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Railway Department PROVINCE OF BRITISH COLUMBIA ANNUAL REPORT Year Ended December 31st 1956 British Columbia. Legislative Assembly 1957

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 Railway Department
PROVINCE OF BRITISH COLUMBIA
ANNUAL REPORT
Year Ended December 31st
1956
VICTORIA, B.C.
Printed by Don McDiarmid, Printer to the Queen's Most Excellent Majesty
1957  To His Honour Frank Mackenzie Ross, C.M.G., M.C., LL.D.,
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, 1956.
LYLE WICKS,
Minister of Railways.
Victoria, B.C., February 28th, 1957. Victoria, B.C., December 31st, 1956.
The Honourable Lyle Wicks,
Minister of Railways, Victoria, B.C.
Sir,—I beg to submit herewith the Thirty-ninth Annual Report of the Railway
Department, covering the year 1956, together with Appendices.
Your obedient servant,
W. H. SANDS,
Deputy Minister. Report of the Railway Department
FOREWORD
During 1956 over-all expansion in British Columbia continued at an increasing
pace. Population and industries of all types followed the industrial growth throughout
the Province, and as a result the transport systems operated to full capacity.
In the Peace River area further discoveries of natural gas and oil introduced pipelines, and consequently pipe-lines are being constructed from the Peace River in Alberta
and British Columbia to the Coast and through to the United States. The Westcoast
Transmission Company's line has been under construction during 1956. The advent of
natural gas as a fuel will naturally step up the tempo of expanding economy during the
coming years. The natural gas in British Columbia Peace River area being " sour "
enhances its value industrially, so that a large processing plant is now under construction
at Taylor Flats, in the Fort St. John area of British Columbia, where the natural gas from
British Columbia will be processed. In taking the " sour " out of the gas, a number of
by-products will be obtained, such as sulphur, butane, high-octane gasoline, and other
products. The processing plant will produce 350 tons of sulphur per day, and a train-
load of by-products per day is expected to be shipped to the Coast by the Pacific Great
Eastern Railway.
As a consequence of the gas discoveries and the other activities in the Peace River
area, surveys have been completed and construction is well in hand to extend the Pacific
Great Eastern Railway from Prince George to Dawson Creek, with a branch line to
Fort St. John, a distance of approximately 325 miles. The activities in the Peace River
area will therefore be accelerated at a greater pace when good transportation is ultimately
made available by the Pacific Great Eastern Railway. It is safe to predict that in the
coming years daily passenger-train service will be well justified in this area and that
several train-loads per day of by-products and other commodities will be shipped from
the Peace River area to the Coast. The Squamish-North Vancouver link of the Pacific
Great Eastern Railway was completed during 1956, and before the end of the year full
train service, both passenger and freight, was operating over the new southern extension.
The extensions of the Pacific Great Eastern Railway will therefore not only take care
of expansion in the Peace River area, but will bring grain from the Peace River to Vancouver as well as forest products from the Interior of British Columbia. Further
industrial development can be predicted in the near future if and when large hydro-power
projects are developed along the route of the Pacific Great Eastern Railway.
In other parts of British Columbia unprecedented growth was to be noted during
1956. Large power projects were under construction on Vancouver Island and the
Mainland. Natural gas was under consideration to serve Vancouver Island, and the
natural-gas branch line between Huntingdon and Vancouver was placed in operation
during the latter part of 1956, and as a consequence the Lower Mainland now enjoys
the use and economy of this natural fuel.
The Railway Department has kept pace with the fast-changing conditions in industry.
The Department's inspections were extended to logging-trucks and pipe-lines, and
although the Department coped with the demands of industry, arrangements have been
made for an increase in staff during 1957.   The Inspection Department in Vancouver, HH 6 BRITISH COLUMBIA
during 1956, consisted of R. B. Swanson, Chief Inspector; W. E. Tyler, Inspector;
J. H. Carmichael, Inspector; W. F. Thomas, Inspector; and Miss Ruby McColl, clerk-
stenographer. In the Victoria office there was a Chief Draughtsman, Arthur Shaw; a
secretarial stenographer, Mrs. B. White; and J. S. Broadbent, Deputy Minister. At the
beginning of October, 1956, Mr. Broadbent left the Department to accept the position
of general manager of the Pacific Great Eastern Railway. Mr. Shaw was promoted to
Administrative Assistant, and the position of draughtsman was not necessary during the
latter part of the year.
REPORT OF THE RAILWAY DEPARTMENT
Industrial activity throughout British Columbia increased during 1956, and many
new transportation systems developed which required inspection and approval. The
staff of the Department, as of December 31st, 1956, consisted of a Deputy Minister, an
Administrative Assistant, Chief Inspector, three Inspectors, secretarial stenographer, and
a clerk-stenographer.
The railways under the jurisdiction of the Department included both common
carriers and industrial railways, and the equipment and facilities of these railways were
inspected. The Department also inspected industrial transportation, such as logging-
trucks and mining-trucks used on private roads, as well as buses and " crummies " used
to tranport workmen and personnel. Aerial tramways, which fall within the scope of the
Department's jurisdiction, continued to grow in numbers and were inspected during the
year. Aerial tramway projects were approved for the microwave telephone systems on
Dog Mountain and on the northern end of Vancouver Island. These projects are now
under construction and will be inspected during 1957. New pipe-lines in the Peace
River area and other parts of the Province were inspected and approved during the year.
In Victoria the head office continued to be in charge of the records of the Department, and, in conjunction with the Bureau of Economics and Statistics, reports were
developed and freight-rate construction surveyed with respect to the Pacific Great Eastern
Railway and other common-carrier railways within the Province. The Department
worked very closely with the Construction Department of the Pacific Great Eastern
Railway during the year, and considerable work and development was done by the
Department with respect to rolling-stock and road-bed safety on the extensions of the
railway. This was necessary in the interests of public safety and also safety of workmen
on the construction project. The Inspection Engineers of the Department continued
during 1956 to inspect the road-bed, track facilities, mechanical facilities, shops, and the
equipment of all railways and other means of transportation under the Department's
jurisdiction.
Training-schools were set up in various parts of the Province to train the drivers
of off-highway equipment such as logging-trucks and mining-trucks. In Nanaimo the
Inspecting Engineers of the Department set up a driver-training programme in conjunction
with the Dominion-Provincial Vocational School, where a classroom is now operated in
the interests of driver-training, both for the public and industry.
The rules and regulations pursuant to the " Industrial Transportation Act" were
formulated during 1955 and placed into operation at the beginning of 1956. These rules
and regulations were formulated with the guidance and assistance of the Inter-State
Commerce Commission in Washington, D.C., where the Chief Inspector of the Department attended meetings as an original conferee of the I.C.C. Motor Carriers' Safety
Regulations Committee.
The Department's research facilities were used to advantage, not only on the Pacific
Great Eastern Railway, but on the logging and industrial operations where diesel-electric
motive power is now in operation. RAILWAY DEPARTMENT,  1956 HH 7
INSPECTION OF PACIFIC GREAT EASTERN RAILWAY TRACK,
STRUCTURES, AND MECHANICAL FACILITIES
R. E. Swanson, P.Eng., Inspecting Engineer
Inspections of various phases of the Pacific Great Eastern Railway were made continuously during the year. These inspections included inspection of locomotives, rolling-
stock, shop facilities, station facilities, communications, and train operation, as well as
inspection of road-bed, bridges, and structures. During the middle of October the official
annual inspection was carried out by V-8 track motor, at which time the road-bed,
bridges, structures, and betterments for the year 1956 were inspected prior to the freeze-
up, which is normally expected during November. Conditions found were as follows:
The track, road-bed, and right-of-way conditions, bridges, and structures show a continuing improvement over previous years; replacements which had been recommended
during the previous year were well in hand and in effect during the annual inspection.
