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This could be a full linked open date URI or an internal identifier"}],"FileFormat":[{"label":"File Format","value":"application\/pdf","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/elements\/1.1\/format","classmap":"edm:WebResource","property":"dc:format"},"iri":"http:\/\/purl.org\/dc\/elements\/1.1\/format","explain":"A Dublin Core Elements Property; The file format, physical medium, or dimensions of the resource.; Examples of dimensions include size and duration. Recommended best practice is to use a controlled vocabulary such as the list of Internet Media Types [MIME]."}],"FullText":[{"label":"Full Text","value":" Railway Department\nPROVINCE OF BRITISH COLUMBIA\nANNUAL REPORT\nYear Ended December 31st\n1956\nVICTORIA, B.C.\nPrinted by Don McDiarmid, Printer to the Queen's Most Excellent Majesty\n1957  To His Honour Frank Mackenzie Ross, C.M.G., M.C., LL.D.,\nLieutenant-Governor of the Province of British Columbia.\nMay it please Your Honour:\nI have the honour to present herewith the Annual Report of the operations and\nactivities of the Railway Department for the year ended December 31st, 1956.\nLYLE WICKS,\nMinister of Railways.\nVictoria, B.C., February 28th, 1957. Victoria, B.C., December 31st, 1956.\nThe Honourable Lyle Wicks,\nMinister of Railways, Victoria, B.C.\nSir,\u2014I beg to submit herewith the Thirty-ninth Annual Report of the Railway\nDepartment, covering the year 1956, together with Appendices.\nYour obedient servant,\nW. H. SANDS,\nDeputy Minister. Report of the Railway Department\nFOREWORD\nDuring 1956 over-all expansion in British Columbia continued at an increasing\npace. Population and industries of all types followed the industrial growth throughout\nthe Province, and as a result the transport systems operated to full capacity.\nIn the Peace River area further discoveries of natural gas and oil introduced pipelines, and consequently pipe-lines are being constructed from the Peace River in Alberta\nand British Columbia to the Coast and through to the United States. The Westcoast\nTransmission Company's line has been under construction during 1956. The advent of\nnatural gas as a fuel will naturally step up the tempo of expanding economy during the\ncoming years. The natural gas in British Columbia Peace River area being \" sour \"\nenhances its value industrially, so that a large processing plant is now under construction\nat Taylor Flats, in the Fort St. John area of British Columbia, where the natural gas from\nBritish Columbia will be processed. In taking the \" sour \" out of the gas, a number of\nby-products will be obtained, such as sulphur, butane, high-octane gasoline, and other\nproducts. The processing plant will produce 350 tons of sulphur per day, and a train-\nload of by-products per day is expected to be shipped to the Coast by the Pacific Great\nEastern Railway.\nAs a consequence of the gas discoveries and the other activities in the Peace River\narea, surveys have been completed and construction is well in hand to extend the Pacific\nGreat Eastern Railway from Prince George to Dawson Creek, with a branch line to\nFort St. John, a distance of approximately 325 miles. The activities in the Peace River\narea will therefore be accelerated at a greater pace when good transportation is ultimately\nmade available by the Pacific Great Eastern Railway. It is safe to predict that in the\ncoming years daily passenger-train service will be well justified in this area and that\nseveral train-loads per day of by-products and other commodities will be shipped from\nthe Peace River area to the Coast. The Squamish-North Vancouver link of the Pacific\nGreat Eastern Railway was completed during 1956, and before the end of the year full\ntrain service, both passenger and freight, was operating over the new southern extension.\nThe extensions of the Pacific Great Eastern Railway will therefore not only take care\nof expansion in the Peace River area, but will bring grain from the Peace River to Vancouver as well as forest products from the Interior of British Columbia. Further\nindustrial development can be predicted in the near future if and when large hydro-power\nprojects are developed along the route of the Pacific Great Eastern Railway.\nIn other parts of British Columbia unprecedented growth was to be noted during\n1956. Large power projects were under construction on Vancouver Island and the\nMainland. Natural gas was under consideration to serve Vancouver Island, and the\nnatural-gas branch line between Huntingdon and Vancouver was placed in operation\nduring the latter part of 1956, and as a consequence the Lower Mainland now enjoys\nthe use and economy of this natural fuel.\nThe Railway Department has kept pace with the fast-changing conditions in industry.\nThe Department's inspections were extended to logging-trucks and pipe-lines, and\nalthough the Department coped with the demands of industry, arrangements have been\nmade for an increase in staff during 1957.   The Inspection Department in Vancouver, HH 6 BRITISH COLUMBIA\nduring 1956, consisted of R. B. Swanson, Chief Inspector; W. E. Tyler, Inspector;\nJ. H. Carmichael, Inspector; W. F. Thomas, Inspector; and Miss Ruby McColl, clerk-\nstenographer. In the Victoria office there was a Chief Draughtsman, Arthur Shaw; a\nsecretarial stenographer, Mrs. B. White; and J. S. Broadbent, Deputy Minister. At the\nbeginning of October, 1956, Mr. Broadbent left the Department to accept the position\nof general manager of the Pacific Great Eastern Railway. Mr. Shaw was promoted to\nAdministrative Assistant, and the position of draughtsman was not necessary during the\nlatter part of the year.\nREPORT OF THE RAILWAY DEPARTMENT\nIndustrial activity throughout British Columbia increased during 1956, and many\nnew transportation systems developed which required inspection and approval. The\nstaff of the Department, as of December 31st, 1956, consisted of a Deputy Minister, an\nAdministrative Assistant, Chief Inspector, three Inspectors, secretarial stenographer, and\na clerk-stenographer.\nThe railways under the jurisdiction of the Department included both common\ncarriers and industrial railways, and the equipment and facilities of these railways were\ninspected. The Department also inspected industrial transportation, such as logging-\ntrucks and mining-trucks used on private roads, as well as buses and \" crummies \" used\nto tranport workmen and personnel. Aerial tramways, which fall within the scope of the\nDepartment's jurisdiction, continued to grow in numbers and were inspected during the\nyear. Aerial tramway projects were approved for the microwave telephone systems on\nDog Mountain and on the northern end of Vancouver Island. These projects are now\nunder construction and will be inspected during 1957. New pipe-lines in the Peace\nRiver area and other parts of the Province were inspected and approved during the year.\nIn Victoria the head office continued to be in charge of the records of the Department, and, in conjunction with the Bureau of Economics and Statistics, reports were\ndeveloped and freight-rate construction surveyed with respect to the Pacific Great Eastern\nRailway and other common-carrier railways within the Province. The Department\nworked very closely with the Construction Department of the Pacific Great Eastern\nRailway during the year, and considerable work and development was done by the\nDepartment with respect to rolling-stock and road-bed safety on the extensions of the\nrailway. This was necessary in the interests of public safety and also safety of workmen\non the construction project. The Inspection Engineers of the Department continued\nduring 1956 to inspect the road-bed, track facilities, mechanical facilities, shops, and the\nequipment of all railways and other means of transportation under the Department's\njurisdiction.\nTraining-schools were set up in various parts of the Province to train the drivers\nof off-highway equipment such as logging-trucks and mining-trucks. In Nanaimo the\nInspecting Engineers of the Department set up a driver-training programme in conjunction\nwith the Dominion-Provincial Vocational School, where a classroom is now operated in\nthe interests of driver-training, both for the public and industry.\nThe rules and regulations pursuant to the \" Industrial Transportation Act\" were\nformulated during 1955 and placed into operation at the beginning of 1956. These rules\nand regulations were formulated with the guidance and assistance of the Inter-State\nCommerce Commission in Washington, D.C., where the Chief Inspector of the Department attended meetings as an original conferee of the I.C.C. Motor Carriers' Safety\nRegulations Committee.\nThe Department's research facilities were used to advantage, not only on the Pacific\nGreat Eastern Railway, but on the logging and industrial operations where diesel-electric\nmotive power is now in operation. RAILWAY DEPARTMENT,  1956 HH 7\nINSPECTION OF PACIFIC GREAT EASTERN RAILWAY TRACK,\nSTRUCTURES, AND MECHANICAL FACILITIES\nR. E. Swanson, P.Eng., Inspecting Engineer\nInspections of various phases of the Pacific Great Eastern Railway were made continuously during the year. These inspections included inspection of locomotives, rolling-\nstock, shop facilities, station facilities, communications, and train operation, as well as\ninspection of road-bed, bridges, and structures. During the middle of October the official\nannual inspection was carried out by V-8 track motor, at which time the road-bed,\nbridges, structures, and betterments for the year 1956 were inspected prior to the freeze-\nup, which is normally expected during November. Conditions found were as follows:\nThe track, road-bed, and right-of-way conditions, bridges, and structures show a continuing improvement over previous years; replacements which had been recommended\nduring the previous year were well in hand and in effect during the annual inspection.