{"http:\/\/dx.doi.org\/10.14288\/1.0362917":{"https:\/\/open.library.ubc.ca\/terms#identifierAIP":[{"value":"72f79ac1-7eae-40e3-a3a1-434277b9e3f3","type":"literal","lang":"en"}],"http:\/\/www.europeana.eu\/schemas\/edm\/dataProvider":[{"value":"CONTENTdm","type":"literal","lang":"en"}],"http:\/\/purl.org\/dc\/terms\/alternative":[{"value":"DEPARTMENT OF COMMERCIAL TRANSPORT","type":"literal","lang":"en"}],"http:\/\/purl.org\/dc\/terms\/isReferencedBy":[{"value":"http:\/\/resolve.library.ubc.ca\/cgi-bin\/catsearch?bid=1198198","type":"literal","lang":"en"}],"http:\/\/purl.org\/dc\/terms\/isPartOf":[{"value":"Sessional Papers of the Province of British Columbia","type":"literal","lang":"en"}],"http:\/\/purl.org\/dc\/terms\/creator":[{"value":"British Columbia. Legislative Assembly","type":"literal","lang":"en"}],"http:\/\/purl.org\/dc\/terms\/issued":[{"value":"2018-01-08","type":"literal","lang":"en"},{"value":"[1961]","type":"literal","lang":"en"}],"http:\/\/www.europeana.eu\/schemas\/edm\/aggregatedCHO":[{"value":"https:\/\/open.library.ubc.ca\/collections\/bcsessional\/items\/1.0362917\/source.json","type":"literal","lang":"en"}],"http:\/\/purl.org\/dc\/elements\/1.1\/format":[{"value":"application\/pdf","type":"literal","lang":"en"}],"http:\/\/www.w3.org\/2009\/08\/skos-reference\/skos.html#note":[{"value":" PROVINCE OF BRITISH COLUMBIA\nDEPARTMENT OF COMMERCIAL TRANSPORT\nHon. E. C. Westwood, Minister A. J. Bowering, Deputy Minister\nREPORT OF THE\nDepartment of\nCommercial Transport\ncontaining the reports on\nRAILWAYS, AERIAL TRAMWAYS, PIPE-LINES,\nINDUSTRIAL TRANSPORTATION,\nand COMMERCIAL VEHICLES\nYEAR ENDED DECEMBER 31st\n1960\nPrinted by A. Sutton, Printer to the Queen's Most Excellent Majesty\nin right of the Province of British Columbia.\n1961\n Victoria, B.C., lanuary 27th, 1961.\nTo Major-General the Honourable George Randolph Pearkes,\nV.C., P.C., C.B., D.S.O., M.C.,\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 31st, 1960.\nEARLE C. WESTWOOD,\nMinister of Commercial Transport.\n Victoria, B.C., lanuary 27th, 1961.\nThe Honourable Earle C. Westwood,\nMinister of Commercial Transport.\nSir,\u2014I have the honour to submit the Annual Report of the Department of\nCommercial Transport for the year ended December 31st, 1960.\nA. J. BOWERING,\nDeputy Minister of Commercial Transport.\n Report of the\nDepartment of Commercial Transport, 1960\nA. J. Bowering, Deputy Minister\nINTRODUCTION\nThis is the first Annual Report of the Department of Commercial Transport\nwhich was created by the Government of British Columbia following the filing of a\nreport submitted by the Road Users Inquiry Commission in January, 1959.\nThe new Department was formed by combining the Department of Railways,\nwith the Commercial Vehicle Section of the motor-vehicle Branch and with the\nWeigh Scale and Special Permit Section of the Department of Highways, and\nincludes the administration of the Pipe-lines Act, the Industrial Transportation Act,\nand the Mines Rights-of-way Act. It also provides for certain aspects of the enforcement of the Motor Carrier Act under the Public Utilities Commission.\nDuring 1960 the construction of the first major crude-oil pipe-line in the\nProvince for the marketing of British Columbia crude oil, the start of construction\nof a vast natural-gas gathering system in the Peace River area, and the planning for\nthe transmission of natural gas from the Lower Mainland to Vancouver Island\nhighlighted the diverse activities of this Department.\nThe considerable progress made and efficient operation of this Department\nthrough its formative stages was greatly assisted by the whole-hearted and valuable\nco-operation of the Departments of Attorney-General, Finance, and Highways.\n Z 6\nBRITISH COLUMBIA\n<\nx\n0\nH\nl-H\nZ\n9\nPh\no\ntH\ntH O\no.t\\\n\u00ab\n'fi >\n\n\u00bb8\nft\nC\ne\u00a7\no>\nO\n.2'?\nen\nt->\nU\n-_, >3\nw_\nrt\ngtfl\ni\n\u00b0*cd\nDO\no e\n'3\no o\nMM\n\u00a3\n0)\ncu\n0\nj_l Cfl\nM\n\n^ ft\nB\ncU\n\u00a3\n>\u00bb5\nnw\nC \u2014\n5\n3 3\n00\n'3\no.2\nN^ Of)\n\u00a3\nOS\nIh\nu. O\nO.S2\ntfl\nTJ >\nu\nH OJ\na ft\nl-H 3\ni\ne&o\n\u00a3 \u2014\nX!\no rt\n00\nfl a\n3.2\no oo\n'3\nsVi \u00ab\nrt\n\u2022oS\nS'>\n-Sft\nOJ\nrt\ns\nfl\nrt 3\nS\"\n\u2014\ni-*rt\n.00\nS o\n9'5b\n'3\nhJ u\nrt\n DEPARTMENT OF COMMERCIAL TRANSPORT\nZ 7\nENGINEERING BRANCH\n(Railways, Aerial Tramways, Pipe-lines, and\nIndustrial Transportation)\nR. E. Swanson, P.Eng., Chief Inspector\nRAILWAYS\nWhen the Department of Railways was absorbed by the Department of Commercial Transport in 1959, it was a case of the newest department inheriting one of\nthe oldest departments of the Provincial Government. The inheritance was a rich\none, for it included the files and records of one of the most colourful periods in\nBritish Columbia's history\u2014the introduction and development of railroading in the\neconomic life of the Province.\nAlthough the Railway Act was passed in 1890, it wasn't until the appointment\nof the first Minister of Railways in 1911 that the Government was able to administer\nto the needs of a rapidly expanding railway industry. Following the construction\nof the first transcontinental line, and up to and including the First World War, British\nColumbia experienced a speculative boom in railways and, although many of these\nearly railways are still operating to-day, a great number of the companies that were\nincorporated in those times planned fantastic schemes that never materialized\nbeyond the drawing-boards. Not a few were based on visions of wealth and power\ngenerated by the vast resources of the Province that appeared to be there for the\nasking.\nRailroading in British Columbia had its beginning with the discovery of coal\non Vancouver Island and with the early onslaught of the logging industry on the rich\nforests of the Province. There is uncertainty about the exact date when the first\nlogging-railway was introduced, but it has been established that Robert Dunsmuir\nbegan using a locomotive to haul coal for the Canadian Collieries around 1880, and\nin 1883 the Wellington Colliery Railroad was incorporated by an Act of the\nLegislature.\nBecause extensive logging operations were being carried out in many widely\nscattered areas both on Vancouver Island and on the Mainland, it has been difficult\nfor authorities to judge the authenticity of the many claims as to the first use of a\nsteam-locomotive in the woods. A locomotive is said to have been put to work\nhauling logs at Chemainus in 1900, while the legendary \"Curly,\" a diminutive\nengine which stands to-day as a relic in Exhibition Park in Vancouver, B.C., is\nbelieved to have been working in the woods as early as 1894. Whatever the claims,\nthe fact remains that logging-railways virtually ruled the industry for the first half of\nthe century. The decline of logging-railways came as logging receded farther and\nfarther into the hills, so that to-day the steam-locomotive is almost a thing of the\npast and the more versatile rubber-tired logging-truck is now used almost exclusively.\nThe last load of Wellington coal was hauled by rail in 1953, to end an era of railroading for Nanaimo. However, there is still hope for the few remaining logging-\nrailways to continue, but, instead of the steam-locomotive, the less romantic but\nmore powerful and more economic diesel engine will be at the fore.\nThe records of the old Department of Railways show that prior to 1911 as\nmany as 179 railway companies were registered to operate in British Columbia.\n M5 \u00bb\nMO 2\n3 p. ft\n DEPARTMENT OF COMMERCIAL TRANSPORT Z 9\nMost of these are now operated as part of either the Canadian Pacific or Canadian\nNational Railway systems; only a few are in operation serving the present economy\nof the Province. Included among some of the grandiose plans for development were\nat least two companies which planned to construct railways from Prince George\nnorth-east to the British Columbia-Yukon Boundary at Teslin Lake. The earliest\nof these proposed railways was filed with the Department in 1910, while the other\nwas registered in 1942. It is significant that both proposals followed almost exactly\nthe route of the proposed Pacific Northern Railway.\nWhile it is true that many of the small logging-railways converted to truck\noperations, it is a fact that the amount of tonnage moving by rail to-day is greater\nthan it has ever been before. The extension of the Pacific Great Eastern Railway to\nprovide a communications link between the Lower Mainland and the Peace River\nwas an extremely important advancement in the history of British Columbia railroading. The British Columbia Electric Railway Company Limited has also played\nan important role in the development of the railway industry in the Province, and it\ncontinues to operate many miles of track in the Lower Fraser Valley. A number\nof the larger logging operations still rely on railways for the long transportation of\nlogs, the most notable of these being the Canadian Forest Products operation at\nEnglewood, where 75 miles of main line are maintained.