The chief engineer of the railway, the assistant chief engineer, and various roadmasters
concerned accompanied the Inspecting Engineer of the Department during the trip and
various phases of the proposed work for 1957 were discussed in the field. It is to be
noted that during 1956 traffic exceeded that of 1955, with trains hauling heavy tonnage,
and consequently rail wear is noticeable in a number of places where curvatures are in
excess of 10 degrees. To offset this condition, recommendations had been made during
previous years to obtain as many track-oilers as possible. The inspection revealed that
ninety-eight track-oilers were in operation, and where track-oilers were used rail wear
was reduced considerably. Track-oilers are particularly required on the Squamish Subdivision and on Pavilion Mountain. Previous inspections revealed that the condition of
ties on the Pacific Great Eastern Railway involves public safety. During the year of 1956
the tie-replacement programme, as recommended, has been carried out, and 107,374 ties
were renewed during 1956. The ties renewed were untreated, and it is recommended,
now that a creosoting plant is on Pacific Great Eastern Railway lines, that the company
inaugurate a programme where treated ties will be installed in future. This would increase
the life of ties from 8 years to 25 years, with resultant savings.
Tie deterioration is directly dependent upon ballast conditions on the road-bed;
consequently the importance of ballasting should not be underrated as not only is safety
involved, but the operation of the railway is improved as ballast conditions are bettered.
A good job has been done of ballasting during 1956, and 17.3 miles of track was rebal-
lasted and given at least a 6-inch lift during the year. The ballasting programme at the
end of 1956 stood as follows:—
Complete Ballasting
Miles Year
Mile 182 to Mile 201  19.0 1954
Mile 201 to Mile 206  5.0 1953
Mile 300 to Mile 311.4  11.4 1956
Mile 311.4 to Mile 339.1  27.7 1955
Mile 339.1 to Mile 345  5.9 1956
Mile 349 to Mile 369  20.0 1954
It cannot be too strongly recommended that the ballasting programme be carried
forward during the coming year as it is expected traffic will be considerably heavier,
taking into account the increased revenue derived from the new extensions.
Since the advent of dieselization in 1949, rail wear on the Pacific Great Eastern
Railway has been considered a problem. The problem is aggravated on the Squamish
Subdivision by the existence of sharp curvature and is still further affected by heavy
motive power on a 2.2 grade. Flange-oilers help to alleviate the rail wear, but on the
Squamish Subdivision the problem remains crucial and must be watched closely. In 1951
a rail-renewal programme was inaugurated so that approximately 50 miles of 85-pound HH 8 BRITISH COLUMBIA
rail would be laid to replace the 60- and 70-pound rail laid down when the line was
built in 1914.   The rail-renewal programme has gone forward steadily since 1951 and,
during 1956, 51.3 miles were laid on the line, so that at the end of 1956 the following
statistics may be 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 1.7 to Mile 3.5     1.8 1956
Mile 3.5 to Mile 8.5     5.0 1955
Mile 8.5 to Mile 12.9     4.4 1956
Mile 12.9 to Mile 29.4  16.5 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 57.6 to Mile 86.0  28.4 1956
Mile 86.0 to Mile 122.8  36.8 1955
Mile 122.8 to Mile 154.3  31.5 1954
Mile 154.3 to Mile 171.0  16.7 1956
Mile 349.0 to Mile 429.0  80.0 1952*
* Prince George extension.
The 1955 Report recommended that at least 50 miles of new rail be laid during
1956, and it is noted that 51.3 miles were laid during the year. For the year 1957 it is
recommended that the company do all possible to lay more than 50 miles if rail is available. In discussing this matter with management, it is understood that the construction
crew, during the break-up period in the spring of 1957, will concentrate its efforts on
the original road-bed so that the full quota of rail will be laid between the months of
May and July. It is commendable to note that where 85-pound rail is being laid, tie
plates are being installed on the curves and the tangents, whereas in the original programme tie-plating was done only on the curves.
The bridges were inspected and discussions held as to replacements for 1957. It is
noted that the work required in the 1955 Report was carried forward during 1956, so
that the following bridge statistics may be quoted:—
Work Done Mile 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
New bridge replacing crib  144.7 1955
Renewed   258.6 1955
New bridge  343.6 1955
New pile trestle   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
Renewed   146.8 1956
Renewed   147.0 1956
New bridge replacing crib  149.1 1956
New cattle underpass (metal)   170.2 1956
Repaired and partially rebulit       4.0 1956 RAILWAY DEPARTMENT,  1956 HH 9
It is understood from discussions with the chief engineer of the company that
certain bridges will be renewed during 1957. In some cases, steel spans will be installed;
in others, bridges will be replaced by fills; and in still others, bridges will be renewed
with creosoted timber.
At " Mud Hill," south of Quesnel, considerable work was under construction during
1956 to alleviate the slide and sloughing conditions. Drainage pipes and tunnels are
being installed. No serious impediments to traffic have occurred at this point during
1956, as was the case in previous years.
A number of sidings have been extended and a number of new sidings and spurs
installed to serve industry on the entire railway. In most cases, sidings have been laid
with 70-pound rail which has been replaced by 85-pound rail on the main line.
Eight new diesel-electric locomotives of 1,600 horse-power each were delivered
during 1956. These were immediately put into operation, replacing all steam-locomotives
on the line. However, one steam-locomotive is being retained by the company and used
during the winter to steam and thaw switch points in yards. The complete dieselization
of the railway has resulted in considerable savings on maintenance of water-tanks. In
several locations, water-tanks are being dismantled.
Shop facilities at Squamish are extremely lacking. The railway now operates
thirty-two diesel locomotives. The shops were designed in 1914 for six or seven steam-
locomotives, and consequently they are entirely inadequate to cope with the demands
of present-day traffic. A commendable effort has been made on the part of the staff
to cope with the situation at Squamish. In the writer's opinion the shops at Squamish
are not only entirely inadequate, but are hopelessly lacking in facilities to maintain modern
locomotives. It cannot be stressed too strongly that a programme should be set up
forthwith so that an entire new diesel-maintenance shop be constructed at either Squamish
or North Vancouver. This shop must be equipped with modern facilities, such as drop-
table, wheel lathe, wheel-handling facilities, axle lathe, axle-handling facilties, machine-
shop facilities, inspection and service-pit facilities, electrical-shop facilities, modern
fueling and oiling facilites, as well as sufficient tracks and storage. The programme should
not stop at a diesel-maintenance shop, but should be continued to include a large and
modern car-repair shop. It is understood that 500 box cars are on order for delivery
in 1958, and it must be taken into account that each piece of rolling-stock requires to
be put through the shop and given a complete overhaul once every seven years. It therefore follows that the car-shop repairing facilities should be adequate to completely
rebuild seven cars per week. Sand-blasting facilities, painting facilities, and handling
facilities are required so that " line production " methods can be instituted to cope with
the work and cut down on the man-hours of labour presently required in this field of
endeavour. In view of the foregoing, the company should decide forthwith the best
location for the heavy-repair facilities required and the programme should be well under
day during 1957. Otherwise, with an increase in traffic, it will be a physical impossibility
to cope with the maintenance and running repairs required on this railway.
Protection at level crossings on the Pacific Great Eastern Railway has become a
problem. During 1955 a survey was made of the necessity for automatic protection in
the town of Quesnel, and an automatic warning-signal and necessary equipment was
obtained and was to be installed during 1956; however, the freeze-up occurred before the
installation was completed, but it is understood that a contract has been let, and immediately conditions permit, during the first quarter of 1957, the automatic crossing protection will be completed at this point.
