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Improving Skeena Motor Carrier operations Canadian Pacific Railway Company. Travelling Auditor (Vancouver) 1970

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To improve our Skeena Motor Carrier operations* consideration
should be given to providing essential equipment for good maintenance
and operations.
A Wheel Balancer - to improve tire wear.
A Bead Spreader - to permit fast tire repair.
A Set of Axle Scales - to monitor trailer's loads within highway weight limits and thereby eliminate overweight fines at
Government Scales. •      .
A Shed and Yard Sweeper with a Magnet - to remove debri.s and dirt
and prevent tire damage, etc.
Nylon tie-down straps on owned equipment instead of chains - to
prevent cargo damage, simplify securing, and reduce chain
loss and expense. ^^^™^^^~
- -    I
3
TRACTOR UTILIZATION
The desired goal for Skeena Motor Carriers tractor utilization
is hampered by restrictive clauses in present drivers' agreement such
as overtime pay between 1700 hours and 0700 hours on highway movements
between Kitimat and Terrace.  Night operations are minimized because
we do not have properly secured space at Terrace and Prince Rupert to
park loaded trailers.  Further, if night contracts could be arranged,
like the recent Alacan tender for a nightly move between Kitimat and
Smithers return, then improvements in tractor utilization are possible.
We must keep in mind that part of our lease is on a -fixed charge,
y..    and any increase in tractor utilization will reduce our overall
. cost per. mile. ,y
PRESENT SKEENA MOTOR CARRIERS DRIVERS' ASSIGNMENTS
Current Procedures
1,  Barge Arrival - Until all freight delivered to consignee.
(a) Line drivers called in at staggered times.  Times estimated
with regards to: . •
(1) Placement of trailers on barge  -
(2) Weather
(3) Amount of cargo
(b) First run - Masset, Prince Rupert and Terrace rush groceries
and mix cargo (containers)
(c) Second run - building supplies - trailer load lots
(d) Third run - as loads loaded and ready to go
(e) Fourth run - steel loads - special runs, pilot cars, permits, etc.
Notes • ■■-. -
A + B + C - Drivers pull first trip return to dock.     Pull second  trip
and pick up sleep  time  according to their need  and responsibility,   then back into terminal dad. work on local runs or
home to sleep.
D - Drivers work straight  time local hauls - Terrace, Kitimat,
then take Prince Rupert trip in  the afternoon on mileage."
E - Balance of  trips according to needs - "Rone back to back."
Conclusion
In actual practice drivers start at call in time and usually work beyond
12 hours with catnaps.     Due to mileage,   drivers push tractors hard and
due to conditions on roads,   cause excessive wear and  tear on tractors.
Road  safety is at a minimum due to driver's  alertness wearing down*
Freight moving very well and no consignee complaints unless barge is
late. y
(2)
Proposed Alternative
In order to improve tractor utilization and customer service, it
is proposed to man part of the tractor fleet with two drivers.  With
two or three tractors assigned to haul Prince Rupert freight with back
up of other tractors for rush loads.
First driver (Senior) called for Monday barge arrival to man first
tractor.  Second driver (about sixth on seniority list) put on standby » Prince Rupert round-trip made in about eight or nine hours.  First
driver on return leg calls second driver and arranges transfer of tractor
and despatch, then he goes home for rest.  Second driver makes second
trip and repeats process until all loads are cleared up.  First driver
gets first call for Thursday-Friday barge and again process is repeated.
Meanwhile, second senior driver is called for Monday barge arrival to
man second tractor, second driver on this tractor- (is about seventh on
the seniority list) same process repeated as in assignment one above.
Single driver runs fitted in with above as needed and as local runs completed.
While there might be some resistance to change, it should be pointed
out to the drivers that the freight is competitive and that these are
normal practices followed by other trucking companies.  Possibly these
changes may have to be renegotiated when the Union contract is reopened
this fall.
With this proposed improved tractor utilization, it will be essential that preventive maintenance checks on these tractors be arranged
for on Wednesdays and Thursdays.
All trailer load dispatches from Kitimat should be preloaded to
reduce tractor delays and more expensive driver's wages. PROPOSALS TO REDUCE MECHANIC'S OVERTIME PAYMENT AT KITIMAT
We now find that the Kitimat mechanic's overtime hours are approximately 40 hours every two weeks.  We resolved how this can possibly
be reduced or eliminated.
It was agreed that the present work load was more than one man
can effectively handle in 40 hours a week, particularly on Monday, when
the following problems occur simultaneously:
Setting up equipment to pump cement from the Transporter
Changing flat tires coming off the barge
Repairing broken lights, flashers, and air lines coming
off the barge as well as regular tractor inspections
Frequently there is so much repair work to be done on a Monday or
Friday before the Kitimat-Prince- Rupert-Terrace highway operations can
move, that the drivers called to man these operations have to stand around
waiting their turn before their equipment is made roadworthy.  This results in additional driver waiting expense and rush trailer delayed
arrivals at destination.
It was the consensus that it would be cheaper to have Anchor Line Co.
make a regular call at 6:00 am on Mondays to repair any flat tires coming
off the Northbound barges, and to inspect, match, repair, and inflate
tires, etc. on all scheduled Southbound trailers.  All inspections would
be color code tagged so that double inspections would not be made during
the same month. ...--.
It was felt that the union would not object to this work being
done on peak employment days but would probably object if tire work was- /
being done on slack days like Wednesday or Thursday when regular staff
might be laid off.  Anchor Tire Company would charge $33 per hour from
6:00 am to 8:00 am and $22.50 per hour from 8:00 am to 5:00 pm.  Anchor
Tire does all of Eurocan*s tire work.  It was the consensus that the
cement hook up and pumping should be undertaken by the tug boat engineers,
thus relieving the mechanic of that duty on Monday mornings during his
peak work load.
As the mechanic is now working six days a week, it was thought advisable
that future Saturday xrork (at double time) should be allowed only when
emergencies exist.  It was agreed that the mechanic -would prepare a
proposed Saturday work schedule for Mr. Murray to review on Friday to
determine the necessity for any Saturday work.  The other alternative
to these proposals would be to engage another mechanic at Kitimat, which
we all agree is not in the best interests of the company. V
\ •
SKEENA MOTOR CARRIERS EQUIPMENT MAlNTOAggg
Experience shows that preventive maintenance programs:for tractors, trailers and
fork trucks has been lacking as a result maintenance has been higher than normal,
trailers are badly rusted, tires are mismatched which shortens their expected
life. In a well-run operation, trailers are greased on a monthly basis and colour
coding vith a paint brush is used to identify- when greasing v;as last done and when
tires were last checked, eg. January red, February blue,'March yellow.
With respect to preventive maintenance for tractors and fork trucks, thecy can be
classified as A inspections being 1^00 miles for city tractors, every 10,000
miles for highway tractors and 100 hours for fork trucks, B inspections 3jO00 miles
15,000 to 20,000 miles and 200 hours respectfully. A check list for vehicle
P.M. inspection is shown in Appendix XJV. SUGGESTED TRAILER PREVENTIVE MAINTENANCE PROGRAM
At the present time there is no trailer preventive maintenance program
and as a result we have experienced longer out-of-service delays than are.
normal in the industry.  It is recommended that the  following trailer
preventive maintenance procedures be introduced.
