RAILWAY AND HARBOUR
REPORT

VANCOUVER B.C.

TO

VANCOUVER TOWN
PLANNING COMMISSION

Harland Bartholomew ^Vm. D. Hudson

and Associates. Associate Engineer

September, 1927.

pd 631

Digitized by the Internet Archive

in 2011 with funding from

City of Vancouver Archives

http://www.archive.org/details/railwayharbourreOOvanc

1. Railway and Transportation Report

2, Harbour Report

INDEX
Page

1, INTRODUCTION

2. PURPOSE OF RAILWAY TRANSPORTATION REPORT
5. COmENTS ON PRESENT RAILWAY SITUATION

9, CONCLUSIONS AND RECOMMENDATIONS
11. CANADIAN PACIFIC RAILWAY

Freight Yards
15» Passenger Terminal Yards: Coal Harbour

17. Proposed Freight Yard along Glen Drive

18. Front Yard

19. NORTH SHORE YARDS

Harbour Terminal Railway
Pacific Great Eastern Railway

19. British Columbia Electric Railway

21, Great Northern Railway

Canadian National Railways

21, INDUSTRIAL DEVELOPIffiNT

Harbour Commission's Terminal Railway
British Columbia Electric Railway

23. UNIFORM SWITCHING RATES POSSIBLE WITH
TERMINAL COMPANY

25. JOINT USE OP RAILWAY FACILITIES

Page INDEX

27. INTERCHANGE METHODS

28. GRADE CROSSING ELIMINATION
30. Carrall Street Crossings
35, Water Front Grade Crossings
37, Elevated headway & Ferry Pier

39, Main Street Great Northern Crossings.

41, PROMOTION OF INDUSTRIAL DEVELOPMENT
43. The False Creek Area

45. Encouraging Industry

47. Advertising

48. DISPOSITION OF FALSE CREEK CHANNEL
48. Description

51. Granville Island

55. North Shore of False Creek

56. Conclusions and Recommendations
59. Sanitation

63. Smoke Prevention

64. Partial Filling of False Creek Channel
Recommended.

66. DESCRIPTION OF RAILWAY OPERATING METHODS AND
FACILITIES

66. RAILWAYS SERVING VANCOUVER

Page INDEX

67. CANADIAN PACIFIC RAILWAY

Freight Traffic

70. Coquitlam Freight, Classification Yard

73, Recommendations

74, City Classification Yards

74. Front Yard

75. Lower or "H" Yard

76. Recommendations
80, Freight Station

83. Team Tracks

84. Recommendations

85. CANADIAN NATIONAL RAILWAY

86. Classification Yard

87. Freight Station

89. Team Tracks

90, GREAT NORTHERN RAILWAY

90. Classification Yard

91. Freight Station

Page INDEX

92. BRITISH COLUIvIBIA ELECTRIC RAILWAY

92. Passenger Stations

93. Express Business

94. Freight Station

95. Volume of Business Handled

96. Teara Tracks

96. Service to Industries

97. Shops and Repair Yards

99, New Westminster facilities

100. 1926 Freight Movement through

New Westminster

101. PACIFIC GREAT EASTERN RAILV^AY

103. CHICAGO, MILWAUKEE & ST. PAUL RAILWAY

105. HARBOUR COmvIISSION'S TERMINAL RAILWAY

Classification Yard

106. Operating Equipment

106. Mileage Operated

107. Extension of Harbour Commission's

Terminal Railway Recommended

108. FREIGHT INTERCHANGE METHODS

108. Canadian Pacific Railway and

Canadian National Railway

109. Canadian Pacific Railway and

Great Northern Railway

109, Canadian Pacific Railway and

British Columbia Electric Railway

Page INDEX

111. Canadian National Railv/ay and

Great Northern Railway

112. Canadian National Railway and

British Colimbia Electric Railway

113. Great Northern Railway and

British Columbia Electric Railway

115. Great Northern Railway and

Harbour Commission's Terminal Railway

116. Chicago, Milwaukee h St. Paul Railway

and British Columbia Electric Railway

ll*^. Harbour Commission's Terminal Railway

Interchange

118. GRAIN MOVEIvIENT TO BURRARD INLET ELEVATORS

118. Canadian National Railway

119. Canadian Pacific Railway

120. Great Northern Railway

120. SERVICE TO HARBOUR COMMISSION'S TERMINAL PIERS

Canadian Pacific Railway

121. Canadian National Railway
121. Great Northern Railway

Page INDEX

121. INTERCHANGE SWITCHING RATES

122, PASSENGER TRAFFIC

122. CANADIAN PACIFIC RAILWAY

Passenger Station

123, Recommendations

125. Suggested Site for Passenger Station

127, CAITADIAN NATIONAL RAILWAY

127, Passenger Station,

128. GREAT NORTHERN RAILWAY
128. Passenger Station

APPENDICES

1. RAILWAY STATISTICS

2. RAILWAY SWITCHING AND LOCAL
SWITCHING CHARGES

5i REPORT ON FALSE CREEK

LIST OF PLATES

Page 1. RAILWAYS AND HARBOUR Plate T

Page 35. PROPOSED ELEVATED WATERFRONT ROADWAY Plate TI

- 1 -

RAILROAD TRANSPORTATION REPORT
-?CR-
VANCOUVER, B. C,

INTRODUCTION

The futiire development cf Vancouver
is naturally a matter of paramount interest to its
ovm people and to those of the communities immediately
adjacent to it; yet in this study as well as others
affecting the physical and social aspect of the City,
it is necessary to take into consideration the
relation of Vancouver to the Province of British
Columbia and to the Dominion as a whole. Vancouver,
by reason of its strategic and unrivalled location,
is a national asset of great importance. It
affords convenient egress and ingress for products
made and consumed in Canada. It is at the cross
roads of coastwise and transcontinental shipping.
Its harbour is ideally sheltered, commodius and
forever open and free from ice. It is the

-2-

principal western terminus of Canadian railways.
Added to these advantages are its equable climate
and almost limitless natural resources within
economic reach, such as water power, forests,
minerals, fisheries and agriculture.

By means of its ship and railroad lines
focusing here Vancouver is enabled to function, with
increasing effectiveness, as a primary unit in the
economic structure not only of the Province of
British Columbia, but of the Dominion. The United
States is not without interest in the proper develop-
ment of this City.

It is evident that the transportation
interests are vitally concerned in the manner and
direction of growth of the City, especially as their
trackage and terminals may be affected. In a similar
manner the cummunity inself is concerned as to
future extent of railroad growth.

-5-

PURPOSE OF RAILROAD
TRANSPORTATION REPORT

It is gerj^rally most difficult for
railroad officials to visualize municipal grovi^th in
the light of Town Planning standards or to compre-
hend the necessity of controlled expansion, although
it is certainly greatly to their advantage to be
fully informed on this comparatively recently
developed science. Many instances may be cited
in other cities where railroad terminal operations
have become sadly handicapped through the lack of
accurate foresight.

It is the purpose of this report to
describe briefly the material elements of the
local railroad situation and to make certain re-
commendations that have for their purpose the
elimination of the more serious points of inter-
ference that may now, or in the future, jeopardize
that harmony of mutual understanding so requisite
to satisfactory progress.

^ 1

-4-

The public as a rule possess little
knowledge of the railroad's requirements or of
their operating difficulties. It is, therefore,
thought necessary to go somewhat into detail in
describing the operating methods of the several
railroads, in order that some of the sugriestions
offered may be understood,

CO-OPERA.TION OF THE RAILROADS ESSENTIAL

While many of the recommendations
submitted will cost considerable sxims to carry out,
it is believed that in every case improved operat-
ing conditions will result with their adoption. It
is highly essential, however, that the railroads
co-operate in the study in order to bring out
additional facts that may influence the conclusions
and which may also have a bearing upon other phases
of the City Plan, particularly the Zoning and Major
Street Plan,

-5-

COMMENTS ON THE PRESENT
RAILROAD SITUATION

Generally speaking the railroads
in Vancouver have built s^lfficiently in advance of
their needs so that no serious interruptions to
the smooth flow of traffic are likely to occur in
the near future. Such facilities as the passenger
stations, freight houses, team yards and, with few
exceptions, the classification yards are decidedly
adequate, and are functioning efficiently. The
criticisms made and suggestions offered have princi-
pally to do with the improvement of the Port
operations, the encouragement of industries and the
relief of certain streets and areas from the incon-
venience of railroad operations. Briefly, the
specific items to which attention is directed as
subject to improvement are as follows:-

-6-

!• Raili-o«.d ariivlties along the North
Shore oi' False Cresek, botv;een Pender and
Granville ."^troets, are-, dei.rrlm^ntal to civic
development, Mnch work p,--rforjn<-,a h^re
should be traasi'erred to other localities.

