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Railway Department PROVINCE OF BRITISH COLUMBIA ANNUAL REPORT Year Ended December 31st 1955 British Columbia. Legislative Assembly [1956]

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 Railway Department
Year Ended December 31st
Printed by Don McDiarmid, Printer to the Queen's Most Excellent Majesty
1956  To His Honour Frank Mackenzie Ross, C.M.G., M.C.,
Lieutenant-Governor of the Province of British Columbia.
May it please Your Honour:
I have the honour to present herewith the Annual Report of the operations and
activities of the Railway Department for the year ended December 31st, 1955.
Minister of Railways.
Victoria, B.C., January 31st, 1956. Victoria, B.C., December 31st, 1955.
The Honourable W. R. T. Chetwynd,
Minister of Railways, Victoria, B.C.
Sir,—I beg to submit herewith the Thirty-eighth Annual Report of the Railway
Department, covering the year 1955, together with Appendices.
Your obedient servant,
Deputy Minister. Report of the Railway Department
British Columbia has continued to expand industrially over the past few years, and
particularly during 1955. An increase in population and secondary industries has
naturally followed the industrial expansion throughout the Province, and consequently
the transport systems have been operating to full capacity.
Natural gas as a potential source of light, fuel, and energy has, in the past year,
introduced a new era in British Columbia, the reason being that tremendous natural-gas
and oil reserves have been discovered and developed in North-eastern British Columbia
and the adjacent territory in Alberta. Gas transmission-lines are under construction to
pipe the natural gas through British Columbia and into the United States, and various gas
utilities companies have made application under the " Pipe-lines Act" to supply various
cities and communities throughout British Columbia with natural gas. It is therefore
safe to predict that, within the next few years, industry and manufacturing in the lower
portion of British Columbia will grow tremendously due to this low-cost source of heat
and power.
It is also of consequence to note that during 1955 the Alcan project at Kitimat has
been enlarged, so that subsidiary industries are springing up around this source of cheap
water power. Transportation facilities in the Kitimat area are also being improved and
enlarged, and many miles of privately owned industrial road is being constructed.
Construction on the southern extension of the Pacific Great Eastern Railway, which
will be completed during 1956, has given impetus to development in the Squamish area.
(This is due not only to the railway extension connecting with Vancouver, but also to the
parallel highway which is being constructed by the Government. Here again is a case
where improved transportation facilities are building up a valuable area which remained
(stagnant for many years, and it is safe to predict that families will live in suburban
Squamish and motor to work in Vancouver. Conversely, people working in Squamish
will live in Vancouver, so that in a few years Squamish will be almost a suburb of
Vancouver, and the Squamish Valley will develop as well as the Garibaldi Park area.
The long-talked-of northern extension of the Pacific Great Eastern Railway from
Quesnel to the Peace River is at last an actuality. It is no longer in the talking stage.
During 1955, 145 miles of grade was under construction north of Prince George, the line
was surveyed through to Dawson Creek and Fort St. John, and contracts are to be let
during 1956 for completion of the railway. This has shown a marked impetus in progress
in the Peace River area, as towns are developing rapidly in anticipation of the new rail
connection. Most people of British Columbia do not realize that Dawson Creek is the
largest grain-shipping centre in Canada, and with the new rail connection to Vancouver
the outlet of this grain to the coast will mark a new era in the development of the Province.
The Railway Department has continued to keep pace with fast-changing conditions.
During 1955 inspection was extended to logging-trucks and oil pipe-lines. Field work
and office work of the Department's staff have been overtaxed during 1955, but there has
been no increase in staff during the year. The Inspection Department in Vancouver
consists of R. E. Swanson, Chief Inspector; W. E. Tyler, Inspector; J. H. Carmichael,
Inspector; W. F. Thomas, Inspector; and Miss Ruby McColl, clerk-stenographer; while
in the Victoria office there is a Chief Draughtsman, Arthur Shaw, and secretarial stenographer, Mrs. B. White. It is expected, however, that in future it might be necessary to
increase the staff both in the Vancouver and Victoria offices of the Department as the
Department will be forced to cope with the unprecedented expansion which is at the
present time taking place throughout British Columbia. DD 6
Victoria and Sidney Railway, February, 1912. Engine No. 1 with the
crew: Bill Walker, A. J. A. Lacoursiere, Cliff Ferguson, H. Shade, Hindu
freight helper, R. Peterkin, R. Mellado, Mr. lenkins, D. Laird. RAILWAY DEPARTMENT,  1955 DD 7
By R. D. Harvey, Q.C.
With Technical Data and Photographs Supplied from the Collection of George Hearn,
Victoria Model Railway Club
In presenting the following history of abandoned railways which at one time ran
between Victoria and Sidney, B.C., it is hoped that an historical document will be preserved. Mr. Harvey's pen has been dipped deep into the ink-well of nostalgia so that
one again lives in those swashbuckling days of handle-bar moustaches and big diamond
smoke-stacks, when the sobbing and plaintive cry of a steam-locomotive's whistle echoed
across the Saanich Peninsula, when people went on picnics and enjoyed themselves to the
fullest, and when people rode in wooden coaches behind an old wood-burning locomotive
and marvelled at the progress of the age in which they lived.
Following is the story of an era when the mail contract paid $250 per year to carry
the mail once a week between Victoria and Sidney by stage-coach, and in 1895, by the
evolution of progress and inflation, the V. & S. Railway got $460.64 per annum for the
daily contract! It is to be remembered in those days the agricultural area of Saanich was
a land of big timber and logging camps which was gradually changed to what we know
to-day by the advent of the " Cordwood Limited."
The reader will appreciate the tenacity of the enthusiastic rail fan Mr. George Hearn,
who has walked every inch of the old abandoned right-of-way to collect photographs and
data. He has compiled authentic information on the locomotives and rolling-stock, and
the men who ran the trains. He has even found a few of the old spikes which held the
rusty old rail to the rickety old ties. This, then, is not a story: it is a true record of an
era which has passed on, but in passing has paved the highways and airports so as to
make possible the transportation systems and the civilization we enjoy to-day.—Robert E.
The Victoria and Sidney Railway
The most historic means of transportation from Victoria to North Saanich was the
Victoria and Sidney Railway, which was incorporated on the 23rd day of April, 1892,
and the company was authorized to construct, maintain, and operate a line of railway
from the City of Victoria to the townsite of Sidney, and also " to construct and operate
telegraph and telephone lines along the said line of railway; also to construct wharves,
docks, elevators, dock-yards, ships and piers, warehouses, etc., as might be necessary to
carry on the business of the company."
The provisional directors of the company included Julius and Henry Brethour, well-
known pioneers of North Saanich, and Robert Irving, of Victoria.
Apparently the route must have been under considerable discussion. At one time
it appears that it was under consideration to use what is now Shelbourne Street as the
exit from Victoria and to proceed roughly via the west side of Mount Douglas, then known
as Cedar Hill, thence inland to what is now approximately Saanichton, and thence to
Sidney. However, this route was abandoned in favour of proceeding direct to Royal Oak,
thence to Beaver and Elk Lakes (the line followed the western shores of each), thence
to what is now known as Keating, Saanichton, and finally to Sidney.
Originally the Victoria terminus of the railway was at or near Hillside Avenue, and
the miles of route then operated was 15.97.   This became known as Station No. 1.
It would appear that the builders of the railway, who will hereinafter be mentioned,
were rather anxious to make a connection with the Esquimalt & Nanaimo Railway, and
it would seem that they were endeavouring to sell the railway to the Canadian Pacific
Railway, which would probably account for the fact that on May 14th, 1894, before DD 8 BRITISH COLUMBIA
the railway was actually in operation, a trial run was made on which President Van
Home, of the Canadian Pacific Railway, and Superintendent Abbot and Chief Engineer
Paterson, of the same company, were taken over the V. & S. to Sidney and return, and
the run to Sidney was made in twenty-six minutes from the Hillside terminus. Mr. White
assures me that this is an accurate statement of the time, and, of course, he is in the best
position to know. It must certainly have been an almost non-stop operation, and some
consideration must have been given to the safety of the important passengers who were
the guests of the company.
Prominent Figure
The most prominent figure connected with the construction of the V. & S. was the
late T. W. Paterson, who was later Liberal member for the Islands constituency in the
Legislature (which then included, as I think it should now, the North Saanich Peninsula)
and Lieutenant-Governor of the Province. Before the railway was actually completed,
no one could be found to operate it, and Mr. Paterson undertook the task. In the meantime there had appeared in the issue of the Colonist dated April 14th, 1893, an article
concerning the construction of the railway, which was headed " The Road Has Changed
Hands and Will Be Ready for Operation by Fall," and then there is the first mention of a
connection with the mainland under the heading " Mainland and Island Connections in
Prospect—A Direct Ferry to Be Established."
The article went on to state that contracts for the completion of the construction
would, in all probability, be awarded, and by the following fall it was hoped that the
railway would be in operation. The Colonist went on to state that " whatever difficulties
have kept the project at a standstill have disappeared with a complete change in the
ownership of the charter, which has now passed into the hands of men well able to carry
the work to completion and anxious to do so as soon as possible. For personal reasons
the new owners' names do not appear, but they admit the purchase and state that all will
be made public in due time. One gentleman, already prominently identified with railway
enterprise (who turned out to be A. B. Guthrie), has a half interest in the new concern.
Speaking with a representative of the Colonist, he said it was the intention of the purchasers to let the contract at once, provided the tenders received were satisfactory, and
to have work vigorously prosecuted.
" ' Unless,' he said, ' something quite unforeseen happens, trains will be running by
next fall. I cannot tell you anything about the running arrangements. These have not
yet been made. If, however, they should be in connection with the E. & N. Railway, I
think it would be in the best interests of the City of Victoria and of all concerned. When
the road is in running order it will undoubtedly make direct ferry connection with the
mainland, thus ensuring a saving both in time of travel and the cost of freighting.' "
Then Alderman McKillican, one of the committee of the Victoria City Council concerned with the matter, is quoted as stating: "I know the purchasers," he said, " and
have every confidence in them as men of enterprise and ability to build the road. I think
they are bound to provide direct connection with the mainland in their own interests, as
the merely local traffic could not be expected to pay much; and they are, I believe, quite
confident as to the outcome of their enterprise."
Then in the Colonist of July 3rd, 1893, is an interesting account of progress and
construction under the heading " The Victoria and Sidney Railway Construction Being
Pushed Ahead Rapidly." The Colonist stated: " When the promise or statement was
made a few months ago that by the middle of November there would be trains running
on the Victoria and Sidney Railway, there were many who shook their heads and had
doubts about it; but if the present rate of construction is kept up for the next two months RAILWAY DEPARTMENT,  1955 DD 9
and there is every indication that it will be, there is no reason why the first train should
not start on time as expected.
