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A material management and physical distribution study of C.P. Rail Northland's service Canadian Pacific Railway Company. Travelling Auditor (Vancouver) May 1, 1978

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 .'
A MATERIAL MANAGEMENT AND
PHYSICAL DISTRIBUTION STUDY
OF C.P. RAIL NORTHLAND'S SERVICE
/
D.W. Francis
May 1st, 197S *        -*.
TABLE OF CONTENTS
INTRODUCTION ;
ECONOMIC SUMMARY
Vancouver P & D
(a) W.D.S. L.T.L. & T.L.
(b) W.D.S* Consolidation
(c) W.D.S. tractor & driver rental
VANCOUVER DOCK
(a) Facilities
(b) Trailer equipment
(c) Container Equipment
(dV Container & trailer control
(e) Fork truck equipment
(f ) Other mechanical aids
(g) Departure times
KITIMAT DOCK
(a) Economic effects of later arrival
(b) Economy of scale
(c) Preventive vehicle maintenance program
SKEENA MOTOR CARRIERS
Routes operated
Power equipment
Economy of scale
Lindsay's Cartage
Economics of proposed split barge operation
Proposed direct deliveries to Kitimat, Terrace and Prince Rupert
Skeena Rates
Comparative economic analysis of present and proposed equipment over the
next three years. SUMMARY- OF ECONOMICS
Vancouver
Vancouver
Vancouver
T.L. P & D Savings with owner operated tractors (2)
Vancouver
Vancouver
Vancouver
Kitimat
Kitimat
Kitimat
Kitimat
Kitimat
Dock facility changes resulting
reduction and estimated one (l,
in stem time
employee saved
Greater use of roll Mafi pallet flats 3 per sailing
30 tons each, loading time 10 minutes each versus 5
minutes x 90 unit load cycles = 450 minutes,say 420
minutes saving at $20.00 per hour x 4 x 50 weeks in
and out movements (Additional Mafi pallet flats or
half height containers could more than double these
savings)
Trailer rental payment reductions due to lower rates
improved utilization and conversion to containers
Trailer length reduction from 45' to 40' (30 trailers
a month Northbound = 150 feet or 5 trailers @ $600 x 12)
Container economy of scale from 121 to 20*, saying 2/3
of 15 minutes x 30 containers per month = $27.00 per
hour x 5 hours x 12 x 2 = . $3,240 (Additional 20'
containers, say 30 per week could more triple these
savings).
Same as item 3
Same as item 6
Reduced handling and consolidation due to Vancouver
direct loading to Kitimat and Terrace
Reduced highway movement between Kitimat, Terrace and
Prince Rupert account economies of scale
Overtime savings due to later Vancouver departures and
Kitimat arrivals plus split barge operation - $3.85,700 —
$10,000 Vancouver extra time & half cost.
$25,000
30,000
28,000
75,000
7,200
3,300
28,000
3,200'j
50,00c)/'
7 ■
67,000
165,000
Prince Rupert
Elimination of Lindsay's deconsolidation charge due to     4,600
direct delivery loading from Vancouver, 200 per cwt x . .
Prince Rupert
Kitimat:
Reduction of Kitimat Prince Rupert Highway service by    250,000
1,000 round trips per year due to split barge operations
Terrace
Kitimat-
Prince Rupert
Reduction of Kitimat-Terrace road trips account economy
of scale
5,000
Reduction of 2 round trips per week by Lindsay's Cartage   25,000
-  ; mm3
$766,500
"te INTRODUCTION
Northland Navigation originally operated as a heavily subsidized passenger
and freight coastal steamship operation. However, in 1976 with the cancellation of the Federal Subsidy it withdrew it's passenger and freight ships
and. curtailed it's B.C. Coastal Service to a twice weekly tug and barge te
operation between Vancouver and Kitimat. A connecting highway operation was
performed by Skeena Motor Carriers, a subsidiary, mainly between Kitimat, •-;■■
Terrace, Prince Rupert and Stewart.        . ■■ .*  ." .:
We have found that the principal operating officers of both Northland and  ,\
Skeena are steamship orientated with little knowledge in material management
and no experience in physical distribution. Further, operating for years
under Federal subsidy, they have no appreciation of costs. We have now
observed these operations for about six months, cataloguing many of the te':
functions and costing out various alternatives that would effect cost • - te
savings and improvements in service. We found that there was plenty of
room for economy of scale, improved equipment utilization, elimination of  '-
intermediate handling, improved service, preventive maintenance," equipment
control and better prices from suppliers.     ., " tete :     ''■'-■
We will show how these alternatives will reduce present costs and improve te/
service. Over the long term C.P. Rail Coastal Marine Services personnel
working together as a team can contribute towards a common goal of greater
efficiency which will have a maximum effect on the profitability of these
operations. ; 3.7-y- 7".,-"/'-,     . PRESENT MD PROPOSED
VANCOUVER PICK UP AND DELIVERY
1
PRESENT OPERATION
.*.*«
The Northland traffic department function is to control barge space allocation, te yy
container and trailer equipment distribution. Customer requests are completed   ■ ..'-7-
either by space allocation when freight is brought to the Vancouver terminal \  ':'•yy
by private carriage,or they give instructions to Wholesale Delivery Service
to spot containers and trailers at shipper's premises.      . :v- p te -    '- ■'■""-73   37
Less than container lot traffic is consolidated in 12» and 13* containers either33 .y
at W.D.S. premises when picked up by them, or at Northland's Vancouver terminal
when brought there by other local cartage or private carriage.'te   tete • v ,' te '-y"' -
This co-mingling duplication at Northland's facility and W.D.S. in 12' and,13' ;
containers reduces the possibility of assigning specific containers directly to .
large customers in the North. The present operation causes complete rehandling
of practically all L.C.L. shipments at Kitimat. The result is delays, poor cube
utilization and additional handling and highway expenses."   te ■.  .;.
In addition to the L.C.L. traffic mentionedj W.D.S. also consolidate L.C.L. for
their own specific customers, Simpson-Sears, Malkin-Kelly Douglas, Alcan, Eurocan,. - ;
Cancel and Granduc Mines. Appendix I shows an analysis of W.D.S. consolidations with
Sears traffic at 150,000 lbs. per month, cube 5 lbs. per cu. ft.- all. other consolidations 900,000 lbs. per month that cube out at 20 lbs. per cu.  ft.      te;
An analysis of container equipment used in Appendix I sheet 4 shows 60-12' or 13'
containers and 20 - 20' containers are required to fill the partly controlled cycle.
One innovation has been Northland's leasing of a tractor and driver on a weekly / .
basis from W.D.S. The result has been to improve pick-ups by almost one extra 3.
load per day for an annual reduction of some $25,000 annually in P & D expense.
P & D statistics show that there is still sufficient additional pick-ups to justify
hiring another tractor and driver on the same basis. * DIRECT LOADING FROM VANCOUVER 10 CUSTOMERS PREMISES
Our ultimate goal is to co-mingle L.C.L. traffic at one Vancouver location so
that we can generate sufficient volumes on Tuesdays and Fridays to permit
direct loading of 20' I.S.O. containers from Vancouver for delivery at customers
premises at final destinations.;    y     ""tetete te- te
Direct loading program has been set up for designated zones in Kitimat, Terrace ,
and Prince Rupert. Zone 1 applies to town centres, zone 2 industrial parks and
zone 3 and 4 major industries or suburban industrial parks.
To date we have been able to implement the dry traffic direct loading program
in 20' containers for Terrace and Kitimat. However, due to the present limited
supply of 20* containers and no temperature controlled equipment, we have not
been able to"implement the Prince Rupert direct zones,loading, nor Terrace and
Kitimat temperature controlled direct loading. Proposed direct loading arrangements
are shown in Appendix 2. . .  - .
Further, it is our aim to have Skeena Motor Garriers take over Lindsay's present
contracts to Stewart and Grandux Mines and possibly Cassiar Asbestos. Simpson-
Sears consolidations would also be made in 20' containers. An analysis of July,
1977 W.D.S. consolidation cube requirements are shown in Appendix 1, sheet 4»
These show that Kitimat, Terrace and Prince Rupert traffic can be handled in
1 - 20' container each on Tuesdays and 2 - 20' containers on Friday. However,
if the remaining W.D.S. loose L.C.L. traffic, the cribs for Alcan, Eurocan and
Cancel, the Northland 12' and 13' container .consolidations and loose traffic at
Vancouver dock was included, there would be sufficient traffic to increase the 20'
container requirements to about 4-20* vans, 2-20' CO or N2 temperature
controlled and 6 - 20' half heights On Tuesdays and 8 - 20' vans, 4 - 20* temperature
controlled and 4 - 20' half heights on Fridays.
CONTAINER EQUIPMENT , ,7- -; •
The proposed inventory of about twenty five (20) 20* I.S.O. temperature, controlled
containers would be used to carry back-haul frozen fish from Prince Rupert. The
proposed 2 O-unit inventory of 20' half heights would permit stowage of palletized . building supplies northbound plus stacking in conduction with 20' vans and
temperature controlled containers on barges 101 and Lakelse with only 13'.
height clearances. Southbound the half height containers could be used for ,
aluminum ingots to avoid present multiple handling. Initially the proposed
50-unit inventory of 20' I.S.O. van containers is contemplated for L.C.L."
requirements. Later when all known handling problems are solved,it is    '; f .    ;-
proposed to introduce incentive rates for heavier shipments in 20' I.S.O.
containers versus present 24*, 27*, 40* and 45* trailers (ie. if .present
45* trailer round trip rate is $1,400 then the 27' rate would be $650 on
30,000 lb. min. and the 20* I.S.O. container rate on chassis would be $550 on 40,000
lb. min.). te'te 7'-.
CONTAINER CHASSIS te  ;"  .
In order to avoid considerable handling of empty containers at Vancouver, it is
proposed that the 20* L.C.L. containers remain on 20' single axle chassis or    '.
short second hand single axle flat trailers with pindle hooks while being loaded "
at W.D.S. and unloaded by Skeena Cartage, etc. It is estimated that approximately
10 - 20' chassis will be required at Vancouver and 20-27' B. Train flats at, Kitimat. PROPOSED OPERATIONAL CHANGES AT
NORTHLAND* S VANCOUVER FACILITY
We now find that Northland's Vancouver property space allocation does not take
into account the economics of day-to-day operations. "For instance the busiest" : -.3 7
operation, that of unloading local trucks with L.C.L. for stuffing into outbound   *<
containers, is designated at opposite ends of the property. A fork truck stem
distance of a minimum of 500 feet (for every single small or multiple shipment)  ,
is necessary. The long stem operation is reversed on sailing date when loaded - ;
containers are moved from this area to the outbound barge.   %^^"c^Pr^^r^5^cte^
Conversely the prime facility location,protected from the elements, is allocated-'
to the fork truck and container maintenance and repair operation where handling '''-
movements are limited to one or less per day. Also, which" houses the "Longshore-, . ,--
men's lunchroom. ''--.£ f. -.777 7   "•-
Further, with the take-over of purchasing by B.C.C.S. the warehouse space allocated
to the Purchasing Department is now surplus. Also the hospital space occupies
strategic prime warehouse location. .
It is suggested that the west side warehouse. 40* x 90' be assigned for the maintenance
function of the Vancouver operation,ie.fork truck preventive maintenance "and repair,
container maintenance and shop. The Longshoremen's lunchroom and the hospital
should be located in the present vacant southbound traffic office area. 73' :'7
If these operations were removed from the main warehouse by internal employees,  ■
the choice released space could be reassigned for the container stuffing operation placing it within a few feet of the proposed unloading area for L.T.L. trucks,
The proposed L.T.L. truck unloading area would be under the canopy directly in
front of the main warehouse. This area is now reserved for employee parking which
has diminished with the staff reductions that have taken place. L.T.L. traffic
would enter the main warehouse by the existing west door and the east door could
be opened up to allow empty fork trucks to return to the outside unloading area.
Alternatively, we should consider acquiring a portable loading dock or building
a permanent wooden dock to allow L.T.L. trucks to back up on to the south side
and small fork trucks 5500 lbs. to unload palletized cargo from local trucks and cross, dock it to parked containers on the north side. This would drastically
reduce"  the present stem time and reduce the labour-intensified operation such
as attaching chains to pallets and dragging them from the front of trucks to
tailgate in order to unload them. The proposed operation should reduce the work
force by a minimum of one employee.    tete -3\...        te'te'i te'"te' Ayy'7  3     •' 1 te:
.-j .    *3'        -^y-3-3 3"'     .;.- -'- y      __ ~' y.. . 33^ ,3: *. Si*   „   '.."""•* '■+-."*   \  '"'■■
Further, it is proposed to relocate the checkers* office" from its present location to the present hospital room area, so that they will be closer to the
operations and could observe both the warehouse and dock operations.;"'tey-- tete;-  :
Finally, all dead storage such as stored handling "equipment 'and' salvage should
be removed from the active part of the facility and placed at the extreme
back end of the main warehouse on pallet racks that are presently in the west
*■ "■ -  ■•",*. .  ■ y ■■ -    ■'   -  — - * *--te^v-'_■""'■ •". "
side warehouse. Pallet rack spacing should be set up to accommodate the 1200 mm x
1000 mm pallet size now in final stages of acceptance as the predominant CS. A.
Standard.        -.37     '       te 3*33 3-:  3 7] 7 3 :
Appendix 3 shows a rough drawing of the.^proposed relocation of the Vancouver y
operation.v\.     ';'; te 7 '■■ •■■'•-- ": '; ' -.' 33 ■'.  Y7y. 373373/3-3:  Jte'te
In order to avoid tying up expensive trailer equipment while L.T.L. 20 foot '"3-3
containers are being direct loaded for Zones ii Kitimat, Terrace and Prince.„'.""-. "
Rupert, these containers could be lifted onto less expensive ($400.00) stillages
parked alongside the loading platform by the large fork truck. Position of the
stillages are shown in Appendix III.      3 7 3     y       3.3.,,yy.  ; :tetete. NORTHLAND TRAILER RENTALS
Records show we have about 40 trailers on rental from Caravan, 12 from
T.I.P. and 1 or 2 from CKiflex. The daily charge for this equipment is
shown in Alpendix IV, Sheet 1 of 4» We find that these trailers when
empty are delayed up to two weeks at Kitimat waiting for barge space due
to scale southbound unitized cargoes of aluminum ingots, pulp board and
canned fish. It is our intention to reduce the number of trailer rentals
by investigation possibilities of loading these empty trailers with ingots,
pulp board and canned fish.- Also we are proposing a more ridgid trailer
and container control system. Further lower rental rates have been obtained
from the±iove rental companies by using C.P. Rail's National Account.
Finally, we can negotiate even lower rental rates with C.P. Transport on
some specific surplus trailers such as their 45' flats and van trailers at
about $165.00 per month.
A summary of these alternative leasing arrangements is shown in Appendix VI Sheet
and the net result from the best combinations should lower our trailer rental
costs by about $75,000 annually.
- yy&^&&~Mss\.
$337 ■^^mm.^^mmj TRAILER EQUIPMENT
The dry and insulated 26' and 45' vans are in good condition and should be retained.
However, the IjO-odd leased 1|0 - 45' van trailers leased from Caravan and TIP should
be cancelled. They should be replaced by leasing more 27' vans and less 40 - 45'
vans from CP Transport, because the difference in daily rental cost is about $1.^0
per day. Similarly the SMC 40' flat trailers are in fair condition with few exceptions and most of them should be retained. The 2^-odd leased 40 - 45' flat trailers
from Caravan and TIP should be cancelled. They should be replaced by leasing 20'
container chassis and 27' flats that could carry both containers and bulk traffic,
the 27' particularly between Kitimat and Prince Rupert. The 24' reefer trailers are
in poor condition and should be replaced by newer 26*.reefers.
CONTAINERS
The 130 - 12' to 13' containers should be run into the ground - in other words no
further reconditioning should be undertaken. An attempt should be made to sell
this equipment and the funds obtained should be sunk into 20-foot I.S.O. Containers.
The 20 - 41 x 6' containers should be charged exclusively to the Kemano operation.
The 19 - 20' containers should be retained. (i.S.O. Containers)
mf T" -^f^t p^w^-w^m^?^
3i3%33*S3^3
fc-iftmJBW-Sirfe'iffri REFRIGERATED CONTAINERS
The present 24 small and 12 large coolers are costly," cumbersome and unreliable
and should be disposed of. It is Norm Parham's opinion that there are up to 20
loads a week of frozen fish from Prince Rupert to Vancouver now handled mainly
by Motorways. Should Northland be successful in providing suitable equipment
for this traffic it would eliminate most of the present empty backhaul. It is
proposed that we obtain about 20 Nitrogen clip-on units and an equal number of
temperature-controlled 20' I.S.O. containers. Northbound we would carry Prince
Rupert's Safeway's groceries, Sears, Kelly Douglas and Malkin's traffic as well
as our L.C.L. southbound frozen fish. Further, if large temperature-controlled
trailers are required we should investigate acquiring seven CP Transport E-C.R.
trailers which are surplus to their requirements. These trailers would require
about $2,000 worth of maintenance to bring them up to standard.
ANALYSIS OF MAINTENANCE COSTS FOR NORTHLAND'S EQUIPMENT
Labour
Cost Per
Materials   Overhead  Units    Unit
Containers & Freezers $18,000 )
Containers - dry 40,000 )
Skeena Trailers 27,000    19,000
)  $ 8,000    $10,000
7,000
1*0
i5o
27
$ 300
2,000
The present six 3>00-cubic and the one 250-cubic-foot reefers are in fair shape
but are not intermodal and are expensive to handle and service. Their retention
would require maintaining generators on the barges that now occupy valuable
revenue space that, could be released_for other deck cargo.
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«BMSaa&-.-- ■■• CONTAINER AND TRAILER CONTROL
Both Vancouver and Kitimat try to control the present utilization of .
containers, trailers and mafi roll pallets with the result that they
are working at cross purposes.
Experience shows that the control of equipment should be in the hands of
the traffic department in Vancouver, where the majority of the traffic is
generated. .'...'*'..
It is suggested that a master control board be set up in Vancouver, controlled
by the Supervisor of Traffic. In order to simplify, readily identify equipment
it is suggested that all containers and trailers be numbered using the prescribed I.S.O. identification system as is used by C.P. Rail Intermodal
Services and C.P. Ships.
CONTAINER AND TRAILER IDENTIFICATION MARKINGS
Alpha is used for the first three or four, identification marks ie. C.P. Rail
Northland Services would show as alpha C.P.N, or C.P.N.U.
The first two numbers would identify the length of the equipment.