Bogy Maintenance
Bogies must be serviced every month."
1) Grease all fittings
2) Dip air coupler in anti-rust solution
3) Adjust brake slack adjuster 3/4" - 1" travel (not to be over 90°
fully applied)
4)
5)
6)
Check for broken springs, loose hangers, worn torque rod bushings,
and defects if found
Tighten "U" bolt nuts
Check rail locking pins and mechanism    te;
7)  Spray color code paint on rear axle to indicate work performed in a
corresponding month.
Color Code Chart
Jan - red July
Feb - yellow Aug
Mar - black Sept
April - silver Oct
May - orange Nov
Juna - blue Bee
Responsibility for above lies with everyone in the operating department.
Tires
Check all tires for flats, wear, cuts, and pressure.  Those tires that
are less than 2/32 tread should be removed, inflations lees than prescribed
pressure should be inflated, arid unmatched tires should be adjusted, and
flats should be removed and repaired.
Box, Etc.
Check exterior for damage and report discrepancies, check all lights and
flashers and replace those that are defective.  Check interior for roof
leaks, floor, and wall damage. (2)
Trailer Maintenance
Sand blast pitted and rusty trailer bodies,   immediately remove all
dust by suction,  and paint with chlorinated rubber   (a Mobil product)
within two hours.     This new surface should last for three years.
Because of  the present maintenance work load  at Vancouver and   the
need  to get on to a preventive maintenance program at  the earliest  date,
it?is  suggested  that  C.P.-Northland owned  trailers,  particularly  the
flats  and 26-foot van trailers,   should be sent  to an outside shop  for
sandblasting and painting.     A proposal from a Kitimat  shop adjacent
to our dock has been given to Mr.   T. King. FUTURE C.P.-NORTHLAND TIRE POLICY
We agreed that immediate steps should be taken to brand all
C.P. Rail-Northland tires.  Existing tires should be branded
C.P.N. 1 to Nth 1978, new tires and recapped tires acquired should
be branded C.P.N, plus supplier invoice number.  The invoice document could be used as evidence in case of tire theft discovery.
We also agreed that because of the on and off road conditions in
the Kitimat area and in the interest of reducing flat tires and
expenses, that all C.P.-Northland owned trailers should be equipped
with Michelin radial recapped tires. Michelin 'fire Company, with
whom we have a National discount, have a radial-recap tire-exchange
program whereby they will accept and present bias tires and rims
in exchange for their radial recap tire and rim.
It is suggested that we set up a tire maintenance program
whereby we install eight radial recap tires per month on C.P. Rail-
Northland trailers starting with the newest trailers, i.e. 1973-
4501-4502 and IV4510 to IV4515.  Old tires removed from these
trailers with more than 3/32 tread remaining would be spares or
installed on old trailers with less than 2/32 tread wear.  These
then would be used as trade-ins for this program.  There is a
two-fold advantage with this proposal.
Reduced flats and longer tire wear. .
Improvement in fuel consumption of about 5%.  See Appendix XV.
It is our intention to set up spare tires in banks of 2 C.P.,
2 T.I.P., 2 Caravan, 1 Ryder 1000 x 20 or 11-22.5 at Northern Tire
Prince Rupert, Cedarland Tire Terrace, Anchor Tire Kitimat;  and
Vancouver Wharf.  While there are about two trailers with 1100 x
22 tires and one fork truck with 900 x 20 tires, it is recommended
that we standardize all tires on 1000 x 20 bias and 11.25 radials.
Similarly, about 20% of our bias rims are Budd wheel and 80% Dayton.
Again, we sould standardize on Dayton bias rims. Both suggestions
are presented to avoid extra or duplication of spare parts at four
tire bank locations. -2-
Vancouver
Tire service such as inspection, inflation tests> mismatching,
flat repairs, and recapping should be done at least once a week,
preferably early Monday morning on the arrival of barge 101 by
either D & D Tire, Crown Tire, or Pacific Tire. While Crown Tire
has been doing Northland's tires for years, we encounter problems
in getting service when emergencies arise.  Crown Tire does not:
always get to us when we need them.  It is suggested by Vic, our
W.D.S. driver, that Pacific Tire, who is close by, has a reputation for fast service and good workmaship.  As this company (a
Michelin dealer) is competitive and handles other large accounts,
it is suggested that he be engaged for a four-month trial period,
so that we can analyze his performance.  His hourly rate is $9.00
compared to Crown Tire's $22.00 and D & D's rate $20.00.  Pacific
Tire would color code trailers serviced as well as observe those
color coded by other tire companies on our behalf.
Kitimat
Aachor Tire in Kitimat would make a regular call on Mondays to
repair any flat tires coming off the Northbound barges and to
inspect, match, repair, and perform inflation tests, etc. on all
available Southbound trailers.  All inspections would be color
coded so that a duplicated inspection would not be made within
the same month. LOSS AND DAMAGE CONTROL
In order to reduce damage and possible claims, it is suggested
that C.P. Rail-Northland Services obtain for its major shippers copies
of Suggested Methods for Loading, Blocking and Bracing of Freight
in Closed Trailers and Containers, issued by the Association of American Railroads as shown in Appendix.
Further in this regard it is also suggested that a System and a
Terminal Safety and Loss Control Council be set up with representation
from key personnel of the operations involved, that would meet on a
regular basis to prepare programs and disseminate information on preventive measures against accident and loss.
In order to make this program meaningful, it would be necessary
to have management responsibility right up the line.  Therefore, it
is proposed that a CP Rail BCCS Northland Central Safety Council be
set up along the lines of the organization chart hereto appended.
Further, similar guidelines to those proposed for Northland in Appendix XII could be instituted for the other division. yraffic^ Lane Analysis
Do v/e know the total cost of various commodities from dooiv-to-door in various
types of equipment and handling? Work sampling on a regular basis should provide
some of these answers* " .
One effective method presently employed by C.P. Transport is the daily v?ork
card that :ls filled out by each employee for a week under close supervision,
about two or three times a year, or when changes occur in traffic patterns.
As an example, a truck driver would fill out his daily work card as follows:
Time punched in, type of work, time work commenced, type and. number of items
handled by weight group, time each shipment took, when this type of task was
completed, stem time to next operation, repeat suceeding tasks, unproductive
time is record, ie. coffee, lunch, washroom, etc. and is prorated at end of
day over all items handled.
All work cards are summarized daily and averages are calculated for each function.
All segments of operation can be analyzed in this manner and complete door-to-door
operations can be costed* Supervision, administration,, overheads and profit can
be added*  Appendix IX shows rough samples of commodity costs handled in various
types of equipment and the effects that economy of scale have. on their profitability.. PROPOSED TERRACE RATE ADJUSTMENTS
New tariffs show that Terrace L.T.L. rates are the same as Kitimat
and Prince Rupert rates which was a good move to simplify tariffs and
meet strong truck competition at Terrace.  However, class rates in the
new tariff are higher at Terrace than either Kitimat or Prince Ripert.