" Work having been commenced from the Sidney end of the line, there is not very
much known in the city of what has been done. A little party was out yesterday inspecting, however, and has seen the results of the work so far. The line from Sidney toward
Victoria, as far as Elk Lake, is all graded, and about one hundred eighty men are on the
job, so that every day the camp gets a little nearer to town. From Sidney to where the
camp was yesterday there has not been much heavy work, but from there in to Victoria
the difficulties to be overcome are a trifle greater, the grades being somewhat heavier.
The end of the track at Sidney is just opposite the new sawmill, which has been erected
by John White (uncle to J. J. White) and his associates. The line runs for a considerable
distance along the sea shore, and is very advantageously located. In places there is a
good deal of heavy timber, but the chief obstructions have been overcome by long curves
around them. The ship which brings the rails from England is expected next month at
Sidney, where she will go to the wharf and discharge, and the work of laying the iron
will commence from that end."
According to the Victoria Daily Times, the ship in question, the " Rathdown," was,
on September 11th, 1893, at Sidney with a cargo of rails for the V. & S.
Sidney Mill
A word or two about the Sidney mill, which was Sidney's first important industry.
J. J. White gives some interesting information with regard to this important undertaking,
namely: " My uncle, John White, who represented a Federal riding in Ontario, a faithful
follower of Sir John A. Macdonald, was defeated after serving more than two decades,
and was at loose ends when a newly formed company known as the Toronto and British
Columbia Lumber Company thought they could use his knowledge in dealing with governments and that knowledge could be used to advantage in securing timber units for
them in British Columbia.
" Uncle White, consulting with one of the departments, met a Civil Servant who was
a friend of the Brethour family and more particularly Julius, who was a power at that time
in the political field, and who, in partnership with his brother Henry and others, were
instrumental in founding the townsite of Sidney. The Civil Servant introduced my uncle
to Julius and was successful in interesting him in constructing a lumber-mill in Sidney,
and assured him that a railway would be constructed, which would enable the company
to ship their lumber to Victoria consumers, and also said the mill would probably secure
the contract for the ties, fence lumber, etc. (for the railway).
" To induce its construction the Brethours gave to the mill company several acres of
land and also a number of acres to the railway. This property covered the entire water-
frontage of three of the five farms of the Brethour families—the law of the Province in
1891-92 compelled holders of timber units to construct mills of a stated capacity per
thousand feet of cut per day for a stated number of acres held. There was nothing in the
Act compelling the holder to operate the mill. This was changed at the suggestion of my
uncle that the holders pay an annual fee per acre. The fee was set, I think, at 10 cents
per acre.
"However, my uncle secured the contract for timber to be used by the railway—$10
for rough and $12 for dressed. He leased the mill for the company and placed me in
charge. My knowledge was confined to seeing log drives down a river near my former
home in Ontario and at a time when they would cut anything that would move—we both
got by through employing men who did understand. I was the first agent for the railway
at Sidney and Samuel Brethour was the first agent in Victoria." DD  10
V. & S. Engine No. 1 at Sidney on August 12th, 1914.   This engine, built in 1892 by Canadian
Locomotive Company, ran on the Victoria and Sidney Railway until abandonment in 1919.
V. & S. Great Northern Engine No. 290 at Sidney.   Returned to Great Northern
in 1919 when line was abandoned. RAILWAY DEPARTMENT,  1955 DD  11
First Train
On May 12th, 1894, the Colonist has this to say: "A number of pleasure loving
citizens took advantage of the first train over the Victoria & Sidney Railroad to attend the
annual ball of the North and South Saanich Agricultural Association, held last night.
The train left Tolmie Avenue about 7 o'clock in the evening, making the run in good
shape. The ball was a very successful affair, and ranks well with past similar ones held
by this association. The weather proving all that could be desired added materially to the
pleasure and comfort of the visitors. The various committees had their work well in hand
and the comfort of all guests was made the matter of careful and successful solicitation."
Then on June 3rd, 1894, the following appeared in the Colonist: "At the invitation
of Messrs. Paterson and Riley [later a senator], the initial excursion and informal opening
of the Victoria & Sidney line took place yesterday afternoon. The locomotive and train,
decorated with bunting and flowers, started from Third Avenue (Station No. 1) at 1.30
p.m., making the entire run inside of 30 minutes. The park reserve at Sidney was thrown
open to the guests and a sumptuous repast was spread. Dancing on the spacious platform,
boating and other amusements, were also indulged in, the party returning at 9 p.m., and
on arrival at the Victoria terminus three hearty cheers were given (in response to the call
of Mr. Yates) for Mr. and Mrs. Paterson and Mr. and Mrs. Riley, and the delighted
excursionists were, thanks to the tramcar officials, met at the Saanich road by cars in
waiting for the party (such an action was typical of these good old days). A general
opinion prevailed that Sidney and its neighborhood will be the coming picnic ground for
Victoria, the pine [we used to call fir ' pine' in those days] reserved by the railway
company for park and pleasure grounds [an indication of foresight by the railway company] affording a most delightful and shady retreat, being in all respects perfection for
picnic parties."
Important Centre
On April 5th, 1896, the Colonist has this to say: "A very valuable addition was
made to the transportation facilities of Victoria in August, 1894, when the Victoria &
Sidney Railway was first put in operation. This road runs between Victoria and Sidney,
a distance of I6V2 miles, the intermediate stations being Royal Oak and Saanichton.
Sidney is splendidly located on the coast of the island in the centre of a fine timber
section, and is destined to be an important lumber centre, there being a large sawmill
already established there. From Sidney steamers are run among the neighbouring islands
and to the coast. In April, 1895, the Victoria & Sidney Railway company took possession of the road. This company is incorporated under British Columbia laws, with a
large, paid-up capital [for those days no doubt], and the officers are: president, P. C.
Dunlevy; vice-president, Julius Brethour; general manager, T. W. Paterson. Both passengers and freight are carried on the road, and two trains run daily each way, leaving
Victoria at 7 a.m. and 4 p.m. daily, except on Saturdays and Sundays, when they leave
at 7 a.m. and 2 p.m. The rolling stock of the company is of thoroughly modern construction and design, and every comfort and convenience is provided for passengers.
The building of the railway is doing a great deal to open up the facilities through which
it passes by supplying the most direct shipping facilities to and from Victoria, and making the interests of the residents of this district one with those of our city. Sidney's
picturesque location and the beauty of the scenery lying around about it make it a
delightful spot for outings, and already the people of Victoria have added it to the many
attractive spots surrounding our city, and the trains, during the summer months, carry
large parties of pleasure-seekers. The officers of the company are all men of prominence
in Victoria, and their names are the strongest guarantee of the able and reliable management of the Victoria & Sidney Railway. Mr. Dunlevy [an American, I believe] resides
in Victoria. He is a capitalist, and has extensive mining and other interests. Julius
Brethour lives in Sidney, and also is widely known.   Mr. Paterson, the manager, is also DD  12 BRITISH COLUMBIA
an influential citizen of Victoria. He was formerly public works contractor here for
some years.   His business ability is doing much to further the prosperity of the road."
The Great Northern Railway acquired control of the V. & S. in 1902 through the
acquisition of its outstanding capital stock. To provide funds for the construction of
this railway, 5 per cent mortgage bonds dated September 1st, 1892, maturing September
1st, 1917, in the amount of $300,000 were issued. The payment of interest was guaranteed by the Province of British Columbia and the City of Victoria. The company,
which had become a subsidiary of the Great Northern Railway, was unable to pay the
interest as it became due, and the guarantors were obliged to meet the obligation. Eventually the interest paid by the Province and the city covered amounts accruing due from
March 1st, 1893, to March 1st, 1913, inclusive.
However, in the meantime the railway was running and was the chief means of
transportation between Victoria and the North Saanich Peninsula, and even though it
was subsidized as above mentioned by the Provincial and municipal governments referred
to, it was a worth-while investment in the future development of what is now the rich
and prosperous Saanich Peninsula. The railway continued to run under a receivership
from 1913 until it was finally wound up in 1922.
Andrew F. Forbes
The most colourful personality in connection with the operation of the Victoria and
Sidney Railway was its first conductor, Andrew Fraser Forbes, who came to Canada at
the age of 18 from Scotland. Andrew Forbes was born in 1864 and died on Christmas
Day, 1916. He worked on construction of the Canadian Pacific through the Rockies
in 1886 and was one of their first conductors, running between Kamloops and Revelstoke.
In 1890 he left the Canadian Pacific to work on the construction of the Shuswap
and Okanagan Railway (later to be acquired by the Canadian Pacific Railway) with the
late Messrs. Paterson and Riley. At Mr. Paterson's request he joined the V. & S. and
was conductor on that line when it opened in 1894. He retired from the railway in
1913, when he was succeeded as senior conductor by Herman Shade, now of Sidney.
He was market superintendent at Victoria until his death. The first engineer was Dave
As has been stated, the first southern terminus of the railway was in the vicinity of
Hillside Avenue, but it was later brought into the centre of the city and had its terminal
behind the present market and fire-hall. This was known as Station No. 2, and at this
point it came very near to making a connection with the Esquimalt and Nanaimo Railway, but to the best of my knowledge this was not achieved, and for a time the V. & S.
and E. & N. ran in opposition in this respect that both railways solicited patronage for
passengers and freight from Victoria to Nanaimo, as has been previously mentioned.
Later the terminus was moved up to Blanshard Street, near what is now Arena Way, and
this has been referred to as Station No. 3.
While technical details may not be of interest to all your readers, Mr. Hearn has
supplied me with information regarding the locomotives which were used in the operation of the V. & S., and I think some mention should be made of them. The first was
No. 1—2-6-0, received new from the Canadian Locomotive Works in Kingston, Ont., in
1892. This locomotive continued in service until it was finally disposed of to the United
Engineers in Vancouver in or about the year 1919. No. 2—4-4-0 was received second
hand from the Canadian Pacific, who had used it in construction in the Kootenays. This
locomotive, too, was built by the Canadian Locomotive Works, but was not satisfactory
and was scrapped in the early 1900's. No. 3—4-4-0, which I remember along with No.
1, was purchased from the Victoria Lumber and Manufacturing Company about 1900. RAILWAY DEPARTMENT,  1955
DD  13
Then at a later date the V. & S. received a Great Northern Locomotive, No. 4—4-4-0.