\nInspectors from the Engineering Branch of the Department are responsible for\napproving all engineering plans and specifications as to construction and operation\nof railways. All plans and specifications of locomotives, rolling-stock, boilers,\npressure vessels, bridges, tunnels, structures, communications, telegraph, radio, etc.,\nalso require approval of the Inspectors. In addition, all operating procedures, such\nas dispatching and operation of trains with regard to public safety, must be certified\ncorrect.\nIn the field, inspections are made with regard to all rail operations within the\nProvince, including the inspection of right-of-way, ballast, bridges, ground and soil\nconditions, drainage, farm crossings, highway crossings, pipe-line crossings, overhead\ncrossings, wire crossings, track conditions, curvature alignment, super elevation,\nswitches, road signals, and dispatching.\nOperating personnel certified by Inspectors include locomotive engineers, conductors, power-car operators, crane operators, and dispatchers. Certificates of\ncompetency signed by the Chief Inspector and the Minister are issued to each successful examinee.\nPrincipal railways inspected are as follows: Pacific Great Eastern Railway,\nBritish Columbia Electric Railway, Canadian Forest Products Limited, and Comox\nLogging & Railway Company.\nIn addition to the above railways, the engineers inspect all the railways in\nBritish Columbia which are under the Federal Board of Transport with regard to\nfire inspection, and each Inspector has been appointed as a Federal Inspector under\nthe Federal Act in addition to being an Inspector under the Provincial Act.\nLOGGING-RAILWAYS\nCanadian Forest Products Limited\nThe logging-railway of Canadian Forest Products Limited in the Nimpkish and\nEnglewood areas rates as a classic example of how railway and truck logging may\nbe integrated into a smoothly functioning, highly efficient operation. Three years\nago the railway was extended to Nimpkish Lake from Beaver Cove so that logs\ncould be railroaded from Vernon Lake, where they are loaded, to Beaver Cove, a\n DEPARTMENT OF COMMERCIAL TRANSPORT Z 11\ndistance of about 60 miles. The railway operation of this integrated system uses a\nconsiderable number of diesel-electric locomotives, as well as rail cars for the transportation of personnel. The dispatch system makes use of both microwave radiotelephone and land telephone. During the year, inspections were made of all phases\nof this railway-trucking system in the area, where the company maintains a high\nstandard of safety.\nThe following is the report of the 1960 inspection by the Department's\nInspector:\u2014\nInspecting Engineer's Report\nW. F. Thomas, Inspector\nDuring the period November 3rd to 9th, 1960, an inspection was made of the\nrailway installation and equipment owned and operated by the above company at\nthe Englewood Division.\nAnnual hydrostatic tests were applied to steam-locomotives 115 and 117, and\ncertificates issued with defects noted.\nThe boiler on locomotive No. 117 is due for internal and external inspections.\nThe dome cover and stand-pipe were removed in order to gain access to the boiler\nto make an inspection above the tubes. It is anticipated the company will request\nan extension of the internal and external inspections, and upon receipt of the request\nan extension may be granted due to the favourable condition of the boiler at this\ntime; however, should defects develop which may require another inspection before\nthe expiration of the extension, the Department must be notified.\nRail-cars 121, 122, 124, 125, 126, 129, and 130 were inspected and reservoirs\ntested.\nGenerally, the equipment is being very well maintained.\nOne conductor, one diesel-electric engineer, and two truck-drivers were examined and certified according to their qualifications.\nThe track and bridges between Beaver Cove and Vernon Lake camp were\ninspected and found to be in good condition.\nThe following conditions were noted:\u2014\nNimpkish Yard and Old Lake Dump Track: Renew packing missing from\nfrogs and guard-rails.\nTsultan Bridge: Ties moving and some require renewal.\nHalfway Island Creek Bridge: Renew broken ties.\nKinman Creek Bridge: Shim cap No. 1 bent. Inspected under load.\nWoodengle Creek: Grillage sloughing bent No. 14. Renew No. 1 bent and\nattention required No. 2 bent. Slow order of 6 miles per hour imposed\nuntil repair completed. Signs to be installed noting speed restriction.\nAn extensive inspection is being carried out by the company engineers of all\nrailway and logging-road bridges.\nThe Camp \"A\" siding transfer machine was inspected and found to be in good\noperating condition and well maintained. This machine is equipped with a Cat.\nD-1700 200-horsepower engine in conjunction with a Skaget BX 200 winch\nequipped with a thirty-car-capacity spotting-drum. All controls are air-operated,\nsupplied from a 25-c.f.m. Curtis compressor at 160 p.s.i. The air-receiver was not\ntested at this inspection.\nAn invitation was accepted to attend the camp safety rally, which was well\nrepresented by members of all phases of the operation. The writer gave a short talk\non railway and truck safety, togeter with a graphic demonstration of braking power\nas applied to logging-trucks.\n z 12 british columbia\nComox Logging & Railway Company\nThe Comox Logging & Railway Company is another example where integration\nof railway and truck logging has resulted in a highly efficient operation. Logging-\ntrucks haul from the woods and unload in the Nanaimo Lakes, where the logs are\nsorted and loaded on to specially constructed flat cars. At this operation\u2014until\nrecently one of the last to employ a steam-locomotive\u2014a number of diesel-electric\nlocomotives carry out the long-distance hauling. Various inspections of the operation were conducted by the Engineering Branch during the year.\nThe 1960 inspection report on this railway follows:\u2014\nInspecting Engineer's Report\nW. F. Thomas, Inspector\nOn October 13th, 1960, an inspection was made of the railway and equipment\nowned and operated by the above company between Ladysmith and Nanaimo Lakes.\nLocomotives 11 and 16 were hydrostatically tested, internally inspected above\ntubes, and certificates issued with defects noted.\nThe boilers of both locomotives are due for internal and external inspections,\nand the company intends to apply for extensions. In view of the favourable condition of both the boilers, it will be in order to grant the extensions, providing defects\ndo not develop before the next annual inspection, in which case the Department is\nto be notified.\nRail cars 102, 104, gas switcher 107, and unloader 3 were inspected, reservoirs\ntested, and certificates issued.\nThe track and bridges between Ladysmith and Nanaimo Lakes were inspected\nand generally are in good condition. Twelve thousand ties were renewed since the\nlast inspection.\nLadysmith Yard and Dump: Renew packing missing from guard-rails and\nfrogs.\nHaslam Creek Bridge: Redecked in 1960. Caps require shimming at north\nend.\nNanaimo River Bridge: Condition good. Redecked in 1960.\nMacDonald Curve: Renew rail on outside curve. Ball of rail getting thin.\nNext curve north is in same condition.\nBoulder Creek Bridge: Condition good.\nDeadwood Creek Bridge: Condition good.\nNanaimo Lakes Yard: Renew packing missing from guard-rails and frogs.\nIt was noted that locomotives 11 and 16 were being operated with boiler test-\ncocks either plugged or frozen, which would indicate that the engine crews are not\ntesting the water-level in the boiler by use of the test-cocks. This is to be done\nfrequently\u2014daily during the operation of the boiler\u2014and the crews notified to this\neffect.\nMacMillan, Bloedel and Powell River Limited\nMacMillan, Bloedel and Powell River Limited make use of three railway\nsystems to haul logs between Nanaimo River and Chemainus. Logs are loaded at\nNanaimo River and transported over the Comox Logging & Railway Company to\nLadysmith, where an interchange takes place with the Esquimalt & Nanaimo Railway, and the logs are taken to Chemainus, where the company operates its own\nterminal railway to handle the sawmill and log-dump. This operation was inspected\na number of times during the year.\n DEPARTMENT OF COMMERCIAL TRANSPORT Z 13\nMINING-RAILWAYS\nMining-railways inspected each year by Department engineers include the\nSullivan mine at Kimberley and the Consolidated Mining and Smelting Company\nat Trail, each of which operate narrow-gauge lines. The Sullivan mine maintains\nseveral miles of track between the mouth of the mine and the tipple at Kimberley,\non which electric locomotives perform the work. The railway is in excellent condition, and because the company is very safety-conscious, no serious accidents\nhave been reported for several years.