It is suggested that the Terrace class rates be adjusted to the Kitimat
and Prince Rupert level not only to simplify the tariff but to meet
road transport competition.
Observations show that with the direct delivery service the cost
of delivery at Kitimat and Terrace are about equal. Terrace could be
considered as a suburb like New Westminster is to Vancouver. PROPOSED DEVELOPMENT OF PRINCE RUPERT TRAFFIC
Back Haul Fresh and Frozen Fish Traffic •
Study shows that there is a potential back haul movement of fresh
and frozen fish from Prince Rupert to Vancouver.  (In fact, just this
week we were offered 100 tons, which we could not completely handle).
Presently we are experiencing about a 75 percent empty return back
haul of trailers between Prince Rupert and Vancouver.  The cause, Northbound groceries in 45-foot dry van trailers and Northbound Simpson
Sears and P.C. & D. traffic in 20-foot containers and 26-foot trailers.
It is suggested that C.P. -Northland lease two or more 45-foot
diesel electric temperature-controlled trailers from T.I.P. on a long-
term basis for groceries Northbound and fresh or frozen fish Southbound.
Further, it is suggested that seven 26-foot refrigerated trailers be
purchased (installments over 30 months) from Fruehauf Trailers (two as
substitutes for worn-out 2400 series). These would be used for Slade
& .Stewarts, and Kitimat, Terrace, and Prince Rupert proposed door-to-
door cooler and frozen traffic plus fill-out P.C. & D. and again Prince
Rupert fresh and frozen fish Southbound.   '; •
It is intended that the proposed 2 45-foot temperature-controlled
trailers would be leased instead of 4 45-foot dry-van trailers, shown
in schedule of new equipment acquisitions.  -'.-.. ADDITIONAL BACK HAUL TRAFFIC TO REDUCE
EMPTY SOUTHBOUND VAN TRAILER MOVEMENTS
We have made suggestions that possibly Alacan local ingots and
Eurocan foreign linerboard could be loaded in Southbound van trailers.
A study was made of the Alcan movement of ingots from Alcan,
Kitimat for their Vancouver fabrication plant. We were informed by
Mr. Roach in Vancouver that it would be no problem to unload ingots
from van trailers providing a portable ramp was made available.
Alcan have such a piece of equipment at Kitimat that is not being
used. Mr. John Laning, Traffic Manager at Kitimat, was approached about
the loading of vans at Kitimat, but he rejected the idea because, in •*
his opinion, it would cost more money to load at 'their plant. The
advantages of loading empty van trailers with aluminum ingots are:
A saving of four handlings valued at $  -  per ton plus $36.
(4 days) to $63 (7 days) for rental for every empty trailer we are unable
to accommodate when large shipments of aluminum ingots or linerboard
are handled.
In order to develop this concept we should offer Alcan an incentive
to load ingots in van'trailers,, say offer them one third of our handling
savings.
In the case of Eurocan, it would be more beneficial to. load foreign
containers (A.P.L:, etc.) Northbound with beer and groceries and handle
Asian linerboard Southbound that could be loaded directly at their Kitimat
paper Eri.ll> trailer or container end loading docks.
'..•■' The advantages of this proposal would be mainly for Eurocan's
benefit and the foreign steamships account.  Estimated savings are:
Eurocan trucking from the Kitimat Mill to their dock.
Unloading truck's and storing in Dock warehouse.
Loading barge at Kitimat.
Unloading barge at waterfront terminal. (2)
Stuffing containers at waterfront terminals.
Vancouver Cartage from North Vancouver to Centennial or Lynn
Terminal.
C.P.-Northland would save about $100 in long-term trailer rentals
(say 18 days) for every 40-foot foreign container substituted for a
leased trailer. 20-FOOT BULKHEAD CONTAINER FLATS
We now find that there is some customer interest in bulkhead
flats.
Kitimat Builders expressed a keen interest in having their Northbound bulky traffic handled on bulkhead flats.  By the same token Mr.
J. Matthews, Traffic Manager at Eurocan, stated that this type of
equipment held a lot of promise for Southbound door-to-door packaged
lumber movements that Northland have not handled during the last six
years. KITIMAT YARD LAYOUT
At the present time only two tractor trailers can be loaded comfortably on the black top area in front of the freight shed, or otherwise congestion  occurs and efficiency is lowered.  With the direct
delivery of L.T.L. from Vancouver to Kitimat, Terrace, and Prince
Rupert, the present freight shed utilization has decreased.  If greater
effort is made at Vancouver to direct delivery load more traffic to
Terrace and Prince Rupert, then about 50 to 80 feet of the north end
of the freight shed in front, of the barge ramp could be taken down.
That area plus reclaimed land at the rear of the shed, close to
the rock cliff, could be used for pre-loading additional trailers for
the highway dispatch.
Also for storing Southbound loaded trailers for quicker transfer
to the barge than from the trailer park at present.
Consideration should also be given to extending the black top both
east and south of the office and west and north of the freight shed.
Appendix XVII shows plan of freight yard layout. PROPOSED DIRECT LOADING ARRANGEMENT
Appendix I
ON?
?AR
KITIMAT
Zone II
Ind.
Park
Zone I
Shopping
Centre
TERRACE
Zone 13
7b.it3It
Ir.
Jicji-
2oM
Thi
« xsz
PRINCE RUPERT
Zone I
Down-
Town
Zone II
Fish
Companies
FRON
HEAR
KITD-IA.T
TERRACE
PRINCE RUPERT
m-
m
5
o
Cooler
All
Zones
0
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&
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Builders
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Appendix II
CIRCULAR 43
ASSOCIATION OF AMERICAN RAILROADS
Operations and Maintenance Department
OPERATING - TRANSPORTATION DIVISION
American Railroads Building
1920 L Street N.W.
Washington, D.C. 20036
R. R. MANION, Vice-President
Operations and Maintenance
Department
OFFICERS OF DIVISION
R. F. Dunlap, Chairman
1. C. Ethington, Vice-Chairman
J. J. Robinson, Executive Director & Secretary
March 1976
RULES GOVERNING
THE
LOADING, BLOCKING AND BRACING
OF FREIGHT
IN CLOSED TRAILERS AND CONTAINERS
for TOFC/COFC SERVICE
ISSUED BY
ASSOCIATION OF AMERICAN RAILROADS
INTERMODAL STEERING COMMITTEE
AND
DAMAGE PREVENTION COMMITTEE
APPROVED BY
GENERAL COMMITTEE
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TXPB.OF.TJNI^     . . TOALjCW TOT \!^AL ./TRASLER DATS TOTAL TRAILED COSTS
45* Yana
26* Yono
45* ELato
40* Flats
Dollys
27
1
18.
3
2
47*
8
33$
63
45
$4,306,50
56,00
3,024,C0
612,00
225*00
TOTAL
51
937
$3,223,50
Tile?"