This was received by the V. & S. merely on loan and, proving unsatisfactory, was presumably returned. It was replaced by another Great Northern locomotive, No. 290—■
4-4-0, and finally from the same source No. 2301, a gas-car originally operated between
Buffalo, Rochester, and Pittsburgh. This gas-car proved quite satisfactory, and its use
was, I think, brought about by the completion of the B.C. Electric, which was now in
operation between Victoria and Deep Cove.
I have had supplied me a time schedule of the gas-electric motor car services provided at this time. It is dated November 16th, 1913, and is advertised as providing a
service from Victoria to Rogers Crossing, Royal Oak, Beaver Lake, Elk Lake, Keating,
Saanichton, Mount Baker Park, the Experimental Farm, and Sidney. The service proved
both popular and satisfactory. It provided for a daily service, except Sunday, between
Victoria and Sidney, the first train leaving Victoria at 8 a.m. and arriving at Sidney at
9 a.m., and then leaving Sidney at 9.15 a.m. and arriving at Victoria at 10.15 a.m. The
second train left Victoria at 10.45 a.m. and arrived at Sidney at 11.45 a.m., and returning left Sidney at 1 p.m. and arrived at Victoria at 2 p.m. The third trip, which was
daily, left Victoria at 5 p.m. and arrived at Sidney at 6 p.m., and left Sidney at 6.15 p.m.
and arrived at Victoria at 7.15 p.m.
The Sunday train left Victoria at 10 a.m. and arrived at Sidney at 11 a.m., returning
to Victoria at 1 p.m. There could be no complaint about this service, and the Sunday
service included, of course, the daily third trip above mentioned.
First Payroll
Through the courtesy of the Great Northern Railway Public Relations Branch, the
following is a payroll of the conductors, trainmen, engineers, firemen, and others employed by the company, which I have been able to trace from May, 1903, to June, 1918.
Perhaps some of your old-time readers may be able to give earlier and later lists of
personnel. The first payroll was as follows (incidentally I have not been advised what
salaries were paid), namely: A. F. Forbes, conductor; George Parsons, brakeman;
Herman H. Shade, brakeman; F. J. Andrews, brakeman; A. J. Jones, brakeman; Thomas
Brownley, brakeman; F. Carpenter, brakeman; D. M. Hasker, engineer; John Walton,
fireman and wiper; George Walton, engineer and fireman; E. G. Hasker, fireman and
wiper; and C. Irvine, wiper. Then the 1918 list gave the names of: Herman H. Shade,
conductor; W. C. Bates, brakeman and fireman; C. Ching, coach-cleaner; John Walton,
engineer; George Walton, engineer and handy-man; J. Frank, fireman; and William
Walker, engineer.
The personalities named were well known to the travelling public and were universally popular, and the operation of the railway can be said to have been such that would
be difficult to find nowadays anywhere. The atmosphere of the trains back and forth
is reminiscent of the train to " Mariposa," described by Stephen Leacock in his " Sunshine Sketches of a Little Town." As an example of what I mean, British Columbia
Police ex-Assistant Commissioner Bob Owens, in an article printed lately in the Colonist,
recalls that as a boy he was rewarded for assisting in the handling of cordwood by riding
in the cab and blowing the whistle and no doubt, I expect, ringing the bell.
Some years ago, Gus Sivertz, in his column in one of the Victoria newspapers, wrote
reminiscently of " The Cordwood Limited of the V. & S." As these reminiscences are
of interest, I quote from them in part as follows:—
"... I cannot forget the old V. & S. Railway built, I believe, by Jim Hill as
part of his Great Northern system. It ran, you will remember, from a station on Fisgard
Street, next to the old firehall, to Sidney, whence passengers were carried by ferry to Fort
Guichon, on the Fraser just below Ladner.   There a branch of the G.N. took them to DD  14
V. & S. Engine No. 3 at Sidney, date unknown.   This engine lay derelict at Sidney for years
after the line was abandoned in 1919.
V. & S. Engine No. 1 awaiting meet with gas-car at the Elk Lake passing-track. RAILWAY DEPARTMENT,  1955
DD  15
Colebrook station near Cloverdale on the main line [of the G.N.]. . . . This doughty
old wood-burner we naturally called the ' Cordwood Limited' because it would stop
near Elk Lake and pile on loads of cordwood while passengers waited with what patience
they could muster.
" There must be few Victorians, indeed, who do not have pleasant memories of
picnics at Bazan Bay and Sidney at which every carriage of the old Cordwood Limited
would be simply bulging with passengers and food hampers.
"And they must certainly remember what a time the train would have in starting
up again after a stop at Royal Oak. There was a slight grade here and often I have
waited 10 minutes while the train backed and rushed—backed and rushed—coughing
and slipping on the polished rails.
" Men who knew her habits would refresh themselves at the nearby Royal Oak
Hotel, knowing they could always run through the fields and swing aboard before the
Cordwood Limited gathered too much speed."
An Institution
And then Mr. Sivertz has this to say about Andy Forbes:—
"Amiable Andy.—Andy Forbes was the conductor of the V. & S. when I knew it
and by that time he had become an institution in Saanich, carrying out shopping commissions for farmers' wives, stopping his train between stations to accommodate a
breathless passenger who left the farmhouse too late to reach the station.
"And scores of hunters must remember Andy's amiability in pulling the signal cord
at any point on the right-of-way which suited some friend's purpose.
" Once, on a return trip from Sidney, when we were going great guns just past Elk
Lake on a slight downgrade the old Cordwood Limited threw her piston rod far into the
woods and careened wildly along the track until the engineer could stop her.
"A group of us—all youngsters—had a grand time picking blackberries for an hour
or more while the train crew searched the woods for their lost piston rod and finally fitted
it in place."
Those Good Days
That certainly was the atmosphere of the good old days of our youth! Many amusing
things will be recalled. On one evening return trip to Victoria two inebriates boarded the
train at Saanichton, but as this was long before vista domes came into fashion, they preferred to ride on the roof of the end carriage. The whole train crew was unable to get
them to come down and eventually proceeded to town with them remaining happily on
the roof. I do not recall whether Andy succeeded in collecting the fare, but they had
disappeared shortly after we had reached Hillside.
Before leaving the V. & S., some further remarks may be of interest. I find, according to notes prepared by Miss Elizabeth Forbes, that the plan to build the road was in part
a measure of relief to the people of Victoria and vicinity. The community was suffering
from an outbreak of smallpox and was under quarantine for a considerable time. To
relieve the poverty somewhat and at the same time open up the territory known as the
Saanich Peninsula, the idea of the railway was brought forth.
Miss Forbes also notes that, except for a short period during the World War, the
fuel burned on the locomotives was wood, purchased from the settlers. This served to
help them over many a rough spot and, together with the road, had a material influence
in building up a very prosperous community. The railroad had a joint tariff with the
Great Northern Railway and handled through freight, while the Island shipments were
mostly wood (and, I think, dairy products) into Victoria and way freight to points along
the line.    (With the direct connection with the Mainland by way of transfer ferry, there DD  16 BRITISH COLUMBIA
was inaugurated in that connection, so I am told, an equality of terminal rates between
Victoria and Vancouver.)
Conceived as it was, the old Victoria and Sidney Railway naturally became more or
less a factor in the Provincial politics, and many a weighty discussion raged about the
" defenceless orphan whose existence was a struggle with poverty."
As Miss Forbes points out, there are many old-timers now residing in Victoria who
received employment on the road and look nostalgically back on the days when the V. & S.
was in full operation as do those who travelled by train.
B.C. Electric
The next main development in transportation serving the area was the construction
and operation of the B.C. Electric's Saanich Interurban, with reference to which I am
indebted to R. B. Mathews, executive assistant to the vice-president at Victoria, for the
information that has been given me, and there is really very little to add to what I have
obtained from him in that respect.
From 1910 to 1912 there was a great boom development throughout the Province,
and particularly in and about Greater Victoria and the Saanich Peninsula. The roads
had not yet been developed to any great extent, and people still thought in terms of railways, failing to realize how soon it would be when the roads which were in the process
of being developed would provide the stiffest kind of competition to railways, particularly
as far as short hauls were concerned, both with reference to passengers and freight.
In May, 1910, the directors of the British Columbia Electric Railway Company,
Limited, approved the construction of an interurban electric railway to run from Victoria
through the Saanich Peninsula to Deep Cove at an estimated cost of $500,000. This
estimate was nearly twice the cost of the V. & S., and the actual cost was probably even
In June, 1910, two survey parties were placed in the field to establish the route of
the railway—one party at Royal Oak and another near Mount Douglas. Three lines were
run—one along the east coast, one through the centre, and a third along the west coast—■
in order to select the best possible route. It will be noted that one of the original exits
considered by the V. & S. from the city via Shelbourne Street was considered as the continuation via the east coast later adopted by the Canadian Northern Pacific.
In November, 1910, the route was finally decided; namely, via Burnside Road from
Douglas to a point near Rowlands' farm, thence across country with stations at Tillicum,
Strawberry Vale, and Wilkinson Road to the West Saanich Road, thence to Tod Inlet via
Heal's Rifle Range, Sluggett, Saanichton, and finally to Deep Cove.
In September, 1911, the contract for the first 18 miles was let to Messrs. Moore and
Pethick. By July, 1912, the whole right-of-way was cleared, grading completed, and the
work of track-laying begun.
Official Opening
On June 18th, 1913, the B.C. Electric's Saanich Interurban line was officially opened
by an appropriate ceremony. One hundred guests of the company made the trip from
Victoria to Deep Cove. The train left the Douglas Street depot, behind the former
display office of the B.C. Electric, at 11.25 a.m., with no stops being made en route.
Deep Cove was reached at 12.30 p.m. Considering this to be in 1913 and not 1894,
when the V. & S. made its first run, one would have expected the trip to have taken less
On alighting at Deep Cove the party gathered around the then Premier, Sir Richard
McBride, who performed the ceremony of driving the last spike. A. T. Goward, local
manager of the company, placed the silver spike in position, and Sir Richard drove it
home with a brand-new sledge-hammer. The inscription on the silver spike read: " Last
spike in the Saanich extension of the B.C. Electric driven in by the Hon. Sir Richard RAILWAY DEPARTMENT,  1955
DD  17
McBride, K.C.M.G., Prime Minister of British Columbia, June 18, 1913." (I wonder
what happened to the last spike.) Among the many guests were Lieutenant-Governor
Paterson (whose thoughts on this occasion must have been interesting), members of the
Legislature, civic and municipal officials.
In the Red
The operation was never a success financially, and by 1923 the railway was badly
in the red. It became increasingly apparent that there was simply not the population
along the route of the line to make it profitable, having regard to competition that was
continuing to increase.