2. The Carrall Street line of the Can-
adian Pacific Railway is a positive handicap
to the City and an inconvenient operating
facility of the railroad,

3. There is a need for a freight yard
of large capacity in the east section of

the city to be used by the Harbour Comiaission
Terminal Rail\vay primarily for Port service
in connection with the grain movement,

4. Front yard of the Canadian Pacific
Railway requires enlargement.

-7-

5« Railroad yard space on the North
Shore should be reserved,

6, The British Colvunhia Electric Rail-
way is much too restricted in its scope of
operations. Its terminal facilities and
service tracks to industries are inadequate.

7« The passenger and freight facilities
of the Great Northern and Canadian National
Railways are over expanded and may well be
consolidated,

8. Industries are at a disadvantage by
reason of \insystematic switching arrange-
ments and excessive intra-terminal switching
charges,

9, Competitive railroad business is in
an unhealthy state. Within a terminal no
Industry should be at a disadvantage by
reason of its location.

-8-

10. Better methods of interchanging
freight cars among the several roads are
desirable.

11, Industrial development has not
proceeded in an orderly and systematic
manner •

12, A number of railroad grade cross-
ings should receive early attention.

13. The False Creek industrial district
has been permitted to become an eyesore
and a menace to health. Its regeneration
is essential to normal civic developii^ent.

-9-

CONCLUSIOWS AND
RECOffl/IENDiiTIONS

In attempting to arrive at a
satisfactory solution of the railroad transpor-
tation problems of Vancouver, one is immediately
confronted with practical difficulties standing
in the way of an ideal solution. The greatest
of these is cost to the railroads without com-
mensurate return. Therefore, in the following
recommendations it is the endeavour, while point-
ing out v;hat might be called the ideal solution,
to indicate also the lines along which railroad
development may be expected to take place, bearing
in mind that Greater Vancouver will possibly have
quadrupled its present population within the next
thirty-five years.

During this same period of time
it is a conservative estimate that the railroads
will increase their business to double the prescni
amount. On account of exceedingly good prospects

-10-

of the Port of Vancouver, it is possible
that it may increase to three times the present
business. The increase may and probably will
not be uniformly divided and it is fair to
assume the greatest increase will come to the
Canadian Pacific Railway. As has been noted in
the description of the terminal facilities of
the railroads, many of them, particularly the
freight and passenger stations, are much more
than ample in capacity so far as present
business is concerned. The principle limitations
will be felt in the freight yards for handling
local business, trackage for service to the
harbour, the increasing inconveniences of certain
grade crossings and in the service to industries.
It is convenient to discuss these several features
in the following order:-

-11-

FREIGHT YARDS

CANADIAN PACIFIC RAILWAY

The Centre Yard of the Canadian
Pacific Railv;ay wnich lies along the north shore
of False Creek and reaches from Pender Street to
the Granville Street Bridge , occupies an undesirable
position as far as future Vancouver is concerned.
Much of the railroad operations conducted in this
area has no place in the heart of the city. While
it is conceded that a certain amount of railroad
business must alv/ays be carried on here, it should be
limited to that necessary in serving the industries
and warehouses in that district, together with the
yard work in classifying and assembline. This should
be performed by electric locomotives in order to
eliminate all smoke and most of the noise incident
to switching operations.

The net result of this step would be
the release of much valuable property for commercial
development through the removal of all freight houses,
excessive yard trackage, locomotive houses and repair

-12-

shops. The complete elimination of the Carrall
Street grade crossings would be effected. Under
a modified plan the Carrall Street tracks could
remain in place but subjected only to two or three
switching movements daily and these at convenient
hours.

Neglecting for the moment the
objections that will be raised to this plan, it
is of interest if only from an altruistic stand-
point to indicate how it may be accomplished.

It will be necessary to construct
a yard to replace Centre Yard, at some other
locality and so placed that it can be used for
passenger equipment as well as for assembling cars
for local industries and the freight station, Plence
the rather logical choice of that district along
Glen Drive adjacent to the Great Northern's Harbour
track for a general yard to serve this purpose.
This naturally points to a consolidation of freight
stations with either the Great Northern or Canadian
Pacific or the installation of an independent
station in the same vicinity as that of the Canadian
Pacific,

-13-

Por passenger coach equipment, the
suggestion for yard location Is somev/hat distant^
about one and one half miles, which fact supports
the proposition to move the passenger station
of the Canadian Pacific to the general location
of the other passenger stations on Main Street,
thus forming in effect a single Union Passenger
Terminal, This last proposal carries with it
the very material advantage of relieving the now
congested water front area of a great amount of
extraneous switching that interfere with Port
operations. A useful, but not necessary part of
the program, is the establishment at Coqultlam of
repaxr shops to take care of all freight equipmeixt.

A modification of this plan is to leave
the freight station, including team yard, in its
present location, from Pender Street westv;ard,
and have it operated by the British Colximbia Electric
Railway, making the delivery either via Carrall
Street or by a new route along the east of end of
False Creek Channel across Main Street, This latter
is an awkward movement and Involves the use of
alien trackage.

-14-

From the Canadian Pacific Railway's
standpoint the entire plan is objectionable, as it
involves a large capital expenditure, removes their
freight station from a highly desirable location in
this competitive territory and either forces them
into an almost impracticable passenger train
operation or necessitates the abandorjnent of an
expensive and exceedingly well located passenger
station. There are compensations of course in
reduced terminal operating costs, in the better
conditions that would result along the water front,
and in the release and sale of property along the
north shore of False Creek,

As a practical solution, the railroad
proposes the tunnel about under Pender Street, ex-
tending from the extreme westerly end of their water
front track to Centre Yard, as indicated by dotted
line on the General Railroad Map. It is almost in-
conceivable that such a tunnel will ever be built,
both by reason of its excessive cost, probably about
|6, 000, 000 for two tracks and the unsatisfactory
operating conditions that would result.

-15-

PASSENGER TERMINAL YARDS
COAL HARBOUR.

Though it cannot be authoritively
stated, it may be concluded with reasonable cer-
tainty that the Canadian Pacific Railway has in
mind, as a part of the tunnel plan, the construction
of certain passenger terminal facilities along the
frontage of Coal Harbour, probably near the foot of
Cardero Street. The efficiency of their passenger
station would be almost doubled if coach tracks, an
engine house and turntable, together with other
accessaries could be located here* The present
passenger terminal would then be in effect a through
station, capable of handling many more trains than
it does at present. Under these conditiorLS, the
tunn&l would be used only for service to the
freight stations and team tracks west of Pender
Street, and the industrial area and trackage on
the north shore of False Creek. This business
should be sufficient in volume to keep the one
electric locomotive busy that is provided for in
the estimates of tunnel cost to date.

-16-

Prom a City Planning standpoint it is
not believed to the best interests of the comraimity
or to the Port of Vancouver to permit of additional
purely railroad development along any portion of the
harbour, except that which will further the aid of
navigation and port business and if the tunnel plan
for eliminating the Carrall Street grade crossings
is approved by the City, it vrould be done with
that stipulation. It 7;as for this reason that
the alternative plan was suggested of depressing
the railroad track in Carrall Street on about
Its present alignment. If the cost of this
latter plan is within reason, its consideration is
worth while as a trading point in negotiation with
the railroad.

It is conclusive that whatever is done
by the Canadian Pacific Railway in accommodating
itself to the growth of Vancouver, a large expendi-
tiire is involved, and it is obvious that present
conditions will continue indefinitely, as, con-
sidering the investment cost present operating

-17-

methods are cheaper and the advantage of location
greater than would immediately result from any
change in the near future.

Therefore, from a City Planning
standpoint, it is necessary to recognize the fact
that Centre Yard and the freight houses and even
the railroad's shops and other facilities will
remain in their present location and to adjust the
street and zoning plans accordingly.

PROPOSED FREIGHT YARD
ALONG GLEN DRIVE

This yard concerns more the Harbour
Commission Terminal Railroad than the others and is
intended primarily for service to the Port of Van-
couver. An opportunity is open here for the con-
struction of a yard of at least 1500 to 2000 cars
capacity at a convenient place near the approximate
centre of water front activities. There is a
natural ravine, for the most part lower than the

-18-

surrounding land, which will lend itself
readily to the piirpose and permit of Important
streets being carried over the Yard "by viaducts.
Regardless of whether or not this project finds
favour at the present time v/ith any of the rail-
roads, it is recommended that in the zoning
and major street plan, due allowances be made that
will permit of the project being eventually
carried out,

FRONT YARD

CANADIAN PACIFIC RAILV/AY

This yard which extends along the
wharf from the foot of Carrall Street to Broughton
Avenue produced, will always be necessary and will
require further development from time to time in
order to secure its maximum efficiency. There is
room for its expansion now. Its operation is handi-
capped by the crossing at grade of certain streets,
particularly Columbia Street. All such grade
crossings must be eventually eliminated, as the
successful use of these tracks is of extreme
importance to the Port,

-19-

NORTH SHORE YARDS

HARBOUR TERMINAL RAILWAY AND

PACIFIC GREAT EASTERN RAILWAY.