45* Yano
267 Varus
45T Flats
40' Flats
Dollys
7
1
5
87
26
126
$1,212,00
234,00
1,270.00
TOTAL'
33
239
$2,716,00
.GUflox        27* Van
26.   v
$   190*00
GRAND TOTAL
65
1,202   .
&mmamm*mmtaammma* 1 "v'
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$li,I29,50
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v $3,000*00
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VI      i
J MONTHLY TRAILER gUJfe
I-IOrTTU OF FSBnU/UlY, 0973
COMPANY
^ SglMS        .TOTAL ..CN..OTT       ■   TOTALJTRAILSR DAYS   '     TOTAL .TRAILER COSTS'
'■ »»■">'■•« "***» '^t'*m**m^^*m^,^mm^tm*mm*m.mmxM %*m*mm*mmmm*mmmm wfwj«MH>^wi»«Mww
Caravan
45T Yens
26» Vans
45r Flats
40» Flats
Dollys
22-
. **
11
2
2
330
mm
133
15
16
$3,140,40
m*
1,444.00
128,00
80,00
TOTAL
37
494
$4,792,40
T.I.P,    "'   45* Flats
26' Vans
2
1
56
28
$   560,00
252,00
TOTAL
34
$   812,00
Gilf lox .    . 27* Vans
40' Vans
1
1
26
16
S
% 240.00
120.00
TOTAL
42
i 360,00
mud 1 wiiii a itf*
Coazaorcial
Trailer
Rentals
20* Chassis
-  .4
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GRAND TOTAL
ii
32
$   192,60
i52.
■$6.157.00
-.510,000,00
?2>
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c^i:
V". kONTKLY TRAILER SUKMAKT
MONTH OF MARCH, 1978
COMPANY
TYPE OF UNIT
TOTAL ON RENT
TOTAL TRAILER DATS
TOTAL TRAILER COSTS
■
Jaravan
45' Vans   • • .
26T Vans
45* Flats
40' Flats
Dollys
20
7   '
3,: Op
570
151
116 •
•
$ 5,309**50
1,057.00
1,017.00 .
ma
TOTAL     . •
.  .
--22
8?7     •
-*!£*?• ft
T.I,P.\
45' Flats • •
26» Vans
40 Flat3
' 5
4
128
81
.2     '
1,280.00
729,00
20,00
TOTAL
*
n •
211
2t029.00
05.1 flex
40' Flats
27* Vana
40' Vans   :
45' Flats
•
2
... 2
■   1
2
32
23
31
27
280.00
204.00
•240,00
252.00
TOTAL
•                            #
JL
 V3j .
 976.00.
Comorcial
20' Chassis
4
124
6/42.00
' Trailer   .
40' Flat
1
2
19.26
•
Rentals '
CO >>
3*a
TOTAL '
, ;  ft   "
126    '
661.26
ra *o
ra  cv
•
• ;
■ GRAND TOTAL
*
• J£
lr287
$11,049.76
1
0
^ H
V^N
•
•
•
l
I ompany
aravan
otal
M.P,
Total
-ilflex
MONTHLY TRAILER SUMMARY
IVpe of Unit
45' vans
26' Vans
45T Flats
40T Flats
Dollys
45' Flats
26* Vans
40' Flats
26' Flats
40' Flats..
45T Flats
40' Vans
Total
Commercial
Trailer
Rentals .
20' Chassis
40' Flat
Converter's
45T 'Van
26' Van
26' Flat
Total
W.D.S.      26'vans
Signal Trucking 26' Vans
GRAND TOTAL
Total on Rent
48
5
15
•nil
2
70-
10
5
4
1
20
2
2
1
4
±
1
2
3
2-
13 •
5. X
1
114
&3)
Total Trailer Dags
1,326
104
362
t—
60
\**
1,852
286
77
116
7
l"""
486
57
60
I—
17
'-"
, /     124
120
<y?*~j
30
w!?<~7
30
18
37
54
Chommj
tilUmj
289
128
y^
12
2,891
MONTH OF/ APRIL, 1978
Total.Trailer Costs
$12,267.50
728.00
•3,248.00
300.00
$16,543.50
$ 2,860.00
700,00
1,160,00
63,00
$ 4,783.00
$  654.00
720.00
•  204.00-
$ 1-488,00
$ 634.00 '
184.91
65.52
226.80
194.25
284-90
mmm—■   i ■—    11  i ■    -o
$ 1,590.38
1,664.00
84-00
$26.152.88
V) >
VO
re *o
n ft
rt a
Cu
V/l H-
l-h H
<
Vi Appendix S3
C.P.  RAIL B.C.C.S.   NORTHLAND SERVICE.
REEFER PUPS. F<>B VCR
AS_IS
L & A__ONLY
AS IS REEF
SERVICED & RUNNING ONLY
C10220
C10229
€10238
C10241
C10242
C10248
C10250
PKG
5500
5100
5500
6600
5500
5500
5100
INDV
5900
5600
5600
6900
5600
5800
5600
PKG
5750
5750
5750
6900
5750
5750
5750
INDV
6150
5850
5850
7150
5850
6050
5850
THREW SHOP PAINTED.
REEF  SERV.   It RllfflW
GOOD  COND...
PKG IHDV
6900 7300
6900 7000
6900 7000
t fefciur(W«*«r) 7900 8200
6900 7000
69OO 7200
6900 7000
$38,800700"        $41,000.00
$41,400.00        $42,750.00
W/OUT REEFERS ^ ^
C10235    -     $5900.00   (HAS BEEN THREW' SHOP BUT NOT PAINTED)
C10233    -    $5300.00  (HOLE CUT AS IS) NO OTHER WORK DONE.
C10249    -    $5300.00(" ")
1969 FRUEHAUFS
26* LONG
102 " WIDE
APPROX 3" FOAM IN PLACE
8 ROLLER RAILS C/W ROLLERS
ALUM C/PLATE FLOORS
ALUM LINED
SWING REAR DOORS
10 X 20 SPOKE
SUB FRAME IS EXTENDED FOR A SECOND AXLE.
$49,300.00 $50,700.1
9Z3Z (U/^/TtUMAtU/IA**
TRAILER COMPANY OF CANADA LIMITED
2150 BETA A VENUE* NORTH BURNABY. B.C. * V5C SM9
Appendix VI
Sheet: I  of 24
TELEPHONE (004) Z99-2GS1
MAY 2,  1978
FILE #764
BUMPER:
CORNERS,  FRONT:
CROSSMEMBERS:
DOOR OPENING:
ELECTRICAL RECEPTACLE:
FLOOR:
LIGHTS:
LINING:
MUD FLAPS:
PAINT:
BODY SPECIFICATIONS
ICC - Fixed installation..
56'   swing radius. ..minimum loss of
inside cube at corners. . .galvanized
steel reinforcements inside corners.
I-beams spaced on 15"  centres.. .high
tensile hot rolled steel...can be
added or replaced without disturbing
air or electrical systems.
92 1/2" for maximum loading freedom.
92 5/8" inside width,  rear post  design
protects standard plywood lining at door
frame from possible loading operation damage.