By July, 1923, closure of the Saanich Interurban seemed to be inevitable. A meeting
between the company and representatives of the Chamber of Commerce, the City Council,
and the Saanich Council was held, at which various proposals were put forward to preserve the line. After a lengthy meeting a solution was not evident. The major problem
appeared to be the competition from the bus services which had been established along
the peninsula. Reeve Watson, of Saanich, explained it would be difficult, if not impossible, to stop buses running in Saanich, and one wonders now, being wise after the event,
why the B.C. Electric did not then and there interest itself in the operation of buses. It
was many years later, I think, that they gave any consideration to buses, and then more
or less limited the operation of the same to cities and municipalities.
In September, 1924, the decision was reached to discontinue the operation of the
railway at the end of October. The announcement caused great concern throughout
Victoria and Saanich. The company pointed out that it had done everything possible to
keep the line operating by introducing one-man cars, weekly passes, etc. The regular
type of interurban cars had in the meantime been replaced with two city trams, Nos. 22
and 23, which had previously operated on the Willows route in Victoria, and which
many will well recall. These cars were exceedingly well built and, unlike others in operation by the B.C. Electric in its city transit service, had been built in Ottawa by the Ottawa
Car and Foundry Company. I imagine that the B.C. Electric had some difficulty with the
Board of Railway Commissioners on the question of one-man cars, as their operation was
under the authority of that body. I imagine as well they might have had some difficulty
with the Brotherhood of Railway Employees, who would naturally be against such an
operation in what was in fact an interurban service.   It is my recollection that they did.
Tracks Lifted
However, even these services came to an end, and in the spring of 1925 the tracks
were lifted and the overhead trolley dismantled.
Company officials concerned with the construction and operation of the Saanich
Interurban Railway were A. T. Goward, general manager; G. M. Tripp, general superintendent; F. D. Picken, superintendent of interurban lines; H. Gibson, traffic superintendent; and S. J. Halls, manager, light and power department.
It was about this time that the electric-power sub-station was installed near Brentwood. The Interurban did not compete to a very great extent with the operation of the
V. & S. It ran well to the western side of the peninsula, but it did bring people closer to
Swartz Bay, which was contemplated at one time as being the terminus, instead of Deep
Cove. As it turned out, however, Mallowmot was the station closest to Swartz Bay, and
people living in the nearer islands began to use this means of transportation, so that there
was some degree of competition between the two railways. I imagine that Swartz Bay
was considered with a view to having a connecting-link by ferry from that point to the
Mainland. I well recall my father telling me that the late Captain Troup, the manager
of the B.C. Coast Service, was always in favour of such a link. DD  18
V. & S. freight departing for Sidney after meet with gas-car at Elk Lake.
CN. Caboose No. 0244, known as the " Bobber," is clearing the switch.
V. & S. Engine No. 1, all puffed out of steam, water, and cordwood after arriving at
Sidney Station on August 12th, 1914, with a freight drag from Victoria. RAILWAY DEPARTMENT,  1955 DD 19
The decision, I believe, was finally influenced by the real-estate development in and
around Deep Cove, and Deep Cove owes its important development as a residential area
largely to the fact that the B.C. Electric decided to place its terminus there, and the Chalet,
I believe, was originally a B.C. Electric concession. Later when the " Island Princess "
took over the Gulf Islands route, her winter terminus was Deep Cove and the B.C. Elec-
tric-C.P.R. connection was therefore finally to some extent carried out.
Flying Saucers
One recollection this writer can add may perhaps be considered amusing. Following
my enlistment in 1916 in the 50th Gordon Highlanders I was stationed for a time on
guard duty at Signal Hill at Esquimalt, and one night on sentry duty I noticed flashes in
the north-eastern sky which were duly entered in the Guard Report, and for several nights
thereafter General Leckie, the district officer commanding, and his staff came and watched
this mysterious phenomenon which occurred regularly at the same time each night. To
understand the interest in such a matter, one must recall that at that time everyone was
talking about German spies and mysterious signals, but it turned out only to be the last
train from Deep Cove which arrived at the Victoria depot about 10 p.m. As is well
known, the trolley from an electric train or car throws off sparks or flashes.
End of the Line
The Victoria Daily Times, in its issue of October 31st, 1924, records the termination
of the B.C. Electric service and sums up the situation very accurately as follows:—
After Eleven and a Half Years
Interurban Electric Line
The passing of an institution will be marked by the departure at 11.30 o'clock of the last train
on the Saanich interurban division of the B.C. Electric Railway.   When it returns from that last
journey to Saanichton at 1.15 tomorrow morning the line will be closed down.   .   .   .
Canadian Northern Pacific Railway
Having been unable to obtain information regarding the Canadian Northern Pacific
line from any Canadian National Railways source, it has been necessary for me to fall
back on the services of the Provincial Library for any detailed information. Added to
this, I received an interesting contribution from F. M. Boston, R.R. 1, Sidney, who wrote
me last June he was in his eightieth year.
In 1915 the C.N.R.
The Canadian Northern Pacific Railway, North Saanich Extension, was commenced
in 1915.   Mr. Boston writes:—
"About the first week in January, 1915, I came from Vancouver with a C.P.R. tug
and barge and our equipment—engine, outfit cars, and flat cars. The captain was not
very well acquainted with the waters in this particular locality. It was night and he
anchored in Deep Cove for the night and went to Patricia Bay the next morning. The
C.N.R. had a dock 2,200 feet in length, extending out into the bay as the water was
shallow, and at the end of this dock was a very large deck which held all the material to
build to Victoria. They had a mile and a half of steel laid to the top of the hill under
Foreman James McDonald. In a day or two we got organized and started to lay track.
There was about an inch of snow when we started, but very soon the big snow came and
we had to quit. DD 20 BRITISH COLUMBIA
" We had a good gang of men, and they stayed until they had eaten up all their wages
in board so had to leave. It was about two weeks before we could get started with a fine
bunch of men—some white men, some Indians, and some Chinese. Naturally we were
not laying much track but gradually things went better. Tom McLeod was superintendent
and I was conductor. We finally got to Victoria to Alpha Street, and then went back to
Cordova Bay where we had a gravel pit. We ballasted to Victoria and then began laying
track up-Island; that is, Metchosin, Rocky Point, Sooke, Milnes Landing, and Sooke
Lake. . . . When they got the ferry-slip completed at Patricia Bay, I had to drop
everything and go down and unload and load her. We had a gas-car from Victoria to
Patricia Bay for a couple of years. They used to handle quite a lot of people working at
James Island.
" It was quite an annoying job sometimes as we would be short of material. We
got rails from Squamish and ties came in by scow to Patricia Bay from Chemainus. Our
coal came in that way, too. (It may be noted that the rolling-stock included coal-burning
locomotives as well as gas-cars.) There was good hunting then, pheasants everywhere
and lots of ducks.   .   .   ."
So much for some first-hand information from one who was actually engaged in the
construction and operation of the road. It is interesting to hear from one who can speak
from first-hand knowledge and recollection.
The following is from the Victoria Times dated April 30th, 1917:—
" Victoria was united to another transcontinental system of Canada this morning in
an official way by the opening of the Patricia Bay line of the Canadian Northern Pacific
Railway. It gives to the Saanich Peninsula a third line into Victoria, and covers the
eastern section of the district only partly served hitherto.
"A temporary terminal has been established at Alpha Street pending the construction of the Burnside arch and the crossing of the railway into the reserve by way of
Selkirk Water Bridge. The location is just on the city boundary and can be reached
either from Burnside or Cloverdale cars. The line as opened is \5Vi miles long, of
which about 12 miles is in the Saanich municipality and the remainder in North Saanich.
" The officers of the company who left with the first car today were the district
engineer, D. O. Lewis, who has had charge of the building of the line; B. T. Chappell,
acting assistant general manager; A. Brostedt, district freight and passenger agent;
Messrs. Quantic, master mechanic; Graham, bridge and building master; and Rafter,
bridge division.
" The train is of the gas-electric motor type, similar to the Victoria & Sidney Railway,
except that there is no central entrance, passengers entering and leaving by the rear. The
care left this morning in charge of Conductor W. Regan, with Engineer Tom Young. It
has accommodation for about 75 passengers."
One of the important considerations apart from providing a service between Victoria and Patricia Bay was the connecting-link with the Mainland system of the Canadian Northern Railway by transfer barge and ferry. In 1918 the existing tug and bar-je
system was augmented by the arrival of the car-ferry " Canora," and in this connection
the Victoria Daily Times, in its issue of December 7th, 1918, had the following to publish, namely:-—
" Victoria's connecting link with the mainland system of the Canadian Northern
Railway, the steel passenger and freight car ferry, ' Canora,' Capt. Norman McKay, after
a passage of two months from Quebec, reached port at 3 o'clock this afternoon after
traversing a distance of 7,444 miles from the St. Lawrence by way of the Panama Canal.
DD 21
" The ' Canora ' was built to carry passengers and freight cars between Patricia Bay,
where the Canadian Northern steel connects with Victoria, and Port Mann, on the south
side of the Fraser River, the Canadian Northern terminals on the mainland. The car
ferry was built by the Davie Shipbuilding and Repairing Company, at Lauzon, Quebec,
and was launched on June 10, the christening ceremony being performed by Mrs. R. C.
Vaughan, wife of the assistant to the third vice-president of the C.N.R. (later to become
president of the company). Capt. Norman McKay reported a very good passage and is
especially pleased with the command. Captain McKay was formerly master of the Great
Lakes steamer ' Hamiltonian.' He has with him as chief engineer, William Byers, formerly chief engineer of the lake steamer ' H. M. Pellatt.'
"Still Sailing.—The ' Canora ' is still in existence in her 37th year of service operating regularly out of Victoria. She is 208 feet in length over all and 294 feet of length
between perpendiculars, having a depth moulded to car deck of 28Vi feet and a displacement of 3,400 tons. At one time as least she had a speed of 14 knots. Her speed,
however, is deceptive owing to the type of vessel she is. She probably does not make
her maximum speed at this time but she plies very steadily on her useful duties."
Offer Rejected
Acting as intermediaries between the Canadian National Railways and the receiver
of the Victoria and Sidney Railway, Premier Oliver and M. B. Jackson, K.C., who was
then member for the Islands, continued endeavouring to bring to a successful issue the
proposal that the Canadian National Railways purchase that section of the then idle
V. & S. line which connects the intersection of the town of Sidney itself, which is a distance of about 1 Vi miles. An offer had been made by the Canadian National Railways,
but this was rejected by the receiver of the Victoria and Sidney Railway, and it remained
for the two representatives of the Province " to handle the matter with the requisite
diplomacy to bridge the gulf now separating the two parties to the transaction."
