stockyards at Osoyoos. The size of the proposed specialized equipment was such as to allow of the movement of a large volume of cattle at one time, which
movement would not be economical with smaller conventional trucks; it did not, therefore, appear that the granting of the applicaion would affect local carriers in the various
districts whose equipment was not suitable for volume movement. The application was
therefore approved. J 32 " MOTOR CARRIER ACT "
Merritt-Salmon Arm Freight Lines Limited.—Merritt Fast Freight Limited held
public freight-vehicle licences for scheduled service between Merritt and Kamloops. The
name of this company was changed to " Merritt-Salmon Arm Freight Lines Limited," and
application was received and approved for transfer to that company from Kamloops-
Salmon Arm Transport of two public freight-vehicle licences authorizing scheduled service
between Kamloops and Salmon Arm, and all of the licences were altered to permit
of operation of each vehicle over the two routes, namely: Kamloops-Merritt and
Kamloops-Salmon Arm.
Scheduled Public Freight-vehicle Service, Kamloops—Vavenby.—The application of
North River Coach Lines Limited for alteration of three public freight-vehicle licences
covering scheduled public freight-vehicle service between Kamloops and Birch Island by
extending the northerly terminus to Vavenby was approved.
Scheduled Public Freight-vehicle Service, Pioneer Mines—Shalalth-Vancouver.—
Owing to the reduction in the amount of freight available for transportation from Vancouver to the Bridge River area, Neal Evans Transportation Company Limited made
application to discontinue such scheduled service and, in substitution thereof, carry out
non-scheduled service as and when required. After examination of figures of revenue
submitted by the company, the application was approved.
Public Passenger Service, Little Fort-100-Mile House.—-W. G. Mattenley and H. J.
Bradford, licensed to undertake public passenger service between Little Fort (on the
North Thompson Highway) and 100-Mile House (on the Cariboo Highway) via Bridge
Lake, made application for alteration of licence by deleting that portion of their service
west of Bridge Lake, as it was shown by the applicants that the volume of travel between
100-Mile House and Bridge Lake had been negligible.   The application was approved.
Lee's Transport Limited.—This company gives scheduled public freight-vehicle
service from Vancouver to Prince George, Vanderhoof, and Fort St. James, operating
a comparatively large fleet of trucks.
As a result of construction of a dam in the Nechako Canyon south-west of Vanderhoof in connection with the project of the Aluminum Company of Canada Limited,
Lee's Transport Limited was called upon to transport a considerable amount of freight
from Vancouver to the dam-site via Vanderhoof, and, therefore, application for alteration of its licences to include service from Vancouver to the dam-site was approved.
Public Passenger Service, Prince George—Burns Lake and Nechako Dam-site.—
Paul Borsuk, who held public passenger-vehicle licences for scheduled service between
Prince George and Vanderhoof, applied for alteration of licences to extend the Prince
George—Vanderhoof service westerly to Burns Lake and also to inaugurate new service
between Vanderhoof and Nechako Dam-site, at which point the Aluminum Company
of Canada Limited is constructing a large dam.    These applications were approved.
White Transport Company Limited.—This company has, for many years, held
licences for scheduled public freight-vehicle service from Vancouver to Kelowna via
Kamloops and Salmon Arm, or direct via Kamloops and Vernon. Originally (prior to
1940) its licences permitted operation via the above route or via what was then known
as " the southern route "—namely, via Spences Bridge, Merritt, Princeton, and Penticton—but toward the end of the year 1939 the company agreed to give up the southern
route and operate via the northern route only.
During the month of August, 1951, this company made application for alteration
of its licences to permit of alternative routing to Kelowna and Vernon via the new
southern route—namely, Hope-Princeton-Penticton—pointing out that, due to continued construction work on the Fraser Canyon, its vehicles were often delayed for
many hours and in some cases had to return to Hope and travel via Princeton and
Merritt, which occasioned long delays. The company therefore requested permission
to operate certain vehicles via the Hope-Princeton Highway to Kelowna and Vernon, REPORT OF THE PUBLIC UTILITIES COMMISSION J 33
thus enabling it to deliver perishable goods at Kelowna without delay. Although the
application was to some extent opposed by Country Freight Lines Limited and by
Vancouver-Penticton Freight Lines Limited, the application appeared to be reasonable
and in the interests of the public and, accordingly, it was approved.
Taxi Service at Vernon.—Consequent on surrender by Ronald W. Carswell, d/b/a
Kal Taxi, of three taxi licences at Vernon, tentative applications were received from the
other licensed operators—namely, Tommy's Taxi Limited and National Service Station
Limited—in each case for an additional limited passenger-vehicle (taxi) licence, and
also application was made by Andrew's Service Garage for two licences. Investigation
disclosed that there was no apparent need for additional taxi licences at Vernon; the
fact that Ronald W. Carswell surrendered his three licences was considered as evidence
that the number of licences previously in effect was in excess of present requirements.
All of the applications were refused.
Express Service between Vernon and Kelowna.—Applications were received from
(a) L. Nash & Son and (b) A. E. Clifton, both of Vernon, in each case for a Class II
public freight-vehicle licence for scheduled public freight-vehicle service, transporting
express between Vernon and Kelowna, serving, in general, certain side-roads between
these points. Investigation disclosed that all of the routes proposed to be served were
at present served either by public passenger express or by public freight service. A very
full investigation was made, and the objections of the present licensed operators were
duly considered. As there did not appear to be any need for the proposed additional
service, and, further, as it did not appear that same would be an economical operation,
both applications were refused.
Air-line Limousine Service between Kelowna and Penticton Airport.—A tentative
application of Michael J. Schrader, Penticton, for a limited passenger-vehicle licence
respecting a sedan car to transport air passengers, air express, and air mail from Kelowna
and intermediate points between Kelowna and Summerland to Penticton Airport, and
vice versa, was approved, it having been shown that the existing bus schedules were not
convenient for passengers departing from or arriving at Penticton Airport by aeroplane,
these schedules involving waits of from two to three hours and, in one case, overnight.
Although the application was protested by Western Canadian Greyhound Lines Limited,
which operates a bus service between, inter alia, Penticton and Kelowna, on the grounds
that the applicant would be engaging in intercity transportation, it did not appear that
the service offered by this company was entirely satisfactory for persons travelling by
aeroplane from Kelowna to Vancouver or points east, and vice versa.
Vancouver-Penticton Freight Line Limited—This company was granted licences
to operate over the Hope-Princeton Highway when same was opened to traffic, operating
from Vancouver to Penticton only. During March, 1951, this company made application for alteration of licences to extend its Okanagan terminus to Kelowna. A hearing
was held and the application was objected to by Country Freight Lines Limited and O.K.
Valley Freight Lines Limited, both of which are permitted to operate from Vancouver
to Kelowna.
The application was, however, supported by a large number of letters from shippers,
explaining the added convenience to them which would result from approval of the
application, obviating the necessity of transhipping Kelowna freight from one carrier to
another at Penticton; the applicants also showed that they could render fast overnight
service, commencing deliveries at Kelowna at 8 a.m. each morning. The application
was approved. (This company later changed its name to " Expressway Truck Lines
Kelowna City Bus Service.—Due to failure of the licensee to maintain proof of
financial responsibility, the licences of the Kelowna Bus Lines Limited, authorizing public
passenger service on certain routes within the City of Kelowna, were suspended during J 34 " MOTOR CARRIER ACT "
the month of October, 1951, and this company abandoned its operations, apparently
due to financial difficulties. As a temporary measure, O.K. Mission Stages Limited
(which company operates public passenger service between Kelowna and Okanagan
Mission) was granted temporary permits to provide a bus service within the city limits
and, since that time, has operated such service. The Kelowna City Council cancelled
the franchise which had been granted by the City to Kelowna Bus Lines Limited and,
apparently with the intention of calling for tenders, submitted a plebiscite to the ratepayers to ascertain whether they were in favour of granting a subsidy to be paid by the
city to the successful tenderer, and the vote was, by a small margin, favourable to the
granting of such subsidy. The O.K. Mission Stages Limited has signified its desire of
rendering the service and its intention to purchase additional equipment if granted the
franchise. The City Council did not, however, come to any final decision in the matter
prior to the end of the licence-year under review; in the meantime, O.K. Mission Stages
Limited has continued to operate under permit.
Transportation oj Fresh Fruit and Vegetables jrom the Okanagan to New Westminster and Vancouver.—D. Chapman & Company Limited, of Kelowna, holds numerous public freight-vehicle licences to undertake transportation of general freight generally
within the Okanagan Valley. During March, 1951, the company made application for
alteration of one of its licences respecting a heavy-duty truck, to include transportation
of fruit and vegetables for B.C. Tree Fruits Limited from points in the Okanagan Valley
for delivery to New Westminster and Vancouver, with return loads of general freight
(charter trips) from Vancouver or New Westminster delivered to Penticton and to any
point in Licence District No. 5, with permission also to transport overloads of general
freight for Okanagan Valley Freight Lines Limited from Vancouver and New Westminster to points in the Okanagan Valley.