12 foot containers CPNU12
20 foot containers CPNU20
26 foot trailers CPN 26
40 foot trailers CPN 40
45 foot trailers  CPN 45
The third numeral, shown below in the box, would identify the type of
equipment. The last three numbers would identify the individual unit,
20* dry container CPNU 213 000 - 999
20' insulated container CPNU 2 CO 000 - 999
bulk head flat container CPNU 2 Q 000 - 999
refrigerated container CPNU 2*^000 - 999
tank container CPNU 2 0 000 - 999
dry trailer CPN 40 E3 000 - 999
insulated trailer CPN 40 0 000 - 999
flat trailer CPN 40 El 000 - 999
refrigerated trailer CPN 40 @ 000 - 999
20*
20*
20*
40*
40*
40*
40*
As an example the present 15 - 20 foot I.S.O. dry containers would be numbered
as follows:
C.P.N.U. 2 1 000 to 2 1 014 TRAILER AND CONTAINER CONTROL BOARD
It is our intention to establish a trailer and container control board at
Vancouver and Kitimat with Vancouver traffic department controlling all
movements.
The proposed board will show the number of owned or leased equipment in the
system by type, size and disposition. Vancouver will determine its weekly
requirements at least one week ahead.of time and will advise Kitimat the
priority for empty southbound movements with emphasis given to getting leased
equipment backquickly so that surplus can.be taken, off lease.
It is visualized that the container and trailer control board will show the
approximate number of containers and trailers by type that will be required for
the next sailing.
VANCOUVER
KITIMAT
PRINCE RUPERT
outhbound
Loads
Awaiting
Delivery
Southbound
Enpties
In Transit
Enpties
Available for
Loading
Northbound
Loads
Awaiting
Dispatch
Loads to  Enpties   Loads   Enpties
be      Awaiting  To Be   Awaiting
Delivered Dispatch Delivered Dispatch
The Cardex card could be colour coded white on one side to indicate load and
coloured on the other side to indicate empty. .These cards would be lined to
permit recording days under load and movement and days empty waiting loads, so
that when summarized statistics could be developed showing utilization factors
and costs.
Postings must be made daily and revisions communicated by telex between Vancouver
and Kitimat, with Vancouver advising priorities on all southbound movements.
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3—~ ^^SS^sl^S^g^tS^^^^fc^^jf^^^f^^^ VANCOUVER EQUIPMENT
FORK TRUCKS
The fork trucks at Vancouver are more than are necessary for the most part
of the year. Mr.J. Agar states that a maximum of five fork trucks are manned
On a Friday sailing date with the exception of when two barges are loading.
Those fork trucks that are mostly used are #4, #57, #8 (8,000 lb. capacity)
#36 and #58 (5,000 capacity) and #104 (25,000 lb. capacity) as well as
limited use of #103 (30,000 lb. capacity equipped with short forks and a
goose-neck attachment for handling roll Mafi flats). This latter machine
could be more useful if long forks were acquired and if a goose-neck
attachment suitable for the Ottawa tractor was acquired, because there is not
enough work for fork truck #L03 with short forks.
Observations in the Vancouver shed revealed the eleven additional fork trucks
were idle, six were spares and five were awaiting repairs. Discussions with
Moe Vaillant, Equipment Supervisor, Casco Terminals Limited, brought the
following facts to light.
One spare fork truck for every six working machines is more than adequate,
particularly when the machines are operated fully only on sailing days.
Diesel fork trucks should be on a preventive maintenance program that should
take place after 200 hours of running. This servicing should take about six
hours and could be scheduled for a Monday, Wednesday or Thursday, none of which
are sailing days.
Most of Northland's fork trucks are not automatic while most other waterfront
fork trucks have automatic transmissions which cuts down on downtime for repairs.
Casco originally had Clark fork trucks but found the spare parts costs were too
high as compared to other makes and they have now switched to Taylor fork trucks.
The Taylor fork truck, custom made, is more manoeuverable and is shorter in
length with greater reliability and lower maintenance cost. As an example,
Casco have a 52,500 lb. 1973 Taylor fork truck whose maintenance cost in 1977
was only $1,200. The maintenance costs for twelve of Northland's 8,000 lb. forfc trucks range from $1,200 to $7,300 per unit. Maintenance costs for
three of the five 25,000 lb. fork trucks are lower from $2,200 to $4,000.
These figures show that there is something radically wrong with Northland's
8,000 lb. fork trucks and maintenance expense. •
It is recommended that BCCS acquire over the longer term the following
fork trucks for the Northland, Vancouver operation:
33/3"'- Qne 6,000 lb. fork truck diesel solid tire (easy ride or super soft)
with side shift, automatic transmission
Crw 1x3^3.7 ^wo 1^,000 lb. Taylor Diesel solid tire (easy ride or super soft)
with side shift, automatic transmission
33/     - Two 15,000 lb. Taylor Diesel pneumatic, automatic transmission with
, j j a side shift and side carriage to handle 20-foot empty-full and half-
0        height containers.
/iaAM*
- One 52,500 lb. Taylor diesel pneumatic, automatic transmission, with
side shift and side carraige to handle 20-foot loaded-full and half-
height containers
- One additional Articulated Terminal Dock truck with goose-neck
attachment to handle trailer and roll Mafi flats. v
sj&ml aArt3A3&&33 ,   ^ pr /& jffi /u>&-^^ a*r3vr£&.
Additional fork trucks would be rented on a weekly or monthly basis at
Vancouver when required during peak traffic periods when two barges are
loading on a given day. KITIMAT EQUIPMENT
FORK TRUCKS
The fork trucks at Kitimat are either too small or too large for the operation.
The best fork trucks were sold after the discontinuance of the passenger-freight
ships without considering Kitimat local needs. Even now when Kitimat sends a
good fork truck to Vancouver for major overhaul they return a less effective
unit, i.e. fork truck #57 sent in December - they returned unit #32 which has
poor lifting power and is unable to negotiate grades at low tide. Fork truck #2
presently requires engine rebuild - suggest this work be held up until future
requirements solidified.
No. 100 appears to have transtrdgsJion problems, #32 should be returned to
Vancouver. Gyyt^^ 3*yt*3?=3b- ytte&tt&^-tA.
Fork truck #101 at Prince Rupert and the Bull Moose at Terrace operated generally
by Lindsay's Cartage and others should be removed because of limited use, misuse
and high maintenance.
With the introduction of 20' to 27' boxes and chassis between Vancouver and
Prince Rupert the need for fork trucks at Prince Rupert practically disappears
(from a maximum of 15 lifts per week to possibly one a week).  If necessary in
the future, lifts could be arranged through Skeena Heavy Lift or Canadian
Stevedores at Fairview Dock. Further, the proposed axle scales for Kitimat will
eliminate all of the present lifts at Terrace that occur now due to trailer overloads that require shifting by heavy fork trucks.
K
Im
•—
j 57 ^;  Ka3^
'&£>
f0£   - PROPOSED POSITION OF FORK LIFTS
KITIMAT
(A) 12000 1978 Taylor C.CAB
#3  10000 1974 Clark C.CAB
#(A) 15000 1977 Taylor C.CAB
#20 8000 1973 Clark Open
#KLOO 25000 1969 Clark Open long forks
K102 25000 1972 Clark Open long forks
K5 4000 I960 Clark Low Mast
K2 8000 1972 Clark Open Kemano
PRINCE RUPERT
101 25000 1971 Clark C.CAB long forks
VANCOUVER
(A) 12000 1978 Taylor Open
#4 8000 1974 Clark Open
#(A) 15000 1977 Taylor Open
^#57 8000 1974 Clark Open
/  #36 5000 1970 ClarkOpen High Mast ^
\    #38 6000 1972 Clark Open low mast *j -7 _ y^^fC
\ #L03 30000 1958 Cla* Open Long forks ^S^>-««.t   '        ' m <3,
) #104 25000 1969 Clark Open long forks ^&rm»*
1_#58 5000 1969 Clark open
W^ AAy^. 7^-y^^?****** FORK TRUCK AND MATERIAL HANDLING REQUIREMENTS
We find that Northland's fork-truck maintenance is higher than most other
waterfront operators. This can be attributed to several factors:
- Average fork truck age ten years
- Under-powered fork trucks for southbound cargoes and containers
- When carying loads up steep ramps at low tide
- Single tire fork trucks unstable when lifting containers
- Driver abuse when manually shifthg gears
- Lack of fork truck preventive maintenance program.
- Installing rebuilt engines and transmissions in old fork trucks.
- Spasmodic use of triple mast, low mast ani.makeshift goose—neck attachment on
heavy duty fork truck #L03
Immediate recommendations to reduce the present fork truck expense are:
- Do not acquire Northland*s sparsely used older trucks, Towmotor #11, 18 and 28,
Bullmoose #14 and Clark K7, 17, 27 and 32, thereby reducing average age by at
least four years.
- Institute immediately a fork truck preventive maintenance program.
- Purchase one pair of 96" forks for fork truck #103 to increase its utilization,
back-up-heavy lift fork truck #104, and also purchase a goose-neck and rack
for the Ottawa shunter tractor, (now implemented)
- Economically justify future rebuilt engine and transmission installations.
- Rent fork trucks for spasmodic traffic fluctuations,ie. canned fish and .- -
empty fish cans volume movements.
Future planning and implementation should include:
- Heavy duty diesel;powered, automatic transmission, dual wheeled, side shift
fork trucks.
- Replacement cf 1969 - 1970 vintage 8,000 lb. fork trucks by new 12,000 to-
18,000 lb. Taylor fork trucks to accommodate economy of scale unit loads and
empty containers. (We have replaced #3, #6, #8, #10, #22, #16, #19 with two (2)
15,000 lb. and two (2)
- Replacement of 1958 - 1970 vintage 25,000 lb. fork trucks when ramps and barges
will support 45,000 - 52,500 lb. Taylor fork trucks to handle 20-foot, 40,000 lb.
loaded containers. See Appendix VI MECHANICAL AIDS AND THEIR POTENTIAL
IN C.P. RAIL COASTAL MARINE      ■      \
SERVICES (NORTHLAND)        • '.     ■ ■■■
mafi roll pallet flats : :
There are twelve (12) Mafi roll pallet flats in the present inventory, observations
reveal that they are frequently idle at Vancouver and Kitimat with the majority left '
at the latter point. This can be attributed to non-recognization of their cost -   "
savings potential, and improper assignment and control Of this equipment.
As an example, loose northbound Alcan traffic is invariably, picked up off the Kitimat
dock and is loaded into pallet flats for transfer to Alcan receiving facilities.
As an alternative, it is suggested that we use more Mafi roll pallet flats for the
through movement from Vancouver docks to Alcan facilities in Kitimat. This could be
accomplished by assigning an average of three Mafi roll pallet flats to each sailing.
The proposed cycle would be inbound at Vancouver and Kitimat Monday and Thursday,
■ outbound Friday and Tuesday. During the port stopover, three days, this equipment
could be used to reduce the number of individual unit load stem movements from the  .
front of the Vancouver property to the rear shed and vice versa on sailing days.
By cycling 3 loaded Mafi roll pallet flats on each barge sailing at least a 50/6 increc
in the present mafi pallet utilization would occur. The result could be a reduction
of 30 individual unit: load handling at least four times. With an average cycle time 7
of ten (10) minutes per unit load:into and out of the barge. Savings of 600 minutes..
or $100.00 per week could occur at Vancouver with two sailings a week.
Further it is suggested that considerable fork truck stem time could be saved if on "te
the recent loading of the Lakelese the barge had been left on the north or west face
of the wharf adjacent to the shed for several days, loading had been carried out during
this time at nearly even tides a few yards away from the stored fish cans and cartons
in the shed. .-•''.      " '.-■.','..7" y
Another suggestion for reducing fork truck stem time could occur when barges are ;:-te?.
partially unloaded at Vancouver and Kitimat and when outbound cargos are available, te
An inbound cargo discharge and an outbound cargo loading could be handled by the ,.-/
same foik truck cycle similar to the procedure used on handling cargo in container te
vessels. A loaded movement in both directions of the fork truck stem movement would .
reduce the overall loading and unloading time of barges at Vancouver and Kitimat. .; .- Reduced time and motion in barge loading operations by introducing economies of scale.
Observations recorded and traffic analysis indicate that by consolidation of
piece meal traffic and increasing unit load sizes it is possible to reduce
the number of lifts and moves Northbound by 80$ and those southbound by 60$.
First a three (3) to one(l) reduction in handling is visualized in substitution
of 12* and 13* containers for 20* containers. Loose items such as drums, bagged
material, units of brick, wood sticks, cement blocks and numerous assorted units of
say 1 ton each could be reduced between fifteen (15) and twenty (20) to one (l)
if loaded in either 20* van or open top containers and/or 20 or 30 Mafi roll
pallet flats. m PREVENTIVE MAINTENANCE PROGRAMS
FORK TRUCKS
In order to obtain dependable service from our fork trucks it is essential to
obtain fork trucks that have a proven record and dependable service in rugged
industrial use.
For this reason, we favour the Taylor fork truck with automatic transmission
and side shift. However, no machine will provide satisfactory service unless
periodic preventive maintenance, daily inspections, servicing and lubrication
are included. Further, it is also necessary for the maintenance people to be
fully aware of the functional operation of each control, Indicator, switches
and components.
The name of the game is to maximize availability of the machine for operational
purposes and extend the longtivity of the machine, thereby minimizing the cost of
fork truck operation.
It is suggested the C.P. Rail Northland Operations Department have control over
the use of Vancouver fork, trucks. It would be their responsibility to advise
the Maintenance Department when they can release a fork truck for maintenance.
Major work should be scheduled for Wednesdays and Thursdays (quiet days for dock
operation) with preventive maintenance checks scheduled for Monday. All fork
trucks should be in proper working order and available for Operations Department
use for Tuesday and Friday sailing days.
A mobile equipment log book for fork trucks should be maintained to include:
— Operator's daily inspection and service record for each fork truck.
— Monthly record of mechanical, repairs for each fork truck
— A general information log on unit hours
— Annual availability summary showing $£ of availability
Fbrk truck major maintenance should be carefully appraised before work is undertaken
to determine all economic factors ie. the age of the machine, it*s present suitability
for the present working requirements and whether it should be traded in for a more
suitable unit. Fork truck rentals should only be considered for spot movements or
peak traffic requirements of a short duration. It will be the Operations Department's
responsibility to return all rentals to suppliers at their earliest convenience to
avoid unnecessary expenses.
Pork truck preventive maintenance by an outside fork truck service shop should be    /
considered when the number of trucks are reduced to a point where we cannot justify
©ur own maintenance facility. See Appendix VII, sheets 1 to 5» 7 PRESENT BARGE LIMITATIONS
There is no easy solution when one wants to introduce economy of scale into
Northland's operations. According to B.C.C.S. Engineering Department the
present covered barges, Transporter, #101 and the Lakelse are not constructed
sturdy enough to support a 52,000 lb. fork truck (75,000 lbs.) and a maximum
allowable fully loaded container (45,000 lbs.). This feature also applies
to the Vancouver and Kitimat loading ramps. Further, to make the barge
operations economically viable maximization of cube is essential. Certainly
ro-ro trailers at present rate levels are not economical in existing barges
but 20' containers stacked two high have possibilities. Here again data in
Appendix V shows the present covered barges are restrictive. The heights
of the Transporter (17 foot) just permits two high stacking of 20' x 8' x 8'
containers while the Northland 101 and Lakelse 15* and 13' respectively do
not.
Another bad feature of these two barges is the narrow rear door widths. The
Northland 101 and the Lakelse are 15 feet. It is proposed for the interim that
we acquire 20' van type containers and 20' half height containers for rough
freight (C.P. Ships have surplus half height containers at about $600.00 book
value). This would enable us to stack a 20'-van container and a 20'half
height container in the existing barges. Further consideration should be given
to acquiring sturdy open barges at least 55 feet wide to permit double stacking
of 20' x 8.5' x 8' van type containers. To get around the weight problem on
ramps and barges there are two known alternatives. Spread the weight of the loads
on the ramps and barges, heavily loaded containers could be moved on to barges by
30 ton roll type Mafi pallet flats or by Steadman swing lift. These heavily
loaded containers could be removed from the mafi flats or unloaded by swing lift
on the open barges providing feet of space was left in the centre of the barge
to permit a Steadman type swing lift machine to operate. This centre section
would be filled later by loading highway trailers in this area. The reverse
procedure would have to be arranged at the other end of the water movement.
There are certain inherent advantages in using the Steadman swing lift, because
it's capital cost is about half of that of a 52,500 lb. fork truck. It has a high reliability factor, it will spread the loads sufficiently to get round major
expenditures for beefing up ramps and barges; while slower, it can do everything that a front fork truck loader can do on the dock and more, because if
it is licensed, it can deliver 20' foot containers locally and set them at a
shippers premises.
This equipment has had a proven record at C.P. Rail Piggyback Services, medium
size facilities such as Edmonton and Calgary where the traffic volumes did not
justify the double expense of a heavy duty fork truck. The swing lift has
another advantage, on deep sea electric reefer containers it permits you to
leave the chassis behind because when top lifting, it will not damage containers
without fork jackets. Appendix VIILhows specifications of this equipment. BARGE IN TRANSIT TIMES S
NORTHBOUND AND POSSIBLE ALTERNATIVES
During 1977 Northland Navigation operated the Ocean Prince northbound with
about 8 single barge tows averaging Sh hours and 42 tandem barge tows averaging
60.5 hours. More than 4Q& of the Vancouver departures were in excess of one
hour. In fact 20^ were more than two hours late. In other words, with on-time
departures tandem tows could be performed within 60 hours. Tide delays also
were recorded on 10^ of the voyages.
During the same period the tug Northland Fury went northbound with about 21
single barge tows averaging 46 hours and about 28 tandem barge tows averaging
52.5 hours. Only 10j£ of the Vancouver departures were more than an hour late.
In other words, with on-time departures tandem tows could be performed within
52 hours.
As you are aware, Tuesday sailings are far lighter than those on Friday and in
order to improve the mid-week service and try to shift some of the Friday cargo
to Tuesday's sailing the following should be considered.
Tuesday pick-up cutoffs to be set back from noon Tuesday to 1600 hours. Long-
■shore crews to be split with four men reporting for duty at 0800 to 1700 hours
and four men reporting for duty at 1300 to 2100 hours.  Set back Fury's
schedule to 2100 hours with ETA Kitimat 2100 hours single and 0200 hours tandem
tow.
While it is desirable to set back the Ocean Prince's schedule to 2100 hours also,
the ETA Kitimat of 0900 hours tandem would be too late. However, if a larger
barge single tow was arranged the Kitimat ETA would also be about 0200 hours
which we could live with.
The overall financial effect of this proposal would be less tandem operations
on Fridays and less double time for unloading the barges at Kitimat.
" Study shows that about half of the 20 tandem barge operations Northbound ©n
Tuesday and Southbound on Friday are questionable because of the combined
tonnages handled. Similiarly about a quarter of the 40 tandem barge operations
Northbound on Friday are questionable for the same reason. Further in many
instances tonnages in excess of a single barge capacity were minimal, some
tandem operations were operated to provide extra capacity Southbound to reduce
empty equipment inventory at Kitimat.