" Consummation of the purchase will probably lead to the inauguration of improved
and more frequent train service out of Sidney. While the Canadian National road obtained permission of the receiver of the Victoria & Sidney Company to make use of the
two-mile stretch in order to afford some means of access to Sidney, the service up till
now has been irregular and only two or three freight trains a week have been traversing
the rails. The passenger business has been handled principally by motor bus, although
the lumber mills, rubber roofing plant and other industries have been forced to depend
entirely upon the railroad."
Then finally in 1935 application was made by the Canadian National for permission
to abandon the line, and this account was reported in the Colonist, on June 21st, 1935,
as follows: "Application has been made to the Railway Commission by the Canadian
National Railways for permission to abandon 15.82 miles of its lines in Saanich, particularly those portions serving Patricia Bay and Sidney, directors of the Chambers of
Commerce were informed at their meeting yesterday.   ..."
Aided Development
So it will be seen as we now draw rapidly to a conclusion that the days of railway
transportation as regards the Saanich Peninsula had come to an end. While none of the
railways that have been described paid its way, and while all of them had to discontinue
through lack of revenue, each of them helped in the development of our important district.
I think the opinion can be expressed that the Victoria and Sidney Railway was essential
to that development, and that the B.C. Electric interurban line was somewhat of a speculation but did contribute to the building-up of the western side of the peninsula and DD 22 BRITISH COLUMBIA
brought about the beginnings of Brentwood and other well-known areas right out to
Deep Cove.
With regard to the Canadian Northern Pacific, it is difficult to see how the construction of this line could have really been justified in view of the increasing development of
road transit. However, in extenuation it must be reflected that people were still thinking
in terms of rail transportation. It is easy to be wise after events and to say that it was
obvious that short-haul traffic would not hold up. Logging-railways, yes. The up-Island
branch of the Canadian Northern Pacific, still in operation as regards freight, was justified,
but with the two railways already in operation it is difficult to defend the construction
and operation of a third. It was too much to pay for the connecting ferry link at Port
Mann, when the transfer ferry could, as it does now, bring its through freight around to
Victoria.   It was never justified for local freight or passengers.
This, then, is the outline of transportation in, over, and through the Saanich Peninsula. It has been a colourful history, and the district owes much to the character and
individuality of those who have been concerned with its development. While no one
would exchange the present modern facilities for those that existed in earlier days, nevertheless, I, for one, would give a great deal to take one more trip on the old V. & S. and
" assist," as I pretended I did as a boy, in the operation of the train to Sidney in the days
when all the passengers and crew regarded each other as personal friends, and when the
atmosphere presented an informality and cordiality that can never be recaptured. (Well
I remember " the old familiar car with the stuffed cushions in red—green in the case of
the V. & S.—plush—how gorgeous it once seemed! And with a box stove set up in one
end of it! ") And then on to my island home on the old " Iroquois," or returning again
to school back by the " Iroquois " on to the latest possible train again to Victoria in
days and under circumstances which, while gone for ever, have throughout the years
provided happy memories.
The trend of industrial expansion throughout British Columbia has continued during the year and many new transportation systems have been installed, inspected, and
The staff of the Department, as of December 31st, 1955, consisted of a Deputy
Minister, Chief Inspector, three Inspectors, one draughtsman, secretarial stenographer
(Grade 2), and a senior clerk-stenographer.
The railways supervised by the Department include common carriers, industrial
railways, and equipment used in conjunction with industrial transportation. In addition,
the Department also inspected logging-trucks and mining-trucks used on private roads,
as well as buses and trucks used to transport workmen and personnel. Aerial tramways
which fall within the scope of the Department's jurisdiction were inspected. Inspections
and approval were also made with respect to oil and gas pipe-lines.
The head office in Victoria continued in charge of the records of the Department,
and, in conjunction with the Bureau of Economics and Statistics, reports were prepared
relating to extensions of the Pacific Great Eastern Railway to develop the untouched
natural resources of North-east British Columbia. The Construction Department of the
Pacific Great Eastern Railway Company, in connection with the extensions of railroad
from Squamish to Vancouver and Prince George north, is established within the Department at Victoria under control of the Deputy Minister. The Inspecting Engineers continued the inspection of the road-bed, track facilities, shops, mechanical facilities, and
equipment of all the railways and other means of transportation.
The Department inspects and controls safety on logging-trucks and other off-highway
equipment, and consequently has had to set up training-schools in various localities to
train drivers of heavy equipment in the use of air brakes.    The rules and regulations
DD 23
formulated by the Department are being considered for adoption in industry in parts
of the United States.
In the procurement of diesel-electric motive power, the Department's research
facilities have been used to the advantage of certain railways and logging operations.
During the year, inspections were made of various phases of the Pacific Great
Eastern Railway Operating Department, and during the week of October 2nd a general
inspection was made of the railway from Squamish to Prince George by the Department
Inspecting Engineers. This inspection was carried out by V-8 track motor. Conditions
found are as follows:—
The track road-bed and right-of-way conditions, together with bridges and structures,
show a general improvement over previous years. The work and replacements which
had been recommended during 1954 were carried out and put into effect by the company,
and maintenance officials concerned are co-operating in the improvement programme
to the fullest extent. Traffic during 1955 has exceeded that of 1954, and trains are
hauling heavier tonnages than was possible during previous years. Recommendations
made by the Department as to improvement in the design of diesel-electric motive power
have been adhered to by the company, so that now all of the 1,600-horsepower diesel-
electric locomotives are equipped with four-wheel trucks, which enable the entire weight
of the locomotive to be used for traction, and consequently maximum tonnages can now
be hauled over ruling grades.
Three additional 1,600-horsepower locomotives of the aforementioned design were
purchased and put into service during the year, and traffic and freight conditions have
been such that all existing motive power is pressed into service. During inspection, particular and careful examination was made of the railway condition since the heavier
type of power has been used, and it can be reported that the heavier power is easier on
track than the former six-wheel arrangement.
On the Squamish subdivision it is to be noted that a rail-wearing condition exists
on the heavy curvatures. The company had consequently installed six track-oilers between Mileages 15.0 and 24.0, where curvature was most severe. The study proved the
track-oilers to be advantageous, and, therefore, seventy-two additional track-oilers have
been ordered and will be installed by the end of 1956. Track-oilers were recommended
in last year's Annual Report, and it is felt when the installation is complete that excessive
flange wear and track wear will be cut to a minimum on the Squamish subdivision.
Over the years the Department has been quite concerned regarding the condition
of ties on this railway, and the tie-replacement programme has been stepped up from
1948 on. The condition of ties generally is much improved, so that 109,793 ties were
renewed during 1955. In this respect it is recommended that in view of the improved
condition of ties and ballast on the railway, the company should give consideration at
this time to setting up a programme of tie-renewals using creosote-treated ties. This
would reduce maintenance and improve the condition of the railway. Until now treated
ties would not have been advisable as the ballast on the railway was in poor condition.
The importance of ballasting cannot be overestimated as new rails and new ties
require a foundation upon which to be laid. In this respect an excellent job has been
done by contract during 1955, where 27.7 miles of track has been given a 6-inch ballast
lift between Mileages 311.4 and 339.1. Former Annual Reports have shown a ballasting
programme so that ultimately the entire railway will be completely reballasted. The
following statistics are quoted:—- DD 24 BRITISH COLUMBIA
Complete Ballasting
Miles Year
Mile 201 to Mile 206     5.0 1953
Mile 182 to Mile 201  19.0 1954
Mile 349 to Mile 369  20.0 1954
Mile 311.4 to Mile 339.1  27.7 1955
It is recommended that the ballast programme be continued during the coming
years, as with increased traffic conditions and new rail this becomes a most important
phase of the maintenance and rehabilitation project on this railway.
The rail-renewal programme inaugurated in 1951 has been carried forward during
1955, so that 114.5 miles of 85-pound rail have been laid to replace worn-out 60- and
70-pound rail between Mileages 3.5 and 154.3. The following statistics are quoted with
regard to the rail-renewal programme:— Miles Year
70-pound relay—Mile 8.5 to Mile 12.9     4.4 1953
85-pound rail (new)—
Mile 3.5 to Mile 8.5     5.0 1955
Mile 12.9 to Mile 29.4  16.0 1951
Mile 29.4 to Mile 35.6     6.2 1952
Mile 35.6 to Mile 40.3     4.7 1954
Mile 40.3 to Mile 53.0     9.7 1954
Mile 53.0 to Mile 57.6     4.6 1955
Mile 86.0 to Mile 122.8  36.8 1955
Mile 122.8 to Mile 154.3  31.5 1954
Mile 349.0 to Mile 429.0  80.0 19521
1 Prince George Extension.
It is understood the rail programme will be continued in effect so that at least 50
miles of new 85-pound rail will be laid during 1956, and it is felt the exact locations
where relay is now required should be left the discretion of the Chief Engineer of Way
Maintenance. The recommendations as to the placement of new rail outlined in the
Annual Report of 1954 have been adhered to and are now in effect. The anticipated
increase in traffic when the extensions are in operation leads one to believe that the rail-
replacement programme should be stepped up so that all the 60-pound rail will be
replaced within the next two or three years.
Bridges were inspected. Decking and ties as required have been renewed by the
company, and in some places bridges have been replaced by fills. The following bridge
statistics are quoted:—
Work Done Mileage Year
Renewed   148.0 1954
Renewed   148.4 1954
Refilled, replaced by fill  321.4 1954
Replaced by fill  38.0 1954
Replaced by fill  170.2 1954
Renewed   144.7 1955
Renewed   258.6 1955
Renewed   343.6 1955
Renewed   364.7 1955
Repaired and partially rebuilt  346.5 1955
Repaired and partially rebuilt  363.7 1955
Repaired and partially rebuilt  407.2 1955
Replaced by fill  38.0 1955
Replaced by fill  343.6 1955 RAILWAY DEPARTMENT,  1955 DD 25
During 1955 forty-four bridges in all were either replaced or repaired, and, as shown
in the above table, in some cases bridges were replaced by fills.
The year 1955 was marked by extreme flood conditions. At one period during
the year, parts of the railway were inoperative due to washouts. In this respect four
washed-out culverts were replaced and extended and eleven culverts were renewed.
Some of the bridge replacements in the above tables were necessary as they were washed
out during flash floods.
Extensive excavations were carried on at " Mud Hill," south of Quesnel, for a line
reversion, and 20 miles of ditching was completed over the entire railway. At Cottonwood Bridge the drainage-tunnel was repaired.