\nThe tramming operation at Trail is also in good condition. All motormen\nare certified by the Department, which has assisted in the past to promote safety\nmeasures on the line.\nKITIMAT\nThe Aluminum Company of Canada operates a terminal railway at Kitimat, and\nthis operation was duly checked. Problems of safety that were troublesome several\nyears ago have now disappeared.\nSTEEL-MILLS\nA number of steel-mills in the Vancouver area which own and operate their\nown trackage in and around the plants were inspected during 1960. The boilers\nof locomotive cranes were hydrostatically tested, and certificates were issued to\noperating engineers following examination.\nPULP-MILLS\nThe railway serving the pulp-mill at Crofton is now well established, with a\nfine record of safety behind it. The company operates a diesel-electric locomotive\nover a system that serves the mill and barge-slip, and which is interconnected with\nthe Esquimalt & Nanaimo Railway.\nInspections were also carried out at MacMillan, Bloedel and Powell River\npulp-mill operations at Port Alberni and at Harmac near Nanaimo. Diesel-electric\nlocomotives and rolling-stock at both mills were inspected and certified. A similar\ninspection took place at Elk Falls Company Limited's mill at Duncan Bay near\nCampbell River.\nThe barge-slip, trackage, and wharfing facilities, as well as a diesel-electric\nlocomotive, all in operation at the Canadian Industries Limited plant on James\nIsland, were inspected, and the personnel examined and instructed in railway safety.\nEXHIBITION RAILWAYS\nOnce again it was the Department's pleasure to inspect the antique narrow-\ngauge railway operated for the enjoyment of railway enthusiasts by Mr. G. Well-\nburn at Deerholme near Duncan. Two 15-ton steam-locomotives, rolling-stock,\nspeeders, and other historical railway equipment are maintained on the 3-foot line.\nThe locomotives were given hydrostatic tests and certified, and the whole operation\nwas checked thoroughly in the interests of public safety.\nAlso inspected was the miniature railway operated in Stanley Park in Vancouver by the Vancouver Parks Board. The miniature boiler, which carries 150\npounds pressure per square inch, was inspected and certified as a public safety\nmeasure.\n Z 14 BRITISH COLUMBIA\nSAFETY TROPHY\nSince 1952 the Department has awarded a safety trophy to the logging-railway\nwhich has operated during the year with the best record of safety. This award has\nbeen won every year since 1957 by the Comox Logging & Railway Company.\nPresentation of the trophy is accompanied by a brief ceremony attended by company and Department representatives.\nAnnual inspection reports and statistical information relating to railway operations follow.\nB.C. ELECTRIC RAILWAY MAIN LINE\nInspecting Engineer's Report\nJ. H. Carmichael, Inspector\nOn December 21st, 1960, the general annual inspection was made of the above\ncompany's District 3 main line from Mile 0, New Westminster, to Mile 62.92,\nChilliwack, B.C. The inspection was made by track motor in company with Mr. L.\nMcLeod, Roadmaster.\nIn general, the line is in excellent condition and well maintained. Between\nHuntingdon and New Westminster this line serves as a transfer between the Northern\nPacific and Milwaukee Road terminals in Huntingdon and the Canadian Pacific\nRailway, Canadian National Railway, and Pacific Great Eastern Railway in Vancouver. This traffic is handled by seven diesel-electric locomotives, maintained and\nserviced at the B.C. Electric maintenance shops in New Westminster.\nThe following items were noted during the inspection:\u2014\nAll passing tracks and spurs were found in good order.\nSidings are protected by locked derails where down grade to main line.\nThe main fine has been laid with 85-pound rail throughout.\nLevel crossings are in good order with well-maintained crossing signs.\nAutomatic signals installed at King George Highway, Scott Road, and the new\nTrans-Canada Highway near Chilliwack were found in good operating\ncondition.\nIt was noted that the signal lights on the new Trans-Canada Highway crossing\non the west approach were not aligned properly toward approaching\nhighway vehicles. This is being attended to immediately.\nThe steel bridge over the Vedder River and all wooden trestles are in good\ncondition.\nTrack-oilers installed to reduce flange and rail wear are showing good results.\nFractured rock above the right-of-way at mileage 54 has been blasted clear.\nAll overpass trestles have been raised to give the track standard clearance over\nthe roads concerned.\nThe repair-shops at New Westminster were inspected, and safety regulations\nwere up to standard and good housekeeping was very evident.\nPACIFIC GREAT EASTERN RAILWAY\nInspecting Engineer's Report\nR. E. Swanson, P.Eng., Inspecting Engineer\nDuring 1960 various operational phases of the Pacific Great Eastern Railway\nfrom North Vancouver to Fort St. John and to Dawson Creek were inspected. These\ninspections included road-bed, train operation, dispatch and communications, sta-\n DEPARTMENT OF COMMERCIAL TRANSPORT Z 15\ntion facilities, rolling-stock, shop facilities, and locomotives. With respect to the\nmaintenance-of-way operation of the company, certain data were supplied by the\noffice of the chief engineer of the Pacific Great Eastern Railway Company.\nOn November 26th, 27th, 28th, and 29th, 1960, the final annual inspection of\nthe road-bed and railway maintenance was made. The chief engineer and other\ncompany officials were in attendance during the inspection. The trip was made from\nSquamish to Dawson Creek and to Fort St. John.\nNew Rail Re-lay Programme\u2014Inspection\nDuring the inspection it was noted that in 1959 25 miles of old 60-pound rail\nwas replaced by new 85-pound rail between Mile 320.15 and Mile 344.90 on the\nPrince George Subdivision.\nIt is also noted that approximately 41 miles of 60-pound rail requires to be\nrenewed between the Two Mile Flat, Quesnel, Mile 386.9 and Mile 344.7.\nThe rail re-lay programme, replacing 60-pound rail with 80-pound rail, which\nwas inaugurated in 1948, is now complete with the exception of the above-noted\nmileages. It is also noted that considerable rail on the branch line between Chet-\nwynd and Dawson Creek is of the old 60-pound re-lay quality; however, traffic on\nthis branch line at present does not warrant the installation of heavier rail.\nRail wear is noticeable on Cheakamus Hill north of Squamish. In this regard\nsome of the rail on the curves requires to be either turned or renewed in the near\nfuture. With regard to rail renewal on the Squamish Hill, it is recommended that\na programme should be set up whereby 100-pound rail or heavier will replace the\npresent 85-pound rail on the Pavilion Hill and the Squamish Subdivision.\nTie Renewals\u2014Inspection\nInspection revealed that a total of 58,000 untreated and 36,000 treated track\nties were renewed during 1959, with 67,000 treated and 27,000 untreated ties in\n1960, between North Vancouver and Prince George. The tie programme provided\nfor the major portion of replacements to be of treated ties; however, it was pointed\nout to the Inspectors that it was not possible to obtain treated ties and the number\nof treated ties was substantially reduced.\nBallast Programme\u2014Inspection\nA total of 126 miles of main-line track was ballasted with pit-run gravel during\n1959, with 56.5 miles in 1960.\nEleven sidings were ballasted on the Squamish and Lillooet Subdivisions during\n1959 and 1960.\nNew Bridges\u2014Inspection\n1. The replacement of the trestles at Cuisson Creek, Mile 356.3, and Australian Creek, Mile 364.3, was completed during 1960. During the year both trestles\nwere constructed on new alignments parallel to and approximtaely 35 feet away\nfrom the existing old trestles, and creosoted timber was used.\n2. Two minor timber trestles were rebuilt in kind by railway company forces\nat Mile 95.0 and Mile 95.4.\n3. The pile-and-timber trestle partially destroyed by fire at Mile 185.3 was\nreplaced with a fill-and-timber crib.\n4. The highway deck on the Peace River Bridge was removed and the railway\nbridge deck rehabilitated by Defence Construction Ltd. after opening of the new\nhighway bridge over the Peace River to vehicular traffic.\n Z 16 BRITISH COLUMBIA\n5. Final painting of the steel superstructure of the Peace River Bridge was carried out by contract to West Coast Painting Co. Ltd., of Vancouver, after removal\nof the highway deck.