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BC Sessional Papers

REPORT OF THE Department of Commercial Transport containing reports on COMMERCIAL VEHICLES, ENGINEERING,… British Columbia. Legislative Assembly 1970

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Hon. F. X. Richter, Minister A. J. Bowering, B.A.Sc, P.Eng., Deputy Minister
Department of
Commercial Transport
containing reports on
Printed by A. Sutton, Printer to the Queen's Most Excellent Majesty
in right of the Province of British Columbia.
  Victoria, British Columbia, February 4, 1970.
To Colonel the Honourable John R. Nicholson, P.C., O.B.E., Q.C., LL.D.,
Lieutenant-Governor of the Province of British Columbia.
May it please Your Honour:
The undersigned respectfully submits the Annual Report of the Department
of Commercial Transport for the year ended December 31, 1969.
Minister of Commercial Transport.
 Victoria, British Columbia, February 2, 1970.
The Honourable F. X. Richter,
Minister of Commercial Transport.
Sir,—I have the honour to submit the Annual Report of the Department of
Commercial Transport for the year ended December 31, 1969.
A. J. Bowering, B.A.Sc, P.Eng.,
Deputy Minister of Commercial Transport.
 The Honourable Francis Xavier Richter, Minister of Commercial Transport.
  Report of the
Department of Commercial Transport
A. J. Bowering, B.A.Sc, P.Eng., Deputy Minister
The year 1969 has been a busy one for the Department, as transportation in
many areas is changing rapidly and increasing in volume.
The number of commercial vehicles registered in the Province is up 11 per
cent over the previous year. Permits issued for the movement of wide and heavy
loads has shown a 7-per-cent increase and this coupled with an increase in tourist
traffic during summer months has created a continuing problem to provide safety
for the travelling public. The Weigh Scale Branch has been forced to set more
rigid guidelines for the movement of large loads and industry must recognize that
still further controls may be necessary in 1970.
In order to keep abreast of this activity, our Weigh Scale Branch has been
extended with the addition of three more weighmasters to the staff. Two new
weigh-scales have been built and one additional portable weigh-scale operation was
started in the area, including Kamloops, Merritt, Lillooet, and 100 Mile House.
The two permanent scales were established at Kamloops on Highway No. 5, and
at Tete Jaune Cache on the Yellowhead route. Traffic at the new Kamloops station has been heavy with peak periods of 80 vehicles per hour.
Motor-vehicle licence reciprocity agreements which have previously been
arranged with other Canadian provinces and 16 American states are working well
with only minor difficulties. Several states made changes in their motor-vehicle
laws during the year and these changes meant an adjustment in their appendices to
the Agreement.
Extensions to the Pacific Great Eastern Railway and construction of the railway to the Roberts Bank Superport have created a considerable increase in work
within the Department both in approval of plans and in field inspection. The Pacific
Great Eastern Railway extensions involve 330 miles of line and the port railway
construction is 23 miles in length with several miles of sidings. All highway crossings must be checked carefully and formal approval arranged with due regard to
safety and protection for the public.
On the existing rail-lines several new automatic signals have been installed at
main highway crossings, including those on the John Hart Highway. Signalization
of other major highway crossings is proceeding on the Pacific Great Eastern Railway extension to Fort Nelson and a number of signals will be installed at main
highway intersections on the railway to Roberts Bank Superport. Three of these
signals will be installed on a temporary basis at Pacific Highway, King George VI
Highway, and Highway No. 17 until grade separations have been completed. At
Highway No. 17, there will be a detour established during construction in 1970.
Detailed reports covering inspections of railways are included later in this
report. This has been a very active year with respect to railway construction and
we anticipate an equally busy year in this area of the Department's work in 1970.
If the Kootenay and Elk Railway decide to proceed with construction of their proposed line from Natal to the American border at West Roosville, the Department
will be involved to a further extent next year.
It is interesting to note that there are 35 industrial railways, two common
carrier railways, and four recreational railways operating within the Province.
For a number of years, the Department has been involved with the Canadian
Standards Association in the preparation of approved standards for pipe-line construction and aerial-tramway construction and maintenance. Although this requires
a fair amount of effort on the part of senior staff in the Department, we consider the
results are well worth the effort and, in fact, very definite improvements have been
noted during the past two years as a result of this work.
Although no major pipe-lines were built during 1969, there were 222 miles of
pipe-line installed as additions to existing systems and 58 miles of gas pipe-line were
upgraded and tested. Test procedures are developed in each particular case in
advance of the actual test to avoid delay and added expense to the company.
Many more aerial tramways have been built by private industry during the year
and, as these are nearly all major installations, frequent inspections were required to
ensure that tower footings and other safety features were properly constructed.
During the past two years, about 25 new facilities have been installed. Major facilities require several inspections during the year and when problems arise weekly
inspections have sometimes been necessary. The Canadian Standards code for
aerial-tramway construction and maintenance, which was adopted by the Province
in 1967, has been of assistance to both the Province and to companies which manufacture equipment. Because of this standard code, which the Department took a
leading part in developing, companies may obtain competitive bids based on the
same safety requirements. A great deal of credit must be given to our Engineering
Branch personnel for the competent manner in which they are dealing with these
recreational and industrial facilities.
A programme of safety within the Department has been carried on consistently
over the past few years and, as a result of nearly five years of accident-free operation,
the Department received the million-manhour award and Prime Minister's safety
This Department, although considered a low accident-rate Department, actually
operates under high-risk conditions. In the Weigh Scale Branch, operators weigh
trucks, using portable scales, in all types of weather and under varying conditions of
daylight or darkness and in high traffic-density areas. In the Engineering Branch,
inspectors while checking aerial-tramway construction and maintenance must carry
out this inspection from the top of towers or from moving facilities.
We have been fortunate to operate over this extended period of time and under
these conditions without an accident and our field staff must be commended for this
excellent record.
During the latter part of the year, the Department headquarters staff moved
from the Douglas Building where they had been established for 11 years to the
Temple Building on Fort Street. These offices, which were renovated by the Public
Works Department, provide additional needed space which compensates to some
degree for the inconveniences of being farther from the Minister's office and other
departments of Government.
In presenting this report, mention should be made of the excellent co-operation
received from other departments of Government and industry in carrying out our
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In reviewing the activities of the Weigh Scale Branch for the year 1969, it is
apparent that the annual increase in vehicles on the road, issuance of oversize, overweight, non-resident, temporary operation permits and restricted permits route has
been maintained and there is no indication of any falling-off in these areas.
As the size and weight of vehicles and equipment continue to increase, problems relating to their movement on the highway system continue to multiply. A
heavy increase in summertime traffic on the main roads has made it necessary to
place additional restrictions on the movement of wide and long loads during the
holiday season.
An indication of the difficulties encountered is that loads in excess of 12 feet
in width must be moved between the hours of 2 a.m. and 5 a.m. in the area west
of Hope, including Vancouver Island. Any attempt to do otherwise results in
serious traffic delays and in inconvenience to the general public. How long this
procedure can remain in effect is in doubt and it is apparent that the industry will
in the foreseeable future be forced to adopt new concepts in design and technique
if the finished product is to reach destination by road. For example, one Interior
city called for a roof truss design that would have necessitated a series of 19-foot-
wide loads travelling 300 miles on the main-highway system. This type of movement is clearly not acceptable. On reconsidering the matter, they found it possible
to redesign the truss to a maximum of 13 feet.
The new regulations introduced last year allowing increased size and weight of
commercial vehicles has functioned well with no complaint from either the general
public or the industry. During the year under review, a number of short sections
of highway were added to the Schedule I system. These new sections were mainly
to give access to the larger combinations of vehicles to delivery points off the main-
highway system.
The Department operated 36 permanent weigh-scale sites throughout the
Province, two of which were completed during 1969, one on Highway No. 5 near
Kamloops and the other on Highway No. 16 near Tete Jaune Cache. These scale
sites form the basis of the Department's system of ensuring that commercial vehicles
are properly licensed and are complying with all other regulations and requirements,
some of which are the Motor Carrier Act, Motive-fuel Use Tax Act, Stock Brands
Act, and Consumer Protection Act.
One of the most vexing difficulties in weigh-scale operation is the problem of
communication between the scale operator and the driver of the vehicle. In order
to overcome this, a new type of signal system has been installed at the new Kamloops scale. To date it has proved most effective and it is planned to increase the
installation of these next year with the aim of having a uniform signal system
throughout the Province.
A replacement weigh-scale site is under construction on the Alaska Highway,
just north of Dawson Creek. This site replaces the present one at the junction of
the John Hart and Alaska Highways. The move was caused by the steady increase
in traffic coupled with the expansion of the business area of the city which produced
a dangerous traffic pattern at the junction. It is expected that the new site will be
operational by early spring.
At the junction of Highway No. 1 and Highway No. 95 at Golden, a major
change in route is being made by the Department of Highways.   This change has
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made it necessary to relocate the present scale and a new site has been developed
on the north side of Highway No. 1 which will provide adequate storage for vehicles
while they are detained for traffic, weather, or permit applications. It is anticipated
that the move will be completed in 1970.
The programme of replacement of wooden scale decks with steel, which was
started in 1968, has been continued. There are now 11 axle scales with steel decks.
These decks require a minimum of maintenance and reduce the amount of foreign
material which accumulates in the scale pit. They protect the weighing mechanism
and provide a more uniform surface to transfer the load. It is planned to continue
this programme in 1970.
This year, weighmasters employed by the Department were issued with a
summer-type light-weight uniform. The new issue has met with a favourable reception by the men concerned and will be continued.
The Province of British Columbia has a prorate reciprocity commercial motor-
vehicle licence agreement with 16 American states. This agreement has been in
effect since 1961, when there were 14 states involved.
At present there are 220 American companies operating commercial vehicles
into this Province and 60 British Columbia-based companies operating south of the
border. The agreement provides for licence fees to be paid on the basis of miles
operated within the Province. Companies which have a limited number of trips to
make into the Province may purchase single-trip or quarterly permits. The cost
of single-trip permits is one-twelfth of the annual fee based on gross weight.
During the licence-year 1968/69, there were 3,758 single-trip and 162 quarterly permits purchased for commercial vehicles from 47 states and two territories.
The majority of these trips originated in the States of Alaska, California, Idaho,
Indiana, Iowa, Minnesota, Montana, Oregon, Texas, and Washington and the
Yukon Territory.
Licence reciprocity between Canadian provinces has been arranged under a
different formula. The Canadian formula requires operators to license their units
in the home-based province and pay a fee equal to $10 per gross ton in other
provinces with which the home province has an agreement. The Province of British
Columbia has such an agreement with the Provinces of Saskatchewan, Manitoba,
Ontario, and New Brunswick. In addition, the Province has an arrangement with
the Provinces of Quebec and Nova Scotia for the movement of used household
goods. These arrangements are working well at present with no major problems.