The applicant had received several permits during the railroad strike, and immediately thereafter, in August and September, 1950, for the transportation of fresh fruit
and vegetables to the Coast and return loads of general freight for Okanagan Valley
Freight Lines Limited; a few other permits were issued later during the year. In the
meantime, the railroad companies had considerably reduced their rates for transportation
of apples from the Okanagan to Vancouver and O.K. Valley Freight Lines Limited had
received four additional licences for scheduled service between Vancouver and the
Okanagan Valley. The application was, however, supported by evidence that, occasionally, emergencies arise where it is necessary to ship a truck-load of fruit from Okanagan points to Vancouver at short notice; the applicant also gave some evidence as to
necessity respecting transportation of paper and packing-house supplies (charter trips)
from Vancouver or New Westminster to Kelowna area, the applicant being the Kelowna
warehousing agent for New Westminster Paper Company Limited.
That part of the application respecting transportation of overloads for O.K. Valley
Freight Lines Limited was refused, no necessity having been shown for granting of
this privilege; approval was given to that part of the application respecting transportation
of fruit and vegetables, restricted to loads of not less than 20,000 pounds, and the
applicant was also authorized to undertake transportation of paper and (or) packinghouse supplies (charter trips) from Vancouver or New Westminster delivered to
Licence District No. 5 only, the centre of which district is Kelowna and, later, to that
portion of Licence District No. 6 south of and including Vernon.
Country Freight Lines Limited and the Vancouver-Penticton Freight Lines Limited,
both of which companies operate scheduled public freight service between Vancouver
and Kelowna via Hope, Princeton, and Penticton, made applications for reclassification
of their Class II public freight-vehicle licences as Class I public freight-vehicle licences
to include non-scheduled service for transportation of fresh fruits, vegetables, and canned
goods in truck-load minimum lots in accordance with tariff, from points in Licence
District No. 4 and that part of District No. 5 as far north as and including Woodsdale, REPORT OF THE PUBLIC UTILITIES COMMISSION I 35
for delivery to points in Licence Districts Nos. 14 and 15. The applications were
approved, it having been shown by the applicants that, whereas in previous years volume
shipment of fruit and vegetables was by rail only, the truckers had this year been
approached by the brokers with regard to transportation by truck of full-load shipments,
entailing picking up of loads at any of the packing-houses in the Okanagan Valley for
one individual buyer in Vancouver. Requests to undertake these shipments usually are
made at very short notice and, in some cases, require picking up at packing-houses which
are off main scheduled route, so that it became necessary for the carriers to apply for
non-scheduled privileges with regard to this transportation.
Cascade Motor Freight Lines Ltd.—This company is licensed to render scheduled
public freight-vehicle service from Vancouver to Nelson and from Penticton to Nelson;
under the terms of these licences, the company may not, east-bound, deliver until passing
a point 5 miles east of Osoyoos and may not, west-bound, pick up after passing the said
The company made application for alteration of its licences to permit of delivering,
east-bound, at Kaleden, Oliver, and Osoyoos, and to permit of picking up, west-bound,
at those points; it also applied for permission to pick up freight at Kelowna for delivery
to points south of Kaleden and east of Osoyoos, part of which freight, consigned to the
Kootenays, was being handled jointly by other carriers from Kelowna to Pentictort and
thence by Cascade Motor Freight Lines Limited to points east of Osoyoos.
The application was strenuously objected to by the O.K. Valley Freight Lines
Limited, Country Freight Lines Limited, and Grant Truck Lines, all of whom are
licensed to serve the area between and including Kaleden and Osoyoos from Vancouver,
and was also objected to by D. Chapman & Company Limited and O.K. Valley Freight
Lines Limited who, inter alia, provide scheduled public freiaht service between Kelowna
and Penticton. The evidence at the hearing did not disclose any need for additional
service from Vancouver or Penticton to Kaleden-Oliver-Osoyoos; nor did it appear
that there was any serious cause for dissatisfaction with the joint service respecting
freight transported from Kelowna to Penticton for furtherance south and east. The
application was therefore refused.
That part of the application requesting permission to use an alternative route
between Trail and Nelson via Fruitvale and Salmo was approved.
Expressway Truck Lines Limited.—Concurrently with the application of Cascade
Motor Freight Lines Limited was the application of Expressway Truck Lines Limited,
which also operates public freight service to Kelowna from Vancouver via Penticton,
to be permitted to transport freight for Cascade Motor Freight Lines Limited from
Kelowna to Penticton for furtherance by the latter company to Kaleden, Oliver, and
Osoyoos, and points east of Nelson. It is understood that the Expressway Truck Lines
Limited and Cascade Motor Freight Lines Limited are under the same management.
As the similar application of Cascade Motor Freight Lines Limited was refused, it
followed that the application of Expressway Truck Lines Limited was also refused.
Columbia Coachways Limited, Penticton.—This company is licensed to give public
passenger service over several routes within the City of Penticton, operating under
franchise granted by the municipality; these routes included one route in the Municipality of Penticton known as the " Benches," over which route H. D. McCarthy was
already operating public passenger service between Penticton and Naramata, with no
local service within the city limits. Columbia Coachways Limited found that operation
over this route was not profitable, and an application was therefore received from H. D.
McCarthy to include local service within the City of Penticton when operating between
Penticton and Naramata via this route, and a suitable agreement having been drawn up
between the two operators, the licence of H. D. McCarthy was altered accordingly and
Columbia Coachways Limited was relieved of giving the service. J 36 " MOTOR CARRIER ACT "
Canadian Pacific Express Company.—There is a Canadian Pacific Railway line
between Trail and Rossland over which the railway company has operated a train
service three days a week. As a result of the new forty-hour week which is now in effect
for railway employees, Canadian Pacific Express Company made application for a
limited freight-vehicle licence to transport general freight for Canadian Pacific Railway
Company and express for Canadian Pacific Express Company from Trail delivered to
Warfield, Annable, and Rossland, and vice versa, restricted to delivery of freight or
express which has been transported by Canadian Pacific Railway train from some other
point to Trail or pick-up of freight or express which is to be transported by Canadian
Pacific Railway train from Trail to some other point. This application was therefore
for a service similar to that which is given by the express company between Lytton and
Merritt and between Cranbrook and Kimberley, as outlined on pages 16 and 17 of the
Seventh Annual Report of the Public Utilities Commission for the licence-year 1946-47.
It having been shown that the proposed truck service was merely in substitution for rail
service previously rendered, and as no local pick-up and delivery service was proposed,
the application was approved.
Nelson City Bus Service.—In the year 1949 the City of Nelson discarded its
street-railway system and entered into a contract with Interior Stages (Nelson) Limited to
provide public passenger service within the city limits, in lieu of said service.
The agreement was duly ratified and approved by the Public Utilities Commission,
and the necessary public passenger-vehicle licences were issued to Interior Stages
(Nelson) Limited.
During August, 1951, said company served notice on the City of Nelson to the effect
that it wished to withdraw its service, effective October 1st, 1951. The company did not
then give the required public notice, but finally gave thirty days' notice to the public of its
intention to cease service as and from November 1st, 1951. The agreement between the
company and the city provided for purchase or rental by the city of the buses from the
company, but the parties involved were unable to come to an agreement as to a fair rental
basis. Accordingly, the city made arrangements to purchase its own buses and operate
the service itself for the time being, and officially released the company from any further
obligation under the contract as from November 1st, 1951. The operation being entirely
within the confines of the City of Nelson, it was not necessary for the city to apply for and
obtain motor-carrier licences, having regard to the provisions of the " Motor Carrier Act "
exempting public passenger-vehicles owned by a municipality and operated within the
limits of such municipality.
Industrial Workers' Service, Trail—Waneta.—Arising out of the construction of a
dam on the Pend d'Oreille River near Waneta in connection with the new power project of
the Consolidated Mining and Smelting Company of Canada, Limited, at that point,
limited passenger-vehicle licences were issued to E. J. Melatini, of Trail, for the transportation of employees of Stone & Webster Canada Limited and Northern Construction
Company Limited (contractors) between Trail and the site of the dam.
Millar & Brown Limited, Cranbrook.—This company is licensed for scheduled
public freight-vehicle service between Vancouver, Cranbrook, and Kimberley. During
the month of April, 1951, it made application for alteration of certain Class III public
freight-vehicle licences to include permission to haul freight (which had been transported
by it from Vancouver to Cranbrook) to Crowsnest Pass for delivery to Prairie points, and
vice versa. This application was therefore, in effect, an application to extend its present
Vancouver-Cranbrook service to Alberta and other points east, and vice versa. The
applicant's representations were mainly to the effect that its trucks were not fully loaded
west-bound from Cranbrook, and that it therefore was endeavouring to obtain more
freight, particularly for west-bound operations. It was not considered that the applicant
proved any need, other than the need of the company to obtain additional freight.   In REPORT OF THE PUBLIC UTILITIES COMMISSION
J 37
dealing with the application, consideration was given to the operations of Continental
Carriers Limited, Vancouver-Alberta Freight Lines Limited, Howe & Loewen Transport
(now Prairie Pacific Transport Limited), and John A. Gibson & Wm. C. Schober, all of
whom are licensed to transport freight between Vancouver and points in Alberta; also
to the operation of Dench of Canada Limited, which operates scheduled service from
Alberta to Cranbrook, at which point there is provision for interchange of freight between
Dench of Canada Limited and Millar & Brown Limited.   The application was refused.