\nBridge and Building Maintenance\nBridge and building maintenance work was carried out over the entire fine by\nseven B. and B. gangs, a water-service gang, and a paint gang. The following is\na summary of the various projects completed by the end of 1960 and inspected:\nSeventy-eight bridges repaired and maintained; five small bridges on Squamish\nSubdivision rebuilt; six trestles north of Prince George extended one or two bents\neach and protection piling driven; two stockyards constructed (Dawson Creek and\nFort St. John); three timber end- and side-unloading ramps constructed; one industrial side-loading ramp at Prince George.\nMaintenance was carried out on section-houses, bunk-houses, stations, mechanical department buildings, and freight-sheds at various locations.\nPainting of approximately fifty-five individual buildings along the line between\nNorth Vancouver and Prince George was completed by the end of 1960.\nFencing\nNine miles of new fencing was constructed during 1959 and 31 miles during\n1960 in areas where it was most urgently required to eliminate the hazard of live\nstock on the right-of-way. Most of the fencing was carried out in the Graham and\nWright areas, where there is the largest incidence of accidents to cattle on the\nright-of-way.\nConstruction of Sidings and Inspection of Same\nThe following sidings and tracks were constructed and inspected during\nI960:\u2014\n(1) Railway company trackage:\n45-car capacity yard track, North Vancouver.\nNo. 1 siding, Lillooet, extended from 41-car to 119-car capacity.\nNo. 1 siding, Prince George, extended and cross-overs installed to\nprovide two tracks of 116-car and 127-car capacity.\nConnection of east end of interchange track to C.N.R. main fine at\nPrince George.\nNo. 2 track at Septimus\u201460-car capacity.\n(2) Private-trader trackage:\nMcKeen & Wilson, North Vancouver.\nVancouver Wharves, North Vancouver.\nCommonwealth Forest Industries Limited, Mile 65.7.\nL. E. Talbot, Pemberton.\nRichmond Plywoods Company Limited, Pemberton.\nLe Blanc & Pierce & Son Limited, Birken.\nBlackwater Timber Company, Devine.\nImperial Oil, Lillooet.\nStorm Logging, Mile 312.9, Williams Lake.\nDominion Tar & Chemical, Mile 461.0, Prince George.\nPas Lumber Company, Mile 539.7, Anzac.\nFort St. John Lumber Company, Chetwynd.\nTrans-Prairie Pipeline Company, Taylor.\nPhillips Petroleum, Taylor.\nMilwhite Mud & Chemical Limited, Fort St. John.\n DEPARTMENT OF COMMERCIAL TRANSPORT Z 17\nInspection of Rock Cuts, Concrete Walls, Drainage, etc.\nThe programme of widening and daylighting cuts to improve drainage, visibility, and to facilitate snow-clearing, as well as to enable the railway to handle\nlarger loads between North Vancouver and the north, Was continued through the\nyear, mainly along Howe Sound and between Cheakamus and Lillooet.\n\"Permanent concrete retaining-walls were constructed along Howe Sound between Mile 19.5 and Mile 24.5. This work was carried out during January and\nFebruary, as well as in December of 1959.\nDrainage was greatly improved over the entire line, with track boxes being\ninstalled where suitable and a considerable number of culverts installed and extended, particularly between Mile 482 and Mile 496.5, as well as on the Fort St.\nJohn and Dawson Creek Subdivisions.\nInspection of Grade Stabilization\nAn extensive programme of stabilization of slopes, etc., was under way north\nof Prince George, being a continuation of the original construction, and south of\nPrince George, which was mainly concerned with the elimination of sink-holes and\nslides which have given considerable trouble over the past years.\nWeed-control Inspection\nTwo hundred miles of road-bed, 16 feet wide, were sprayed with a soil sterilant\nand weed-killer. Those sections of the road-bed between Mile 11.5 and Mile 424,\nmost subject to heavy weed growth, were found to have been sprayed.\nTrack Maintenance\nFrom the foregoing it is evident that inspection revealed that track conditions\ncontinued to be generally improved throughout the line, with the installation of\nheavier rail, ballasting, tie renewals, weed-control, and ditching of wet cuts and\nimproved drainage.\nRailway Crossings\nTwo sets of automatic protection apparatus with gates were installed at the\nAlaska Highway rail crossings at Taylor and Dawson Creek. These were in operation by June, 1960, and inspection revealed them to be in order.\nFour sets of automatic protection apparatus are ordered for the following\ncrossings: Mile 465.9 and Highway No. 2-97, Mile 253.8 and Cariboo Highway,\nMile 38.97 and Squamish Arterial (Cleveland Avenue), and Mile 344.8 and old\nCariboo Trail (now Cariboo Highway).\nAn overpass has been discussed at Mile 253.9 to eliminate the level crossing,\nbut until the overpass is built the installation of automatic protection is necessary in\nthe interest of safety to the travelling public, both on the highway and on the railway.\nWhere overpasses supersede automatic signals, the equipment can be relocated at\nother dangerous crossings.\nInspection of P.G.E. Communications Department\nThe southern extension of the microwave system from Clinton to Vancouver\nwas completed for operational use during 1959. The southern system was then\nconnected to the northern system so that the Pacific'Great Eastern now has fully\noperational a system just over 700 miles long involving over sixty voice channels\nand thirty-five teletype channels.\n Z 18 BRITISH COLUMBIA\nTrain Dispatch\u2014Inspection\nThe flexibility of operation by the microwave system makes it feasible for train\ndispatching to be carried out from the head office in Vancouver, and for this purpose\nthe P.G.E. communications department built a dispatch centre in Vancouver.\nOperation of the dispatch centre puts the dispatchers and the chief dispatcher in one\nroom and provides instant and close contact between all train dispatchers and the\nexecutive staff in the head office.\nInspection of Teletype Service\nA telegraph system on the Pacific Great Eastern was approved in 1959 by\nOrder in Council, and, as a result, a microwave teletype control centre was established at Vancouver, giving all agents a direct teletype link to head office in Vancouver and, through the head office, to all other agents throughout the P.G.E. line.\nThe equipment necessary to achieve this operation was not available commercially,\nand a special teletype exchange was designed and built in company shops to provide\nthe facilities required.\nCommercial Telegrams.\u2014The design of the new exchange increased the potential capacity of the teletype system by a very large amount, and made possible the\ncommencement of a commercial telegraph service handling telegrams, telegraph\nmoney-orders, etc. This service was approved by the Department by Order in\nCouncil, Certificate No. 990, which established the tariff. Interchange arrangements were made with Canadian National Telegraphs and a tie-line between the\nCanadian National exchange in Vancouver and Pacific Great Eastern was installed\nto speed up handling of interchange traffic. Inspection reveals the service to be\nsatisfactory.\nLand Line Obsolete.\u2014Inspection revealed that by the end of October, 1959,\nthe land line had ceased to be used for P.G.E. service, and the number of linemen\nwas reduced.\nInspection of Equipment Communications\nDuring the year all speeders on the line have been equipped with radio.\nSpeeders were not equipped with electric power, but suitable power-supply layouts\nfor this purpose were made available. This is considered a move paramount to\nsafety.\nInspection of Reflector and Relay Stations\nIn connection with the construction of the microwave system, a total of seven\npassive reflector-sites has been established on strategic mountain-tops along the\nroute, thereby cutting down the number of active stations by ten and placing existing\nactives at more favourable locations. The sites chosen have proved efficient and\npractical, with the exception of that on the Murray Range, where adverse weather\nconditions were found to exist. A redesign of the path system and transmitter gain\nto overcome this problem was completed and necessary equipment installed during\n1960. Checks by our Inspectors at various points prove the system to be satisfactory.\nInspection of Traffic Department\nRevenue car loadings on the Pacific Great Eastern Railway have increased\nsteadily over the past ten years. The increase in 1959 over 1958 is as follows:\u2014\nRevenue car loadings, 1959 55,913\nRevenue car loadings, 1958 42,690\nIncrease, 1959 over 1958 13,223\n DEPARTMENT OF COMMERCIAL TRANSPORT Z 19\nA similar increase is reflected in actual gross ton-miles, as follows:\u2014\nActual gross ton-miles, 1959 966,191,538\nActual gross ton-miles, 1958 823,361,791\nIncrease, 1959 over 1958 142,829,747\nInspection of Passenger Department (Passengers Carried)\nThe number of revenue passengers dropped from 166,296 in 1958 to 131,319\nin 1959; however, the average passenger journey increased from 88 miles in 1958\nto 125 miles in 1959. The decrease in number of passengers is partially attributable\nto a decline in construction work between Lillooet and Squamish. The increase in\nboth revenue and average journey indicates numerous passengers using through service to the Peace River area. This service was to be augmented by bus service late\nin 1960.