In the Cariboo District the Department of Highways is doing considerable work in
constructing underpasses. These were not completed during 1956. It is expected they
will be in operation during the first half of 1957. An extremely hazardous condition
exists with regard to level crossings at various points on the line, and especially in the
Cariboo District where farm crossings have been converted into industrial crossings, HH 10 BRITISH COLUMBIA
which allow logging-trucks to cross the railway at various points. The rules and regulations pursuant to the " Industrial Transportation Act" require that all such crossings
receive approval before they are installed and that positive stop-signs to vehicular traffic
exist each side of the railway. This has not been done to date and accidents have
occurred. However, when this was pointed out to the management of the company,
a number of stop-signs were obtained from the Highways Department, and these are to
be installed as soon as frost conditions permit.
Level crossings should not be allowed at certain points, especially adjacent to buildings and stations or on curves. It is obvious that, with Budd cars operating at high speed,
logging-trucks and industrial vehicles present a potential hazard. In view of this, it is
recommended that the entire situation involving level crossings of all types on the Pacific
Great Eastern Railway be reviewed and a corrective programme instituted early in 1957.
All crossings must be inspected by an Inspecting Engineer of the Department before they
are open for traffic, and all crossings must be registered with the Department.
In the matter of crossings and crossing protection, it is here reported that in the
Municipality of West Vancouver a by-law was passed and an agreement reached between
the municipality and the railway for automatic crossing protection at Thirteenth Street
and Twenty-fifth Street in West Vancouver. By the end of 1956 the material was on
order, and it is expected it will arrive by the beginning of March, 1957, so that contracts
may be let to have the automatic protection installed at the earliest possible date in 1957.
On the Squamish-Vancouver extension it is understood that the Upper Levels
Highway cross-over at Horseshoe Bay is planned to be a level crossing. If this is so,
automatic protection is definitely indicated at this point. It is also felt that Eagle Ridge
Drive level crossing, adjacent to Horseshoe Bay, is dangerous. This crossing was installed
over the Pacific Great Eastern Railway right-of-way during a period while steel was
absent from the right-of-way. It is recommended this crossing be relocated or reconstructed so as to improve safety to vehicular traffic.
During 1956 a study was made of all crossings in West Vancouver Municipality,
and recommendations were made which have been largely carried out to date or were in
hand by the end of the year.
Seven new Budd cars were procured by the company during the year. Four of the
Budd cars are Type RD-3 combination passenger and baggage accomodating forty-nine
passengers, and three are Type RD-1 accommodating ninety passengers each. This new
type of equipment is powered with 550 horse-power and can operate either singly or in
trains without the assistance of a locomotive at speeds up to 70 miles per hour. During
December of 1956 a test run was conducted with Budd cars over the entire line, and as
a result it has been recommended that speeds can be considerably increased with this
new type of lighter, high-speed equipment. Engineers from the Department were in
attendance on the trial run and recommendations were made. This equipment will do
much to improve passenger service on the railway, and it is felt when the new line is
constructed to the Peace River, additional equipment of this type will be necessary. It is
understood that a system of aeroplane-type meals are to be served, and it is felt this will
work out superior to dining-cars, as used at present.
The Budd equipment is extremely versatile, as several cars may be coupled together
to constiute a train of passenger-cars without a locomotive, the train so coupled being
self-propelled by its own power; on the other hand, the cars may be used as passenger-
coaches and hauled in a standard passenger-train with a locomotive. The equipment
is air-conditioned and completely self-powered as to lighting and water facilities, and the
company is to be highly commended on its choice of equipment in this respect. It is
understood that a through-train service from North Vancouver to Prince George is to be
inaugurated during the early part of 1957, where the new Budd equipment will be used
exclusively. RAILWAY DEPARTMENT,  1956
HH 11 HH 12
BRITISH COLUMBIA
Inaugural train over southern extension of Pacific Great Eastern Railway, August, 1956.
^hSSSBSII
Typical terrain along Howe Sound on southern extension of Pacific Great Eastern Railway
>■■■■.. RAILWAY DEPARTMENT,  1956 HH 13
With regard to the maintenance of the Budd equipment, it is planned that a new
Budd-maintenance shop be constructed in North Vancouver. Department Engineers have
assisted the company in the planning of these facilities. Designs have been submitted for
approval, and it is felt the type of maintenance depot proposed will do much to alleviate
the maintenance of running repairs to diesels and passenger equipment on the line.
Extensions
During 1956 construction on Howe Sound went forward at full pace. Department
Engineers were required to inspect the construction work as to rock work and rock-
removal in the interest of public safety. In some cases contractors were shut down until
proper facilties were obtained. Work-trains were operated during the year under a construction schedule, and radio dispatch was instituted as it was not considered advisable
to install telephone or telegraph lines adjacent to the railway in the Howe Sound area.
On the Squamish-North Vancouver extension a through work-train was operated
from North Vancouver to Squamish during the month of June, after which considerable
ballasting and track alignment took place so that an inaugural train was run from North
Vancouver to Prince George in August, 1956. The inaugural train consisted of three
sections from North Vancouver to Squamish and two sections from Squamish to Prince
George. All trains were hauled with P.G.E. diesel locomotives. The trains consisted of
cars supplied from various railways throughout the United States and Canada. It is
noteworthy that a Milwaukee dome-car was in one of the trains and that all equipment
passed over the P.G.E. tracks without incident.
On the Squamish-North Vancouver extension a serious condition exists where the
highway is being constructed adjacent to and above the railway. Rocks and waste are
rolled down, and in some cases train service was required to be suspended one day per
week. The Department Engineers in many cases recommended that special signalling
equipment be installed by the contractors. In some instances the contractors were shut
down until proper signalling equipment was made available. Special flagging and flagging
rules were formulated, also special rules were required as to the use of radio-telephone
operation in the areas where blasting was being carried out. By the end of 1956 it can be
reported that train service between Squamish and North Vancouver was in full operation,
so that the barge system could be taken out of service.
In North Vancouver considerable terminal facilities were under construction by the
end of 1956. These included station, freight-shed, yards, and repair depots. It is
expected these will be completed during 1957, and Inspecting Engineers from the Department will continue to inspect their progress.
The construction of the Prince George-Peace River extension was in full swing
during 1956. Fifty or sixty miles of grade was completed by the end of the year, with
several miles of steel laid north of Prince George. The steel bridge across the Fraser
River at Prince George was completed during the year, and steel was laid across the river
to accommodate a large steel and supply yard on the north side of the river.
The Railway Department engineered and designed a special type of car for laying
rail. This type of car may be taken to pieces at the end of steel, placed at the side of the
track when empty, and later re-railed to be taken back to the steel-yard. This type of
car, together with a Burro crane, air-wrenches, and automatic track-spiking machines
enabled the construction department to lay more than a mile of steel per day, so that it
is expected by the end of March, 1957, 60 miles of new track will be laid north of Prince
George. During 1956 inspections were made of the new construction north of Prince
George. These inspections included an inspection of the substructure of the new Peace
River Bridge adjacent to Taylor Flats, as well as inspections of the proposed yards
adjacent to the Taylor Flats processing plant. HH 14
BRITISH COLUMBIA RAILWAY DEPARTMENT,  1956
HH 15
Conclusion
Conditions on the Pacific Great Eastern Railway continue to improve and the line
is safe for operation. Appropriations for improvements and replacements should be
increased for 1957, as it is expected heavier traffic will ensue due to the extensions completed and under construction.
The matter of rail wear should be studied and the programme of replacing the
60-pound rail with 85-pound rail should be stepped up.
New heavy-repair maintenance-shops are required either at Squamish or North Vancouver; consequently shop studies and planning should be continued so that a start can
be made on shop improvements during 1957.
It is considered that an increase in the number of locomotives would not be advisable
until adequate repair facilities are made available.
The new Budd cars purchased during 1956 are expected to be very successful, and
it is recommended that the speeds of these cars can be increased over the time schedules
presently in effect for diesel locomotives.
Squamish-Vancouver extension is in operation, but improvements are required so
as to alleviate danger from falling rocks.
The extension from Prince George to the Peace River is continuing and has shown
a marked progress during 1956.