\nThe chief engineer of the railway, the assistant chief engineer, and various roadmasters\nconcerned accompanied the Inspecting Engineer of the Department during the trip and\nvarious phases of the proposed work for 1957 were discussed in the field. It is to be\nnoted that during 1956 traffic exceeded that of 1955, with trains hauling heavy tonnage,\nand consequently rail wear is noticeable in a number of places where curvatures are in\nexcess of 10 degrees. To offset this condition, recommendations had been made during\nprevious years to obtain as many track-oilers as possible. The inspection revealed that\nninety-eight track-oilers were in operation, and where track-oilers were used rail wear\nwas reduced considerably. Track-oilers are particularly required on the Squamish Subdivision and on Pavilion Mountain. Previous inspections revealed that the condition of\nties on the Pacific Great Eastern Railway involves public safety. During the year of 1956\nthe tie-replacement programme, as recommended, has been carried out, and 107,374 ties\nwere renewed during 1956. The ties renewed were untreated, and it is recommended,\nnow that a creosoting plant is on Pacific Great Eastern Railway lines, that the company\ninaugurate a programme where treated ties will be installed in future. This would increase\nthe life of ties from 8 years to 25 years, with resultant savings.\nTie deterioration is directly dependent upon ballast conditions on the road-bed;\nconsequently the importance of ballasting should not be underrated as not only is safety\ninvolved, but the operation of the railway is improved as ballast conditions are bettered.\nA good job has been done of ballasting during 1956, and 17.3 miles of track was rebal-\nlasted and given at least a 6-inch lift during the year. The ballasting programme at the\nend of 1956 stood as follows:\u2014\nComplete Ballasting\nMiles Year\nMile 182 to Mile 201  19.0 1954\nMile 201 to Mile 206  5.0 1953\nMile 300 to Mile 311.4  11.4 1956\nMile 311.4 to Mile 339.1  27.7 1955\nMile 339.1 to Mile 345  5.9 1956\nMile 349 to Mile 369  20.0 1954\nIt cannot be too strongly recommended that the ballasting programme be carried\nforward during the coming year as it is expected traffic will be considerably heavier,\ntaking into account the increased revenue derived from the new extensions.\nSince the advent of dieselization in 1949, rail wear on the Pacific Great Eastern\nRailway has been considered a problem. The problem is aggravated on the Squamish\nSubdivision by the existence of sharp curvature and is still further affected by heavy\nmotive power on a 2.2 grade. Flange-oilers help to alleviate the rail wear, but on the\nSquamish Subdivision the problem remains crucial and must be watched closely. In 1951\na rail-renewal programme was inaugurated so that approximately 50 miles of 85-pound HH 8 BRITISH COLUMBIA\nrail would be laid to replace the 60- and 70-pound rail laid down when the line was\nbuilt in 1914.   The rail-renewal programme has gone forward steadily since 1951 and,\nduring 1956, 51.3 miles were laid on the line, so that at the end of 1956 the following\nstatistics may be quoted with regard to the rail-renewal programme:\u2014\nMiles Year\n70-pound relay\u2014Mile 8.5 to Mile 12.9     4.4 1953\n85-pound rail (new)\u2014\nMile 1.7 to Mile 3.5     1.8 1956\nMile 3.5 to Mile 8.5     5.0 1955\nMile 8.5 to Mile 12.9     4.4 1956\nMile 12.9 to Mile 29.4  16.5 1951\nMile 29.4 to Mile 35.6     6.2 1952\nMile 35.6 to Mile 40.3     4.7 1954\nMile 40.3 to Mile 53.0     9.7 1954\nMile 53.0 to Mile 57.6     4.6 1955\nMile 57.6 to Mile 86.0  28.4 1956\nMile 86.0 to Mile 122.8  36.8 1955\nMile 122.8 to Mile 154.3  31.5 1954\nMile 154.3 to Mile 171.0  16.7 1956\nMile 349.0 to Mile 429.0  80.0 1952*\n* Prince George extension.\nThe 1955 Report recommended that at least 50 miles of new rail be laid during\n1956, and it is noted that 51.3 miles were laid during the year. For the year 1957 it is\nrecommended that the company do all possible to lay more than 50 miles if rail is available. In discussing this matter with management, it is understood that the construction\ncrew, during the break-up period in the spring of 1957, will concentrate its efforts on\nthe original road-bed so that the full quota of rail will be laid between the months of\nMay and July. It is commendable to note that where 85-pound rail is being laid, tie\nplates are being installed on the curves and the tangents, whereas in the original programme tie-plating was done only on the curves.\nThe bridges were inspected and discussions held as to replacements for 1957. It is\nnoted that the work required in the 1955 Report was carried forward during 1956, so\nthat the following bridge statistics may be quoted:\u2014\nWork Done Mile Year\nRenewed   148.0 1954\nRenewed   148.4 1954\nRefilled, replaced by fill  321.4 1954\nReplaced by fill      38.0 1954\nReplaced by fill  170.2 1954\nNew bridge replacing crib  144.7 1955\nRenewed   258.6 1955\nNew bridge  343.6 1955\nNew pile trestle   364.7 1955\nRepaired and partially rebuilt  346.5 1955\nRepaired and partially rebuilt  363.7 1955\nRepaired and partially rebuilt  407.2 1955\nReplaced by fill     38.0 1955\nReplaced by fill  343.6 1955\nRenewed   146.8 1956\nRenewed   147.0 1956\nNew bridge replacing crib  149.1 1956\nNew cattle underpass (metal)   170.2 1956\nRepaired and partially rebulit       4.0 1956 RAILWAY DEPARTMENT,  1956 HH 9\nIt is understood from discussions with the chief engineer of the company that\ncertain bridges will be renewed during 1957. In some cases, steel spans will be installed;\nin others, bridges will be replaced by fills; and in still others, bridges will be renewed\nwith creosoted timber.\nAt \" Mud Hill,\" south of Quesnel, considerable work was under construction during\n1956 to alleviate the slide and sloughing conditions. Drainage pipes and tunnels are\nbeing installed. No serious impediments to traffic have occurred at this point during\n1956, as was the case in previous years.\nA number of sidings have been extended and a number of new sidings and spurs\ninstalled to serve industry on the entire railway. In most cases, sidings have been laid\nwith 70-pound rail which has been replaced by 85-pound rail on the main line.\nEight new diesel-electric locomotives of 1,600 horse-power each were delivered\nduring 1956. These were immediately put into operation, replacing all steam-locomotives\non the line. However, one steam-locomotive is being retained by the company and used\nduring the winter to steam and thaw switch points in yards. The complete dieselization\nof the railway has resulted in considerable savings on maintenance of water-tanks. In\nseveral locations, water-tanks are being dismantled.\nShop facilities at Squamish are extremely lacking. The railway now operates\nthirty-two diesel locomotives. The shops were designed in 1914 for six or seven steam-\nlocomotives, and consequently they are entirely inadequate to cope with the demands\nof present-day traffic. A commendable effort has been made on the part of the staff\nto cope with the situation at Squamish. In the writer's opinion the shops at Squamish\nare not only entirely inadequate, but are hopelessly lacking in facilities to maintain modern\nlocomotives. It cannot be stressed too strongly that a programme should be set up\nforthwith so that an entire new diesel-maintenance shop be constructed at either Squamish\nor North Vancouver. This shop must be equipped with modern facilities, such as drop-\ntable, wheel lathe, wheel-handling facilities, axle lathe, axle-handling facilties, machine-\nshop facilities, inspection and service-pit facilities, electrical-shop facilities, modern\nfueling and oiling facilites, as well as sufficient tracks and storage. The programme should\nnot stop at a diesel-maintenance shop, but should be continued to include a large and\nmodern car-repair shop. It is understood that 500 box cars are on order for delivery\nin 1958, and it must be taken into account that each piece of rolling-stock requires to\nbe put through the shop and given a complete overhaul once every seven years. It therefore follows that the car-shop repairing facilities should be adequate to completely\nrebuild seven cars per week. Sand-blasting facilities, painting facilities, and handling\nfacilities are required so that \" line production \" methods can be instituted to cope with\nthe work and cut down on the man-hours of labour presently required in this field of\nendeavour. In view of the foregoing, the company should decide forthwith the best\nlocation for the heavy-repair facilities required and the programme should be well under\nday during 1957. Otherwise, with an increase in traffic, it will be a physical impossibility\nto cope with the maintenance and running repairs required on this railway.\nProtection at level crossings on the Pacific Great Eastern Railway has become a\nproblem. During 1955 a survey was made of the necessity for automatic protection in\nthe town of Quesnel, and an automatic warning-signal and necessary equipment was\nobtained and was to be installed during 1956; however, the freeze-up occurred before the\ninstallation was completed, but it is understood that a contract has been let, and immediately conditions permit, during the first quarter of 1957, the automatic crossing protection will be completed at this point.