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Legislative Assembly","@language":"en"}],"DateAvailable":[{"@value":"2018-11-06","@language":"en"}],"DateIssued":[{"@value":"1972","@language":"en"}],"DigitalResourceOriginalRecord":[{"@value":"https:\/\/open.library.ubc.ca\/collections\/bcsessional\/items\/1.0373857\/source.json","@language":"en"}],"FileFormat":[{"@value":"application\/pdf","@language":"en"}],"FullText":[{"@value":" PROVINCE OF BRITISH COLUMBIA\nDEPARTMENT OF COMMERCIAL TRANSPORT\nHon. F. X. Richter, Minister F. A. MacLean, P.Eng., Deputy Minister\nREPORT OF THE\nDepartment of\nCommercial Transport\ncontaining reports on\nCOMMERCIAL VEHICLES, ENGINEERING, RAILWAYS,\nAERIAL TRAMWAYS, PIPE-LINES, AND\nINDUSTRIAL TRANSPORTATION\nYEAR ENDED DECEMBER 31\n1971\nPrinted by K. M. MacDonald, Printer to the Queen's Most Excellent Majesty\nin right of the Province of British Columbia.\n1972\n Victoria, British Columbia, February 14, 1972.\nTo Colonel the Honourable John R. Nicholson, P.C, O.B.E., Q.C., LL.D.,\nLieutenant-Governor of the Province of British Columbia.\nMay it please Your Honour:\nThe undersigned respectfully submits the Annual Report of the Department of\nCommercial Transport for the year ended December 31, 1971.\nF. X. RICHTER\nMinister of Commercial Transport\n Victoria, British Columbia, February 11, 1972.\nThe Honourable F. X. Richter,\nMinister of Commercial Transport.\nSir: I have the honour to submit the Annual Report of the Department of\nCommercial Transport for the year ended December 31, 1971.\nF. A. MacLean, P.Eng.\nDeputy Minister of Commercial Transport\n F. A. MacLean, P.Eng., Deputy Minister of Commercial Transport.\n Report of the\nDepartment of Commercial Transport\nF. A. MacLean, P.Eng., Deputy Minister\nI have the honour to submit the Annual Report of the Department of Commercial Transport for the year ended December 31, 1971.\nEarly in the year, both the Deputy Minister A. J. Bowering, P.Eng., and the\nChief Engineer R. E. Swanson, P.Eng., retired after a combined total of more than\n66 years of service to the Province of British Columbia. During the subsequent\nperiod of adjustments, a considerable load was placed on various members of the\nstaff and their efforts during this period are acknowledged.\nThe number of commercial motor-vehicle registrations continued to increase in\n1971, with returns indicating a growth of approximately 10 per cent. In co-operation with the Department of Highways, new weight regulations were developed for\ncommercial vehicles and these came into effect on July 1, 1971. Operation under\nthe new regulations during the balance of the year did not reveal any anomalies or\nomissions and showed the system to be simple and effective. Details of the new regulations are outlined in the report of the Weigh Scale Branch. As of November 24,\n1971, a total of 1,583 commercial vehicles had licensed for gross loads in excess of\nthe previous limit of 76,000 pounds. Only 37 of these were licensed in excess of\n86,000 pounds and 13 in excess of 90,000 pounds. This would indicate that the\nhigher weights will generally be carried by new equipment specificially designed for\na particular haul. With growing traffic volumes throughout the Province, the ever\nincreasing number of requests for the movement of oversize loads is causing much\nconcern with all requests being carefully examined and controlled or refused as\nsafety requirements indicate.\nDuring the year, breaks in two small oil pipe-lines in the Peace River area indicated the potential hazards of such failures and the Department is working with the\nDepartment of Mines and Petroleum Resources and the industry to formalize preventive and clean-up measures.\nOther Departmental activities relative to industrial transportation, pipe-lines,\nrailways, and aerial tramways continued on a normal basis as outlined in the following reports.\n FF 8\nBRITISH COLUMBIA\nH\n<\nX\nu\nz\no\nH\n<\nN\nSB\n<\no\no\nf-\nB.\no\nW\nz\n<\nsl\no g\nu 3\no\na. a\nas 5\nLU\n5\ns\nH\nB.\no\no.\n\u00ab\nZ\n<\nPS\nP\nH\n<\nO\ntu\nS\ns\no\nu\nP.\no\ntU\nH\nw\nZ\ni\na\ne.\ntu\nQ\nci?\na. \u00ab\n\u00a7S\nI-\nfi\n\u25a0^ mC'\n^o =\nC\u2014 0\nU U if.\n\u20acf 8\nU i '-.\n= 2J\nCO o\nttoB\nOJ w\nQ\nO tx-rj\nw -J \u2014\nc W fl\ntu >x\n\u2022|2<\ntu 0\n\u00a7Sb:\n0\nz\nV.:\nz\ncu\ny\nU\na\nc\n0\n 4)\n\u00abSS'd\ncag\ne2^\nt! o .\nZ \u00a9\no\n.\u00a7\u2022\u00a3>;\nca\nii\nt- t- L?\na\nOJ U c\n,.5 Shr1\ntn\n2\"\u00abpS\nM\n\"S\nD5\n\u00a3 \u2022>\n2Zm\nq730\n^ c .\n2\u00ab\nB0W\nw\na.\n\\-\nll\no\n0\n-^\n\n DEPARTMENT OF COMMERCIAL TRANSPORT, 1971 FF 9\nCOMMERCIAL VEHICLE BRANCH\nF. J. Regan, Director of Operations\nThe year under review was marked by a significant change in the weight\nregulations as they apply to axle, axle group, and gross vehicle weights.\nIn the fall of 1970, the Honourable Minister of Commercial Transport and the\nHonourable Minister of Highways authorized this Department, in conjunction with\nthe Department of Highways, to undertake a study of the existing weight regulations.\nThe purpose of this study was two-fold: To review the criteria on which the\nregulations were based and to re-evaluate it in the light of the existing highways and\nstructures in the Province; and to ensure, as far as possible, that maximum use of\nthese facilities was being achieved not only from the point of view of the trucking\nindustry but of the general public. It was recognized that the overwhelming dependence of the general public on an efficient and economical road transport system depends on obtaining the maximum use of the facilities that are provided.\nAccordingly, the general highway and structure inventory was evaluated against\nthe existing regulations and it was concluded that single axle weights could be increased to 20,000 pounds from 18,000 pounds; that the concept of wheelbase as a\nlimiting factor in gross vehicle weight could be abandoned; and that the control of\nthe spacing of two or more adjacent axles was of most importance.\nA study of this latter factor revealed that it was desirable that all axles falling\nwithin 28 feet should be limited by a schedule of allowable weight. An allowance\nof 1,000 pounds per foot of axle spacing was found to meet the need.\nTherefore, a schedule of allowable weights was developed on the basis of\n20,000 pounds on a single axle and 35,000 pounds on two axles spaced 4 feet apart.\n(All axles less than 42 inches are considered single axles.) This allowable weight\nincreases at 1,000 pounds per foot until a maximum of 59,000 pounds is reached\nat 28 feet. All axles within the space of 4 feet to 28 feet are governed by the schedule and the 20,000 pounds limit on one axle.\nThe weight regulations do not limit wheelbase, which is controlled by the allowable length of the vehicle or combination of vehicles. These dimensions were\nnot changed, nor was the unit weight limit on tires.