In planning harbour and industrial
development for the B'orth Shore, sufficient space should
be reserved for yards having a total capacity of
approximately 2000 cars. These may be divided, one
at the east end, one at the west end. The yards
should be connected by tracks independent of the main
line. The location and construction of north shore
yards should be worked out in conjunction with the
Pacific Great Eastern Railway, whose future business
may justify terminals on the North Shore, the Harbour
Terminal Railway to handle this business from these to
Vancouver,

BRITISH COLUMBIA
ELECTRIC RAILWAY

The usefulness of this electrically
operated railroad to the industrial life of Vancouver
is being daily demonstrated. It originates an
impressive amount of freight business on its own lines
and it is the agency through which each of the other

-20-

railroads maintains contact with certain districts
which they otherwise could not reach. As a matter
of fact, the British Columbia Railway is in effect a
terminal switching company and as such its duties are
certain to grov/ more heavy and exacting. At present
it is deficient in yard space and even main line
trackage, especially needed in serving the industries
on Granville Island and the south shore of False Creek.
It is largely for this reason that it was suggested
that it utilize the old Great Northern right of way
across the east end of False Creek Channel, thence
looping westward and forming a connection to its
other terminal east of Granville Street. This will
give it double access to the yard on the north shore
of False Creek, a circulatory movement and opportunity
to develop ample yards in the False Creek District. It
is recommended that the street plan be adjusted to
permit of the accomplishment of this project.

Additional concentration yard for
freight cars is also recommended in the vicinity of
the Kitsilano Reserve Lands.

-21-

GREAT NORTHERN AND
CANADIAN NATIONAL RAILV/AYS

Both of these roads are well
provided v/ith frei; ht yards and althoMgh ^'-\ej aru
not arranged in the best naniier for hig'^lj intensive
opei'ationg , there is sufficient land a^^ailaole ~o
insrreaa? the capacity and better -cho design to any
desirable degree. In ths event of the concolidation
of the rlri'^thern Pacific and the Great Northern Railways
new denands will oe r.adv upon the latter 's facilities
in Vancouver, but any additional business that may
result from the consoliiation can be well cared for
by the present facilities »

INDUSTRIAL DE^'ELOPMENT

HARLCTH C0i!''^I.-3r0,\ 'CERMrNAL RAILWAY

AND BRITtoH COLLIBIA ELECTRIC R.\ILWAY

The ideal conditions under which

industries can survive and flourish are those under

which they are assured of efficient railroad service

on equal terms at reasonable cost, regardless of their

location v;ithin the district. In the Harbour

-22-

Commission Terminal Railway and the British
Columbia Electric Railway, Vancouver possesses the
means by which this may be accomplished. Prom many
points of view, but especially in regard tc indusr.rial
service, it would be perhaps good policy to combine
these two companies into one Terminal A.-s.-.ociati.^n.
In order to secure increased revenue, it will doubtless
be the policy of the Harbour Commission Terminal
Railway to develop as fast as possible every potential
industrial site within its reach. This has been
the successful programme of other terminal switching
lines, notably the Public Belt Railroad of New
Orleans, a considerable portion of which road's
revenue is derived from industries.

The British Columbia Electric
Railway is exceedingly well qualified for handling
industrial swiuching on account of the lack of fire
risk, important in this locality and to its flexi-
bility and cheapness of operation.

-25-

The combination of these two roads,
together with a uniform terminal switching charge,
will do much toward securing nev/ industries for
Vancouver, Above all, access to the harbour front
should be on equal terms and with the maximum
facility, A large part of Vancouver's future
industry must look to the foreign markets for an
outlet, until the local demand attains satisfactory
proportions,

UNIFORM SWITCHING RATES
POSSIBLE WITH TERMINAL COMPANY

One of the handicaps to industry and
commerce in this district is the inequitable switch-
rates applied to intra terminal freight car move-
ments. Some of the typically exliorbitant charges
made by the railroads are due to the multiple handling
required on account of the lack of a single terminal
Switching Company and others apparently to the mere
lack of competition, A comprehensive outline of the
rate situation is contained in the appendix.

-24-

Examples showing a charge of as rauch as §30.00
per car rninimuiii applied to an intra-terrainal
movement are cited.

This unfortunate state of affairs
is exactly similar to that v/hich existed in New
Orleans, Louisana, prior to the organization there
of the Terminal Belt Railway. In New Orleans
it was not uncommon for a car to be handled hy
three or more individual railroads before it
reached its destination. This inefficient
arrangement not only consumed an extraordinary
amount of time but the cost of it to the shipper
or consignee became at times enormous as each
road added its own rate. Waen the Public Belt
Railway was formed, a uniform switching charge
of ^;>6.50 per car was established, regardless of
the weight or destination of the car within the
terminal. It is remarkable how well satisfied
all parties concerned are with this simple
arrangement.

*25-

If put into effect in Vancouver
District, a uniform switching service at an
established low rate will produce a most beneficial
result upon industry and commerce here,

JOINT USE OP RAILROAD FACILITIES

A featvire of contemporary railroad
practice in the States is the more liberal attitude
with which the railroads regard the joint use of
certain facilities and the pooling of terminal
switching. Operating privileges over main line
tracks are more freely granted and in the case of two
individually owned main line parallel tracks, it is
the custom to operate them jointly on a double
track line. In New York the pooling of lighterage
"is practiced. In V/ashington, D.C., one great
railroad yard is a clearing place and interchange
joint for six different trunk lines. The competitive
character of the business does not seem to be
affected by this closer union of interests, but
tremendous economies result from the more intensive
use of their track and sti'uctures.

-26-

Within the next decade it would
appaer that more progress will be made in. Canada
along these lines as operating expenses are
higher here than in the States,

In Vancouver there are opportunities
for a closer communion of interests, as has been
pointed out. The passenger station situation is
an instance where consolidation would promote
econony. There are three separate stations,
anyone of which with a few modifications, could
be made to accomodate the trafic of all roads
entering Vancouver,

-27-

INTER CHANGS METHODS

At the present time the interchange
of freight cars serving the several roads is com-
paratively light and the movement is fairly direct.
The heavier work of this sort is done outside of
the district, for example, at Fraser, Westminster,
Sumas and Huntington, etc.

Looking forward for a period of
several decades, it may be anticipated that this
transJfor of cars from one road to others within
Vancouver proper wxll ass-umc much greater proportions
and the current methods of handling this business
will no longer ansv/er.

As the British Columbia Electric
and the Harbour Commission's Terminal Railroad will
probably share more than the others in this intra-
terminal business special considerations must be
given to providing the tracks and connections necessary
to handle it. The proposed Glen Drive yard will be the
focusing point for all railroads and is, therefore,
especially well adapted for interchange purposes.

-28-

In order to further assist the
British Colurabia Electric to classify cars originating
in the False Creek district for delivery to other
roads, the connection across the east end of the
Channel was proposed. Another connection is
suggested in East Vancouver, where the British
ColUinbia Electric 's Westminster lino passes over
the Great Northern. From here the British Columbia
Electric could either operate over the Great Northern
Tracks across Main Street, or construct another
independent parallel line. This will give the
British Coiu-mbia Electric a complete loop track
free from interferences with traffic of the central
business district. Again, it is but a short
distance from the Great Northern, British Columbia
Electric crossing in East Vancouver to the junction
of the Eraser Valley line of the British Columbia
Electric ( Coiranorcial Junction) so that traffic from
this very important branch could also be brought
in via the proposed Main Street Route.

-29-

Intorchangc yards may bo ostablishcd
cither in the False Creek area, or a portion of the
Great Northern or Canadian National property be set
aside for this purpose. If, however, the su^e sted
Glen Drive Yards are built, all British Col\imbia
Electric cars for other lines could enter it directly
and be distributed from there. By a suitable re-
distribution of the tracks in Centre Yard of the
Canadian Pacific Railway, this yard could be used
to great advantage by both roads in handling cars
from that general district and assembling them for
distribution for other lines.

The double tracking of the British
Columbia Electric 's leased line along the south shore
of False Creek is an essential feature of improved
interchange methods as well as for the more
efficient service to the industries all along False
Creek. There is extreme congestion here now and within
the time considered in this plan, conditions will
become intolerable.

-30-

GRADE CROSSING ELIMINATION

The grade crossing problems that
now confront the city and the railroads for solution,
are comparatively few in number, but very difficult
and costly of solution. At the present time three
of the principal projects will be considered: -
The Carrall Street crossings, the water front situa-
tion and the Main Street crossing of the Great
Northern Railroad,

CARRALL STREET CROSSINGS

Under present operating conditions
the Carrall Street track is an essential link of the
Canadian Pacific Railway's terminal trackage. It
connects the water front yards with Centre Yard and
it is the sole practicable means of communication
between the main line track and passenger station

-31-

and freight stations, team tracks, car and loco-
motive repair shops, engine house, storage yards
and the numerous industries along the north shore
of False Creek, By it the Canadian Pacific and
the British Columbia Electric Railways maintain an
interchange contact. The passenger station operation
is absolutely dependent upon the Carrall Street
track. The track on Carrall Street penetrates a
highly developed commercial district practically
for the entire length. It is but a single track
and the right of way is narrow, not over 50 feet.
Fortunately there are no essential industries and
only one or two establishments now served from this
track. The track crosses at grade several import-
ant streets, the principal one of which is Hastings
Street, probably the most intensively used street
in Vancouver. Other streets crossed aj'ts Alexander,
Powell, Hoi'dova. and P-end^^r ^tfeets.