\nIn the Cariboo District the Department of Highways is doing considerable work in\nconstructing underpasses. These were not completed during 1956. It is expected they\nwill be in operation during the first half of 1957. An extremely hazardous condition\nexists with regard to level crossings at various points on the line, and especially in the\nCariboo District where farm crossings have been converted into industrial crossings, HH 10 BRITISH COLUMBIA\nwhich allow logging-trucks to cross the railway at various points. The rules and regulations pursuant to the \" Industrial Transportation Act\" require that all such crossings\nreceive approval before they are installed and that positive stop-signs to vehicular traffic\nexist each side of the railway. This has not been done to date and accidents have\noccurred. However, when this was pointed out to the management of the company,\na number of stop-signs were obtained from the Highways Department, and these are to\nbe installed as soon as frost conditions permit.\nLevel crossings should not be allowed at certain points, especially adjacent to buildings and stations or on curves. It is obvious that, with Budd cars operating at high speed,\nlogging-trucks and industrial vehicles present a potential hazard. In view of this, it is\nrecommended that the entire situation involving level crossings of all types on the Pacific\nGreat Eastern Railway be reviewed and a corrective programme instituted early in 1957.\nAll crossings must be inspected by an Inspecting Engineer of the Department before they\nare open for traffic, and all crossings must be registered with the Department.\nIn the matter of crossings and crossing protection, it is here reported that in the\nMunicipality of West Vancouver a by-law was passed and an agreement reached between\nthe municipality and the railway for automatic crossing protection at Thirteenth Street\nand Twenty-fifth Street in West Vancouver. By the end of 1956 the material was on\norder, and it is expected it will arrive by the beginning of March, 1957, so that contracts\nmay be let to have the automatic protection installed at the earliest possible date in 1957.\nOn the Squamish-Vancouver extension it is understood that the Upper Levels\nHighway cross-over at Horseshoe Bay is planned to be a level crossing. If this is so,\nautomatic protection is definitely indicated at this point. It is also felt that Eagle Ridge\nDrive level crossing, adjacent to Horseshoe Bay, is dangerous. This crossing was installed\nover the Pacific Great Eastern Railway right-of-way during a period while steel was\nabsent from the right-of-way. It is recommended this crossing be relocated or reconstructed so as to improve safety to vehicular traffic.\nDuring 1956 a study was made of all crossings in West Vancouver Municipality,\nand recommendations were made which have been largely carried out to date or were in\nhand by the end of the year.\nSeven new Budd cars were procured by the company during the year. Four of the\nBudd cars are Type RD-3 combination passenger and baggage accomodating forty-nine\npassengers, and three are Type RD-1 accommodating ninety passengers each. This new\ntype of equipment is powered with 550 horse-power and can operate either singly or in\ntrains without the assistance of a locomotive at speeds up to 70 miles per hour. During\nDecember of 1956 a test run was conducted with Budd cars over the entire line, and as\na result it has been recommended that speeds can be considerably increased with this\nnew type of lighter, high-speed equipment. Engineers from the Department were in\nattendance on the trial run and recommendations were made. This equipment will do\nmuch to improve passenger service on the railway, and it is felt when the new line is\nconstructed to the Peace River, additional equipment of this type will be necessary. It is\nunderstood that a system of aeroplane-type meals are to be served, and it is felt this will\nwork out superior to dining-cars, as used at present.\nThe Budd equipment is extremely versatile, as several cars may be coupled together\nto constiute a train of passenger-cars without a locomotive, the train so coupled being\nself-propelled by its own power; on the other hand, the cars may be used as passenger-\ncoaches and hauled in a standard passenger-train with a locomotive. The equipment\nis air-conditioned and completely self-powered as to lighting and water facilities, and the\ncompany is to be highly commended on its choice of equipment in this respect. It is\nunderstood that a through-train service from North Vancouver to Prince George is to be\ninaugurated during the early part of 1957, where the new Budd equipment will be used\nexclusively. RAILWAY DEPARTMENT,  1956\nHH 11 HH 12\nBRITISH COLUMBIA\nInaugural train over southern extension of Pacific Great Eastern Railway, August, 1956.\n^hSSSBSII\nTypical terrain along Howe Sound on southern extension of Pacific Great Eastern Railway\n>\u25a0\u25a0\u25a0\u25a0.. RAILWAY DEPARTMENT,  1956 HH 13\nWith regard to the maintenance of the Budd equipment, it is planned that a new\nBudd-maintenance shop be constructed in North Vancouver. Department Engineers have\nassisted the company in the planning of these facilities. Designs have been submitted for\napproval, and it is felt the type of maintenance depot proposed will do much to alleviate\nthe maintenance of running repairs to diesels and passenger equipment on the line.\nExtensions\nDuring 1956 construction on Howe Sound went forward at full pace. Department\nEngineers were required to inspect the construction work as to rock work and rock-\nremoval in the interest of public safety. In some cases contractors were shut down until\nproper facilties were obtained. Work-trains were operated during the year under a construction schedule, and radio dispatch was instituted as it was not considered advisable\nto install telephone or telegraph lines adjacent to the railway in the Howe Sound area.\nOn the Squamish-North Vancouver extension a through work-train was operated\nfrom North Vancouver to Squamish during the month of June, after which considerable\nballasting and track alignment took place so that an inaugural train was run from North\nVancouver to Prince George in August, 1956. The inaugural train consisted of three\nsections from North Vancouver to Squamish and two sections from Squamish to Prince\nGeorge. All trains were hauled with P.G.E. diesel locomotives. The trains consisted of\ncars supplied from various railways throughout the United States and Canada. It is\nnoteworthy that a Milwaukee dome-car was in one of the trains and that all equipment\npassed over the P.G.E. tracks without incident.\nOn the Squamish-North Vancouver extension a serious condition exists where the\nhighway is being constructed adjacent to and above the railway. Rocks and waste are\nrolled down, and in some cases train service was required to be suspended one day per\nweek. The Department Engineers in many cases recommended that special signalling\nequipment be installed by the contractors. In some instances the contractors were shut\ndown until proper signalling equipment was made available. Special flagging and flagging\nrules were formulated, also special rules were required as to the use of radio-telephone\noperation in the areas where blasting was being carried out. By the end of 1956 it can be\nreported that train service between Squamish and North Vancouver was in full operation,\nso that the barge system could be taken out of service.\nIn North Vancouver considerable terminal facilities were under construction by the\nend of 1956. These included station, freight-shed, yards, and repair depots. It is\nexpected these will be completed during 1957, and Inspecting Engineers from the Department will continue to inspect their progress.\nThe construction of the Prince George-Peace River extension was in full swing\nduring 1956. Fifty or sixty miles of grade was completed by the end of the year, with\nseveral miles of steel laid north of Prince George. The steel bridge across the Fraser\nRiver at Prince George was completed during the year, and steel was laid across the river\nto accommodate a large steel and supply yard on the north side of the river.\nThe Railway Department engineered and designed a special type of car for laying\nrail. This type of car may be taken to pieces at the end of steel, placed at the side of the\ntrack when empty, and later re-railed to be taken back to the steel-yard. This type of\ncar, together with a Burro crane, air-wrenches, and automatic track-spiking machines\nenabled the construction department to lay more than a mile of steel per day, so that it\nis expected by the end of March, 1957, 60 miles of new track will be laid north of Prince\nGeorge. During 1956 inspections were made of the new construction north of Prince\nGeorge. These inspections included an inspection of the substructure of the new Peace\nRiver Bridge adjacent to Taylor Flats, as well as inspections of the proposed yards\nadjacent to the Taylor Flats processing plant. HH 14\nBRITISH COLUMBIA RAILWAY DEPARTMENT,  1956\nHH 15\nConclusion\nConditions on the Pacific Great Eastern Railway continue to improve and the line\nis safe for operation. Appropriations for improvements and replacements should be\nincreased for 1957, as it is expected heavier traffic will ensue due to the extensions completed and under construction.\nThe matter of rail wear should be studied and the programme of replacing the\n60-pound rail with 85-pound rail should be stepped up.\nNew heavy-repair maintenance-shops are required either at Squamish or North Vancouver; consequently shop studies and planning should be continued so that a start can\nbe made on shop improvements during 1957.\nIt is considered that an increase in the number of locomotives would not be advisable\nuntil adequate repair facilities are made available.