It is suggested that consideration be given to contract trucking overflow rush
loads, from Vancouver if only 1 or 2 rush trailers "cannot be handled on a
single barge rather than chartering and operating the second barge. •
To avoid sending a second barge to bring empties Southbound, measures should
be undertaken to try and handle Aluminum, paper and canned fish in empty
Southbound trailers. Another idea that will be studied is the feasibility
and availability of collapsible 20 foot bulkhead side rack containers. PROPOSED LATER DEPARTURE FROM VANCOUVER AND SPLIT BARGE OPERATIONS
At the present time 60 per cent of the Stevedore operation at Kitimat is
performed at double time, 8 per cent at time-and-a-half and 32 per cent
at regular time.
Rescheduling the Vancouver-Kitimat barge operation for departure at
21:00 hours will increase the Vancouver costs by approximately $10,000
(5 men at time-and-a-half for 4 hours, 100 sailings). However if the
Kitimat-Prince Rupert operation were separate ports, it would not be
necessary to start unloading before 7*00 A.M. at either port. Therefore the 60 per cent double time could be eliminated, first because
split barge operations with economy of scale containers would reduce
port handling times and secondly a split barge operation should permit
unloading and loading within 8 to 10 hours (7^00 hours to 17:00 hours).
The overtime saved would amount to($305,500 divided by 60 per cent/=
$185,700. To be conservative, we could assume that the Transporter
might be delayed beyond the normal work day when discharging cement,
therefore Stevedores could work for about 4 hours at time-and-a-half
(say $10,000 annually). The overall savings therefore should be about
$175,000 less $10,000 additional at Vancouver or $165,000. A HYPOTHETICAL SINGLE BARGE OPERATION
TRANSPORTER TYPE
PRESENT OPERATIONS
PROPOSED OPERATIONS
20
19
2
2
1
100
16
4
6
32
213
14
15
7
360
2
1
Units
12' & 13' containers-mixed
40' or 45' trailers
500 cu. ft. freezers
Automobiles
Mafi rough
Drums (25 + 4)
Pallets bagged Starch
Units cement blocks
Units wood sticks
Units brick
Units mixed
12' & 13' enpty containers
40' or 45' empty trailers
40' or 45' loaded trailers
Units of aluminum
500 cu. ft. reefers
Mafi rough
NORTHBOUND
•
Weight
No. of
Weight
No. of
Tons
Lifts
Units
Tons
Lifts
60
20
7
- 20' van containers
60
7
200
19
19
- 40'-45' trailers
200
19
2
2
2
+ 20' reefer containers
2+
2
2
2
1
+ Car carrier
2+
1
10
1
1
+ Mafi rough
1+
1
12
25
1
- 20' van container
12
1
16
16
1
- 20' van container
16
1
h
k
• 5
- 20' van container
4
.5
6
6
.5
- 20' van container
6
• 5
32
32
2
- 20' 1/2 height containers
32
2
259
123
9
- 20' 1/2 height containers
9
_6
- 20' van containers
259
_6
723
250
50
•
723
50
SOUTHBOUND
.
30
14
5
- 20' van containers
' 30
5
70
15
19
- 40'-45' empty trailers
70
19
140
7
11
- 20' van containers
140
11
360
90
11
- 20' 1/2 height containers
360
11
1
2
2
- 20' reefer containers
2
2
1
1
1
+ Car carrier
1
,  ,1,
JL
- Mafi and other
1
JL
600
130
50
600
50 Work Force
Manager
1
NORTHLANDS-KITIMAT BARGE UNLOADING & LOADING OPERATIONS
Present
2100 hrs.
800 hrs.
to 2400 hrs.)
to 1700 hrs.)
Work Force Proposed
700 hrs. to 1700 hrs.
Supervisor
Supervisor
Checker
Fork truck
Warehousemen
Warehousemen
Drivers (10)
2300 hrs.
600 hrs.
2200 hrs.
operators
(3)
(4)
to 700 hrs.
to 1700 hrs.
to 1400 hrs.
(2)
(2)
(*D
g)
500 hrs. to 1400 hrs.
500 hrs. to 1700 hrs.
500 hrs. to 1700 hrs.
700 hrs. to 1900 hrs.
500 hrs. to 1400 hrs.
1400 hrs. to 2400 hrs.
Fork Trucks Present
(2) 25,0OO# med. fork trucks
(3) 8,000, small fork trucks
(4) 6,000 lb. small fork trucks
(*)
Equipment Present
Van trailers 24'
26', 40', & 45*
Flat trailers 40' & 45'
Containers 20* ISO
20' & 24* Non
12* & 13*
4* & 8'
reefer S.M. &
Fork Trucks Proposed
(For Unit Loads) (l) 12,000 lb. fork truck
(For loaded) (l) 52,500 lb. fork truck
(For Empty) (l) 16,000 lb. fork truck
(For Stuffing) (l) 6.000 lb. fork truck
(For dock loading)(l) Steadman Swing Lifter
or 1 Dyna lift (2) 10,000 lbs. fork trucks
for aluminum.
Equipment Proposed
20
21
15
(13) Containers
130) Containers
(30) Containers
4l) Containers
f2) Goose Necks
[12) Mafi Flats
Pole Trailer
China top trailers
[65) Trailer stands
[18) Glass Racks
3U?
Standard
L.
u.
Reefer Vans 27' & 20* N2 Containers
Dry Vans 27*
Dry Vans 40*. & 45*
Van Containers ISO 20'
Half-height Containers ISO 20'
Car Carrier
250 (l) and 500 (6) cu. ft. freezers
Goose Necks
) Mafi Flats
Pole Trailer
China top trailers
) Trailer Stands
) Glass Racks PRESENT OPERATION
TRANSPORTER
mmmmmmmmammmmmmaaaammmmmmmmaama* maaam
Kitimat Barge Loading & Unloading
5 lifts per hr. by 7 men at double
time m  112.machine hrs.
at $10.00 - $1,120.00
Manpower 9 hrs. x 7 x $20.00
■ $1,260.00 + 6 x 7 x 15 -. $630.00
Cost per lift 470 * 3010 - $    6.40
Cost per ton 722.7 north
600 tons south » $2.28
Kitimat Shed Unstuffing and Sortation
11   mixed Containers ■    30 tons
2 men x 8 hrs. x $20.00 = $320.00
2 men x 5 hrs. x $15.00 « $150.00
2 men x 8 hrs. x $10.00 ■ $160.00
26 machine hrs. at $5.00= $130.00
Cost per ton ■ 760 f 30 tons ■ $25.30
Kitimat Truck Loading
Estimate Barge 101       $2,000.00
Estimate Lakelse $1,000.00
Estimate Packmore        $3,000.00
Estimate annual savings
*
$ 3,010.00
$  760.00
2 men x 3 hrs. x $15.00   =
2 machine hrs. at $5.00   *
$90.00
$10.00
$
100.00
Cost per ton = 12 f $1.00
=    $8.33
TOTAL
Li
3..870.00
NOV.  29/77
PROPOSED OPERATION
TRANSPORTER
8 lifts per hr. by 7 nien at double-
time » 32 machine hrs. at $10.00 ■ $320.00
Manpower 3 hrs. x 7 men x $20.00 « $420.00
5 x 5 x 15 m $375.00
100 4- $11.15 B $1.12
Cost per ton = 722.7 north
600 tons south = $1.00
$1,115.00
1 mixed Container 10 tons
1 man x 8 hrs. x $10.00 - $80.00
8 machine hrs. at $5.00 = $40.00
Cost per ton ■ 120 v  10 tons= $12.00
1 man x 2 hrs. x $7.5   = $15.00
1 machine hr. x $5.00   ■ $ 5.00
Cost per ton = $10.00 t 20 « $2.00
TOTAL
$1,000.00
$ 750.00
$1,250.00
$ 120.00
$  20.00 SKEENA-KITIMAT-PRINCE RUPERT
PRESENT & PROPOSED HIGHWAY OPERATION
PRESENT
ACCOUNT ECONOMY OF SCALE
TRIPS
Monday and Tuesday
PROPOSED
TRIPS
6
6
4
- 12' Container
- 40'-45* Trailers
- 45' Flat Trailers
2
6
4
12
Thursday - Friday
6
- 12' Containers
2
3
- 45' Trailers
3
1
- 45* Flat Trailer
1
Total per week
18
2
10
4
2
5
1
- 20' Containers    1
- 27' Trailers      5
- 45' Flat Trailers 4
10
- 20' Containers    1
- 27' Trailers      3
-45' Flat Trailer  1
15
Present
Proposed
281 x .95 per mile x 1000 trips
281 x .95 per mile x 750 trips
267,000
199,750
Estimated Saving - $67,250. SUMMARY OF BARGE LOADING AND UNLOADING SAVINGS
BY ECONOMY OF SCALE UNIT LOADS
Present Cost
Proposed Cost
Transporter
Vancouver
Kitimat
Barge 101
Vancouver
Kitimat
Barge Lakelse
Vancouver
Kitimat
$2,600 x 50 wk.
$3,870 x 50   "
$1,300 x 50 wk.
$2,000 x 50   "
$ 650 x 40 wk.
$1,000 x 40 "
$130,000
$193,500
$ 65,000
$100,000
$ 16,250
$ 25,000
$1,000 x 50 wk.
$1,450 x 50 "
$ 500 x 50 "
$1,000 x 50 "
$ 325 x 25 "
$ 750 x 25 "
$50,000
$72,500
$25,000
$50,000
$ 8,125
$18,750
Packmore
Vancouver
Kitimat
$2,000 x 15 wk.
$3,000 x 15 "
$ 30,000
$ 45,000
$604,750
$1,750 x 15 "
$1,250 x 15 "
- $16,250
= $18,750
$259,375 SKEENA MOTOR CARRIERS OPERATION
A closer investigation of Skeena Motor Carriers present power equipment shows
that it is a mismatch that is inefficient and unsuitable for a planned profitable
road transport operation. Therefore it is recommended that we dispose of the
present power and acquire more suitable equipment preferably by leasing with full
maintenance.
Even the newest Peterbilt tractors that were designed by a computer are unsuitable
for the conditions experienced in the present Skeena operations. The 238 HP engines
at 2100 RPM downgraded to 1950 RPM with 4-10 ratio were designed for operations at
56 MPH. Observations of Skeena's tachographs show that these tractors are operated
at 62 MPH. This kind of abuse can only result in above average problems and higher
maintenance. Governors should be applied for maximum speeds of 56 MPH. For some
time now we have been experiencing above average rear-end bearing problems with
these tractors, so much so that the manufacturer is now supplying replacement parts
to try to rectify the situation.
The cab of Tractor 111 that was in an accident is so bad that every time the hood
is raised for inspection, difficulty is experienced in trying to get the hood down
and locked because it has sprung. Also, front wheels are out of balance and are
causing excessive erratic tire wear.
The 1972 White 210V8HP Tractor 106 is an uncommon tractor in this area - problems
are continually experienced when trying to obtain parts from White Motors Co.
The 1971 Kenworth 350 HP Tractor 118 is 3,000 lbs. too heavy to handle heavy
trailer loads. It is an off-highway tractor with extra heavy transmission and a
high 5-wheel that creates problems when hooking up to trailers.  It will be expensive to maintain.
The 1959 White Van 603 is seldom used and is supposed to be a service truck.
The 1969 International gas trucks 1802 and 1803 were good units but should be
replaced by tractors to provide improved utilization and highway back-up.
The 1971 Kenworth 1805 is also over-designed and should be replaced.
The two Ryder-leased White freightliners are expensive and are over-designed for
the job required.
Further, at the present time we are leasing tractors from Lindsay's Cartage to
operate the Kitimat - Stewart operation and the overflow on the Kitimat - Prince
Rupert operation.
Recommendations
For the next three years we should attempt to lease about eight diesel tractors
from one manufacturer, preferably with full maintenance.
The equipment obtained must be proven and specifically designed for the job to be undertaken so that operating costs will be minimized. It must have fuel-
squeezer abilities with automatic transmission, and gear ratios to stay within
the legal speed requirements on Highway 16. Local parts availability and service
availability is also a must. Radial tubeless tires are a necessity. The lease
price must be competitive with option to purchase or renew lease at the end of
three years.
Standardization on one type of tractor will keep parts inventory to a minimum.
Other transport equipment essential for good maintenance and, operations:
1) A wheel balancer.
2) A set of axle scales.
3) Tire removal equipment. (/ IA  *
4) A shed and yard sweeper.
5) Pallet Jacks.
6) Carpet pole fork truck attachment. *&*■ M>&&. a3^^~ ,
7) Nylon tie-down straps in place of chains. J&— ^~# ^  a^u^'-
3IAA3    fou^/.    s3z>    TW^*     fyCe^,    03%3 siyz~~CL, •
SKEENA MOTOR CARRIERS POWER
It is generally believed that Skeena Motor Carriers power under the Northland
regime was inefficient and improperly specied for the job that it had to do.
The two van trucks had only sufficient work to keep them employed 2 days a
week yet while they were idle there was insufficient tractor power available
to move all the trailer loads.
Of the six owned tractors, two were old, parts were difficult to obtain and
maintenance was costly. The three new Peterbilts were not designed for this
particular operation, parts were difficult to obtain and expenses were far
greater than we could afford.
Generally, utilization was poor because drivers not only helped to unload the
barges but were assigned to a specific tractor or truck and in many instances
due to fatigue, slept in their tractors for two to six hours on their second
trip to Prince Rupert. Mr. W.D. Hickman, Terminal Supervisor, was asked to
come up with a solution to improve tractor utilization, and the following was
his answer to this problem.
SUGGESTED PROCEDURE
Barge Arrival - driver helps unload barge for four hours,then goes home for
8 hours sleep. Assign two drivers to each of two tractors.
- First driver takes 1st load 1 hour after barge work starts.
Second driver takes 2nd load with same tractor 11 hours after
first drivers departure.
- First driver takes 3rd load with same tractor 10 hours after
second drivers departure.
Since the release of unwanted Skeena Motor Carriers trucks and tractors to
Northland Navigation, we have been supplied by Ryder Leasing^ the successful
bids with temporary leased tractor power. Weekly tractor mileages, which is
being recorded shows the recent utilization has not yet reached the desired
goal. See Appendix IX that shows tractor utilization to date. SKEENA MOTOR CARRIERS EQUIPMENT MAINTENANCE
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 with a paint brush is used to identify when greasing was 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, they can be
classified as A inspections being 1500 miles for city tractors, every 10,000
miles for highway tractors and 100 hours for fork trucks, B inspections 3,000 miles
15,000 to 20,000 miles and 200 hours respectfully. A check list for vehicle
P.M. inspection is shown in Appendix X. PRESENT ANALYSIS OF SKEENA MOTOR CARRIERS POWER EQUIPMENT
White i972 - #106 (210 V-8)
Kenworth 1971 - #108 (350 HP)*
Peterbilt 1976 - #110
Peterbilt 1976 - #111       *
Peterbilt 1976 - #112
White      1959 - #603
International 1969 - #1802 (3ii5V-8)
International 1969 - #1803 (3k5V-8)
International 1956 - #1804
Kenworth    1971 - #1805
Ottawa      1973 - #107
White Freightliner 35917K 350 HP
White Freightliner 35912K 350 HP
White Freightliner 39l*06K 350 HP
75,ooo )
)
50,000 ) 83,000
)
)
30,000 )
Too expensive Tandem
over H/P tractor
Too expensive Tandem
over H/P tractor
Too expensive Tandem
over H/P tractor
The Detroit 671 in line 65 Series engine with Fuller RT 9513 transmission with
ratio 4-63 and top speed of 56 miles per hour at 2100 RPM down graded to 1950
RPM is an economical engine for both fuel and maintenance. The shortest possible
wheel base, conventional short-nose cab with movable fifth wheel must be considered
so that flexibility will permit hook-up of all types of trailers. Radial tubeless
tires are recommended.
Present
Present
Annual
Mileage
Cost
Suitability
Recommendations
60,000
$18,000
Scarcity of
Replace with
parts
Tandem Tractor
250,000
25,000
Too heavy
Too high
No change
Replace
160,000
30,000
Heavy
Tandem
maintenance
tractor
Replace
135,000
33,000
Heavy
Tatidem
maintenance
tractor
Replace
150,000
26,000
Heavy
Tandem
maintenance
tractor
Obsolete
Return to
Northland
65,000
3,000
Replace with
Tractor    \
100,000
5,000
Replace with
V   Tandem axle
tractor
/tractor
/
135,000
1,000
Replace with
tractor
* '
i55,ooo
9,000
Spare
No change
5300 hrs
.     8,000
Yes
No change            V SKEENA MOTOR CARRIER'S HIGHWAY OPERATION
BETWEEN KITIMAT AND PRINCE RUPERT
We now find that Skeena Motor Carriers make about 30 round trips per week between .
Kitimat and Prince Rupert as per the attached record.  Their operation starts
about 5:00 a.m. Monday morning after the Prince Rupert trailers have been unloaded
from Northland's northbound barge.  Monday movements average about 10 round trips
between Kitimat and Prince Rupert with the pace diminishing to six on Tuesday,
five on Wednesday, four on Thursday and seven on Friday.
In addition, Lindsay's Cartage handle about two round trips per week that could
peak to five during the busy season.  Further, Lindsay's Cartage spot and pick
up all S.M.C. trailers at Prince Rupert commercial establishments.
Analyses attached show that S.M.C. could perform all distribution at Kitimat,
Terrace, Prince Rupert and Stewart at lower costs if the present owned and contract operations were replaced with about ten leased S.M.C. operated tractors.
(Seven tandem and three single axle tractors would provide adequate coverage
and reduce operating expenses about $100,000.)  These economies are possible
because two straight city trucks are under-utilized and idle when tractor power
is in short supply. We propose to lease city tractors to replace these city
trucks.  Five highway tractors (three Peterbilts owned and two Ryder rentals)
are heavy on maintenance or high on rental charges.  These should be replaced by
five leased medium tandem highway tractors.  The present Lindsay contract haulage
to Stewart and Prince Rupert and all local Prince Rupert cartage is more costly
than what two additional leased tractors manned by S.M.C. drivers will cost.
Split Barge Operation
Should a decision be made to operate a split barge operation to Kitimat and
Prince Rupert then the present S.M.C. highway operation between Kitimat and Prince
Rupert would be curtailed initially to about ten round trips a week and eventually
to about one round trip a week or as traffic warrants.  This initial curtailment
would reduce S.M.C. operating expenses by about an additional $250,000 and eventually to about $350,000.  These savings would be made by reducing the highway
tandem tractors from six to two and eventually to one. 1
The interim highway service would be mainly for Safeway's and Overwaitea's trailers
and long construction trailerloads of steel that could not be converted immediately
to 20' I.S.O. containers and until the Prince Rupert ro-ro ramp was completed. The
proposed S.M.C. interim highway service would commence Sunday evening with one
tractor from Prince Rupert and early Monday morning with two tractors from Kitimat.