If Part III of the National Transportation Act is proclaimed, then some adjustment
will be necessary in the method of providing operating authority for vehicles moving
between provinces.
In conclusion, I am pleased to advise that the Weigh Scale Branch has continued to receive excellent co-operation from the other departments of Government
and the various trade associations of industry.
The Department of Commercial Transport, while rated as a low accident rate
department according to the British Columbia Safety Council Standards, nevertheless has a high degree of accident risk exposure in carrying out the duties assigned
to it by the various Statutes.
The duties that have a high risk as far as the Weigh Scale Branch is concerned
include the measurement and weighing of commercial vehicles at both fixed and
portable sites in all types of weather and traffic conditions. This function is carried
out during the hours of darkness as well as daylight and frequently requires the
 Premier presenting one million man-hour safety award.
Safety awards.
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weighmaster to climb on top of the load. In the operation of portable scales, the
danger factor inherent in the movement of personnel and equipment in close proximity to the wheels of heavily loaded trucks is increased when these duties must be
carried out in areas of high traffic density.
The Engineering Branch carries out regular inspections of railways, pipe-lines,
aerial tramways, and vehicles and bridges on industrial roads. These inspections
are done under actual operating conditions and require close and accurate visual
observation of moving parts. This factor exposes the Inspector to a wide variety
of risks due to the very nature of the facility being inspected. For example, when
inspecting an aerial tramway it is necessary to carry out part of the inspection from
the top of the supporting towers in order to observe the action of the cable over the
It is with a great deal of pleasure that I am able to report that the Department
was the recipient of both the award of honour and Prime Minister's safety trophy
and the million man-hour award and Prime Minister's safety trophy at a presentation
held December 18, 1969, in the Legislative Buildings.
It is apparent that the dedication of the members of the Department to the
basic principles of safety has been the prime factor in achieving these awards. It is
also apparent that the supervisory staff has been effective in promoting a safety-
orientated work-pattern throughout the Department.
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Cache Creek.
Kamloops North.
Dawson Creek.
Deas Island North
Deas Island South
Pattullo Bridge.
Tete Jaune Cache.
Port Mann East.
Tupper Creek.
Fort St. John.
Port Mann West.
Prince George North.
Hunter Creek.
Prince George South.
Victoria (term permits).
Williams Lake.
Portable Patrols
Prince George.
Lower Mainland.
Peace River.
Department of Finance Government Agents
Powell River.
Prince George.
Prince Rupert.
Burns Lake.
Salmon Arm.
Fort Nelson.
New Westminster.
Fort St. John.
Grand Forks.
Pouce Coupe.
Williams Lake.
Motor-vehicle Branch Offices
Campbell River.
New Westminster.
North Vancouver.
Vancouver (East).
Dawson Creek.
Port Hardy.
Vancouver (Main).
Gibsons Landing.
Queen Charlotte City.
Vancouver (Point Grey).
Director of Operations,
Department of Commercial
Transport, Victoria.
Engineering Branch, Department of Commercial Transport, Vancouver.
AA 15
1964/65 TO 1968/69, INCLUSIVE.
Temporary operation permits
Oversize and overweight permits -
Fiscal Year Amount
1955/56   $19,820,000
1956/57   22,593,000
1957/58   24,500,000
1958/59  26,100,000
1959/60  28,582,000
1960/61   30,093,000
1961/62   39,262,000
Fiscal Year Amount
1962/63   $43,129,000
1963/64   46,420,000
1964/65   50,865,000
1965/66   56,441,000
1966/67   61,388,000
1967/68   65,548,000
1968/69   69,414,000
Note.—The above information on revenue from gasoline and motive-fuel
taxes has been combined, as separate returns for commercial vehicles are not
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New weigh-scale at Kamloops showing improved signal system for directing trucks.
Inspector Dyck training R.C.M.P. officers on special course in air-brakes.
(Railways, Aerial Tramways, Pipe-lines, and Industrial
Transportation )
R. E. Swanson, P.Eng., Chief Engineer
The transport industry has kept pace with the general expansion of the economy throughout the year 1969, consequently railroading, trucking, pipe-lining,
and the building of aerial tramways have been on the increase throughout the Province. Carloadings on the Pacific Great Eastern Railway will nudge the 100,000
level for the first time in the company's history. The 1969 surge in carloadings
can be attributed to grain shipments being nearly doubled over 1968 with wood
chips up 20 per cent and pulp shipments ahead by more than 50 per cent. Three
hundred and thirty miles of railway extension were under construction on the
Pacific Great Eastern Railway during the year, with another 300 miles of extension
projected for the seventies with preliminary surveys made during 1969. The Roberts
Bank project, which involved 23.1 miles of mainline railway, with 5 miles of sidings,
was fully under construction during 1969 and is due for completion early in 1970.
Both Pacific Great Eastern Railway and British Columbia Hydro and Power
Authority Railway extensions have generated a heavy work load in the Engineering Branch as no extra help has been brought in to compensate for the increase
in the work load.
The programme of signalization of major railway crossings has continued
during 1969. The major railway crossings on the John Hart Highway have now
been signalized. In some instances power has not been available by conventional
means but modern technology has utilized the principle of burning propane to
charge batteries. In a number of cases this has made signalization possible and
the communication people of the Pacific Great Eastern Railway are to be commended in this regard. Signalization is under way on the Pacific Great Eastern
extensions north of Fort St. John and a number of installations have been ordered
for the new railway to Roberts Bank. In West Vancouver, where a whistling ban
is in effect, crossings are being signalized as road traffic increases to a point where
stop signs at railway crossings tend to impede street traffic at rush hours when
often trains are not in the area.
Railway grade-level crossings on the new Pacific Great Eastern extensions
and the railway to Roberts Bank have required considerable attention as municipalities and other authorities are naturally concerned with respect to traffic. On
the Roberts Bank project railway overpasses are under construction.
The technology of motive power for railways has made a new breakthrough
in control methods for diesel-electric power. Steam could never compete again
with diesel. At one time a 500- to 1,000-horsepower steam locomotive was tops,
whereas today the unit trains in British Columbia will have 39,000 horsepower,
most of which is controlled by means of radio. The Pacific Great Eastern Railway
took delivery of four 3,000-horsepower diesel electric locomotives in 1969 and
has also purchased the slave car equipment to control these locomotives in long-
unit trains.
The inplant railways and switching complexes of the pulp-mills and wharves
have continued to increase in tonnage handled. Trained staffs to man the locomotives and to handle the switching have been a problem and in this regard our
Inspecting Engineers have conducted courses to train new men and have directed
the training programme of the various companies. As an example, at Powell
River, crews were trained for a narrow-gauge operation while other crews at the
same location were required to be certified for standard-gauge operation, where
barges are switched, handling regular railway equipment. In other instances special
precautions were enforced where chlorine and ammonia are unloaded from tank
cars at pulp-mills.
The Engineering Branch is responsible for the proper and safe storage of
flammable liquids adjacent to railway and special rules are provided based on the
standards set up by the Railway Committee of Canada. All of our Inspecting
Engineers are appointed as Assistant Fire Marshals in order to cover this phase
of the work. The storage areas are, in a number of cases, adjacent to the Canadian
Pacific Railway and the Canadian National Railway but as they are not on land
dedicated to railway right-of-way, these areas do not come under Federal jurisdiction and are, therefore, under Provincial jurisdiction. A number of large installations are located on the Pacific Great Eastern Railway and British Columbia
Hydro and Power Authority Railway. Most installations involve propane tanks
in which case annual certificates are issued by our Inspecting Engineers.
At Taylor, the loading area for propane and other liquid-petroleum gases is
inspected annually as at times tank cars are not properly loaded or leaks are in
evidence. This condition causes a problem with public safety when such cars enter
the warm coastal area. The problem has been quite serious where liquid-petroleum
gas tank cars are loaded in Alberta during sub-zero weather and moved over the
Canadian Pacific Railway or the Canadian National Railway to the coast area.
There have been times when defective cars had to be flared off to avoid an explosion.
In such cases, special tools and equipment are provided in individual sets and men
are trained to perform this hazardous operation. The Engineering Branch and the
Fire Marshal's office jointly handle the direction of this operation on all railways
in British Columbia. The individual sets of special tools and equipment are stored
in Nelson, Kamloops, Prince George, and Vancouver, with one set looked after
and maintained by each of the following railways: Canadian Pacific Railway, Canadian National Railway, Pacific Great Eastern Railway, and the Great Northern
Railway. Our engineers make an annual inspection of the special sets of tools to
see that they are being properly maintained.
In the oil- and gas-production fields, the construction and testing of oil and
gas pipe-lines have been regularly supervised by our field engineers. A considerable
number of installations in the production field have large pressure vessels, scrubbers,
separators, etc. These are inspected and checked to see that the companies are
making periodic tests and maintaining proper procedures as to safety. In other
instances oil tanks and tank farms require to be inspected where dyking and other
matters are checked.
Recovery stations and compressor stations in the production field have been in
operation for a number of years as the natural pressure of the gas or oil in the ground
has decreased due to the gas or oil being taken out. Compression is necessary for
transportation and in recovery a pattern of forcing water into the ground is established to move the gas or oil to the point or well where production is taking place.
The large compressor stations of the Westcoast Transmission Company serve the
purpose of increasing throughout by raising pressures to compensate for that which
has been lost by pipe friction. By the addition of power, pressures can be raised to
the safe limits of the pipe, thus increasing throughput within the bounds of pipe-line
economics. Some stations exceed 20,000 horsepower and in all cases are powered
by using the gas being transmitted as fuel to drive the compressors.   Oil-pumping
stations, on the other hand, utilize diesel power, electric power, or natural gas to
drive gas turbines or engines. The same principle applies, namely, the energy lost
due to pipe friction is restored by the addition of power or energy equal to that which
was lost. The compressor stations of the Westcoast Transmission Company, Alberta
Natural Gas Company, and Inland Natural Gas Co. Ltd. are inspected and tested
each year by our field staff. The same inspection applies to all oil-pumping stations.
Plans and specifications for all new pipe-lines, compressor stations and pumping
stations are approved by the Engineering Branch, as are all tests on new pipe-lines or
the upgrading of existing pipe-lines. Matters affecting right-of-way, easements,
drainage, and the crossing of other facilities, such as railways, highways, and streets,
also require the approval of the Engineering Branch.
The liaison established over the past few years with the Motor-vehicle Branch
has continued and grown in 1969. Our engineers inspect heavy vehicles on their
behalf and submit reports and, in addition, we train their vehicle inspectors on the
special knowledge of air brakes as used on trucks on highways. Joint attendance at
air-brake seminars with the trucking industry is commonplace. This has been most
beneficial to the trucking industry as well as to the general public as public safety is
bound to be improved by co-operation between the two branches involved.