Transportation oj Industrial Workers between Sparwood and Michel.—During the
year 1950 Joseph Chizmar, who then held licences to transport miners from Elk River
Bridge and intermediate points to Michel Collieries, and vice versa, made application for
authority to extend these privileges to include transporting miners to and from their work
between Sparwood and the Michel mine.
Sparwood is a new subdivision approximately 2 miles west of Natal, which
subdivision is being developed by Crow's Nest Pass Coal Company Limited on behalf of
its employees.   The subdivision is on the main highway between Fernie and Natal.
Notwithstanding the fact that W. Dicken was the holder of limited passenger-vehicle
licences to transport miners for Crow's Nest Coal Company Limited between Fernie and
Crow's Nest Pass Collieries at Michel, strong representations were made by a committee
of the miners residing in the Sparwood subdivision in support of Mr. Chizmar's application, as it was claimed by the miners that, on occasions, Mr. Dicken's service was not
entirely satisfactory to them, having regard to the fact that he operates from Fernie, a
distance of some 25 miles from Michel, his service therefore being subject to possible
delays due to weather or road conditions not under his control.
Accordingly, the application of Mr. Chizmar was approved.
During January, 1951, Mr. Dicken made formal application for a rehearing and
reconsideration of the granting of the said authority to Mr. Chizmar, as a result of which
an official investigation was held in Natal on April 7th, 1951, at which time Mr. Dicken,
Mr. Chizmar, and a number of the miners were present, as well as the general manager
of the Crow's Nest Pass Coal Company Limited, from which there appeared to be no
doubt that the miners who reside at Sparwood almost unanimously preferred to utilize the
service of Mr. Chizmar, there being only two of them riding with Mr. Dicken.
After full consideration of the matter, there appeared to be no justification for
altering the status quo, and decision was made accordingly. J 38
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Inspector G. L. Greenwood, Victoria
(That portion of Vancouver Island south of Ladysmith, also Saltspring Island.)
The 1951-52 licence-year showed a small increase in the number of public and limited freight-
vehicle licences issued, due primarily to reclassifications resulting from checking on the highways
rather than to an increase in the demand for transportation. Public and limited passenger-vehicle
operations remained constant.
Although there has been a definite expansion in the forest-product industry that has required
additional transportation facilities, there has been a marked trend toward the producers purchasing
their own trucking equipment.
A period of extreme drought during the summer of 1951 caused closure of woods operations
for an extended period, with a subsequent effect on sawmill and trucking activities.
Replacement trucking equipment showed a trend toward larger trucks or truck and semi-trailer
units, to haul larger loads, with a consequent economy in operation, which partially neutralized rising
operating costs.
Resurfacing of the highway between Glen Lake and Sooke has resulted in increased activity in
the logging industry between Sooke and lordan River. A considerable portion of the logs produced
in this area is hauled to Colwood and Victoria sawmills.
Sections of the highway between Saanich Health Centre and the Patricia Bay Airport were
relocated, and other sections improved and straightened. All new sections are ready for paving in
1952. A start was made on improvement of the highway between Lake Cowichan and Youbou by
reconstructing and paving approximately 2 miles on the Lake Cowichan end. The hauling of wood
chips from Youbou to Harmac has increased the necessity for improvement of this route. The
Western Forest Industries Limited sawmill at Honeymoon Bay installed a wood-chips plant during
the late spring of 1951, which is producing over eighty units per working-day. The wood chips are
hauled to Harmac.
Applications were received from a number of licensees for increases in rates for services. In
a majority of cases the applicant was able to prove necessity, and the application was approved either
in whole or in part. Constantly increasing costs for equipment and labour were generally given as
the reasons for the increases being necessary.
The attitude of motor-carrier operators toward the " Motor Carrier Act " and regulations shows
continued confidence in the administration thereof. All complaints received were given attention,
but the number of complaints showed a marked decrease. Most complaints were in connection with
infractions of the " Motor Carrier Act" or the regulations thereunder.
Mechanical inspections of public and limited passenger-vehicles show the need for continuous
and intensive checking and rechecking of such equipment in the interest of public safety and
Statistics of Mechanical Inspections
Number of mechanical inspections  .        447
Defective brakes   85
Defective steering         133
Defective lights         128
Other defects         610
Vehicles temporarily suspended from service  36
Other Statistics
Number of investigations and interviews        997
Number of miles travelled by Inspector in the course of duties   11,874
Number of vehicles checked on highway        467
G. L. Greenwood,
Inspector of Motor Carriers.
Inspector D. Neale, Nanaimo
(That portion of Vancouver Island north of and including Ladysmith, Gabriola
Island, and Denman Island.)
Development of new industries on the northern part of Vancouver Island during the year 1951-52
has increased the demand for transportation facilities generally.
The forest industry continues to be the main source of business for the transportation industry,
although the exceedingly long fire season last summer, resulting in total forest closure, reduced the
production of forest products and, as a result, had a considerable effect on most of the carriers in
this district.
During the latter part of this licence-year the demand for pulp-logs created new business for the
small logging operators. A large number of carriers in the area between Nanaimo and Courtenay
are now engaged in the transportation of this product.
The demand for trucks for road-construction work in this district fell off considerably, but
numerous other construction projects provided fairly steady employment for dump-truck operators.
The main projects during the year were black-topping of the Island Highway over the Alberni summit,
the reconstruction and black-topping of part of the Island Highway between Ladysmith and Oyster
Bay, Federal Government defence construction on the Tofino Peninsula, and construction of the Elk
Falls paper-mill at Duncan Bay.
The majority of carriers have maintained their equipment in first-class condition, and the service
which they have provided over the past year to the general public has been very satisfactory.
The number of licences issued has increased considerably during the year. One additional public
passenger-vehicle licence and four limited passenger-vehicle (taxi) licences were issued. Two additional public freight-vehicle licences were issued to existing line-haulers. Ten additional Class III
public freight-vehicle licences were issued—six covering the transportation of general freight, three
for dump-truck work, and one for transportation of forest products. Thirty-six limited freight-
vehicle licences were issued—fifteen for transportation of forest products, six for dump-truck work,
four licences for transportation of petroleum products, four licences for transportation of coal, four
licences for transportation of dairy products, one each for transportation of milk, wholesale groceries,
and logging supplies respectively. There were no new scheduled public passenger services or
scheduled public freight services inaugurated during the year.
The air-line limousine service provided by the Alberni Valley Transit Company between Port
Alberni and Cassidy Airport was the only service discontinued. There was one temporary discontinuation of scheduled freight service due to the winter road conditions between Courtenay and
Kelsey Bay.
Cost of equipment, labour, and parts continued to increase during the year, resulting in a number
of operators receiving increases in their rates.
A small number of minor complaints received from the public and carriers throughout the year
were investigated and brought to a satisfactory conclusion. A total of eighteen prosecutions were
recorded in this district for operations contrary to the " Motor Carrier Act " and regulations.
The Nanaimo office of the Motor Carrier Branch, formerly located at 51 Commercial Street,
was moved on December 1st to the Rodgers Building, 85 Commercial Street.
Number of investigations and interviews     1,125
Number of vehicles checked on the highways        410
Miles travelled by Inspector during course of duties   14,838
D. Neale,
Inspector of Motor Carriers.
Inspectors G. H. Gray and R. D. Allen, 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 over-all picture of the licence-year 1951-52 has been one of increased activity throughout
this area, although the Lower Fraser Valley experienced a three-month period of drought during the
summer, which greatly affected the small-berry growers and the dairy industry. Also, because of
this drought, the fire season in the lumbering industry was a lengthy one and, consequently, considerably curtailed the movement of forest products during the summer months.
As well as the drought, small-berry growers had a rather serious " winter kill " from the previous
winter, and the small-berry crop was very poor in comparison to other years.
During February, 1952, the toll charges on the Pattullo Bridge were removed, which was of
great benefit to the transportation industry as a whole.
During the licence-year a car-ferry commenced operation between Horseshoe Bay and Gibsons,
and with the inauguration of this ferry service a scheduled public freight service was commenced by
L. P. and N. L. Hansen between Vancouver and Sechelt and by R. M. Inglis between Vancouver and
Gibsons. Sechelt Motor Transportation Limited also applied for and was granted the right to operate
a public passenger service from Vancouver to Garden Bay.
With the increase in the price of pulp-wood it was noticed that a large number of small pulp-
wood suppliers commenced cutting and moving pulp-wood in the area, and consequently numerous
licences were granted to cover this movement.