\nThe new Budd cars purchased during 1956 are expected to be very successful, and\nit is recommended that the speeds of these cars can be increased over the time schedules\npresently in effect for diesel locomotives.\nSquamish-Vancouver extension is in operation, but improvements are required so\nas to alleviate danger from falling rocks.\nThe extension from Prince George to the Peace River is continuing and has shown\na marked progress during 1956.\nGENERAL INSPECTION OF RAILWAYS AND OTHER TRANSPORT\nRailways\nGeneral Trends.\u2014Notwithstanding the popular opinion that rail haulage and the\nuse of railways has decreased on a national basis, it is an interesting fact to note this is\nnot the case, as actually rail haulage and the use of railways have increased over the past\nfive years. The Canadian National Railways report that, since 1950, 1,400 miles of new\ntrack has been constructed by the C.N.R. alone, and additional extensions are at present\nunder construction throughout Canada. The same trend exists to a lesser extent with\nthe Canadian Pacific Railway, and the extensions of the Pacific Great Eastern Railway\nare common knowledge.\nAs to trucks offering a cheaper mode of transportation than railways, it appears\ndefinite at this time that where hauls are in excess of 50 miles railways are cheaper.\nIn British Columbia rail-haul in both passenger and freight traffic has increased.\nThe Pacific Great Eastern Railway and the B.C. Electric Railway systems indicate this\nis the case, and additional diesel-electric motive power has been placed in service on both\nrailways. In the industrial field of railroading the trend from rail to the use of trucks\nappears to be in reverse. The Canadian Forest Products Limited operates 105.8 miles\nof main-line railway at Englewood, and rail was being extended a further 20 miles during\n1956, so that the entire haulage project will be by rail, with trucks employed to feed the\nrailwav. It is expected on the Englewood Railway that iron ore in the vicinity of Nimp-\nkish Lake will be ultimately hauled by rail. Other logging-railways have kept up maintenance programmes during 1956 with the view to permanent operation. The Canadian\nCollieries (Dunsmuir) Limited is using railway at the shipping wharves at Union Bay, and\nthe railway is fed by motor-truck from the Tsable River mine. The operation of these\ntrucks and the truck-roads were inspected during the year, as well as the railway. The\nMorrissey, Fernie and Michel Railway in Eastern British Columbia has continued to\noperate to full capacity during the year, and diesel locomotives are used on this railway to\ngood advantage.\nLogging-railways.\u2014The logging-railways in British Columbia were inspected during\nthe year. This included the inspection of bridges, log-dumps, road-bed, rolling-stock, and\nlocomotives.    All steam-locomotives in use had the boilers hydrostatically tested and HH 16 BRITISH COLUMBIA\ncertified by Inspectors of the Department. In many operations where the Inspectors\nwere inspecting railway and locomotives, the logging truck-roads and trucks were\ninspected at the same time. This is understandable when one considers truck and rail\noperations are in many cases a joint enterprise. Department Inspectors also investigated\naccidents and made recommendations to prevent recurrences. Locomotive engineers,\nconductors, rail-car operators, dispatchers, and truck-drivers were examined and certified\nby Department Inspectors. In a majority of operations the Inspector conducted safety\ncourses and driver-training courses for truck-drivers and later examined and certified the\npersonnel involved. Log-dumps were especially inspected, as considerable danger always\nexists where logs are dumped from cars. It is regrettable to report a fatal accident\noccurred on the log-dump of MacMillan & Bloedel Limited at Chemainus. This accident\nwas the only fatal accident on the industrial railways during the year. An Inspecting\nEngineer from the Department made an investigation and instructed the company to\ninstall a safety device which was developed within the Department. This safety device\nprevents logs from falling on workmen while cars are being dumped. The device has been\ninstalled in a number of locations throughout the Province, and where installed no fatal\naccidents have occurred. In the case of the Chemainus log-dump, the device was made\nand installed by the company before the end of 1956 and inspected by the Department.\nAt the Englewood operation two new diesel-electric locomotives were placed in\nservice during 1956. These locomotives will ultimately replace some of the older steam-\nlocomotives in use, but at present time the operation is such that approximately seventeen\nlocomotives are in service on this railway. Inasmuch as the Englewood operation is the\nlargest railroad logging operation ever to exist in British Columbia, Inspectors have made\na greater number of inspections at the Englewood operation than at other railway operations throughout the Province.\nMining-railways.\u2014The mining-railways throughout British Columbia were inspected\nduring the year. The Morrissey, Fernie and Michel Railway has for a number of years\nenjoyed an excellent safety record. Inspectors from the Department were consulted by\nthe company as to safe procedures while the Inspectors were on the property inspecting\nthe locomotives, road-bed, and facilities of the railway. At the Sullivan mine operation in\nKimberley, regular inspections were made of the narrow-gauge railway operating between\nthe mouth of the mine and the tipple at Kimberley. This railway is in excellent condition\nand the company is safety-conscious. Certain recommendations were made to braking\nsystems and safety appliances. The locomotive-drivers at this operation were inspected\nand certified by Inspectors of the Department.\nThe narrow-gauge railway or tramming operation at the Trail smelter was inspected\nseveral times during the year. At this operation an arrangement of long standing exists\nwhere the company examines the motormen and notifies the Department in Vancouver.\nIf the examinations are in order, a card is issued entitling the holder to operate locomotives. Considerable misunderstanding ensued during the year between the union at\nTrail and the company with regard to the certification of operators. This matter was\nstraightened out when an Inspector from the Department held meetings in Trail and the\nmisunderstandings between labour and management were cleared up, following which an\namicable agreement was consumated between the union and the company.\nDepartment of Mines.\u2014For a number of years a working understanding has been\nin existence between this Department and the Department of Mines so that Inspectors\nof this Department inspect all locomotives and surface railways, thus circumventing a\nduplication of efforts by various officials of both Departments. Dr. Walker, Deputy\nMinister of Mines, has been most co-operative. In view of the foregoing, all the air-\nlocomotives of the Crow's Nest Pass Coal Company were hydrostatically tested and\ncertified, with copies of the reports filed with the Chief Inspector, Department of Mines.\nIn such cases as this the track was inspected and necessary repairs ordered by the Department of Mines. RAILWAY DEPARTMENT,  1956 HH 17\nKitimat.\u2014The aluminium smelter at Kitimat operates a terminal railway which falls\nwithin the jurisdiction of the Department. During the year Inspectors made inspections\nof the railway, the locomotives, and personnel and instructed the company as to safety\nprocedures in operation. At this operation several complaints were received from the\nunion claiming unsafe conditions and improper work schedules. In each case an Inspector was dispatched to Kitimat, and it was found the trouble arose through misunderstandings between labour and management, and when meetings were held and the conditions\nproperly explained the trouble was straightened out to the benefit of all parties concerned.\nShipyards.\u2014All shipyards with trackage were inspected during the year. This\ninvolved inspection of trackage and locomotive cranes. In one case a dock crane was\ninspected and certified. In another case the bridge cranes in the shops have been\ninspected by Department Inspecting Engineers at the request of the company and letters\nissued stating the equipment was inspected and in a safe condition. In other cases, load\ntests were made of bridge cranes in the interests of safety.\nSteel-mills.\u2014Two steel-mills in Vancouver were inspected several times during the\nyear. Trackage and locomotive cranes were inspected and the boilers hydrostatically\ntested. One of the steel-mills is considering a substantial expansion, which involves a\nbridge across the Fraser River and considerable trackage with steam-locomotives to serve\nthe plant. In this case Department Inspectors were consulted by the company as to\ntrackage and procedure in constructing the bridge and railway project.\nCheakamus Dam, B.C. Electric.\u2014The 8-mile tunnel near Garibaldi for the purpose\nof a power project continued to be under construction during 1956. Special rules and\nregulations formulated and approved in 1955 to cover the underground trackage were\nenforced and Inspectors assisted in safety matters.\nBoard of Tranport Commissioners, Ottawa.\u2014The Inspectors of the Department are\nappointed as Locomotive Inspectors by the Board of Transport Commissioners. In this\ncapacity the Inspectors inspect locomotives for fire protection on fines operating under\nthe jurisdiction of the Board. This liaison has existed between the Federal authority and\nthe Province for a number of years and is tied in with the Department of Lands and\nForests in Victoria, which Department obtains the necessary passes.