It is visualized that three round trips would be made Monday, two Tuesday, one
Wednesday, one Thursday and two Friday.  One of the Kitimat-based tractors would
make a round trip to Stewart and Granduc mines on Tuesday, returning Wednesday or
Thursday.  Smithers' trips would be made by the Kitimat tractor after business hours
on Monday.
Rupert Split Barge Operation te
Records show that during the last twelve months about 60 - 20-foot container equivalents per week moved between Vancouver and Prince Rupert with peaking occurring
during the herring and salmon season - lows are experienced immediately before or
after national holidays.
Tuesday's sailings account for about 20 - 20-foot equivalents and Friday's sailings
for about 40 - 20-foot equivalents. Two-thirds of the present Vancouver northbound
movements to Prince Rupert return empty.
Should the direct tug and barge operation commence between Vancouver and Prince
Rupert with 20' containers, initially it would be a lift-on lift-off operation at
Fairview Dock with handling being performed by Cansco Stevedoring Co.  Eventually
the loading and unloading would be done at the Fairview ro-ro ramp presently
slated for completion this fall.
Initially, due to the possible union conflict, it might be' advisable to continue
with Lindsay's Cartage for the Prince Rupert P & D because their drivers are
members of the Teamsters Union who have a close working arrangement with the
Longshoremen's Union. Prince Rupert direct service, one or two days a week versus Kitimat, How
does it stack up?	
Water costs increase.
Road Costs decrease.
Owned and leased equipment decreases.
Potential traffic increases
Immediate occupancy - dock - without major Capital outlay.
Prince Rupert traffic available earlier with less delays because of
present tractor power shortage and bad road conditions. COMPARATIVE ANALYSIS OF LEASING TEN TRACTORS
FOR SKEENA MOTOR CARRIERS OPERATIONS AT KITIMAT
Monthly Running
Rate Costs license Insurance Road Total
Rentway Proposal             $      $ Tires $ $  Calls $
Single Axle Tractor - 18,OOQ# 900.00 406.00 - 90.00 60.00 - 1,456.00
- 40,000# 900.00  571.00 - • 90.00 60.00 - 1,621.00
Medium Tandem Tractor 75,OOC# 1180.00 771.00 - 110.00 85.OO - 2,156.00
100,000# 1180.00 1015.00 - 110.00 85.00 - 2,410.00
ieavy Tandem Tractor 75,000# 1340.00 771.00 - 125.00 100.00 - 2,336.00
100,00C# 1340.00 1015.00 - 125.00 100.00 - 2,580.00
Tnland Kenworth
Single Axle Tractor -      1033.00 474.00 70.00 90.00   60.00   25.00   1,822.00
ledium Tandem Tractor -                 120.00 110.00   85.OO   25.00
eavy Tandem Tractor -      1350.00 1080.00 120.00 125.00  100.00   25.00   2,1300.00
?yder Leasing
Single Axle Tractor - 40,000# 1350.00 135-00   - -      -     1,485.00
Medium Tandem Tractor 100,000# 1775.00 666.00   - 2,441.00
Heavy Tandem Tractor 100,00# 2070.00 660.00   - 2,736.00
v COMPARATIVE ANALYSIS OF LEASING SIX TRACTORS
FOR SKEENA MOTOR CARRIERS OPERATIONS AT KITIMAT
Monthly
Running
Road
Rate
Cost
Tires
License
Insurance
Calls
Total
$
$
$
$
$
$
$
Rentway Proposal
Single Axle Tractor
- 18
,000#
888.
00
728.
00
_
90
00
60
.00
_
1766
00
- 40.
,000#
888.
00
875.
00
-
90
00
60
00
-
1913
00
Medium Tandem Axle
- 75,
,000//
1316.
00
1098.
00
	
110
00
85
00
_
2609.
00
- 100,
>000#
1316
00
1275.
00
-
110
00
60
00
-
2786.
00
Heavy Tandem Axle
- 75,
000 #
1340.
00
1098.
00
_
125.
00
100.
00
—
2663.
00
- 100.
,000#
1340.
00
1275.
00
-
125
00
100
00
-
2840.
00
Inland Kenworth
Single Axle Tractor
Medium Tandem Axle
Heavy Tandem Axle
1033.00   474.00   70.00  90.00 "  60.00  25.00  1822.00
1350.00  1080.00  120.00 125.00  100.00  25.00  2800.00
Ryder Leasing
Single Axle Tractor
Medium Tandem Axle
Heavy Tandem Axle
40,000#  1344.00   300.00
100,000#  1755.00   833.00
2201.00   833.00
1644.00
2588.00
3034.00 m SKEENA MOTOR CARRIERS
DIRECT DELIVERY
W.D. Hickman, Skeena Motor Carriers Supervisor of Highway Operations, has made
a suggestion that both W.D.S. and Northland Dock, Vancouver load 20' containers
cf L.T.L. in direct delivery order for Kitimat, Terrace and Prince Rupert to
avoid rehandling and deconsolidation at Kitimat and Prince Rupert.
Mr. Hickman has divided Kitimat and Terrace into about four zones; but if traffic
volumes are less than a 20'foot container he suggests that tle.four zones be consolidated, with zone 3 and 4 traffic placed in the nose of the container, zone 2
in the centre and zone 1 at the rear, the latter to come off first. He would like
a graph diagram of each loaded container plus a customer list with shipment weight
in direct loading sequence.
Appended please find Mr. W. Hickman's working papers which also show Kitimat and
Terrace customers by zone. This customers list should be given to W.D.S. and!.
Northland's Vancouver loading crews to assist them in loading the 20' containers
in the proper sequence. Waybills for each container should be kept together and
not mixed with other L.T.L. bills. As a precautionary measure neither Alcan nor
Eurocan L.T.L. traffic should be loaded into these containers as these two lsirge
companies should be assigned their own 13* or 20' container. This proposal was
discussed with Messrs. D. Murray and M. Fallick of Wholesale Delivery Service who
both endorse this concept. A trial movement is being set up with Mr. N. Wood on
January 20, 1978. At an early date it is visualized that a single axle tractor will
be stationed in Terrace to replace the present truck. The proposed tractor will
also be available for spotting trailers at industry.
The extension of the proposed direct delivery service to Prince Rupert was
discussed with Messrs. N. Parham, D. Murray, N. Woodworth of Lindsay's Cartage,
and M. Fallick of W.D.S. and all agreed that this proposal was feasible providing
the following directives are adhered to. Prince Rupert Zone 1 would include all
Prince Rupert downtown area except the major fish companies, Cancel, and Fairview
traffic which would be loaded in a separate 20' container. Again it is visualized
that within a short period of time Skeena Motor Carriers would set its own single
axle tractor at Prince Rupert and discontinue turning this traffic over to Lindsay's
Cartage. Extra P & D tractor requirements would be supplied from Kitimat on a
day-to-day basis. Appended herewith please find a map showing the Prince Rupert
direct delivery zones. A listing of customers in each zone will be provided by
Mr. N. Parham. FROZEN FISH BACKHAUL
Mr.N. Parham is developing a study showing the potential frozen fish backhaul by
type and by season. When these figures are analyzed a proposal will be presented
to show how much temperature-controlled equipment will be required, taking into
consideration the possibility of obtaining foreign steamship containers for off- .
shore shipments. These containers will also be used northbound for domestic
temperature-controlled traffic.
In order to maximize the Kitimat-Prince Rupert highway operation Skeena Motor
Carriers should obtain 27' B train flats with 20' container locking locations
so that this equipment can double for both rough freight unitized loads, and
containers from 13 to 24 feet, or 20' containers plus cribs or pallets.
The economics of L.T.L. direct delivery to Kitimat, Terrace and Prince Rupert arer
Estimated
* Annual
Saving
Elimination of Kitimat sortation 50,000
Reduction of Terrace to Kitimat road trips - 5,000
Reduction of Kitimat to Prince Rupert road trips 14,000
Elimination of Lindsay's deconsolidation and delivery service 4,800
Additional cost of Skeena Motor Carriers Prince Rupert P & D -
PROPOSED ADDITIONAL W.D.S. CONSOLIDATION SERVICES AND EXTENSION OF SKEENA MOTOR
CARRIERS HIGHWAY OPERATIONS.
Masset
Via Northland to Prince Rupert. Rivtow to Masset distribution by Gordon Feyer.
Stewart
•Via Northland to Stewart including Sears, local grocer and hotel, Hyder hotel ex Seattle.
Cassiar
Via Northland to Terrace and Lindsay's distribution beyond (Monday and Tuesday).
Smithers
Via Northland to Smithers. Distribution by Smithers Transport.
Port Robinson, Alice Arm, Kincolith, Greenville
Via Northland to Prince Rupert. Distribution beyond by government nominee. SKEENA MOTOR CARRIERS RATES
The present rates charged by Skeena Motor Carriers for pick up and delivery are
not compensatory nor are the allocations of rates from the parent company on
through door-to-door freight. It has been a decade since rate increases were
granted by the Rate Bureau due to the reluctance of Northland principals to
present Skeena costs to support this action.
Examples of rates in use compared with those of its competitors are:.
Kitimat and Terrace.P & D Rates
Lindsay's
S.M.C.  Rates
Present               Proposed
Rates
W.D.S
.  Vance
>uver Rates
Per Cwt.
Per Cwt.
Per Cwt.
Per Cwt.
Minimum
$4.00
($5-00)
$5.25
$5.50
.IM -  ,5M
2.32
(  3-00)
3.00
3.00
«5M -    IM
1.27
( 1.35)
1.35
1.35
IM -    5M
.73
(    -85)
.85
• 90
5M - 10M
• 53
(    -70)
.70
• 90
1CM - 16M
.47
(    .57)
.57
1CM -
20M
.70
16M - 2ljM
.40
:  -h$)
mk9
2ijM - 30M
.37               1
:  .16)
35
20M -
30M
.ia
30M - 38M
• 32
; .30)
.39
30M -
40M
.29
38M - 414M
.29              1
:  .30)
.35
Over
40M
.28
Over    44M
.26              1
1 .30)
.32
All rates subject to 15 lbs. per cubic foot.
From
Kitimat
To
Prince Rupert
Kitimat - Prince Rupert
Revenue
Mileage Revenue/
Return    Mile   Estimated Cost
$230.00 "■ 284    $81     $95 plus $14
Proposed Rates for Drop Trailers - Shippers Load and Count
20' to 27"
Equipment
Kitimat
Terrace
Prince Rupert
$ 35-00
60.00
150.00
40' to 45'
Equipment
$ 60.00
100.00
280.00 Because southbound about two-thirds of our container and trailer equipment is
empty, we should attempt to fill this equipment by incentive rates from Prince
Rupert to Vancouver for the purpose of eliminating backhaul and making a contribution to cover operating expenses. See Appendix VIII, sheet 1 to existing rates• REVISED LIST OF MATERIAL HANDLING EQUIPMENT
TO BE TAKEN OVER BY
CP RAIL FROM NORTHLAND
At a meeting March 24, 1978 Messrs. V. Jones, T. King, C. Aitken, N. Wood and
D.W. Francis reviewed the equipment inventory and the following are their recommendations .
TRAILERS
Take over 6 - IV 4510 Series 1973 Fruehauf Van Trailers (excellent condition)
Take over only 2 of the 10 - 2400 Series 1964 Trailmobile
insulated and/or reefer vans (namely 24OO & 2402)*
Take over 5 - 2600 series 1971 Can Car Vans
Take over only 17 of the 18 - 400 & 4501 Series flat deck trailers
Not required is #414, also not required are short flat deck trailers 301
24L0 and 2411.
Take over STT low bed and ST2 pole trailer not required is 40' storage vans No. 500
GLASS RACKS
Take over only 10 of the 18 glass racks.
GOOSENECK
Take over the Kitimat gooseneck,  replace the Vancouver gooseneck
TRACTORS
Take over 107 Ottawa 1973 S/A tractor; #108 Keniworth 1971 tandem axle tractor;
#L805 Keniworth 1971 24' flat deck T/A track; #Y1 Ottawa #30 Hostler at Vancouver;
not required are units #104, Chev. I965, 1802, 1803, 1969 I.H.C. trucks #110, #11,
#112 Peterbilt 1976 tandem tractors. Also Y2 white hostler at Vancouver and #106
white 1972 S/A tractor at Kitimat.
CONTAINERS
Take over 50 of the 12' containers that are in good shape, not required are 1227, 1232, 12
Take over 20 of the 4x8 600 series containers that are in good shape and charge
directly to Alcan account. Take over F & D series 20' LS.O containers, not required
are the 24' F Series.
Take over 6 of the 30 large coolers those with new units #204, #207, #211, #216, #233,
and one other.
Take over 6 P-Series large freezers and 1 S Series freezer of Nitrogen Units are not
available.
Not required are 100 series small coolers; all 1300 series van containers except cold
rolled weld units like 1307 keep if required to supplement 12 footers to the 60
requirements; not require 16 - 40 to 60 Series containers. See Appendix XII sheets.
*Rental replacements required. COMPARATIVE ANALYSIS OF SKEENA MOTOR CARRIERS OPERATING EXPENSES
Present Operation
Proposed Operation
Truck (603)
$ 8,603.00
Nil
$   -/
Tractor D106
Tractor D108
18,821.00
18,443.00
One Tandem axle
Terrace small
No change (Stewart]
21,160.00 -3
)     18,442.00
Tractor D110
32,624.00
One tandem medium
. 31,060.00 -
Tractor Dlll
29,911.00
One tandem medium
31,060.00
Tractor D112
Truck 1802
Truck 1803
23,009.00
2,746.00
3,084.00
2i days
2 days
One tandem, Prince
Rupert small
One tandem Kitimat
small
21,160.00 *
21,160.00
Truck 1804
1,174.00
Truck 1805
9,677.00
No Change
9,677.00
Ottawa 107
8,600.00
-
No Change
8,600.00
Misc. Trucks
21,989.00
Rental Ryder Tractors
(2) 67,000.00
Lease tractors
60,300.00 *
$244,680.00
$222,619.00
* with direct sailing to Prince Rupert two rental tractors will be returned to
Ryder (saving $60,300.00). COMPARATIVE ECONOMIC ANALYSIS
OF PRESENT AND PROPOSED CONTAINER REQUIREMENTS
NEXT THREE YEARS
i/#>
Present
12' Dry Containers
13' Dry Containers
8' x 9' Dry Containers
Small Cooler Containers
Large Cooler Containers
20' "F" Containers
24' "F" Cortainers
20' "D" Containers
4* x 6' Containers
500 cu. ft. Freezers
250 cu. ft. Freezer
Estimated
Rental &
Repairs
Proposed
Estimated
Rental &
Repairs
(85)
67,000
20' Dry Containers
(|0)
•^yomjgm
(60)
67,000
. 20' Dry Containers
(20)
36,000
(16)
(24)
8,000
18,000
20' Half-height
Containers
y yo.->ya7,^c.y
(20)
(3o)
25,000
/3f6t>f
(12)
31,000
3 large coolers
( 3)
8,000    /
( 4)
2,500
20'  "F"  Containers
( 4)
2,500   •
( 6)
6,000
-
-
-
(15)
11,000
20'  "D" Containers
(15)
11,000   v
(30)
11,000
4'  x 6'  Containers
(20)
7,000 A
( 5)
22,000
500 cu.  ft. Freezers
T.(fi
22,000 y
( 1)  -
2,500
20' Nitro Containers
(15)**
114,500
Say
246,000
262,006
dtlrti **" COMPARATIVE ECONOMIC ANALYSIS
OF PRESENT AND PROPOSED FORK TRUCK REQUIREMENTS
NEXT THREE YEARS
3 Years
Rentals
3 Years
Repairs
#1
3000
335
#17
3000
4500
#27
3000
1500
#38
4000
3500
#58
4000
3000
#32
5347
2648
#K7
3000
335
#K5
2050
600
#11
500
335
#18
500
200
#2
4863
1000
#3
4863
10000
#4
4863
30000
#5
4863
15000
#6
5347
10000
#8
5347  -
11000
#10
5347
20000
#20
4863
5300
#22
4863
12000
#36
3000
8275
3 Years
Rentals
#16
#19
#57
#14
#100
#101
#102
#103
#104
5347
4863
5347
4863
10500
10200
10800
10800
10200
600
1000
2300
3500
2100
15000
3000
7500
9000
3 Years
Repairs
4000
4000
2050
3500
3000
600
2-12000 lb. Taylors
80,000 ■
4000
4863
1000
4863
30000
4863
15000
3
\\
2-I5OO01b. Taylors
4863
3000
60000
5347
5300
8275
4000
2300
10500
2100
10200
15000
10800
3000
10800
7500
10200
9000
149536   183528 - 333,064
225486
113575 - 339,061 COMPARATIVE ECONOMIC ANALYSIS
OF PRESENT AND PROPOSED TRAILER REQUIREMENTS
NEXT THREE YEARS
Present
40' flat trailers (16)
30' flat trailer (l)
45' flat trailers (2)
24' flat trailers (2)
1 STL 1 low bed (1)
1 STL 2 pole trailer (l)
45' insulated trailers (6)
24' insulated trailer (l)
26' van trailers (5)
24^^eefej^tjmLers^(&)~^,
40-45' van trailers (leased) (50)
40-45' flat trailers (leased) (30)
27' flat & container chassis (£'£&$ed)
30 ton roll mafi flats
20' container chassis
40' CPT van trailers leased
Converters
27' van trailers (2)
26' temperature controlled trailers
Total Leases
Estimated
Rental &
Repairs
Proposed
Estimated
Rental &
Repairs
100,000
40' flat trailers (13) >
81,000
5,000
-.
■ -
12,000
45' flat trailers (2)
12,000
12,000
- -
-
9,300
■ -
9,300
4,500
1 STL 2 pole trailer
4,500
40,000
(6)
40,000 ^
3,500
-
-
15,000
26' van trailers (5)
15,000
45,000
—
mm
866,000
$1,112,300
(30)
250,000   **
(10)
85,000
(20)
120,000 *
( 4)
28,000  •
(20)
150,000
(15)
90,000
(12)
40,000
( 8)
50,000 -
(»•
90,000
A
—   1
$1,064,800 COMPARATIVE DAILY COST OF ALTERNATIVE CONTAINER HANDLING EQUIPMENT
Estimated
Initial
Cost
Estimated
Annual
Maintenance
$2,400
Estimate
Daily
Fuel
Cost
$5
d Estimated
Daily
Ownership
Cost
Annual
Use
120 days
Daily
Cost
Side lift
$ 80,000
$150.00
$175.00
Tractor
20,000
1,200
15
28.32
• 240 days
40.00
215.00
Fork lift
truck
52,500 lbs.
160,000
7,500
35
421.40
120 days
519.00
Mobile Crane    400,000 10,000 50 750.00 120 days 883.00
lift on/lift off
operations
130,000 lb.