7 way ATA,   12 volt system... .integral
circuit breakers.. .lines are protected
from external damage.. .readily accessible
for repairs or modifications.
1 3/8" thick laminated hardwood...three
5/16" diameter fasteners are used in
every floor plank at every crossmember.
ICC & Provincial...Fruehaufts clearance/
marker lights have passed all test requirements
of tbe SAE Standards, J592J.
1/4" exterior grade plywood front and sides,
installed over posts at front and between
posts at sides.
Flat type,   fixed mountingI
Front wall,   side panels and outside of
rear doors are prepainted aluminum colour
all steel parts are painted with finish that
provides maximum corrosion protection. Appendix VI
Sheet   14  of 24
CONTAINER CHASSIS FOR 20'  I.S.O.  CONTAINER
C. P.  Rail - Northland Services.
May 30,   5.978.
- Page 2 ■■
BRAKES - Cont'd.
WHEELS
AXLES
SEALS
SPRINGS
SUSPENSION
LANDING GEAR
16|" x 7" x 3/4" shoes,  air system,  30" double diaphragm spring brake air chambers.    Three air tanks
mounted in bogie and constructed in accordance with
S.A.E.  specification J-10a.
A Berg relay valve is mounted on the front and rear tanks
to operate service brakes on the axles.
A Berg spring brake valve is mounted on the centre tank
to operate the spring brakes on the axles.
Brake lines are 3/8" O. D. xf I.D. plastic tubing conforming to S.A.E. Specification J-844B.
Brake lines are colour coded - red for emergency (supply),
black for service (control).    Fixed gladhands and dust
shields are included.
Dayton 20" five spoke cast steel.
22, 000 lb. capacity Rockwell No. RN467 4" x 6" rectangular]
7if" track,  37" spring centres,  with Timken bearings.
28 tooth 30, 000 inch pound slack adjusters "EF" rated
friction level brake linings, US" - Cam 28 - spline camshafts.
Stemco Oil Seals.
34|M x 3|", eight leaf,  12, 000 lbs.  capacity each.    The
7/8" "U" bolts are located with the nuts downward.
Hutchens tandem with 72" axle spread rubber bushed.
Radius rods are equal in length on both.axles, riding
level under load to provide good axle alignment.
Holland Mark V with 12" x 12" sandpads and solid steel
axles.    The lifting capacity is 50, 000 lbs. while the total
travel is 16-|".   The handle is located on the roadside.
Pipe Braces:   Two on an angle to rear; two to centre of
unit, and one parallel crossbrace between the legs.
'   3/
•   m    m    *    »    *■    m-   V / -•N:te.'
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.•'"'■ .-•     . •      »■ •       •  •*"        -.'"V-'*-.'.." •   '..-   ■:'•...'.■.•,'.•     •■..•■■         >     •      ,; •
■•.\   y "   ■ •——• --*-- CP RAIL NORTHLAND SERVICES
STANDARD PROCEDURES MANUAL FOR CONTAINERS & TRAILERS
Appendix VIIJ
Sheet  1 of  2
SECTION
Container &. trailer control system
■ENERAL SUBJECT
SPECIFIC SUBJECT
Container & trailer status report
Code identification sheet container
identification
SECTION
PAGE NO,
ISSUED ON
CANCELS ISSUE OF
:CC
When item 10 is used to identify the container number, a ten (10) digit code is used
as follows: '-.
(A) Owner Identification
(B) Type & Size Identification
5th, 6tht ■& 7th digits
(C)
Description
t
Dry Freight 8»
8»6"
CQDE	
P    KJ    U
type
(5th digit)
+ color code
beige + 2
beige + 2
Insulated     8*
8»6"
white + 7
'white + 7
SIZE (6th & 7th digit)
6 ft     B ft      12 ft      20 ft      40 ft
Reefer Cooler 8*
0»6"
T
!
'blue + 5
blue + 5
8»
Flats &  glass - ■ ■■■■-
racks       8" 6"
jlemon + 3
- »-*  ■ -
llemon + 3
!
Tanks
8» _
8*6"
Half
heights
A'6»
green + &
green + 8
00
Inventory Serial Number
8th to 10th digits
6
68
6
63
6
68
6
68
0
08
0
08
0
08
0
08
001
to 999
:
foot note:
Black or brown dot
Red or orange dot
White dot
Mauve dot
Acquisition from Nortliland:
Short term rental
Acquisition years  1 — 3
long term rental
APPROVED BY THE EXECUTIVE COMMITTEE
DATE:
INITIALS: Appendix VIII
Sheet  2 of. 2
CP RAIL NORTHLAND SERVICES
STANDARD PROCEDURES MANUAL FOR CONTAINERS & TRAILERS
SECTION
GENERAL SUBJECT
SPECIFIC SUBJECT
Container & Trailer control system
Container &. Trailer Status Report
Code Identification Sheet Trailer
Identification
SECTION
PAGE NO,.
ISSUED ON
CANCELS ISSUE
OF
l CC
When Item 11 used to identify the trailer number a nine (9) digit Code is used as
f0ll0W5:- CODE
(A)      Owners Identificati<
>n
CPN Z
(B)     Type & Size - 5th,6
7th digits
•   Description wxRh
Type
(5th digit)
+ color code
20*
21'
SIZE
6th and 7th d
24'      26'
igits
27'
40*
133
8*
beige       or 2
6
—
66
67
0
Dry freight
8*6"
beige        or 2
68
—
:■--     78
88
9
8»
white and/   7
^     or
6
-
66
67
0
—
Insulated               "  '
8«6"
white        6r 7
68
—
78
88
9
8*
blue       or. 5
6
—
46     66
67
0
~
Reefer
8*6"
blue        or 5
68
—
-      78
88
9
8*
pink        or 3
.    6
—
-       66
67
0
~
Flat
8*6"
.  ,   and/   0
pink        or 3
68
m.
-      7-8
88
9
Roll Mafi                  8*
and/    /
green        or 6
6
—
67
~
—
Container
Chassis
yellow       or 8
6
7
mm
-
0
—
Converter
and/    m
mauve       or 1
6
-
_                          —
-
~
—
Inventory Serial Numbers
7th to 9th Digit
*
m . mm
foot note: "    black dot
white dot
C .--> .:■■:.'' red dot
J      mauve dot
- Acquisition from Northland
- Acquisition year  1-3
- Short term rental
- Long term rental
At>v>r>nwn uv twi? v.vxfn
   --
TTTW  POMMTTTRR
DATE:
INITIALS:
- \
1
FORK TRUCK PREVENTIVE MAINTENANCE
OPERATORS/SERVICE RECORD AND
fECORD OF MECHANICAL REPAIRS
By machine
Appendix IX
Sheet 1 of 3
We find that Northland Machine Shop has no preventive maintenance program
for fork trucks. This could be- a major contributor to the high maintenance
expense presently experienced.