\nIn pursuance of the above, 125 inspections were made of fire-protective appliances\non the Canadian Pacific Railway, Canadian National Railways, and the Great Northern\nRailway in British Columbia. Reports were submitted to the Board of Transport Commissioners, who, in turn, took up defects with the railways and the Department of Lands\nand Forests.\nB.C. Electric Railway.\u2014Inspections were made of all diesel-electric locomotives and\ncertificates were issued during the year. Inspected also were electric locomotives and\nrail-cars. These inspections involved hydrostatic tests of all pressure-vessels, inspection\nof wheels and safety appliances, as well as electric and diesel appurtenances. The operation of the railway was inspected, which included the inspection of bridges and structures,\nlevel crossings of highways, and the inspection of rolling-stock.\nThe Annacis Island railway, a branch line of the B.C. Electric Railway, was officially\nopened for traffic during the latter part of the year. The new railway serves the industrial\ndevelopment on Annacis Island in the Fraser River near New Westminster, and is joined\nto the mainland by a causeway which incorporates both a railway and a cement roadway\nfor vehicular traffic.\nAerial Tramways.\u2014In British Columbia several aerial tramways exist which carry\nthe public, consequently they are considered common carriers. All such aerial tramways\nwere inspected a number of times during the year and certificates issued authorizing their\ncontinued operation. In one case it was necessary to condemn a haulage-rope, which was\nrenewed immediately. In other cases, recommendations were necessary in the interests\nof safety, and the operating companies have co-operated in every way with the Inspectors\nfrom the Department.    Complaints have been handled through the Department where HH 18\nBRITISH COLUMBIA RAILWAY DEPARTMENT,  1956 HH  19\nthe public has argued regarding fares and handling procedure of passengers. These\nmatters were straightened out without incident, once all parties were aware of obligations\nincumbent upon them. Ski-tows fall within the jurisdiction of the rules and regulations\npursuant to the \" Railway Act,\" and while a number of ski-tows were inspected, others\nhave been reported of which the Department was not aware. These will be taken care of\nduring the fall season of 1957.\nThe aerial tramway at Kamloops owned and operated by the Department of National\nDefence was not inspected during 1956 as it was understood certain changes and extensions were under construction. This aerial tramway will be inspected during the first\nquarter of 1957.\nThe aerial tramway of the Western Plywoods Limited at Woodpecker, in the Prince\nGeorge area, was inspected and certified, and certain safety appliances were installed as\nrecommended by the Inspector.\nAn inspection was not made of the aerial tramway of the Cassiar Asbestos Corporation during 1956. It is to be pointed out that the Railway Department approved the\nengineering specifications during construction and made the first annual inspection prior\nto the aerial tramway being placed in operation. The arrangement between the Department of Mines and the Railway Department was brought about to avoid a duplication of\ninspections in the mining industry.\nThe North-West Telephone Company, during the year, made application to the\nDepartment for approval of an aerial tramway at Dog Mountain in the vicinity of Hope.\nPlans and specifications were approved by the Department engineers, and it was understood by the end of the year that construction was in progress. A similar installation is\ncontemplated on the north end of Vancouver Island, and the Department engineers have\nbeen consulted with regard to advising on the proposed design.\nIndustrial Transportation\nTruck Logging.\u2014The rules and regulations pursuant to the \" Industrial Transportation Act\" were put into effect on January 1st, 1956. The terms of the regulations state\nthat existing equipment be allowed to operate during 1956 without the application of\nspecial safety devices recommended by the regulations; however, new equipment was\nrequired by the regulations to have the safety equipment installed on the trucks by the\nbuilders or at the factories. The logging companies have been most co-operative during\n1956 in applying the safety devices required or considered necessary to protect life and\nlimb. There have been instances where the necessity of such safety devices has been\nquestioned by operators. In such cases the Department Inspectors have had no difficulty\nin convincing the owners of the equipment that the addition of air-brake safety equipment\nis not only a good investment, but is paramount in preventing accidents. Certain of the\nsafety equipment necessary was not available in the United States and was consequently\nmanufactured or converted in British Columbia.\nThe truck-manufacturers in British Columbia co-operated with the Department in\nevery respect in order that their vehicles would meet the requirements of the regulations.\nA system of certification by truck-manufacturers was put into effect so that each manufacturer files certificates with the Department that the trucks built for industry meet with\nthe requirements of the regulations. These certificates list the type of safety equipment\napplied and state that the vehicle has been properly tested. When this has been done,\nthe Department allows the manufacturer upon filing a certificate, to affix an approval\ndecal to the wind-shield of the vehicle. In some cases the manufacturers of vehicles do\nnot charge the customer an extra for the application of the required safety appliances\nwhen the vehicle is being built; on the other hand, some manufacturers charge prices\nvarying from $100 to $235 extra. The average extra price for the safety equipment\nrequired by the Department amounts to $161. A survey of the manufacturers was made, HH 20 BRITISH COLUMBIA\nand it was found that the safety equipment required by the Department amounts to less\nthan one-half of 1 per cent of the cost of a new vehicle. There have been many instances\nwhere manufacturers have applied the necessary safety equipment in the field to trucks\nbuilt prior to the regulations coming into effect. In these cases it is customary for the\nmanufacturer to supply a conversion kit, for which a charge is made in the neighbourhood\nof $100. During the year two fatal accidents occurred on logging-truck roads in the\nHarrison Lake area, where extremely steep terrain is encountered. One of these accidents\nwas investigated by Department Inspectors, and it was found the air-brake system did not\nconform with the Department's requirements. The Inspector's report showed that had\nthe safety appliances been in existence, the vehicle would not have lost its air-pressure\nand gone out of control. The other accident in the same area was investigated by the\nWorkmen's Compensation Board, which reported the vehicle was not equipped in accordance with the rules and that a loss of air-pressure was the cause of the run-away.\nA higher standard of safety is required on logging-roads than is used on public highways. This is because logging-roads have extremely steep grades and also rocks from\nthe road surface have a tendency to be thrown from the tires so as to knock off hoses and\npipes of the air-brake system. As a consequence, a number of improvements to the airbrake system affecting safety have been incorporated jointly into the Inter-State Commerce Commission rulings of the United States and also in the British Columbia regulations on industrial roads. This is a move toward uniformity of a code so that vehicles\noperating in either country meet standard requirements.\nOn industrial private roads and logging-roads, inspections were made of bridges and\nlog-dumps. In a number of cases, bridge designs were approved by the Department. The\n\" Industrial Transportation Act \" applies not only to the logging-roads, but also to mining\nand industrial projects which are not considered public highways. In this respect inspections were made of roads serving mining projects where vehicles were required to be\nequipped in accordance with the regulations. This inspection included not only equipment and roads, but the examination of crossings of railways and crossings of public roads,\nfor it is evident that heavy industrial vehicles crossing either railways or highways present\na hazard. In a number of cases, stop-signs were ordered at railways and public roads.\nThis was done in accordance with the Act and in the interests of public safety.\nDriver-training Courses.\u2014It is a well-known fact that where drivers are properly\ntrained and are conversant with safety regulations, accidents are reduced. In this regard\nthe Department, with the approval and co-operation of the Royal Canadian Mounted\nPolice, Division \" E,\" Victoria, conducted training courses to train drivers to operate on\npublic highways. This has been done for the reason that drivers of heavy vehicles drive\njointly on public roads and industrial roads. This type of training on Vancouver Island\nhas been concentrated mainly in the Dominion-Provincial Vocational School in Nanaimo,\nwhere courses have been conducted every month so that trainees at the school receive\nbasic training before they are employed by industry. At the same time, logging-truck\ndrivers in the district attended the courses so that they could be certified. With regard to\nthe driver-training courses conducted by the Department, the Royal Canadian Mounted\nPolice, Officers Commanding, in the various areas have co-operated to the fullest extent\nby obtaining lecture-halls and bringing in as many drivers as possible so that the public\nwill derive benefit from the training courses.