Dump-truck operators in this district had a good year, as a considerable amount of construction
work was done in the area.
Extensive road-checking was carried out by the writers, and it is becoming evident that licensed
carriers  appreciate more the " Motor Carrier Act" and the  regulations thereunder.    Numerous REPORT OF THE PUBLIC UTILITIES COMMISSION
J 41
complaints were dealt with by the writers, and in all cases the complaints were investigated and
brought to a satisfactory conclusion.
During May of 1951 G. B. Titus, who had been working as an Inspector in this area, was
transferred to the Prince George office, and R. D. Allen was assigned to this area as Inspector of
Motor Carriers.
Number of investigations and interviews:  G. H. Gray, 1,134; R. D. Allen, 1,015; G. B. Titus, 256.
Miles travelled by Inspectors during course of duties:  G. H. Gray, 17,794; R. D. Allen, 17,133;
G. B. Titus, 3,566.
G. H. Gray,
R. D. Allen,
Inspectors of Motor Carriers.
Inspector E. deBlaquiere, Kamloops
(Kamloops, North Thompson, Salmon Arm, Revelstoke, Merritt, Spences Bridge, Lytton, Lillooet,
Bridge River, Chilcotin, and that portion of the Cariboo lying south of and including Australian.)
During the first part of the 1951-52 licence-year the undersigned was stationed at Prince George,
and during the period March 1st to lune 14th current work was undertaken and completed in that
district, including revision and filing of tariffs by the Prince George Class III public freight operators,
with a general increase in and simplification of rates. The spring mechanical inspections were carried
out and partly completed in this area, and satisfactory progress was made in this regard. The writer
was then transferred to Kamloops in charge of the area outlined above.
Mechanical inspections were completed on all passenger-carrying units; vehicles licensed in
excess of six months were in most cases inspected at least twice. Progress has been made in the
establishment of a mechanical-inspection programme by operators of passenger-carrying vehicles.
Operators of units with limited carrying capacities, mostly taxis, have replaced their units at comparatively low mileages, thereby avoiding expensive repairs. On the other hand, bus operators
utilizing larger equipment have instigated a programme of inspections with major overhaul at
predetermined mileage. This latter plan was undertaken more by the public passenger operators.
With the continued co-operation of the operators in this district, the mechanical condition of the
units should improve during the coming year, with particular emphasis being placed on safety and
passenger comfort.
The demand for lumber products has remained consistently high, resulting not only in the
majority of the licences being renewed, but also in the receipt of numerous applications for new or
additional licences to provide the required transportation. The production of lumber in the Kamloops
district was 316,000,000 f.b.m. in 1950 and 430,000,000 f.b.m. in 1951.
The trend in the motor-carrier industry was reflected in this district by the interest shown by
local carriers in obtaining and licensing vehicles designed for the particular job, as, for instance,
vehicles suitable for long-range movement of cattle with equipment that ensures a maximum protection to stock and which are more economical to the shipper. Numerous units from south of the
border have handled a large volume of cattle from the two stock shows at Kamloops and the one at
Williams Lake, and the normal movement from ranches, thereby depriving the local carriers of
a large potential source of revenue. It would appear that the units most popular were generally
powered by diesel motors and either favoured the semi-trailer design or the conventional truck with
full trailer. In the Interior the trend toward improved equipment for live-stock cartage has been
pioneered by a Princeton operator who has enjoyed a successful year.
Contractors on the different road projects have employed a large number of independent dump-
truck carriers. Construction and relocation of the road west from Williams Lake has been undertaken
and is progressing favourably.
During the coming year the motor-carrier industry may expect to be called upon to supply the
many and varied services required for projects that are at this writing still in the formation stage.
The proposed pipe-line from the Alberta oilfields is to follow a route by way of Yellowhead Pass,
down through Kamloops, and thence to the Coast. Mannix Company is handling the preliminary
preparation for this construction.
It is understood that the Celgar Company of America proposes to obtain its timber from the
Arrow Lakes district, with woods headquarters centring around Revelstoke. This should give momentum to the economy of this district, and mining prospects in the Big Bend and Trout Lake districts
will have every opportunity to develop in the wake of this expanding programme. At the present the
big drawback to their progress is the lack of suitable transportation and roads. However, under the
impetus of the expected developments and possible construction of a celanese plant, road-transportation facilities should also develop and improve.
Inspector M. B. Pepper continued as Assistant Inspector at Kamloops throughout the year. J 42 " MOTOR CARRIER ACT "
Number of investigations and interviews  1,995
Number of miles travelled by Inspectors' automobiles (two) in the course
of duties   43,397
Number of vehicles checked on highways  760
Number of mechanical inspections in Kamloops district  168
Number of mechanical inspections in Prince George district  111
Defective steering   141
Defective brakes   177
Defective exhaust-line   79
Defective lights   212
Other defects   826
Vehicles temporarily suspended from service  9
Vehicles condemned on account of defects  1
E. deBlaquiere,
Inspector of Motor Carriers.
Inspector H. K. Hume, Kelowna
(Okanagan Valley, Lumby, Armstrong, Enderby, Princeton,
Grand Forks, and Greenwood Districts.)
The volume of freight and passengers transported within and through the area stated above
remains approximately the same as 1950-51. The actual number of motor-carrier licences issued
for the area shows a slight decrease from the previous year, the greatest decrease being in Class I and
Class III private freight-vehicle licences. The number of public and limited freight-vehicle licences
and public and limited passenger-vehicle licences remain approximately the same.
The efficiency of public transportation has increased favourably, and, in general, the industry
appears to be on a sound financial basis, with the exception of city passenger transportation. This
phase of the industry has met with several set-backs this year, due, chiefly, to the ever-increasing
number of private cars being used in the small towns and urban areas.
During this year the Kelowna City Bus Lines Limited suspended its service, and this operation
was taken over on a temporary basis by O.K. Mission Stages Limited, which now operates the city
bus service on a reduced scale in Kelowna, as well as the urban route from Kelowna to Okanagan
H. D. McCarthy, who operates public passenger service between Penticton and Naramata, took
over from Columbia Coachways Limited that portion of the latter's Penticton City operation through
what is known as the " Benches," it being more economical to combine the two services.
Air-line limousine service has been put into operation by M. J. Schrader, Penticton, operating
between Kelowna and Penticton, carrying air passengers only.    This operation is proving a success.
The highway between Osoyoos and Rock Creek has been completed, and the new bridge across
Rock Creek is now in general use and is proving very advantageous, particularly to the heavy-truck
and bus operators.    This bridge eliminates approximately 3 miles of very hazardous highway.
During this year the town of Princeton was incorporated, the incorporated area taking in all of
the populated area, thus creating a reasonably large exempted area.
Public Works Department weigh-scales have recently been installed at Rutland and are in
operation and proving successful.
Favourable progress has been made in the filing of rates, contracts, and supplementary filing of
tariffs by carriers in the district. The trend in most instances has been to increase rates, this being
brought about by the constantly increasing cost of operation of motor-vehicles.
Public and limited passenger-vehicles throughout the area have, in most cases, been inspected
twice during the past year, and the mechanical condition of all vehicles has been satisfactory. No
vehicles have been condemned, and any vehicles found defective have immediately been repaired and
put in a satisfactory condition. Eighty-seven mechanical inspections were carried out during the
year, and rechecks made where necessary.
All complaints that were received at this office have been dealt with and brought to a satisfactory
conclusion, all of them being of a minor nature.
Inspector W. D. Patterson worked with and assisted the writer this year up until November, at
which time his resignation was accepted. Miss Rae Smith, clerk-stenographer, left this office in
August, 1951, and was replaced by Miss Myrtle Thomson.
During the period under review approximately 1,200 interviews and investigations were carried
out, with a total of 27,500 miles travelled with two cars.
Approximately 400 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 H. J. Maddaford, Nelson
(West Kootenay, including Rossland, Trail, Nelson, Kaslo, and Slocan.)
The licence-year 1951-52 marked the commencement of a new cycle of industrial growth in the
West Kootenay District. The British Columbia Power Commission completed its dam at Whatshan
Lake and power plant at Needles. The Honourable E. T. Kenney, Minister of Lands and Forests,
officially threw the switch on lune 29th, 1951. Early in 1951 Stone and Webster Limited commenced
work on a new dam and power plant on the Pend d'Oreille River at Waneta. The power developed
from this plant will be used by the Consolidated Mining & Smelting Company of Canada, Limited,
at Trail. It is expected this will release some of the power developed on the Kootenay River between
Bonnington and Brilliant for use by other industrial plants.
The West Kootenay Power & Light Company, in conjunction with the Consolidated Mining &
Smelting Company of Canada, Limited, commenced construction of a power-line from its Bonnington
plant to Kimberley. This line will cross the Kootenay Lake from Coffee Creek to Riondel. It will
be the longest single span in the world, the distance being 10,656 feet.