\nConclusion\nThe over-all condition of the Pacific Great Eastern Railway has improved and\nfacilities have been increased to cope with increasing traffic.\nThe northern and southern extensions of the railway are now in full operation.\nThe microwave dispatch and communication system is working efficiently.\nThe betterment programmes are continuing and will continue through 1961,\nso that the railway generally is up to the required standards.\nGrade level crossings on the railway require study to eliminate, as far as possible, the inherent dangers involved where highways cross railways at grade level.\nRailway Crossings on Pacific Great Eastern Railway, North Vancouver to\nFort St. John and Dawson Creek, Year Ended December 31st, 1960\nPublic crossings 131\nPrivate crossings 40\nIndustrial crossings 68\nFarm crossings 83\nPipe-line crossings 12\nPedestrian crossings \u2014 9\nOthers (power-lines, pipe, etc.) 48\nTotal 391\nEQUIPMENT INSPECTIONS DURING 1960\nFollowing is a list of individual inspections carried out by Department engineers:\u2014\nHydrostatic tests applied to boilers 64\nInternal and external inspections of boilers 5\nInternal-combustion locomotives inspected and certified 31\nAir-locomotives hydrostatically tested 9\nElectric locomotives inspected and certified 5\nSelf-powered rail cars inspected and certified 20\nDiesel-electric locomotives inspected 91\nAir-receivers tested and inspected 10\nRailway cars inspected on industrial railways 350\nRailway cars inspected on common-carrier railways 150\n Z 20\nBRITISH COLUMBIA\nMiles of railway track inspected 1,980\nNew diesel-electric locomotives inspected and put in service 4\nSecond-hand diesel-electric locomotives imported and put in service 3\nAerial tramways inspected and certified 8\nRailway conductors examined and certified 6\nPower-car operators examined and certified 3\nInternal-combustion locomotive engineers examined and certified 11\nLocomotive-crane engineers examined and certified 5\nDiesel-electric locomotive engineers examined and certificates\nissued, P.G.E. Railway 6\nDiesel-electric locomotive engineers examined and certificates\nissued, B.C. Electric Railway 4\nMotormen examined and certified, Consolidated Mining and\nSmelting Company of Canada 2\nLocomotive engineers examined and certified (total) 28\nAccidents reported on P.G.E. Railway 113\nFatal accidents on P.G.E. Railway \t\nAccidents reported on B.C. Electric Railway 7\nFatal accidents on B.C. Electric Railway \t\nNumber of pipe-lines constructed 57\nMiles of new pipe-line inspected 654\nAccidents investigated on logging and industrial railways 3\nSUMMARY OF ACCIDENTS REPORTED, YEAR ENDED\nDECEMBER 3 1st, 1960\nFatal\nInjured\nMajor\nMinor\nPacific Great Eastern Railway\u2014\n1\n2\n3\n1\n101\nOther \t\n6\nB.C. Electric Railway Co. Ltd.\u2014\n6\nOther ... \t\n3\nIndustrial railways\u2014\n2\nOther - \t\nLocomotive cranes\u2014Employees \t\n4\n1\n5\n129\n DEPARTMENT OF COMMERCIAL TRANSPORT\nZ 21\nLIST OF RAILWAYS AND SUMMARY OF MILEAGE\nIndustrial Railways\nHead Office\nOperating\nMileage\nNo. and Owners\/Name of Railway\nMain\nTrack\nSidings,\netc.\nTotal\nGauge\nMontreal\nRevelstoke\nVancouver\nMontreal\nMontreal\nVancouver\nVancouver\nMontreal\nMontreal\nVancouver\nTrail\t\nTrail\t\nFernie -\nNorth Vancouver\nMesachieLake\nVancouver .\nVancouver\nVancouver\nVancouver....\nVancouver.\u2014.\nVancouver\nVancouver\nMesachieLake\nNew Westminster\nCalgary. \t\nVancouver\nVancouver\nHoneymoon\nBay\n2.9\n0.92\n1.50\n3.19\n6.09\n0.92\n4.00\n0.75\n6.00\n126.00\n6.00\n10.00\n7.01\n28.45\n19.00\n42.01\n1.53\n2.00\n7.50\n1.00\n3.00\n5.39\n4.10\n1.80\n1.00\n1.50\n0.33\n5.20\n3.68\n2.00\n1.25\n7.60\n0.95\nStandard.\nRevelstoke\t\nCrofton \t\nNorth Vancouver\nNew Westminster\nNimpkish Valley\nUnion Bay\t\nJames Island\nWatson Island,\nShames, and\nKalum\nLadysmith\t\nTrail \t\n3. B.C. Forest Products Ltd\t\n2.50\n0.75\n3.00\n13.80\n4.00\n1.75\n7.01\n5.05\n4. Canada Creosoting Co. Ltd\t\n5. Canada Creosoting Co. Ltd.\t\n6. Canadian Forest Products Ltd. .\n7. Canadian Collieries Resources\nLtd.\n8. Canadian Industries Ltd.\t\n3.00\n112.20\n2.00\n8.25\n30\" and\nstandard.\nStandard.\n36\" and\nstandard.\nStandard.\n10. Comox Logging & Railway Co.\n11. Consolidated Mining & Smelting\nCo. of Canada Ltd.\n12. Consolidated Mining & Smelting\nCo. of Canada Ltd.\n23.40\n19.00\n9.00\n1.53\n0.10\n6.00\n1.00\n1.58\n1.00\n1.80\n18\".'\nKimberley\t\n33.01\n18\", 36\".\n30\".\nNorth Vancouver\nMesachie Lake ....\nPort Mellon\t\nDuncan Bay\t\nChemainus\t\nDunsmuir District\nHarmac Pulp\nDivision\nPort Alberni. \u2014\nPowell River\n1.90\n1.50\nStandard.\n15. Hillcrest Lumber Co. Ltd.\t\n16. Howe Sound Transportation Co.\nLtd.\n17. Elk Falls Co. Ltd. .\n18. MacMillan, Bloedel and Powell\nRiver Ltd.\n19. MacMillan, Bloedel and Powell\nRiver Ltd.\n>\u25a0\n3,00\n3.81\n3.10\n\"\nRiver Ltd.\n1.00\nRiver Ltd.\n1.50\n0.33\n5.20\n3.05\n2.00\n1.25\n7.00\n0.95\nRiver Ltd.\n23. Osborn Bay Wharf Co. Ltd.\nNew Westminster-\n25. Phillips Petroleum Co. \u2014\t\n0.63\nNorth Vancouver..\nTwigg Island\t\nHoneymoon Bay\u2014\nQuesnel.\t\n\"\n28. Western Forest Industries Ltd. \u2014\n29. Western Plywood (Cariboo) Ltd.\n0.60\n\u00bb\nCommon-carrier Railways\n30. Pacific Great Eastern Railway..\n31. B.C. Electric Railway Co. Ltd.\nVancouver.\nVancouver to Fort\nSt. John and\nDawson Creek\nNew Westminster-\nHuntingdon-\nChilliwack\n788.60\n76.58\n146.10\n25.29\n934.70\n101.87\nStandard.\nAERIAL TRAMWAYS\nThe use of aerial tramways in industry and in the field of recreation as a\nmeans of transportation places these facilities under the jurisdiction of the Engineering Branch of the Department. This mode of transportation, which includes\n 5 \u00bb\ns\ns >\n'Si o\n\u2022 Si \u00ab\nO g\n2 <\u00ab\n*_ CD\n\u2022a a\nJL> \u00ab\nin o\nOJ 0JJ\n1-9\nH\n DEPARTMENT OF COMMERCIAL TRANSPORT\nZ 23\nski lifts, such as are in use at various winter resorts throughout the Province, and\nthe industrial aerial tramway at Kemano, is regularly inspected by engineers of\nthe Branch. Safety standards required by the Department of Commercial Transport\nare such that regulations for aerial-tramway construction in British Columbia have\nserved as a model for many countries in the world. Inquiries regarding specifications have been received from as far afield as New Zealand, and one of the American States has adopted British Columbia standards as a guide in drafting its own\nregulations.\nNew tramways constructed and placed in operation in British Columbia since\n1958 include the Silver King Tramway at Nelson and the Star Hill Tramway at\nKimberley.\nThe factors involved in the construction of aerial tramways, which must receive\nprior approval of Department engineers, include the location, the design of the\ntramway, and all mechanical appurtenances. The type of wire rope to be used is\ngiven careful consideration by the inspecting engineer. Field inspection of tramways may be made periodically, but an annual inspection is always carried out.\nThe annual inspection involves the engineer riding the tramway to inspect all parts,\nincluding towers, anchors, and fittings. A certificate is then issued, which permits\nthe tramway to continue operations.\nAmong the tramways regularly inspected are the Aluminum Company of\nCanada tramway at Kemano, the Dog Mountain Aerial Tramways, Grouse Mountain Resorts Limited, Lifts Limited, Hollyburn Aerial Trams Limited, the Royal\nCanadian Navy Aerial Tramway at Kamloops, and the Red Mountain Ski Club lift\nat Rossland. The Red Mountain Ski Club lift, one of the highest ski lifts on the\ncontinent, which was approved by Department Inspectors in 1953, is typical of the\nclass of lift found at resorts. It is 1,400 feet in vertical height, 3,800 feet long, and\ncarries seventy skiers at a time, from the lodge to the summit, in about ten minutes\nat a rate of over 200 passengers per hour. Unless such means of transportation\nare subject to Government inspection so that safety standards are enforced and\nmechanical efficiency maintained, it can be readily seen where the travelling public\ncould be exposed to danger.\nNo serious accidents were reported on aerial tramways during 1960, and it\nappears that this type of uphill transportation is gaining wide public acceptance.\nIt is understood that several large aerial-tramway installations are planned for future\ndevelopment in conjunction with the creation of parks and recreational playgrounds\nthat are being made available for public use.