\nAs a consequence of the foregoing, the driver-training and certification of drivers\nhas gone forward at a greater pace during 1956 than during previous years, and as a\nresult 574 drivers were certified under the \" Industrial Transportation Act.\" This\nrepresents a total of over 1,800 drivers certified to date, which, in turn, would represent\napproximately 3,000 drivers having received the training course offered by the Department. With respect to apprentices at the Dominion-Provincial School in Nanaimo,\nthirty-two students were examined and cards were issued in 1956 to substantiate that\nfact and that they had passed an examination on truck safety maintenance.\nJ RAILWAY DEPARTMENT,  1956\nHH 21\nTruck Hauling, Mining.\u2014The use of trucks is employed to a large extent in the\nmining industry throughout British Columbia. Where trucks are used in open-pit mining\nand underground, the operation is entirely under the jurisdiction of the Department of\nMines; however, this jurisdiction applies only in the mine and between mine and mill.\nWhere truck-hauls extend between the mill and shipping wharves the terms of the \" Industrial Transportation Act\" apply and the inspections are carried out by Railway Department Inspectors.\nThe industrial truck-roads of Cassiar Asbestos Corporation at Cassiar were inspected\nduring 1955, and the company was instructed. During the first quarter of 1957, with an\nincrease of staff, the Cassiar operation and the Tulsequah operation of Consolidated\nMining and Smelting Company will be inspected. Fatal accidents have been reported\nat the Tulsequah operation, and representatives from both the company and the union\nhave called in at the Vancouver office of the Department, where safety matters were discussed and specific instructions given as to bringing the equipment involved up to the\nrequired standard. Permits for drivers were issued as a preliminary measure prior to\ncertification programme in a remote location of the Province.\nThe truck-haul from the Argonaut mine near Campbell River was inspected and\ndrivers certified. It is understood this operation will be moving to the Quatsino area in\nthe early part of 1957 as roads were under construction during 1956. It is further understood the roads will be a joint project, with trucks running jointly on mining and logging\nroads.   The iron-ore wharves will be near Port Hardy.\nAt the Copper Mountain operation it was considered the haul to be a matter for\nthe jurisdiction of the Mines Department; notwithstanding, however, several trucks were\ninspected at manufacturers in Vancouver for this operation in the interests of industrial\nsafety.\nIt is expected, with an increase of staff in 1957, that considerable safety work and\npreliminary groundwork will be required with respect to the \" Industrial Transportation\nAct \" in the field of mining-truck hauls throughout the Province.\nPIPE-LINES\nThe \" Pipe-lines Act,\" being chapter 60 of the Statutes of 1955, was in full force\nand function during the year 1956. The purpose of the Act is to administer pipe-lines\nsituated wholly within British Columbia by Provincial legislative authority. This worked\nout very well, and six pipe-line projects were approved by the Department during 1956,\nso that altogether 1,320 miles of pipe-line has been approved. Several of the projects\nwere under construction during the year.\nThe Imperial Oil Company Limited constructed a pipe-line from its loco plant to\nBurnaby. This pipe-line was tested and approved for operation during the year. Other\nsimilar projects were surveyed and proposed in the Vancouver area.\nThe 30-inch high-pressure gas-line from Huntingdon to New Westminster was constructed during 1956. This pipe-line is owned and operated by B.C. Electric Company.\nIts construction was inspected by Railway Department Inspectors.\nIn the Peace River area a number of pipe-line projects were under way during the\nyear and a number of inspections were made. It is expected, however, that considerable\ninspections in the Peace River area will be required during the coming year. It is also\nexpected that in the area of Kamloops a Pipe-line Inspector will have a full-time job\nduring 1957, when the line from Savona to Nelson will be under construction.\nA pipe-line was approved during the year in the Comox area. Details are not given\nhere as this is a National Defence project. It can be reported, however, that inspections\nwere made and final tests and approval will be given early in 1957.\nDuring the initial stages of a pipe-line project, considerable work and detail are\nrequired in the Victoria office of the Department prior to the approval by the Minister. HH 22\nBRITISH COLUMBIA\nHauling pipe to Peace River area for gas and oil pipe-line construction. RAILWAY DEPARTMENT,  1956 HH 23\nPlans and details are filed in the Victoria office with respect to location and property\nmatters. Mechanical plans and details are filed with the Vancouver office, where pressures and safety factors are worked out and approved preparatory to the actual field\ninspection.\nField inspection involves many facets of the engineering profession, such as strengths\nof materials, pressure components, and mechanical details. Welding and welding procedures are carefully controlled, and all welders are required to be certified under the\nBritish Columbia \" Boiler and Pressure-vessel Act.\" The application of this ruling is\nenforced in the field by the Department Inspectors.\nIn British Columbia there existed a serious shortage of pipe-line welding operators,\nand during 1956 the Department of Labour, in co-operation with the Department of\nEducation, was instrumental in bringing about a welders' training centre in Nanaimo.\nThis project is part of the Dominion-Provincial Vocational School in Nanaimo, where\nother Department of Labour projects, such as apprenticeship training, are also in effect.\nThe welders' training centre has been a boon to the pipe-line industry, so that all welding\noperators have been certified and public safety is better assured.\nDuring 1956 the Department has been quite active with pipe-line matters. During\nthe year two of the Department Inspecting Engineers made a field survey of conditions\nexisting in the oil and gas fields of Alberta. Provincial Government officials in Alberta\nwere consulted as well as company officials, and as a result the first comprehensive set of\npipe-line regulations in Canada has been formulated. In this respect a Pipe-lines Committee was formed, consisting of experts and engineers from industry and engineers from\nthe Department. Engineers from Ontario, Saskatchewan, and Alberta, as well as engineers from California and Texas, U.S.A., have been on the Committee and have contributed to the proposed rules and regulations. It is expected the regulations will be ready\nfor approval during the early part of 1957.\nSAFETY\nTraffic and Safety Councils.\u2014The safety work instituted on Vancouver Island in\n1953 with respect to traffic safety has been perpetuated by Traffic and Safety Councils\nin Duncan, Nanaimo, Port Alberni, and Courtenay. These Councils operate in co-operation with the Royal Canadian Mounted Police and the various officials of the municipalities concerned. They do not operate under the jurisdiction of the Railway Department,\neven though the Department was instrumental in bringing them into existence. Notwithstanding, from time to time Inspectors of the Department have given safety lectures during\nthe year to the various Safety Councils and have assisted them wherever possible in the\ninterests of public safety. The Safety Councils serve a purpose in so far as the Department is concerned as they are instrumental in influencing logging-truck drivers to take\nthe training offered by the Department and to become certified. The Safety Councils\nalso notify the Department of unsafe conditions where they are known to exist, and the\nDepartment assists the Safety Councils in bringing about corrective measures.\nGeneral Safety.\u2014Safety is the cardinal objective of the Railway Department. This\nincludes both safety to the public and safety to workmen. A safe workman is considered\nby the Department the best safety device so far developed, and to this end the Department has endeavoured to educate workmen so that they think, act, and live safety, not\nonly on the job, but during their daily avocations both at home and abroad. Usually\nspeaking, a safe workman is a happy workman. A workman is safer on the job when\nhe has a thorough understanding of the equipment which he is expected to operate. He is\nalso happier when he knows the equipment is safe and that a certain amount of responsibility rests with him. As an objective, therefore, the Inspectors of the Department have\ndone everything possible to educate and teach workmen the principles involved in the HH 24 BRITISH COLUMBIA\nsafe use of equipment. They have also endeavoured to teach workmen that each man\nis obligated to his fellow-man with regards to safety. The talks and lectures conducted\nby the Department, while of a technical nature, do not fail to inculcate down-to-earth\nprinciples so that the idea of safety is grasped by the student rather than forced upon him\nby the lectures.