-32-

The most satisfactory method
of eliminating this series of grade crossings is to
remove the necessity for the track, v/hich can only
be through a quite elaborate revision of the Canadian
Pacific Railroads terminal facilities and operating
methods. If the use of the track could be reduced
merely to that required for freight house operation,
interchange and service to industries, it might even
remain in place during the time covered by the City
Plan.

In the event the railroad elects
to retain the connection and eliminate the grade
crossing features there are two schemes which aT)pear
feasible, one by the use of a tunnel approximately
under Pender Street for its full length and the
other involving the depression of the present track
in Carrall Street with practically no change in
alignment.

-33-

The first, or tunnel scheme, has been
much discussed niid even tentative plans and
estimates made. In either scheme it is believed
a double track might we.ll be considered, rather
than a single track so that operations can be
carried on simultaneously in both directions, Wl.ile
no detailed estimates have been compiled as a part
of this report, ic :ls bolj-sved chat the tunnel
(double track) would cost about $6j000^000. On the
basis of cost alone, aside from the unsacisf act ^ry
operating conditions that would result, it is bel^-svod
the tunnel plan is barred. In any event, it does
not seem that the city should be expected to con-
tribute much toward such a plan if another and
cheaper one is possible.

As an alternative to the tunnel scheme,
the depression of the Carrall Street track should
be considered. It may be noted that no long trains
of great tonnage use this track, but only empty
passenger coaches, or short cuts of freight cars.

-34-

Under these conditions relatively steep grades
may be used, as much as two or possibly three
percent. Even with these grades it v;ill be
necessary to raise Alexander Street and possibly
Pender Street a material amount to give the
necessary clearance, ^t is assumed that 19 feet
above top of rail will be all that the railway
will require. This means that at the street
crossings the difference in elevation between
the railroad tracks and the street grade must
be about 22 feet minimum.

The tracks would be in an open cut,
built, however, tube like for its lower sector
as it would have to resist water pressure, A
detailed estimate of this scheme has not been
prepared, but it is believed that its cost v/ould
not exceed about 03,000,000,

An elevation plan has also been con-
sidered, and while feasible, it is believed too
destructive of property values in this district to
be practicable. The City has officially expressed
its objection to elevation.

-35-

THF. V/ATT-K FRONT GRACR ^ROSSINGG

The elimination of water front
l'6.ilro«rl cross iiigs requii-ts bolrliicsG and a some
what spectacular method. An example of the type
of the construction that must necessarily prevail
along the v/aterfront is had in the recently com-
pleted elevated roadway built by the Canadian
Pacific Railway primarily to serve their new
Pier B-C and adjacent piers "a" and "D". This
elevated roadway provides a circulatory vehicular
movement from Burrard Street to Granville Street
and the ramps enable trucks and teams to reach
ground level with no interference from or to
railroad operations. This roadway is not
intended for general public use but must be
restricted to harbour business as the roadway is
too narrow, four lines wide, aiid the turiis quite
sharp.

-36-

A treatment somewhat similar to
that started by the Carxadian Pacific Railroad is
adaptable to that section of the south shore
extending from Granville Street to Gove Avenue and
from Gore Avenue to Princess Street, Radial con-
nections may be made to this elevated structure
from Granville Street, Gamble Street, Gore Avenue
and Dunlevy, Princess and possibly Heatley Avenue.

From Heatley Avenue eastward, the
type of piers and other waterfront facilities are
not of such character as to require access for teams
and trucks, and it is not believed necessary to
extend an elevated water front roadway beyond
Heatley Avenue. This will give a good entry to the
Ballantyne Pier which is badly handicapped now by
its inadequate street approaches.

The entire elevated roadway should
be of such type that the space beneath it can be
utilized either for railroad tracks or as a v/ater
level highway.

-37-

It is a circumstance favorable
to the above proposed elevated roadway along
the south shore that the warf structures are
not of a permanent type of construction between
Granville Street and Hear ley Avenue, and it
would be good policy if the elevated roadway
could precede other permanent improvements or
at least be correlated with such that are
contemplated,

ELEVATED ROADWAY AND PERRY PIER

The elevated roadway along the
south shore front is of immediate concern especially
that portion along the section between granville
Street and Gore Avenue. The po:rest kind of
approach is ncv/ provided to the North Vancouver
Ferry which, it may be noted in passing, should
have been located at the foot of Granville Street.
The opportunity should be taken to build in
connection with the elevated roadway a modern and

-38-

commodious pier for ferry and excursion boats.
The plan accompanying this report indicates a
new pier pushed farther out in the bay and v/ith
a fairly large space for vehicles and possibly
even street cars on the upper level. The most
satisfactory solution of the ferry and excursion
steamer dock question v/ould be for the Canadian
Pacific Railway to reconstruct its Pier "D" at
the foot of Granville Street for this purpose.
Thus would be provided a public pier, easily
accessible and in the prominent position where
such a pier should be.

Unlimited possibilities present
themselves here for the creation of a useful and
ornamental port entrance to the City of Vancouver,
The Canadian Pacific could not afford -to enter
into such a plan at this time, but in later years
such an iunovo.t-.ion m-5 frht i.ot appefa- nnv.'srranted.

-39-

THE L4AIN STREET

GREAT NORTHERN CROSSINGS

Even under the aiiticipated expan-
sion of terminal operations of future years, this
Main Street crossing will not be subjected to rapid
main line train movements, but rather to the inter-
mittent switching of cars being routed to and from
the British Columbia Electric Railway interchange.
VVhile the transit study has not yet been carried
sufficiently far to determine, it seems likely that
interurban lines might be also diverted over this
crossing, enabling them to reach tiie business dis-
trict without threading their way through heavily
travelled streets. Again this is looking forward
for some years. In any event the kind of railroad
movements across Main Street are such that are
subject to control both as to time of occurence and
their duration and it is believed that for many years
a separation of grade here would be an unwarranted
expense, ViQien the elimination of this crossing

-40-

does become necessary, it is recommended that the
railroad tracks be raised from six (6) to ten (10) feet
and the street depressed from twelve (12) to eight (8)
feet, whichever alternative proves to be the most
practical and economical.

In the event that immediate
elimination of this crossing is contemplated, a
viaduct over the track may prove much less expensive
and easier to build. However, if the project is
delayed until the abutting property is improved
by buildings a viaduct will mof L likely prove to
be impracticable.

-41-

PROMOTION OP
INDUSTRIAL DEVELOPMENT

Within Vancouver proper the
amoTJint of land suitable for industries of a varie-
gated sort is limited, considering the poj-ulation
that must he cared for in futia'^e years. It is,
therefore, necessary/' to conserve carefully all areas
Vv'hich are peculiarly suited for the various classes
of riianuf actures. Such land as is available is
more adaptable to the light rather than the hea.vj
type of industry. Even now there are certain
establishments ordinarily classed as heav;;.'' industry
or the nuisance type, that occupy land so close into
the city that they are detrimental to health and
normal commerical development. Had the City been
zoned for indtistry many years ago, it v/ould present
a quite different appearance to-day.

-42-

It is true that the North Shore
of Burrard Inlet will provide sites for mauvifacturing
establishments of every description, bxit its use for
this purpose will develop slowly owing to its remote-
ness from the local market and lack of adequate rail-
road service. Improved means of communication between
Vancouver and North Vancouver will materially
accelerate the indpistrial growth of North Vancouver*

There is an area of quite large extent
lying eastv;ardly from Main Street and between
Atlantic and First Streets which is admirably situated
for certain classes of industry ^ such as warehousing
and light manuf actm-'ing. This section is gradually
being occupied.

-43-

THE FALSE CREEK AREA

In the early stages of this
study the scarcity of good industrial land was reaillzed
and for this reason the general statement was made tr^'.t
the utilitarian advantages of the False Creek section
should be preserved, hut not at the expense of health
or even at the entire sacrifice of esthetic principles.
In other words it was believed then and has since so
proven that it is feasible from an engineering and city
planning standpoint to restore the False Creek area
to a condition resembling order and cleanliness and to
control its future use to the end that it will become
a much greater asset to the city than it now is, A
plan for the regeneration of False Creek is in prepara-
tion but its details are so interv/oven with street,
transit and zoning requirements that work on it can
only proceed simultaneously with these studies.