GENERAL INSPECTION OF RAILWAYS AND OTHER TRANSPORT
Railways
General Trends.—Notwithstanding the popular opinion that rail haulage and the
use of railways has decreased on a national basis, it is an interesting fact to note this is
not the case, as actually rail haulage and the use of railways have increased over the past
five years. The Canadian National Railways report that, since 1950, 1,400 miles of new
track has been constructed by the C.N.R. alone, and additional extensions are at present
under construction throughout Canada. The same trend exists to a lesser extent with
the Canadian Pacific Railway, and the extensions of the Pacific Great Eastern Railway
are common knowledge.
As to trucks offering a cheaper mode of transportation than railways, it appears
definite at this time that where hauls are in excess of 50 miles railways are cheaper.
In British Columbia rail-haul in both passenger and freight traffic has increased.
The Pacific Great Eastern Railway and the B.C. Electric Railway systems indicate this
is the case, and additional diesel-electric motive power has been placed in service on both
railways. In the industrial field of railroading the trend from rail to the use of trucks
appears to be in reverse. The Canadian Forest Products Limited operates 105.8 miles
of main-line railway at Englewood, and rail was being extended a further 20 miles during
1956, so that the entire haulage project will be by rail, with trucks employed to feed the
railwav. It is expected on the Englewood Railway that iron ore in the vicinity of Nimp-
kish Lake will be ultimately hauled by rail. Other logging-railways have kept up maintenance programmes during 1956 with the view to permanent operation. The Canadian
Collieries (Dunsmuir) Limited is using railway at the shipping wharves at Union Bay, and
the railway is fed by motor-truck from the Tsable River mine. The operation of these
trucks and the truck-roads were inspected during the year, as well as the railway. The
Morrissey, Fernie and Michel Railway in Eastern British Columbia has continued to
operate to full capacity during the year, and diesel locomotives are used on this railway to
good advantage.
Logging-railways.—The logging-railways in British Columbia were inspected during
the year. This included the inspection of bridges, log-dumps, road-bed, rolling-stock, and
locomotives.    All steam-locomotives in use had the boilers hydrostatically tested and HH 16 BRITISH COLUMBIA
certified by Inspectors of the Department. In many operations where the Inspectors
were inspecting railway and locomotives, the logging truck-roads and trucks were
inspected at the same time. This is understandable when one considers truck and rail
operations are in many cases a joint enterprise. Department Inspectors also investigated
accidents and made recommendations to prevent recurrences. Locomotive engineers,
conductors, rail-car operators, dispatchers, and truck-drivers were examined and certified
by Department Inspectors. In a majority of operations the Inspector conducted safety
courses and driver-training courses for truck-drivers and later examined and certified the
personnel involved. Log-dumps were especially inspected, as considerable danger always
exists where logs are dumped from cars. It is regrettable to report a fatal accident
occurred on the log-dump of MacMillan & Bloedel Limited at Chemainus. This accident
was the only fatal accident on the industrial railways during the year. An Inspecting
Engineer from the Department made an investigation and instructed the company to
install a safety device which was developed within the Department. This safety device
prevents logs from falling on workmen while cars are being dumped. The device has been
installed in a number of locations throughout the Province, and where installed no fatal
accidents have occurred. In the case of the Chemainus log-dump, the device was made
and installed by the company before the end of 1956 and inspected by the Department.
At the Englewood operation two new diesel-electric locomotives were placed in
service during 1956. These locomotives will ultimately replace some of the older steam-
locomotives in use, but at present time the operation is such that approximately seventeen
locomotives are in service on this railway. Inasmuch as the Englewood operation is the
largest railroad logging operation ever to exist in British Columbia, Inspectors have made
a greater number of inspections at the Englewood operation than at other railway operations throughout the Province.
Mining-railways.—The mining-railways throughout British Columbia were inspected
during the year. The Morrissey, Fernie and Michel Railway has for a number of years
enjoyed an excellent safety record. Inspectors from the Department were consulted by
the company as to safe procedures while the Inspectors were on the property inspecting
the locomotives, road-bed, and facilities of the railway. At the Sullivan mine operation in
Kimberley, regular inspections were made of the narrow-gauge railway operating between
the mouth of the mine and the tipple at Kimberley. This railway is in excellent condition
and the company is safety-conscious. Certain recommendations were made to braking
systems and safety appliances. The locomotive-drivers at this operation were inspected
and certified by Inspectors of the Department.
The narrow-gauge railway or tramming operation at the Trail smelter was inspected
several times during the year. At this operation an arrangement of long standing exists
where the company examines the motormen and notifies the Department in Vancouver.
If the examinations are in order, a card is issued entitling the holder to operate locomotives. Considerable misunderstanding ensued during the year between the union at
Trail and the company with regard to the certification of operators. This matter was
straightened out when an Inspector from the Department held meetings in Trail and the
misunderstandings between labour and management were cleared up, following which an
amicable agreement was consumated between the union and the company.
Department of Mines.—For a number of years a working understanding has been
in existence between this Department and the Department of Mines so that Inspectors
of this Department inspect all locomotives and surface railways, thus circumventing a
duplication of efforts by various officials of both Departments. Dr. Walker, Deputy
Minister of Mines, has been most co-operative. In view of the foregoing, all the air-
locomotives of the Crow's Nest Pass Coal Company were hydrostatically tested and
certified, with copies of the reports filed with the Chief Inspector, Department of Mines.
In such cases as this the track was inspected and necessary repairs ordered by the Department of Mines. RAILWAY DEPARTMENT,  1956 HH 17
Kitimat.—The aluminium smelter at Kitimat operates a terminal railway which falls
within the jurisdiction of the Department. During the year Inspectors made inspections
of the railway, the locomotives, and personnel and instructed the company as to safety
procedures in operation. At this operation several complaints were received from the
union claiming unsafe conditions and improper work schedules. In each case an Inspector was dispatched to Kitimat, and it was found the trouble arose through misunderstandings between labour and management, and when meetings were held and the conditions
properly explained the trouble was straightened out to the benefit of all parties concerned.
Shipyards.—All shipyards with trackage were inspected during the year. This
involved inspection of trackage and locomotive cranes. In one case a dock crane was
inspected and certified. In another case the bridge cranes in the shops have been
inspected by Department Inspecting Engineers at the request of the company and letters
issued stating the equipment was inspected and in a safe condition. In other cases, load
tests were made of bridge cranes in the interests of safety.
Steel-mills.—Two steel-mills in Vancouver were inspected several times during the
year. Trackage and locomotive cranes were inspected and the boilers hydrostatically
tested. One of the steel-mills is considering a substantial expansion, which involves a
bridge across the Fraser River and considerable trackage with steam-locomotives to serve
the plant. In this case Department Inspectors were consulted by the company as to
trackage and procedure in constructing the bridge and railway project.
Cheakamus Dam, B.C. Electric.—The 8-mile tunnel near Garibaldi for the purpose
of a power project continued to be under construction during 1956. Special rules and
regulations formulated and approved in 1955 to cover the underground trackage were
enforced and Inspectors assisted in safety matters.
Board of Tranport Commissioners, Ottawa.—The Inspectors of the Department are
appointed as Locomotive Inspectors by the Board of Transport Commissioners. In this
capacity the Inspectors inspect locomotives for fire protection on fines operating under
the jurisdiction of the Board. This liaison has existed between the Federal authority and
the Province for a number of years and is tied in with the Department of Lands and
Forests in Victoria, which Department obtains the necessary passes.
In pursuance of the above, 125 inspections were made of fire-protective appliances
on the Canadian Pacific Railway, Canadian National Railways, and the Great Northern
Railway in British Columbia. Reports were submitted to the Board of Transport Commissioners, who, in turn, took up defects with the railways and the Department of Lands
and Forests.