\nA maximum gross weight of 110,000 pounds was set. This was done to afford\nadequate protection to the bridges. There are many older structures in the Province that are rated below this standard and they are being individually \"posted\" to\nshow the maximum gross weight and maximum axle load allowed. The industry\nas a whole is well aware of these limits and has taken care in the design of new\nequipment to take these factors into account.\nWhat the new regulations did was to provide an immediate increase to 82,000\npounds from 76,000 pounds for the conventional five-axle combination. This represents an approximate 15-per-cent increase in payload which is equivalent to a\nsubstantial rate increase. The benefit is being passed on to the public by the industry, not through lower rates but by curtailment of rate increases.\nConcurrent with the new weight regulations, provision was made for the operation of 45-foot semi-trailers on all highways, provided they meet the same tracking\ncharacteristics that are found in 40-foot units.\nAll vehicles of 12,000 pounds or less were exempted from the requirements\nto display their gross vehicle weight or to call at weigh-scale stations. These exemptions were made as it was found that this class of vehicle was seldom overloaded\nand their presence at the scale-site constituted an additional traffic hazard at many\nof the busier scales where traffic volumes are high. It was recognized that the\ngeneral public was being unduly inconvenienced by the existing regulations.\n FF 10 BRITISH COLUMBIA\nIn view of the increased weight allowed by the new laws, it was thought desirable to include in the regulations provisions that would prohibit the proliferation\nof vehicle combinations with inadequate horsepower and tractive effort and to reduce these problems on existing equipment over a period of time. Accordingly,\nregulations were made to prohibit operators taking advantage of the new regulations\nby increasing their gross weight unless their power units were equipped with engines\ncapable of producing one gross horsepower for every 300 pounds of gross weight\nand by 1975 all vehicles with a gross vehicle weight in excess of 59,000 pounds will\nbe obliged to meet these requirements.\nAlso, any vehicle having one driving axle was prohibited from taking full advantage of the new allowable weights and by 1975 will be restricted to gross weights\nof less than 60,000 pounds.\nThe last two regulations are the first to be applied in this manner by any jurisdiction in North America and they were promulgated with a view to discouraging\nundesirable types of equipment and to provide performance standards and guidelines to industry, as well as to protect the interests of the general public.\nClauses were included in the regulations that would preclude the industry from\ndeveloping other equipment that is considered to be unsatisfactory either from a\nhighway-damage factor or from a safety factor. There is a specific provision in the\nregulations that prohibits two axles being spaced more than 5 feet 5 inches apart\nunless one is a steering axle or articulates in the manner of a steering axle to prevent any lateral movement between the road surface and the tires while the vehicle\nis turning. In a similar manner, three fixed axles on any one vehicle are prohibited.\nThese last provisions are also a first in North America and should prevent costly\nexperimentation with designs that have proved to be unsatisfactory in other jurisdictions.\nDuring the year 1971, the Weigh Scale Branch expanded in relation to scale\nsites, equipment, personnel, and portable patrols. Two new buildings were completed by the Department of Public Works, one at Golden which was a relocation of\nsite brought on by highway route changes and improvements. The new scale is\nlocated approximately 1,000 feet west of the junction of Highway 95 and Highway\n1. It is a completely modern building with adequate parking and servicing facilities\nand is a vast improvement over the old site which was adequate while traffic volumes\nwere low but with increased volumes, particularly of mobile homes, the parking and\napproach facilities became overcrowded and to a degree hazardous.\nA new scale-site on Highway 1, west of Kamloops, was built to provide a\nfacility that would have a dual purpose, that is, the normal, weight, size, and licence\ncheck would be made by our personnel. In addition, a truck inspection pit was\nbuilt on the site which will enable the Royal Canadian Mounted Police to carry out\nnormal mechanical inspection of trucks, i.e., steering, brakes, and exhaust systems.\nAlso, it will allow the individual truck driver to inspect his vehicle and make any\nnecessary brake adjustments.\nTwo new sets of portable scales have been purchased. One set will be located\nin the Lower Mainland and the other at Terrace. Personnel have been appointed\nand we are awaiting the delivery of transport. These additional patrols will serve a\ngrowing need at both locations, and it is felt that by the random method of checking adequate controls can be maintained which will ensure the protection of the public investment in highways and bridges. The additional patrol will tend to stabilize\nindustry in their business practices with regard to contract bidding; in other words,\nit will provide the legitimate operator with more protection from the unscrupulous\noperator.\n DEPARTMENT OF COMMERCIAL TRANSPORT, 1971\nFF 11\nOn luly 1, 1971, concurrent with the new weight regulations, an increased\nscale of overload penalties was introduced. They vary from a minimum of $50 for\nan overload of less than 2,000 pounds to a maximum of $50 plus an additional $6\nper hundredweight for an overload of between 30,000 pounds and 40,000 pounds.\nThe purpose of setting these more severe penalties was to discourage the practice of\n\"taking a chance,\" relying on the fact that the previous small fine would from a\ndollars and cents point of view justify the movement without permit. In a similar\nmanner it was meant to discourage the practice of obtaining a contract by bidding\non a project and calculating the costs and profits on the basis of carrying overloads.\nIf these objectives are carried out, the legitimate segment of the industry (which\nis by far the larger) will be afforded more protection and encouraged to set their\ncosts on the basis of a legal load.\nThe upward trend in the number of permits issued, that has been apparent in\nrecent years, continued during 1971. The movement of loads in excess of 100,000\npounds continues to increase; this is a reflection of the state of industrial activity in\nthe Province. New technology has in fact produced the need for larger components\nthat in many cases must be manufactured under controlled conditions. There is\na serious concern within the Branch over this trend, and most manufacturing industries in the Province and as far east as Ontario have been, as far as possible, made\naware of the limits it has been necessary to impose on oversize and overweight loads\nand of the fact that the industry must show justification for the move on public\nhighways. That is, they must show that no other means of transportation is available, that it is not possible to reduce the size or weight and that there is some public\ninterest involved. Even when these factors are met, it is sometimes necessary to\nrefuse applications due to the physical limits of the route or the danger to the\ntravelling public.