Rumors that the Celgar Corporation intended to build a large plant in the Kootenays were
confirmed during the summer. They announced they would commence construction of the plant on
their property near Castlegar early in 1952. Nakusp will be the centre of their logging operations,
which will extend along the Arrow Lakes watershed north to Castlegar and above the lakes on the
Columbia River watershed.
At Nelson the Glacier Lumber Company Limited started work on a new mill, to be completed
in 1952. This mill will cut 80,000 board-feet a shift and will be one of the largest and most modern
mills in the Interior of the Province.   New machinery is being added to process mill waste.
The Consolidated Mining & Smelting Company of Canada, Limited, carried out extensive
construction and development work on two of its base-metal properties. The H.B. mine at Salmo
and the Blue Belle at Riondel are both expected to be in full production by 1953. The Canadian
Exploration Company Limited, operating a tungsten mine south of Salmo, has developed a base-metal
mine on adjoining property. It has constructed a new mill, other mine buildings, and permanent
housing for its employees on the property. Exploration and development work has continued on
many other properties in the Lardeau, Retallack, Sandon, Slocan Valley, and Ainsworth areas.
Mining development accounted for most of the limited freight-vehicle licences issued during the year.
As usual, several licences were granted for the transportation of forest products; this industry
showed a normal growth, keeping pace with other industries in the district.
In March, 1951, the Canadian Pacific Railway Company reduced the rail service between Trail
and Rossland from three trains a week to one. It applied for two limited freight-vehicle licences to
provide a substitute freight and express service between these points.
M. F. Ozelle, Class III public freight operator at Nelson, specializing in the transportation of
heavy machinery, construction supplies, and equipment, added a new tractor and low-bed trailer unit
to his fleet.   This is the first unit of this type to be licensed in the Kootenays.
A number of additional Class II and Class III public freight-vehicle licences were approved
during the year to take care of the increased movement of freight in the district.
Relocation, construction, and paving of highways in the district continued throughout the year
at an accelerated pace. Four contracting companies, one paving contractor, and a special Public
Works Department road-construction crew worked on the Southern Trans-Provincial Highway, the
Trail-Salmo, Nelson-Nelway, and Kaslo-Lardeau Roads. Construction work was also started on
a road from Trout Lake City to Gerrard by a crew working down from the northern end of Trout
The public passenger service between Nelson and Procter, initiated by Gordon Ferguson in 1947,
was transferred to Glen Gordon in May. The licence was surrendered in September and the service
discontinued.   There has been no attempt to re-establish the service.
The Interior Stages (Nelson) Limited notified the Nelson City Council early in September it
wished to be released from its franchise agreement. Reasons given for this action were increased
operating costs, declining revenues, and labour troubles. The city released it, effective November
1st, and took over the operation of the city bus service. The Public Utilities Commission approved
the surrender of motor-carrier licences by the Interior Stages (Nelson) Limited, effective November
1st, 1951. The City of Nelson does not operate any schedules outside of the city boundaries, so are
exempt from the " Motor Carrier Act" and regulations.
The licence-year 1951-52 has followed the pattern of recent years in respect to continued
increases in operating costs for both freight and passenger licensees, resulting in numerous applications for consideration of increases in filed rates.
Mechanical inspection of equipment operated by public and limited passenger licensees revealed
that the majority of such licensees were replacing older equipment, except in a few instances where
increased traffic made it impossible in spite of purchase of additional new equipment. Seventy-seven
mechanical inspections were completed, sixty-nine rechecks made, and ten initial inspections! J 44 " MOTOR CARRIER ACT "
The following defects were noted:—
Defective steering  17
Defective brakes   28
Defective exhaust-lines   5
Defective lights   3 3
Other defects  267
Vehicles temporarily suspended from service  5
Vehicles condemned  1
The number of inquiries for information on filed rates indicates the public is becoming increasingly conscious of the " Motor Carrier Act " and the regulations, and is making use of the district
offices. Several inquiries necessitated detailed investigation to determine if the correct rate had been
applied. In practically every instance it was found the licensee had a satisfactory explanation for
the rate and was making every effort to rate his shipments according to his filed tariff.
New or additional licences issued during the year—
Limited freight  25
Public freight (Class III)   10
Public freight (Class II)   2
Limited passenger (industrial workers)   9
Limited passenger (taxi)   6
Public and limited passenger   4
Number of investigations and interviews   1,476
Number of vehicles checked on highway  514
Number of permits issued  1,265
Number of miles travelled by Inspector in course of duties  10,922
H. J. Maddaford,
Inspector of Motor Carriers.
Inspector M. D. McFadyen, Cranbrook
(East Kootenay, including Kootenay Bay, Creston, Cranbrook, Fernie, Crowsnest,
Windermere, and Golden.)
The licence-year 1951-52 showed an increase in the number of public and limited freight-vehicle
licences issued; again there has been a substantial increase in the number of private freight-vehicle
licences issued. Limited passenger-vehicle (taxi) licences decreased from the previous year by eight
The service given by all types of carriers was, on the whole, satisfactory, and few complaints
were received.
A portion of No. 3 Highway east of the Hosmer bridge and a portion of No. 93 Highway south
of Golden were black-topped, but very little work was available to dump-truck operators. Some
progress was made on the Trans-Canada Highway east of Golden, and the Public Works Department
carried out preparatory work on the main highway south-west of Cranbrook. It is understood that
further road work will be carried out on the Cranbrook-Kingsgate portion this year.
Mining activities showed a marked increase, and limited freight-vehicle licences were issued for
the transportation of ore from mines to mills; this is a new type of hauling for the East Kootenay.
The Consolidated Mining & Smelting Company of Canada, Limited, is proceeding with the construction of a large fertilizer plant in the vicinity of Marysville, and it will probably be completed
next year.
The output of forest products showed a slight decline, due to precautionary measures taken
against forest fires during the dry periods of last year. The cut of Christmas trees was considerably
higher than in previous years, but the field of operations has moved farther north and south of
Cranbrook, due to the fact that trees in this area still show signs of blight.
As a result of increased cost of operation, applications have been received for increases in rates.
On the whole, these increases have been approved and accepted by the public without objection.
All public and limited passenger equipment was inspected and generally found to be in good
condition, due to the fact that most equipment in use is fairly new, while the older types of equipment, such as buses, have been kept in good state of repair. Evidently operators have found that
a systematic overhaul programme pays dividends.
During the period under review there was a tendency for operators of large two-axle vehicles
hauling coal to overload their vehicles. This situation has now been overcome, as the operators
have built and use private roads and only use the highway for return empty trips. REPORT OF THE PUBLIC UTILITIES COMMISSION J 45
Number of investigations and interviews  1,362
Number of miles travelled on duty  14,428
Number of mechanical inspections  55
Defective steering   5
Defective brakes   5
Defective exhaust-line   2
Defective lights   18
Other defects   30
M. D. McFadyen,
Inspector of Motor Carriers.
Inspector G. B. Titus, Prince George
(Prince Rupert, Skeena, Omineca, and Prince George Districts, also Northern Cariboo
District, including Quesnel, Wells, and Barkerville.)
In the above-described area a number of important projects are under way, the major one being
the construction of what may be the world's largest aluminium-smelter at Kitimat, involving the
construction of a dam in the canyon of the Nechako River, construction of a tunnel at West Tahtsa,
a power-house at Kemano, and a smelter and town at Kitimat. Two other projects—namely,
Columbia Cellulose Company Limited at Prince Rupert and Western Plywood (Cariboo) Limited
at Quesnel—have been completed, and the plants are in production. The heavy movement of
freight in connection with these projects has necessitated new roads being built and the licensing of
additional vehicles.
The cutting of logs in the Terrace area for the manufacture of pulp at the Columbia Cellulose
plant at Prince Rupert has reached maximum production. These logs are generally transported by
large truck and trailer units to Terrace for furtherance via rail and river to Prince Rupert.
Completion of the bridge across the Parsnip River sometime during the spring of 1952 will
provide a through highway from Prince George to Dawson Creek for the travelling public. It is
quite possible that large American trucks will seek to use the all-British Columbia route when
travelling from the United States to Alaska.
The Pacific Great Eastern Railway will have its rail line from Quesnel to Prince George completed sometime in the early summer of 1952, and this will bring additional prosperity to the City
of Prince George. Numerous planing-mills are being constructed along the new railway right-of-way
between Prince George and Quesnel.
The number of sawmills in the Prince George and Burns Lake areas has increased approximately
20 per cent, resulting in an increase of 22 per cent in the output of lumber over last year. Most of
the lumber is spruce and is trucked into the major centres, where it is planed, then loaded on to
rail-cars for furtherance to points all over the North American Continent.
Mines in the Hazelton and Skeena Crossing areas are expanding their operations, and considerable exploration work is being done throughout Licence Districts Nos. 19 and 20.
Business offered to the transportation industry has increased throughout this area, and most of
the public and limited carriers have improved their service and are obtaining additional vehicles when
Constant road-checks have been taken by the writer, which has resulted in a large increase in
the number of trucks licensed as limited freight-vehicles or as Class I private freight-vehicles.