Assume 1Q£ interest and 8-year life for each machine with 1C$ residual value at
the end of 8 years. PROPOSED LABOUR REQUIREMENT FOR PRINCE RUPERT TERMINAL
Function
Monday   Thursday
Manager
(1)    Liaison between Fairview Terminal
and BCCS - Northland operation.
Overseer of Skeena Transport
Prince Rupert P & D operation.
$  80    $  80
Crane Operator
(1)    Lease man and machine from 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
80
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 from ground to top of
container.
80 + 20   80
$1,000    $1,000
Inbound
Outbound
25
15
15
25
Estimated cost $2.00 per ton Traffic Lane Analysis
Do we know the total cost of various commodities from door-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 work
card that is 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 segnents 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 OPERATION
Product
Direction
Frozen Foods N
Frozen Fish   S
Fresh Produce N
Fresh Fish   S
Gen. Mdse.    N
S
Bulk N
(soda ash   ,
chemicals) S
Gen. Mdse.    N
S
TL
TL
TL
TL
b/b
b/b
B/B
N
S
N
S
N
S
N
S
Volume
Routing
Weekly
Support
Time
2
( Prince Rupert
via Kitimat
2
29' Hi" Insulated Vans
Tue. to Thur.
%
2
Prince Rupert
via Kitimat
2
with nitrogen
clipon units
Fri. to Mon.
2
Prince Rupert
via Kitimat
2
29' lli" Insulated Vans
Tue. to Thur.
2
Prince Rupert
via Kitimat
2
with nitrogen
clipon units
Fri. to Mon.
4
Prince Rupert
4
20' ISO Van
Tue. to Thur.
4
4
Containers
Fri. to Mon.
2
Prince Rupert
2
20' ISO Van
Tue. to Thur.
2
Containers
Fri. to Mon.
4
Terrace
4
20' ISO Van
Tue. to Thur.
-
4
Containers
Fri. to Mon.
15
Terrace
15
20' ISO Van
Tue. to Thur.
25
Containers
Fri. to Mon.
16
Prince Rupert
16'
20' ISO Van
Tue. to Thur.
Prince Rupert
16
Containers
Fri. to Mon.
10
Kitimat
10
20' ISO Half-
Tue. to Thur.
10
it
10
Height 3'Containers
Fri. to 'Mon.
10
it
10
Roll Pallets
Tue. to Thur.
10
tt
10
Roll Pallets
Fri. to Mon.
.operate in tandem with a
20' ISO Container
Kitimat to Prince Rupert
n        ii
•i        ii
it        it
it        it
ii        tt
it        ii
to Terrace
ii        tt
ii        ii
it        it
it        it
it        it
to Prince Rupert Sheet 1 of 4.
SIMPSON  SEARS CONTAINER MOVEMENTS
EX W.D.S. CONSOLIDATION FOR FOLLOWING DESTINATIONS
Tc
;rrace
July   4/77
(1500 cf.
)    1294
3,24*J lbs.
July   5/77
(1200 cf.
July   6/77
(1200 cf.
July    7/77
(1600 cf.]
D-24
5,872 lbs.
July   8/77
(855 cf.)
July 11/77
(1700 cf.]
D-28
5,006 lbs.
July 12/77
•:i4oo cf.)
July 13/77
(1920 cf.)
F-4
4,964 lbs.
July 14/77
(1920 cf.)
D-20
3,435 lbs.
July 15/77
(1280 cf.)
July 18/77
(1700 cf.)
1360
1221
3,328 lbs.
2,645 lbs.
July 19/77
(1850 cf.)
July 20/77
(2000 cf.)
July 21/77
(1915 cf.)
2600
D-24
5,620 lbs.
4,680 lbs.
July 22/77
(1440 cf.)
July 25/77
(2000 cf.)
D-27
4,780 lbs..
July 26/77
(1900 cf.)
July 27/77
(2000 cf.)
July 28/77
(1200 cf.)
26V14
9,260 lbs.
53,834 lbs.
Kitimat
D-20      5,63l lbs.
D-23      2,53*1 lbs.
1287      1,425 lbs.
D-32      5,623 lbs.
D-26 5,239 lbs,
D-31 5,733 lbs.
1286 1,961 lbs.
D-130 4,955 lbs.
1309      3,160 lbs.
1337      3,180 lbs.
D-26      5,268 lbs.
D-28      4,966 lbs.
48,678 lbs.
Stewart
Prince Rupert
F-10      5,ll53 lbs.
1224 1,127 lbs.   D-27  5,685 lbs.
F-l
D-22
3,321 lbs.
3,429 lbs.
1299    1,974 lbs.        2405      6,988 lbs.
D-23     5,965 lbs.
1260 2,212 lbs.   2408  6,168 lbs.
1285 1,423 lbs.   D-32  6,850 lbs.
1356  1,810 lbs.
1222 1,023 lbs.   D-22  6,201 lbs.
7,759 lbs.
46,870 lbs.
5 lbs. per cu. ft. W.D.S.  CONSOLIDATION CONTAINER MOVEMENTS FOR FOLLOWING DESTINATIONS
Appendix I
Sheet 2 of 4
Malkins
Trailer
July   5/77 ii5»      '     1*7632
Kitimat  - P.C. & D.
July    8/77
July 12/77
July 15/77
1*5'
1*3
1*5'
16*
47 41Q
46057
47507
47552
Container
Lbs.
1206
7,150
1256
5,100
1 Crib Alcan
i,54o
1 Crib Eurocan
1,176
1286
7,610
1218
8,100
8 Skids Eurocan
2,407
1 Crib Alcan
1,167
2 Cribs Eurocan
985
1295
7,500
1 Crib Eurocan
1,210
1323 Eurocan
9,900
1 Crib Alcan
1,303
1 Crib Eurocan
85
1267
11,000
1233 Eurocan
8,000
1200
9,200
1288
7,700
1343
13,936
1 Crib Alcan
1,543
1 Crib Eurocan
1,252
1254
8,700
1 Crib Eurocan
1,690
1 Crib Eurocan
198
1 Crib Eurocan
2,937
y
Prince Rupert
Container
Lbs.
1 Skid
453
1291
9,255
1 Crib Can.
Cell.
1,170
1296
13,726
1 Skid Can.
Cell.
1,468
1210
•
7,100
1226
13,700
1292
11,500
1225
10,800
1 Crib Can.
Cell.
1,787
1 Crib Can.
Cell.
853
2 Cribs Can
. Cell.
4,318
1 Skid Can.
Cell.
575
1219
7,500
1262
13,426
24'
6,988
1268
9,193
1269
6,500
1213
9,285
1203
8,919
1 Crib Can. Cell.
2,815
1 Skid Can. Cell.
925
Terrace
Container       Lbs.
1255
1258
1263
1229
1267A
13,400
12,300
5,ioo
10,300
8,200
1263
13,192
F-4
4,964
D-20
3,435
1277
12,306
Granduc
Trailer Lbs,
4935
46,513
4219
47,019 Appendix I
Sheet 3 of 4
Malkins
Trailer
July 19/77 45' 47673
July 22/77
July 26/77
45"
45'
45ooo
47671
W.D.S.  CONSOLIDATION CONTAINER MOVEMENTS FOR FOLLOWING DESTINATIONS
PAGE 2
Kitimat - P.C. & D.
Container
Lbs.
1206
6,058
1 Crib Alcan
1,023
2 Skids Eurocan
3,002
D-130
4,955
1208
10,606
3 Cribs Eurocan
5,228
1316
9,490
1 Crib Alcan
1,135
1 Crib Eurocan
1,579
1 Skid Eurocan
265
1345
9,685
2 Skids Eurocan
1,200
1335
11,146
Prince Rupert
Container
Lbs.
1294
1205
10,710
9,505
D-23
1 Crib Can. Cell.
5,965
1,752
1267
1273
1 Skid Can. Cell.
1 Crib Can. Cell.
1 Showa Container ""
7,219
11,713
1,750
2,235
17,065
1210
D-32
6,749
6,850
. Terrace
Container
Lbs.
1366
1216
3,328
8,605
1308
1330
8,535
10,197
1322
11,728
1350
14,238
Granduc
Trailer
4944
Lbs,
49,791
2 Cribs
4935
170
49,457
15 lbs. per cu. ft.
3^°"
ffi>
(73
"m\(X>Q-^ ■
) 3 er-v o'J
2 yv- ^ Appendix 1
Sheet 4 of 4
July 5
July 8
July 12
July 15
20' Half-Height
Containers #*
Trailers
Flat Trailers
ANALYSIS OF CONTAINER REQUIREMENTS
FROM JULY "77 DATA
July 19
2 -
12 ■
July 22
2 -
12'
July 26
1 -
12'
W.D.S.
(8 -
20')
Sears
4 -
20'
Alcan
4 -
20'**
Eurocan
4 -
20'**
CanCel
-
Super Valu
l -
20!
Western Assembly
_
20' Van Containers
13 -
20'
20' Nitrogen Containers*
-
Prince
Spares and
Ki
timat
Rupert
2 - .12'
(1
- 20')
Terrace
1 - 12'
Other Use
2
- 12-'
3
-12'
4 - 12''
(2
- 20') *
3-12"
h
- 12'
2-12'
1 - 24*
(1
- 20') *
1-12'
2 - 20'
3
- 12'
5-12'
(3
- 20') *
2 - 12'
1
- 20'
1 - 20'
2
- 12«
2 - 12'
(2
- 20' ) *
2-12'
20,000 lbs. per 20' container LTL
5,000 lbs. per 20' container Sears
2-12'
1-12'
I - 20'
(8 - 20')-:
6 - 20'
4 - 20' *
20' *
20 - 20' ■
8-20'
12 - 45'     24 - 27'
4-45'     8 - 27'ti
(1 - 20')    3-12'
(1 - 20')
1 - 12'
(8 - 20')
8 - 20'
16 - 20'
12 - 45*
4 - 45'
24 - 20'  (53)
5 - 20' * (25)
7 - 20'** (i5) Appendix II
0
PROPOSED DIRECT LOADING ARRANGEMENT
KITIMAT
TERRACE
FB&NT
Zone II
Ind.
Park
REAR
Zone I
Shopping
Centre
Zone I
to, IC a*
It, Jv»t-
ThArntiiH
PRINCE RUPERT
Zone I
Down-
Town
Zone II
Fish
Companies
FRDNT
REAR
KITIMAT
«
TERRACE
PRINCE RUPERT
*
Cooler
a
0
5
m>
All
Alcan
-r
4
t
Zones
&
V?
Freezer
0
Cooler
c3
Freezer
Cancel
i.
3
-f
3
Kitimat
Builders
3
All
Zones
«
All*
Zones
*
^
All
Zones
7"v
&
Builder
s
y.
4
t
m
V
3
•s
1
•
X
Supplies
r
|0
«»
p
1
^ y
350'
wcsr   ul/mr*   u>f
Rod oift«v
Ccm^oiwe*'
foem4m<7
W/HTfWOJIef    '
fOBu.   TeoC/e
to *. 10
too
■ISO'
2a '   Con4oin*c
3*tycoonz, &•£■•
Itr7
A
E*sr   m/mmmm   t«r
in
11
A
35/
<.MaU9P7=VCS«
Com mi s"i?<5A/c'C.     Sr^ecy
Cmf>. £,     Riswr*   cp   iaJ*/
cn
>
trw
CD
•O
CD
CD
c+- 3
H
ft
X
H
H
H  appendix XV
Sheet 5 of 5
ANALYSIS OF NORTHLAND'S TRAILER RENTALS
Present
Proposed
Monthly
Proposed
3-Year
Possible
Saving
CARAVAN
40'   - 45' vans
(45)
$353.00
$277.50
$230.00
$123.00
40'  - 45'  flats
(25)
275.00
270.00
225.00
50.00
26'  vans
210.00
125.00
-
Converter dollies
150.00
75.00
TRANSPORT INTERNATIONAL
45' vans
(15)
370.00
270.00
45'  flats
315-00
270.00
26'  vans S/A
270.00
240.00
120.00
20'   container chassis
240.00
GLLFLEX
45' vans
240.00
266.00
45' flats
240.00
45*  drop vans
350.00
26'  vans
CP TRANSPORT
40' - 45' vans  ($7.70 x 21.5 days)
COMMERCIAL TRAILERS
40-45' Vans
40-45' Vans
26' Van
Converter dollies
26» Flats
165-00   I65.OO
188.00
	 MONTHLY TRAILER SUMMAKT
MCKTH-OF FEBRtJART. 1978
COMPANY TYPE OF UNIT TOTAL CN KENT TOTAL TRAILER DAYS TOTAL TRAH3SR COSTS
Cararaa
45» V»s
26* Vans
45 ■ Flats
40* Flats
DolOys
22
11
2
2
330
133
15
16
$3,140.40
1,444.00
128.00
80,00
TOTAL
37
494
$4,7*2.40
T.I.P.     '*    45* Plats
26* Vans
2
1
56
23
$   560.00
252,00
TOTAL
3
84
$   H2.Q0
GUflo.-         27' Vans
40* Vans
1
1
26   <
16
$   240,00
120.00
TOTAL
2
42
$   360.00
Commercial   ^ cj^^
Trailer
Rentals
4
32
$   192.60
KUND TOTAL
ii
652
$6,157,00
era
CD *d
$10,000.00   S-S
V*3 P MONTHLY TRAILER SOMMAHJ
Caff ANY          TIPE OP UNIX
Carsva»        45* Vans
26» Vans
45* KLats
40' Flats
Dollys
TOTAL ON RENT
27
1
18
3
2
MONTH OF JANUART. 1978
TOTAL TRAILER DAYS          TOTAL TRAILER COSTS
473                             $4,306.50
8                                    56.00
338                               3,024.00
68                                    612.00
45                                       225.00
»
TOTAL
51
937
$8,223.50
T.I.P.      .
45* Vans   •
26' Vans
45* Flats
40' Flats
Dollys
7
1
5
•BS
87
26
126
$1,212.00
234.00
1,270.00
TOTAL'*
13
239
$2,716.00
QLlflsx
27» Van
1
26   *
$   190.00
ORAND TOTA
L
65
1,202
$11,129.50  ■■■
+ $3,000.00
.-
Appendix I
Sheet 2 of
VJI f
Appendix Vl
Page 1
*
POSITION OF
FORK
LIFTS
KITIMAT
REQUIREMENTS
5
10,000
1974
C. Cab
2 x 10,000 (#4 - 57)
16
8,000
1972
C. Cab
4 x 8,000 (#16-3-57-20)
3
8,000
1974
Open
*
2 x 25,000 (K100 - 102)
K100
25,000
1969
Open
Plus 1 x Low Mast //K5
102
25,000
1972
Open
#32" - 6000 for Barge Kemano
8
10,000
1974
Open
57
8,000
1973
Open
20
8,000
1973
Open
K5
4,000
I960
Low Mast
PRINCE RUPERT
101
TERRACE
25,000
1971
C. Cab
1 x 25,000
25,000
1 x 25,000
VANCOUVER
6
10,000
1974
Open
*
3 x 8,000
10
10,000
1974
Open
*
3 x 10,000
K2
8,000
1972
Open
*
2 x 30,000
22
8,000
1972
Open
*
2 x High Mast
19
8,000
1974
Open
*
Plus 1 Low Mast
103
30,000
1958
Open
*
Gooseneck (Long Forks Req
104
30,000
1969
Towmotor
4
10,000
1974
Open
*
36
5,000
1970
Open
*
High Mast
38
6,000
1972
Open
Low Mast
$2,000)
* Available for BCCS Operation. MONTHLY TRAILER SUMMARY
MONTH. OF FEBHJAHT. 1978
ADDITIONAL
COMPANY
TYPE OF UNIT
TOTAL ON RENT
TOTAL TRAILER DAYS
TOTAL TRAILER C05T3
Caravan
45' Vans
26» Vans
45* Flats
40' Flats
7
1
3
A3
2
20
$397.75
14,00
180.00
CStAND TOTAL
11
JSSaZS COMPARATIVE COST ANALYSIS OF NORTHLAND'S
KITIMAT-PRINCE RUPERT HIGHWAY HAUL AS PERFORMED
BY SKEENA TRANSPORT VERSUS CP TRANSPORT'S PROPOSED CHARGES
(JULY 15 TO 24, 1977 INCLUSIVE)
No. of
Average
<
Total
Skeena
CPT
CPT
25
Annual
Shipments
Weight
Weight
Charge
Rate
Chargev
Difference  Periods
Difference
0-100
11
246
246
27.08
101-500
42
246
10355
74.55
501-1000
16
740
11838
85.23
1001-5000
37
2163
80042
576.30
5001-10000
8
7776
62207
447.89
10001-2000
4
12250
48900
352.08
20001-3000
2
. 23500
45000
324.00
(72c per cut)
Containers
Minimums
12 & 13 ft.
12' ($32.28)
20' ($115.00)
13' ($57.50)
12
6
3
5
4500
4500
56279
27500
405.21
194.36
345.00
287.50
Trailers  ($115
24»-26'
,00)
6
690.00
Trailers  ($230.00)
45' 56
12880.00
•f    •,      f -■■-   i
•?7''-ter '
V Appendix Vli
Sheet 1 of 5
PORK TRUCK PREVENTIVE MAINTENANCE
operators/service RECORD AND
RECORD OF MECHANICAL REPAIRS
BY MACHINE
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 Appendix VII.
> Appeiicu-x   Vll
Page 2 of 5
Amtwsr                                   19
HYDRAULIC CONTROL
AVAILABILITY
OIL
SCHEDULED
CLOCK
HRS.
CLOCK HRS. HOT WORKED DUE TO
TOTAL
CLOCK HRS.
WORKED
SIGNATURE
ADDED
QTS.
CHH6D.
SAMPLE!
FILTER
CHN6D.
REPAIRS
ON-SHIFT
SERVICE
ON-SHIFT
OTHER
(EXPLAIN}
I Appendix VIII
*JBARGE DATA'
V
NORTHLAND 101:(official No. 328960) (Northwest Shippng)
" After door width: 15 ft.
After door height: 15 ft-.
Total length: 203 ft.
Beam: 52 ft.
Gross Tons: 2/+68 tons
y
3%&3
LAKELSE:
After door width:
After door height:
Total length:
Beam:
15 ft.
13 ft.
160 ft.
48 ft *
KEMANO IV:   (official No. 198987) (Northwest Shipping)
NN 106:
A ft or floor widths
After door height
Total length:
Beam:
Gross Tons:
16 ft.       X9\
12«10"
13P ft.
43 ft. ■
IO69 tons
(official No. 194213; (B.C. Steamship 1962 Ltd.)
Length: 120 ft.
Beam: 38 ft.
Gross Tons:     .        402 tons
NORTHLAND TRANSPORTER:
" (official No. 369085) (Northland Navigation)
Length: 255 ft.
Beam:
Depth:
Gross tons:
Cost. lie. No.
Side Door:
Stern Door:
58 ft.