\nMention should be made of the excellent co-operation the Branch has received\nfrom other Government departments, particularly from the Departments of Highways, Public Works, and the Attorney-General, and from the Royal Canadian\nMounted Police. Their ready assistance and goodwill have assisted the Branch in\ncarrying out the duties and responsibilities imposed under the various Statutes.\nPERMIT ISSUING OFFICES\nCache Creek\nChetwynd\nDawson Creek\nDeas Island North\nDeas Island South\nDuncan\nFernie\nFort Nelson\nFort St. John\nGolden\nHunter Creek\nKaleden\nKamloops North\nWeigh-scales\nKamloops South\nKinnaird\nMidway\nPacific\nParksville\nPattullo Bridge\nPort Mann East\nPort Mann West\nPrince George North\nPrince George South\nQuesnel\nRossland\nRuskin\nRutland\nSaanich\nSicamous\nTerrace\nTete Jaune Cache\nTupper Creek\nVanderhoof\nVernon\nVictoria (Term Permits)\nWilliams Lake\nYahk\n FF 12\nKamloops\nKootenay\nLower Mainland\nBRITISH COLUMBIA\nPortable Patrols\nNelson\nOkanagan\nPeace River\nPrince George\nVictoria\nDepartment of Finance Government Agents\nAlberni\nAshcroft\nAtlin\nBurns Lake\nClinton\nCourtenay\nCranbrook\nCreston\nDuncan\nFernie\nFort Nelson\nFort St. John\nGolden\nGrand Forks\nGanges\nInvermere\nKamloops\nKaslo\nKelowna\nKitimat\nLillooet\nMerritt\nNanaimo\nNelson\nNew Westminster\nOliver\nPenticton\nPouce Coupe\nPowell River\nPrince George\nPrince Rupert\nPrinceton\nQuesnel\nRevelstoke\nRossland\nSalmon Arm\nSmithers\nTerrace\nVancouver\nVanderhoof\nVernon\nWilliams Lake\nMOTOR-VEHICLE BRANCH OFFICES\nAbbotsford\nBella Coola\nCampbell River\nCasdegar\nChilliwack\nCloverdale\nDawson Creek\nGibsons\nKamloops\nMasset\nMission\nNakusp\nNew Denver\nNew Westminster\nNorth Vancouver\nPemberton\nPort Hardy\nQueen Charlotte City\nSechelt\nSlocan\nSquamish\nStewart\nTrail\nValemount\nVancouver (Main)\nVancouver (East)\nVancouver (Point Grey)\nVictoria\nMiscellaneous\nDirector of Operations, Department of Commercial Transport, Victoria.\nEngineering Branch, Department of Commercial Transport, Vancouver.\nComparison of Gross Revenue Collections From Commercial Licence and Permit\nFees for Five-year Period 1966\/67 to 1970\/71, Inclusive\nSource\n1966\/67\n1967\/68\n1968\/69\n1969\/70\n1970\/71\nCommercial licences _ \t\nNonresident permits\t\n1 1\n$11,281,095 | $11,732,631 [ $13,010,278\n459,048 [ 444,302 1 565,877\n97,934 1 100,278 | 114,782\n99,604 | 102,337 j 113,642\n706,213 | 785,690 840,305\n$14,639,288\n715,407\n122,556\n134,918\n889,623\n$15,042,110\n750,475\n129,418\nTemporary operation permits\nOversize and overweight permits\n137,777\n964,990\nTotals\t\n$12,643,894 | $13,165,238 1 $14,644,884 | $16,501,792\n1 1 1\n$17,024,770\n DEPARTMENT OF COMMERCIAL TRANSPORT, 1971\nFF 13\nSummary of Commercial-vehicle Licences and Permits Issued\nfor Five-year Period 1966\/67 to 1970\/71, Inclusive\nSource\n1966\/67 1967\/68 1968\/69 1969\/70 1970\/71\nCommercial motor-vehicle licences\nNonresident commercial permits....\nCommercial-trailer licences\t\nTemporary operation permits\t\nOversize and overweight permits\t\n165,703\n17,085\n19,057\n38,179\n36,101\n175,358\n16,142\n20,929\n39,137\n44,777\n194,332\n18,839\n21,188\n42,814\n46,768\n215,670\n23,684\n22,176\n49,974\n51,218\n222,921\n25,810\n23,586\n53,904\n55,665\nComparison Between Oversize Permit Revenue and Overweight Permit Revenue\nfor the 10-year Period 1961\/62 to 1970\/71, Inclusive\nYear\nOversize\nOverweight\n1961\/62. \t\n$131,902\n151,544\n161,760\n184,359\n215,028\n245,077\n272,350\n273,549\n305,525\n321,658\n$167,805\n1962\/63... - \t\n178,510\n1963\/64\t\n202,629\n1964\/65\n231,941\n1965\/66 \t\n256,813\n1966\/67..\t\n306,703\n1967\/68 \t\n325,330\n1968\/69 \t\n333,175\n1969\/70 \t\n319,996\n1970\/71\n372,820\nRevenue From Gasoline and Motive-fuel Use Taxes\nfor Passenger and Commercial Vehicles\nFiscal Year Amount\n1957\/58 $24,500,000\n1958\/59 26,100,000\n1959\/60 28,582,000\n1960\/61 30,093,000\n1961\/62 39,262,000\n1962\/63 43,129,000\n1963\/64 46,420,000\nFiscal Year Amount\n1964\/65 $50,865,000\n1965\/66 56,441,000\n1966\/67 61,388,000\n1967\/68 65,548,000\n1968\/69 69,414,000\n1969\/70 76,115,000\n1970\/71 80,779,000\nNote\u2014The above information on revenue from gasoline and motive-fuel taxes\nhas been combined, as separate returns for commercial vehicles are not available.\n FF 14 BRITISH COLUMBIA\nENGINEERING BRANCH\n(Railways, Aerial Tramways, Pipe-lines, and Industrial\nTransportation)\nA. W. Turnbull, P.Eng., Chief Inspecting Engineer\nInspectors: J. F. Kirkland, J. Dyck, E. A. Smith, D. F. Burges, E. V. Crowder.\nThe many facets of the Engineering Branch as defined in the numerous Acts\nand Regulations have throughout 1971 presented the usual variety and challenge\ninherent in the rapid growth and advancement of all modern industries. The reports in the following pages covering individual sections of the above industries\nserve only as brief outlines wherein the most outstanding features, however, continue to be those of rapid growth and modernization in all branches.\nProvincial railway extensions amounting to more than 250 miles of mainline\ntrack together with outstanding improvements in road bed, shop facilities, the\nprocurement of additional motive power and rolling stock, and the continuing increase in carloadings have made 1971 one of the most outstanding years in our\nrailway history.\nThe same trends are noted also in the sections covering pipe-lines, aerial tramways, and industrial transportation. In all cases, the increased engineering and\ninspection demands have culminated in a most demanding work schedule. Excellent\nco-operation from most industries has, however, as in past years, been very gratifying\nand the prevailing high standards maintained by these industries have to a degree\nalleviated the heavy work load borne by our inspectors.\nA fair percentage of our inspection work has in the past dealt with maintenance\nand replacement problems of railway and industrial road equipment, whereas pipelines and aerial tramways have until recently, due to their short history, required\nminimum attention to such problems. The problems on pipe-lines and tramways\nattributed to normal deterioration and, in rare cases, to inadequate maintenance are\nincreasing with much more attention required by the inspection staff. Procedures\nhave been readily established to cope with most of these problems but extensive\ninvestigation must be considered in some areas. In all cases, such procedures must\nbe established at an early date and designed to provide for the full expectant life of\nmaterials or components involved.\nEarly in 1971, the announcement of new drivers-licence classifications by the\nMotor-vehicle Branch indicating a need for \"certificates of competency\" for operators of highway vehicles equipped with air brakes initiated a rush of applications\nfor industrial road \"air tickets\" from highway drivers. Our inspection staff worked\nin close co-operation with the staff of the Motor-vehicle Branch to develop programmes and to train instructors to meet the new requirements.