B.C. Electric Railway.—Inspections were made of all diesel-electric locomotives and
certificates were issued during the year. Inspected also were electric locomotives and
rail-cars. These inspections involved hydrostatic tests of all pressure-vessels, inspection
of wheels and safety appliances, as well as electric and diesel appurtenances. The operation of the railway was inspected, which included the inspection of bridges and structures,
level crossings of highways, and the inspection of rolling-stock.
The Annacis Island railway, a branch line of the B.C. Electric Railway, was officially
opened for traffic during the latter part of the year. The new railway serves the industrial
development on Annacis Island in the Fraser River near New Westminster, and is joined
to the mainland by a causeway which incorporates both a railway and a cement roadway
for vehicular traffic.
Aerial Tramways.—In British Columbia several aerial tramways exist which carry
the public, consequently they are considered common carriers. All such aerial tramways
were inspected a number of times during the year and certificates issued authorizing their
continued operation. In one case it was necessary to condemn a haulage-rope, which was
renewed immediately. In other cases, recommendations were necessary in the interests
of safety, and the operating companies have co-operated in every way with the Inspectors
from the Department.    Complaints have been handled through the Department where HH 18
BRITISH COLUMBIA RAILWAY DEPARTMENT,  1956 HH  19
the public has argued regarding fares and handling procedure of passengers. These
matters were straightened out without incident, once all parties were aware of obligations
incumbent upon them. Ski-tows fall within the jurisdiction of the rules and regulations
pursuant to the " Railway Act," and while a number of ski-tows were inspected, others
have been reported of which the Department was not aware. These will be taken care of
during the fall season of 1957.
The aerial tramway at Kamloops owned and operated by the Department of National
Defence was not inspected during 1956 as it was understood certain changes and extensions were under construction. This aerial tramway will be inspected during the first
quarter of 1957.
The aerial tramway of the Western Plywoods Limited at Woodpecker, in the Prince
George area, was inspected and certified, and certain safety appliances were installed as
recommended by the Inspector.
An inspection was not made of the aerial tramway of the Cassiar Asbestos Corporation during 1956. It is to be pointed out that the Railway Department approved the
engineering specifications during construction and made the first annual inspection prior
to the aerial tramway being placed in operation. The arrangement between the Department of Mines and the Railway Department was brought about to avoid a duplication of
inspections in the mining industry.
The North-West Telephone Company, during the year, made application to the
Department for approval of an aerial tramway at Dog Mountain in the vicinity of Hope.
Plans and specifications were approved by the Department engineers, and it was understood by the end of the year that construction was in progress. A similar installation is
contemplated on the north end of Vancouver Island, and the Department engineers have
been consulted with regard to advising on the proposed design.
Industrial Transportation
Truck Logging.—The rules and regulations pursuant to the " Industrial Transportation Act" were put into effect on January 1st, 1956. The terms of the regulations state
that existing equipment be allowed to operate during 1956 without the application of
special safety devices recommended by the regulations; however, new equipment was
required by the regulations to have the safety equipment installed on the trucks by the
builders or at the factories. The logging companies have been most co-operative during
1956 in applying the safety devices required or considered necessary to protect life and
limb. There have been instances where the necessity of such safety devices has been
questioned by operators. In such cases the Department Inspectors have had no difficulty
in convincing the owners of the equipment that the addition of air-brake safety equipment
is not only a good investment, but is paramount in preventing accidents. Certain of the
safety equipment necessary was not available in the United States and was consequently
manufactured or converted in British Columbia.
The truck-manufacturers in British Columbia co-operated with the Department in
every respect in order that their vehicles would meet the requirements of the regulations.
A system of certification by truck-manufacturers was put into effect so that each manufacturer files certificates with the Department that the trucks built for industry meet with
the requirements of the regulations. These certificates list the type of safety equipment
applied and state that the vehicle has been properly tested. When this has been done,
the Department allows the manufacturer upon filing a certificate, to affix an approval
decal to the wind-shield of the vehicle. In some cases the manufacturers of vehicles do
not charge the customer an extra for the application of the required safety appliances
when the vehicle is being built; on the other hand, some manufacturers charge prices
varying from $100 to $235 extra. The average extra price for the safety equipment
required by the Department amounts to $161. A survey of the manufacturers was made, HH 20 BRITISH COLUMBIA
and it was found that the safety equipment required by the Department amounts to less
than one-half of 1 per cent of the cost of a new vehicle. There have been many instances
where manufacturers have applied the necessary safety equipment in the field to trucks
built prior to the regulations coming into effect. In these cases it is customary for the
manufacturer to supply a conversion kit, for which a charge is made in the neighbourhood
of $100. During the year two fatal accidents occurred on logging-truck roads in the
Harrison Lake area, where extremely steep terrain is encountered. One of these accidents
was investigated by Department Inspectors, and it was found the air-brake system did not
conform with the Department's requirements. The Inspector's report showed that had
the safety appliances been in existence, the vehicle would not have lost its air-pressure
and gone out of control. The other accident in the same area was investigated by the
Workmen's Compensation Board, which reported the vehicle was not equipped in accordance with the rules and that a loss of air-pressure was the cause of the run-away.
A higher standard of safety is required on logging-roads than is used on public highways. This is because logging-roads have extremely steep grades and also rocks from
the road surface have a tendency to be thrown from the tires so as to knock off hoses and
pipes of the air-brake system. As a consequence, a number of improvements to the airbrake system affecting safety have been incorporated jointly into the Inter-State Commerce Commission rulings of the United States and also in the British Columbia regulations on industrial roads. This is a move toward uniformity of a code so that vehicles
operating in either country meet standard requirements.
On industrial private roads and logging-roads, inspections were made of bridges and
log-dumps. In a number of cases, bridge designs were approved by the Department. The
" Industrial Transportation Act " applies not only to the logging-roads, but also to mining
and industrial projects which are not considered public highways. In this respect inspections were made of roads serving mining projects where vehicles were required to be
equipped in accordance with the regulations. This inspection included not only equipment and roads, but the examination of crossings of railways and crossings of public roads,
for it is evident that heavy industrial vehicles crossing either railways or highways present
a hazard. In a number of cases, stop-signs were ordered at railways and public roads.
This was done in accordance with the Act and in the interests of public safety.
Driver-training Courses.—It is a well-known fact that where drivers are properly
trained and are conversant with safety regulations, accidents are reduced. In this regard
the Department, with the approval and co-operation of the Royal Canadian Mounted
Police, Division " E," Victoria, conducted training courses to train drivers to operate on
public highways. This has been done for the reason that drivers of heavy vehicles drive
jointly on public roads and industrial roads. This type of training on Vancouver Island
has been concentrated mainly in the Dominion-Provincial Vocational School in Nanaimo,
where courses have been conducted every month so that trainees at the school receive
basic training before they are employed by industry. At the same time, logging-truck
drivers in the district attended the courses so that they could be certified. With regard to
the driver-training courses conducted by the Department, the Royal Canadian Mounted
Police, Officers Commanding, in the various areas have co-operated to the fullest extent
by obtaining lecture-halls and bringing in as many drivers as possible so that the public
will derive benefit from the training courses.
As a consequence of the foregoing, the driver-training and certification of drivers
has gone forward at a greater pace during 1956 than during previous years, and as a
result 574 drivers were certified under the " Industrial Transportation Act." This
represents a total of over 1,800 drivers certified to date, which, in turn, would represent
approximately 3,000 drivers having received the training course offered by the Department. With respect to apprentices at the Dominion-Provincial School in Nanaimo,
thirty-two students were examined and cards were issued in 1956 to substantiate that
fact and that they had passed an examination on truck safety maintenance.
J RAILWAY DEPARTMENT,  1956
HH 21
Truck Hauling, Mining.—The use of trucks is employed to a large extent in the
mining industry throughout British Columbia. Where trucks are used in open-pit mining
and underground, the operation is entirely under the jurisdiction of the Department of
Mines; however, this jurisdiction applies only in the mine and between mine and mill.