The Industrial Transportation Section of the Branch became involved in many
projects during the year. In one instance, the Yukon Territory asked that we train
their personnel so that they, themselves, in turn, could properly train heavy transport
drivers to the standards established in British Columbia by our Engineering Branch.
Two hundred and thirty-five men were trained and this was followed by a request
from the Motor-vehicle Branch of British Columbia to train the staffs for the new
vehicle-testing stations. In this regard, 100 men were trained and certified. A third
request was received from the Royal Canadian Mounted Police where 48 policemen
were trained and certified. Other courses and training lectures were routine as they
have been established over the years; notwithstanding, 1,075 men attended air-brake
and other lectures during 1969, and vehicles and industrial roads were inspected
throughout the Province where accidents occurred or special requests were made for
Transport by ropeway has continued to expand, especially in the mountain ski
areas. Twenty-five ski-lift facilities have been installed over the past two years, some
of the construction projects carrying over from one year to another so that an exact
number in any one year or season cannot be stated. Sufficient it is to say that 10
years ago about 25 facilities in as many areas were registered, whereas at the end of
1969, 85 areas are registered with 150 facilities operating or under construction.
Each facility requires at least one, and sometimes three, inspections during the season
and, as the season is normally of five months' duration, the winter months are taken
up to a large extent with aerial-tramway inspections. Some of the large mining and
oil-producing companies have helped on certain projects as a contribution to recreational facilities provided for the enjoyment of their employees. Every new major
facility involves a considerable volume of engineering drawings which must be
checked and approved by the Engineering Branch prior to erection. The Canadian
Standards Code Z-98 adopted in 1967 has been of great assistance in this respect as
manufacturers in Austria and Switzerland who supply most of the aerial-tramway
equipment can now quote and supply on a common basis.
The International Organization of Travel by Ropeway met in Lucerne, Switzerland, in September, 1969, and the Branch was represented and participated in the
meetings. In October, 1969, the Canadian Standards Association meetings were
held in Ottawa, Canada. These meetings were chaired by our chief engineer.  The
results and conclusions reached in the Lucerne meetings were thus fused into the
Canadian Standards so that the amendments proposed in the meetings will bring our
standards to the level of world standards. This is beneficial to the ropeway industry
in Canada and particularly to British Columbia and Alberta, where many of Canada's ski-lifts and ropeways are in operation.
The Gas Pipe-line Code meetings followed the aerial tramway code meetings
in Ottawa under the same chairmanship and the same pattern prevailed. When the
Gas Pipe-line Code was formulated and published in 1966/67, one of the weaknesses
recognized was that the type of material used in steel pipe-lines was not always compatible with the Canadian climate and, secondly, many sources of failure seemed to
point to the technicalities of the test procedures established over the years in other
countries prior to any pipe-lines being built in Canada. As a result of the Canadian
Committee recognizing the implications of these problems, the new Code encompassed an improved technology in test procedure and at that time a new committee
on high-strength pipe-line materials was set up under the same chairmanship. In
May, 1969, the International Organization for Standardization (ISO/TC) met in
Dusseldorf, Germany, on steel materials for the petroleum industry. All major
countries of the world were represented, with Canada being represented by personnel
from our Department. As a result, a great many of the conclusions reached at the
Dusseldorf meetings were infiltrated into the conclusions reached at the Ottawa
meetings in October, 1969, and, as a result, a new standard on high-strength line-
pipe will be published in 1970 which will upgrade the standards and the over-all
safety in the entire pipe-line industry throughout Canada.
In the Pipe-line Section of the Engineering Branch, the normal work load prevailed. Extensions of pipe-lines, retests and routine inspection was the pattern for
the year; notwithstanding, an extra work load was imposed due to the Department's
participation in Canadian Standards on several committees. The results have been
beneficial to British Columbia as a great many failures during test have now been
eliminated due to better materials, more stringent rules and guidelines and, most of
all, a better understanding of the technology of materials and methods now available
in many parts of the world.
A close liaison has continued between the Railway Committee of Canada and
our Department. Several meetings were chaired in our Vancouver office during the
year, where the Great Northern Railway, the Canadian Pacific Railway, the Canadian National Railway, and the British Columbia Hydro and Power Authority Railway, together with ourselves and representatives from the Railway Committee of
Canada reached amicable decisions on acceptable methods of joint operation over
the new Roberts Bank Railway, it being recognized that the railway will remain
under Provincial jurisdiction while the three mainline railways, themselves, operate
under Federal charter. A spirit of co-operation has grown over the past few years
and where grey areas appear to exist, joint inspections have been conducted with
Federal and Provincial engineers both present, and, as the same rules apply under
either jurisdiction, the problems usually have had obvious solutions quite readily
In the mining railways, joint inspection with the Mines' inspectors and ourselves have been carried on for many years and in 1969 a joint inspection was made
of the 10-mile tunnel railway at the Granduc mining operation near Stewart, British
All common-carrier railways, logging railways, recreational railways, aerial
tramways, pipe-lines and industrial roads were inspected, the details of which are
set forth in the following reports.
Pacific Great Eastern Railway Company
Chief Engineer's Report
The procedure of annual inspections of the Pacific Great Eastern Railway
roadbed and facilities has been firmly established over the past 25 years and,
accordingly, during the last two weeks of October, 1969, in company with the
appropriate officials of the Pacific Great Eastern Railway Company, a complete
inspection was made of the main fine from North Vancouver to Fort St. John and
the branch fines to Dawson Creek, Mackenzie, and Fort St. James, a distance of
approximately 1,000 miles of track inspection. The inspection included roadbed,
track, drainage/bridges, yards, trader sidings, railway crossings, shops, stations,
rolling-stock and the communication system. In addition, inspections were made
in September of the grading and track laying on the new extension from Fort St.
John to Fort Nelson. The general inspection in October was made from north
to south by flying first to Fort St. John and making the trip over the entire railway
system by track motor.
As in the past, the annual inspection trip was timed to be just ahead of the
arrival of snow in the Rocky Mountain passes and at a time when the annual
capital work was completed sufficiently to report on progress.
The 1969 capital programmes included the replacement of several bridges
with fill, the rebuilding and redecking of other bridges, replacement of 85-pound
rail with 100-pound rail on certain subdivisions and the installation of creosoted
ties on the main and branch lines as renewals become due. Also, crushed-rock
ballast to replace pit-run is now a part of each year's capital programme.
It can be reported that approximately 200,000 treated ties were installed
during the year. Three hundred miles of crushed-rock ballast has been installed
and 143.3 miles of 100-pound rail was laid, 110 miles of which was laid in 78-
foot lengths with 33.3 miles laid in 39-foot lengths. This rail was purchased new
in 39-foot lengths and butt-welded together to form 78-foot lengths in Prince
George where the company is operating a contract rail-welding plant. The longer
lengths now used cut the number of joints by one-half which proportionally reduces
the wheel impact at rail ends, giving 50 per cent smoother ride.
The line from Fort St. John to Chetwynd is in good condition, commensurate
with the volume of traffic. The fill at the John Hart Highway overpass near Fort
St. John has consolidated. The earth work done has arrested further settlement.
On the south bank of the Peace River, a diversion was under way to clear sloughing
conditions. Derails at the TECO Pit were checked and found in order. Alignment
on the 28-mile tangent is quite good and all capital work completed over the past
three years, namely, fills and ballast, has provided good operating conditions.
The Dawson Creek subdivision from Chetwynd to Dawson Creek was inspected. The track here is laid with 60- and 70-pound steel which is quite crooked,
especially at the joints. Some of the ballast under the ties seems to contain large
rocks which make alignment difficult. A plough treatment in some spots might be
advisable; however, it is doubtful if the volume of traffic over this line would justify
relaying with heavier steel using black ties and crushed-rock ballast. No passenger
trains operate over this line and it is felt the condition of this branch is quite
A new grain elevator is being erected at Groundbirch. Other grain elevators
were built at Dawson Creek over the past few years. These additional facilities
will, in due course, assist greatly in the over-all economics of this important branch
The 22-mile branch line to Mackenzie was inspected. This is an excellently
constructed branch line—good bridges, well-opened cuts, and good drainage, and
maintenance is being well handled. Traffic on the branch line is quite heavy and
further additions planned to the industrial complexes at Mackenzie will cause
traffic to steadily increase over the next few years. This line is laid with 60- and
70-pound rail and it is felt that within two years this rail should be changed
out for 100-pound rail with black ties and crushed-rock ballast. Road vehicles
were using level crossings which had been taken out subsequent to the original
construction of the line. The officials were instructed to restore the ditches in the
interests of public safety and, where access roads are necessary, application should
be made for access crossings to serve those who wish access into the areas affected
by the railway.
At Mackenzie, the railway facilities are quite adequate and are being properly
installed. The town of Mackenzie is a credit to the northern area and is being well
served by the Pacific Great Eastern Railway.
The 72-mile branch line to Fort St. James was inspected. Parts of this branch
are still in a state of construction as the line is opening up new country. The first
13 miles are in quite good condition but most of the remainder of the track, with
the exception of that portion where new 85-pound rail was laid, is rough. This is
largely due to the rail used being relay quality; however, the condition of the
track is commensurate with the volume of traffic, the bulk of which is logs and
lumber. This branch is being extended another 80 miles with additional extensions
announced for the 1970's. This branch can be expected to be a substantial feeder
to the main line as the line will traverse country rich in minerals and timber and
the type of construction will be upgraded as traffic volume increases; meantime
the track is safe and is serving the needs of a frontier area.
The main line from Chetwynd to Fort St. John is in quite good condition.
The construction ties are now being changed out and in places rail wear bears the
evidence of ever-increasing traffic. Several new steel bridges have replaced the
shoofly diversions of the construction days. The old 4-mile sinkhole has stabilized.
New sidings have been provided for the three new pulp-mills and the oil refinery
near Prince George. The Fraser River bridge was inspected and found to be
in order.
The grade from the Old Prince Station to the Fraser River Bridge would justify
a moderate revision which would help local rail traffic between the Prince George
Industrial Park and the pulp-mill complex north of the bridge.
An inspection was made of the Prince George Industrial Park. This complex
has enjoyed a phenomenal growth over the past five years. Recently sawmills, a
chemical plant, a creosoting plant, and many machinery sales and service organizations have built large warehouse facilities and machinery yards in the park area.
The inspection from Prince George to Quesnel revealed the track to be in
good condition. The decking was being renewed on the Ahbau and Cottonwood
Bridges.   Both bridges were inspected and found in order.