\nRAILWAYS\nPacific Great Eastern Railway Company\nThe year 1971 was a very good year for the Pacific Great Eastern Railway\nwith the completion of new trackage to Fort Nelson and work proceeding on the\nnew Deas Lake extension. Record traffic movement due to increases of copper\nconcentrates, lumber, wood chips, manufactured products, petroleum products, and\npiggyback service has pushed their gross tonnage to a new record high. During the\nyear, industrial expansion has continued at a fast growing pace with the railway\ngiving service where needed.\n DEPARTMENT OF COMMERCIAL TRANSPORT, 1971\nFF 15\nIn accordance with established procedures, inspections were carried out over\nthe entire year covering trackage, rolling stock, and motive power.\nYards\nNorth Vancouver yard and facilities were inspected with main line, passing\ntracks, spurs, and leads to shops found in good condition. Due to Squamish municipal weed control controversy, growth along right-of-way has to be slashed by section\ncrews. This is being done in such a manner that no hazard exists to train and engine\ncrews working in this locality.\nFort Nelson yard was inspected during the construction period and was found\nto be well laid out with rail service planned for the various industrial-sites in this\narea.\nThe new industrial park under construction at Fort St. James should be of\ngreat benefit to rail shippers of this fast-growing area of Northern British Columbia.\nPrince George yard was inspected and found in good condition. Several new\ntracks have been added in the industrial park to service a continuous growth in this\narea.\nWilliams Lake yard was inspected and found in good condition, and aside\nfrom some cleaning up to be done around industrial-sites this yard has shown\nimprovements over the past years.\nQuesnel yard was inspected and found in good condition. Several passing and\nstorage tracks are being built to accommodate the increase in traffic expected with\nthe opening of Cariboo Pulp & Paper.\nYard and facilities were inspected at Prince George Pulp, Intercontinental\nPulp, and Northwood Pulp. They were all in good condition and well maintained.\nMain lines were protected by de-rail which were in closed position and locked\nwhen not in use.\nWork continues on the Fort St. James to Dease Lake extension, a distance of\n420 miles. Track laying was completed for a distance of 70 miles. Clearing was\ncompleted for an additional 109 miles and grading for 60 miles. General road\nimprovement continued through the year with the laying of 173 miles of heavier\nrail and the replacement of approximately 200,000 ties. This includes:\nRail renewal 70 pound and 85-100 pound. 23 miles Mackenzie Industrial Road\nRail renewal 85-100 pound.....\nRail renewal 100-115 pound...\nRail into extensions 85 pound.\n 103 miles (Mile 504 to 607)\n 26 miles (Mile 164 to 190)\n 49 miles (Mile 8 to 57 Takla\nExtension)\n114 miles Fort Nelson Extension\nFive new automatic crossing signals were installed at Mile 3.97, Mile 84.8,\nMile 92.1, Mile 94.7, and Mile 974.8. Construction is nearly completed and all\nshould be activated in early 1972.\nNinety-five new crossings were installed of which 21 are public crossings,\n55 are farm crossings and 19 are access crossings.\nNine crossings were removed of which one was a public crossing and the\nremaining eight were temporary or access crossings.\nThe storage of inflammable liquids (oil-tanks, etc.) adjacent to the railways\nwas inspected and approved during the year. These installations are owned and\noperated by the oil companies but are served by the railway.\n FF 16 BRITISH COLUMBIA\nCommunications were inspected from time to time throughout the year.\nDuring the year, the central traffic control system which previously controlled the\nBritish Columbia Harbours Board Railway has been extended to include the section\nof the British Columbia Hydro and Power Authority Railway over which the British\nColumbia Harbours Board Railway train operates. This section of the British\nColumbia Hydro and Power Authority railway is between Mile 21.83 and Mile\n14.35 of the Company's Fraser Valley subdivision.\nThe British Columbia Harbours Board trains are now dispatched from the\ncentral traffic control centre of the Pacific Great Eastern Railway in North Vancouver over the British Columbia Harbours Board Railway and the above section\nof the British Columbia Hydro and Power Authority Railway.\nStation facilities were inspected at different points. Housekeeping was in\norder and washroom facilities are being properly maintained.\nShops\nShop facilities were inspected and it was found that all are being used to near\ncapacity. Through the year, 18 diesel-electric locomotives were on lease. All of\nthese units will be returned before the end of the year, when seven new 3,000-horse-\npower engines are expected. Three remote-control cars housing locotrol equipment\nare expected in service late this year or early in 1972. Two yard switchers (1,600\nhorsepower) obtained from another railway were added to the fleet bringing their\nmotive power to four (1,000 horsepower), 27 (1,600 horsepower), 29 (1,800\nhorsepower), 16 (3,000 horsepower) or a total of 76 diesel-electric locomotives.\nCar-repair shops throughout the system were kept busy keeping the rolling-\nstock in good repair. The main shop at Squamish built five new run-through\ncabooses to add to their ever growing fleet. Also added were 700 boxcars, 300\nbulk-head flatcars, 50 piggyback highway-trailer flatcars and 50 all-steel gondolas.\nAccidents\nDuring the year the Pacific Great Eastern Railway had three fatal accidents\nwhich were investigated by this Department in co-operation with the Pacific Great\nEastern Railway's Department of Safety and Security. These investigations indicated that individual carelessness and disregard of good safety practices were\nprime factors in these fatalities. The Pacific Great Eastern Railway's Department\nof Safety and Security have safety training programmes for all employees and are\nconstantly finding ways and means to improve operational and employee safety.\nDerailments are still a problem of railways but with the laying of heavier steel,\nbetter crushed rock ballast and updated track maintenance, these derailments should\ndecrease in the years to come.\nConclusion\nIt can be reported that the Pacific Great Eastern Railway is being properly\nmaintained and operated, serving the public in a safe and proper manner.\n DEPARTMENT OF COMMERCIAL TRANSPORT, 1971\nFF 17\nNew Pacific Great Eastern Railway 3,000-horsepower locomotive.\nBritish Columbia Harbours Board Railway\nAll sections of this railway are being well maintained and periodic inspections\nare being undertaken by our Inspecting Engineers.