Where truck-hauls extend between the mill and shipping wharves the terms of the " Industrial Transportation Act" apply and the inspections are carried out by Railway Department Inspectors.
The industrial truck-roads of Cassiar Asbestos Corporation at Cassiar were inspected
during 1955, and the company was instructed. During the first quarter of 1957, with an
increase of staff, the Cassiar operation and the Tulsequah operation of Consolidated
Mining and Smelting Company will be inspected. Fatal accidents have been reported
at the Tulsequah operation, and representatives from both the company and the union
have called in at the Vancouver office of the Department, where safety matters were discussed and specific instructions given as to bringing the equipment involved up to the
required standard. Permits for drivers were issued as a preliminary measure prior to
certification programme in a remote location of the Province.
The truck-haul from the Argonaut mine near Campbell River was inspected and
drivers certified. It is understood this operation will be moving to the Quatsino area in
the early part of 1957 as roads were under construction during 1956. It is further understood the roads will be a joint project, with trucks running jointly on mining and logging
roads.   The iron-ore wharves will be near Port Hardy.
At the Copper Mountain operation it was considered the haul to be a matter for
the jurisdiction of the Mines Department; notwithstanding, however, several trucks were
inspected at manufacturers in Vancouver for this operation in the interests of industrial
safety.
It is expected, with an increase of staff in 1957, that considerable safety work and
preliminary groundwork will be required with respect to the " Industrial Transportation
Act " in the field of mining-truck hauls throughout the Province.
PIPE-LINES
The " Pipe-lines Act," being chapter 60 of the Statutes of 1955, was in full force
and function during the year 1956. The purpose of the Act is to administer pipe-lines
situated wholly within British Columbia by Provincial legislative authority. This worked
out very well, and six pipe-line projects were approved by the Department during 1956,
so that altogether 1,320 miles of pipe-line has been approved. Several of the projects
were under construction during the year.
The Imperial Oil Company Limited constructed a pipe-line from its loco plant to
Burnaby. This pipe-line was tested and approved for operation during the year. Other
similar projects were surveyed and proposed in the Vancouver area.
The 30-inch high-pressure gas-line from Huntingdon to New Westminster was constructed during 1956. This pipe-line is owned and operated by B.C. Electric Company.
Its construction was inspected by Railway Department Inspectors.
In the Peace River area a number of pipe-line projects were under way during the
year and a number of inspections were made. It is expected, however, that considerable
inspections in the Peace River area will be required during the coming year. It is also
expected that in the area of Kamloops a Pipe-line Inspector will have a full-time job
during 1957, when the line from Savona to Nelson will be under construction.
A pipe-line was approved during the year in the Comox area. Details are not given
here as this is a National Defence project. It can be reported, however, that inspections
were made and final tests and approval will be given early in 1957.
During the initial stages of a pipe-line project, considerable work and detail are
required in the Victoria office of the Department prior to the approval by the Minister. HH 22
BRITISH COLUMBIA
Hauling pipe to Peace River area for gas and oil pipe-line construction. RAILWAY DEPARTMENT,  1956 HH 23
Plans and details are filed in the Victoria office with respect to location and property
matters. Mechanical plans and details are filed with the Vancouver office, where pressures and safety factors are worked out and approved preparatory to the actual field
inspection.
Field inspection involves many facets of the engineering profession, such as strengths
of materials, pressure components, and mechanical details. Welding and welding procedures are carefully controlled, and all welders are required to be certified under the
British Columbia " Boiler and Pressure-vessel Act." The application of this ruling is
enforced in the field by the Department Inspectors.
In British Columbia there existed a serious shortage of pipe-line welding operators,
and during 1956 the Department of Labour, in co-operation with the Department of
Education, was instrumental in bringing about a welders' training centre in Nanaimo.
This project is part of the Dominion-Provincial Vocational School in Nanaimo, where
other Department of Labour projects, such as apprenticeship training, are also in effect.
The welders' training centre has been a boon to the pipe-line industry, so that all welding
operators have been certified and public safety is better assured.
During 1956 the Department has been quite active with pipe-line matters. During
the year two of the Department Inspecting Engineers made a field survey of conditions
existing in the oil and gas fields of Alberta. Provincial Government officials in Alberta
were consulted as well as company officials, and as a result the first comprehensive set of
pipe-line regulations in Canada has been formulated. In this respect a Pipe-lines Committee was formed, consisting of experts and engineers from industry and engineers from
the Department. Engineers from Ontario, Saskatchewan, and Alberta, as well as engineers from California and Texas, U.S.A., have been on the Committee and have contributed to the proposed rules and regulations. It is expected the regulations will be ready
for approval during the early part of 1957.
SAFETY
Traffic and Safety Councils.—The safety work instituted on Vancouver Island in
1953 with respect to traffic safety has been perpetuated by Traffic and Safety Councils
in Duncan, Nanaimo, Port Alberni, and Courtenay. These Councils operate in co-operation with the Royal Canadian Mounted Police and the various officials of the municipalities concerned. They do not operate under the jurisdiction of the Railway Department,
even though the Department was instrumental in bringing them into existence. Notwithstanding, from time to time Inspectors of the Department have given safety lectures during
the year to the various Safety Councils and have assisted them wherever possible in the
interests of public safety. The Safety Councils serve a purpose in so far as the Department is concerned as they are instrumental in influencing logging-truck drivers to take
the training offered by the Department and to become certified. The Safety Councils
also notify the Department of unsafe conditions where they are known to exist, and the
Department assists the Safety Councils in bringing about corrective measures.
General Safety.—Safety is the cardinal objective of the Railway Department. This
includes both safety to the public and safety to workmen. A safe workman is considered
by the Department the best safety device so far developed, and to this end the Department has endeavoured to educate workmen so that they think, act, and live safety, not
only on the job, but during their daily avocations both at home and abroad. Usually
speaking, a safe workman is a happy workman. A workman is safer on the job when
he has a thorough understanding of the equipment which he is expected to operate. He is
also happier when he knows the equipment is safe and that a certain amount of responsibility rests with him. As an objective, therefore, the Inspectors of the Department have
done everything possible to educate and teach workmen the principles involved in the HH 24 BRITISH COLUMBIA
safe use of equipment. They have also endeavoured to teach workmen that each man
is obligated to his fellow-man with regards to safety. The talks and lectures conducted
by the Department, while of a technical nature, do not fail to inculcate down-to-earth
principles so that the idea of safety is grasped by the student rather than forced upon him
by the lectures.
Visual education—that is to say, learning from showing actual pictures or objects—
is considered the best principle in thoroughly teaching a subject so that the pupil will
understand. Consequently Department engineers have made and obtained slides which
can be projected on a screen. These slides show the principle of friction and stopping of
vehicles and the dangers of increased speed and overloading. This is followed through
by movie films illustrating the various parts of the brakes and safety equipment used on
vehicles. In addition to this, the Department uses a portable panel board equipped with
the air-brake components and operated by compressed air so that pupils and candidates
can actually work the air-brakes and see their action. Pamphlets and literature are given
to prepare the drivers for examinations. In the Dominion-Provincial Training School in
Nanaimo, such an air board has been permanently installed by the Department Inspectors
for the benefit of the pupils and candidates for truck-drivers' certificates. In the Vancouver office a complete air school is under construction, where several panel boards may
be operated with compressed air by the students or candidates. Candidates can therefore
attend regular lectures and be given the necessary instruction so that they may qualify for
certification. In view of the foregoing it is evident that drivers improve their status when
they attend classes and lectures and take the examination. Such drivers, after being
certified, are more safety conscious than drivers who are ignorant of the facts and the
failure of parts which contribute to accidents.
Railway Safety.—In the field of railway safety, lectures have been conducted at the
various railway operations, where safe working habits have been illustrated to railway
personnel by the use of films, slides, and question periods.