-44-

Its essential features are a
twenty foot channel of maximum width, probably
not exceeding 500 feet, turning basins, vertical
concrete quay walls to prevent the exposure of
tidal flats, interceptor sewers to eliminate the
sewage inflow, the back filling, and eventually
the closure of the easterly arm that projects to
Georgia Avenue*

The Canadian Pacific Railway and
the British ColiAmbia Electric Railway, if sympathetic
to this or any other plan for the improvement of the
district, can immensely facilitate the work as their
interests are largely predominant. This one project
offers a most splendid opportunity for a co-opera-
tive and constructive effort that will, with
absolute certainty, result in gratifying benefits
to the entire community.

-45-

ENCOURAGim INDUSTRY

With the gre.dual building up of the
district tributary to Vancouver, the opening of
the Peace ^iver territory and the increasing
business of the Port, Vancouver will need practi-
cally every sort of industry capable of supplying
the necessities and Itixuries of life. No raw
material of any sort sliould be permitted to pass
eastward through the Port without a careful
study being made as to v/]iether it could not be

profitably worked up into the finished product
here. Again outgoing shipments of manufactured
articles, food products, etc., should be clas:.if ied,
the market studied and the possibility of their
manufacture here considered.

The advantageous location of
Vancouver for distributing supplies of all sorts
should be taken advantage of to the fullest.

-46-

Stock ownership by employees
in industrial and commercial enterprises not
only promotes efficiency but stabilizes laboxir
supply and makes for good citizenship.

Probably the most important
influence in attracting industry is the ability
and willingness of the community to supply land
and buildings at a not exhorbitant cost. Many
a prospective manufacturer has been discouraged
from locating in some cities by the hold up
methods of real estate owners and the unsympathetic
attitude of the banks.

Attention has been called to the
need of better terminal switching methods and
rates. These points are of deep condern to the
manufactxirer.

A diversity of manufacturers should
be sought rather than a single predominating type
in order to insure a more stable labour supply
and business balance.

-47-

Industrial and trade schools are to
be encouraged as specialized labour is of high value
and difficult to obtain.

No small enterprise, however insignifi-
cant should be ignored and neglected. Few people have
the tenacity and genius of Mr. Ford, but their basic
ideas may be as sound and, under proper tutleage, as
susceptible to successful development.

ADVERTISING

Judicial and well directed advertising
has produced good results in many communities. The
encouragement of tourists is one form of advertising
that not only pays as immediate profit but often
produces lasting results. For the tourist usually
has money looking for investment.

-48-

Accorapanying this report is a map
showing the Natural Resources of the territory
tributary to Vancouver, If it could be repro-
duced in colour, a^ it is and distributed broadr
cast, it would tell an interesting story to the
investing public

Advertising matter should be digni-
fied and not bombastic or else it defeats its
own purpose. Pacts only may be safely stated
and the data should be conveniently classified so
as to be readily absorbed by the busy executive.

-48a-

DISPOSITION OP FALSE CREEK CHANNEL
DESCRIPTION

The False Creek Channel from its
junction with English Bay or about on a line with
Broughton Street, to its extreme easterly end, 300
feet west of Main Street, is two miles long. Exclu-
sive of Granville Island it provides a frontage
along the Head Line established by the Vancouver
Harbour Commission, of 22,000 lineal feet, or roughly
fovir miles. Granville Island affords an additional
water frontage of 5,000 feet.

From Kitsilano Bridge eastward,
particularly on the south shore and Granville Island,
the water frontage is well developed with industries,
niunbering in all a hxmdred or more. The most
important and numerous of these are the logging and
milling coucerns and subaidiary interest's. There are

-49-

also many concerns handling coal and other
fuels, oils and buildings materials.

For approximately 15% of the indus-
tries, conservatively estimated, the water frontage
is essential to the condust of their business.
Proximity to the heart of the city, good railroad
facilities, a sheltered location and access to
coastal waters, all cimbine to make this a fertile
field for Industrial opportunity. Inquiry
invariably developed that the present incumbents
of the lands consider it so.

Naturally the development of an
industrial district so close to coraraercial and
residential areas of high value, cannot take
place without some disadvantage to the latter.
The False Creek district, at least that portion
lined with industries, is fringed by residential
buildings of low order, which are gradually being
replaced by industries. It is probable that the
"buffer" so to speak, between the False Creek
Industrial area and high class commercial dis-
tricts will later consist of warehouses, light

-50-

manufaoturers and wholesale dealers instead
of the cheap residences as at present.

The danger that may arise, and in
fact is said by some to have already occured
through the unrestricted use of False creek basin,
is that the transition above mentioned may take
place too rapidly for property to acquire normal
values. That is to say, an actual depreciation
may occur in adjacent property values by reason
of offensiveness of False Creek and its industries.
This v/as investigated, v.dth the particular view
of determining where in False Creek has or may
become detrimental to the growth of the city as a
whole by reason ci its urcouth appearance, dis-
agreeable cdcur, smoi<e, etc, and recommendations
are appended indicating hew the situation can be
correc ted.

-51-

GRANVILLE ISLAND

Granville Island was built about the
year 1916, under the direction of the Harbour
Commission, The material was placed by hydraulic
dredges operating in English Bay. The total area
of the Island is about thirty-four (34) acres and
it is divided into some eighty (80) lots, generally
fifty and sixty feet wide and some 200 to 300 feet

deep.

The shape of the Island and layout cf

lots are such that each lot has direct railroad

switching service and the outside tier of lots

have wharfage as well.

There are at present fort:; tenants
and no additional land is available for lease on
the Island. There are, however, several lots
that can be sub-leased from the original lessees.
The annual rental is at the rate of $1600.00 per acre^
and the land can be leased for twenty-one years with
the option of renewal for twenty-one years additional.
The title of the land is with the Vancouver Dock
Board.

-52-

The policy of creating such an
Island in the first place may seem questionable,
as it would appear that a more efficient channel
would have been possible if the filling had been
along both shore lines, instead of creating one
main channel of rather small width and a back
charjiel of decidedly inadequate width. However,
as the shore property is practically all privately
owned, it is probable that the title to the filled
land would have had to remain with the private
owners, whereas by creating the Island, riparian
ownership was not disturbed and the Harbour Board
retained control of the newly created land.

The industries now occupying the
Island are all of a very useful character, well
adapted to conditions aM are typical of those
requiring nlose in locations with wharfage. The
great majority of the lessees either make direct
use of their water frontage or are preparing to
do so.

-&3-

The advantage of the island for
industrial pruposes arises from its isolated
position, free from extraneous traffic, yet it
is conveniently close to the business district
from which most of their business is derived.
The industries on the Island give employment
to from 400 to 500 men and nets the Harbour
Board a considerable income. The British
Columbia Electric Railway switches into and out
of Granville Island an average of about thirty
loaded cars a week. In addition to land rental
the Harbour Board retails water supply. The lessee
keeps his buildings and premises in repair and the
Harbour Board maintains all trackage and street
paving. The buildings are of fire proof con-
struction, principally galvanized iron, and there
is little danger of fire, although the streets
are very narrow. The concerns are of a very
excellent variety and employ many of the highly
skilled mechanics such as are very essential to
a successful industrial city.

-54-

The Island is evidently playing
an important role in the industrial life of Van-
couver and it is therefore recommended that its
use be further encouraged and that its maintenance
be kept at a high standard. It is suggested, if
the proper arrangements carx be made, that the back
or south channel be filled in and joined to the
mainland, east of Granville Bridge, in order that
better access may be obtained by extending one or
more streets to it, and additional acreage created.

A deeper channel which would permit
of large vessels entering False Creek would enhance
the value of the property. A canvas of the owners
revealed that they are uniformly satisfied with the
location and facilities provided. The men find
working conditions there sufficiently agreeable.

-55-

NORTH SHORE OF FALSE CREEK

As v/ill be noted by the map the
North Shore of False Creek is not developed
industrially nearly to the extent of the South Shore.
This is principally due to the fact that it is
under the. control and ownership of and is largely
occupied by the Canadian Pacific Railway and the
British Columbia Electric Railway, And, in addition
the north shore has very poor accessibility. It is
along this section between Granville Street Bridge
and the Georgia Street viaduct that, under proper
planning many industries in the future can be
located, by filling in out as far as allowable to-
ward the Head Line. This filling in is now pro-
gressing especially in front of the British
Columbia Electric Railway property.

-56-

CONCLUSIOKS MD
RECOMMENDATIONS

The investigation so far
conducted establishes the fact that the False Creek
Channel is too valuable an asset to the city to
consider its complete filling and obliteration.
Rather it should be encouraged as an industrial
entity of extreme usefulness to Vancouver, Theore-
tically and practically it contributes to an ideal
situation in that it provides a harbour for
industrial activities allied to shipping interests,
yet permits of a des'irable segregation from the
purely commercial water borne traffic of Burrard
Inlet. In other words, Vancouver is fortunate in
having both a commercial and industrial harbour.
While the North Shore of Burrard Inlet will almost
certainly outstrip the False Greek basin in number
of industries in the future, at present it has
only a few and in addition it is not yet an
inte.gral pai'-t of Vancouver.