\nAutomatic crossing signals were installed, inspected, and placed in operation at\nthe following public road crossings:\nMile\nCoast Meridian Road 1.58\nBenson Road 14.23\nGoudy Road 16.57\nG. B. Main Road 19.46\nThe grade level detour crossing at Highway 17 at Mile 17.07 was eliminated\nand replaced by a highway overpass.\nOn Highway 99, work continues on the approach fills for an overpass to replace\nthe temporary signal installation.\nBritish Columbia Hydro and Power Authority Railway\nOn November 1, 1971, an inspection was made of the rail facilities owned and\noperated by the above authority in the Fraser Valley and New Westminster districts.\nIn company with Mr. Fred Friedel, Divisional Engineer, and Mr. W. Alcock,\nGeneral Roadmaster, a trip was made by rail car between New Westminster and\nChilliwack and buildings, bridges, yards, sidings, and main-line trackage were\ninspected.\n2\n FF la\nBRITISH COLUMBIA\n\u00ab,\nA\nNew British Columbia Hydro and Power Authority 2,000-horsepower locomotive.\nOut of a total of 15 automatic signal crossings on the Fraser Valley line, six\nwere installed in the last year. All were tested and found to be in good working\norder and roundels properly focused.\nAll bridges and trestles were inspected and found to be in good condition. The\ntrack-maintenance programme continues to be held at a high standard. During the\npast year, a total of 9,000 treated track ties were changed, 15,000 yards of ballast\nplaced and 2 miles of 85-pound rail relaid with 115-pound rail. In addition, two\nnew industrial leads and nine private sidings were constructed. Approximately 7.5\nmiles of track on the Fraser Valley line over which coal trains operate to the Roberts\nBank port are protected by centralized traffic control (C.T.C.) that was activated on\nOctober 13, 1971.\nMileage posts, derail signs, whistle posts, and other markers with the exception\nof most cross blocks are of metal construction. Wooden cross blocks are being\nreplaced with metal ones as required. The numerals and letters are coated with\nreflectorized paint and provide excellent visibility.\nAn inspection was undertaken covering railway-highway crossings in the\nSurrey-Langley area with respect to signs, visibility, and other safety factors at crossing approaches. The continuing number of automobile accidents at crossings in the\nLower Mainland indicates that further studies must be made to determine the cause\nand the extent of possible improvements to be made.\nThe locomotive and car shops were inspected from time to time during the\nyear and found in good clean condition. The motive power was also inspected and\n ^^^-\nDEPARTMENT OF COMMERCIAL TRANSPORT, 1971 FF 19\nfound in good condition, and this reflects on the shop maintenance in effect. With\nthe purchase of a new 2,000-horsepower diesel locomotive, this brings the total of\nmotive-power up to 16.\nIn general, it can be stated that this railway is well maintained and operated\nand with the expansion of industry in the Surrey-Langley area, the railway facilities\nwill continue to grow.\nBritish Columbia Forest Products Limited Railway\nCrofton Pulp Mill\nOn July 29, 1971, the annual inspection of railway trackage and equipment\nwas made.\nThe track was found to be in good condition with the track-repair crew installing more track gauge aligning bars on curves to compensate for heavier equipment.\nThis year, 200 treated ties were installed. Switches, derails, targets, and signals\nwere painted and in operating condition. The chemical unloading spur was well\nprotected with wheel-stop blocks and derails. Track-installed flange lubricator was\nworking. Several barrels were noted too close to rail to meet railway standards.\nThe Diesel-electric Locomotive No. 9 was inspected, and it was noted that\nall wheels had considerable tread wear. This condition was resulting in damage to\nfrogs and switches due to the outside lip of the wheel striking them. This would\nalso be the cause of poor adhesion and wheel slippage, which would result in damage\nto the traction motors. There was sufficient material to machine the wheels and\nretain rim thickness but the wheels would have to be changed if the machining\nwas delayed. It was intended to take the locomotive out of service for an overhaul\nin September and to do the necessary work. When the current certificate expires\nand the annual inspection made, if the wheels are condemned according to the\nregulations, the locomotive would be removed from service by the Department.\nDuring the overhaul, the electrical system should be cleaned up as it could cause\na costly breakdown. The doors on cab and engine compartment needed repair,\nboth compressors were throwing some oil and needed attention.\nThis locomotive was further inspected on December 22, 1971. Repairs had\nbeen made to our satisfaction and a certificate was issued.\nCanadian Forest Products Ltd. Railway\nDuring the period September 27 to October 3, 1971, an inspection was made\nof the railway motive power, rolling-stock, track, and bridges at the Englewood\nLogging Division of the above company.\nInspections were also made of the log-hauling and crew-carrying equipment at\nWoss, Croman, and Camp A siding reloads.\nDiesel-electric locomotives 301, 302, and 303; rail cars 121, 122, 123, 125,\n129, and 130; diesel switchers 251 and 252; diesel crane 3; and track layer 7002\nwere all inspected, reservoirs hydrostatically tested and certificates issued, with\ndefects noted accordingly.\nIn general, the equipment, facilities, track, and bridges were found to be in\ngood condition. The following conditions were noted:\nWoss Yard: Some packing missing from frogs and guard-rails.\nGold Creek Bridge: Some ties and stringers renewed. New queen-post brace\nrequired downstream side. Speed restriction of 15 m.p.h. in force on\nthis bridge.\n FF 20 BRITISH COLUMBIA\nTwin Bridge 10: Good condition.\nTwin Bridge 11: Some ties moving.\nSteele Creek Bridge: Good condition.\nBridge Mile 21.5: Good condition.\nKinman Creek Bridge: Change tie and level up rail.\nStorey Creek Bridge: Good condition. Check nut on queen-post span for\nalignment.\nNoomas Creek Bridge: Tighten loose angle-bar bolts. Renew bad order tie.\nHalfway Island Bridge: Good condition.\nTsultan River Bridge: Good condition.\nEast Fork Bridge: Clean out brush.\nElk River Bridge: Clean out brush.\nKokish River Bridge: Good condition.\nSpan Mile .04: Good condition.\nBeaver Cove Yard: Keep junk clear of track.\nBeaver Cove Dump: Generally in good condition, some damage to pile caps\nand braces.\nKla-anch Bridge: Some stringers to renew.\nDavie Creek Bridge \"K\" Line: Good condition.\nGroves Creek Bridge: Install rail anchors.\nGroves Creek Annex: Renew damaged ties.\nDavie Creek Bridge Ho Line: Generally good.\nBugle Creek Bridge: Should be redriven and braced.\nMaquilla and Fire Creek Bridges: Good condition.\nVernon Yard and Reload: Renew missing packing from guard-rails and frogs.\nDeloader 1 at Beaver Cove was inspected, the air reservoir was hydrostatically\ntested and certificate issued.\nSteam locomotive 113 has been out of active service for a number of years.\nHowever, it has been steamed up and run at the annual Woss Loggers Sports Day.