13 ft*
1806.27 tons
4075
16' wide 7c 17' high
24*'wide. X 17* high
• yy   .
j**.. j
6/\c^\
YORK 14:
(Straits Towing
Reg. No*
Reg. Tonnage:
Length:
Value
Ltd.)
311188
264 tons
94 ft.
$200,000.00
y
V
NST NO.   1:
(Rivtov? Marine
Reg. No.
Reg.  Tonnage
Length:
Ltd.)
319349 "
206 tons
84 ft.
te !_
3,
y3 ArrmuiA xa
PRESENT TRACTOR UTILIZATION
Apr/3/10
Weekly
Mileage
Apr/10/15
Weekly
Mileage
Average
Weekly
Mileage
Budget
Weekly
Mileage
Difference
Ityder 54611 - city
1000
733
900
800
&
100
ifyder 54612 — city
64O
53
350
800
&
450
Ityder 54656 - highway
258
537
400
2000
~
1600
Ityder 39809 - highway
582
857
700
2000
-
1300
Ityder 35920 - highway
1219
1434
1300
2000
-
700
Ryder 35917 - highway
810
3084
1950
2000
-
Ityder 39407 - city
1251
-
1250
800
-
350
Ityder 39405 - highway
322
1713
1000
2000
-
1000 INSPECTION ■•- ^-REPORT
^fetticle No.\_
{3)  if okay'.
P & D Trucks:
.. ^J ^  Type of Inspection: A B ' ' *■: *,. y     Datej Mo._
(0) if adjustments completed
P & D Tractors:
1500 miles diesel   ' A -. 3JQQ  miles gas; 1500 miles diesel
tU/NT. 1
-   -J&y' ■■
Year
f repairs'or extensive adjustments required
Highway Trucks' and Tractors!
A  >. 1500 miles gas;	
fi -'.1500 mile's gas;   J000 miles diesel    \     B - 3000 miles gas;   6C00 miles diesel
Naturally Aspired-;-.- A.- 1(5,000 miles;  B - 1C,000'miles
Blown Cummins- .      \ ''..- A - 10,000 miles;  B - -15,000 'miles'
1693 C0'    te-'-:'.      •;• -A -' 10,000 miles,;.B - 20,000 miles
QflEGi&lIS'G^ta^ .. :"   '■':'   '7/
'•. • '•' /%.-'• ••'■»'   'te '•:*«; ■'.':'te;. , .     ..• .     '  ';, •-..
Fofklifts:
A-- 100 hours __ .
B - 2.00 'houre'"-*.
B
A
CHECK - DO".-COMPLETE
CHECK:
V
l\
EYE LEVEL OUTS II)E\ CHECK  . -•    . 'y
Damage, cabs," hoot , fenders . ,'''<• •  ,
Wheel studs and nuts, clamps- ^ '• •'*.
Tire condition'and pressure,  "•• "•
Fuel tanks, ventsV fill cap ...» ••'.
Chain' hooks ,and ts-nk protector .
Mud flaps/bracket^-     ■   . r"
"3\ 5th wheel/slides/pans te '
Deck covers _ .'. "■ -,
Visable wiriag/air lines ■*' '■   '<*
Frame crbssmember* •
Attach trlr.. air lines, to .blank
glad b?nd° ,.{        '.. ' ■      . -"_,,
•neck engine oil.3eve!
Check rad cap arid; recovery tank,-.;.
Check for coolant^lev^l     •'.'...'
Exhaust muffler and. pipe
Drain air tanks   t* •;.•l-
cCA'£ CHECK
Starter,arid throttle action ' .' ._
Instruments and hand throttle-'. • "
; Oil PSI/charge rate     '.4 . 3'.
kyc  governor . *• '
Horn, air/electric
Sbpt, doors/handles, seat'belts
CabtgTaes/defroster, heater
k\r  leak.?,_ engine off, brakes -
applied- wiper o»era1«fcon.
m Apply trlr, air and leave applied-
• "'. (emergency")-' ' .
0Ch.eck. lights
Fi:
ire extinguicher/flags/flares/
fir?t-.a.id kit  ;•■. te . ■
te-   ->3'y 33^\ •> *•■■ ';.•"' •■ 'A
ENGINE"COMPARTMENT' •• '■ ■■ -  -• "
peddle/park brake
Clutch free play
_] Steering for looseness.....
__ Warning lights/bus zer/flag 'v
[J Water check unit,"* ""*'
Tighten oil and water hose clamps
Check hoses  *
Air cleaner and mounts
Check water and oil leaks
Air induction piping
';Warm £$* diverter
All belts      ••'• te
Air compressor intake ■     }   /
Drain water from fuel filter
Activate sentinel manually
Check throttle linkage
Batteries/box
' All exposed wiring/bntteries/c^les/
connectors
Steering box lube levc]
Check manifolds and attachments
Disconnect trlr. emergency line, note
action of T.P.V.
•ator
Bffceck F.W.- oil hubs .   v
Fill Kysor fluid/alcohol 3v^is>»
connect :oXL,.
viper, motor
INDER THE. VEHICIjS
B Complete lube
Check steering/kingpins '. .
_J Front wheel bearing slack
Springs/hangers/shocks/rear suspension
Check for oil leaks'
Trans/diff. oil level/vents/plugs
Clutch linkage
Visible broke lining
Drive line and joints
Adjust brakes/check spitter valve
Air lines
d Clean and vacuum cab
Check block and pan heater a/c draw
COM M E N TS 0 N -R EVE RS E- ,.S IDE
£
CD
3
X NORTHLAND FORK TRUCK MAINTENANCE - 1977
No.
Model
Serial No.
Age
Relative
Value
MaiateHaBce
Location
Capacity
100
Clark CY250
18-1906
1968
$5,l*oo
$   600
Kitimat
25,000
101
ii           n
Ii7-2lJa
1970
8,100
1*,000
Prisce Rapert
25,000
102
■      CHY25GB
HYU25-31-1166
1970
8,100
-
Kitinat
25,000
103
"      CHY300LB
20-35l0li5
1970
8,100
2,200
Vancouver
30,000
10i*
■      CHY250
Yll*25-ll-llli6
1969
6,100
2,800
Vancouver
25,000
i
CVJ
1
<> \otim
COMPARATIVE COST ANALYSIS OF NORTHLANDS VANCOUVER P & I
AS PERFORMED BY WHOLESALE DELIVERY SERVICE VERSUS
CP TRANSPORT'S PROPOSED CHARGES
(July 15 to 26, 1977 inclusive)
No.of
Shpts
Avg.
Weight
Total
Weight
W.D.S.
Charge
CPT
Rates
CPT
Charge
Difference
26
Periods
Annual
Difference
W.D.S. Minimum Shipments $3.80
0
101
100
400
5
14
72 '    360    $19.00    $6.25 Ceo $  22.50
.231     3238      53.20     1.52 /^ 49.15
4.50
4.05
x
x
26
26
- $117.00
+ 105.30
W.D.S. Rate 95c per 100
401 - 500
501 - 1000
1001 - 5000
5001 - 10000
10001 - 20000
2'
2.
1
1
W.D.S. Rate $1.08 per 100
401 - 500
501 - 1000
1001 - 5000
5001 - 10000
3
7
13^
2
737
1955
6752
10500
478
635
1912
6473
1473
3910 w
6752
10500
1436
4444
24853
12945
13.99
37.15
64.14
99.75
15.50
48.00
268.41
139.81
1.52 'A?
.90  SV
.60 St
.45   HO
.40  i\
t-fL"
13.26
23.46
30.38
39.90
1.52  JJ?   21.83
.90 40.00
.60 149.12
.45 58.25
-
X
26
-
0.73
X
26
+
7.80
13.69
X
26
+
355.94
33.76
X
26
+
877.76
42.00
X
26
+
1092.00
6.33
X
26
164.58
8.00
X
26
+
208.00
119.29
X
26
+
3101.54
81.56
X
26
+
2120.55
W.D.S.  Rate $1.13 per 100
401 - 500
1
410
410
4.63
1.52 /.**
6.23
1.60
X
26
-
41.60
501 - 1000
4
710
2870
32.43  *
,90
25.83
6.60
X
26
+
175.60
1001 - 5000
2
1505
3010
34.01
.60
18.06
15.95
X
26
+
414.70
5001 - 10000
.45
X
26
W.D.S.  Rate $1.27 per 100
401 - 500 1
501 - 1000
1001 - 5000
5001 - 10000
480
3K 5S
,i33^
yfi*9 Plus 207.
480
"?U>
%\ cuM
$9,725.77
0^
6.10
1.52
.90
.60
.45
\3a
7.30
1.20
V
X
26
-
31.20
X
26
vx
26
x\.
26
+
$8459.
19
-
354
38
+
$8104
.81 COMPARATIVE COST ANALYSIS OF NORTHLAND'S
VANCOUVER TRAILER LOAD SERVICE AS PERFORMED
BY WHOLESALE DELIVERY SERVICE VERSUS CP TRANSPORT'S
PROPOSED CHARGES
JULY 15 TO 26, 1977 INCLUSIVE
No.' of   Avg.
Units   Weight
Total   WDS
Weight  Charge
CPT    CPT
Rate  Charge
25       Annual
Difference   Periods   Difference
WDS rate zone 1 $68.00
20
$1,360.
WDS rate Kraft
Container @ $75.00
225,
WDS rate (American Can $83.00)
12
996.
WDS rate Zone 2 $91.00
30
2,730.
WDS rate Zone 3 $114.00      )'■
6 -
684.
WDS rate (Clayburn) $140,00
420.
Kelly Douglas Rate $165.00
1,155,
WDS Consolidation Containers $27.50
8
220. CP TRANSPORT TRAFFIC LANE ANALYSIS
COSTS FOR VANCOUVER PICK-UP	
AND CONSOLIDATION	
APRIL 1977
0-100
101-500
501-1000
1001-5000
5001-10000
10001-20000
20001-30000
30001-40000
40001 and over
Adjusted
Proposed P & ,D Charge
Basic   ' Profit
$5.9823 + 10% = $6.58
1.3808 + 10% = 1.52
.7946 + 10% = 0.87
.4663 + 10% = 0.51
.3653 + 10% = 0.40
.2076 + 10% - 0.23
.3099 + 10% - 0.34
.2508 + 10% = 0.28
.1010 + 10% = 0.11
Consolidation Charge
Basic     Profit
$1.7638 + 10% = $1.94
0.7728 + 10% - .85
0.6092 + 10% = .'67
0.5543 + 10% = .61
0.5323 + 10% - .59
0.5280 + 10% = .58
P & D + Consolidation
$8.48
2.37
1.54
1.12
.99
.81 COMPARATIVE COST ANALYSIS OF NORTHLAND'S
PRINCE RUPERT P & D AND DECONSOLIDATION AS PERFORMED BY
LINDSAY CARTAGE SERVICES VERSUS CP TRANSPORT'S
PROPOSED CHARGES
(JULY 15 TO 26, 1977 INCLUSIVE)
No. of
Avg.
Total     Lindsay   CPT
CPT
25
Annual
Shipments
Weight
Weight    Charge    Rates
Charges
Difference
Periods
Difference
LINDSAY
Minimum .
Shipments
$4.00 + 1 cent per 5 lbs.)
0-100
36
67
2419     $149.04
Lindsay
rate
minimum $4.
00+2 cents
per 5 lbs. = $1.97 per 100.
101-500
. 88
267
23473      461.38
Lindsay rate 92c per 100.
501-1000        32
752
24069
219.70
Lindsay rate 60c per 100.
1000-5000       44
5000-10000       8
10001-20000       5
20001-30000       2
2366
104091
624.55
7396
59167
355.00
12240
62203
373.22
43750
45750
274.50
Trailer Spotting $20.00
1 20
400.00
Trailer Spotting
37.50
2
75.00
Trailer unloading at industry
7
Container unloading (Sears)
1
1000.00
32.40
Lindsay Highway - Kitimat-Prince Rupert
9-12' Cont.
1-24' Trailer
482.62
94.31 COMPARATIVE COST ANALYSIS OF NORTHLAND'S
KITIMAT P. & D. AS PERFORMED BY SKEENA
MOTOR CARRIERS VERSUS C.P. TRANSPORT'S
PROPOSED CHARGES (PROFIT 10%)
Number
of
Shipments
SKEENA MINIMUM SHIPMENT CHARGE $4.00
Average     Total    Skeena      CPT     CPT                 Paid      Annual
Weight Weight   Charge Rate   Charge   Difference 26W Difference
0-100 18        59 1068 $72.00
101-500 56       277 15537 224.00
501-590 5       535 2679 20.00
Alcan BrickVo?.* (2) (63,500) (126,920) 108.27
SKEENA RATE $0.57 PER 100
501-1000
3
900
2699
$15.38
1001-5000
7
1635
11448
65.25
5001-1000
1*
(8514)
(2514)
(48.53*)
10001-2000
1
10500
10500
59.85
20001-3000
Sears Containers
2
3
)3>
(31.63)
(63.26)
SKEENA' RATE
$0.74 PER 100
541-1000
11
737
8107
59.99
1001-5000
6
1780
10682
79.05
5001-1000
10001-2000
20001-3000
Trailer
1
(115.00)
(115.00)
Alcan Ingots
4
(982.24).
SKEENA RATE
$1.01 PER 100
503-1000
1001-5000
50#-10000
10001-20000
2OOO1-300.00
; " ' ■ ; p.- r
23
480
2700
rs7.50)
480
2700
4.85
27.27
(1322.50) COMPARATIVE COST ANALYSIS OF NORTHLAND'S
KITIMAT-STEWART HIGHWAY & DELIVERY COSTS AS PERFORMED BY
LINDSAY CARTAGE SERVICES VERSUS CP TRANSPORT
PROPOSED CHARGES
(July 15 TO 26, 1977 INCLUSIVE)
No. of
Shipments
Avg.
Weight
Total
Weight
Lindsay
Charge
CPT
Rates
CPT
Charge
Difference
25
Periods
Annual
Difference
>
Lindsay Minimum Charge $5.72
0-100
9
60
530
$53.48
Lindsay Rate $4.25
101-500
14
223
3115
132.51
-
Lindsay Rate $3.90
501-1000
4
807
3220
126.20
Lindsay Rate $3.17
1001-5000
3
1829
5448
173.80
Lindsay Rate $2.00
5001-10000
10001-20000
1
1
5800
12000
5800
12000
116.00
240.00
Sears Containers ($140.00)
5
7J ?J«
14-e-rOe-
Trailers ($550.00)
3
1650.00
51
c COMPARATIVE COST ANALYSIS OF NORTHLAND'S
TERRACE P. & D. AS PERFORMED BY SKEENA
MOTOR CARRIERS VERSUS C.P. TRANSPORT'S
PROPOSED CHARGES (PROFIT 10%)
 (JULY 15 TO 26. 1977)	
SKEENA MINIMUM SHIPMENTS $4.00
te
Number
of
Shipments
Average
Weight
Total
Weight
Skeena
Charge
CPT
Rate
CPT                Paid
Charge   Difference   26W
Annual
Difference
0-100
101-500
501-525
29
74
4
64
254
514
1865
18817
2075
SKEENA
'  $116.
296.
16.
RATE 76c
,00
.00
,00
PER
100
501-1000
1001-5000
5001-10000*
10001-20000
20001-3000
15
34
12
2
1
757
1708
7309
11462
22800
11357
58059
87708
22924
22800
SKEENA
$86,
441,
666,
174,
173,
RATE 95C
,31
,25
,58
,22
,28
PER
100
501-1000
1001-5000
5001-1000
10001-2000
Containers
9
4
17
637
1650
57.50
5730
6600
SKEENA
54,
62,
(97.
RATE 113
,44
,70
.75)
PER
100
501-1000        7
1001-5000        3
5001-10000.
CanCel Containers 4
609
1306
(86.25)
4266
3919
48.20
44.20
(345.00)
SKEENA
RATE 208
PER
100
101-500
501-1000
1001-5000
5001-10000
Trailers
Trailers LCB
3
5
1
30
1
320
534
2160
(115.00)
(230.00)
960
2672
2160
13.30
55.78
44.98
($3450.00)
(230.00)
iM r
SKEENA RATE $0.77 PER 100
1001-5000
2031
4062     31.27
111 (1.68)
166102    $658.91    = $2.52 COMPARATIVE COST ANALYSIS OF NORTHLANDS VANCOUVER PICK UP AND CONSOLIDATION TRAFFIC
AS PERFORMED BY WHOLESALE DELIVERY SERVICES VERSUS PROPOSED
CP TRANSPORT CHARGES (107. PROFIT)
(Period July 15 to 26, 1977 inclusive)
No.of    Avg.
Shpts   Weight
W.D.S. Minimum Shipments $3.80
0
101
100
271'
47
66
W.D.S. Rate $1.40 per 100
271 - 500
501 - 1000
1001 - 5000
28
12
7
W.D.S. Rate 1.53 per 100
271 - 500
501 - 1000
1001 - 5000
5001 - 10000
35
31
16 _
1
W.D.S. Rate $1.58 per 100
271
501
1001
500
1000
5000
2
4
3
W.D.S. Rate $1.70 per 100
271 - 500
501 - 1000
1001 - 5000       1
J ft
V
X
Ji
65
184
341
756,
1768
375
680
1765,
146
31
716
1438.
2700
Weight
3051
12174
9550
9081
12375
13121
21092,
28247
11361
620
2860
4315
2700
&3V
W.D.S.
Charge
$178.60
250.81
2eo
CPT
Rates
w
$8.50
2.37
133.70 J0» 2.37
127.13 m 1.54
173,25 it>£   1.12
200.75 so* 2.37
322.71 m 1.54
432.17 to* 1.12
165.68 .99
9.80 *»* 2.37
45.19 H» 1.54
68.18 /**' 1.12
45.90
CPT
Proposed
Charge
$259.34
288.52
226.34
139.85
138.61
310.99
324.82
316.36
112.47
14.69
44.04
48.33
1.12    =
30.24
%l>
&
\:
<l3
Difference
$ 80.74
37.71
110.22
2.11
115.81
53.21
x
x
92.64 x
12.72 x
34.64      x
x
X
X
X
5.69  x
1.86  x
20.47  x
26
Periods
26
26
26
26
26
26
26
26
26
26
26
26
15.66  x   26
Annual
Difference
- $2099.24
980.46
- 2408.64
330.72
+  900.64
- 2865.72
54.86
+ 3011.06
+ 1383.46
147.94
+ 308,36
+  532.22
407.16
+ $6542.90
- -8887.58
-. + $2344.68
c Appendix IXI
ESTIMATED OPERATING COSTS WITH NORTHLAND'S
PRESENT EQUIPMENT & PROPOSED EQUIPMENT
te
KITIMAT GENERAL MERCHANDISE NORTHBOUND
Door to Door Rate $36.70 (Tonnage 1300 tons)
WDS
P&D Only 12'13' 21.80
P&D & Cons. 32.20
P&D Only  20* 18.00
P&D & Cons. 26.00
P&D Only 27' 14.00
* Buildings 3030 22.00
Door to Dock Rate $63.55 (Tonnage 1400)
12'-13*
Van.