-57-

Emphasis is made of the importance
of not only retaining the present industries along
the channel, "but of encouraging ethers to locate
there. It should not be overlooked that should all
of the mills be moved to the Praser River as has
been suggested, the effect would be far reaching and
fairly detrimental to Vancouver. For it would not
only remove capital itself, but the buying power of
several thousand families, "Not only the mills would
be affected but many subsidiary enterprises whose
business depends upon the proximity of the mills.
There are no substitute industries in the offing
to take their place. Lumber products would have
to be freighted into Vancouvei-, ther'^by increasing
their price in this market.

The desirability of fresh water for
mill operation is no doubt an inducement for the
mills to leave False Creek on account of the
destructive effect the Teredo has on saw logs
waiting manufacture. However, it seems that logs

-58-

can lie in the salt water of this channel
about one year without damage from this cause.
They rarely are stored this long and more usually
the period does not exceed a few months.

At present the workers on and along
False Creek do not find it objectionable, either
by reason of sanitary conditions or environment, and
it is believed that under intelligent and active
supervision, the False Creek district will develop
into a fairly ideal industrial section.

Looking forward into the more distant
future, it is justly conceivable that the mills and
some other industries of False Creek will be
forced to move by reason of increasing land values.
This is a normal process and usually insures the re-
placement of the migi'ating concerns by others of
high-er class.

-59-

In light of the foregoing conclusions
the obvious next step is to so direct the use of False
Creek cha.nnel that it may reach its maximum efficiency
with the least inconvenience to other elements of
community growth,

SANITATION

Of primary importance is the maintaining
of this Channel in a sanitary condition. A fairly care-
ful inspection of existing industries lining the channel
Indicates that there are no industries, the waste pro-
ducts of which are subject bacterial action or
offensive putrefaction. As maximum concentration is
approached and the working population becomes densely
settled, adequate sanitary sewers must be provided.

-60-

Under no circiimstances should any
sanitary sewer be permitted to empty raw sewage
into False Creek. It has no current and its only
method of cleansing itself is by the rise and fall
of the tide. Long, narrow arms, projecting from
the main channel such as that from the turning
basin along Main Street to just north of Georgia
Street, should be given special attention and
subjected to greater restrictions.

More careful supervision of the
manner of filling and the kind of filling material
used is essential. In several instances decaying
vegetable matter was observed in new fill and
in others such things as old bath tubs, auto bodies,
parts boxes 5 etc., all of which should be rigidly
excluded from, harbour fill.

-61-

The principal source of odours
that now are apparent along False Creek shores are
the stagnant water beneath the covered timber wharf
platforms and old freight sheds. This feature is
especially pronounced along the North Shore, Such
places are breeding homes for rats and other vermin,
usually accused of carrcLng and transmitting disease.
Many of these wharves are rotten and should be
condemned and filled with good clean dirt.

Only one saiiitary sawer was found
that seemed to be offensive and this was located
near Georgia Stri^et. The outlet is said to be exposed
at low tide. Some odours attributed to the Channel
it seems, are really from the fertilizer works and
tannery on the south shore. However, these iiidustries
do not contribute waste products to the channel that
in themselve.s cause j^-iiti'-wf action.

-62-

A subsequent investigatioii
of the records indicates the existence of a
total of 16 sewers emptying into False Creek,
13 of v/hich discharge sewage regularly and three
only when stcrm water running. (See Major
Mackenzie's Report on False Creek in appendix.)

It is recommended that the
channel he dredged much deeper and that concrete
quay walls be eventually constructed. A more
systematic location of industries and especially
01 streets and railroad tracks will not only
produce a more sightly appearance, but materially
affect its efficiency and assist in maintaining
healthful condltiorxs.

-63-

Care should be taken to so
control the use of this area that no industrial
nuisance will be permitted to locate within it. This
is extremely important on account of the close
proximity of the commercial and residential sections
of the city. Adequate zoning restrictions will insure
a satisfactory solution of this difiiculty,

SMOKE PREVENTION

An intelligent study should be made
toward smoke abatement. It is this feature that
has proven most fatal in other cities. Improved
fireing methods, more suitable furnaces and tne
wider use of electricity may be effective in
eliminating this truly s-erious evil.

-64-

PARTIAL PILLING OP PALSE
CREEK CHANNEL RECOMIvIENDED

It is recommended that the
easterly end of the channel he filled so gs to
make solid land from Main Street to a line about
400 feet west of the Greet Northern Railway's
abaridoned trestle. It is also recommended that
the trestle remain in approximately its present
location as a solid track and that it be extended
northward along the Georgia Street viaduct to a
connection and interchange yard v;ith the Canadian
Pacific Railway, This new track as described in
the Railroad section, should be under the control
of the Harbour Commission's Terminal Railway and
electrically operated.

The advantage of the above
proposal is twofold. It provides about twenty-
five acres of first class industrial property and
affords a greater flexibility in switching cars
into and out of the district. It will facilitate
interchange between the five railways.

-65-

Incidentally it will make the Kitsilano
Bridge unnecessary for freight car movements
and by putting the street cars either over
Granville Street Bridge or the deck of the
proposed Burrard Street Bridge, only one
single deck bridge will be required at Burrard
Street.

In connection v/ith the railroad
study, other recommendations are set out,
affecting in soms neasui-e the future of False
Creek Channel.

-66-

DESCRIPTION OF RAILROAD
OPERATING METHODS AND FACILITIES

RAILROADS SERVING VANCOUVER

Vancouver is served by following trunk line
railroads:

Canadian Pacific Railway

Canadian National Railway

Great Northern Railv/ay

British Columhia Electric Railway

Pacific Great Eastern Railway

Chicago Milwaukee oc St, Raul Railway (Indirectly

Harbour Commission Terminal Railway (Switching

Northern Pacific Railway (Indereotly)

line)

The following is a brief outline of the
operating methods of the several raili'oads within this
district.

-67-

FREIGHT TRAFFIC
CANADIAN PACIFIC RAILWAY

The Canadian Pacific Railway
brings its freight trains into Coquitlam Yard, which
is about s«venteen(17) miles east of Vancouver. Here
the road engines are removed and the train is broken
up and classified. The cars for Vancouver are brought
into the Harbour yard or Front yard, where they are
again classified and delivered by switching engines
to the various industries on the Harbour front, the
docks and elevators. Cars to be interchanged or
delivered to the Great Northern Railway or the Canadian
National Railway are brought to the transfer track
in the vicinity of the Eallantyne Pier from where they
are handled over the Great Northern Railway spur track
either by the Great Northern Railway or the Vancouver
Terminal Railway,

-68-

Cars for the Canadian National Railway
are handled by the Terminal Railway and those of the
Great Northern Railway are handled by the Great Northern
Railway engines over the same track v/hich is really
operated jointly by the Harbour Commission's Terminal
Railway and the Great Northern, the Terminal Railway
paying for the use of this track on a wheelage basis.

Interchange cars from the Canadian
Pacific Railway for the British Columbia Electric
are taken to a transfer track in Centre Yard just east
of the Granville Street Bridge. These are then dis-
tributed to the industries on Granville Island and
vicinity, a few also being handled southward througli
Point Grey.

ordinarily all cars destined to and
from New Westminster are handled over the tracks of
the Canadian Pacific Railway ffom Coquitlam yards to
New Westminster where an interchange is also made
with the British Coliombia Electric Railway.

-69-

The interchange between the Great
Northern Railway and the British Colximbia Electric
Railway takes place at a junction of these two
railroads near Coughlan Shipyards on the south
shore of False Creek.

Any interchange "between the British
Columbia Electric Railway and the Canadian National
Railway is also handled at this point by the Great
Northern Railway engines operating over the tracks
of this company which lie south of Industrial Street,

Traffic originating in and destined to
the United States between the Canadian Pacific Railway
and the Northern Pacific is transferred at Sumas,
so that none of this traffic enters into the Van-
couver district.

The interchange of cars among the
various railroads is described more in detail'
under the section entitled "interchange methods".

-70-

COQUITLAM FREIGHT
CLASSIFICATION YARD

The Coquitlara yard is the principal
freight classification yard of the Canadian Pacific
Railroad for this district. It is located just east
of Port Coquitlam, between that town and Pitt River
and is seventeen miles from Vancouver. If it were
closer to Vancouver it \/ould serve its purpose to
better advantage, but there is no open space between
Port Coquitlam and Vancouver suff ic-iently large to
accomodate a yard of this size.

Coquitlam yard is about two miles
long, has a capacity of about 1000 cars and is of
good design, When business is heavy or during grain
movements, classification may be made over the central
hump by the gravity system. At other times ordinary
flat switching is used. The plan of the yard
indicates that considerable expansion is contemplated
in the future and the topography of the adjoining
land is emminently fitted for an unlimited amount
of yard and shop construction.