From Prince George to North Vancouver, the track is constructed to main line
standards. As previously stated, 143.3 miles of new 100-pound rail were laid in
this area during 1969, making a total of 306 miles of 100-pound rail installed with
tie plates on tangent and curves, with better than 70 per cent treated ties. Hundred-pound rail is, therefore, continuous (with the exception of four or five scattered
miles of trackage) between North Vancouver and Williams Lake, a total distance
of 313.1 track miles.
The new yard facilities at Williams Lake are modern and well built. Platforms
and refueling equipment are efficient and up-to-date and the work has been com-
pleted to proper standards. The level crossing of the Chilcotin Road presents a
serious problem. Its accident record is poor. An overpass has been planned for
years and was being replanned by the Department of Highways at the time of my
inspection. The crossing should be signalized forthwith and when and if a road
overpass is ever constructed, the signal can be moved to another location. The
crossing at Exeter will be much improved when the station is moved. The new
station was complete at the time of my inspection and the move was to be made in
the immediate future.
Wire crossings have been installed by the British Columbia Hydro and Power
Authority at Kelly Lake. The pole-line crossing is not dead-ended. This should be
done forthwith as the installation is substandard. Several bridges on Pavilion Hill
were being replaced with fill. These installations should be complete by the end of
the year and will improve safety at these points. The Lillooet River Bridge was
inspected. The new deck and superstructure installed last year, subsequent to a fire,
are satisfactory and the bridge is in good order.
The railway facilities at Lillooet were found to be in order. Fueling systems
were clean and properly maintained. Station facilities, washrooms, etc., were inspected and found satisfactory. Ballast, ties, and rail conditions between Lillooet
and Squamish were satisfactory. Ditching and shoulders are being maintained. The
oilers installed on the Squamish subdivision are doing a good job; however, the
heavy curves in the Cheakamus Canyon take their toll on rail wear so rails have been
turned and worn rail moved to tangent locations. The bridges on this subdivision are
in good order. Six railway crossings have been signalized during the year over the
entire line. This will improve safety, especially during the ski season at the Whistler
Mountain ski complex adjacent to Alta Lake.
At Squamish, a new car-rebuilding shop was under construction, scheduled for
completion before the end of 1969. This will be the railway's main car maintenance
depot and will permit efficient manufacture and repair comparable to shops on transcontinental railways. During the year, the Car Department at Squamish produced
two large consists of cars for use by the construction gangs on the northern extensions.   A third consist was produced for the bridge gangs throughout the line.
The Locomotive Shop at Squamish was inspected. Improvements in methods
over former years can be reported. This shop was extended recently and it is worthy
of mention that this locomotive shop is by far the best equipped and the most up-to-
date in British Columbia.
Between Squamish and Vancouver, the line is in good condition and laid with
100-pound rail. Bridges, tunnels, and cuts were found to be in order. Considerable
difficulties are still experienced with slides but in this type of mountainous terrain,
the same condition is common to all railways.
Facilities at North Vancouver were inspected. The Budd shop and car shop
continue to be efficient as they were planned and built for this work. Fueling and
cleaning facilities have been improved at this point. The yards at North Vancouver
were inspected and found to be clean and in order. The interchange between the
Canadian National Railway and the Pacific Great Eastern Railway was found to
be satisfactory; however, the Canadian National Railway has at times blocked
level crossings and this matter was cleared up after a meeting with Canadian
National Railway officials.
Weed control over the entire line was observed. The 1968 spray contract has
done a fairly good job on the deciduous foliage but has entirely failed on the evergreens, such as Douglas fir and western cedar.   Unless a follow-up is done in 1970
with proper chemicals for the evergreens, slashing will be required in a number
of places over the entire line.
The communication system and dispatching system were inspected and found
to be modern and efficient. This is due to the personnel in charge keeping pace
with the trend to the modern concept of solid-state electronics.
During the year, the Pacific Great Eastern Railway purchased four new giant
3,000-horsepower diesel-electric locomotives and also purchased the radio-controlled slave unit equipment which will permit locomotives to be placed back in the
train and operated by radio control from the cab of the leading locomotive. The
roster of motive power on this railway is now as follows: Locomotives—four 3,000-
horsepower Alco, 29 1,800-horsepower Alco, 25 1,600-horsepower Alco, and
three 1,000-horsepower Alco switchers; Budd cars—six 600-horsepower Budd passenger cars or coaches.
All locomotives and other motive power, boilers and pressure vessels were
inspected and certified by our inspecting engineers during the year and, in addition,
they inspected all oil, gas, and propane storage on, or adjacent to, the railway.
The railway employs a safety director who works closely with the Department
on accident prevention as workmen's safety is the responsibility of the Department
of Commercial Transport, rather than the Workmen's Compensation Board, on all
railways and switching areas in British Columbia.
Conclusion.—It can be reported that the Pacific Great Eastern Railway is being
properly operated and maintained so that it is serving the public in a safe and proper
manner.—Robert E. Swanson, P.Eng.
Roberts Bank Superport Railway
R. E. Swanson, Chief Engineer
During the year the Roberts Bank Superport Railway was under construction.
This project involves 23.1 miles of new railway construction with five miles of
sidings or passing tracks, plus trackage at the coal-loading facilities at the port area.
The line extends from Cloverdale where it joins with the British Columbia Hydro
and Power Authority Fraser Valley Branch, and traverses in a due westerly direction to the high-tide mark near Ladner, and thence for 2x/i miles on a causeway to
join up with the trackage of Kaiser Resources Ltd. at the new superport, a distance
of 23 miles.
The line follows, basically, the old Great Northern Railway location from
Cloverdale to a point near Ladner, where it leaves the old Great Northern abandoned grade and traverses new ground to the port area. Use was made of the
abandoned right-of-way for these reasons: firstly, the location was excellent from
a point of railroad design and operation; secondly, the least number of residents
and property owners were disturbed as the old right-of-way was not generally
occupied for any use other than a portion had been utilized for Colebrook Road
(which was relocated adjacent to the new rail-line); and, thirdly, the final location,
as built, will make possible the rerouting of the Great Northern Railway from the
United States border near Blaine, to a point near Cloverdale, where it would join
the new Roberts Bank Superport Railway location (as it did many years ago) and
thus make it possible to take the Great Northern tracks away from White Rock and
restore the entire shoreline from the United States border to Point Roberts for
recreational and residential purposes.
The rail route will utilize the present British Columbia Hydro and Power
Authority Railway from Cloverdale, bypassing the town of Langley on the west
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side of town, and joining with the Canadian National Railway near Fort Langley
by a new 2.1-mile rail link being constructed by the Canadian National Railway.
Thus, the two transcontinental railways, the Canadian Pacific Railway and the
Canadian National Railway, will be given direct rail access to the new superport as
will the British Columbia Hydro and Power Authority and the Great Northern Railway which connects directly with all railways in the United States. An alternate
route is also provided via Port Mann for the Canadian National Railway, and via
the New Westminster Bridge and Coquitlam for the Canadian Pacific Railway. By
the last route, using the Canadian National Railway and the Great Northern Railway, rail traffic from Vancouver, British Columbia, including Pacific Great Eastern
rail traffic, can be given a direct-rail route to and from the new superport at Roberts
The line from Fort Langley to the superport is being laid with 115-pound rail,
with tie-plates, using 3,000 creosoted ties to the mile, and with a 15-inch lift of
crushed rock ballast shouldered to Class I standards. All passing tracks are 8,000
feet in length to accommodate unit trains of 105 cars per train. The maximum
gradient is 0.7 per cent, with a maximum curvature of 5 degrees.
Road overpasses are to be constructed at Pacific Highway, King George VI
Highway, and Highway No. 17. These locations will require preloading and, as
the line is to be in operation early in 1970, signalized temporary level crossing are
to be installed at these locations. Several signalized crossings will be in operation
on the 23.1 miles between Cloverdale and the superport, with a railway overpass
at Highway No. 499, near Colebrook. Other signalized crossings and an overpass
are planned between the Fort Langley and the Cloverdale connection, but this
section of line is not within the scope of this report.
Inasmuch as the Canadian Pacific Railway, the Canadian National Railway,
the British Columbia Hydro and Power Authority Railway, and the Great Northern
Railway will jointly be operating over common trackage, some of which comes
under Provincial jurisdiction, and some under Federal charter, and some of the
companies are under Federal charter with the British Columbia Hydro and Power
Authority under Provincial charter, problems might have arisen if the Uniform
Code of Operating Rules had not been adopted by all four railways, and if meetings
of the operating departments of all the participating railways had not been held in
our Engineering Branch in Vancouver where the anticipated difficulties were ironed
out and agreement reached. It is therefore expected no major problems will arise
with the operation of all four railways over joint trackage, with the Great Northern
Railway also operating passenger trains.
During the location of the line, assistance was given by our Engineering
Branch as to the final location, after which plans, profiles, and books of reference
were approved in the established manner. During construction, inspections have
been made over the route, particularly where drainage, road relocations, railway
crossings, fencing, and revisions required approval and finalization. Inspections
have also been carried out at the port area where Kaiser Resources Ltd. coal-
handling machinery and trackage have been under construction.
It can, therefore, be reported this railway is being constructed to the best
main-line standards and it is expected the line will be given the final inspection
pursuant to the Railway Act during the first quarter of 1970, at which time my
report will be submitted, thus enabling the Minister to declare the line open for
revenue traffic, provided it meets with the necessary requirements.—Robert E.
Swanson, P.Eng.
Recreational Railways
Chief Engineer's Report
Two major recreational railways operate in British Columbia where steam
locomotives are the feature attraction. The Fort Steele Dunrobin Railway is
registered under the Department of the Provincial Secretary and is operating jointly
with the Parks Branch of the Department of Recreation and Conservation. The
locomotive Dunrobin was built in Scotland in 1895 and ran on British railways for
many years. It was brought to Canada in 1965 and put in working condition so
that it was an operating exhibit during the Centennial Celebrations of 1967, where
it ran on Vancouver Island and in the Lower Mainland of British Columbia. It was
then taken to Fort Steele over the Canadian Pacific Railway lines and has operated
at Fort Steele during the seasons of 1968 and 1969. In 1968 Dunrobin hauled
20,000 revenue passengers.
The railway consists of VA miles of standard-gauge track laid with 60- and
70-pound rail and with a ruling grade of IVi per cent. The old Fort Steele station
has been moved to the new site and is again serving an enthusiastic public. A second
sightseeing station platform is provided at the top end of the run for sightseers.
A loop arrangement at each end of the run, with spring switches, provides a continuous run of 2Vk miles with all the realism of the pioneer days of railroading,
complete with steam.