Pacific Great Eastern Railway Safety.—During 1953 and 1954 the above procedure
was followed on the Pacific Great Eastern Railway, but it was felt after the initial move
had been made by the Department it should be followed through by the company so that
personnel within the Pacific Great Eastern Railway would themselves conduct lectures.
Notwithstanding, the Railway Department has been unsuccessful to date in having the
Pacific Great Eastern Railway carry a safety programme by its own personnel. However,
management has informed the Department that a safety director will be appointed in the
near future, who will receive instruction from the Department engineers in the field of
railway safety.
Accidents.—As already mentioned, one fatal accident was reported on a logging-
railway at Chemainus during the year. This accident was caused by a log rolling from
a car at the log-dump. The company was instructed to install a safety device developed
by the Department to prevent recurrence. As previously reported under " Truck Logging," two fatal accidents happened in the area of Harrison Lake. In both cases logging-
trucks involved were not equipped to Department standards and air-brake failure was the
cause of the fatalities.
In order to further the competitive spirit for safety on logging-railways, the Department, in 1952, put up a safety trophy which is competed for by the various logging-
railway companies. This trophy was held during 1954 and 1955 by the Comox Logging
and Railway Company at Ladysmith, and the records shown that the same company will
again receive the Railway Department safety trophy for the year 1956. An appropriate
ceremony is planned during the early part of 1957 when the Minister of Railways will
present the trophy. RAILWAY DEPARTMENT,  1956 HH 25
Following is a report of equipment inspections during 1956:—
Hydrostatic tests applied to boilers   86
Internal and external inspections of boilers  7
Internal-combustion locomotives inspected and certified  8
Internal-combustion locomotive cranes inspected and certified  9
Air-locomotives hydrostatically tested  9
Electric locomotives inspected and certified  13
Rail-cars inspected and certified  30
Air-receivers tested and inspected  10
Diesel-electric locomotives inspected and certified  66
Electric locomotives inspected on narrow-gauge electric railways 14
Diesel-electric locomotives inspected on Alcan project  2
Locomotives inspected other than hydrostatic tests  48
Logging-trucks inspected  485
Number of cars inspected on industrial railways  482
Number of cars inspected on common-carrier railways  186
Miles of track inspected  864
Aerial tramways inspected in British Columbia and certified  5
Aerial-tramway inspections conducted  10
Locomotive engineers examined and certified  7
Conductors examined and certified  3
Power-car operators examined and certified  4
Train-dispatchers examined and certified  1
Internal-combustion locomotive engineers examined and certified 3 3
Engineers examined and certificates issued, P.G.E. Railway  16
Engineers examined and certificates issued, B.C. Electric Railway  13
Motormen  examined  and  certified,   Consolidated  Mining  &
Smelting Co. of Canada  9
Logging-truck operators examined and certified  574
Students examined and certified at Dominion-Provincial Vocational School, Nanaimo  32
Accidents investigated on logging and industrial railways  8
Fatal accidents on logging and industrial railways  1
Fatal accidents investigated on logging-truck roads  2
Accidents on Pacific Great Eastern Railway  13
Fatal accidents on Pacific Great Eastern Railway  2
New diesel-electric locomotives  12
Second-hand diesel-electric locomotives imported  2
Safety lectures conducted by the Department  6
Truck air-brake lectures conducted by Department  65
Inspection of locomotive fire-protective appliances on P.G.E.
Railway and industrial railways  32
Inspections made of locomotive fire-protective appliances on
C.P.R., C.N.R., and G.N.R. for Board of Transport Commissioners  125
LIST OF APPENDICES
A list of Executive Council certificates issued is given in Appendix A.
Accidents are shown in Appendix B.
Industrial railways operating during the year are shown in Appendix C.
A list of locomotive cranes in industrial plants inspected by the Department is shown
in Appendix D.
A summary of the mileage of all railways operating in the Province is shown in
Appendix E. HH 26 BRITISH COLUMBIA
APPENDICES
APPENDIX A
Certificates Issued under the Provisions of the "Railway Act"
Certificate No.
Industrial certificate, Western Plywood (Cariboo) Ltd  319
Approving location, Woodpecker sky-line of Western Plywood (Cariboo) Ltd. 867
Granting Department of Highways permission to amend existing highway
crossing over B.C. Electric Railway tracks at Scott Road, Kennedy  868
Granting application of Westcoast Transmission Co. Ltd. to construct a series
of five pipe-line crossings under tracks of P.G.E. Railway  869
Granting permission to B.C. Electric Railway Co. Ltd. to construct a spur
track across Hunt Road, Municipality of Surrey  870
Approving revised passenger tariff, Hollyburn Aerial Trams Ltd  871
Granting Department of Highways permission to construct an underpass under
tracks of P.G.E. Railway at Mile 386.3  872
Granting Department of Highways permission to construct an underpass under
tracks of P.G.E. Railway at Mile 362.8  873
Granting application of Westcoast Transmission Co. Ltd. to construct a series
of six pipe-line crossings under tracks of P.G.E. Railway  874
Approving location of line of P.G.E. Railway from Prince George to Fort
St. John and Dawson Creek  875
Granting B.C. Electric Railway Co. Ltd. permission to open for traffic extension to trackage between Ewen Avenue, New Westminster, and Annacis
Island  876
Granting Department of Highways permission to construct a level crossing
over tracks of P.G.E. Railway at Mile 6.7, Brackendale  877
Granting Department of Highways permission to construct an underpass under
tracks of P.G.E. Railway at Mile 57.1, Quesnel-Prince George section ... 878
Granting Department of Highways permission to construct an underpass under
tracks of P.G.E. Railway at Mile 62.1, Quesnel-Prince George section... 879
Granting application of Westcoast Transmission Co. Ltd. to construct three
pipe-line crossings under P.G.E. Railway tracks, Peace River District  880
Granting application of Evans, Coleman & Evans Ltd. to construct overhead
conveyer over tracks of P.G.E. Railway, North Vancouver  881
Granting B.C Electric Railway Co. Ltd. leave to construct a spur track across
Thirteenth Street, New Westminster  882
Amending Rules and Regulations, Part I, Location, Construction, and Clearances, Rules 37, 38, 39, and 40, and Appendices G and I  883
Approving freight-rate increase, B.C. Electric Railway Co. Ltd.  884
Approving Revised Standard Freight Tariff No. 100a, D.R.B.C. 84a, of P.G.E.
Railway Co.   885
Granting application of Westcoast Transmission Co. Ltd. to construct three
double pipe-line crossings under tracks of P.G.E. Railway, Peace River
District  886
Granting application of Westcoast Transmission Co. Ltd. to construct a pipeline crossing under tracks of P.G.E. Railway, Peace River District  887
Approving application of B.C. Electric Railway Co. Ltd. to extend its trackage
on Annacis Island  888
Approving issue by B.C. Electric Railway Co. Ltd. of 4>4-per-cent general
mortgage bonds, 1956 series  889
Granting B.C. Electric Railway Co. Ltd. permission to construct spur tracks
along north side of new Robson Road, District of Surrey  890
Approving Local Passenger Tariff No. 43, D.R.B.C. No. 9, of P.G.E. Railway
Co  891
Approving amendment to Uniform Code of Operating Rules  892
Granting application of Pacific Petroleums Ltd. to construct spur track across
Alaska Highway at approximately Mile 37.1, near Taylor  893
Granting application of Alaska Pine & Cellulose Ltd. to construct railway-car
ferry slip and siding on its mill property at Port Alice  894
Approving Rules and Regulations Governing Tramming Operations at Tadanac
Plants of Consolidated Mining and Smelting Co. of Canada Ltd  895 RAILWAY DEPARTMENT,  1956
HH 27
APPENDIX A—Continued
Certificates Issued under the Provisions of the " Railway Act "•—Continued
Certificate No.