The Public Works Department is constantly improving the main roads, and it is understood
that next year major improvements will be made to portions of the Prince George-Prince Rupert
Central B.C. Airways is now operating a scheduled air service from Prince George to Prince
Rupert and way-points.
Increased cost of operation of motor-vehicles throughout the past year has resulted in a number
of carriers applying for increase in rates, and more applications are expected during the coming year.
Progress has been made with an educational programme to familiarize motor carriers with their
obligations as licensees under the " Motor Carrier Act."
A number of complaints were received and dealt with satisfactorily.
The undersigned was transferred from Vancouver and appointed Inspector of Motor Carriers
at Prince George on May 28th, 1951, succeeding Inspector E. deBlaquiere, who was transferred to
the Kamloops office.
Number of investigations and interviews     2,309
Number of vehicles checked on highways (approximately)     1,040
Miles travelled during course of duties  19,749
G. B. Titus,
Inspector of Motor Carriers. J 46 " MOTOR CARRIER ACT "
Inspector W. V. Joyce, Dawson Creek
(Peace River District.)
During the licence-year 1951-52 there have been a number of changes in the trucking industry
in the Peace River District. Because of the high export prices on lumber, approximately twenty new
mills have commenced operations in this area; all of these small mills employ one or two trucks
to transport lumber to rail-head at Dawson Creek for export. The larger and established mills have
increased their lumber output, and have also found it necessary to employ extra trucks to transport
their lumber. It is estimated there are approximately seventy-five trucks licensed to transport
lumber from the various mills in the district to rail-head at Dawson Creek, a number of which
transport lumber over distances of as much as 125 miles. There are approximately twenty-five
more trucks employed in the transportation of lumber than during the previous licence-year.
The majority of carriers have augmented their fleets by purchasing new equipment, and many
of these companies have applied for additional licences to handle the increased tonnage; in most
cases the applications were approved.
There are eight rotary drilling rigs doing exploratory drilling in the British Columbia portion
of the Peace River District. These drilling companies are searching both for natural gas and mineral
oil. This district now has fifteen licensed trucks specializing in the movement of heavy oil-well
drilling machinery and equipment; this form of trucking is a highly specialized service and now
appears to comprise a new branch of trucking in this area.
A very large volume of military freight from points in the United States passes in transit
through Dawson Creek and over the Alaska Highway to points in Alaska; this freight is moved
wholly by American truckers.
The Public Works Department has completed a new all-gravel road between the British Columbia-
Alberta Border and Pouce Coupe. Many secondary roads throughout the Peace River District,
particularly in the rural districts, have been improved and in many cases rebuilt.
In the past year only 1,500,000 bushels of grain were transported in trucks to rail-head at
Dawson Creek.    This was approximately 50 per cent of the volume transported in the previous years.
There has been no increase or decrease in scheduled public passenger or public freight service
in this district during the past year. Several carriers have filed applications for an increase in rates.
The filing of motor-carrier reports by carriers in this area has been satisfactory.
The majority of vehicles operated by taxi firms in Dawson Creek, Pouce Coupe, Fort St. John,
and Fort Nelson have been replaced with new equipment. The operators of the public passenger
bus service during the winter months in the Village of Dawson Creek applied to discontinue service
on the grounds of insufficient revenue.    This application was approved.
The usual number of minor complaints were made by the general public regarding alleged
unsatisfactory service rendered by licensed carriers. All complaints were investigated and satisfactorily dealt with during the licence-year.
Number of investigations for new and additional licences        218
Number of interviews     1,928
Number of vehicles checked on highways        175
Mileage travelled by Inspector during course of duty  15,980
W. V. Joyce,
Inspector of Motor Carriers.
Inspector (Mechanical) C. A. Wood, Vancouver
(Greater Vancouver, Lower Fraser Valley, Squamish, Seechelt Peninsula,
and Powell River.)
Mechanical inspections on licensed passenger-carrying equipment during the licence-year 1951-52
proved that the general mechanical condition of such vehicles was good.
Rising costs of operating and reduction in passenger traffic have had the tendency of making
certain operators consider reducing maintenance and inspection costs, as well as service. When this
has been detected or where it is obvious that maintenance costs are being pared below a safe level,
repeated inspections and rechecks have been made, which has had the effect of a proper programme
being reinstated.
Few new buses were licensed during the year; therefore, more careful inspections had to be
performed on the older equipment, which requires more servicing. Many complete reinspections
were carried out while rechecking for compliance with the former inspection, to ensure that the
public was being offered safe transportation facilities.
As in the past few years, the hop-pickers were carried to and from the fields on trucks; before
permits were issued authorizing this movement, each truck was inspected, and the operators extended
full co-operation and did not hesitate to meet our requirements. REPORT OF THE PUBLIC UTILITIES COMMISSION
J 47
All serious bus accidents, involving licensed conveyances, were investigated and reports filed
where necessary. In one instance a construction defect was detected, which necessitated major
changes to some seventy-five buses;  this work has been completed.
Total mechanical inspections
Defective steering 	
Defective brakes 	
Defective exhaust	
Defective lights 	
Defective tires 	
Failure to comply completely with the regulations..
Vehicles condemned—
Public passenger.
Limited passenger
Miles travelled by Inspector during course of duties..
C. A. Wood,
Inspector of Motor Carriers. J 48 " MOTOR CARRIER ACT "
Name and Address of Operator Route
A.P. Stages Ltd., Hope Hope to Silver-Skagit Camp No.  2  and Decco
Walton Camp No. 1 on Silver Creek.
George D. Abbey, Nelson Nelson-Kaslo.
Alberni Valley Transit Co. Ltd., Port Alberni Local bus service in Port Alberni and Alberni.
Port Alberni-Smith's Landing on Sproat Lake.
Arrow Bus Lines Ltd., Prince Rupert Prince Rupert City bus service.
Prince Rupert-Port Edward.
Atkins Stage Lines Ltd., Chilliwack Harrison Hot Springs-Cultus Lake via Agassiz and
Chilliwack-Ryder Lake.
B.C. Auto Interurban Ltd., Spokane, Wash Trail-International Boundary at Paterson (operates
to Spokane, Wash.).
B.C. Coach Lines (1947) Ltd., Kamloops Kamloops-Merritt.
Kamloops-Paul Lake.
B.C.   Motor   Transportation   Ltd.,   Vancouver    This company is licensed to give public passenger
(Pacific Stage Lines) 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
Bill's Taxi Ltd., Fulford, Saltspring Island Fulford Harbour-Ganges.
Arnold I. Boomhower, Prince George Prince George-Chief Lake and Reid Lake.
P. Borsuk, Vanderhoof- Prince George-Burns Lake.
Vanderhoof-Nechako Dam-site.
British Yukon Navigation Co. Ltd., Whitehorse,    Dawson Creek to northern boundary of B.C. via
Y.T. Alaska Highway (operates to Whitehorse, Y.T.).
Dawson Creek-Fort St. John.
Dawson Creek-Pouce Coupe.
Dawson Creek-South Dawson.
Burr's Taxi, Princeton Princeton-Copper Mountain (via Allenby).
Canadian Coachways Ltd., Edmonton, Alta B.C.-Alberta  Boundary-Dawson Creek  (operates
from Grande Prairie, Alta.).
Canadian   National  Transportation  Ltd.,  Van-    Prince Rupert-Smithers (no local service between
couver Prince Rupert and Terrace).
Ernest R. Carlson, Burns Lake Burns Lake-Noralee (via Francois Lake and Col-
Central Cariboo Stages Co. Ltd., Quesnel Quesnel-Gardner's mill.
T. H. Chamings, Lumby Lumby-Vernon via Long Lake.
Chilliwack Bus Lines Ltd., Chilliwack Local bus service, Chilliwack.
Joseph Chizmar, Natal Michel-Spar wood via Natal.
Civic Transportation Co. Ltd., Kamloops Kamloops City bus service.
Kamloops-North Kamloops.
William H. Coats, Gabriola Island Gabriola Island.
Columbia Coachways Ltd., Penticton Local bus service, City of Penticton.
Columbia Stage Lines Ltd., New Westminster New Westminster-Port Moody.
New Westminster-Lake Como Road.
New Westminster-Como Lake.
New Westminster-intersection of Kaptey Road and
Montgomery Road (Coquitlam).
Neal Evans Transportation Co. Ltd., Shalalth Pioneer mine—Shalath.
Pioneer mine-Vancouver (request service).
Vivian May Ferguson, White Rock Local bus service at White Rock and to Crescent
The Greyhound Corporation, Seattle, Wash Vancouver, B.C.-International Boundary (operates
to Seattle, Wash.).
Hodgson Bros., Williams Lake Williams Lake-Alexis Creek.
J 49
Harold R. Johnston, Kelowna	
Kimberley City Service Co. Ltd., Kimberley..
Langley Bus Lines Ltd., Langley	
Name and Address of Operator Route
Hole & Clarke Transportation Co. Ltd., Coal    Coal Harbour—Port Hardy.
Interior Stages Ltd., Trail Trail-Rossland.