It is normal practice in the industry to follow a preventive maintenance
program either in house or by monthly contract to local fork truck repair
services*
It is suggested that C.P. Rail Coastal Marine Maintenance Department consider
the following appendid preventive maintenance program and keep records of
downtime and repair costs for each individual truck as appendid  -
or by some other similar arrangement. In this way we will have a good handle
on driver abuse, and above-normal fork-truck expense. Therefore, we will be
in a better position to adjust any inadequates that occur and to reduce fork
truck expenses.  See-:Apperrd±3r"VBEr* •   ■'. DRIVERS DAILY  CHECK  SHEET Appendix ix
Sheet 2 of 3
DRIVERS
NAME
FOREMAN
TRUCK NO.
c
(
c
c
c
CRANKCASE
RADIATOR
BATTERY
TRANSMISSION
HORN
/ BRAKES
HOIST
AMP METER
(33
GAUGE
$4IlFir<2>m?
DATE
SHIFT
X
s
3
\
mS~
QUARTS
ADDED
3^^GE
NO
"T      WATER     Y
1     A^DED     3
3
FRONT
TIRES
REAR
J
3 __
y"3-1^ X    1NC1
)/    STE
\  COWL
PEDAL
NCHES
ER1NG
CONDITION'
D
JO-l>(cHARGE     [
DISCHARGE
D
(TEM> GAUGE     :    wi
y    idling      y        V
~\mmUr^>A~ 1   POUNDS   PRESSURE   \
J^K 1 IDLING J
3
NORMAL
COLD
DRIVER TO COMPLETE AT STAR1" OF EACH SHIFT.
CHECK ALL ITEMS IN OPERATING CONDITION OR SPECIFY
REASON ON REVERSE SIDE.
DURING SHUT USE EXTRA FORM TO REPORT.ANY UNFAMILIAR
NOISE AND/OR MECHANICAL MALFUNCTION ON YOUR TRUCK'
IMMEDIATE!.Y TO YOUR SHIFT FOREMAN.
733lnb.Lii,i'f.\3i
A.. te    *:Xr7Xr*T                                                                                        10                                                             Appendix IX
'U,tet(tef 13         .                                 shfeit  3  of 3
V
 —~ ,—
HYDRAULIC CONTROL
AVAILABILITY    '   .
Oil
SCHEDULED
ClOCK
HRS.
ClOCK HRS. ROT WOSXED DUE TO
TOTAL
ClOCK HRS.
WORKED
'-COED
3IS.
CKXSQ.
SAMPUt
FILTER
CHXCD.
REPAIRS
0K-SH1FI
SERVICE
CX-SHEFT
OTHER
{EM MX) -
SIKKMUM
-
1
I
1
•
|
r
[_     "
1
u
.
:
•
.
■
•
-
•
-
/:
.
■
• ■
■   •
.
•
•
•        '1 Appendix XII
PROPOSED LABOUR REQUIREMENT FOR PRINCE RUPERT  TERMINAL
Function
Monday    Thursday
Manager
(1) Liaison between Fairview Terminal
and BCCS - Northland operation.
Over-seer of Skeena Transport
Prince Rupert P&D op era t ion..
$  80    $  80
Crane Operator
(1)     Lease man and cachine froin Skeena
Heavy Crane Lift at $50/hour.
400
400
Fork Truck
Operator
(1) '   Lifting loaded containers from
dock apron to P & D flats and
empties in reverse.
80
UO
Stevedores on
Barge
(1)    Handling crane spreader lines and
hooks and securing them to top
corner castings of containers.
80
80
Stevedores on
Dock
(1)    Handling crane spreader lines and
hooks in removing them from top
corner castings.
80
\
80
Fork Truck
Operator
Small
(1)   - Hoisting dock stevedore on pallet
platform fron ground to top of
container.
80 + 20   80
$1,000    $1,000
Inbound
Outbound
25
15
15
25
Estimated cost $2.00 per ton iclc H&}-,       .      'Type of Inspection:
if okay',
D Trucks:
A 3
Date: -Mb.
Ma/NT* i
'Of %
Ycor
(0) if adjustments.'completed      (X) if repairs'or -extensive pdr^ustirterita required
P a  D 'Tractors: .. Fo&liftSi '  '  .• -.
1500 miles gas; 1500 miles diesel :',' -'A •. 3j®Z miles gas-, 1500 miles diesel   . 'A-.- 100 hours /«.•
1^00 rile's ras; *000' miles .diesel' ' \  B\- 5000 miles', gas; 6C00 miles'diesel    $ - 2.00 ,«■».'
way Trucks*-and Txactors: Naturally Aspire**..- A..- 10\.0O6 miles; B - 10,OOO-'miles .../"■ "   .. •.'
;        Blown Cummins. . ,■ \  V - A - 10,000-miles; B - -15,000 'miles ,
1695 Cjt'- f*.. *r.  ••;.' -• A.--' -10,0.00 miles,;..B - 20,000 -miles- ' •  '. ., ' j
^
<>
CHECK -  b6>comhwe.vcwegs£^ '  •• te   '•':   •-
.   ' i   s *•*••     '.• /v..•• • •*•   •' te '..-te- •    .-.-.v;..,.      ...
CHECK: . -.     :;•••'.••; •'. te. : ,v\ V- •   •    m   3i*>.,i       "■■•■■    '\7: .
. tmrt./ rxTTme-YrM mn o'v       ,<"''  fV.w'  ■      •   n. Starter .and throttle action   '.'!"••      HH
LEVEL 0TJT5tg5\GHLCK
Damage, cabs,' hpoV , fenders   i ,"'<.
Wheel studs and nuts, clamps- '*/'• ','".
Tire condition and pressure...' *••  *^
Fuel tanks, -vex$s\ fill'cop   ....»   3:
Chain" hooks .and 'W<nk protector ,'
Mud flaps/brackctt\- • " t , r:*
| 5th wheel/slides/puns 3   ^ _ '."•• •.
I Deck covers  . ;      _, '*,*. ' "• •,
['Visable wir iag/air*'lines . *'    -  <*■
Frame crbssraemben  •
j Attach trlr.. air lines*, to .blank     ,
glad hr-nd" ...{        "3 ■    •    .^     ." _y.
Cncck engine oil.3evel'        tete.    " „;
1 Check rad cap 3rid";recovery tank,-,\
Check for coolanXievbl    '.     .;\7H
Exhaust muffler and; pipe        ,
Drain air tanks '*■' •>• '■
Sjg^Tr-KSCK.       • v\\*  .   •"'•
*' ]tf?atf& peddle/park brake    • ,
'Clutch free play •%.
J Steering for looseness.;..  •
Warning lights/buszer/flagtet '
Water check unit " **■
11« -j
• Startertand throttle action
. Inst rum erit s-- and hand throttle-'. £*
■;-Oil. PSI/charge'rate    '., , •.:
Air 'governor . *•'
tforn," air/electric   .#       '
••Sbpt, doorcyhandlcs, seat' belts
l,C&b$3Ss/dcf roster, heater
Q kir-'leak.?,. engine off, brakes • •
' applied.' -wiper OT»bra*i3on.i
FT! Apply- trlr, . ir end leave applied-
(emerge^cy7•• " . :.