When it was realized in 1968 that the original coach was small and inadequate,
a full-sized coach was obtained directly from British Railways in England. British
Railways was persuaded to take a coach, built in 1954, out of service and sell it to
the British Columbia Government at a token cost, so that we were able to ship it
on the deck of a vessel, through the Panama Canal, unload it at Vancouver, move
it over Canadian Pacific Railway lines on its own wheels, and place it on Fort
Steele tracks; all of which was done in eight weeks from the date of purchase in
Great Britain. The coach weighs 32 tons, is 67 feet in length and seats 48 adults,
or 65 adults and children. During the 1969 season, 24,000 revenue passengers
were carried on the Fort Steele Dunrobin Railway.
It can be reported this railway is in good condition and safety is up to the
proper standards for the operation of passenger trains. It can also be reported this
railway is serving the recreational needs of the touring public and will continue in
the future to be an excellent tourist attraction in the interests of British Columbia.
Cowichan Valley Forest Museum
The Cowichan Valley Forest Museum is sponsored by donations from several
of the larger lumber and pulp industries, and other interests throughout British
Columbia. The museum grew out of the railroad hobby of Gerry Wellburn, of
Deerholme, and was moved to its present site several years ago. It is located on
the Trans-Canada Highway two miles north of Duncan.
Slightly over one mile of three-foot gauge track is in operation with extensions
planned for 1970. Stations, bridges, cuts, trestles, water tanks, and cars of genuine
vintage or replicas are in evidence everywhere. The line is laid with original
Canadian Pacific Railway 56-pound rail and is in good condition throughout. Three
steam locomotives operate on this line to haul two passenger coaches on each train
and two gasoline locomotives are provided to haul lighter trains on off-days. The
equipment is inspected and tested each year by our inspecting engineers.
Many old, retired steam locomotives are on standing display at this museum—
Shays, Climaxes, and relics of logging and pioneer railways which operated on
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Vancouver Island in the early days. In addition to the railway interest, original
spool-donkeys of 1900 vintage are set up as though operating under the trees.
Wagons and carriages of the early days are displayed in a long open shed and huge
circular saws, the largest ever used in British Columbia, are on permanent display.
Truly, this is a living memorial to those pioneers who built British Columbia;
and the pioneer Cowichan Valley Railway is safely serving the public and, at the
same time, giving many people a great deal of pleasure.
Terry Fergusson's Pacific Tours Ltd.
This company owns one Climax 70-ton locomotive and operates on the Pacific
Logging Railway at Cowichan Lake under an agreement with owners of that
seldom-used line.
" Railway Days " or tours are arranged during the summer months where
rail-enthusiasts borrow equipment from the main lines and ride it over this short-
line railway. Camera " run-bys " are arranged and thus a considerable number of
people from all over North America derive a great deal of pleasure in the actual
participation of steam railroading as a hobby.—Robert E. Swanson, P.Eng.
 A Murray-Latta chairlift manufactured in Vancouver, British Columbia, in operation at
Mount Seymour. A duplicate of this equipment is being installed at Manning Park.
The last load of logs hauled by steam in Canada (MacMillan and Bloedel) at
Nanaimo River operation on December 1, 1969.
 Pacific Great Eastern Railway freight train is pictured moving over all-steel Clinton
Bridge, 200 miles north of Vancouver. Company's freight traffic has recorded dramatic
increases in past decade.   During that period annual carloadings have almost doubled.
Roberts Bank Superport area showing Kaiser Resources railway and loading
facilities for coal export.
Wharves and Inplant Railways
Chief Engineer's Report
Vancouver Wharves Ltd.—Periodic inspections were made during the year of
the railway trackage, yards, and motive power of the Vancouver Wharves Ltd. in
North Vancouver. This operation utilizes approximately 12 miles of railway,
including sidings and yards. The track is laid with 85-pound rail with tie plates on
No. 1 creosoted ties.   Generally, the track is in good condition throughout.
During the year, two serious derailments occurred where flanges split switches,
causing loaded cars of bulk commodity to be derailed and piled up. The wrecks
were investigated and attributed to be a combination of wheel flanges worn to almost
the condemning limit, and switch points worn to the same condition. More rigid
maintenance was recommended with respect to track and switches.
Motive power was inspected and certified. In one case a diesel locomotive was
sent to Squamish for turning and rewheeling; in other cases wheels and tires were
renewed on the job so that safety standards were maintained to the Department's
rules and requirements.
A number of brakemen and engineers were trained and certified for the operation where, from time to time depending upon shiploadings, six locomotives operate
on a three-shift-per-day basis, requiring 18 engineers, 12 firemen, and 26 brake-
men. The roster of motive power is as follows: One 550-horsepower diesel-elec-
tric, one 600-horsepower diesel-electric, two 90-ton Pacific Coast steam shays, and
two Samuel Williams English diesels.
This railway and its wharf facilities serve both the Pacific Great Eastern Railway and the Canadian National Railway with deep-sea export facilities.
Pacific Coast Terminals.—This company operates two rail-switching complexes, one at New Westminster and one at Port Moody. Both operations utilize
several miles of railway to serve large deep-sea loading ports.
Switching at these operations is not done with locomotives but is carried out
using large front-end loaders adapted with a hook-coupler to handle railway cars.
The tracks are completely black-topped as is the space between tracks. This gives
the appearance of a huge parking-lot upon which railway cars are parked and
shuttled around, not in trains, but a few cars at a time. These rubber-tired locomotives have become known as rhinoceroses due to the horned nose and neck appearance of their coupling device; nonetheless they are most effective and efficient in
their operation in this type of railway yard.
This equipment, together with track and car-dumping arrangements, is inspected on a regular basis by our inspecting engineers and the safety record is good
at these operations.
Alaska Steamships Surrey Trainship Dock.—This rail and dock facility has
approximately three miles of trackage and a comprehensive steamship docking
facility. The dock serves the Alaska Steamships Company which operates a large
ocean-going railway-car ferry between Surrey and Anchorage, Alaska, thus connecting the Great Northern Railway in Canada with the Alaska Railroad in the
State of Alaska. The company in Canada owning the Surrey rail complex and dock
is, in turn, owned by several American railways, amongst which is the Great Northern Railway acting as the connecting link between the other American railways. The
Surrey dock thus connects the Alaska Railroad, via a train-ship ferry and a Canadian port, with all the railways in the remaining 48 continental states of the United
States. An interchange between the Great Northern Railway in Canada and the
Canadian National Railway therefore also connects all the Canadian railways with
the Alaska Railroad via the Surrey train-ship dock.
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A 600-horsepower diesel-electric locomotive operates on this railway. The
locomotive is inspected and certified by our inspecting engineers who also inspect
and approve the trackage. Very few operational problems have arisen and it can
be reported this rail and dock complex is being properly operated.
Twigg Island Railway.—This railway connects with the Vancouver and Lulu
Island Railway (operated by the British Columbia Hydro and Power Authority)
with the Vancouver Rolling Mills on Twigg Island where a yard and rail complex
exist to serve the steel mill. The Twigg Island Railway also connects with the
Canadian National Railway via a barge slip on Twigg Island and a barge slip on
the Canadian National Railway, Tilbury Island branch line. The steel mill is a
subsidiary of Cominco, which, in turn, is a subsidiary of the Canadian Pacific Railway. A Canadian Pacific Railway diesel-electric locomotive is, therefore, permanently assigned to the Twigg Island Railway and, as the Twigg Island Railway
operates under Provincial charter, the locomotive is inspected and certified annually
by our inspecting engineers who also inspect the trackage. It can be reported the
track, bridges, barge slip, and motive power are in good condition.
Hooker Chemical Company Ltd.—The railway is owned and operated by the
Hooker Chemical Co. Ltd. in North Vancouver. The railway serves the plant and
connects the plant with the Canadian National Railway in North Vancouver. This
company owns and operates one 300-horsepower diesel-electric locomotive and a
large number of tank cars which interchange with the Canadian National Railway
and thus with other railways in the United States and Canada. The locomotive is
inspected and certified by our inspecting engineers who also check on the periodic
testing of the tank cars in accordance with American Association of Railways Regulations. Copies of all tests are filed with our Branch. This railway is in satisfactory
Rayonier Canada (B.C.) Limited Woodfibre Railway.—This rail operation
serves the pulp-mill at Woodfibre and connects with the Pacific Great Eastern Railway via a barge slip at Woodfibre and a barge slip on the Pacific Great Eastern
Railway. Both barge slips are inspected by our engineers as is the trackage and
trackmobile motive power.   All equipment operators have been certified.
F.M.C. Chemicals, Squamish.—This rail-switching operation serves the
F.M.C. Chemical Company at Squamish where a barge slip is operated and a track-
mobile is used for switching. The operators have been certified and as the commodity is chlorine, a dangerous commodity, frequent inspections have been made
during the year.
Powell River Operation, MacMillan Bloedel Ltd.—This operation has a barge
slip and standard-gauge shore trackage. It also has a narrow-gauge railway complex with narrow-gauge locomotives to serve the pulp sheds. Our engineers made
regular inspections during the year and filed satisfactory reports.
Canadian Forest Products, Port Mellon.—This operation utilizes a barge slip
and standard-gauge shore trackage to serve the pulp-mill. A 300-horsepower diesel-
electric locomotive is used which is annually inspected, together with the trackage,
by our inspecting engineers.
Nanaimo River Operation, MacMillan Bloedel Ltd.—This operation utilizes
three miles of trackage at Nanaimo River to serve a log-loading works. Steam
locomotives haul the logs 19 miles to Ladysmith to connect with the Esquimalt &
Nanaimo Railway. Two steam locomotives were in use until November 30, 1969,
when the rail operation was shut down. Regular inspections have been made of
the locomotives and the Nanaimo River Bridge during the year. Conditions have
always been satisfactory.
Chemainus Mill Rail Operation, MacMillan Bloedel Ltd.—This operation has
five miles of railway to serve the sawmill and connect it with the Esquimalt &
Nanaimo Railway. The line also serves the purpose of connecting the Esquimalt
& Nanaimo Railway with the log dump at Chemainus. This line has been in operation since 1887 and has always been powered by steam locomotives. Two steam
locomotives operate on the line and they have been inspected annually, together
with the trackage, by our engineers.
Island Tug & Barge Rail Operation, Victoria. — A barge slip on the Inner
Harbour of Victoria connects the Milwaukee Railroad with the Esquimalt &
Nanaimo Railway in Victoria. A yard complex is adjacent to the barge slip. Regular inspections were made at this operation during the year.
Northwood Pulp Ltd., Prince George.—This company operates several miles
of standard-gauge railway to serve its pulp-mill at Prince George and to interchange
with the Pacific Great Eastern Railway. A diesel-electric locomotive is operated
as well as two trackmobiles. A number of inspections were made during the
year and it can be reported this railway and equipment are safely and properly
Prince George Pulp & Paper Ltd. Inplant Railway.—This company operates
about 2 miles of trackage to serve its chip operation. The Pacific Great Eastern
Railway switches this plant on a regular basis and our inspection revealed safe and
proper operating procedures.