Kit
Kit
Dock
Water
Dock.
P&D
12.50
33.00
2.50x
14.00
2.50
33.00
2.50x
14.00
10.00
25.00
1.00
12.00
1.00
25.00
1.00
12.00
9.00
20.00
1.00
"10.00
1.00
20.00
1.00
10.00
20'
27'
*(3200 tons Building  40.40)
Dock to Door Rate99.24 (Tonnage 500)
12'-13'
20'
27'
* (8000 tons Building   -  1458)
Dock to Dock Rate $44.38 (Tonnage 5000)
12'-13'
20'
83.80
82.20
66.00
65.00
54.00
54.00
77.80
76.20
54.00
53.00
44.00
44.00
62.00
48.00
40.00
48.00
36.00
30.00
27'
*(14,000 tons Building
1866) Appendix IX
ESTIMATED OPERATING COSTS WITH NORTHLAND'S
PRESENT EQUIPMENT & PROPOSED EQUIPMENT
KITIMAT SOUTHBOUND
Door to Door Rate $21.47 (Tonnage 400)     (Building 14.29)
Skeena  Kit. Dock  Water  Van. Dock     WDS
12' to 13'       $4.00    $2.50
$15.00
$2.50
$8.00
$32.00
20*          3.50     1.00
12.00
1.00
3.00
20.50
27'           2.50     1.00
10.00
1.00
3.00
17.50
Door to Dock Rate $17.10 (Tonnage 3500)    (Building $15.44)
12' to 13'
-
$24.00
20'
-
17.50
27'
-
14.50
Dock to Door Rate $25.00 (Tonnage 18) GMD
12' to 13' $28.00
20* 17.00
27' •           15.00
Dock to Dock Rate $11.22 (Tonnage 4000)  (Ingots 7.26) 26,000 tons
12' to 13'              $2.50    $15.00   $2.50 - $20.00
20'                   1.00      5.00    1.00 - 7.00
27'                  1.00      5.00    1.00 - 7.00 ESTIMATED OPERATING COST WITH NORTHLAND'S
 PRESENT & PROPOSED EQUIPMENT	
TERRACE GENERAL MERCHANDISE NORTHBOUND
Door to Door Rate $58.13 (Tonnage 20 tons)
Van.
Kit.
Kit./Ter
WDS
Dock
Water
Dock
Hwy.
P&D
P&D Only
21.80
12.50
33.00
2.50
10.00*
8.00
87.80
12'-13'
P&D & Cons.";
Cont.
32.20
2.50
33.00
2.50
10.00
8.00
90.20
P&D Only    20'
18.00
10.00
25.00
1.00
5.00
7.00
66.00
P&D & Cons.  20'
26.00
1.00
25.00
1.00
5.00
7.00
65.00
P&D Only    27'
14.00
9.00
20.00
1.00
3.00
5.00  =
52.00
P&D & Cons.  27'
22.00
1.00
20.00
1.00
3.00
5.00  =
52.00
Door to Dock Rate
$130.74
(Tonnage 400)
(Our rate
$40.44 -
4500 tons)
12'-13'
-
79.80
"
.
-
82.80
20'
-
59.00
-
58.00
27'
-
47.00
-
47.00
Dock to Door Rate
$87.00
(Tonnage
1700)
12'-13
?  _
58.00
20 \
41.00
27'
38.00 - ^ESTIMATED OPERATING COSTS WITH NORTHLAND'S
'PRESENT EQUIPMENT AND PROPOSED EQUIPMENT .
TERRACE SOUTHBOUND
'  :„'-,...„ (Tnont8e  (Lumber rate $15.60 - 3400 tons)
Door to Door Rate $90.12  120)
Skeena Ter./Kit.  Kit. Dock Water Van. Dock WDS
12'-13'
$4.00
$5.00
$2.50
$15.00
$2.50
$8.00
$37.00
20*
3.50
3.50 •
1.00
12.00
1.00
3.00
23.00
27'
2.50
1.50
1.00
10.00
1.00
3.00
18.50
Door to Dock Rate ?
(Lumber Rate
$15.38 -
800 tons)
12'-13'
-
$29.00
20*
$5.00
-
20.00
27'
-
15.50
Dock to Door Rate $25.50 (Tonnage 50)
12'-13' -                                               $28.00
20' 17.00
27' 14.50 ^ESTIMATED OPERATING COSTS WITH NORTHLAND'S
PRESENT EQUIPMENT AND PROPOSED EQUIPMENT .
TERRACE SOUTHBOUND
6nnio (T?^Nge  (Lumber rate $15.60 - 3400 tons)
Door to Door Rate $90.12  120)
Skeena Ter./Kit.  Kit. Dock Water Van. Dock WDS
1
12'-13'
$4.00
$5.00
$2.50
$15.00 $2.50
$8.00
$37.00
20'
3.50
3.50 •
1.00
12.00  1.00
3.00
23.00
27'
2.50
1.50
1.00
10.00  1.00
3.00
18.50
Door to Dock Rate ?
(Lumber Rate
$15.38 -
800 tons)
12'-13'
—
$29.00
20'
$5.00
-
20.00
27'
—
15.50
Dock to Door Rate $25.50 (Tonnage 50)
12'-13'             - $28.00
20' 17.00
27' 14.50 ESTIMATED OPERATING COSTS WITH NORTHLAND'S
PRESENT EQUIPMENT & PROPOSED EQUIPMENT
PRINCE RUPERT GENERAL MERCHANDISE NORTHBOUND
Door to Door Rate $99.41 (Tonnage 70)
WDS
Vane.
Dock
Water
Kit.
Dock
Kit-PR
Hyw.
Lindsay
P&D Only      )
21.80
12.50
33.00
2.50
30.00*
8.00
108.00
2.5
tons
P & D & Cons.?
32.20
2.50
33.00
2.50
30.00*
16.00
116.20
5
tons
P&D Only         20'
18.00
10.00
25.00
1.00
23.00
7.00
84.00
P &  D & Cons.
26.00
1.00
25.00
1.00
23.00
13.00
89.00
8.5
tons
P&D Only         27'
14.00
9.00
20.00
1.00
13.50
5.00
62.50
P & D & Cons.
22.00
1.00
20.00
1.00
13.50
11.00
68.50
Door  to Dock Rate
$87.01   (Tonnage
500)
(12'.13
*)
-
100.00
(12'-13
')
-
100.20
20'
-
77.00
20'
-
76.00
27'
-
57.50
27'
—
57.00
Door to Door Rate $88.41 (Tonnage 2350)
(12'-13')
-     12.50
33.00
2.50
30.00
8.00
86.20
(12'-13')
-       2.50
33.00
2.50
30.00
16.00
84.00
20'
-     10.00
25.00
1.50
23.00
7.00
66.00
20'
2.10
25.00
1.50
23.00
13.00
63.00
27'
9.00
20.00
1.40
13.50
5.00
48.50
27'
2.00
20.00
1.40
13.50
11.00
46.50
to Dock Rate  $74.
12   (Tonnage
125)
(12'-13')
-
-
78.20
20'
-
-
59.00
27'
_
_
43.50 ESTIMATED OPERATING COSTS WITH NORTHLAND'S
PRESENT EQUIPMENT & PROPOSED EOUIPMENT
PRINCE RUPERT SOUTHBOUND(Canned Fish)
Door to Door Rate $20.72 (Tonnage 300)
Kit.P.R.
Lindsay    Hwy.
Kit.
Dock
Water
Van.
Dock
WDS
12'          4.00     15.00
2.50
15.00X
2.50
8.00
47.00
20'           2.00      7.20
1.00
12.50x
1.00
3.00
26.60
27'           2.00      7.20
1.00
lO.OOx
1.00
3.00
24.20
Door to Dock Rate $21.97 (Tonnage 4300)
12'-13'
-
39.00
20'
-
23.60
27'
-
21.20
Dock to Door Rate $18.53 (Tonnage 300)
12'-13'
43.00
20'
24.60
27' - 22.30
Dock to Dock Rate $18.23 (Tonnage 5000)
12'-13'
20'
27'
2.50
14.00
2.50
1.00
14.00
1.00
1.00
14.00
1.00 Appendix XII
REVISED UST OF CONTAINERS
TO BE TAKEN OVER BY
CP RAIL FB3M NORTHLAND
Mr. Tom King and myslef examined Northland's containers and agreed that the following
containers were uneconomical to maintain and/or were not required for the proposed
operations:
The 12» - 50 containers, if required, should be for the most part repaired, however
#1227, 1232, 1233 and possibly others not inspected should not be retained. The
majority of the 13' containers are in poor condition and (with the exception of the
cold rolled welded containers like 1307) should not be retained.
Take over the 20 of 4 x S containers that are in good shape and retain for the Kemano
Service, maintenance of same should be directly charged to the Alcan account.
About 50$ of the 11 "F" Series containers are useable the remainder are junk. F-l
F-3 F-2 and F-4 are in fair shape.
The "D" series 20' IS.O. Containers are in fair shape and should be retained.
The Series 100 small coolers should not be retained - they are in poor condition
and are rarely used.
The Series 200 -300 large coolers are in poor to fair shape and should not be
retained because they are rarely used and would be replaced if 20 nitrogen clip-on
containers are acquired.
The Series "PI" 500 cubic foot freezers are in good shape and should be retained only
for dock-to-dock operations. APPENDIX IA
PRESENT TRACTOR UTILIZATION
Apr/3/10
Weekly
Mileage
Apr/10/15
Weekly
Mileage
Average
Weekly
Mileage
Budget
Weekly
Mileage
Difference
Ryder 54611
- city
1000
783
900
800
&
100
Ryder 54612
- city
640
53
350
800
&
450
Ryder 54656
- highway
25S
537
400
2000
-
1600
Ryder 39809
- highway
582
857
700
2000
-
1300
Ryder 35920
- highway
1219
1434
1300
2000
-
700
Ryder 35917
— highway
810
3084
1950
2000
-
Ryder 39407
- city
1251
-
1250
800
-
350
Ryder 39405
- highway
322
1713
1000
2000
-
1000 BggBJfeBg    ,-,,   VEHICLE    P.  M.     INSPECTION REPORT
Jl"' a9
\fehicle NO..
Type of Inspection:    A    B
Date:    Mo.
Ma/NT. i
•:. -J&y•"■;-•
Year
(3)
(0)
if okay 10J  if adjustments completed
P i D Trucks: .       p & D Tractors:
A -  '1500 miles gas;   1500 miles diesel A  - ;,*5©Q miles
13 -'15OO mile's gas;  J000 miles diesel    \     B - 3000 miles
Naturally Aspirated-te - A -
Blown Cummins- . \ \ - A -
1693 c£t      .te>,'       \y - A -
(X)   if re^iirs'or extensive sd'Vustirtehts required
J000
Highway Trucks' and Ti actors:
B CHECK - EO-COMPLETE
A CHECK:
EYE LEVEL OUTSlDE^CHLCft
•A." CHECtf*PLUS CHANGE OT&AND OIL-FILTERS '
--.■-.'   ■ - N.   .    ..   ;:■■ \* '.te.. ,    . ■•'
gas; 1500 miles diesel    A -
gas; 6C00 miles diesel    .B, -
18,.000 miles; B - 10,000 miles
10,000 miles; B - -15,000 'miles
10,000 mileqj..B - 20,000 miles
Fpfklifts:
100 hours
200 'hours"
r
■j,
Damage, cabs," hoot, fenders .,*"'<•
Wheel studs and nuts, clamps-
.Tire condition and pressure,  "•'
Fuel tanks, vents* fill cap ....
Chain hooks ,and t?-nk protector .
"3} Mud flaps/bracket;^- . r
_ 5th wheel/slides/psns •*■ '
Deck covers .
J Visable wirimg/air lines //
Frame crossmembert •
Attach trlr. air lines, to -blank
glad bFnd'- ...   '..
^ieck engine oil.Devel
Check rad cap arid, recovery tank-
Starter ..arid throttle action
Instrumeri.ts and hand throttle
\ Oil PSI/charge rate     '.. . •.':
Ai^r governor . 3 '
Horn, air/electric
Sfeet, doors/handles, seat belts
Cab.$3ss/defroster, heater
Air leaks-, engine off, brakes -
applied- wiper oneralafcon.
i~~| Apply trlr, air and leave applied
(emergency")
Activate sentinel manu-lly
Check throttle linkage
Batteries/box
All exposed wiring/bntt;eries/ccJ>les/
_te  connectors
0 Steering box lube level
Check manifolds and attachments
Disconnect trlr. emergency line, note
0Ch.edk lights
Fi
re extinguicher/flags/flare:
first- aid kit-  ;■
Ay  7'3-3
Check for coolant^level
Exhaust muffler and: pipe
Drain air tanks   '<- •-. 7
:heck
ENGINE COMPARTMENT
peddle/park brake
Clutch free play
Steering for looseness. ..
I Warning lights/buizer/flag'•
Water check unit " "*"
Tighten oil and w«ter hose clamps
Check hoses  *
Air cleaner and mounts
Check water end oil leaks
.Air induction piping
y.Warm s^ifa divert er
All belts
Air compressor intake    ;
Drain water from fuel filter
action of T.P.V.
Btfteck F.W. oil hubs    v
Fill Kysor fluid/alcohol ^ev&^^rator
wiper, motor . connect:nix,,Yr
INDEE THE. VEHICLE     "'.' 33*r
^Complete lube
Check steering/kingpins te .
Front wheel bearing slack
Springs/hangers/shocks/rear suspension
Check for oil leaks
Trans/diff. oil level/vents/plugs
Clutch linkage
Visible brake lining
jDrive line and joints
iAdjust brakes/check spitter valve
jAir lines
Clean and vacuum cab
Check block and pap heater a/c draw
7
COMMENTS  ON  -RE V E R S E- ,S IDE
/ NGRthiAHD FOttR tkUu& MAinxfiMANCE - 1977
No.
100
101
102
103
ioU
Model
Clark CY250
ii ii
"      CHY25QB
•     CHY30CLB
■      CHY250
Serial No. Age
18-1906 1968
l7-211a 1970
HY1J£$-31-1166 1970
20-3$10li$ 1970
n]425-ll-lll6 1969
Relative
Value
Maintenance
Location
Capacity
$5,1+00
$ 600
Kitinat
25,000
8,100
Il.OOO
Prince Rupert
25,000
8,100
-
Kitimat
25,000
8,100
2,200
Vancouver
30,000
6,1*00
2,800
Vancouver
25,000
I
CM
i COMPARATIVE COST ANALYSIS OF NORTHLANDS VANCOtJ^ER P&D
AS PERFORMED BY WHOLESALE DELIVERY SERVICE VERSUS
CP TRANSPORT'S PROPOSED CHARGES
(July 15 to 26, 1977 inclusive)
No. of
Shpts
W.D.S. Minimum Shipments $3.80
Avg.
Weight
0
101
100
400
5
14
W.D.S. Rate 95c per 100
401  -
500
501 -
1000
1001 -
5000
5001 -
10000
10001 -
20000
1
2.
1
1
W.D.S. Rate $1.08 per 100
401 - 500
501 - 1000
1001 - 5000
5001 - 10000
3
7
13
2
W.D.S. Rate $1.13 per 100
yA
Si
72
231
737
1955
6752
10500
478
635
1912
6473
3^0*     Plus 20%
Total
Weight
360
3238
1473
3910  t
b!52
10500
1436
4444
24853
12945
401 -  500
1
410
410
501 -  1000
4
710
2870
1001 -  5000
2
1505
3010
5001 -   10000
W.D.S.  Rate  $1.27 per
100
401 -  500
1
480
480
501 -  1000
1001 -  5000
5001  -   10000
-,   18
W.D.S.
Charge
$  19.00
53.20
13.99
37.15
64.14
99.75
15.50
48.00
268.41
139.81
6.10
$9,725.77
CPT
Rates
CPT
Charge
$6.25 <6>0$  22.50
1.52 fag    49.15
1.52 'AS-
.90 8'/
.60 ' i
.45 HO
.40 J 3
13.26
23.46
30.38
39.90
1.52 ;yr  21.83
.90 40.00
.60 149.12
.45 58.25
4.63
1.52
/yy   6.23
32.43      •
.90
25.83
34.01
.60
.45
18.06
Difference
$ 4.50
4.05
x
x
26
Periods
26
26
Annual
Difference
- $117.00
+ 105.30
-
X
26
-
0.73
X
26
+
7.80
13.69
X
26
+
355.94
33.76
X
26
+
877.76
42.00
X
26
+
1092.00
6.33
X
26
164.58
8.00
X
26
+
208.00
119.29
X
26
+
3101.54
81.56
X
26
+
2120.55
1.60
X
26
-
41.60
6.60
X
26
+
175.60
15.95
X
X
26
26
+
414.70
1.52
.90
.60
.45
\
7
,30
1.
20
\
X
X
\X
x\
26
26
26
26
\
31.20               |
t'
+ $8459.19
354.38
i
.+ $8104.81 COMPARATIVE COST ANALYSIS OF NORTHLAND'S
VANCOUVER TRAILER LOAD SERVICE AS PERFORMED
BY WHOLESALE DELIVERY SERVICE VERSUS CP TRANSPORT'S
PROPOSED CHARGES
JULY 15 TO 26, 1977 INCLUSIVE
No. of   Avg.
Units   Weight
Total   WDS
Weight  Charge
CPT    CPT
Rate  Charge
25        Annual
Difference   Periods   Difference
WDS rate zone 1  $68.00
20
$1,360.
WDS rate Kraft
Container @ $75.00
225,
WDS rate (American Can $83.00)
12
996.
WDS rate Zone 2  $91.00
30
2,730.
WDS rate Zone 3  $114.00      ,'
6 -
684.
WDS rate (Clayburn) $140.00
420.
Kelly Douglas Rate $165.00
1,155.
WDS Consolidation Containers $27.50
8
220. No. of
Shipments
COMPARATIVE COST ANALYSIS OF NORTHLAND'S
KITIMAT-STEWART HIGHWAY & DELIVERY COSTS AS PERFORMED BY
LINDSAY CARTAGE SERVICES VERSUS CP TRANSPORT
PROPOSED CHARGES
 (July 15 TO 26, 1977 INCLUSIVE)
Avg.