Trail-Nelson via Fruitvale and Salmo.
Also local bus service at Trail and to Warfield,
Shaver's Bench, and Sunningdale, East Trail and
Milligan Hill.
..Local bus service, Kimberley City and Chapman
Camp Village, also to Sullivan mine.
...Local  service  within  Langley  Municipality,  and
adjacent portions of Surrey and Matsqui Municipalities.
Lillooet Cartage Co. Ltd., Lillooet Lillooet-Lytton.
H. D. McCarthy, Penticton Naramata-Penticton.
Mary C. Magro, Cranbrook Cranbrook-Golden via Kimberley.
Maple Ridge Bus Service Ltd., Haney Various routes within the Municipality of Maple
W. G. Mattenley and H. J. Bradford, Little Fort-Little Fort-Bridge Lake.
Thomas E. and Anne A. Meena, Salmon Arm Salmon Arm-Canoe.
Salmon Arm-Silver Creek Church.
C. V. Morris, Smithers Smithers-Houston.
Herman S. Nielson, Riondel Riondel-Kootenay Bay.
George L. Niquidet, Williams Lake Horsefly-Williams Lake.
North River Coach Lines Ltd., Kamloops Kamloops-Birch Island.
Northern Stages Ltd., Prince George Prince George-Giscome.
Prince George-Summit Lake.
Prince George-National Defence project.
Local bus service in City of Prince George.
P. A. Noullet, d/b/a Jasper Park Tours, Jasper,    Jasper-Mount Robson (summer service).
O.K. Mission Stages Ltd., Okanagan Mission Kelowna-Okanagan Mission.
J. W. Pavle, Kelowna Kelowna-Rutland.
Kelowna-East Kelowna-South Kelowna.
Kelowna-Winfield-Okanagan Centre.
Hillary H. Place, Dog Creek -...Dog Creek-Williams Lake.
Powell River Stages Ltd., Westview Local bus service in Powell River and district.
Donald Revie, Cranbrook Cranbrook-Fort Steele.
Andrew C. Rutherford, Revelstoke Revelstoke-Arrowhead.
Revelstoke-Williamson Lake.
Clifford Scott, Mission Mission-Durieu-Mission.
Sechelt Motor Transport Ltd., Sechelt Vancouver-Garden Bay.
Gibsons-Roberts Creek Community Hall.
Gibsons-Gower Point.
Hopkins Landing-Gibsons.
Harold D. Singleton and Francis Bull, Tofino Tofino-Ucluelet.
Jack C. Smith, Ganges Ganges-Vesuvius Bay.
Ganges-Fernwood Wharf.
Speed Bros., Likely Likely-Williams Lake.
Likely-Keithley Creek.
Squamish Stages Ltd., Squamish Squamish-Cheekye.
Squamish-Britannia Beach.
Star Stages, Cranbrook Cranbrook-Kimberley.
Williams 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.
James S. Tofin, Ashcroft Ashcroft-Lillooet via Hat Creek and Pavilion. J 50
Name and Address of Operator
Triangle Stages, Fort St. James	
Vancouver Island Transportation Co. Ltd., Victoria
Vernon Bus Lines Ltd., Vernon..
Veteran Stages Ltd., Victoria	
Louis C. Vigna, d/b/a Riverview Coach Lines,
J. A. Wade, Quesnel.
Watson & Ash Transportation Co. Ltd., Royston..
Watson Island Stages Ltd., Prince Rupert	
West Vancouver-Corporation of the District of
Western Canadian Greyhound Lines Ltd., Calgary
The Wildwood Bus Ltd., Powell River..
Arthur G. Winter, Victoria	
.Fort St. James-Vanderhoof.
Fort St. James-Germansen Landing.
This company is licensed to give public passenger
service on all important main routes on Vancouver Island, with numerous local services, including service in City of Nanaimo and vicinity.
Local bus service in City of Vernon.
.Victoria-Thetis Lake.
Victoria-Goldstream Hotel.
Victoria-Happy Valley.
Albert Head-Metchosin.
Victoria-Belmont Park.
Kamloops- Valleyview.
Kamloops-Powers Addition.
Courtenay-Kye Bay.
Courtenay-Forbidden Plateau.
City of Courtenay.
Prince Rupert-Terrace.
West Bay (West Vancouver)-Vancouver.
Upper Levels (West Vancouver)-Vancouver.
British Pacific Properties-Vancouver.
Vancouver-Prince George.
Penticton-International Boundary near Osoyoos.
Cranbrook-Radium (summer service).
Vernon-Salmon Arm.
Princeton-Spences Bridge via Merritt.
..Wildwood-Powell River.
Name and Address of Operator
W. R. Anderson, Slocan City	
George S. Arnold, Oyama-
._Nelson-Slocan City.
Arrow Lakes Motor Freight & Garage, Nakusp Nakusp-Vernon via Fauquier and Lumby.
Robert N. Bailey, Penticton Penticton-Naramata.
Ralph Baxter, Fort Nelson..
Leslie Bazeley, Fort St. John	
George H. Bedard, Heffley Creek..
Herbert James Bing, Victoria	
W. E. and S. R. Bishop, Squamish..
Black's Motor Freight, Vancouver..
Blue Line Freight, Nelson	
Boothby Truck Line Ltd., Mission.
Paul Borsuk, Vanderhoof	
R. M. Bourdon, Fort St. John..
Boyd's Garage, Clinton-
British Yukon Navigation Co. Ltd., Whitehorse,
.Dawson Creek-Old Fort Nelson.
Dawson Creek to northern boundary of B.C. via
Alaska Highway (operates to Watson Lake,
Fort St. John-Hudson Hope.
Kamloops-Blucher Hall.
Heffley Creek-Knouff Lake.
Pears Road (Metchosin)-Victoria.
loco-New Westminster.
..Mission-Vancouver and New Westminster.
..Prince George-Burns Lake (express only).
Vanderhoof-Nechako Dam-site.
..Fort St. John-Dawson Creek.
..Clinton-Vancouver and New Westminster.
Dawson Creek to northern boundary of B.C. via
Alaska Highway (operates to Whitehorse, Y.T.).
J 51
Name and Address of Operator
Broadway Messenger & Low Dray Service, Vancouver
James A. Brown, Gabriola Island.
Vancouver-New Westminster and Fraser Mills.
Gabriola Island-Nanaimo.
Wilfred S. D. Brown, Salmon Arm Salmon Arm-Hayward's Corner.
Brown & Smith Ltd., Celista Celista-Anglemont.
Celista-Salmon Arm.
Bruce Motor Cartage Ltd., Vancouver Vancouver-New Westminster.
Carson's Truck Lines Ltd., Vancouver Vancouver-Prince George.
Cascade Motor Freight Lines Ltd., Penticton Penticton-Nelson.
T. H. Chamings, Lumby Lumby-Vernon (express only).
D. Chapman & Co. Ltd., Kelowna Kelowna-Penticton.
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).
Cordova Bay Freight (R. H. Holt), Victoria Victoria-Cordova Bay.
E. M. Cottrell, Hope Vancouver-Yale.
Country Freight Lines Ltd., Vancouver Vancouver-Kelowna via Spences Bridge and Merritt, or via Hope and Princeton  (serving also
Oliver and Osoyoos).
Kelsey Bay-Courtenay.
.New Denver-Sandon.
_North Vancouver-Vancouver (motor-cycle).
_ Cranbrook-Kimberley.
Cranbrook-Creston via Kingsgate.
_Skwaom Bay-Louis Creek.
..Harrison Lake and Agassiz-Chilliwack and Sardis.
Courtenay-Kelsey Bay Freight Ltd.,  Campbell
R. E. Crellin, New Denver	
Crosstown Carriers, Vancouver	
Arthur F. Currier, Trail	
T. E. Davies, Rossland	
Delta Freight Lines Ltd., Ladner..
Dench of Canada Ltd., Calgary, Alta...
John W. Dennery, Louis Creek..
T. and C. Edmondson, Agassiz_
Neal Evans Transportation Co. Ltd., Shalalth Pioneer mine-Shalalth.
Expressway Truck Lines Ltd., Vancouver..
Albert Fagg, Black Pines..
Ferguson's Transport Co., Vancouver-
Raymond J. Flaherty, Fawn..
Vancouver-Kelowna via Penticton.
.McLure-Kamloops via Westsyde and North Kamloops.
.Vancouver-Horseshoe Bay (West Vancouver).
Vancouver-Deep Cove (North Vancouver).
.93-Mile House-Bridge Lake Store.
William J. Fleming, Chilliwack Chilliwack-Vancouver.
Leonard S. Forry, Lavington Lumby-Cherryville.
Fraser Transfer Ltd., Vancouver Vancouver-New Westminster.
Mrs. N. Garrison, Princeton	
Cecil C. Golding, Ewings Landing-
William B. Grant, Oliver	
Arthur W. Green, Agassiz	
A. S. Gripich, Lardeau	
Haney-Hammond Motor Freight Ltd., Port Haney.