*at or
aCKe-ck lights _
Fire • oxtinguis'
.    *'-,-.., fir.?!t-.'n.id" kip-
' te--:'*    >*A: \ "'• »V %«..'"; .'    ...   3
SNOiSfi"-COMPARTMENT' ■•   :' =--    'te ':
,'cher/f la gs/f lares/
-.o-id" kip-
4
.
"lighten'oil and wter nose clamps
'Check hbses .. *
Air cleaner and mounts
Check.water ond oil leaks. •'  . ..
.Air induction piping
';Vara ssjv* divert er  ^ ' *
aii belts •_  ••'■ ..*•      i.';:
Air compresr.or intake  . \
•Drain water from fuel filter
COMMENTS  0 N --P F V F HS S* .-.S
Activate 'sentinel manu-.lly
Check .throttle linkage
Batteries/box • .
ij All exposed wiring./battorios/cc->les/ ,
connectors/
Steering box lube lcvc3
Check manifolds and attachments
Disconnect trlr. emergency-line, note,
te  action of T.P.V.
BCfteck F.W.- oil hubs    v^^
Fill Kysor fluid/alcohol ^ev^iv-y
, "viner, motor ; connect inn,
TBDER THF. VEHICLE   • '
~)Coraplete lube
_JCheck steeringA'ingpins '. .
'Front wheel bearing sl?ck
Springs/hangers/shocks/rear■snrp^nsion
Check for oil leaks'
Trans/diff. oil Icvel/vents/pluc-"
teciutch linkage
-Visible broke lining
jDrive line and joints
lAdjust brakes/check spitter valve
{Air lines
JClean and vacuum cab
fjCheck block and -can heater a/c draw
•^-
n
IDE
x y
e^^s-vs-^frts
ir~*
k
Appendix XV
H
TANDEM COE VS RYDER RIOO
MAXIMUM SPEED 55 MPH
TRAILER  & PAYLOAD 54000#
B-BXAS TIRES
R-RADIAL TIRES
/feAIRSHIELD &
RIP
MILES PER
GALLON
GALLONS
PER MILE  SAVING
yo
^Or   or b
r
Appendix XVI
Sheet  3  of  3
COMPARATIVE ECONOMIC ANALYSIS
OF PRESENT AND PROPOSED FORK TRUCK REQUIREMENTS
NEXT THREE YEARS
3 Years
Rentals
3 Years
Repairs
3 Years
Rentals
3 Years
Repairs
#1
3000    : .
335
mm
*»
#17
3000
4500
-
~
#27
3000
1500
*»*
**••.
#38
4000
3500
4000
3500
#58
4000
3000
4000
3000
#32
5347
2648  ..
-
~
#K7
#K5
3000
2050
335
600
2050
600
#11
500
335
. ~
«*•
#18
500
200
2-1200-0 lb. Taylors       80,000-
mm
4000         Y\
#2
4863
1000
4863
;"  1000
-
#3
#4
#5
4863
4863
' 4863
10000
30000 *-
15000
3*  /-M?y3 3y/*<         ^^
■        y   4863
30000
15000
#6
• 5347
10000
—
\\
#8
5347    ..
11000
■—
#10
#20
■   5347-
.... 3*&3
20000
5300
4363
5300
•
#22
#36
4863
3000
12000
8275
1
/                                  3000
2-l'5OO01b. Taylors         60000
8275
4000
#16
5347
600
»*
m-*
#19
#57
4863
5347    .
1060
2300
5347
2300
#14
#100
#101
4863
10500 *
10200 •/'
3500
2100
15000
10500
10200
mm
2100
15000
#102
10300
3OOO
10800
3000"
#103
10300
7500
10300
75oo
#104
10200
9000
10200
9000
n^s7S   *= vi9.o6i V;
Appendix XVI
Sheet 1 of 3
COMPARATIVE ECONOMIC ANALYSIS
OF PRESENT AND PROPOSED CONTAINER REQUIREMENTS
NEXT THREE YEARS
Present
(85)
Estimated
Rental <5b
Reoairs
.67,003
Proposed
20' Dry Containers
(*o)
Estimai-ec
Rental ^c
Repairs
12* Dry Containers   .
-36-jOOO Jl
13' Dry Containers
(60)
67,000
. 20' Dry Containers
(20)
36,000
8' x 9'  Dry Containers
(16)
8,000
20 •  Half-Height
Containers
(20)
25,000
Small Cooler Containers
(24)
18,003
ft/   £^33<>3y-J
go)
l3U<f
large Cooler Containers
(12)
31,003
3 large coolers
( 3)
3,000
20'  »'P? Containers
U)
2,500
20' MF" Containers
( 4)
2,500
24'  "F» Corfainers
(6)
6,003
—
mmm
•-
20'  "D"  Containers
(15)
11,033
20'  "D"  Containers
(15)
11,000
4* x 6*  Containers
(30)
•     11,003
4' x 6'  Containers
(20)
7,000
500 cu. ft. Freezers
( 5)
22,003
500 cxi.   ft. Freezers
*'. ( ft
22,000
250 cu. ft. Freezer
(1)  •
2,500
20' Nitro Containers
(15)**
114,500
Say
246,030
262,006
aw,*** \r
COMPARATIVE ECONOMIC ANALYSIS                             Sheet
OF PRESENT AND PROPOSED TRAILER REQUIREMENTS
NEXT THREE YEARS
3 of 3
Estimated
Present                                              Rental &                    ProDOsed
ReDairs
Estimated 1
Rental &
ReDairs
1-. ./ , ...              —i
40' flat trailers (16)                                 100,000       40'  flat trailers (13)
-"   81,003
•
30* flat trailer (l)                                           5,000                          -.
«■—
45' flat trailers (2)                                       12,000       45*  flat trailers (2)
12,003
24'  flat trailers (2)                                        12,000                           -   .
tw
*m
1 STL 1 low bed (1)      .-         .                           9,300         ■              . ~
9,300
1 STL 2 pole trailer (l)                                    4,500-1 STL 2 pole trailer   -
4,500
45* insulated trailers (6)                              40,000                                                (6)
40,000   7
24* insulated trailer (l)                                3,500                          ~
%**
26' van trailers (5)                                         15,000        26• van trailers (5)
15,000
24* reefeii_txailers^-(9-)-^                            45,000
•-*
•
40-45* van trailers (leased) (50)                 "~                                              (30)
250,000    H
40-45' flat trailers (leased)  (30)                  ~                                           . (10)
85,000        1
27' flat & container chassis (£f:a"$ed)            -                                              (20)
120, OCX)    3
30 ton roll mafi flats      ,                                   -                                              (4)
28,003 " -
20'  container chassis                                  •         —                                              (20)
150,003     -
40' CPT van trailers leased             •  -.             _                                              (15)
90,000-
■
Converters                                    :                             —                .                             (12)
40,030
27' van trailers (2)                                              -                                       .     ( 8)
50,000 '
■
26' temperature controlled trailers                —                                              ( 6); "
— 90,000
Total Leases                                            866,000                                .'    •":.