\nINDUSTRIAL TRANSPORTATION\nIn the administration of the Industrial Transportation Act, the air-brake systems of a total of 648 heavy-duty logging-trucks were checked by the Engineering\nBranch in 1960, and 105 new and reconditioned trucks were certified before being\nput into service.\nThe Department's administration of the regulations governing the installation\nand maintenance of air-brake systems in logging-trucks and other vehicles which\noperate on industrial roads has been credited with saving not only the equipment,\nbut the lives of operators as well, when partial failures of braking systems have\noccurred.\nBecause they are safer and more efficient, air-brakes are compulsory on industrial roads, replacing vacuum and hydraulic brakes, which cannot cope safely with\nthe heavy loads transported by logging-trucks.\n DEPARTMENT OF COMMERCIAL TRANSPORT Z 25\nDepartment Inspectors conduct classes in all parts of the Province teaching\nsafety and training drivers in the proper use of air-brakes and other safety devices\nused in transportation. In co-operation with the Department of Education, classes\nare held at the Vocational Training School in Nanaimo and at Vancouver, and,\nfollowing examinations, successful operators receive a certificate of competency\nsigned by the Minister. Three mobile units, equipped with complete braking systems mounted on panels, are maintained by the Department so that drivers in the\nInterior of the Province may receive the benefit of the air-brake training classes.\nClasses are also conducted for the benefit of the Royal Canadian Mounted Police\nso that its officers may be kept up to date on air-brake requirements for heavy-duty\ntrucks. Many trucking companies who operate equipment on public highways only\nhave come to recognize the value of these classes and require their drivers to attend\nair-brake schools in order to obtain a certificate.\nDuring the year a total of 482 truck-drivers was certified in the proper use of\nair-brakes, bringing the total number examined since the classes were instituted to\nwell over 5,000.\nThe Engineering Branch is also responsible for inspecting industrial roads to\nensure that they can safely accommodate heavy-duty trucking. This involves the\ninspection of bridges and other structures.\nThe following is a list of the inspections carried out by the inspecting engineers under the Industrial Transportation Act:\u2014\nLogging-trucks inspected 648\nNumber of new logging-trucks put into service 105\nAir-brake examinations conducted 520\nLogging-truck operators certified 482\nRoyal Canadian Mounted Police examined and certified in air-brake\noperation 3\nAir-brake lecture classes held in Vancouver for students of Vocational Curriculum Development Division, Burnaby 3\nStudents examined 27\nAir-brake lecture classes held for students of Dominion-Provincial\nVocational School, Nanaimo 4\nStudents examined 59\nLecture class held at Haney Correctional Institution on air-brakes ... 1\nStudents examined 11\nLecture classes held for mechanics for Department of Education ___ 32\nMechanics examined and certified for Department of Education ... 41\nAir-brake lecture class held for Mining Inspectors, B.C. Government 1\nAccidents investigated on logging-truck roads 5\nFatal accidents on logging-truck roads 1\nAir-brake Lectures and Examinations Held in the Field\nNumber Number\nAttending Examined\nPort Alberni 48 29\nTexada Island 26 14\nColwood 36 26\nDuncan 52 31\nEnglewood 18\nGolden 46 28\nCranbrook 8\n DEPARTMENT OF COMMERCIAL TRANSPORT Z 27\nAir-brake Lectures and Examinations Held in the Field\u2014Continued\nNumber Number\nAttending Examined\nFernie \u2014 \u2014 7\nCreston 21 12\nPort McNeill _ 10\nNakusp 26 13\nLumby 38 18\nEnglewood _ 6\nSechelt ____ 41 20\nDominion-Provincial Vocational School, Nanaimo 52 52\nHaney Correctional Institution, Haney 11 11\nTotals 397 303\nPIPE-LINES\nA major function of the Department of Commercial Transport is the administration of the Pipe-lines Act, which provides the Provincial Government with\nbroad measures of authority over the construction and operation of oil and natural-\ngas pipe-lines.\nBroadly speaking, the Department exercises control over all pipe-lines wholly\nwithin the Province used for the transmission of oil or gas, with control commencing\nat a point adjacent to the outside limits of the well-head to a point of distribution\nwhere the working-pressure is decreased to less than 100 pounds per square inch.\nBefore leave may be granted for construction of such a pipe-line, a certificate must\nbe obtained from the Minister approving all plans and specifications as to location,\nsize and capacity, toll charges, and other matters pertaining to the operation of a\npipe-line.\nDuring the year the Department has been active processing and approving,\nthe pipe-lines contained in gathering systems within the approved petroleum and\nnatural-gas leases. These gathering systems play a major role in the development\nof crude oil and natural gas in the known producing areas throughout the Province,\nand also provide a means for the movement of these products to the major transmission-lines for ultimate delivery to the established marketing facilities within the\nProvince.\nDuring the year three major pipe-line companies were granted certificates for\nconstruction of pipe-lines. They include the Magna Pipeline Company Limited,\nGas Trunk Line of British Columbia Limited, and Trans-Prairie Pipelines Limited.\nMagna Pipeline Company was granted a certificate in June, 1960, for the construction of a natural-gas pipe-line on Vancouver Island connected by a flexible\npipe-line to be strung across the floor of the Strait of Georgia for the transmission\nof natural gas from the Lower Mainland to Vancouver Island. The pipe-line will\ncost approximately $13,000,000 and will be the largest project of its kind in the\nworld where flexible pipe is used for the transmission of natural gas under the sea.\nSamples of the pipe, manufactured by British Insulated Calender's Cables Limited,\nthe world's largest producer of submarine cable, were subjected to a series of exhaustive tests by the Department's Chief Inspector. Although the Magna pipe-line\nwill operate at a working-pressure of 1,500 pounds per square inch, the Department's engineering tests proved that the flexible pipe is capable of withstanding\npressures of up to 3,200 pounds per square inch. The pipe will be laid by cable\nship for a distance of 21 miles and into depths of water of up to 800 feet across the\n Important discoveries of vast reserves of natural gas in the north-eastern sector of the\nProvince have been the spur to the construction of Gas Trunk Line of British Columbia\nLtd. pipe-line. Here the pipe-line is laid across the Beatton River, a short distance east of\nFort St. lohn.\n DEPARTMENT OF COMMERCIAL TRANSPORT Z 29\nStrait of Georgia from a point near Ladner to within the vicinity of Crofton on\nVancouver Island. It will transport natural gas for distribution among consumers\nin the major centres on Lower Vancouver Island. A contract to supply the flexible\npipe-line has already been let to British Insulated Callender's Cables Limited.\nSome of the major oil companies in the world are associated with Gas Trunk\nLine of British Columbia Limited, a newly formed company which was granted a\ncertificate on September 15th for the construction of a $93,000,000 natural-gas\ngathering system in North-eastern British Columbia. Sponsored by Pacific Petroleums Limited, the company is owned by producers in the Fort Nelson area, including Westcoast Transmission, Imperial Oil, Home Oil, Shell, Texaco, Phillips Petroleum, British American, El Paso Natural Gas, and others. When completed, Gas\nTrunk Line will extend approximately 250 miles, transporting gas from the Fort\nNelson area to join the present Westcoast Transmission system at Chetwynd. The\nfirst phase of the project was completed last November at a cost of approximately\n$6,000,000. Initial capacity of the completed system will be 350,000,000 cubic\nfeet a day when the transmission pressure is increased. Under long-term planning,\nit is estimated that Gas Trunk Line's system will be capable of reachins a maximum\ndaily output of approximately 250,000,000 cubic feet a day by the winter season\nof 1961\/62, increasing to approximately 450,000,000 cubic feet a day in the winter\nof 1962\/63. This will be a big factor in the marketing of British Columbia's\nnatural-gas reserves.