\nIt is intended to return the locomotive to log-hauling service for a couple of trips\nso that it may be recorded as being the last steam locomotive actively engaged in\nlog hauling in British Columbia. It was therefore necessary to apply a hydrostatic\ntest to the boiler, inspect the locomotive, and to certify the locomotive as being fit\nfor service.\nCompany reports were found to be in order with respect to repairs carried out\non the equipment. The following statistics were available for 1971 to date:\nRailway cars repaired 383\nWheels changed 322\nAir brakes serviced 139\nNew cars built 4\nCars in service 454\nRailway ties renewed 10,000\nRailway ties yet to renew 3,000\nRail anchors installed 15,000\nMiles of ballasting 6\nMiles of resurfacing 2\nMiles of 85-pound rail installed 2\nSeventy-three railway logging-cars were inspected, air-brake cleaning dates\nchecked and found to be in order.\n DEPARTMENT OF COMMERCIAL TRANSPORT, 1971 FF 21\nW. Weiszbeck was examined for certification as a conductor and passed a\nsatisfactory examination.\nRichard M. Wallace, currently in possession of a temporary permit to operate\nan air-equipped vehicle, was verbally examined and is now considered as being\nfully certified.\nCrown Zellerbach Canada Logging Railway\nLadysmith to Nanaimo Lakes\nOn July 28, 1971, in company with Mr. Bruce King, Superintendent, the\nannual inspection was made of the railway from Ladysmith to Nanaimo Lakes, a\ndistance of 22 miles.\nIn general, the track was found to be in good condition and well maintained.\nThis year 3,000 new treated ties were installed with another 3,000 to be installed\nbefore the end of the year. Reballasting is being done where required. Conditions\nwere as follows:\nHaslam River Bridge: Centre span was renewed this year, a fill has replaced\nthe north-end span, the south end planned to be filled in 1972.\nNanaimo River Bridge: North-end approach raised with the use of shims.\nAutomatic sprinkler working.\nBoulder Creek Bridge: This will be redecked in 1972.\nDeadwood River Bridge: Checked and noted several angle-bar bolts missing\nand tie plates needed.\nBrush along right-of-way and under bridges has been slashed.\nAs a precaution against fires, all trains are preceded by a water car sprinkler\nwith other sprinkling being done between trains.\nINDUSTRIAL TRANSPORTATION\nWith the upswing in activity experienced in the logging industry in 1971\ninvolving many new drivers, one might expect a higher accident frequency rate\nthan in previous years. It is most gratifying therefore to report that the number of\naccidents occurring on industrial roads during 1971 was greatly reduced.\nThree reported accidents indicated that private vehicles were involved with\nlogging trucks on company roads and in each case the truck-driver was relieved of\nall responsibility. It would appear from these reports that the drivers of automobiles allowed to run on industrial roads will have to be made to realize that\ndriving on this type of road requires sometimes a greater degree of alertness than\nwould normally be required when driving on public highways and that the types\nof vehicles and loads encountered will be much larger than those to which they are\naccustomed to meet on public highways.\nIn the matter of new equipment, the Department's records indicate that some\n280 new logging trucks were put into service during the year and further that a\nlarge number of these units were destined for the northern Interior.\nThe increase of logging activity in the area bounded on the east by Prince\nGeorge and on the west by Kitimat had been anticipated by the Department so\nwhen the spring requests for air-brake training were received, inspectors were\ndispatched in May and June, and lectures were conducted for hundreds of truck-\ndrivers. These sessions were repeated at Vanderhoof, Houston, Smithers, and\nTerrace again during the month of November in answer to further requests for\ninstruction.\n FF 22\nBRITISH COLUMBIA\nvo\t\ncn *0) \"O ts\\J \"O *CJ *0 *0 T3 t5 \"O ^3 *3 *0 *0 *0 \"O *3 ^3\n-\u2014 '.-. t-P a- a- V_ l_ l^ .-,'_,'_ Ut.La,lJall.t,\nndAQflCaflnidcliildcsnQflidciid\naZ *0 \"O *0 *0 \"O *0 *0 *0 *0 \"3 *3 'O *o \"O *o *o *o *3\n. \"ccccccccoceccccccc\n:; .. .. ^ \" ^ ;*i ^ cj c; .. :.\n\u00abI\/.m\u00aba.mI\n*0 *0 \"3 TJ *3 *3 \"O\ncfl ro ra ra ra CJ TO\n*U *0 \"3 \"3 *o \"O *t__J\nc c c c c c a\nra ra ra ra ra ra ra\nw 5n w W 55 w!i w\n...OOOOOOOOOOO\nJ \u00a9 VI \u00a9 \u00a9 \u00a9 oo \u00a9 rn in O fi rA co l> rn \u00ab-J rA\n^ ^ \\o\" d rtV h ri n wi n d c^ in n d O N wi rt ri\nrm -r< CA\n\u00a9 \u00a9 \u00a9 VC \u00a9 \u00a9\n<0 fi cn n tr~- cA\nVO -H\nC- in\n! in O O \u00a9\n! C-l O \\D O\nl-IHHm^m\nto cn\n: i-i vo i> cs\naOOOOmr,\ni-. in \u00a9 r?i fi CA \u00a9\nm ri m o\\ o h [<\nW(N\u00a9\u00a9\u00a9\u00a9\u00a9\u00a9\u00a9\u00a9^\u00a9\nqqqniflOviniNnhooH\ntn *? cn o n r-< en 0> sO rA cn cn\nft\n88\n\u00a9\" (N\n\u00a9 \u00a9 \u00a9\nOs fi \u00a9\n8\n\u00a9 n in\nCS\nrm\ntn\n\u2014\n\u00a9 vo\n(NO\u00a9\nw\np-i\no\ns\nD\nc\u00ab\nQ\nZ\n<\nCO\n5\nH\nCO\ns\n\u25a02\nO\nE\n2\n|\no\nSc\n\u25a0a\n> s\n-a a. -H O \u00a3\ni \u00ab\u2022 E\na H\ns'Bsif&agjiBliHIIiilii \u2022\nl5HHpJ0\u00abalZft.>>!it!U0Dp.C-,(-.>(-,PL,Z H\n0> >.\n3 pa\n\u25a0oo\"\n1gll \u00a71\nIlfssK\nH CP. I? H Z Sl Pi\n-4 * --. \"\nrt > rt >\nj__ o h o\n5 \u00a7\u00a3 rt\nII.\n11\na- a. ta \u25a0-_ \u25a0__ ra\n\u00ab\u00a3\u00a3 22 \u00ab\n>SShh>\ng 2 g C e\n3 3 ?. P- G\n>01a5Za.\n>>\n\u00a33333333----\nooooooooi>>\nEcccocecSS\nrtrtrtrtrtrtrtrt3)Q>\nOJ\n\/ ta Ih h '\n% o o tu u\n., > > > >\n>\u2022 3 3 3 3\nb 5 o o o\n5. o o o o\nra ra ra ra ra\n\u00abP\u00ab,\n\u00a3 o o o\n(K ra ra ra\ni \u00a3uu'\nS \u00a3 o o i\n* fi \u00ab q\u00a7 jg X 3 5 o 3 3\ns hgqrj q>,flcl!i_\nQ7 ^^ *\u00b0\n3 a- O >\naT rt a. I\naVl-O-JJ B\n\u00a3>i.5S\u00a3\noUp,p,,\nSS\nSSP,S\u00bb\n&\u00a7 i|I\n< 1-1 PL, PS >>\n0_ rt\n\u00a35\nncAtnttfisor^ooOsOy-irAcnifi\nso t- oo On o .\n0\\0-Nmt\n DEPARTMENT OF COMMERCIAL TRANSPORT, 1971\nFF 23\nto\ne\no\nTJ TJ\nTJ TJ \"3 \"3\nT-i Ih\nfi fi u G\nra ra\nra ra ra ra\nTJ TJ\nTJ TJ \"3 \"3\n3 |\n3 3 3 3\nra ra\nra ra ra ra\nCO CO\ncn co co t\u00bb\nbo\ncS \u00a9 \u00a9 \u00a9\noo os m \u00a9\n00 \u00a9\nr-I oo\nrm rA\nO SO fi o\"\nvo (S tj- in\nOs n CA\nOs \u00a9\ncs \u00a9\n\u00a9 \u00a9 !\n CA\noc\ncn Tt m\nt-\nn CA\n1=\n_\u00a3\nC\n\u2022W \"\"\nc\n1*\nai\n3\nO\n(U\nti c\n4\n3\na\no?2\u00a7\n5* w \u25a0*-.\nw C 3\n'I\n-H 01\n\u00ab\np\ntj\n> T3 -\nj_d ra S\n\u25a0* Q P\nO \u00b0 TO\n\u00a711\nta.\ntl\nt-\ni-\nt-\nt-\nmum\n > >\n> > >\n3 3 3\n3 3 3\nO Q C\nOOO\nOOO\n\u25a1 c c\n3 3 3\nCO ctf TO\nra ra ra\n>>>\n>>>\n>\nc\n\u00a3\n3\n<\nIh\no ra U\nd o\nC\nUU\nu\n^m ra\nd n p\n>. >, a-.\nrtrtrt\nHI\nra h\u00a3\n-. 5 \u00ab\nO 0 (V\nas oS ps\n10 H d\nsee\nQJ CU 1)\n.2-2 8\nra ra ra\n\u25a02-fit*\nWWW\nES^\n3 3 \u00ab\nJ A (U\nCJ O SJ\nO O N\nUUO\nooo\nJ=J3 O\nooo\n.a \u00abcc\nccc\n\u25a0ti &s s\\\n\"o 'o \"o\n\u2022- i- ra\nCQ CQ &\nre re re\nvivoh\nod ov d\ncn\ncn\ncn\ncn\nCl\nTt\nc G\n\u00a9 \"$\u25a0 cs oo\nrmo \u00a9 rm\nD>cnre\nra o ^ n\n\u00a7 I a \"\n5 t. q\nM\nTi\nre\n3\nT)\n>>\nra\n3\ng\ny\no\n>\n^\nre\ny\nre\n3\nSJ\n\u00a3i\nif\n0\n3\nra\ng\n1-\nUco cn re\n\u2014i\ntS\n5\n\u25a0ir-\nlift\nT-bar\nJ-bar\nRope-\ntow\nIndustrial\nFreight\n1. Grouse Mountain Resorts Ltd. ...