\nVisual education\u2014that is to say, learning from showing actual pictures or objects\u2014\nis considered the best principle in thoroughly teaching a subject so that the pupil will\nunderstand. Consequently Department engineers have made and obtained slides which\ncan be projected on a screen. These slides show the principle of friction and stopping of\nvehicles and the dangers of increased speed and overloading. This is followed through\nby movie films illustrating the various parts of the brakes and safety equipment used on\nvehicles. In addition to this, the Department uses a portable panel board equipped with\nthe air-brake components and operated by compressed air so that pupils and candidates\ncan actually work the air-brakes and see their action. Pamphlets and literature are given\nto prepare the drivers for examinations. In the Dominion-Provincial Training School in\nNanaimo, such an air board has been permanently installed by the Department Inspectors\nfor the benefit of the pupils and candidates for truck-drivers' certificates. In the Vancouver office a complete air school is under construction, where several panel boards may\nbe operated with compressed air by the students or candidates. Candidates can therefore\nattend regular lectures and be given the necessary instruction so that they may qualify for\ncertification. In view of the foregoing it is evident that drivers improve their status when\nthey attend classes and lectures and take the examination. Such drivers, after being\ncertified, are more safety conscious than drivers who are ignorant of the facts and the\nfailure of parts which contribute to accidents.\nRailway Safety.\u2014In the field of railway safety, lectures have been conducted at the\nvarious railway operations, where safe working habits have been illustrated to railway\npersonnel by the use of films, slides, and question periods.\nPacific Great Eastern Railway Safety.\u2014During 1953 and 1954 the above procedure\nwas followed on the Pacific Great Eastern Railway, but it was felt after the initial move\nhad been made by the Department it should be followed through by the company so that\npersonnel within the Pacific Great Eastern Railway would themselves conduct lectures.\nNotwithstanding, the Railway Department has been unsuccessful to date in having the\nPacific Great Eastern Railway carry a safety programme by its own personnel. However,\nmanagement has informed the Department that a safety director will be appointed in the\nnear future, who will receive instruction from the Department engineers in the field of\nrailway safety.\nAccidents.\u2014As already mentioned, one fatal accident was reported on a logging-\nrailway at Chemainus during the year. This accident was caused by a log rolling from\na car at the log-dump. The company was instructed to install a safety device developed\nby the Department to prevent recurrence. As previously reported under \" Truck Logging,\" two fatal accidents happened in the area of Harrison Lake. In both cases logging-\ntrucks involved were not equipped to Department standards and air-brake failure was the\ncause of the fatalities.\nIn order to further the competitive spirit for safety on logging-railways, the Department, in 1952, put up a safety trophy which is competed for by the various logging-\nrailway companies. This trophy was held during 1954 and 1955 by the Comox Logging\nand Railway Company at Ladysmith, and the records shown that the same company will\nagain receive the Railway Department safety trophy for the year 1956. An appropriate\nceremony is planned during the early part of 1957 when the Minister of Railways will\npresent the trophy. RAILWAY DEPARTMENT,  1956 HH 25\nFollowing is a report of equipment inspections during 1956:\u2014\nHydrostatic tests applied to boilers   86\nInternal and external inspections of boilers  7\nInternal-combustion locomotives inspected and certified  8\nInternal-combustion locomotive cranes inspected and certified  9\nAir-locomotives hydrostatically tested  9\nElectric locomotives inspected and certified  13\nRail-cars inspected and certified  30\nAir-receivers tested and inspected  10\nDiesel-electric locomotives inspected and certified  66\nElectric locomotives inspected on narrow-gauge electric railways 14\nDiesel-electric locomotives inspected on Alcan project  2\nLocomotives inspected other than hydrostatic tests  48\nLogging-trucks inspected  485\nNumber of cars inspected on industrial railways  482\nNumber of cars inspected on common-carrier railways  186\nMiles of track inspected  864\nAerial tramways inspected in British Columbia and certified  5\nAerial-tramway inspections conducted  10\nLocomotive engineers examined and certified  7\nConductors examined and certified  3\nPower-car operators examined and certified  4\nTrain-dispatchers examined and certified  1\nInternal-combustion locomotive engineers examined and certified 3 3\nEngineers examined and certificates issued, P.G.E. Railway  16\nEngineers examined and certificates issued, B.C. Electric Railway  13\nMotormen  examined  and  certified,   Consolidated  Mining  &\nSmelting Co. of Canada  9\nLogging-truck operators examined and certified  574\nStudents examined and certified at Dominion-Provincial Vocational School, Nanaimo  32\nAccidents investigated on logging and industrial railways  8\nFatal accidents on logging and industrial railways  1\nFatal accidents investigated on logging-truck roads  2\nAccidents on Pacific Great Eastern Railway  13\nFatal accidents on Pacific Great Eastern Railway  2\nNew diesel-electric locomotives  12\nSecond-hand diesel-electric locomotives imported  2\nSafety lectures conducted by the Department  6\nTruck air-brake lectures conducted by Department  65\nInspection of locomotive fire-protective appliances on P.G.E.\nRailway and industrial railways  32\nInspections made of locomotive fire-protective appliances on\nC.P.R., C.N.R., and G.N.R. for Board of Transport Commissioners  125\nLIST OF APPENDICES\nA list of Executive Council certificates issued is given in Appendix A.\nAccidents are shown in Appendix B.\nIndustrial railways operating during the year are shown in Appendix C.\nA list of locomotive cranes in industrial plants inspected by the Department is shown\nin Appendix D.\nA summary of the mileage of all railways operating in the Province is shown in\nAppendix E. HH 26 BRITISH COLUMBIA\nAPPENDICES\nAPPENDIX A\nCertificates Issued under the Provisions of the \"Railway Act\"\nCertificate No.\nIndustrial certificate, Western Plywood (Cariboo) Ltd  319\nApproving location, Woodpecker sky-line of Western Plywood (Cariboo) Ltd. 867\nGranting Department of Highways permission to amend existing highway\ncrossing over B.C. Electric Railway tracks at Scott Road, Kennedy  868\nGranting application of Westcoast Transmission Co. Ltd. to construct a series\nof five pipe-line crossings under tracks of P.G.E. Railway  869\nGranting permission to B.C. Electric Railway Co. Ltd. to construct a spur\ntrack across Hunt Road, Municipality of Surrey  870\nApproving revised passenger tariff, Hollyburn Aerial Trams Ltd  871\nGranting Department of Highways permission to construct an underpass under\ntracks of P.G.E. Railway at Mile 386.3  872\nGranting Department of Highways permission to construct an underpass under\ntracks of P.G.E. Railway at Mile 362.8  873\nGranting application of Westcoast Transmission Co. Ltd. to construct a series\nof six pipe-line crossings under tracks of P.G.E. Railway  874\nApproving location of line of P.G.E. Railway from Prince George to Fort\nSt. John and Dawson Creek  875\nGranting B.C. Electric Railway Co. Ltd. permission to open for traffic extension to trackage between Ewen Avenue, New Westminster, and Annacis\nIsland  876\nGranting Department of Highways permission to construct a level crossing\nover tracks of P.G.E. Railway at Mile 6.7, Brackendale  877\nGranting Department of Highways permission to construct an underpass under\ntracks of P.G.E. Railway at Mile 57.1, Quesnel-Prince George section ... 878\nGranting Department of Highways permission to construct an underpass under\ntracks of P.G.E. Railway at Mile 62.1, Quesnel-Prince George section... 879\nGranting application of Westcoast Transmission Co. Ltd. to construct three\npipe-line crossings under P.G.E. Railway tracks, Peace River District  880\nGranting application of Evans, Coleman & Evans Ltd. to construct overhead\nconveyer over tracks of P.G.E. Railway, North Vancouver  881\nGranting B.C Electric Railway Co. Ltd. leave to construct a spur track across\nThirteenth Street, New Westminster  882\nAmending Rules and Regulations, Part I, Location, Construction, and Clearances, Rules 37, 38, 39, and 40, and Appendices G and I  883\nApproving freight-rate increase, B.C. Electric Railway Co. Ltd.  884\nApproving Revised Standard Freight Tariff No. 100a, D.R.B.C. 84a, of P.G.E.\nRailway Co.   885\nGranting application of Westcoast Transmission Co. Ltd. to construct three\ndouble pipe-line crossings under tracks of P.G.E. Railway, Peace River\nDistrict  886\nGranting application of Westcoast Transmission Co. Ltd. to construct a pipeline crossing under tracks of P.G.E. Railway, Peace River District  887\nApproving application of B.C. Electric Railway Co. Ltd. to extend its trackage\non Annacis Island  888\nApproving issue by B.C. Electric Railway Co. Ltd. of 4>4-per-cent general\nmortgage bonds, 1956 series  889\nGranting B.C. Electric Railway Co. Ltd. permission to construct spur tracks\nalong north side of new Robson Road, District of Surrey  890\nApproving Local Passenger Tariff No. 43, D.R.B.C. No. 9, of P.G.E. Railway\nCo  891\nApproving amendment to Uniform Code of Operating Rules  892\nGranting application of Pacific Petroleums Ltd. to construct spur track across\nAlaska Highway at approximately Mile 37.1, near Taylor  893\nGranting application of Alaska Pine & Cellulose Ltd. to construct railway-car\nferry slip and siding on its mill property at Port Alice  894\nApproving Rules and Regulations Governing Tramming Operations at Tadanac\nPlants of Consolidated Mining and Smelting Co. of Canada Ltd  895 RAILWAY DEPARTMENT,  1956\nHH 27\nAPPENDIX A\u2014Continued\nCertificates Issued under the Provisions of the \" Railway Act \"\u2022\u2014Continued\nCertificate No.