Weight
Total
Weight
Lindsay
Charge
CPT
Rates
CPT
Charge
Difference
25
Periods
Annual
Difference
Lindsay Minimum Charge $5.72
0-100 9
Lindsay Rate $4.25
101-500
14
60
223
530
3115
$53.48
132.51
Lindsay Rate $3.90
501-1000 4
807
3220
126.20
Lindsay Rate $3.17
1001-5000 3
Lindsay Rate $2.00
1829
5448
173.80
5001-10000           1
10001-20000          1
5800
12000
5800
12000
116.00
240.00
Sears Containers ($140.00)
5
1$ },&«
14-OTOe-
Trailers ($550.00)
3
1650.00
3 (72c per cut)
COMPARATIVE COST ANALYSIS OF NORTHLAND'S
KITIMAT-PRINCE RUPERT HIGHWAY HAUL AS PERFORMED
BY SKEENA TRANSPORT VERSUS CP TRANSPORT'S PROPOSED CHARGES
(JULY 15 TO 24, 1977 INCLUSIVE)
No. of
Average
<
Total
Skeena
CPT
CPT
25
Annua1
Shipments
Weight
Weight
Charge
Rate
Charge
Difference
Periods
Difference
0-100
11
246
246
27,
,08
101-500
42
246
10355
74,
,55
501-1000
16
740
11838
85,
,23
1001-5000
37
2163
80042
576,
.30
5001-10000
8
7776
62207
447,
.89
10001-2000
4
12250
48900
352,
,08
20001-3000
2
23500
45000
324
.00
Containers
Minimums
12 & 13 ft.
12
4500
56279
405.21
12' ($32.28)
6
4500
27500
194.36
20' ($115.00)
3
345.00
13' ($57.50)
5
287.50
Trailers   ($115.00)
24'-26'
690.00
Trailers   ($230.00)
45'
56
12880.00
/  •;   / <    i     ■
CJSM»AA4mr*,    Cgmti   J.HJ),)
3j7^' *
,,„■•■.....,..,.. ,te,,te.tete. -A, ,:
COMPARATIVE COST ANALYSIS OF NORTHLAND'S
TERRACE P. & D. AS PERFORMED BY SKEENA
MOTOR CARRIERS VERSUS C
.P. TRANSPORT'S
PROPOSED CHARGES (PROFIT 10%)
/ TTTT XT     1  c     mf\     n £    1 C\ -1 "7 \
VvJUJjl  lj  ±U ZU, LV 1 IJ
SKEENA MINIMUM SHIPMENTS $4.00
t
Number
■
-
of
Average
Total     Skeena
CPT     CPT
Paid
Annual
Shipments
Weight
Weight    Charge
Rate   Charge   Difference   26W
Difference
0-100
29
64
1865     $116.00
101-500
74
254
18817      296.00
501-525
4
514
2075       16.00
SKEENA RATE 76c? PER
100
501-1000
15
757
11357 -   $86.31
1001-5000
34
1708
58059 =   441.25
5001-10000*
12
7309
87708 =   666.58
10001-20000
2
11462
22924 =   174.22
20001-3000
1
22800
22800 =   173.28
SKEENA RATE 95C PER
100
501-1000
9
637
5730       54.44
1001-5000
4
1650
6600       62.70
5001-1000
10001-2000
Containers
17
57.50
(97.75)
SKEENA RATE 113 PER
100
501-1000
7
609
4266       48.20
1001-5000
3
1306
3919       44.20
5001-10000
CanCel Conta
iners 4
(86.25)
(345.00)
SKEENA RATE 208 PER
100
101-500
3
320
960       13.30
501-1000
5
534
2672       55.78
1001-5000
1
2160
2160       44.98
5001-10000
>>'/
Trailers
30
(115.00)
($3450.00)
*   Trailers LCB
1
(230.00)
(230.00)
<y
-
tff No. of
Shipments
COMPARATIVE COST ANALYSIS OF NORTHLAND'S
PRINCE RUPERT P&D AND DECONSOLIDATION AS PERFORMED BY
LINDSAY CARTAGE SERVICES VERSUS CP TRANSPORT'S
PROPOSED CHARGES
 (JULY 15 TO 26, 1977 INCLUSIVE)	
Avg.
Weight
Total
Weight
Lindsay
Charge
CPT     CPT
Rates  Charges
Difference
25
Periods
Annual
Difference
LINDSAY
0-100
Minimum     Shipments $4.00 + 1 cent per 5 lbs.)
36        67      2419      $149.04
Lindsay rate minimum $4.00 + 2 cents per 5 lbs. = $1.97 per 100.
101-500
88
Lindsay rate 92c per 100.
501-1000 32
Lindsay rate 60<: per 100.
1000-5000        44
5000-10000        8
10001-20000       5
20001-30000       2
267
23473
461.38
752
24069
219.70
2366
104091
624.55
7396
59167
355.00
12240
62203
373.22
43750
45750
274.50
Trailer Spotting $20.00
1 20
400.00
Trailer Spotting  37.50
2
75.00
Trailer unloading at industry
7
1000.00
Container unloading (Sears)
1
32.40
Lindsay Highway - Kitimat-Prince Rupert
9-12' Cont.
1-24' Trailer
482.62
94.31 CP TRANSPORT TRAFFIC LANE ANALYSIS
COSTS FOR VANCOUVER PICK-UP	
 AND CONSOLIDATION	
APRIL 1977
0-100
101-500
501-1000
1001-5000
5001-10000
10001-20000
20001-30000
30001-40000
40001 and over
Adjusted
Proposed P&D Charge
Basic      Profit
$5.9823 + 10% = $6.58
1.3808 + 10% = 1.52
.7946 + 10% - 0.87
.4663 + 10% = 0.51
.3653 + 10% = 0.40
.2076 + 10% = 0.23
.3099 + 10% = 0.34
.2508 + 10% = 0.28
.1010 + 10% = 0.11
Consolidation Charge
Basic     Profit
$1.7638 + 10% = $1.94
0.7728 + 10% = .85
0.6092 + 10% = .67
0.5543 + 10% = .61
0.5323 + 10% = .59
0.5280 + 10% = .58
P & D + Consolidation
$8.48
2.37
1.54
1.12
.99
.81 COMPARATIVE COST ANALYSIS OF NORTHLAND'S
KITIMAT P. & D. AS PERFORMED BY SKEENA
MOTOR CARRIERS VERSUS C.P. TRANSPORT'S
PROPOSED CHARGES (PROFIT 10%)	
Number
of
Shipments
SKEENA MINIMUM SHIPMENT CHARGE $4.00
Average     Total    Skeena      CPT     CPT                  Paid      Annual
Weight Weight   Charge Rate   Charge   Difference 26W Difference
0-100 18        59 1068 $72.00
101-500 56       277 15537 224.00
501-590 5        535 2679 20.00
Alcan BrickVofc* (2) (63,500) (126,920) 108.27
SKEENA RATE $0.57 PER 100
501-1000
3
900
2699
$15.38
1001-5000
7
1635
11448
65.25
5001-1000
1*
(8514)
(2514)
(48.53*)
10001-2000
1
10500
10500
59.85
20001-3000
Sears Containers
2
j0>
(3163)
(63.26)
SKEENA RATE
$0.74 PER 100
541-1000
11
737
8107
59.99
1001-5000
6
1780
10682
79.05
5001-1000
10001-2000
20001-3000
Trailer
1
(115.00)
(115.00)
Alcan Ingots
4
(982.24)
SKEENA RATE
$1.01 PER 100
501-1000
1001-5000
500^-10000
100D1-20000
20001-30000
Container
23
480
2700
(57.50)
480
2700
4.85
27.27
(1322.50) 1001-5000
2031
SKEENA RATE $0.77 PER 100
4062      31.27
111 (1.68)
166102    $658.91    - $2.52 ,
*
COMPARATIVE
COST ANALYSIS OF 1
NORTHLANDS VANCOUVER
PICK UP AND CONSOLIDATION TRAFFIC
AS PERFORMED BY WHOLESALE
DELIVERY SERVICES VERSUS PROPOSED
CP TRANSPORT
CHARGES (107.
PROFIT)
(Period July lf
> tc
» 26
, 1977
inclusive)
•
CPT
No. of
Avg.
Total
W.D.S.
CPT
Proposed
26
Annua]
Shpts
Weight
Weight
Charge
Rates
Charge
Difference
Periods
Difference
M,
D.S. Minimum Shipments $3.80
W
0
- 100
47
65
3051
=
$178.
60
$8.50
=
$259.
34
$ 80.
74
x
26
-
$2099.
24
101
- 271
66
184
12174
=
250.
81
)co
2.37
=
288.
52
37.
71
X
26
-
980.
46
W
D.S. Rate $1.40
per 100
271
- 500
28
341
9550
m
133.
70
71 lib
2.37
=
226.
34
92.
64
X
26
-
2408.
64
501
- 1000
12
756
9081
=
127.
13
NO
1.54
=
139.
85
12.
72
X
26
-
330.
72
1001
- 5000
7
1768",
12375
=
173.
25
leC
1.12
=
138.
61
34.
64
X
26
+
900.
64
W
D.S. Rate 1.53 per 100
271
- 500
35
375
13121
=
200.
75
SOD
2.37
=
310.
99
110
22
X
26
-
2865.
72
501
- 1000
31
680
21092.
=
322.
71
t49
1.54
=
324
82
2
11
X
26
-
54.
86
1001
- 5000
16_
1765^
— 28247
=
432,
17
/(>*
1.12
=
316
36
115
81
X
26
+
3011.
06
5001
- 10000
1
146
11361
=
165,
68
.99
=
112
47
53
21
X
26
+
1383.
46
W
D.S. Rate $1.58
per 100
271
- 500
2
31
620
=
9
80
mtmt
2.37
=
14
69
5
.69
X
26
-
147.
94
501
- 1000
4
716
2860
=
45
19
H»
1.54
=
44
.04
1
.86
X
26
+
308.
36
1001
- 5000
3
1438,
!  4315
=
68
18
t&y
1.12
=
48
33
20
.47
X
26
+
532.
22
w
,D.S. Rate $1.70
per 100
271
- 500
501
- 1000
1001
- 5000
1
2700 .
2700
45
,90
1.12
30
.24
15
.66
X
26
+
407
.16
+
$6542
90
\
-
m
8887
.58
- +
$2344
.68
•
-
m
-
• Appendix IX
ESTIMATED OPERATING COSTS WITH NORTHLAND'S
PRESENT EQUIPMENT & PROPOSED EQUIPMENT
KITIMAT SOUTHBOUND
Door to Door Rate $21.47 (Tonnage 400)     (Building 14.29)
Skeena  Kit. Dock  Water  Van. Dock     WDS
12' to 13'       $4.00    $2.50   $15.00 ' $2.50       $8,0°  $32-00
20' 3.50     1.00    12.00    1.00        3.00   20.50
27' 2.50     1.00    10.00    1.00        3.00   17.50
Door to Dock Rate $17.10 (Tonnage 3500)    (Building $15.44)
12' to 13' -  $24.00
20' -   17.50
27* -   14.50
Dock to Door Rate $25.00 (Tonnage 18)  GMD
12* to 13' $28.00
20' 17.00
27' • 15.00
Dock to Dock Rate $11.22 (Tonnage 4000)  (Ingots 7.26) 26,000 tons
12' to 13'               $2.50    $15.00   $2.50 - $20.00
20'                  1.00      5.00    1.00 - 7.00
27*                  1.00      5.00    1.00 - 7.00 ESTIMATED OPERATING COSTS WITH NORTHLAND'S
PRESENT EQUIPMENT & PROPOSED EQUIPMENT
Appendix IXI
KITIMAT GENERAL MERCHANDISE NORTHBOUND
Door to Door Rate $36.70 (Tonnage 1300 tons)
WDS
P&D Only 12'13' 21.80
P&D & Cons. 32.20
P&D Only  20' 18.00
P&D & Cons. 26.00
P&D Only 27* 14.00
* Buildings 3030 22.00
Van.
Kit
Kit
Dock
Water
Dock.
P&D
12.50
33.00
2.50x
14.00
2.50
33.00
2.50x
14.00
10.00
25.00
1.00
12.00
1.00
25.00
1.00
12.00
9.00
20.00
1.00
10.00
1.00
20.00
1.00
10.00
83.80
82.20
66.00
65.00
54.00
54.00
Door to Dock Rate $63.55 (Tonnage 1400)
12'-13'
20'
27'
*(3200 tons Building  40.40)
Dock to Door Rate99.24 (Tonnage 500)
12'-13'
20'
27'
* (8000 tons Building
1458)
Dock to Dock Rate $44.38 (Tonnage 5000)
12'-13'  -
20'
27'
*(14,000 tons Building  -  1866)
77.80
76.20
54.00
53.00
44.00
44.00
62.00
48.00
40.00
48.00
36.00
30.00 ESTIMATED OPERATING COSTS WITH NORTHLAND'S
PRESENT EQUIPMENT & PROPOSED EQUIPMENT
PRINCE RUPERT SOUTHBOUND(Canned Fish)
Door to Door Rate $20.72 (Tonnage 300)
12'
20'
27'
Kit.P.
Ki
Kit.
Van.
.indsay
Hwy.
Dock
Water
Dock
WDS
4.00
15.00
2.50
15.00x
2.50
8.00
47.00
2.00
7.20
1.00
12.50x
1.00
3.00
26.60
2.00
7.20
1.00
lO.OOx
1.00
3.00
24.20
Door to Dock Rate $21.97 (Tonnage 4300)
12'-13' - 39.00
20' - 23.60
27' - 21.20
Dock to Door Rate $18.53 (Tonnage 300)
12'-13' - A3.00
20' - 24.60
27* - 22.30
Dock to Dock Rate $18.23 (Tonnage 5000)
12'-13*
20'
27'
2.50
14.00
2.50
1.00
14.00
1.00
1.00
14.00
1.00 ESTIMATED OPERATING COSTS WITH NORTHLAND'S
PRESENT EQUIPMENT & PROPOSED EQUIPMENT
PRINCE RUPERT GENERAL MERCHANDISE
NORTHBOUND
Door to Door Rate
$99.41 (Tonnage
70)
WDS
Vane.
Dock
Water
Kit.
Dock
Kit-PR
Hyw.
Lindsay
P&D Only  )
21.80
12.50
33.00
2.50
30.00*
8.00
108.00
2.5
tons
P & D & Cons.J
32.20
2.50
33.00
2.50
30.00*
16.00
116.20
5
tons
P&D Only   20'
18.00
10.00
25.00
1.00
23.00
7.00
84.00
P & D & Cons.
26.00
1.00
25.00
1.00
23.00
13.00
89.00
8.5
tons
P&D Only   27'
14.00
9.00
20.00
1.00
13.50
5.00
62.50
P&D* Cons.
22.00
1.00
20.00
1.00
13.50
11.00
68.50
Door to Dock Rate
$87.01 (Tonnage 500)
(12'-13
')
-
100.00
(12»-13
')
-
100.20
20'
-
77.00
20'
-
76.00
27'
-
57.50
27'
-
57.00
Door to Door Rate $88.41 (Tonnage 2350)
(12'-13')
-
12.50
33.00
2.50
30.00
.8.00
86.20
(12'-13')
-
2.50
33.00
2.50
30.00
16.00
84.00
20'
-
10.00
25.00
1.50
23.00
7.00
66.00
20'
-
2.10
25.00
1.50
23.00
13.00
63.00
27'
-
9.00
20.00
1.40
13.50
5.00
48.50
27'
-
2.00
20.00
1.40
13.50
11.00
46.50
Dock to Dock Rate $74
12
(Tonnage
125)
(12'-13')
-
-
78.20
20'
-
-
59.00
27*
_
-
43.50 ESTIMATED OPERATING COST WITH NORTHLAND'S
 PRESENT & PROPOSED EQUIPMENT	
TERRACE GENERAL MERCHANDISE NORTHBOUND
Door to Door Rate $58.13 (Tonnage 20 tons)
Van.
Kit.
Kit./Ter
.
WDS
Dock
rv'
Water
Dock
Hwy.
P&D
P&D Only
21.80
12.50
33.00
2.50
10.00*
8.00  -
87.80
12'-13'
P&D & Cons.";
Cont.
32.20
2.50
33.00
2.50
10.00
8.00
90.20
P&D Only    20'
18.00
10.00
25.00
1.00
5.00
7.00  =
66.00
P&D & Cons.  20'
26.00
1.00
25.00
1.00
5.00
7.00  =
65.00
P&D Only    27'
14.00
9.00
20.00
1.00
3.00
5.00  =
52.00
P&D & Cons.  27'
22.00
1.00
20.00
1.00
3.00
5.00  -
52.00
Door to Dock Rate
$130.74
(Tonnage 400)
(Our rate
$40.44 -
4500 tons)
12'-13'
-
79.80
it
-
82.80
20'
-
59.00
ii
■ -
58.00
27'
-
47.00
ti
-
47.00
Dock to Door Rate
$87.00
(Tonnage
1700)
12'-13
, i  _
58.00
20 V
41.00
27'
38.00 MCTTCHLT TRAILER 5UKHAHY
MONTH OF MARCH. 1973
mm
TYPE 0? UNIT
TOTAL OUT REX-IT
TOTAL TRAILER DAIS
TOTAL TRAILER COSTS
Caravan
45* Vans   •
26* Vans
45* Flats
40* Flats
Itollya
20
7
■ qn
570
151
116
$ 5,309.50
1,057.00
1,017.00
TOTAL
-Jfi
mmSPL
7*383.50
T.I.P.
45* Flats
26* Vans
4C» Flat3
5
A.
<33£>
128
81
2
1,280.00
729.00
20.00
TOTAL
40* Flats
27* Van3
40* Van3
45* Flats
 ii
2
•    ■       2
1
2
211
2^,029,00
&lflex
32
23
31
27
280.00
204.00
240.00
252.00
TOTAL
 „7
,...W
276.W
Comaercial
Trailer
Rentals
TOTAL
20* Chassis
40* Flat
4
1
124
2
126
642.00
19.26
661.26
ORAND TOTAL
•
ft.
;L287
$11,049.76
CO >
CD   CU
o*
£ Appendix jlli
REVISED LIST OF CONTAINERS
TO EE TAKEN OVER BY
CP RAIL FROM NORTHLAND
Mr. Tom King and myslef examined Northland's containers and agreed that-the following
containers were uneconomical to maintain and/or were not required for the proposed
operations:
The 12' — 50 containers, if required, should be for the most part repaired, however
#1227, 1232, 1233 and possibly others not inspected should not be retained. The
majority of the 13* containers are in poor condition and (with the exception of the
cold rolled welded containers like 130?) should not be retained.
Take over the 20 of 4 x 8 containers that are in good shape and retain for the Kemano
Service, maintenance of same should be directly charged to the Alcan account.
About 50$ of the 11 "F" Series containers are useable the remainder are junk. F-l
F-3 F-2 and F-4 are in fair shape.
The "D" series 20' IS.O. Containers are in fair shape and should be retained.
The Series 100 small coolers should not be retained - they are In poor condition
and are rarely used.
The Series 200 -300 large coolers are in poor to fair shape and should not be
retained because they are rarely used and would be replaced if 20 nitrogen clip-on
containers are acquired.
The Series "PI" 500 cubic foot freezers are in good shape and should be retained only
for dock-to-dock operations.

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