-71-

Ordinarily there are seven
freight trains entering the yard from the east
and three leaving east bound, each twenty-four
hours. The inbound trains are received, classified
and forwarded to Vancouver, being handled by crews
and engines from Vancouver, The road crews and
engines of freight trains entering Coquitlam yard
from the east are relieved here. In other words,
Coquitlam is the terminating point for runs eastward,

Between Coquitlam and Vancouver
two trains each way in twenty-four hours are
sufficient to handle Vancouver business. These
trains haul much greater tonnage as the grades are
easier than those east of Coquitlam,

The volume of movement between
Vancouver and Coquitlam ranges from 300 to 500
cars daily total in both directions.

-72-

The branch line from Port Coquitlara
to Nev/ Weatmihster brings cars into Coquitlam yard
for consolidation v/ith main line trains* By means
of this line and the British Columbia Electric Railway
the north shore of the Fraser River between New
Westminster and Point Grey is served. Some of the
traffic also consists of interchange business with
the Great Northern Railway and the Canadian
National Railway which is handled at their junction
v/ith the Canadian Pacific just north east of Nev;
Westminster, The New Westminster branch contri-
butes some forty to fifty care daily to the bu^gine-sa
of Coquitlam "i'^ard.

-73-

RECOMMENDATIONS

Coquitlam Yard is well situated
and will prove of increasing benefit to this
district. There is unlimited room to expand
here and it is suggested that eventually the
main terminal repair shops be located here.

Seventeen miles is quite a distance
for shuttle service such as is maintianed between
Vancouver and Coquitlam Yard, and in order to
reduce this movement and secMre quicker operation
during the grain season, a grain car yard trould
be useful closer to Vancouver, There are sidings
of sixty cars capacity at Barnet, which are helpful
in this respect.

-74-

CITY CLASSIFICATION YARDS
FRONT YARD

This yard consists of some
eighteen tracks varying in length from 500 to
1900 feet and having a total car storage capacity
of about 300 cars. The yard lies along the water
front of Burrard Inlet and extends from Carrall
Street to Burrard Street,

Front yard is a terminal yard
for Vancouver proper. Into it are brought all
freight trains from Coquitlam Yafd and from there
all mainline freight trains depart for the East,
After entering the front yard the locomotives and
cabooses are detached and the trains broken up
and classified, the cars being sorted for delivery
for the freight stations to the various industries
and warehouses having sidings or interchange with
the other railroads; for delivery to the lower
of "H" yard where they are again sorted for delivery
to the Pacific Great Eastern and to the piers for
barge movement to Victoria, Ladysmith, Nanaimo
and other points.

-75-

LOIVER OR "H" YARD

This yard consists of some ten
tracks having average length of 1000 feet, capable
of storing some 200 ears. The yard is located along
the water front between Broughton Street extended and
Thiorlow Street, The particular use of this yard is
for marshalling or classifying cars for delivery to
the car barns of the C, P. R, and the Pacific Great
Eastern. Some of the tracks are used raerely for car
storage.

-76-

RECOMENDATIONS

The two yards above described
really function as one yard under the direction of
the same yard master. The location of classifica-
tion yards in this district is an unfortunate one as
they occupy property of extremely high value and couLd
be put to much better use in connection with the
development of the Karbour proper. As a general
principle- it is true that in order to preserve the
water front for its best use no other business should
be transacted there than that which apply to naviga-
tion. As the traffic into and out of Burrard Inlet
increases the necessity for greater track space for
serving the various piers along the south shore of
Burrard Inlet will be felt more and more and it is
believed that the combined capacity of front yards and
the loY/er or "H" yard will not be in excess of that
needed for exclusive handling of port business.

At this time these classification
yards are inconveniently small and it is important
to materially increase their capacity. There is

-77-

hov/ever, an area of ground lying between the two
yards extending from about the foot of Bute Street
to Hov/e Street which by re-arranging the leads of the
two yards can be efficiently built up with tracks
thereby increasing the total yard capacity approxi-
mately 15/0,

An inconvenient feature of the cTa^si
f ication yard is the awkv/ard train movement involved
in serving the freight stations of the railroad
and that industrial and warehouse district on the
north shore of False Creek. In order to make this
switching movement, the trains or cuts of cars ai'-e
backed eastward out of Front yard and then moved
forward crossing all streets from Alexander Street
to Pender Street at grade. In addition the loco-
motives and cabooses of the freight trains after
being relieved from the incoming trains are for-
v/arded over the same tracks to the terminals in
Centre Yard,

-78-

CENTRE YARD

CANADIAN PACIFIC RAILROAD

Centre Yard is that group of
tracks located 'betv/een Gamble Street Bridge and
Pacific Avenue, extended, and along the north side
of False Creek. Within it are tracks to accoimnodatc
the passenger coaches, various storage tracks for
cars av/alting repairs and quite an extensive terminal
consisting of engine house, shops, v/ater and coaling
equipment, etc. The lov/er or west end of the yard
is electrified and used exclusively by the British
Colvunbia Electric Railway as its freight terminal.
It is here that the British Columbia Electric Railway
and the Canadian Pacific Railway interchange their
carload freight. A portion of Centre Yard is used
in connection with f reight house and team yard
switching and in handling the oars for direct
movement to and from the nvimerous warehouses and
industries that have iiidependent track service in
this vicinity.

-79-

RE COMMENDATIONS

It is suggested that all shop facilities
for freight car and locomotive repairs be moved to
Coquitlam Yard v/here the freight car concentration
is great and a more adequate layout is practicable.
This will permit of a better disposition of trackage
along False Creek and the release of land which can
be used for industrial purposes. The removal
of the shops will also reduce traffic across the
intersecting streets between this district and the
Burrard Inlet water front. It will also give some
opportunity for a very badly needed expansion of the
British Columbia Electric Railway's terminal
facilities.

-80-

FREIGHT STATION
CANADIAN PACIFIC RAILWAY

The freight house or sheds of
the Canadian Pacific Railv/ay are located between
Pender Street and the Georgia Street Viaduct. The
location is an exceedingly convenient one from the
shipper's standpoint as it is but a short haul from
the principal v/arehousing, wholesale, conmercial and
retail districts from which less-than-carload freight
chiefly originates.

The freight station is U
shaped, the out bound shed forming the west leg and
the in bound shed the east leg of tihc If. and the Head
house, used for offices joining the two at the north
end.

The out bound section is 30
feet wide and 770 feet long. It is served by a drive-
way for the full length of the shed, and 30 feet in
width.

-81-

The in bound shed, from which in
coming freight is delivered to teams and trucks
is 60 feet wide and 1250 feet long. The driveway
is 35 feet wide for the full Icnth of the shed. A
section of the south end of this shed is leased to
and used by the Pacific Great Eastern Railroad
for its less-than-carload freight business, the
switching of which is done by the Canadian Pacific
Railroad,

The entire structure is of timber
construction, but substantially built. A remarkable
feature is the Australian hard wood floor which is
still in very good condition after about thirty years
service. Although the house should preferably be of
brick or other fire proof construction, it is
questionable whether, a'b^ this time, its entire re-
modelling is advisable for the reason that future
requirements may demand a much larger station with
greater capacity both of floor area and house tracks.
The in bound house is well divided by heavy brick .

-82-

fire walls. The team driveways of both sheds aro
of durable vitrified brick construction.

There are at present six house
tracks in service located between the two sheds.
They are in two groups, separated by a wooden
platform at car floor level, which is used for
transfer freight, of which there is considerable
volume. By means of the transfer platform and
movable wooden floors supported by trestles which
connect the transfer platform to the sheds, freight
may be trucked to any desired point.

The station although built some
thii?.ty years ago conforms to modem principles of
design and aside from its being of v/ooden construotion
there is little to criticiae about it. The house
is switched generally only once a day, and by
switching it oftener its capacity may bo increased.
Therefore it seems that without substantial alterations
this facility of the Canadian Pacific Railway should
serve its purpose aatisfaotoa^ily for nt least ten
years moro.

-83-

TEAM TRACKS

The team track yard of the
Canadian Pacific Railway is located Just east of the
freight sheds. It contains some 9000 feet of trackage
sufficient to acsominodato 200 cars standing* The
driveways between paifs of tracks are well paved,
through a bit narrow. The design and capacity of this
yard also exhibit advanced ideas and confidence in
the future of Vancouver, Ample capacity is proviaod
for a good many years, A feature of the layout is
a depressed track for facilitating the unloading of
automobiles, A twenty ton gantry crane spanning two
tracks is part of the equipment.

-84-

RECCMJffiNDATIONS

The freight station layout
above described could scarcely be better located
to servo Vancouver, It is easily accessible, yet
out of the way of street traffic. There is room
for expansion and sufficient track space south of
the sheds to provide for increased flexibility
of operation. At present the station is sv/itchcd
from the yard on Front Street, or the main classi-
fication yard. All cars to and from the station
therefore move over the switch track connecting
this district with the water front and thus con-
tribute to the traffic delays on Hastings Street
and other intersecting streets.