\nA significant advance in the development of British Columbia's oil reserves\nis the construction of the Trans-Prairie Pipeline Company's transmission-line in\nthe north-eastern area. Trans-Prairie's pipe-line is the first major crude-oil line\nto be built in the Province, and it marks a major step toward the marketing of\nBritish Columbia crude. A certificate for this $6,000,000 project was granted on\nAugust 15th, 1960, and completion of the first phase, a line from the Boundary\nLake area to Taylor Flats and from Taylor to refineries at Dawson Creek, was\nachieved in December. The major portion of the project will consist of a line\ndirect from the oilfield in the Milligan-Doig-Beatton River area, which the company\nexpects to complete early in 1961. Approval of the Trans-Prairie Pipeline project\nis indicative of the Government's policy to encourage the development of the Province's oil resources.\nAll engineering plans and specifications covering the construction of all pipeline projects under the Pipe-lines Act are submitted to the Department, and if in\norder are approved. One copy is returned to the pipe-line company so that it may\nproceed with the construction of the pipe-line concerned. This involves pipe-line\npressure-stations, tank-farms, oil installations adjacent to railways, loading-racks,\nand river crossings.\nInspectors check all pipe-lines during construction and supervise and witness\nthe final acceptance pressure test in the field. A complete record of the final test\nis maintained in Department files. Particular attention is paid to the inspection\nof highway crossings, river crossings, and compressor-stations.\nSubject to field inspection and when the pipe-line is completed and has passed\na satisfactory test, a certificate is prepared by the Department and signed by the\ninspecting engineer prior to approval by the Minister. This is necessary in accordance with the Act before a pipe-line can be placed in service.\nIn addition to the above, Inspectors make periodic field inspections to see that\npipe-lines are being maintained in the interest of public safety.\n Z 30\nBRITISH COLUMBIA\n-'\u25a0' \u00ab\u25a0 J*- ua- u.- u<- in- no-\n. \\\u00a3^r2jA~~\u2014tt tssk.\n1\nw\"^_S Vh-ij?*-, r\\riwii^\u00bb\u2014A\nAT 1 n\/\\ r\n1 tr r*X^ \\ \\ 1 aW\nNATURAL GAS\nTRANSMISSION\n> \u00a3&r[\\ \\:4 \\ JL-~2\\-r~i\n__X-4-^H4;taX\\n\/W\nPIPE-LINES\n_*\u25a0\nV ^ P-r-5*^^ \\ > M\n___________ WESTCOAST TRANSMISSION\n,_,.,-.. GAS TRUNK LINE OF B.C.\n\u25a0 j. INLAND NATURAL GAS\ntULfftWs&L r-. \\* \/ V\/ 1 ^\nnrnmnmn.. MAGNA PIPE-LINE\n-Sp&iA 1 \/uLvf\n... L!S!5^^3&ru3?^J^Ra rv_^??\u00abi I\ns.A ^ rY. \/-f \/ s J.M I \u25a0( 4 \/jfrti.\n- - j Fi^ wn. -, W~~&1 rif^-V If*\" \\ -^S \\&r tt \/ ,*\\ -S'ft' >T, S U vli . M\n^%^J?f ^%fe*,l \/-^k t? V. *%. v. t1*?^* .^^. \\. \/-^ ^i\u2014 \\ ^i\\,r^ \/(*t _\/\n^-w ^^^-r ^ I \/)\u25a0 \\t\\ ; \/7\u00b0'1L%&>? ' 1 ^ 3 Vs_^C\"P'>\\ \/ \/ \\ v__--^<^\/A N. 1 W\n\"V S 1 ) 11 n\u00bbTvr rl \\ r^L___^-^n^\u00b0^-' (j\\ \\i__-3\n\\ VI l^- 3 \\gs> \u00ab.~\"fc^C. f^~\"i\"\"J ju \u00ab'=vij>ir^v^0*''^ sT r~*~s*s . \\\\ y\/ :\nA r-^% Nis ' -.Ijk^Tl^^rV^ V^\u00ab^ AC f X \"\\ \/\\Z\n^^^'-.^^^.^-^C^^n; J4- W\/W^^^L-_r- ^^-ife^\nJT riJlfl\\ C J rt! =tj4 ^. -4i?:>-J \/ \\\\\/ ^^.-r\"\"V \\ \\a_\/\n' \"\\S 7V& *7 T\\ ~-^-l-!_!!_!a_5^^^^i~Vli P^^W^TmlrWrt^m^o^^M'^ X c i\\v\u00bb\u00abo* ro1''^ C \\ JR\/ ,\\fTiu f \\ \\-V^\\\nJ__.1 ^\u2014l *=5*>0liIBEBSl *=:^> c^C, WESTNU?SJtKW_;W\u00ab_^-^-^^^\\^^\\.._._^^^ ft \\ ' \\\u00ab1 l5 A U ^Sw-i_\/v 1 j7 \\\n3*^^iliNj\"o,,^^&^'TV5vT\u2014\" J ( Si r^ l F\\V IT'S jL \\5 j\/^5) _%.,.\n^.J^J^W \/*^\u00abKii&^ti^ MMfxT\"*\" v^ j\u2014v I % S.l V\\b fei_)iTS3sX ^L-~A~~J\ni^SB^tr^.c^M^r^^s_\u2014J-^-^^y\"^ Ua^Ci^^ \\ $^~\"^\n| 126\u00b0 121* 122* 120\u00b0 118\u00b0 116*\n DEPARTMENT OF COMMERCIAL TRANSPORT\nZ 31\nCRUDE OIL\nTRANSMISSION\nPIPE-LINES\nTRANS-MOUNTAIN OIL\nPIPE-LINE\nTRANS-PRAIRIE PIPE-LINE\n Z 32\nBRITISH COLUMBIA\nFollowing is a list of pipe-lines approved, installed, and tested during 1959\nand I960:\u2014\nName of Company\nOil or\nGas\nProject\nNo.\nPipe-line Location\nBritish Columbia Electric Co. Ltd.\t\nGas\n1034\nTi-bury-Ladner.\n1041\nRoebuck Road-Tilbury.\n\u201e\n1042\nTilbury-Fraserview.\n1043\nLaFarge Co. lateral.\n1044\nB.A. Oil Co. lateral.\n,,\n1045\nCoquitlam-Vancouver.\n1047\nRoebuck Road-Port Mann.\n1052\nDelta-Richmond.\n..\n1054\nNorth Vancouver.\n1055\nCoquitlam-Burrard Plant.\nM\n1058\nNorth Vancouver.\n\u201e\n1064\nHuntingdon-Langley.\n1079\nRichmond.\n1083\nHuntingdon.\nBritish Columbia Power Commission \t\n1068\n1056\nFort Nelson.\nDome Petroleums Ltd. \t\n\"\nDome Basco Bubbles Field.\n))\n1070\nLaprise Field.\nFargo Oils Ltd. \t\n1032\nBlueberry Field.\nAlaska Highway.\n\"\n1033\nGas Trunk Line of B.C. Ltd\t\n1075\nBoundary Lake-Taylor.\n1076\nBuick Creek-Laprise.\nInland Natural Gas Co. Ltd. \t\n1031\n1035\nTrail\u2014Tadanac lateral.\n\"\nSavona lateral.\n,,\n1059\nCastlegar-Celgar.\n,,\n1065\nPrince George.\n\u201e\n1066\nPrince George.\n,,\n1078\nMerritt-Craigmont.\n,,\n1084\nPrince George.\nPacific Petroleums Ltd. \t\n1037\nBubbles Field.\n1038\nBubbles Field.\n)t\n1039\nJedney Field.\n1051\nBuick Creek.\nn\n1057\nBubbles Field.\n1060\nFort St. John.\n..\n1061\nPacific-Bubbles Field.\n,,\n1062\nJedney Field.\n1067\nFort St. John.\n,,\n1069\nBoundary Lake Field.\n,,\n1077\nEast Laprise Field.\nSinclair Canada Oil Co\t\n1053\nJedney Field.\nTrans-Prairie Pipeline Co. Ltd _\t\nOil\n1071\nTaylor-Beatton River.\n\u201e\n1072\nTaylor-Dawson Creek.\n,,\n1073\nBoundary Lake-Taylor.\n1085\nBoundary Lake Field.\n\u00bb\n1086\nTaylor tank-farm, loading-racks and refinery.\n DEPARTMENT OF COMMERCIAL TRANSPORT\nZ 33\nCOMMERCIAL VEHICLE BRANCH\nGeorge Lindsay, Superintendent of Motor-vehicles\nJ. G. M. Lock, Director of Operations\nThe licensing of commercial vehicles in British Columbia is carried out by\nmotor-vehicle offices under the supervision of the Superintendent of Motor-vehicles\nand through the co-operation of Government Agents' offices of the Department of\nFinance. Licensing of commercial vehicles comprises registration, annual licensing\nor quarterly licensing, and includes the issuance of trailer licences, temporary operation and non-resident permits. Many of the latter are issued by weigh-station personnel, and funds from this source are accounted for through motor-vehicle offices\nand through Government Agents, a procedure which requires the assistance and\nco-operation of employees of the Finance Department.\nThe main function of the Operations Branch is the protection of highways and\nbridges throughout the Province by checking commercial vehicles to ensure that they\ncomply with size and weight regulations.\nUnder the Director of Operations, the Department maintains twenty-seven\nweigh-stations and six mobile scales, employing a supervisor, six regional weigh-\nmasters, and sixty-nine weighmasters. Weigh-stations are now recognized as centres\nwhere truckers may obtain operating permits, advice, and information, and it is\nencouraging to report that in this regard the Department enjoys the co-operation\nand support of the trucking industry.\nThe Director of Operations maintains a continuing record of bridge and road\nrestrictions within the Province through information supplied by the Department of\nHighways, and by means of this information is able to provide a service to out-of-\nProvince and long-distance commercial operators who wish advice on routes and\nallowable weights before starting their trips. Many calls are received at his office\nfor assistance of this nature, and this service has proven to be of tremendous value\nto the trucking industry.\nDuring the course of the year the Road Users Inquiry Commission, which was\nappointed in 1958 and submitted a report in 1959, was reconvened by the Government to re-examine the Department of Commercial Transport Act and ancillary\nlegislation, and also to provide some sections of the trucking industry with the\nopportunity to express views which had not been heard during the hearings of 1958.\nSome changes in regulations resulted from recommendations brought down\nby this Commission in 1960. Chief among these, and one which was of vital concern to the logging industry, was the relaxation of load limitations and the introduction of restricted-route permits authorizing the transportation of heavier loads\nof logs or poles, saw-timber cants, and rough green lumber. Another important\nchange provided for a flat fee to be charged for oversize permits for all types of\ntrucks. The introduction of quarterly licensing, the provision of a ninety-day\npermit for non-resident vehicles operating strictly on an interprovincial or international basis, provisions allowing for axle tolerances for all trucks, the reduction of\nhighway-crossing charges to a flat nominal annual fee, and the exemption of farm\nimplements from conforming to size and weight requirements were other concessions which have benefited the trucking industry. In addition, on some main highways, trucks have since been permitted to license for heavier loads as a result of\nimproved standards in highway construction. These and other revisions implemented in 1960 have contributed materially to the benefit of the trucking industry.