During the inspection, Cottonwood Bridge was examined. There was no evidence
of any settlement. The gravel laid for run-off was not sloughing, and it is noted that
vegetation is beginning to sprout so that the future permanency of the embankment will
be assured during rainy and run-off periods.
It was pointed out during the inspection that six new company sidings have been
installed during 1955 with a total of 8,821 feet, that nine company sidings have been
lengthened with a total of 7,804 feet of trackage, and that thirteen private sidings have
been built during the year entailing 7,683 feet of trackage. In most cases 70-pound
rail, which has been replaced by new 85-pound rail, was used in construction of sidings.
At Prince George a new station and freight-yard were under construction at the end of
the year with considerable terminal facilities also under construction, and it can be
reported that a number of buildings along the line have been rebuilt and repaired.
Twenty buildings have had exterior coats of paint applied, and ten buildings have had
their interiors painted. In all, forty-nine buildings have been repainted in one form or
another during the year.
The barge-slip at Squamish is considered an important adjunct to the railway, as
when the Vancouver-Squamish extension is completed, the barge-slip will still be necessary at Squamish to take care of barge shipments from Woodfibre. Towers have therefore
been rebuilt, and two dolphins have also been rebuilt.
Three new 1,600-horsepower diesel-electric locomotives were delivered during 1955
and put into operation, leaving only three steam-locomotives in operating service. It is
expected that upon the arrival of eight additional 1,600-horsepower diesel locomotives
in 1956, the company will be able to dispense with steam power altogether. The company has been working to a programme of not maintaining water-tanks, and consequently
several water-tanks have been dismantled. With the advent of complete dieselization,
no water-tanks will be required on the entire railway.
Shop facilities have been improved at Squamish, Lillooet, and Williams Lake, and
while the shops are quite old at these terminals, a sincere effort has been made by the
company at rehabilitation. Shops have been whitewashed, heating-boilers have been
installed, and it can be reported that housekeeping conditions in these shops are very
much improved over former years. At Squamish, however, an entire new diesel-mainte-
nance shop is urgently required. This shop is required in the immediate future, and it is
recommended that modern facilities be installed to turn wheels and to service and maintain diesel-electric locomotives. When a new shop is installed, the availability of locomotives will be increased as more locomotives can be kept working on the road. At the
present time the Squamish shops are handicapped by endeavouring to maintain motive
power over open pits in a roundhouse designed for steam-locomotives. Consequently
the construction of a new shop as outlined cannot be too strongly stressed.
The unprotected crossing at Quesnel, reported last year, is being taken care of
within the Department. An automatic flasher warning-signal is now on hand and will
be installed by the company during the first quarter of 1956.
The construction of the Squamish-Vancouver extension progressed during 1955 to
the point where it is expected that traffic should commence during 1956.   Several inspec- DD 26 BRITISH COLUMBIA
tions have been made of various facets of construction which concerned the Inspection
Department. This entailed a study of crossings in West Vancouver and the recommendation of automatic crossing gates and signals at certain localities. In other instances it
was necessary to inspect rock cuts so that dangerous rocks can be removed during
construction which might otherwise in the future present a hazard to the travelling public.
On the northern extension from Prince George to the Peace River an inspection was
made of the construction as of October, 1955. Certain crossings were studied and
instructions issued. It can be reported the project on the northern extension is progressing as scheduled, and further inspections will be made as the construction project
It can be reported that conditions on the Pacific Great Eastern Railway continue to
improve. Appropriations for improvements and replacements have been used to good
advantage, so that now the railway is in a much safer condition than during former years.
However, with the expected increase in traffic when the extensions are in operation, it
cannot be stressed too strongly that rail replacements, ballasting, and betterments must
be continued under a continuing programme as already in progress on the railway. Shop
facilities at Squamish require immediate attention to take care of the increase in motive
power necessary to handle the traffic. Sanding facilities and shop storage-tracks have
been provided at various points, but it is expected that additional tracks and storage
facilities will soon be in order. The rail-wear problem is being taken care of by the
company as seventy-eight mechanical track-oilers are expected to be in operation on the
Squamish subdivision before the end of 1956.
The use of rail diesel cars is being anticipated by the company for application during
1956. The acquirement of this equipment is necessary as the present passenger-coach
equipment is outmoded and to a large extent has outlived its usefulness. The new rail
diesel cars will replace passenger-trains in a number of cases, and it cannot be too strongly
recommended that every consideration should be given to passenger safety in the operation of this new type of equipment. There is no doubt that passenger schedules can be
speeded up due to the lighter equipment and the improved condition of the railway, but
particular attention should be paid to the type and number of personnel employed in this
type of train service.
General Trends.—During 1955 transportation facilities throughout British Columbia
kept pace with the industrial development. This applied to public and common-carrier
transportation as well as privately owned transportation systems used in off-highway
traffic. Notwithstanding public opinion that rail haulage has decreased on a national
basis, it is interesting to note that in British Columbia rail haulage has increased and
additional railways are being built. It is also interesting to note that the transcontinental
systems are extending rail lines into new localities and improving services throughout
On the Pacific Great Eastern Railway both passenger and freight traffic have
increased over 1954, and on the British Columbia Electric Railway freight transfer
movements from Huntingdon to New Westminster have increased so that additional
diesel-electric motive power has been placed in service, with further power on order
from the builders in Eastern Canada.
In the industrial field of railroading the trend from railway to truck haulage continues. The railway on the Queen Charlotte Islands was abandoned in favour of trucks
during 1955, while on the other hand 22 miles of main-line railway is under construction
at Englewood, so that the Canadian Forest Products will operate 70 miles of main-line RAILWAY DEPARTMENT,  1955 DD 27
railway at Englewood. Three new diesel-electric locomotives have been procured for
this logging-railroad, with a number of additional cars. The new railway at Englewood
is expecting to serve an iron-ore claim in the vicinity of Nimpkish Lake, and if this
project materializes, it is expected that a major amount of iron ore will be handled by
the railway to shipping-bunkers at Beaver Cove. Meantime this railway is to be used
for logging purposes. It is understood that the Franklin River railway of MacMillan &
Bloedel Ltd. is to be extended into the Nitinat Valley, although application to begin
construction has not yet been received by the Department. Other operations which
continue to use railway have intensified their maintenance programme during 1955 with
a view to permanent operation. The Canadian Collieries (Dunsmuir) Limited is using
railway at the shipping-wharves and feeding the railway by motor-truck from the Tsable
River mine. The operation of the trucks now falls within the Department's jurisdiction
and inspections were made. The Morrissey, Fernie and Michel Railway in Eastern
British Columbia has continued to operate to full capacity during 1955 and is contemplating the purchase of an additional locomotive.
Logging-railways.—All logging-railways in the Province were inspected during the
year. This entailed track inspection, bridge inspection, log-dump inspection, as well as
inspection of all equipment, rolling-stock, and locomotives. All locomotives in operation
were hydrostatically tested and certificates issued. In some operations both the logging-
truck roads and the railways were inspected jointly, as in many cases the two types of
transportation are jointly operated. Accidents were investigated and recommendations
made by the Department Inspectors to prevent recurrences. Railway personnel—namely,
locomotive engineers, conductors, rail-car operators, and dispatchers—were examined
and certified by the Department Inspectors, and in many operations truck-drivers were
trained as to safety, and later examined and certified to operate air-equipped logging-
trucks. In a number of instances, log-dumps were especially inspected, as a considerable
hazard exists where logs are dumped from rail cars. In some cases the Department's
approved protective device was installed, and it is gratifying to note at this time no serious
accidents occurred at dumping operations during the year.
Truck-logging.—In the truck-logging operations not connected with railway, a
number of inspections were made where truck-drivers were instructed, examined, and
certified. Most of the inspections involved recommendations by the Inspectors as to
improvement in air-brake installation and operation. Air-brakes are safe only where
they are properly installed and maintained. During 1955 the Department formulated
regulations to govern logging-trucks. Five drafts of the regulations were prepared and
sent out to industry. A number of committees were appointed to discuss the regulations
with the Department. The majority of committees concurred with the fifth draft, and
consequently the "Industrial Transportation Act" was proclaimed on November 10th,
and the regulations pursuant to the Act were published, to come into effect on January
1st, 1956. Notwithstanding, however, during 1955 the Department Inspectors worked
with the view of the proposed regulations coming into effect before the end of the year,
and consequently a sincere effort was made on their part to bring equipment into line
with the requirements of the proposed regulations. In this respect the Inspectors worked
with the engineering staffs of the truck-manufacturers in Vancouver so that equipment
would meet with the impending regulations. It must be stated that the truck-manufacturers co-operated with the Inspectors so that an improved air-brake system could be used
before the end of 1955 and incorporated into the new equipment being manufactured
for the logging industry. It is also interesting to note that in many cases logging-trucks
operate jointly on private roads and public highways. Consequently the higher standards
of safety incorporated into logging-trucks and enforced by this Department will have a
marked effect in the safety of the same vehicles operating on public highways. In fact,
a number of the improvements developed for logging-trucks in the Department have been DD 28 BRITISH COLUMBIA
adopted on the highways and on the industrial roads in the United States, and it is the
hope of the truck-manufacturers in Vancouver that the safety standard developed by this
Department can be incorporated into all vehicles operating on the highways in British
Columbia and other Provinces as well as in the United States.
In making inspection of logging-roads and private industrial roads, the Inspectors
paid due regard to the condition of bridges, log-dumps, and loading-works, and while
specific specifications have not been stipulated in the regulations, bridges are required to
be safe for loads which may be imposed upon them by any vehicular traffic encountered.
In taking over the control and safety of logging-trucks, mining-trucks, and heavy
equipment used on industrial roads (other than highways) and certifying the drivers of
the equipment involved under the terms of the " Industrial Transportation Act," it has
become necessary to institute training centres in various parts of British Columbia. The
Department of Education has co-operated with this Department in establishing truck-
driver training classes at the Dominion-Provincial Vocational School in Nanaimo, where
our Inspectors conduct courses every month so that the trainees at the school can receive
training, and at the same time the drivers of logging-trucks in that area are notified to
attend the classes, where they are later examined and certified. In other cases, arrangements have been made through the facilities of the Royal Canadian Mounted Police
detachments in the various localities. The Officers Commanding in various areas have
co-operated in obtaining lecture-halls and providing space for applicants to be examined,
while in other cases training has taken place in logging camps, where applicants have
taken the examination.
During 1955 the Vancouver office of the Department moved to larger quarters in the
Hospital Insurance Building at 636 Burrard Street, where an examination and lecture
room is available. Consequently courses are conducted in the Vancouver office, where
various operating personnel are examined. Up to the end of 1955, 388 air-equipped
logging-truck operators have been examined and certified, and in addition 541 highway
drivers have written examinations as to their knowledge in the use and operation of
air brakes.