Intercontinental Pulp Company Ltd. Inplant Railway.—This company owns
2 miles of trackage but is switched by the Pacific Great Eastern Railway on a regular
basis. The company operates one trackmobile on the chip operation. Our engineers report safe conditions.
Harmac Operation, MacMillan Bloedel Ltd. — This railway and yard serve
the Harmac pulp-mill near Nanaimo. A barge slip connects with considerable shore
trackage and a 550-horsepower diesel-electric locomotive is used for switching. Our
inspecting engineers have made regular inspections of the locomotive, the trackage,
and the barge slip and safe conditions have been reported.
MacMillan Bloedel Ltd. Pulp Mill Railway, Port Alberni. — This operation
serves a large pulp-mill and connects by rail with the Esquimalt & Nanaimo Railway.
A large number of cars and considerable tonnage are handled on a regular basis.
A 300-horsepower diesel-electric locomotive is used and often is operated on a three-
shift-per-day basis; consequently, a number of crews require training by our engineers at which time the locomotive and trackage have always been inspected, usually
twice a year. Safe conditions and good maintenance have been reported after certain
problems had been resolved.
Kamloops Pulp & Paper Co. Ltd.—This operation has an inplant railway to
connect the plant with Canadian Pacific Railway lines. The railway has been brought
under the Railway Act and inspections have been made on an annual basis. Safe
conditions have been reported by our engineers in the operation of this inplant
Crestbrook Forest Industries Ltd.—This pulp-mill is at Canal Flats. The company owns its own inplant railway, which has been registered under the Railway Act.
This company asked advice as to the use of converted front-end loaders as used at
Pacific Coast Terminals. Our engineers have made inspections and reported the
operation to be satisfactory.
Sullivan Mine (Cominco) Railway, Kimberley.—This railway is 5 miles long,
with 3 miles aboveground and 2 miles underground. It is the main haulage at Sullivan Mine and is 3-foot gauge and is laid with 85-pound rail.   Automatic loading is
AA 33
used at the crusher area underground, with automatic dumping at the surface discharge point. Electric eyes and a sophisticated system of electrics and electronics
have been installed to automate this operation. This system was jointly approved by
the Chief Inspector of Mines and ourselves.
Three electric locomotives with trolley poles from an overhead trolley wire are
used on this railway. The locomotives were inspected and certified by our engineers
and a copy filed with the Chief Inspector of Mines, as this railway has always been
considered to be operating under our joint jurisdiction. It can, therefore, be reported
this railway is in excellent condition, is fenced on surface, and is being properly and
safely operated.
Granduc Mine Ten Mile Tunnel Railway.—During October, 1969, a joint
inspection with the Chief Inspector of Mines was made of the above new underground railway project at Tide Lake. This railway is entirely underground and runs
10 miles on a tangent under three glaciers to tap the orebody on the other side of the
mountain range.
The line is laid with 100-pound new rail, using tie plates on creosoted ties. The
overhead trolley wire will carry 1,700 volts through pantagraphs on the locomotives.
Three new locomotives were inspected on the site. They were just delivered from
Japan and are of the most modern design. Bells and grab-irons were ordered to be
installed as such safety devices are required on engines of this size. The locomotives
were satisfactory and were certified.
All of the haulage equipment was approved jointly by ourselves and the Chief
Inspector of Mines prior to its manufacture. Unit trains are to be operated with a
locomotive at each end to avoid turnaround. Automated loading and dumping will
be used and each train is scheduled for continuous service. Crews are hauled in
special cars which are excellently appointed and heated for the comfort of those
being transported over the 10-mile run.
The mine is scheduled for official opening in June, 1970, when a final inspection
and approval will be given. Thereafter, the railway, locomotives, and equipment will
be inspected annually under a joint inspection arrangement with the Chief Inspector
of Mines.—Robert E. Swanson, P.Eng.
British Columbia Hydro and Power Authority
Inspecting Engineer's Report
An inspection of the railway facilities owned and operated by the above
Authority in the Fraser Valley and New Westminster District was made on Friday,
December 5, 1969.
In company with Mr. Fred Friedel and Mr. W. Alcock, division engineer and
roadmaster respectively, a trip was made by rail car between New Westminster and
Chilliwack during which time the main line, tracks, sidings, passing-tracks, buildings, bridges, crossings, and yards were inspected.
During the past year, 21,000 yards of crushed-rock ballast was used over the
system, 8,000 treated ties replaced and approximately 5,000 rail anchors installed.
There were 7.4 miles of relaying and upgrading from 85- to 115-pound rail.
The maintenance-of-way programme for the control of vegetation has proven
very satisfactory from the appearance of the road beds and ditches. It is also
pointed out at this time that all track speeder vehicles and equipment are equipped
with radios and contact with them can be maintained.
The bridges at Serpentine River, Salmon River, Gifford Slough, Chilliwack
River, Vedder River, Knox Slough, and Whatlam Road were inspected.   The bents,
caps, stringers, ties, and bull rails are all creosoted and are in good condition. The
north rail on the Salmon River Bridge has been superelevated three and one-half
inches due to the curve and to facilitate the Roberts Bank traffic and increase in
Highway crossing protection signals at Newton, Langley, Abbotsford, and
Chilliwack were all in working order. The train crews report the condition of the
signal system as they cross them by radio-phone to dispatcher if defective. At
Langley there is a positive stop for rail traffic, and at Cloverdale Pacific Highway
crossing there is a 10 miles per hour speed restriction for east-bound traffic and
a positive stop for west bound. All crossings are protected by the standard advance
warning and cross block signs. There is to be an automatic signal installed early
in the New Year at the Vedder crossing.
The industrial development programme carried out by the company is moving
along very well. The Robin Hood Flour Mills, Nissan Datsun, William Neilson,
and Vulcan Thermo Company have located in the District No. 1 Complex, while at
the Newton Industrial Complex the Cloverdale Paint spur line has been installed.
This complex takes in approximately 200 acres. A passing-track of 635 feet was
laid at Mile 59.2, Sumas, to accommodate Canada Packers York Farm Products
The Langley Diversion, to be completed in the very near future, has involved
the laying of 2.3 miles of track with a half-mile industrial lead. This diversion will
eliminate the railroad running through the centre of Langley and also the intersection of Highway No. 10 and Langley By-pass road.
The locomotive and car shops were inspected and found to be in a clean and
orderly condition.
The motive power consists of four 600-horsepower General Electric, eleven
900-horsepower General Motors, and two 1,000-horsepower General Motors diesel-
electric locomotives.
The shop staff handled two 600-horsepower locomotive major overhauls and
a total of seven locomotive truck overhauls in the past year. Tenders have been let
for the construction of two cabooses for 1970.
Regular inspections were made of all motive power and rolling stock and no
serious defects found.—D. F. Burges.
Crown Zellerbach Canada Logging Railway
Inspecting Engineer's Report
On December 15, 1969, the annual inspection was made of the Crown Zellerbach Railway between Ladysmith and the Nanaimo Lakes, a distance of 22 miles.
The inspection was made by rail car, with Mr. B. Duncan, railway supervisor, and
Mr. R. A. Turner, assistant manager, Engineering and Forestry, Southern Division,
in attendance during the inspection.
Generally, the track was found to be in good alignment and well maintained.
Approximately 6,000 ties have been replaced in this last year and it was observed
that sectionmen were in the process of changing out ties at Storm's Siding, Mileages
14 and 18. There were also 30 tons of steel relaid along with 400 rail anchors and
500 yards of ballast.
The bridges at Nanaimo River, Deadwood Creek, Boulder Creek, and Haslam
Creek were inspected and the following conditions noted:—
Nanaimo River Bridge: South end bents renewed in 1967; north end bents renewed in 1968; sprinkler system installed in 1969. The stringers and ties
AA 35
are scheduled to be changed in August, 1970, along with approximately
50 ties on the steel span.
Boulder Creek Bridge: Due to a small fire at this bridge last February 5, bents
along with caps, stringer braces, and ties were replaced.   All others are
sound and in a good and solid condition.
Deadwood Creek Bridge: This bridge was renewed in 1962 and is in good condition. There is a large piece of driftwood against the No. 3 bent and this
must be removed.
Haslam Creek Bridge: The north end of this bridge was renewed in 1961 and
the south end and spans are to be replaced in 1971.
It was noted that Boulder Creek Bridge did not have Jordan rails and this was
brought to the attention of Mr. Duncan.
The communicating and dispatching is done by radio-telephone. The motive
power and rolling stock consist of one 1,000-horsepower diesel-electric locomotive
and 80 log cars in use along with two rail cars and a gas locomotive. This equipment
moved approximately 1,300,000 board feet over the line from the Nanaimo Lakes
to Ladysmith in 1969. The motive power was inspected and found to be in good
condition. The power is also checked over each day before dispatching and a
thorough examination is made on the week-ends by company personnel.
All railway crossings were inspected and the proper cross block and stop signs
noted. The planking at the Ladysmith yard is to be replaced and also the switch-
stand target at Mile 21 is to be straightened out or replaced.
In general, the railway is in good condition and is being properly maintained.—
D. F. Burges.
MacMillan Bloedel River Sawmills Inplant Railway
Inspecting Engineer's Report
On December 16, 1969, an inspection was made of the railway facilities operated by the above company in their red band shingle-mill, particle board, specialty
board, Vancouver Plywoods, and Canadian White Pine plants on the Fraser River
in Burnaby.
The railway has two connections with the British Columbia Hydro and Power
Authority Marple-New Westminster line and also a barge connection with the Canadian National Railway.
A company owned Model 5-TM Whiting Truckmobile is used as motive power
to switch cars to and from the British Columbia Hydro interchange throughout the
area of aforementioned plants and to service the barge slip.
An inspection was made of all trackage and it was found that all requests
made in previous reports had been complied with and no further work is required at
this time.
The switch crew consisting of a trackmobile operator and a switchman were
interviewed and their satisfaction with general conditions noted. Mention was made
of slight roughness in the track which was attributed to the marshy nature of the
terrain. Switching operations were observed and it would appear that they are being
carried out in a safe and conscientious manner.
The single-track barge-loading ramp was inspected and found to be in good
condition. It was noted that substantial safety hooks back up the hydraulic lifting
The entire operation reflects an adequate safety programme that is being conscientiously followed.—E. A. Smith.
Canadian Industries Limited
Inspecting Engineer's Report
On November 18, 1969, an inspection was made of the barge slip, trackage, and
diesel locomotive owned and operated by the above company at its James Island
The locomotive was inspected and the air reservoirs hydraulically tested and
everything was found to be in good order.