\n2. Hollyburn Ski Lodge\t\n3. Mount Sevmour Caterers Ltd.\n4. Garibaldi Lifts Ltd\t\nNorth Vancouver .\nWest Vancouver\nMount Seymour Park.__\n1\n1\n4\n2\n5\n2\n2\n2\n1\n1\n1\n1\n1\n1\n3\n1\n6\n3\n1\n3\n3\n1\n1\n1\n1\n2\n1\n1\n2\n2\n1\n1\n2\n2\n1\n1\n1\n2\n2\n2\n2\n3\n2\n1\n3\n1\n3\n2\n2\n2\n1\n2\n2\n1\n1\n1\n3\n2\n1\n3\n1\n1\n1\n3\n2\n1\n1\n1\ni\n6. Mount Becher Ski Development\n8. Aluminum Company of Canada\nLtd\t\n9. Dawson Creek Ski Club\t\n1\n10. Tabor Mountain Ski Area De\nPrince George \t\nWells\t\n2\n2\n1\n2\n1\n1\n2\n1\n1\n2\n1\n1\n1\n3\n3\n1\n2\n2\n1\n2\n2\n1\n2\n1\ni\ni\ni\ni\ni\ni\ni\nll. Wells Ski Club \t\n12. British Columbia Telephone Co.\n13. Canadian National Telecom-\nHope\t\n14. Tod Mountain Ski Resort Ltd\t\nKamloops _\t\n16. Revelstoke Winter Sports Ltd.\u2014\nMount Revelstoke\n17. Mount MacKenzie Ski Develop\nment Ltd \u2014\n18. Silver Star Sports Ltd\t\n19. Big White Ski Development Co.\nRevelstoke , ,, ____\nVernon __ _\nKelowna _\t\n21. Department of Recreation and\nManning Park\t\n22. Amber Ski Club \t\n23. Apex Alpine Recreations Ltd\t\n25. Phoenix Alpine Ski Club Society\t\nPTinceton \t\nPenticton \t\nKimberley\u2014\t\n27. Fernie Snow Valley Ski Ltd.\n28. Silver King Ski Club -\t\n29. Salmo Ski Club __\n30. Red Mountain Ski Club Society\n31. Sturzenegger's Hill Rope TOW\u2014\nFernie ,__\nNelson ____.\t\nRossland \t\nSmithers\t\nSalmon Arm\t\nKamloops\t\nNakusp ___\t\nSmithers\t\nPrince Rupert\t\n34. Nakusp Ski Club \t\n35. Smithers Ski Club\t\n37. Bornite Ski Club \t\n38. Corporation of the District of\nTerrace _ _.\n39. Northlander Motor Lodges Ltd..\n40. Blue River Ski Club\t\nBlue River \t\n42. Little Squaw Valley Resorts Ltd.\n43. Dragon Mountain Development\nLtd \t\n44. Silver Tip Development Ltd.\n45. Nicola Valley Ski Club \t\n46. Century Estate Ltd\t\n47. Fort St. John Ski Club\t\nQuesnel - \t\nHope \t\nMerritt __ _\t\nFort St. John\t\n100 Mile House\t\n48. 100 Mile House Ski Club\n49. Lac la Hache Ski Tow\t\nLac la Hache _\nMount Arrowsmith\t\nChetwynd\t\nSicamous _\nFruitvale\t\n50. -\n51. Chetwynd Ski Tow \t\n53. Beaver Valley Ski Club _\t\n55. Grandview Ski Acres Ltd\t\n56. McBride Bell Ski Resort\t\n57. Clearwater Ski Club ...\t\n58. Society of Golden Skiers \t\n59. Burke Mountain Ski Resort\nKamloops\t\nMcBride\t\nClearwater \t\nPort Coquitlam\t\nPowell River\t\n61. British Columbia Telephone Co.\nTerrace.\u2014\t\n FF 30\nBRITISH COLUMBIA\nAerial Tramways\u2014Continued\nName of Company\nLocation\nReversible\nGondola\nChair-\nlift\nT-bar\nJ-bar\nRope-\ntow\nIndustrial\nfreight\n62. The Nesters Ski Ranch \t\n....\n1\n1\n1\n1\n1\n1\n1\n1\n1\n1\n1\n1\n1\n2\n1\n1\n1\n1\n-\n1\n1\n2\n1\n2\n1\n1\n1\n2\n2\n2\n1\n2\n1\n1\n1\n3\n1\n2\n1\n1\n1\n1\n1\n1\n1\n1\n1\n63. Portage Mountain Ski Club-\t\n64. Mount Garibaldi Glacier Re\nsorts Ltd. _\t\n65. Fort Fraser Ski Club \u2014\t\nSquamish \t\n66. Purden Lake Ski Development\nLtd \t\n67. British Columbia Telephone Co.\n68. Squamish Stawamus River In-\nSalmo\t\nSquamish\t\n1\n1\n69. Azu Lift Co. Ltd _ __\t\n70. Corporation of the District of\nStewart __ \t\nFairmont Hot Springs ___\nKamloops __\t\nRock Creek\t\n72. Fairmont Hot Springs Resort\nLtd -\t\n73. Sleigh-Tow-Time Recreations\n76. McDame Mountain Ski Club\t\n77. Municipality of Mackenzie\nCassiar\t\nMackenzie _\n79. Department of Highways Aerial\n80. Hemlock Valley Recreations\nLtd\n81. Winterside Recreations Ltd. .....\n82. Snowpatch Developments Ltd..\u2014\n83. Granduc Ski Club -\nVernon\t\nTide Lake _\t\n85. Mission Mountain Winter\nShalalth\t\n86. Rainbow Mountain Develop-\n88. Sky-Glider Recreations Ltd...\n89. Kemano Ski Club \t\nVancouver \t\nKemano \t\nQuesnel \t\n-\n90. Pine Grove Ski Development \u2014\n91. Skyline Resort Ltd -\n93. Northern Heights Ski Hill\t\n94. Hart Highlands Winter Club.\nTerrace\t\n96. Barriere Centennial Ski and\n97 All Star Holdings Ltd.\n100. Department of Recreation and\n102. Jos. Konst \t\nTotals \t\n5\n2\n27\n51\n5\n130\n6\n DEPARTMENT OF COMMERCIAL TRANSPORT, 1971\nFF 31\n FF 32\nBRITISH COLUMBIA\n DEPARTMENT OF COMMERCIAL TRANSPORT, 1971\nFF 33\nPIPE-LINES\nNew construction occupied the inspectors from Crowsnest to the Yukon border\nwith 234 miles of pipe-line completed and 241 miles still under construction. The\nmajority of the latter lines are physically completed and operating but the necessary\nfinal \"as built\" plans and forms, etc., are still outstanding.\nThe Department is presently updating its maps of all Provincial pipe-lines and\nit is interesting to note that eight companies operate over 4,500 miles of lines between them, with the mileage of numerous smaller companies adding considerably\nto the total.\nProblems concerning the deterioration of operating pipe-lines continue to warrant careful attention.\nIn April 1970, a leak occurred in a 3-inch oil-transmission line at the West\nStoddart Field in the Charlie Lake area north of Fort St. John. In intermittent use,\nthe line developed a pinhole which enlarged to %6-inch diameter before it was discovered. The pipe somehow had become contaminated by sulphate reducing bacteria (Desulfovibro) which propagated in colonies. Destruction of the iron was\ncaused by the action of hydrogen sulphide gas produced in their digestive cycle.\nThe introduction of a suitable inhibitor appears to have overcome this problem\nas evidenced by the inspection of a section since removed from a low portion of\nthe line. Inhibitors also are being used to control the adverse effects of carbon\ndioxide in some contaminated gas transmission-lines.\nOn November 7, a seam in the 8-inch pipe-line serving the Boundary Lake\narea split allowing crude oil to flow into Alces Creek. Immediate action was taken\nto stop the flow and dam the creek to contain the oil. Some oil was salvaged until\nthese efforts were hampered by snow so the balance was burned off while it was\nstill possible to do so. Final cleanup will be carried out during the winter and early\nInland Natural Gas pipe-line, Kingsvale to Oliver section.\n FF 34\nBRITISH COLUMBIA\nSfS i6. of*e break, a rate-check system with alarms was in the pro-\ncess of installation on this line and has subsequently been completed. The fated\nsection of pipe is being analysed for determination of the possible cause of failure\nMore sophisticated methods of detecting hydrocarbons in the environment are\ncoming into use and these show promise in the locating of very small leaks that are\n^thelrf11\"11? ^ ^ ? Pipe\"lineS- ThC t\u00a3Stin* ?r0cess it-lfTs beSng faste\nfor the inspectors as the oil company personnel become familiar with the requirements of the Department. Ways and means are being explored to better reach the\nout-of-province contractors to relieve some of the pressure from the inspection staff\nIn the interests of better recovery from the fields, substantial water- and gas-\nlnjection plants are being built with discharge pressures up to 5,000 p.s.i.