.• $1,112,300
■
$1 ^64,800 /■"N
/••'   \
(*'•"». BCCS-NORTHIAND CORPORATE SAFETY COMMITTEE'S ORGANIZATION
TERMINAL SAFETY COMMITTEES
ALL TERMINAIS
CENTRAL SAFETY COUNCIL
PATRON - MANAGER BCCS-N0RT5LAND
TERMINAL MANAGER •
DOCK SUPERVISOR     te
• TRAFFIC SUPERVISOR-
MAINTENANCE SUPERVISOR '
DRIVER TRAINER  •
UNION STEWARDS
DRIVERS' REPRESENTATIVE ■
LOSS &'DAMAGE CLERK
FIRST AID ATTENDANT
PATRON -..GENERAL MANAGER CP RAIL COASTAL MARINE
"   ■ SERVICE
MANAGER BCCS - NORTHIAND ■
ENGINEERING SUPERINTENDENT
MARINE SUPERINTENDENT
SUPERVISOR OF TERMINAIS
■ TRAFFIC MANAGER BCCS
TRAFFIC MANAGER NORTHLAND
PERSONNEL MANAGER
CENTRAL SAFETY COUNCIL ' .'■  te
The purpose of the Central Safety Council would "be to evaluate the advantages of Safety Programs, approve
planned programs, judicate'results and make public appearances at safety meetings and recognise award winner
5« COMPARATIVE DAILY COST OF ALTERNATIVE CONTAINER HANDLING EQUIPMENT
•
Estimated
Initial
Cost
Estimated
Annual
Maintenance
$2,400
Estimated
Daily
Fuel
Cost
$5
Estimated
Daily
Ownership
Cost
Annual
Use
Side lift
$ 80,000
$150.00
120 days
Tractor
20,000
1,200
IS
28.32
- 240 days
Fork lift
truck
£2,£00 lbs.
160,000
7,^00
35
IlZL.llO
120 days
Daily
Cost
$175. 00
4o. 00
215'. 00
519.00
Mobile Crane    400,000 10,000 50 750.03 120 days 883.OO
lift on/lift off
operations
130,000 lb* •.■■    . *
Assume 10£ interest and 8-year life for each machine with 10^ residual value at
the end of 8 years. /-.^jo-ijox.-.   »j.j.j
%iRGEDATA"
NORTHIANDteJOl;(official No. 3.?6$>0)  (Northwest Sbippng)
After door width: 15 .ft.
\
LAKELSE:
K0-1ANO IV:
''    NN 106:
After door height:
Total length:
Beam: ■'•
Gross Tons:
After door width:
After door height
Total length:
Beam:
15 ft.
2Q3 ft.
52 ft.
2/463 tons
15 ft;
13 ft.
160 ft.
/,8 ft.
y
3M
(official No. 198937) (Northwest Shipping)
AHor door u.ldUt: 1.   ft.. j.%
After door height: 12«10"
Total length: 130 ft.
Beam: . 43 ft. •
Gross Tons: IO69 tons
(official No. 194213} (3.C. Steamship 1962 Ltd.)
Xenfeth: 120 ft.
Beam: .""'■'■       33 ft.
Gross Tons: ... h02 tons
NORTHLAND TRANSPORTED:
YORK 14:
NST NO.  1:
(official No. 369085)  (Northland Navigation)
Length:
Beam:
Depth:
Gross tons:
Cost. Lie. No.
Side Door:
Stern Door:
1
(Straits Towing Ltd.)
Reg. No:
Beg. Tonnage: te
Length:   "
Value ■
(Rivtow Marine Ltd.)
Reg. No.'
Keg. Tonnage
Length:
255 ft,
53 ft.
13 ft*     - .
-1806,27 tons-
4075
-16* \i53e X 17' high
2ly 'wide.X 17«  high
311133
264 tons
94 ft.
• $200,000.00
"3193A9 *
206 tons •
34 ft.  .
m(ru
?y<
-y
<y'<yy\
V WORK CODE EFFECTIVE APRIL 1ST, 1973
* CREW
CLASSIFICATION
X*
2*
3.
3A
5B ..
4.
4A
5.
6.
7.
8.
9.
J.
11.
12.
13.
14.
15.
IIEAGE:
3TES:
PTER:
LEADING WAREHOUSEMAN
WAREHOUSEMAN
UFT TRUCK OPERATOR
Lift truck (LARGE)
LOADER OPERATOR
Mechanic
SERVICEMAN
DOCK MAINTENANCE
SNOW REMOVAL
LABOURER
MISC LABOUR
CEMENT BARGE
TRUCKS(1802-1803-1804)
TRACTORS (104-106)
TRACTORS (107-103-110-111-112-1805)
LOWBED
DECKHAND
VANCOUVER 1800 (900 ea. way)
hazelton 260
burns lake 560
smithers 337
smithers/hazelton 356.5
S.T.
Q.Tc
"  <* m
9.69
14.54
5.9 o3 8
9<-54
1/,'.31
19*08
9.54 /
14.31
19.08
9.64
•"     14.46
19*26
10.19
15.29
20.30
11*05
16.58
22.10
9.94
14.91
19.88
9.54
14.31
19*08
9* 54
14.31
19.08
(MECHANIC RATE AS PER    D.J.M.)
9.54
9.64
9.79 /
9,86
9*08
14.31
14.46
14.69
14.79
13.62
19.08
19.?-8
19.58
19*72
18.16
PRINCE RUPERT 284
HOUSTON 415
STEWART-SPECIAL $180.40 + $20.00 meals.
820 MILES RETURN
RATE:    220 Single 230 Double (ll-|^ each)
TRAIN UNIT: 240 Single    250 Double (l2|g each)
19:00 hours DT 2 Hours only at time and one half, then double time.
yERTIME MEALSt   After each 4 hours of work and with a 30 minute meal interval for
employees other than those driving trucks,
Employees DRIVING TRUCKS who are required to work more than two
hours outside of regular hours shall be provided with a meal.
PAL ALLOWANCE - $5.00 APPENDIX A
COST SHEET
(fully allocated)
ORIGIN:   Kitimat       DESTINATION:  Vancouver    COMMODITY: Ingots
1977 Revenue: $198,167.00    1977 Tons: 27,511   1977 Rev./Tons: 7.20
Cost Components:
DESCRIPTION
ASSUMPTION
COST
3$jy,y
1. Pickup Ingots at Alcan
SofAy      2. Unload off Mafis
3. Load onto barge at Kitimat
4. Trip Cost
5. Offload from barge at
Vancouver
6. Load onto trailers
30 tons/load (27511 '-. 30) = 920    $39836 ^
loads with one hour of driver
and forklift time per load
920 x 43.30
90 tons per hour with one hour    $13236 ,
of driver and forklift time
g27511 \ 90) x 43»3Q]
as per number 2 $13236 /
27511 x .578/cwt $318027
90 tons per hour with one hour    $17103
of driver and forklift time
[(27511790) x 55.95]
as per number 5 $17103
TOTAL COST '       $418541

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