Since the last inspection, the wheels of the locomotive have been renewed and
should be good for many years of operation.
Generally, the railway is in good condition and no unsafe operating procedures
were noted.—E. A. Smith.
B.C. Forest Products Limited
Inspecting Engineer's Report
On December 15, 1969, an inspection was made of the railway trackage and
equipment owned and operated by the above company at its Crofton pulp-mill site.
All trackage, including sidings and chemical unloading spurs, were found to
be in very good condition. Chemical cars being unloaded are prevented from
moving by use of proper wheel blocks as well as hand brakes set on. The spur
tracks have padlocked derails in place and the train crew are the only personnel
having access to the keys.
The Company owns one 650-horsepower diesel locomotive. This was inspected on November 19, 1969, and found to be in good condition. The Company
also has 13 wider-than-standard flat cars used for the handling of pulp and paper
and these cars have not presented any hazard to the train crews as was previously
feared. Where necessary Clearance not Standard signs are provided well lighted
and of adequate size.
The car unloading ramp is in good condition and train crews report no difficulty in moving cars off and on barges.
The good condition of trackage and clean yards is reflected in the 2,000-day
injury-free record of the ten-man railway crew.
The following items require attention: Loose track spikes on the rails at the
approach to the landing ramp, derail signs to be repainted.—John Dyck.
AA 37
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AA 39
Time required to attend to matters concerning the Industrial Transportation Act
has increased greatly over the past year, and as a result inspecting engineers have
been forced to devote their evenings and week-ends to training, lecturing, and to the
inspection of equipment in order to give coverage to industry. This has been especially true in the northern areas of the Province where consolidation of existing lumbering companies and the opening up of new forest complexes has necessitated this
extra time and effort.
The instant town of Mackenzie is a prime example of what is happening in the
north country. Lumbering in its new form of total utilization has arrived and the
development is expected to double in size in the coming months.
To look farther north, the area around Fort Nelson could be said to be only
awaiting the completion of the Pacific Great Eastern extension from Fort St. John to
engage its lumbering industry into high gear.
The multimillion-dollar forest projects at Fort St. James and Houston will, together with the aforementioned areas, shortly require a vast number of log-hauling
units and trained drivers. All of this, of course, will result in an added work load in
these particular areas for the Department.
The roads within the town of Tahsis on the west coast of Vancouver Island were
declared industrial roads under section 13 of the Industrial Transportation Act
during 1969 and the Tahsis Company submitted regulations for traffic using these
roads. The regulations were subsequently approved and a representative from the
Department made a visit to Tahsis and addressed a general meeting of the company
employees outlining the provisions of the Act and regulations.
Representation from the Department of Education of the Government of the
Yukon Territory was made to this Department to conduct an educational training programme for drivers and mechanics operating and maintaining air-equipped
vehicles. Arrangements for this programme were finalized, and in April an inspector, together with a fully equipped mobile-training unit, proceeded to Whitehorse
where facilities had been provided at the Yukon Vocational and Technical Training
Centre. Day and evening brake courses were run continuously for a period of two
weeks and a considerable number of drivers and mechanics were able to avail themselves of the opportunity to attend the lectures. The reception to this programme
was most gratifying and, but for lack of seating space, many more people could have
been accommodated. During his stay in Whitehorse, our inspecting engineer also
trained selected personnel from industry as instructors in order that the training of
drivers and also mechanics might continue.
The result of this joint endeavour is that today an air-equipped vehicle-operator's licence, whether it be obtained in the Yukon or in the Province of British
Columbia, is recognized as the requirement to operate heavy duty air-braked units
on industrial roads in either place. The Yukon Territory is also adopting the Industrial Transportation Act Regulations in respect to safety equipment installed in air-
braking systems on off-the-road trucks and trailers.
Back in British Columbia, the hauling methods in mining have undergone a
drastic change. Access to railways and shipping facilities has become mandatory
with the increased foreign demand for native ores. A case in point is one involving
the Granduc Operating Company located some 30 miles north of Stewart. When
production begins in mid-1970, the company will be employing large tractor trailer
units to convey concentrates to tidewater from the mine at Tide Lake over some 15
miles of private company road and the remaining distance upon public road, partly
in British Columbia and partly within Alaska.
Meetings were held with company officials at the mine site regarding safety on
the haul units and the licensing of the drivers in order that operational safety get off
on the right foot. Also in attendance at these meetings were representatives from
the British Columbia Department of Mines and Petroleum Resources. Their interest
in these matters stems from the fact that the Industrial Transportation Act Regulations have been incorporated into the Mineral Act of British Columbia, and therefore
the interpretation and the administration of these regulations is of utmost concern
to them.
In the matter of mine-haul vehicles, many new types are currently being introduced into the field and only close co-operation between the two Departments has
kept braking safety standards at their present high level. As braking systems tend to
become more complicated on these very large vehicles, only continued watchful
control by both regulatory administering bodies will maintain this standard.
The logging industry is well known as one which never ceases in its search for
better production methods. In 1969, the validity of this statement is borne out once
again. At this writing, huge single axle type tractors are being modified to handle
logging trailers in place of the conventional tandem axle tractors. Claims for these
units are less tire and brake-lining wear and a new departure in tractor braking.
These units would also be adaptable for use with the truck trains which were initiated
some three years past.
It has been realized that after a truck driver obtains his air ticket he tends, as
time goes by, to forget what he has been taught and as a result sometimes gets involved in an accident of his own making. With this in mind, our inspectors have
conducted refresher courses in various logging centres to review the operation of
existing air systems and to pass on information on the latest equipment. These lectures appear to have aided in cutting down on the number of accidents and have been
extremely well received by the truck drivers.
It has been noted that there is a strong interest in obtaining air tickets among
the highway-transport drivers and an increasing number of requests for lectures have
come from trucking firms in order that an upgrading may take place among their
Prior to the opening of the Richmond Motor-vehicle Inspection Station, a
three-day course on air brakes and heavy duty vehicle inspection was conducted
for the benefit of the new men to be employed at the station. The purpose of this
course was to enable two-man inspection teams to put an air-equipped vehicle
through the testing station in the quickest and most efficient manner. This service
was performed for personnel at the Victoria testing station in 1968 and the results
have proved this job conditioning of new inspectors to be of great value.
Three-day lecture sessions were also conducted by our inspectors for the Royal
Canadian Mounted Police Traffic Division Conference in Victoria in April and October to acquaint members with the operation of air brakes and the manner in which
vehicles should be inspected and tested.
Numerous accident investigations were conducted for the Royal Canadian
Mounted Police, City of Vancouver and New Westminster Police Departments. It
is interesting to note that, almost without exception, the underlying causes of these
accidents proved to be lack of driver-training or inadequate maintenance.
Training courses in air brakes were also given by our inspectors to students at
the various vocational schools throughout the Province and at the British Columbia
Institute of Technology, where courses were given to classes of drivers attending
upgrading programmes.—J. W. Kirkland.
AA 41
Air-brake Lectures and Examinations Conducted during 1969
Lectures held        44
Lecture attendance  1,075
Logging-truck operators certified      554
Vocational school (air-brake examinations)        85
Royal Canadian Mounted Police (air-brake examinations)        48
Heavy-duty mechanics air-brake course        28
Additional Lectures and Examinations Held for Other Agencies
Number        Attendance
Yukon Vocational School personnel (teaching staff)  15 235
Haney Correctional Institute     1 35
Motor-vehicle Branch personnel     9 100
The development of ski-ing facilities in British Columbia over the past few
years has been almost unbelievable. If one were to look back to 1959, the number
of aerial tramways in the Province was comparatively insignificant when viewed
against the total in operation today. The industry at that time appeared to have
leveled out inasmuch as there were no new projects under way nor did it appear
that there were any new plans on the drawing-board. The amount of time required
for annual inspection was relatively short as tramway installations were limited to
Grouse Mountain and Mount Seymour in the Lower Mainland area, Rossland and
Nelson in the Southern Interior, and two industrial ropeways, one at Kemano and
the other at Dog Mountain. This, then, was the situation until in the early sixties,
suddenly winter recreation in the form of ski-ing captured the imagination of people
in every corner of the Province. Existing operations immediately began to reassess
their facilities as to the feasability of adding new ski lifts and in addition new areas
were surveyed to determine their recreational potential. This trend has continued
to the point where today there are aerial tramways operating within a stone's throw
of the United States border to as far north as Fort St. John, and in the east at
Fernie adjoining the Crowsnest Pass to Green Mountain on central Vancouver
Skiers tend to be of the nomadic type and it is not uncommon to see a group
visit three areas in the course of a week-end. Today, with so many mountains
dotted with ski lifts of one type or another, the British Columbia skier has an advantage over skiers in other parts of Canada in that he may choose the runs and types
of snow conditions that he favours whether they be on the Coast mountains or the
colder slopes of the Interior ranges.
While these recreational areas undoubtedly contribute much to the enjoyment
of winter sports, the problems confronting the Department have increased tenfold.
It is necessary for Department Engineers to conduct comprehensive inspections on
all aerial tramways at least once a year to ensure that they are in safe operating con-
tion. In addition, plans and drawings for all new installations must be made while
each lift is being built. Finally, before they open to the public, each conveyance
is thoroughly proof-tested under the supervision of Department Engineers and only
then is a certificate to operate granted. Firms which underwrite the liability insurance for ski resorts have come to appreciate the worthiness of the Department
certificate inasmuch as they will not issue a policy on a tramway which cannot
exhibit a current permit to operate.
It can be seen therefore that the time consumed by this branch of the Department is considerable and the prospects of a slowdown in the work load are very
remote at least in the foreseeable future.
The year 1969 again showed a substantial increase in the number of new
installations which include a new T-bar situated at Gibson Valley where at present
a double chair-lift and two rope tows exist. Last Mountain Resorts near Kelowna
have also added a T-bar to add to the existing chair-lift. In the eastern section of
the Province, T-bars have begun operating at both Fernie and Panorama Ski Hill
west of Invermere. On the way from Vernon to Silver Star Mountain, Winterside
Recreations Ltd. have put in a T-bar which will be an added attraction to the snowmobile track for which this site has been known in the past. Silver Tip Development Ltd., located a few miles south of the big slide on the Hope-Princeton Highway, has erected a new T-bar in conjunction with the two rope tows in use at
present. The district of Stewart in northern British Columbia also became infected
with the ski-ing bug and built a T-bar on a mountain at the back doorstep of the
town. The Fort St. John Ski Club purchased a platter-lift which had been used in
Alberta and then later in southern British Columbia. This was modified to comply
with the new C.S.A. Z-98 Code for Aerial Tramways. This community organization is to be complimented for its efforts as this is the most northerly situated lift
of its kind in the Province. On Vancouver Island at Green Mountain after a year's
running with only a rope tow, the Sno-Birds Ski Society succeeded in obtaining
a new T-bar for its excellent hill thus filling a need for greater use of the mountain.