\nThe continuing good liaison between the Department and industry often enables the inspectors to combine other duties along with their pipe-line work.\nInland Natural Gas pipe-line, Kingsvale to Oliver section.\n DEPARTMENT OF COMMERCIAL TRANSPORT, 1971\nMiles of Pipe-line Uncompleted at End of 1971\nFF 35\nCompany\nUnder\n2\n3\n4\n5\n6\n8\n10\n12\nOver\n1. Pacific Northern Gas Ltd\t\n2. Canadian Superior Oil Ltd\t\n3. Great Basin Petroleum Ltd.\n4. Texaco Exploration of Canada\nLtd _\n3.19\n0.28\n0.07\n1.33\n16.10\n1.02\n0.38 i\n6.65\n1\n2.40\n65.00\n0.52\n2.94\n2.65\n0.04\n1.88\n0.83\n2.39\n\t\n0.02\n1.14\n28.00\n0.23\n\t\n\t\n- - -\n3.22\n.....\n 1\n0.84\n0.80\n11.00\n0.05 '\n\t\n1.72\n55.01\n\t\n5. British Columbia Hydro and\n0.52\n0.57\n0.02\n6. Inland Natural Gas Co. Ltd\n8. Amoco Canada Petroleum Ltd.\n2.22\n3.98\n24.35\n\t\n11. Union Oil Co. of Canada Ltd.\n12. Tenneco Oil & Minerals Ltd\t\n13. Trans Prairie Pipelines Ltd\t\n\t\nTotals _\t\n4.87\n26.55 1\n100.10\n7.79\n32.61\n12.69\n\t\n56.73\n0.02\n!\nGrand total, 241.36 miles.\nMiles of Pipi-line Completed in 1971\nCompany\nSize of Pipe in Inches\nUnder\n2\n3\n4\n5\n6\n8\n10\n12\nOver\n0.01\n1.45\n1.88\n0.26\n6.98\n0.45\n9.76\n9.10\n13.39\n2.40\n2.18\n0.02\n11.64\n7.67\n4.40\n1.38\n0.15\n4.10\n4.55\n8.60\n5.00\n1.48\n6.64\n5.31\n18.28\n5.80\n6.00\n4.63\n0.40\n1.20\n1.12\n42.52\n1.17\n3. Texaco Exploration of Can-\n0.12\n17.61\n18.20\n4.40\n4.90\n4. British Columbia Hydro and\n5. Inland Natural Gas Co. Ltd.\n6. Columbia Natural Gas Ltd\n7. Amoco Canada Petroleum\nLtd\t\n4.23\n9. Tenneco Oil & Minerals Ltd\u2014\n10. Trans Prairie Pipelines Ltd\t\n\t\n12. Wainoco Oil & Chemicals\nLtd\t\n0.03\n0.99\n14. Shawest Petroleums Ltd\t\nTotals\t\n3.60\n36.08\n46.25\n31.54\n13.15\n36.71 I 16.83\n1.20\n44.81\n4.23\nGrand total, 234.40 miles.\nPERSONNEL\nA. Shaw, C.A.M., Administrative Officer\nThe year 1971 was particularly active in the area of personnel administration.\nThe staffing of two new weigh scales opened during the year, together with a number\nof retirements, resignations, and promotions within the Department, in general,\npaved the way for a more than usual number of recruitment competitions.\nIn the Weigh Scale Branch a total of 26 competitions was held, 10 of which\nwere at the Weighmaster II and III level and provided promotional opportunities\nwithin the Weigh Scale Branch. The remaining 16 competitions were for the initial\nlevel of Weighmaster I, all of which were filled by outside applicants. In this regard, competitions were held at Chilliwack, Fernie, Golden, Kamloops, New Westminster, Prince George, Quesnel, Tete Jaune Cache, and Yahk.\n FF 36 BRITISH COLUMBIA\nIn conjunction with the Civil Service Commission, a study was undertaken\nduring the year into the day-to-day function and responsibilities of the weighmaster\ngroup from the initial grade of Weighmaster I, through the intermediate supervisory grades of Weighmaster II and III, to the Weighmaster IV or Regional Supervisor level. The purpose of this study was to evaluate the additional duties and\nresponsibilities assumed by the weighmaster group since a previous reclassification\ncompleted in 1968.\nThe time and cost factor entailed in stopping a commercial vehicle en route\nplaces additional emphasis upon the need for speed and accuracy in the checking\nundertaken by the weighmasters, and also justifies the current practice of concentrating many of the related aspects of commercial-vehicle control at one common\npoint of inspection. In keeping with this practice, further responsibilities were added\nto the weighmaster function relative to duties performed pursuant to the Motor\nCarrier Act involving a more detailed checking procedure with respect to licences,\npermits, and ownership of goods transported. Responsibilities were also increased\nas a result of a general change in the Department of Commercial Transport regulations which allows increased carrying capacity on commercial vehicles. This increased weight allowance together with much higher penalties for overloading made\nprosecution a far more serious and vital consideration.\nIt is hoped that this reclassification study will be brought to a satisfactory\nconclusion early in 1972.\nThe Department was saddened by the passing of Weighmaster Tom Arbuckle\nduring the year. Mr. Arbuckle was employed at the Fernie Weigh Scale for approximately four years.\nThe many improvements to date at weigh-scale facilities throughout the Province enhance the working conditions of the field staff, and these considerations are\nappreciated by the staff involved. An improvement in the general calibre of the\nweighmaster applicant evident during the year was very encouraging in view of the\nincreased technical and financial responsibilities now being placed upon the weighmasters.\nStaff changes in the Engineering Branch were minimal and resulted from\nnormal retirements and resignations. A generally accelerated industrial expansion\nprogramme in the Province provided a heavy work load for the remaining engineering and inspection staff during the year. I am happy to report, however, that Mr.\nA. W. Turnbull was promoted to the position of Chief Inspecting Engineer and that\nthe concerted efforts of the Branch as a whole appear to be keeping pace with the\ndemands of service from the industries within its jurisdiction.\nThe year 1971 has been one of growth and development in all areas of endeavour, a year in which staff changes and reorganization have played a predominant role.\nThe following table lists the staff changes throughout 1971.\nRetirements \t\nResignations \t\nNew appointments\nTransfers \t\nPromotions \t\nCompetitions held\nField\n6\nHeadquarters\n1\n3\n1\n20\n2\n2\n\t\n11\n\t\n31\n1\n480-772-5576\n","@language":"en"}],"Genre":[{"@value":"Legislative proceedings","@language":"en"}],"Identifier":[{"@value":"J110.L5 S7","@language":"en"},{"@value":"1972_V01_07_FF1_FF36","@language":"en"}],"IsShownAt":[{"@value":"10.14288\/1.0373857","@language":"en"}],"Language":[{"@value":"English","@language":"en"}],"Provider":[{"@value":"Vancouver: University of British Columbia Library","@language":"en"}],"Publisher":[{"@value":"Victoria, BC : Government Printer","@language":"en"}],"Rights":[{"@value":"Images provided for research and reference use only. For permission to publish, copy or otherwise distribute these images please contact the Legislative Library of British Columbia","@language":"en"}],"SortDate":[{"@value":"1972-12-31 AD","@language":"en"},{"@value":"1972-12-31 AD","@language":"en"}],"Source":[{"@value":"Original Format: Legislative Assembly of British Columbia. Library. Sessional Papers of the Province of British Columbia","@language":"en"}],"Title":[{"@value":"REPORT OF THE Department of Commercial Transport containing reports on COMMERCIAL VEHICLES, ENGINEERING, RAILWAYS, AERIAL TRAMWAYS, PIPE-LINES, AND INDUSTRIAL TRANSPORTATION YEAR ENDED DECEMBER 31 1971","@language":"en"}],"Type":[{"@value":"Text","@language":"en"}],"Translation":[{"@value":"","@language":"en"}],"@id":"doi:10.14288\/1.0373857"}