Highway-driver Training.—Inasmuch as logging-trucks in many cases operate jointly
on highways and private industrial roads, and also considering that oil-trucks and other
heavy vehicles, which in most cases operate on public roads, also gain access to privately
owned industrial roads, it was considered necessary in the interests of safety to train
drivers licensed to operate on public highways in the use of air-brakes. This training has
been conducted through the sponsorship of the Royal Canadian Mounted Police and the
Motor-vehicle Branch at various localities on Vancouver Island, where it is interesting to
note that since the institution of these courses and examinations, the insurance rates in this
area have been appreciably lowered due to decrease in the number of industrial accidents
both on private roads and public roads alike.
Mining-railways.—Regular inspections were made on the various mining-railways
throughout British Columbia. The Morrissey, Fernie and Michel Railway at Fernie was
inspected and the equipment tested. The narrow-gauge steam railways used in conjunction with the mines were also inspected and the boilers hydrostatically tested. Engineers
were examined and certified. At Kimberley the rail haulage system was inspected, as
were locomotives of that line. It can be reported that no serious accidents occurred at
either of the two aforementioned operations. At the smelter of the Consolidated Mining
and Smelting Company at Trail, several inspections were made of the narrow-gauge
railway serving the smelter. Accidents to workmen were investigated and recommendations made by the Inspectors. At the Trail operation the operators of equipment are
examined by the company on their knowledge of special rules. The Department checks
the examinations and issues special permits. This is done in the interests of safety, as it
is considered a dangerous practice to let untrained workmen operate small industrial
locomotives. RAILWAY DEPARTMENT,  1955 DD 29
Mines Department.—All the air-locomotives of the Crow's Nest Pass Coal Company
were hydrostatically tested and certified. Copies of Inspectors' reports and certificates
were filed with the Chief Inspector, Department of Mines. This is done through an interdepartmental arrangement of many years' standing, where the Railway Department
Inspectors inspect surface trackage and equipment which is technically under the jurisdiction of the Department of Mines. There is no duplication of inspections in this case
as the Department of Mines does not employ railway inspectors and has this Department
do the railway inspection. This is a good example of interdepartmental co-operation
to avoid duplication of inspection services.
Pulp-mills and Industrial Plants.—The yards, trackage, and barge-slips of the various
pulp-mills in British Columbia, which operate their own industrial railways, were inspected
during the year. This entailed locomotive inspection, track inspection, close-clearance
inspection, and examination and certification of personnel. At the Elk Falls Paper Company mill at Duncan Bay a gasoline-locomotive has been procured to take the place of
a steam-locomotive, and at the pulp-mill situated at Port Mellon considerable work has
been done with the company on the part of the Inspectors in endeavouring either to convert
the present steam-locomotive to diesel or to procure a diesel locomotive. At the Columbia
Cellulose Company at Prince Rupert a special inspection was made regarding close
Shipyards.—Inspection was made of the trackage and cranes of the shipyards operating throughout the Province, and at Yarrows Limited, Esquimalt, a dock crane was
inspected and certified at the company's request. At the Capital Iron and Metals
Limited, Victoria, where ships are dismantled, the locomotive cranes and trackages were
Steel-mills.—The locomotive cranes and tracks at the two steel-mills in Vancouver
were inspected several times during the year. In two cases it was necessary to recommend
that boilers be replaced on the locomotive cranes, and in several instances it was necessary
to examine and certify the operators.
Kitimat.—During 1955 the construction at Kemano was reopened in order to install
two additional generators. This entails the construction and lining of the second penstock. The hoisting and lowering of pipe within the penstock falls within the jurisdiction
of the Department, and consequently inspections were made as to strength of cables and
safety of hoisting equipment. At this operation the aerial tramway was also inspected
and certified. At Kemano the Morrison-Knudsen Company examines its own employees
under Department supervision and the Department issues certificates for hoistmen and
rail-haulage motormen.
At the Kitimat smelter an inspection was made of the railway yards and trackages.
Two diesel-electric locomotives are employed to switch the yards and interchange cars
with the Canadian National Railway. It was necessary to examine personnel at this
operation and make recommendations as to safe railway practices.
Cheakamus Dam, B.C. Electric. — Mannix-Stolte Limited is constructing 8 miles
of tunnel near Garibaldi for the purpose of a power project for the British Columbia
Electric Company. The hoisting and underground rail operation of this project falls
within Department's jurisdiction, and underground inspection was made of trackage and
hoisting apparatus employed. Special rules and regulations were formulated and approved
by the Minister. The locomotives and cars were inspected, and a safety-signal system
was recommended by the Inspectors which was installed by the company.
Federal Board of Transport.—All Department Inspectors are appointed by the
Board of Transport Commissioners as Locomotive Inspectors to examine fire-protective
appliances an all locomotives operating under the Board's jurisdiction within the Province.
Railway passes are supplied by the Board through the Department of Lands and Forests,
to whom copies of reports are submitted, with originals of all reports sent direct to the
Board of Transport Commissioners in Ottawa.   Thus a liaison exists between the Federal DD 30 BRITISH COLUMBIA
Board of Transport Commissioners, the British Columbia Railway Department, and the
Department of Lands and Forests.
With reference to the foregoing paragraph, 194 inspections were made of fire-
protective appliances on the Canadian Pacific Railway, Canadian National Railway, and
Great Northern Railway, and reports submitted, while sixteen such inspections were made
on the Pacific Great Eastern Railway and other industrial railways which were not
reported to the Federal authority.
B.C. Electric.—On the B.C. Electric Railway, inspections were made of all diesel-
electric locomotives and certificates issued. Electric locomotives were also inspected and
certified. Inspections were made of the automatic cross-signals at Scott Road and King
George Highway. Dispatching was checked by the Inspectors, and it can be reported this
operation is being properly handled by the company. In the City of Vancouver, streetcars have been replaced by trolley-buses. The Inspectors have not inspected trolley-buses
as, while they are technically considered to be street-railway equipment by the company,
they appear to be inspected by the Public Utilities Commission, and consequently the
Department has not made inspections as its policy is to avoid dual inspection wherever
Aerial Tramways.—All existing aerial tramways which carry passengers within the
Province were inspected during the year. In some cases it was necessary to make several
inspections where haulage-ropes and chairs were defective.
The condition of the main-haulage rope of the Hollyburn Aerial Tramway was such
that it was necessary for an Inspector to withdraw the certificate and shut down the
operation until the new haulage-rope was installed. When the new haulage-rope was
installed, certain recommendations were made which were carried out by the company.
The Department Inspectors also assisted in designing double chairs for this aerial tramway. Inspector Tyler inspected the Red Mountain Aerial Tramway near Rossland, and
over the past three years has been making recommendations to bring this tramway up to
a better standard of safety. It can be reported at this time that the Inspector's recommendations have been put into effect by the company, so that now the aerial tramway
is in much better condition than originally.
Inspections were made of the two aerial tramways on Grouse Mountain near
Vancouver. These tramways are in excellent condition, and no serious accidents have
been reported. The new aerial tramway built by the Department of National Defence
in the Interior of British Columbia (exact location not mentioned) has not yet been
placed in operation but is being extended, and the Commanding Officer in charge has
requested in writing that, when completed, the Department is to make an inspection and
submit a report. At the Cassiar Asbestos Company on the northern boundary of British
Columbia, a 3Vi-mile aerial tramway has been constructed. This was inspected by the
Department when it was near completion, and certain recommendations were made and
at the same time rules and regulations were drafted to cover this special tramway.
However, inasmuch as this tramway is considered to be part of a mine operation where
it operates between mine and mill, the jurisdiction of this tramway should fall within the
scope of the Department of Mines as it is transporting ore and miners the same as would
a shaft in a mine. Consequently in future this Department will not inspect this tramway.
However, adjacent to the aerial tramway an industrial road is operated, which will require
to be inspected from time to time.
Traffic and Safety Councils.—To perpetuate the safety work instituted in 1953 in
co-operation with the Royal Canadian Mounted Police and Motor-vehicle Branch, Traffic
and Safety Councils were formed at Colwood, Duncan, Nanaimo, Port Alberni, and
Courtenay. These councils now operate independent of the Department, but co-operate
in a large measure in regard to safety matters. In this respect the Department Inspectors
from time to time, and during 1955, have given safety lectures and provided films for the
betterment of safety on the highways.    During 1955 a sincere attempt was made by RAILWAY DEPARTMENT,  1955 DD 31
Department Inspectors to institute a Traffic and Safety Council in Greater Victoria.
After several meetings the project was abandoned as it was impossible to obtain co-operation between various police departments, City Councils, and municipalities involved.
At the present time no Traffic and Safety Council exists in Greater Victoria, while on
the other hand the Traffic and Safety Councils functioning in other parts of Vancouver
Island are doing a good job and highway and public safety is being improved.
Railway Safety.—Public safety and safety to workmen is the main concern of the
Department, and consequently safety programmes which have been sponsored and encouraged over the years in various parts of the Province have been carried forward during
1955. The safety programme is carried out in three ways: (1) Education of the public
as to safety and safe methods through public educational programmes sponsored by Traffic
and Safety Councils; (2) education of workmen as to safe methods; and (3) education
of companies as to training their employees in safety and keeping a progressive safety
programme in operation. The Department has found the last method the best, as the
onus and responsibility should be incumbent upon the company to train its employees.
Safety must be the criterion of company executives, and subordinates and employees will
naturally follow their example in all matters concerning company policy. The Department has found that in most cases accidents have been caused by employees not thinking
or acting safely, and consequently it follows that it should be company policy in every
case to give priority to safety programmes to train its employees.
The Department has set up three safety trophies: (1) A safety shield for logging-
railways, (2) a cup for mining-railways, and (3) a trophy for the Pacific Great Eastern
Railway which is to be competitive between divisions. In 1952 the Canadian Forest
Products (Englewood Division) was awarded the logging-railway trophy, and it has since
been held by the Comox Logging and Railway Company Ladysmith operation. The
mining-railway trophy has been held since 1952 by the Morrissey, Fernie and Michel
Railway at Fernie. On the Pacific Great Eastern Railway the trophy has not as yet been
awarded, as no organized, competitive safety programme has yet been established.
It is a fact that the industrial railways show a keen sense of competition in safety
matters. Most of the logging companies, mining companies, and railways each employ
a full-time safety supervisor whose duties are to supervise safety matters and to intensify
the competitive spirit for safety between employees. The Department Inspectors have
conducted many safety lectures on the Pacific Great Eastern Railway with a view to
the company establishing a competitive safety programme. As previously pointed out,
railways employ safety supervisors and use safety and instruction cars, and if all employees
are to be safety-conscious, the above method is known to give results.