L. P. and N. L. Hansen, Sechelt	
Hodgson Bros., Williams Lake	
.Princeton-Copper Mountain via Allenby.
. Vernon-Fintry.
Osoyoos-Vancouver via Oliver and Penticton.
.Vancouver-Harrison Hot Springs and Agassiz.
.Williams Lake-Kleena Kleene.
Kleena Kleene-Tatlayoko Lake.
Kleena Kleene-Anahim Lake.
Coal Harbour-Port Hardy.
Houlden Transfer Ltd., North Vancouver Vancouver-Horseshoe Bay (West Vancouver).
Claude Huston, Williams Lake Quesnel-Williams Lake.
Roderick M. Inglis, Gibsons Vancouver-Gibsons.
Innis Service Ltd., Keremeos Keremeos-Penticton.
Interior Freightways (W. T. Hannah), Williams    Quesnel-Kelowna via Kamloops and Falkland.
Interior Truck Lines, Nelson Nelson-Salmo.
Invermere Contracting Co. Ltd., Invermere Cranbrook-Golden via Kimberley.
Hole & Clark Transportation  Co.  Ltd.,  Coal
Hope Freight Lines Ltd., Hope	 J 52 " MOTOR CARRIER ACT "
Name and Address of Operator Route
Island Freight Service Ltd., Victoria Various routes on Vancouver Island as described
in schedule of routes filed with Public Utilities
Peter and Annie Iwanik, Procter Procter-Nelson.
Gordon H. Jakel, Alexis Creek Alexis Creek-Williams Lake.
Lawrence Jefferson, Big Lake Williams Lake-Likely.
Johnson Transfer, Vanderhoof Prince George-Vanderhoof-Smithers.
Prince George-Hansard.
Kamloops-Okanagan Freight Lines Ltd., Kam-    Kamloops-Vernon via Falkland,
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-intersection of Sunnyside 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.
Thomas Edward Kinvig, Keithley P.O Williams Lake-Keithley Creek.
Ladner Transfer Ltd., Ladner Ladner-Vancouver via Ladner Ferry.
Ladner-New Westminster-Vancouver.
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-Fort St. James (serving also Nechako
Lillooet Cartage Co. Ltd., Lillooet Lillooet-Yalakom.
Lindsay's Cartage & Storage Ltd., Prince Rupert... Prince Rupert-Port Edward.
Prince Rupert-Terrace and Copper River.
Los Angeles-Seattle Motor Express, Inc., Van-    Vancouver-International   Boundary   (operates   to
couver Seattle and points south).
J. H. McAuliffe, Upper Hat Creek Ashcroft-Upper Hat Creek.
W. A. McCabe, Reid Lake Reid Lake-Prince George.
J. H. and J. McEwan, Sorrento Notch Hill-Anglemont.
Alec MacLean, Nelson Procter-Nelson.
Mabel Lake Resorts Ltd., Enderby Mabel Lake-Enderby.
Merritt-Salmon Arm Freight Lines Ltd., Kam-    Kamloops-Salmon Arm.
loops Kamloops-Merritt.
Millar & Brown Ltd., Cranbrook Kimberley and Cranbrook-Vancouver.
Joseph R. Miller, Nelson Nelson-Nakusp.
Mission City Freight Lines Ltd., Mission Vancouver-Mission.
George T. Morrison, Lumby Vernon-Mabel Lake Village and to south end of
Mabel Lake via Lumby.
Muir's Cartage Ltd., Vernon Vernon-Revelstoke-Arrowhead.
Nelson-Creston Transport, Nelson Nelson-Creston (and to Erickson when required).
George L. Niquidet, Williams Lake Williams Lake-Horsefly.
North American Trucking  & Distributing Co.    Dawson Creek-Fort Nelson.
Ltd., Dawson Creek Dawson   Creek   to   northern   boundary   of   B.C.
(operates to Whitehorse, Y.T.).
North River Coach Lines Ltd., Kamloops Kamloops-Vavenby.
Northern  Freighters   (C.  H. Blackburn),  Fort    Vanderhoof-Fort St. James-Germansen Landing.
St. James
Northern Freightways Ltd., Dawson Creek Dawson Creek to B.C.-Alberta Boundary (operates
to Grande Prairie and 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-Salmon Arm.
Olsen Transport Ltd., Fort St. John Fort St. John to B.C.-Alberta Boundary at Tupper
Creek (operates to Edmonton, Alta.).
Overland Freight Lines Ltd., Chilliwack Chilliwack-Vancouver. REPORT OF THE PUBLIC UTILITIES COMMISSION
J 53
Name and Address of Operator Route
Robert N. Oxtoby, New Westminster New   Westminster-Coquitlam   Municipality   lying
south of C.P.R. main line, and to Fraser Mills.
Pacific Inland Express Ltd., Vancouver Vancouver-International Boundary at Blaine, Wash.
(B.C. portion of service to Winnipeg, Man.).
Harold H. Perkins and H. R. Weaver, Buffalo    Exeter-Canim Lake.
A. G. Perry, Notch Hill Notch Hill-Sorrento.
Hillary H. Place, Dog Creek Dog Creek-Williams Lake.
Dog Creek-Ashcroft (when required).
H. R. L. and A. M. Potter, Oliver Oliver rural mail route (express).
Public Freightways Ltd., Vancouver Vancouver-Crescent Beach and White Rock.
Vancouver-Langley Prairie.
Vancouver-Pitt Meadows.
Vancouver-Hope and Princeton and extension to
Allenby and Copper Mountain.
. Fort St. John-Dawson Creek.
. Vancouver-Steveston.
Dawson Creek-Groundbirch,
..Deep Cove (Saanich)-Victoria.
Vancouver-International   Boundary   (operates   to
West Summerland-Penticton.
. Cranbrook-Golden.
North Pine-Dawson Creek.
. Ashcroft-Vancouver.
..Vancouver-Stave Falls.
.Pemberton-Wilson's gate.
Terminal Cartage Ltd., Vancouver Vancouver-New Westminster.
T. & H. Cariboo Transport Ltd., Vancouver Williams Lake-Vancouver.
Triangle Transport Ltd., Vancouver Vancouver-Lillooet via Lytton.
United Trucking & Storage Ltd., Trail Salmo-Trail via Fruitvale.
Vancouver-Alberta Freightlines Ltd., Vancouver-
Vancouver Island Transportation Co. Ltd., Victoria
Vancouver-Kamloops Freight Lines Ltd., Vancouver
J. A. and R. W. Wade, Quesnel	
Orlo Reid, Fort St. John	
Richmond Transfer, Vancouver	
Michael Ryan, Dawson Creek	
Saanich Freight Service, Sidney	
Scott & Peden Ltd., Victoria	
Seattle-Vancouver, B.C., Motor Freight (1946)
Ltd., Vancouver
Lloyd W. Shannon, West Summerland	
John B. Shibley, Cranbrook	
Sidney Freight Service Ltd., Sidney	
L. R. Stevenson, Langley Prairie	
John M. Stewart, North Pine	
Thomas H. Stewart, Ashcroft	
Stoltze Motor Freight, Vancouver	
R. H. E. Taylor, Pemberton..
.Vancouver-Crowsnest (serving Alberta points).
Courtenay-Kelsey Bay.
 Quesnel-Prince George.
Quesnel-Williams Lake.
West Coast Freight Ltd., Port Alberni Port Alberni-Nanaimo.
White Transport Co. Ltd., Vancouver-
Mrs. Janet P. Williamson, Fort St.
George D. Witte, Big Creek	
Yarrow Freight & Fuels Ltd., Yarrow..
..Vancouver-Kelowna   via   Kamloops   and  Salmon
Arm, or via Kamloops and Falkland.
Vancouver-Vernon via Hope, Princeton, Penticton,
and Kelowna.
Fort St. John-North Pine.
..Witte Ranch (5 miles westerly from Big Creek)-
Hanceville P.O.
Yarrow-Vancouver. J 54
Victoria-Patricia Bay Airport, V.I.
Campbell River-Comox Airport, V.I.
Courtenay-Comox Airport, V.I.
Nanaimo-Cassidy Airport, V.I.
Duncan and Ladysmith-Cassidy Airport, V.I.
Tofino and Ucluelet-Tofino Airport, V.I.
Port Hardy and Coal Harbour-Fort Rupert Airport, V.I.
Vancouver-Sea Island Airport.
North Kamloops, Kamloops and District-Fulton
Field Airport.
Penticton-Penticton Airport.
Kelowna-Penticton Airport.
Trail and Castlegar-Brilliant Airport.
Nelson-Brilliant Airport.
Cranbrook-Cranbrook Airport.
Kimberley-Cranbrook Airport.
Bralorne-Big Gunn Lake.
Quesnel-Quesnel Airport.
Prince George-Prince George Airport.
Vanderhoof-Vanderhoof Airport.
Smithers-Smithers Airport.
Terrace-Terrace Airport.
Terrace-Lakelse Air Base.
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 Queen's Most Excellent Majesty


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