In the vicinity of Harrison Lake, where previously no ski area existed, a new
Mueller double chair-lift was successfully tested and now gives access to a new
ski-ing location. The number of ski lifts at Grouse Mountain has been increased
by two, namely, a double chair-lift extending to the mountain peak and a double
T-bar paralleling the existing cut chair-lift. This is the first double T-bar lift of
its kind in British Columbia. This surface lift is capable of transporting two lines
of skiers rather than a single file as is usually the case. A few miles north of
Squamish, Garibaldi Glacier Resorts Ltd. began construction of a multi-lift complex
but due to apparent financial problems the project has been shelved for the
present, but expectations are that this venture will continue in 1970.
In addition to those areas already mentioned, additional rope tows have been
added in various communities throughout the Province in order that a start can be
made in introducing more people to this sport of ski-ing.
In the matter of industrial tramways, no new installations were recorded. The
existing ones were inspected as in the past and all were found to be in safe working
The licensing of ski-lift attendants was put in motion this year with the area
operators being held responsible for the training of their personnel as well as conducting Department-approved written examinations. Those applicants successfully
passing the examinations received licences to operate ski lifts for the area by which
they are employed. It is felt that the upgrading of the attendants in this manner
will lead to fewer accidents and a better attitude on the part of the attendants
Even as this is written, word has been received that plans for additional ski
lifts throughout British Columbia are already under consideration and it would
appear that yet another active year in this branch of the Department is forthcoming.
—/. W. Kirkland.
AA 43
Aerial Tramways Registered with the Department of Commercial
Transport to December 31, 1969
Location No. and Name
' i
3. Mount Seymour  .	
6. Mount Becher	
8. Kemano (Alcan)	
Kemano    _	
11. Wells
12. Dog Mountain (B.C. Telephone)
13. Mount Jarvis (C.N.R.)	
South-west of Hope	
Mount Revelstoke Park
South-east of Revelstoke _
19. Big White Mountain -	
21. Gibson Valley.	
Manning Park 	
Princeton ,	
22. Princeton.- 	
26. North Star Mountain.	
27. Snow Valley.	
28. Silver King _	
29. Salmo 	
30. Red Mountain	
32. Shuswap . 	
33. Kamloops _	
34. Naksup	
Rossland — 	
39. Glacier
40. Blue River
42. Little Squaw Valley      	
North of Williams Lake
South-east of Quesnel	
44. Silver Tip..
Prince George 	
48. 100 Mile House         	
100 Mile House	
51. Chetwynd  	
54. Mount Last	
South of Kamloops 	
56. McBride
61. Zymoetz River (B.C. Telephone)
South east of Terrace	
East of Prince George
67. Salmo (B.C. Telephone) 	
69. Azu Lift Co.
Fairmont Hot Springs
74. Mount Baldy	
North of Rock Creek	
75. Hells Gate*
1     !
77. Mackenzie Ski Hill	
....    1      2
78. Mica Creek     -~           	
79. Boston Bar
80. Hemlock Valley._	
84. Blewett Ski Club...	
85. District of Stewart	
* Proposed.
The petroleum industry continued to be quite active during 1969 in the construction of gas- and oil-gathering systems, mostly in the field of connections into
the major transmission-lines. The engineering plans and specifications covering
the construction of all pipe-line projects under the Pipe-lines Act are submitted to
the Department and if in order are approved. Inspectors check all pipe-lines during
construction and supervise and witness the final acceptance pressure test in the field.
A complete record of all engineering data pertaining to the construction of the pipeline, including highway crossings, railway crossings, and river crossings, is maintained in the Department files.
Water-flooding and gas-injection installations are on the increase and prove
to be very effective in the recovery of gas and oil before the field pressure has been
depleted to any extent.
The annual inspection of compressor and pumping-stations was carried out
during the year by Department Inspectors. Due to the heavy demand on the main
transmission-lines, the pumping and compressor facilities have had to be increased
by the addition of more stations, some of which have a capacity in excess of 16,000
Approximately 223 miles of oil and gas pipe-lines were constructed during the
year. Application for construction and specifications regarding the proposed construction of the lines, together with testing and final approval for operation was
processed through the Department and test procedure carried out in the field by our
All tank farms were inspected during the year to make certain they conformed
to the Fire Marshal's regulations as well as being approved by the Department.
In the lower mainland area the British Columbia Hydro and Power Authority
made numerous extensions to the existing distribution lines. The main gas transmission-line between Coquitlam and Huntingdon, a distance of 57.8 miles was re-
tested under the supervision of the Department to upgrade the operating pressure
from 550 pounds per square inch to 585 pounds per square inch.
The Trans Mountain Enterprises of British Columbia Limited completed the
installation of a jet-fuel fine between Burnaby and the Vancouver International
Airport. The testing and final approval for operating the line was carried out by the
Department. In addition, Western Refueling Installation Services Ltd. constructed
4.1 miles of 12-inch jet fuel pipe-line for Air Canada and 2.8 miles for Canadian
Pacific Air connecting the terminal of the main transmission jet-fuel line to the
fueling facilities of the airlines. Their installations were also processed through the
Department, including the final testing and approval for operation.
Inland Natural Gas Co. Ltd. extended its distribution systems by 47 miles of
new lines in the Cariboo, Kamloops, and Southern Interior areas during 1969.
Columbia Natural Gas Ltd. are nearing completion of 10 miles of 4-inch line
to supply the town of Sparwood with natural gas from their main transmission-line.
Pacific Northern Gas Ltd. completed laterals to supply natural gas to Houston,
Terrace, and Fort St. James from the Summit Lake to Prince Rupert transmission-
line during the year.
Five pipe-line companies were granted certificates for the construction of
pipe-lines in British Columbia in 1969. They include Shawest Petroleums Ltd.,
Dawson Creek area; Atlantic Richfield Co., South Beg area; Apache Oil Corporation, Stoddart Field; Mesa Petroleum Co., Blueberry Field; and Texaco Exploration Co., Boundary Lake Field.
AA 45
 AA 46
AA 47
The administration of the Pipe-lines Act by this Department requires that
inspectors are called upon to supervise construction and tests on pipe-line installations in all areas of British Columbia from the Prince Rupert and Fort Nelson areas
in the north to the Kamloops and Crows Nest area in the southern part of the
Province. However, due to excellent co-operation from all the pipe-line companies
from the time a project is anticipated until the final test and approval of the line has
been completed, the Department is able, in spite of the heavy demand on the inspectors, to give good service. This quite often requires that an inspector may have to
attend to other facets that are under the jurisdicition of the Department, such as
aerial tramways, railways, etc. which are in the area where pipe-line construction
is under way. It is easily apparent that good liaison between industry and the
Department is essential in order that the very large area involved may be covered
to the satisfaction of all concerned.—/. H. Carmichael.
Pipe-lines Constructed during 1969
Fort St. John ... 	
Peejay _ 	
British Columbia Hydro and Power Authority .
Huntingdon  to  Coquitlam   12  inches  to   18
inches.  Retest to upgrade for higher MOP
Dawson Creek  _  	
Jet Fuel
Air Canada and Canadian Pacific Air	
Inland Natural Gas Co. Ltd.....	
Pacific Petroleums Ltd	
Cariboo, Kamloops, and Southern Interior
Stoddart Creek, Jedney, Clarke Lake, Inga,
Weasel, Inga	
Union Oil Company of Canada Ltd	
South Beg	
Houston, Fort St. James, Terrace 	
Columbia Natural Gas Ltd	
Western Pacific Products & Crude Oil Pipelines
Installation   of   heavier   wall   pipe   between
Miles 443.15 and 444.15	
Rigel Field   	
Total mileage=222.24 miles;  Re-test total=57.80 miles.
Compressor and pumping-station flow capacity requirements continue to increase in response to consumer demands and new gas and oil field developments.
Flow rates within the oil fields are being increased through additional well
completions and new gas-injection and water-flood systems. The movement of this
oil through major pipe-lines has required extensive increases in pumping-station
capacities and the resulting increase in operating pressure has required the upgrading
of pipe-lines and auxiliary equipment. New pumping units and communications
and control equipment are being selected to attain the optimum in reliability and
Western Pacific Products and Crude Oil Pipelines Ltd. have recently completed
extensive revisions and additions to their entire oil-pumping system. These changes
included the relocation and addition of many gas-turbine and electric motor driven
pumping units and included in all cases the most modern remote control and safety
protection facilities.
Recent revisions together with the necessary upgrading of auxiliary components
now provide continuous throughput capacity of 72,000 barrels per day.
Additional field-pumping sets, oil treaters and auxiliary equipment, together
with bulk-storage tanks, retaining dykes, etc. have been installed in many areas and
most of the widely dispersed wellhead treater equipment is being replaced with
modern " Central Battery " installations.
Drawing, specifications and design calculations must be approved and progress
and operating inspections made at completion of all the above pumping stations,
field batteries and water-flood installations. These inspections include the checking
of all mechanical equipment, piping, pressure vessels, fire protection, first aid, chlorine and poison gas handling and all equipment essential to safe operating standards.
Simultaneous with the oil-flow increases, there has been an even heavier demand on compressor-station capacities throughout the year and with similar trends
to remote controlled installations and the most modern communications and safety-
protection systems. Here, as in the oil industry, the Department is required to do
extensive field work and operating inspections, which demand a full knowledge of
all new equipment, controls, and safety systems.
Pacific Northern Gas Limited has installed two new compressor stations, one
at Summit Lake and one at Burns Lake, to cope with the rapid load increases
throughout the length of their line which is now serving all major communities from
Prince George to Prince Rupert.
Alberta Natural Gas Company has added one 12,000-horsepower turbine-
driven compressor to their Crowsnest plant and are installing additional downstream
units, including one completed 12,000-horsepower compressor at Moyie Lake.
The Westcoast Transmission Company's natural-gas transmission system, now
comprising more than 1,480 miles of transmission and gathering pipe-lines, has
recently completed several new compressor stations bringing their total installed
capacity up to over 290,000 horsepower. Throughout their phenomenal expansion
programme, the most excellent safety standards have prevailed in all areas of operation. These high standards have assisted greatly in the efforts of this Department in
its full coverage of these installations wherein the attainment of good safety standards is of paramount importance.
Adequate inspection coverage of the major equipment in gas-compressor stations, oil-pumping stations, gas-injection and water-flood systems places an ever-
increasing demand on field inspection requirements.—A. W. Turnbull.
Printed by A. Sutton, Printer to the Queen's Most Excellent Majesty
in right of the Province of British Columbia.


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