\n DEPARTMENT OF COMMERCIAL TRANSPORT Z 35\nAmong the weigh-stations which are located at strategic points throughout the\nProvince, from the United States border to the Yukon boundary, some key scales\nare kept open on a twenty-four-hour basis to provide truckers with a degree of service that was not possible in the past. The versatile portable scale is a proven\nsuccess, providing an invaluable measure of control in the remote areas of the Province. With the co-operation of motor-vehicle offices and Government Agents, the\nnumber of locations where truckers may obtain assistance and operating permits has\nincreased from thirty-five to eighty-five.\nDuring the latter part of 1959 and 1960, fifteen new weigh-scales were built in\nthe Province at control points and six portable scale units were placed in operation.\nBecause of their mobility, portable scales are used to patrol areas between the permanent scales and are operated from headquarters located at Victoria, New Westminster, Kamloops, Nelson, Prince George, and Dawson Creek. Frequently these\nunits are made available to commercial-vehicle operators who wish to determine the\ncorrect weight of their equipment and loads before starting out on a trip. Quite\noften this service saves the operator a great deal of time and inconvenience and\neliminates the necessity of a heavy load being moved over the highway before the\ncorrect weight of the vehicle and load can be determined. This reduces damage to\nhighways, lessens the danger of accidents, and is a part of the over-all programme\nto control movements of overweight and oversize loads for the protection of highways and the general public.\nSpecial surveys initiated during the year by the Director of Operations, with\nthe assistance of the Supervisor of Weigh Scales, have provided valuable information\nfor improving the efficiency of weigh-station operations, reducing the time required\nto render service to the industry and relieving truckers of some of the \" paper work \"\ninvolved in certain aspects of reporting.\nIt is interesting to note that the establishment of weigh-stations at chief points\nof entry into the Province has accounted for the collection of revenues under the\nMotive-fuel Use Tax Act and for non-resident permits, which would likely have been\nlost otherwise.\nDuring the twelve-month period from January 1st to December 31st, 1960,\nDepartment weigh-station personnel were responsible for checking a total of\n1,328,300 vehicles to ensure that they were properly licensed and were complying\nwith oversize or overweight regulations.\nThroughout the year, weigh-stations were also actively engaged in the performance of a number of duties relative to the operation of the Department of Agriculture, the British Columbia Forest Service, the Finance Department, the Department\nof Highways, and the Motor Carrier Branch of the Public Utilities Commission.\nChecks were made and records filed on the number of cattle and hay shipments\nfor the Department of Agriculture. For the Forest Service, checks on forest-product\nshipments, including Christmas trees, were kept, and weighmasters were authorized\nto issue fire permits. The issuance of motive-fuel use permits and the checking of\nmachinery shipments were carried out for the Finance Department, while traffic and\nother special surveys were conducted for the Highways Department. In addition,\ninspections of vehicles for operating authority were instigated to assist the Motor\nCarrier Branch of the Public Utilities Commission. This is a service which was not\nformerly provided, and one which was requested by the trucking industry and\napproved by the Government.\n Z 36\nBRITISH COLUMBIA\nANNUAL COMMERCIAL-VEHICLE LICENCE FEES,\nCANADIAN PROVINCES\nGross Vehicle Weight\nin Pounds\nB.C.\nAlta.\nSask.\nMan.\nOnt.\nN.B.\nN.S.\nP.E.I.\nNfld.\nAverage\n4,000..\n6,000..\n8,000.\n10,000.\n12,000.\n14,000.\n16,000..\n18,000..\n20,000.\n22,000..\n24,000.\n26,000-\n28,000-\n30,000.\n32,000..\n34,000..\n36,000.\n38,000.\n40,000..\n$20\n30\n50\n75\n95\n115\n135\n155\n175\n195\n215\n235\n255\n280\n305\n330\n355\n380\n405\n$40\n50\n65\n75\n85\n100\n120\n140\n160\n180\n200\n230\n260\n290\n320\n350\n390\n430\n470\n$25\n67\n110\n110\n150\n175\n200\n225\n250\n275\n300\n325\n350\n375\n405\n435\n465\n495\n525\n$30\n30\n60\n90\n120\n150\n180\n210\n240\n270\n300\n330\n360\n390\n420\n450\n480\n510\n540\n$20\n25\n50\n68\n88\n103\n118\n151\n179\n208\n239\n273\n309\n356\n391\n427\n463\n502\n542\n$18\n29\n46\n67\n86\n107\n130\n155\n192\n222\n266\n301\n324\n347\n370\n393\n416\n439\n462\n$16\n23\n43\n64\n89\n117\n150\n187\n208\n229\n250\n271\n292\n313\n334\n355\n376\n$18\n29\n46\n67\n86\n100\n122\n146\n182\n211\n242\n275\n310\n347\n370\n393\n416\n439\n462\n$20\n30\n45\n65\n85\n105\n140\n175\n210\n230\n250\n270\n290\n315\n345\n375\n405\n450\n450\n$23\n35\n57\n76\n98\n119\n144\n172\n200\n224\n251\n279\n306\n335\n362\n390\n418\n456\n482\nNote.\u2014Above this weight, trailer combinations make it difficult for direct comparison.\nProvince of Quebec not listed as it is the only Province now licensing by tare (unladen) weight.\nGENERAL OFFICE, ACCOUNTS, PERSONNEL RECORDS\nD. I. Ewan, Senior Clerk\nClose liaison with the Motor-vehicle Branch and with the Finance Department\nis maintained by the Department's accounting office in Victoria regarding the depositing of fees collected by weighmasters. In this respect, weigh-stations were responsible for the collection of over $500,000 during the year.\nIn addition to regular administrative duties, a comparatively small accounting\nstaff of four is responsible for auditing all oversize and overweight permits issued\nin the field, and during the past year this involved the checking of upwards of 2,000\npermits a month. It is also responsible for the establishment and monthly invoicing\nof charge accounts where operators have obtained term, overweight, and oversize\npermits, which allows them to operate in a specified area without obtaining single-\ntrip permits for each trip.\nThe decline in motor-vehicle registrations as indicated in Chart No. 3 is largely\nattributable to the transfer of privately owned station wagons from the commercial-\nvehicle class to passenger-car class. The marked reduction shown in trailer fees in\nChart No. 1 is the result of licensing the complete vehicle for its gross vehicle weight\nby a licence on the tractor unit and placing a nominal annual licence fee of $10 on\ncommercial trailers. Chart No. 2 shows that commercial-vehicle revenue from\nlicences and permits continues to increase substantially. In addition to this revenue,\ncommercial vehicles contribute almost twice that amount in fuel taxes. The revenue\nfrom fuel taxes contributed by both passenger-cars and commercial vehicles is shown\nin Table No. 1.\nThe establishment of the Department was increased by the addition of a Public\nInformation Officer, this position representing the only increase of staff during\nthe year.\nTurnover of staff was normal during the first full year of operation. The position of Supervisor of Weigh Scales, which became vacant, was filled by means of an\nopen competition. To arrange for suitable supervision of field staff in the six regions\n DEPARTMENT OF COMMERCIAL TRANSPORT\nZ 37\nof the Province, weighmaster supervisors were appointed. Replacements in other\ncategories were obtained by the recruitment of personnel at the starting level.\nThe newly implemented group insurance programme was favourably received\nby all personnel, with the result that all but two of the eligible members availed\nthemselves of this added protection.\nChart No. 1\nO\n2 2\nO\no\nfi\ncn id\n*\nm \u25a0*\nM\nM\ntn\nUJ\nUJ\n1\nll_\n1\n1-\n1\nI\nUJ\na\nl_\ni o\ncc\na\n1 \u00ab\nz\nX\na\n\\\nin\ns\ntr\nI\n_L s\nz\n1 s\no\n1 s\nz\n-1\nC\nr\n\/\nu\nUJ\n\/\nUJ\n___\nX\no\nu\nJ\nlice\nUJ\n_j\n<\ntr\n(rt\n|\u2014\ni\nc^\n\\\ncc\n1\n\\\nUl\n\\\na\na\nUJ\n1\n\\\nUJ\n>\nu-\n1\n1\nt-\n\\\ntr\nUl\n2\nv\n\\\nUl\n_i\nUJ\n\\ \\\n\\\nQ\n_=\n: o\no\n\\\n\\\nui\nc\nQ\n\\ s\n\n\u2014\nid\n\\\nZ\n5\nA. I\nUl\nVS. \\\n>\nUl\n_l\n< .\n>\no\nV\\ .\nCC\no\ncc\nUl\n_>\nU _> -\nUJ\ni\/i\na:\nUJ\n>\nO\no\no\nS8V.1O0 JO SQNVSOOHl\n Z 38\nBRITISH COLUMBIA\nChart No. 2\n9\n8\no\nr-\ntsl\nm\nrt\nCO\n\u00bb\n7\no\nto\nN\ncn\nm\nt-\n_\nM\nt\/>\ntr\n<\n_J\no 5\no\nO\no\no\no\nUl\no\no\nto\nz\n(0\n24\n-1\nm\n(\\J\n\no\nz\n> - oc\n\"2 o\nz 2 u-\n2 5 \u201e\n1^\nSTAT\n\u2022 ER C\n:ount\no\nU> \\J v\u00bb\nO z o\nUJ <\nOC IA .\nH\nuj in o\na.\nu. < to\nUJ\nin a a\nz -\n__ o\n1 cc o _-\n\u2022\u2022 K 1- \u00a3\nUJ\n(-\no\no\n3\nz\n4\n<\/>\no\nz\n01\no\n>\n-J\n1-\n_>\n<\n^\nCC\nr~\ntr>\nuJ\nO\nUJ\nZ\n->\noc\nO\nID\nui\nO)\n_i\n\u2022\"\u25a0'\n>\n<\nu\nz\nI\nUJ\n1\n, \\ \\ CO\n>\nco\nm\n\\ \\ \\ ln\n\\ \\ \\ \u00b0\na.\na\n_l\n<\nO)\n<\nO\noi \\\\\\\ncr\n\u25a0n \\\\\\\noc\nUJ\n01 \\\\ \\\n<\n2\nZ\n2\nO\no\nD\nUJ\nto.\nZ\n<\n-l\no\no\no O O O O o c\n1\nto 4\nN O (0