Notwithstanding the aforementioned with regard to employee safety on the Pacific
Great Eastern Railway, it can be reported that the record for public safety on the railway
is quite good as there never has been any serious accident on the railway where passengers
have been fatally injured. However, it is reasonable to assume that public safety will be
assured to a greater extent on any railway where the company sponsors a good safety
programme for the benefit of its employees.
Accidents.—No fatal accidents were reported during the year on logging, mining, or
industrial railways. Fatal accidents occurred to workmen on the Pacific Great Eastern
on the Quesnel-Prince George extension, where a speeder was derailed and two employees
were fatally injured. On the same railway an accident occurred to a contractor's employee,
where a speeder operated by the contractor failed to stop at a red flag. These accidents
might have been prevented if proper safety education had been made available to the
employees concerned.
A few logging-truck accidents and logging-railway accidents were investigated.
In some cases workmen were not injured but equipment was badly wrecked. In such
cases the employees in charge of the equipment were instructed as to its safe use, and in
the case of logging-trucks the companies were instructed that a maintenance programme
is required to maintain air-brakes and safety appliances used in industry. DD 32 BRITISH COLUMBIA
Following is a report of equipment inspections during 1955:—
Hydrostatic tests applied to boilers  95
Internal and external inspections of boilers  5
Internal-combustion locomotives inspected and certified  6
Internal-combustion locomotive cranes inspected and certified 7
Air-locomotives hydrostatically tested  9
Rail-cars inspected and certified  26
Air-receivers tested and inspected  8
Diesel-electric locomotives inspected and certified  40
Electric locomotives inspected on narrow-gauge electric railways 14
Diesel-electric locomotives inspected on Alcan project  2
Locomotives inspected other than hydrostatic tests  36
Number of cars inspected on industrial railways  400
Number of cars inspected on common-carrier railways  108
Miles of underground trackage inspected at Alcan project  18
Miles of track inspected  750
Aerial tramways inspected in British Columbia and certified __ 5
Aerial tramway inspections conducted  9
Locomotive engineers examined and certified  3
Conductors examined and certified  3
Power-car operators examined and certified  6
Train-dispatchers examined and certified  5
Internal-combustion locomotive engineers examined and certified   8
Engineers examined and certificates issued, Pacific Great Eastern Railway   4
Engineers examined and certificates issued, B.C. Electric Railway   5
Motormen examined and certified, Consolidated Mining and
Smelting Company of Canada  23
Logging-truck operators examined and certified  118
Students examined and certified at Dominion-Provincial Vocational School, Nanaimo  93
Accidents investigated on logging and industrial railways  1
Fatal accidents on logging and industrial railways  Nil
Accidents on Pacific Great Eastern Railway  10
New diesel-electric locomotives   6
Second-hand diesel-electric locomotive imported  1
Safety lectures conducted by the Department  4
Truck air-brake lectures conducted by the Department  47
Inspections made of locomotive fire-protective appliances on
P.G.E. Railway and industrial railways ,  16
Inspections made of locomotive fire-protective appliances on
C.P.R., C.N.R., and G.N.R. for Board of Transport Commissioners   194
A list of Executive Council certificates issued is given in Appendix A.
Accidents on railways are shown in Appendix B.
A list of locomotive cranes in industrial plants inspected by the Department is shown
in Appendix D.
A summary of the mileage of all railways operating in the Province is shown in
DD 33
Certificates Issued under the Provisions of the " Railway Act "
Certificate No.
Granting application Columbia Cellulose Co. Ltd. for exemption from standard clearances   846
Approving application B.C. Electric Railway Co. Ltd. to construct spur track
across Twentieth Street, Municipality of Burnaby   847
Approving Supplement No.   19 to Tariff B.C.E.R. No.   1873, B.C. Electric
Railway Co. Ltd.   848
Granting permission to Aluminum Co. of Canada Ltd. to operate trains over
its terminal railway at Kitimat   849
Approving revised Standard Freight Tariff No. 100a, section 4, of the P.G.E.
Railway  850
Approving application for constructing a highway crossing over and a pipe
crossing under tracks of P.G.E. Railway at Mile 7.93, Municipality of
West Vancouver   851
Granting application  of Elk Falls  Co. Ltd.  for exemption  from  standard
clearances   852
Approving Rules and Regulations Governing Storage and Handling of Inflammable Liquids and Liquid Petroleum Gases on or adjacent to Railway
Approving safety rules governing operation of 2700 level surface and underground railway at Sullivan Mine of Consolidated Mining & Smelting Co.
of Canada Ltd., Trail  854
Granting application of Department of National Defence for approval of location of aerial tramway for R.C.N, magazine, Kamloops  855
Approving Supplement No. 20 to Tariff B.C.E.R. No.  1873, B.C. Electric
Railway Co. Ltd.   856
Ordering installation of flashing light signal and control circuit at P.G.E.
Railway tracks and Davie Street (Arterial Highway 47r), Quesnel  857
Granting application for exemption from standard clearances of the Annacis
Industrial Estate   858
Granting permission to Imperial Oil Ltd. to construct a pipe-line from loco to
Burnaby    859
Approving special rules and regulations of Mannix Ltd. governing rail haulage and hoisting on Mannix-Stolte Cheakamus Power Tunnel Project,
Squamish  —.  860
Granting B.C. Electric Railway Co. Ltd. leave to construct an extension to its
trackage to serve Annacis Island   861
Granting B.C. Electric Railway Co. Ltd. leave to construct a spur track across
a road allowance south-west of junction of lardine Street and Boyd Street,
New Westminster   862
Granting permission to Eastern British Columbia Railway Co. to change location of company's head office from Tadanac, B.C., to 601-626 West
Pender Street, Vancouver, B.C. 	
Approving B.C. Electric Railway Co. Ltd. application pursuant to section 16
for location of an extension to existing trackage near Ewen Avenue, New
Westminster, to Annacis Island	
Approving issue by B.C. Electric Railway Co. Ltd. of 3%-per-cent general
mortgage bonds, 1955 series   865
Approving application of Lignum Ltd. to construct a blower pipe over tracks
of P.G.E. Railway at Mile 277, Williams Lake  866
Certificates Issued under the Provisions of the " Industrial Transportation Act "
Approving Rules and Regulations, Part XX, Governing Operation and Safety
of Automotive Cars, Crew Cars, Buses, Motor-trucks, Trailers, and
Vehicular Traffic on Industrial Roads        1
864 DD 34
Accidents Reported, 1955
B.C. Electric Railway Co. Ltd.-
Other persons
On Railway
Pacific Great Eastern Railway Co.—
Other persons	
Industrial railways—■
Other persons	
Locomotive cranes—Employees
Aerial tramways (industrial) 	
Level Crossings
Unprotected Crossings
Protected Crossings
Under jurisdiction of the Provincial Government—
After sunrise    	
....        |        ....        |        ....
Under jurisdiction of the Board of Transport Commissioners for Canada—
After sunrise  	
Total number of accidents in British Co-
DD 35
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List of Cranes and Other Auxiliary Motive Power in Industrial Plants
Inspected by Railway Department
Alaska Pine & Cellulose Ltd Crane No. D.R. 304.
Alberta Lumber Co. Ltd Crane No. 42998 B.C.
Anderson Bros. Lumber Co. Ltd Crane No. 11905 B.C.
Crane No. D.R. 302.
Arrowhead Wood Preservers Ltd Crane No. D.R. 293.
Crane No. D.R. 322.
Crane No. 22633 B.C.
Associated Foundry Ltd Crane No. D.R. 305.
Baxter, J. H., & Co. Ltd Gas Crane No. 1.
B.C. Cement Co. Ltd Crane No. 21439 B.C.
B.C. Forest Products Ltd. (Sawmill) Crane No. D.R. 320.
Burrard Dry Dock Co. Ltd Crane No. 50514 B.C.
Crane No. D.R. 292.
Gas Locomotive Crane No. 4.
Canadian Industries Ltd Whitcomb Locomotive No. 8.
Capital Iron & Metals Ltd Crane No. D.R. 295.
Crane No. 44386 B.C.
Columbia Cellulose Co. Ltd Diesel-electric Locomotive No. 1.
Consolidated Mining & Smelting Co. of Canada Ltd.—
Kimberley Electric Locomotives Nos. 1, 2, 3.
Trail 12 narrow-gauge electric locomotives.
Dobson Bros Crane No. D.R. 289.
Dominion Bridge Co. Ltd Crane No. 44129 B.C.
Crane No. 44317 B.C.
Crane No. D.R. 347.
Crane No. 44013 B.C.
Gas Locomotive No. 1.
Esquimalt Dry Dock Crane No. 22582 B.C.
Portable Boiler D.R. No. 314.
Hillcrest Lumber Co. Ltd. (Sawmill) Crane No. 40049 B.C.
Crane No. 44315 B.C.
Crane No. 41298 B.C.
King, M. B., Lumber Co. Ltd Crane No. 12430 B.C.
Lions Gate Lumber Co. Ltd Crane No. 12370 B.C.
Lumby Timber Co. Ltd Crane No. D.R. 343.
Mayo Lumber Co. Ltd Crane No. D.R. 321.
MacMillan & Bloedel Ltd. (Sawmill) Crane No. 44666 B.C.
Gas Internal-combustion Locomotive No. 50.
Diesel-electric Locomotive No. 1.
Northern Construction Co. Ltd Crane No. 43505 B.C.
Osborn Bay Wharf Co. Ltd Crane No. 21526 B.C.
Sigalet & Co. Ltd Crane No. 21089 B.C.
Sooke Lake Lumber Co. Ltd Crane No. 22632 B.C.
Timber Preservers Ltd Crane No. 43807 B.C.
Crane No. D.R. 288.
Timberland Lumber Co. Ltd Crane No. 12368 B.C.
Vancouver Steel Co. Ltd Crane No. D.R. 316.
Crane No. D.R. 342.
Victoria Machinery Depot Ltd Crane No. D.R. 291.
Western Bridge & Steel Fabricators Ltd Crane No. D.R. 355.
Crane No. D.R. 309.
Western Plywoods Ltd Diesel Crane No. 142.
Yarrows Ltd Electric dock crane. DD 38
Mileage of All Railways Operating in the Province
Under the jurisdiction of the Board of Transport Commissioners for Canada—
403 78
Under the jurisdiction of the Provincial Government—
Industrial Railways—
Standard gauge  	
Total mileage of all railways in British Columbia, 5,753.90.
Printed by Don McDiarmid, Printer to the Queen's Most Excellent Majesty


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