\nGranting application of North-West Telephone Co. for approval of location of\nprojected aerial tramway up Dog Mountain, near Hope  896\nGranting application of Northern Studs Ltd. to construct an overhead blower-\npipe over tracks of P.G.E. Railway at Wright Station  897\nGranting application of B.C. Electric Railway Co. Ltd. to construct spur track\nto serve B.C. Crossarm Co. in Municipality of Surrey  898\nApproving revised Standard Freight Tariff No. 100a of P.G.E. Railway  899\nApproving revised Express Tariff of P.G.E. Railway  900\nGranting application of B.C. Electric Railway Co. Ltd. to rearrange existing\ntrackage on Columbia Street between Royal Avenue and Begbie Street,\nNew Westminster  901\nGranting B.C. Electric Railway Co. Ltd. permission to open for traffic an extension to trackage on Annacis Island..\n902\nApproving location of proposed new P.G.E. Railway station at Squamish  903\nCertificates Issued under the Provisions of the \"Industrial\nTransportation Act\"\nApproving special rules and regulations of the Kootenay Forest Products Ltd.\nfor control of traffic on its own company roads       2\nGranting application of Deeks Creek Logging Co. Ltd. to construct private\nlogging-road over P.G.E. Railway tracks at Mile 21.2       3\nApproving special rules and regulations of the Barzell Logging Co. Ltd. governing operation and traffic on its industrial roads at Theodosia Arms       4\nCertificates Issued under the Provisions of the \"Pipe-lines Act\"\nGranting Imperial Oil Ltd. permission to construct a pipe-line from loco to\nBurnaby       1\nGranting Imperial Oil Ltd. leave to open for operation a 6-inch pipe-line for\nthe purpose of transporting oil from refinery at loco to its Burnaby tank\nfarm       2\nGranting Inland Natural Gas Co. Ltd. permission to construct gas-transmission pipe-lines within the Province       3\nGranting Shell Oil Co. of Canada Ltd. permission to construct a pipe-line for\nthe transportation of its petroleum products from Shellburn Refinery to\nan offsite tank farm       5\nApproving application of Pacific Petroleums Ltd. to construct a pipe-line for\nthe transmission of natural gas in the vicinity of Fort St. John       6\nApproving application of Department of National Defence, Ottawa, for leave\nto construct a pipe-line for the transmission of jet and aviation fuel from\ngovernment wharf to R.C.A.F. station at Comox       7\nApproving application of Pacific Petroleums Ltd. to construct a pipe-line for\nthe transmission of natural gas in the South-east Fort St. John area       8 HH 28\nBRITISH COLUMBIA\nAPPENDIX B\nAccidents Reported, 1956\nOn Railway\nB.C. Electric Railway Co. Ltd.-\nPassengers \t\nEmployees\nKilled\nOther persons\nPacific Great Eastern Railway Co.\u2014\nPassengers \t\nEmployees\nOther persons\nIndustrial railways\u2014\nEmployees \t\nOther persons\nLocomotive cranes\u2014Employees\nAerial tramways (industrial)\t\nIndustrial roads (trucks)\t\nTotals\t\ni Reported.\nLevel Crossings\nInjured\n2\n7\n3\n3\n7\nli\n26\nUnprotected Crossings\nProtected Crossings\nKilled\nInjured\nNumber\nof\nAccidents\nKUled\nInjured\nNumber\nof\nAccidents\nUnder jurisdiction of the Provincial Government\u2014\n._.\n7\n5\n7\n11\n.._\nAfter sunset\t\n....\n12\n18\n....\n....\nUnder jurisdiction of the Board of Transport Commissioners foi\nCanada\u2014\n3\n1\n12\n19\n37\n34\n1\n3\n1\n1\n5\n4\n31\n71\n1\n4\n6\n4\n43\n89\n1\n4\n6 RAILWAY DEPARTMENT, 1956\nHH 29\n3\no\nH\nO r- 00 \\D V. O ,\nIs\n\u00ab-i o o\\\no \u00a9 \u00abs\nt- i> ri\nd d\n'rt rt\nS\u00a3\nOOOOOOOir.OO,Ox-.mO\nri i-i os tr^ d th d oo o' in tJ-' rA d l>\nro i-i rN  m cs\nO in O rn o \u00a9\n\\D o m oo r-< o\n^ in th tn en rn\ni  00  \u00a9  V)  TJ  O\n.; m o (N cn o\nh rn      o tn\nm\nO\nrU\no\nO    2\n3\n\u00a7\nPL,\n<\ni\n<\nPh\no\n'5\n\"3\ns\nni   rt\nC>\nsis\ne a g\ni- s o\n.? > a\n16.113\n3 S \u00a3 ,? -7 9 r?\n32\nEao5.3.S\nCCT_\nIQft^o.DWjSoDo.uK\no\n0>\noo\n.1\n\u00a7\n1-\nc\nr\nrt\nQi  *\u00ab\n\u00a3\n<L\nH .0.\n\u00a3 t\n3\no\n>\n<!_-\nC\n1\nE\nc\nI\ni\nl\n>*\n] 'rt   ?3\n0    5 >-)\n\"-1 rS 13\n.953\no\n!3^_\n!8|Sj\n1\n03   fc\u00bb   _.   fc.   hi  U,   ,\n\u2022___?QQQaQBOg2\ncduouuou>,^GC.^:ra_;\nZQ>>>D>h|Suuo,SS\nSg1\nJill*\n\"O ^ ~    - rt\n\u00ab ea g _. .9\nS-R.2S\"\n* p C .2 o\n11 1 F E\n6\nU\nJ s\n3 \u00b0\n_J '^    C3\n. 5  \u00ab\no t   c\nr)   O   .3\nm _> *5\n0   rt\no\u00a3 a\"\ntr. rt   c.\nugH\nrt m\n\"Z \"\n*3\nus\no 2\np\n*3\n- 35.\n?<   S3'\nT3 \u00abq\n3 2\n1-1 Q\n\u00abfiS     6\n2  Sl-d\na\nz\n-a -d\n33.\nH3  gfl\nn.5 3 -s\nrt _\u2022 rs t! *. r\no TJ\n3,3\nO \"O r\nS g\nO \"\u00b0~~\n< ft\nrt .*\n- -Bin\n: \u201e * ih\ni-\u00bbS\n3 o  Eo \u00a7\na  rt M ^\nX   a.\nJ2   \"\ng ft fe ^ =0  o  !J\nJ  rt  o 3\n50s\n- - jU 3\n\"O T3 M ^h -O\nS 8 A S S\n\u25a0%\u2022% s^ \u00a3\nS S \u25ba\"! d S\nSS o SS\nCS M CO -S Jo\nSSSo\u00a3\n> .s\n1 cS rn ri- m vo t-\nosaO'-iMi\na3 B\nw _S_\n11\nrt \u25a0\u2022. xl\n-33\nL HH 30\nBRITISH COLUMBIA\na\no\n|\n1\na\nt_\n\u25a0a\n<\na)\n3\n5j\n-J\nc\n.a\ns\ne\ntt.\n0\no\nO\n1\n1\ne_\n4\nu\n<\nX\n\u00a7\n^5\nB\n^3\n5\nCO\n(^\nz\n0\n5J\nw\nz\nC\n<\n*-\u00bb\nOh\nGG\n6a\n3\n<\n\u25a0<\n<\nSt\no\nH\n>3\n\u25a0a w\n\u25a033 u\n5 5\nSB\n0\nSO\nO\ng\n>sC\n\u00a9\n\u00ab*\n\u00a9\no*\n<t\nr-\nCC\n\u201e\nin\nm\nSO\n\u00a9\nl>\ni>\nr-\nen\n,-.\nrH\nrt\nen\nen\nm\n\u00ab\no\ntH\ncs\ntn\n\"^\n00\n00\no>\nTT\nTl-\nA4\nui\nll\na*\nJ J3\n\u25a03 S\noj\nB g\nrt   rt\n\u25a0n   .   .   .\n0\n\u2022u\nTJ\n- -J\nca  rt\n*u -a\nrt a\na a\nrt  cd\nUU\nH-l  4h\nO\no\n\u2022a    :\nIs.\na   o *i\n% u*\no U\nU oo\nto\n\u00bb \u00a3\n\u00a3  rt\n00 M\na a\ns a \u25a0\nWW    3\n-?\u00a7\" |\n2 5 \u00ab\nSI |\n\u25a0\u00b0 'H   o\ns a h\n> .s\n33 \"33    m\n1\n00\ntH\no\n<u\n0\nu\nu\nc\nfin\nO\nJ3\nw\n1\n\u25a0\u201e\n\u00ab\n3\ni\ncr\nof  H\nCO\nv   3\n,-   4\n>\u00bb a\nfc.5\nEs\n6\ng c\nC\n3.5\njt\nin\na tn\nGO Q.\n>\nUU      UU\n5\nco\nu\n3\u00bb J I\nrt    rt\n&   3 I\n'rt\nu\nm\nE\u00bb     g RAILWAY DEPARTMENT,  1956\nHH 31\nAPPENDIX D\nList of Cranes and Other Auxiliary Motive Power in Industrial Plants\nInspected by the Railway Department\nAlaska Pine & Cellulose Ltd...\nAlberta Lumber Co. Ltd\t\n Crane No. D.R. 304.\n Crane No. 42998 B.C.\n Crane No. 11905 B.C.\nCrane No. D.R. 302.\nArrowhead Wood Preservers Ltd Crane No. D.R. 293.\nCrane No. D.R. 322.\nAnderson Bros. Lumber Co. Ltd..\nAssociated Foundry Ltd.\nBaxter, J. H, & Co. Ltd..\nB.C. Cement Co. Ltd\t\nB.C. Forest Products Ltd. (Sawmill).\nBurrard Dry Dock Co. Ltd\t\nCanadian Industries Ltd.\t\nCapital Iron & Metals Ltd.\nColumbia Cellulose Co. Ltd\t\nConsolidated Mining & Smelting Co. of Canada Ltd.\u2014\nKimberley\t\nTrail\t\nDobson Bros.\t\nCrane No. 22633 B.C.\n..Crane No. D.R. 305.\n.Gas Crane No. 1.\n.Crane No. 21439 B.C.\n.Crane No. D.R. 320.\n.Crane No. 50514 B.C.\nCrane No. D.R. 292.\nGas Locomotive Crane No. 4.\n.Whitcomb Locomotive No. 8.\n.Crane No. D.R. 295.\nCrane No. 44386 B.C.\n..Diesel-electric Locomotive No. 1.\nElectric Locomotives 1, 2, 3.\n12 narrow-gauge electric locomotives.\nCrane No. D.R. 289.\nCrane No. 44129 B.C.\nCrane No. 44317 B.C.\nCrane No. D.R. 347.\nCrane No. 44013 B.C.\nGas Locomotive No. 1.\nCrane No. 22582 B.C.\nPortable Boiler D.R. No. 314.\nCrane No. 40049 B.C.\nCrane No. 44315 B.C.\nCrane No. 41298 B.C.\nCrane No. 12430 B.C.\nCrane No. 12370 B.C.\nCrane No. D.R. 343.\nCrane No. D.R. 321.\nCrane No. 44666 B.C.\nGas Internal-combustion Locomotive No. 50.\nDiesel-electric Locomotive No. 1.\nCrane No. 43505 B.C.\nI.C. Locomotive Crane No. 1.\nCrane No. 21526 B.C.\nCrane No. 21089 B.C.\nCrane No. 22632 B.C.\nCrane No. 43807 B.C.\nCrane No. D.R. 288.\nCrane No. 12368 B.C.\nCrane No. D.R. 316.\nCrane No. D.R. 342.\nVictoria Machinery Depot Ltd Crane No. D.R. 291.\nWestern Bridge & Steel Fabricators Ltd Crane No. D.R. 355.\nCrane No. D.R. 309.\nWestern Plywoods Ltd Diesel Crane No. 142.\nYarrows Limited Electric dock crane.\nDominion Bridge Co. Ltd..\nEsquimalt Dry Dock\t\nHillcrest Lumber Co. Ltd. (Sawmill).\nKing, M. B., Lumber Co. Ltd\t\nLions Gate Lumber Co. Ltd\t\nLumby Timber Co. Ltd\t\nMayo Lumber Co. Ltd\t\nMacMillan & Bloedel Ltd. (Sawmill).\nNorthern Construction Co. Ltd.\nNorthern Forest Products\t\nOsborn Bay Wharf Co. Ltd\t\nSigalet & Co. Ltd\t\nSooke Lake Lumber Co. Ltd\t\nTimber Preservers Ltd\t\nTimberland Lumber Co. Ltd\t\nVancouver Steel Co. Ltd\t HH 32\nBRITISH COLUMBIA\nAPPENDIX E\nMileage of All Railways Operating in the Province\nMainland\nIsland\nTotal\nMain\nLine\nSidings\nMain\nLine\nSidings\nMain\nLine\nSidings\nUnder the jurisdiction of the Board of Transport Commissioners for Canada\u2014\n1,857.92\n1,342.14\n123.20\n26.25\n537.76\n387.93\n39.44\n25.57\n200.24\n90.17\n52.26\n24.38\n2,058.16\n1,432.31\n123.20\n26.25\n590.02\n412.31\n39.44\n25.57\nTotals _  \t\n3,349.51\n990.70\n290.41\n76.64\n3,639.92\n1,067.34\nUnder the jurisdiction of the Provincial Government\u2014\n468.00\n75.90\n11.47\n41.15\n77.60\n21.94\n18.26\n33.01\n468.00\n75.90\n229.33\n49.40\n77.60\n217.86\n8.25\n21.94\nIndustrial railways\u2014\nStandard gauge _\t\nNarrow gauge\u2014  \t\n68.16\n1.75\n86.42\n34.76\nTotals _\t\n596.52\n150.81\n226.11\n69.91\n822.63\n220.72\n3,946.03\n1,141.51\n516.52\n146.55\n4,462.55\n1,288.06\nTotal mileage of all railways in British Columbia, 5,750.61.\nVICTORIA, B.C.\nPrinted by Don McDiarmid, Printer to the Queen's Most Excellent Majesty\n1957\n260-457-7401  ","attrs":{"lang":"en","ns":"http:\/\/www.w3.org\/2009\/08\/skos-reference\/skos.html#note","classmap":"oc:AnnotationContainer"},"iri":"http:\/\/www.w3.org\/2009\/08\/skos-reference\/skos.html#note","explain":"Simple Knowledge Organisation System; Notes are used to provide information relating to SKOS concepts. 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