Granting application of North-West Telephone Co. for approval of location of
projected aerial tramway up Dog Mountain, near Hope  896
Granting application of Northern Studs Ltd. to construct an overhead blower-
pipe over tracks of P.G.E. Railway at Wright Station  897
Granting application of B.C. Electric Railway Co. Ltd. to construct spur track
to serve B.C. Crossarm Co. in Municipality of Surrey  898
Approving revised Standard Freight Tariff No. 100a of P.G.E. Railway  899
Approving revised Express Tariff of P.G.E. Railway  900
Granting application of B.C. Electric Railway Co. Ltd. to rearrange existing
trackage on Columbia Street between Royal Avenue and Begbie Street,
New Westminster  901
Granting B.C. Electric Railway Co. Ltd. permission to open for traffic an extension to trackage on Annacis Island..
902
Approving location of proposed new P.G.E. Railway station at Squamish  903
Certificates Issued under the Provisions of the "Industrial
Transportation Act"
Approving special rules and regulations of the Kootenay Forest Products Ltd.
for control of traffic on its own company roads       2
Granting application of Deeks Creek Logging Co. Ltd. to construct private
logging-road over P.G.E. Railway tracks at Mile 21.2       3
Approving special rules and regulations of the Barzell Logging Co. Ltd. governing operation and traffic on its industrial roads at Theodosia Arms       4
Certificates Issued under the Provisions of the "Pipe-lines Act"
Granting Imperial Oil Ltd. permission to construct a pipe-line from loco to
Burnaby       1
Granting Imperial Oil Ltd. leave to open for operation a 6-inch pipe-line for
the purpose of transporting oil from refinery at loco to its Burnaby tank
farm       2
Granting Inland Natural Gas Co. Ltd. permission to construct gas-transmission pipe-lines within the Province       3
Granting Shell Oil Co. of Canada Ltd. permission to construct a pipe-line for
the transportation of its petroleum products from Shellburn Refinery to
an offsite tank farm       5
Approving application of Pacific Petroleums Ltd. to construct a pipe-line for
the transmission of natural gas in the vicinity of Fort St. John       6
Approving application of Department of National Defence, Ottawa, for leave
to construct a pipe-line for the transmission of jet and aviation fuel from
government wharf to R.C.A.F. station at Comox       7
Approving application of Pacific Petroleums Ltd. to construct a pipe-line for
the transmission of natural gas in the South-east Fort St. John area       8 HH 28
BRITISH COLUMBIA
APPENDIX B
Accidents Reported, 1956
On Railway
B.C. Electric Railway Co. Ltd.-
Passengers 	
Employees
Killed
Other persons
Pacific Great Eastern Railway Co.—
Passengers 	
Employees
Other persons
Industrial railways—
Employees 	
Other persons
Locomotive cranes—Employees
Aerial tramways (industrial)	
Industrial roads (trucks)	
Totals	
i Reported.
Level Crossings
Injured
2
7
3
3
7
li
26
Unprotected Crossings
Protected Crossings
Killed
Injured
Number
of
Accidents
KUled
Injured
Number
of
Accidents
Under jurisdiction of the Provincial Government—
._.
7
5
7
11
.._
After sunset	
....
12
18
....
....
Under jurisdiction of the Board of Transport Commissioners foi
Canada—
3
1
12
19
37
34
1
3
1
1
5
4
31
71
1
4
6
4
43
89
1
4
6 RAILWAY DEPARTMENT, 1956
HH 29
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BRITISH COLUMBIA
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HH 31
APPENDIX D
List of Cranes and Other Auxiliary Motive Power in Industrial Plants
Inspected by the Railway Department
Alaska Pine & Cellulose Ltd...
Alberta Lumber Co. Ltd	
 Crane No. D.R. 304.
 Crane No. 42998 B.C.
 Crane No. 11905 B.C.
Crane No. D.R. 302.
Arrowhead Wood Preservers Ltd Crane No. D.R. 293.
Crane No. D.R. 322.
Anderson Bros. Lumber Co. Ltd..
Associated Foundry Ltd.
Baxter, J. H, & Co. Ltd..
B.C. Cement Co. Ltd	
B.C. Forest Products Ltd. (Sawmill).
Burrard Dry Dock Co. Ltd	
Canadian Industries Ltd.	
Capital Iron & Metals Ltd.
Columbia Cellulose Co. Ltd	
Consolidated Mining & Smelting Co. of Canada Ltd.—
Kimberley	
Trail	
Dobson Bros.	
Crane No. 22633 B.C.
..Crane No. D.R. 305.
.Gas Crane No. 1.
.Crane No. 21439 B.C.
.Crane No. D.R. 320.
.Crane No. 50514 B.C.
Crane No. D.R. 292.
Gas Locomotive Crane No. 4.
.Whitcomb Locomotive No. 8.
.Crane No. D.R. 295.
Crane No. 44386 B.C.
..Diesel-electric Locomotive No. 1.
Electric Locomotives 1, 2, 3.
12 narrow-gauge electric locomotives.
Crane No. D.R. 289.
Crane No. 44129 B.C.
Crane No. 44317 B.C.
Crane No. D.R. 347.
Crane No. 44013 B.C.
Gas Locomotive No. 1.
Crane No. 22582 B.C.
Portable Boiler D.R. No. 314.
Crane No. 40049 B.C.
Crane No. 44315 B.C.
Crane No. 41298 B.C.
Crane No. 12430 B.C.
Crane No. 12370 B.C.
Crane No. D.R. 343.
Crane No. D.R. 321.
Crane No. 44666 B.C.
Gas Internal-combustion Locomotive No. 50.
Diesel-electric Locomotive No. 1.
Crane No. 43505 B.C.
I.C. Locomotive Crane No. 1.
Crane No. 21526 B.C.
Crane No. 21089 B.C.
Crane No. 22632 B.C.
Crane No. 43807 B.C.
Crane No. D.R. 288.
Crane No. 12368 B.C.
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 Limited Electric dock crane.
Dominion Bridge Co. Ltd..
Esquimalt Dry Dock	
Hillcrest Lumber Co. Ltd. (Sawmill).
King, M. B., Lumber Co. Ltd	
Lions Gate Lumber Co. Ltd	
Lumby Timber Co. Ltd	
Mayo Lumber Co. Ltd	
MacMillan & Bloedel Ltd. (Sawmill).
Northern Construction Co. Ltd.
Northern Forest Products	
Osborn Bay Wharf Co. Ltd	
Sigalet & Co. Ltd	
Sooke Lake Lumber Co. Ltd	
Timber Preservers Ltd	
Timberland Lumber Co. Ltd	
Vancouver Steel Co. Ltd	 HH 32
BRITISH COLUMBIA
APPENDIX E
Mileage of All Railways Operating in the Province
Mainland
Island
Total
Main
Line
Sidings
Main
Line
Sidings
Main
Line
Sidings
Under the jurisdiction of the Board of Transport Commissioners for Canada—
1,857.92
1,342.14
123.20
26.25
537.76
387.93
39.44
25.57
200.24
90.17
52.26
24.38
2,058.16
1,432.31
123.20
26.25
590.02
412.31
39.44
25.57
Totals _  	
3,349.51
990.70
290.41
76.64
3,639.92
1,067.34
Under the jurisdiction of the Provincial Government—
468.00
75.90
11.47
41.15
77.60
21.94
18.26
33.01
468.00
75.90
229.33
49.40
77.60
217.86
8.25
21.94
Industrial railways—
Standard gauge _	
Narrow gauge—  	
68.16
1.75
86.42
34.76
Totals _	
596.52
150.81
226.11
69.91
822.63
220.72
3,946.03
1,141.51
516.52
146.55
4,462.55
1,288.06
Total mileage of all railways in British Columbia, 5,750.61.
VICTORIA, B.C.
Printed by Don McDiarmid, Printer to the Queen's Most Excellent Majesty
1957
260-457-7401  

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