-85-

THE CANADIAN NATIONAL RAILWAY

The Canadian National Railway enters
Vancouver over the Groat Northern Railv/ay tracks of
which road the Canadioji National Railway is a tenant
line fr-om atput Nov; Westminster. The Canadian National
Railway has no direct access to the Harbour of Van-
douver and is, therefore, at some disadvantage in
handling trans-pacific freight, and it is possible,
on this account, that they may be compelled later to
develop facilities, at least for transhipping grain
at Port Mrjin. At the present time the Canadian
National Railway operates car ferries between Port
Man and Victoria. The Fraser River is not in the
best condition for such services and it is maintained
under difficulties.

-86-

CLASSIFICi^TION YARD
CANADIAN NATICN/i RAILWAY

The classification yard of
the Canadian National Railway consists of ten
tracks, averaging 1300 feet in length with a car
capacity of approximately 300 cars. The yard is
located south of the freight station.

For present business the yard
is of sufficient size and there is ample room for
expansion in the vicinity. Further Improvements
v/ill consist of increased car storage space and
the addition of longer tracks for receiving and
forwarding the made up trains. Later, car and
locomotive repair shops may be needed. At present
this work is done by the Great Northern Railway,
Heavy repairs are made at Port Mann by the
Ccjiadian National Railway,

-87-

FREIGHT STATION

CANADIAN NATIONAL RAILWAY

The freight house of the CanQdian
National Railway is located on the south side of
Terminal Ave.iue, just east of Main Street* The
shed proper is 800 feet long and 40 feet wide. In-
"bourid and out bound freight is handled in the one
shod. The "building is of corrugated iron and is
divided into four sections by brick fire proof
walls.

The freight shed is served by
throe house tracks having a capacity of sixty cars.

Team tracks arc located just south east of the
station. They are two in number, having a
capacity of tv/enty-two cars. The driveways are 33 feet
wide and made of plarJcs, An automobile unloading
platform is provided, also u twelve ton wooden
gantry crane »

-88-

Thcre is little coimncnt to
make concerning this freight station layout.
It is of sufficient capacity to handle a much
larger husiness than now comes to it and is so
arranged and constructed that it can be easily
expanded to meet future requirements. It has
the disadvantage, as does the Great Northern
freight station, of being somewhat distant from
the business district. However, the future is
likely to bring a considerable increase in
warehouses and light industries in the district.
Also retail stores are and will continaie to
spread south and east, especially along Main
Street, which will add to the business of this
freight st-itiou distj-i^.-'t*

-89-

TEAM TRACKS

CANADIAN NATIONAL RAILWAY

The team tracks of the Canadian
National Railway are located south of the freight
shod and in the immediate vicinity. There are
two tracks about 500 feet long served by a planked
roadway 33 feet wide between tracks.

There is also a planked roadway
at car floor level along and north of the freight
sheds, This is 800 foot long and served by a
single track. An automobile unloading platform
100 foot long is a part of the layout. The
facilities are ample and well arranged.

-90-

THE GRE/.T NORTHERN RAILWAY
CLASSIFICATION YARD

The principal classification
yard consists of eight tracks located north of
First . and Fifth Avenues and between the north ends
of Scotia and Scott Streets. The tracks range in
length from 600 to 2000 feet, with a total of about
li miles of trackage. The capacity is approzanately
sufficient for 200 cars. In addition to the above,
there are three tracks south of Industrial Street
having a length of 2300 feet, 1900 feet and 900 feet
respectively, which will take care of about 125 cars.

There arc four stub ended tracks
averaging 950 feet in length, between the Great
Northern Railway and the Northern Pacific's abandoned
freight shed, and two tracks 200 feet long extending
from the ends of each of the t^vo freight sheds, all
of which can b^ uccd for storage and general yard
v;orks *

-91-

Thc Classification yards, while
perhaps not as systematically arranged as thoy
might be, are of suitable capacity for the business
handled and there is space available for any
desired expansion.

FREIGHT STATION

GREAT NCHTHERN RAILWAY

The Great Northern Railway's freight
station is east of main street and just south and
parrallcl to Prior Street, The head house is two
stories high, of brick construction and contains the
frciglht office. The shed is 50 feet wide and 525
feet long, served by two tracks with a total capa-
city of twenty-six cars. This house is of substantial
brick construction with one firewall. Inbound
and out bound business is passod through the same
house. The capacity is ample.

-92-

BRITISH COLUMBIA ELECTRIC RAILWAY
PASSENGER STATIOi^IS

The Carrall Street Station occupies
part of the ground floor of the Company's office
building on the north west corner of Hastings and
Carrall Streets. The building itself is a five
story structure.

Passenger trains are handled on two
tracks. The Davie Street Station is located at
the southeast corner of Davie and Seymour Streets.
The building is an old wooden two story structure
80 by 60 feet in size and is provided with a
waiting room, ticket office and trainmen's
accommodations .

-93-

EXPRESS BUSINESS

Quite an important feature of the
British Columbia Electric Railway's operations
is the transportation of express matter
especially of small packages and. fruits. Light
or package expi'ess is handled at the Carrall
Station and. fruits (chiefly from the Eraser River
Valle^'-) are received, at the raxli'oad's freight
station at Georp;ia Street, The fruit business is
of course seasonal, oc curing chiefly during the
months of June to September, A maxim\ira daily
movement of ten tons has been noted.

The shipment of milk is also an
important function of the B. C, E, Some 400 to
500 ten gallon cans are received daily through
the aur.iliai-y fi-eight sheds near the freight
station.

-94-

PREIGHT STATION

BRITISH COLUMBIA ELECTRIC RAILWAY

The railroad has tv/o freight
sheds, both located just south of the Georgia
Street Viaduct and west of Carrall Street produced.
The two sheds are about 100 feet apart. Both are
one storey wooden structures. The main shed is 60
feet wide and 160 feet long with corrugated iron
sides and roof and wooden floor. A large quantity
of less than carload Fraser Valley produce is
handled here.

The auxiliary shed is 30 feet
wide and 200 feet long with corrugated iron sides.
Its principal use is for the milk traffic.

The freight station facilities
of the British Coluinbia Eloctric Railway, whxle
approximately adequate so far as floor space is con-
cerned, are inconveniently arranged and difficult of
access. In appearance and appointments much improve-
ment xs desirable, sxid it is believed sufficient area
is at hand in the general locality of the existing
freight station for a better layout.

-95-

VOLUME OF BUSINESS HANDLED BY
BRITISH COLUMBIA ELECTRIC RAILWAY

Some idea of the importance of
this line as a transportation agency to Vancouver
and the district generally, may be had from the
following description of its 1926 "business:

14,266 through freight cars, 90 percent

in or out of Vancouver and New Westminster,

4,974 Local Freight Cars. 80 percent in
or out of Vancouver and New Westminster,
In addition to the above, about 1000
cars of 1. c, 1, freight were handled
or approximately 30,000 tons,

500,000 Tons Total Tonnage Carload Freight,
70 percent of which v/as lumber, remainder
miscellaneous, but a large proportion live
stock. Some 230 cars of oranges are
included,

472 cars of live stock were moved from
the prairies and 320 cars of feed and
grain.

A great deal of this traffic is to
and from the rich Fraser Valley, thus bringing
into close contact Vancouver and vicinity with
the source of a very important food supply.

-96-

TEAM TRACKS

In addition to the team tracks
also used as an interchange track in First Avenue,
the Company has three tracks close by the freight
houses which accommodate about twenty cars,

SERVICE TO INroSTRIES

A function of the British Colixmbia
Electric Railway of very great importance to Van-
couver is that of service to industries. Within
the False Creek District alone more than 30 indus-
tries are directly switched by this railway. Many of
these are lumber mills, there being nine of these
on the south shore of the Creek, The British
Columbia Electric Railway is v;ell qualified to
perform this work on account of its flexibility,
cheapness of operation and freedom from fire risk,
1/Vhile it is handicapped by lack of trackage at
certain places, notably along the South Shore,
it does remarkably well. Future industrial
growth of this district will become more
dependent upon this method of switching and

-97-

provision should be made to provide now better
facilities for classification and interchange^
assembling cars for delivery and storo.f^e. Much
of this track, practically all that carves the
industrial district, is uwied by the Can./iian
Pacific Railway aiid operated under lease by the
British Columbia Electric Railv/ay. This arrange-
ment, while in effect for only a' out nine years
more, is subject to renewal and doubtless may
be considered a permanent operating feature,
particularly as the tracks and structures of this
section are not aiiitable for steam railroad
operation.

-98-

SHOPS AND REPAIR YARDS

A very complete plant for
making repairs to electric locomotives and cars
is located in what is known as the Indian Reserve
Lands, just west of the company's bridge over
False Creek (Kitsilano Bridge),

Car barns are also operated at
the corner of Main Street and 13th Avenue, and at
Main and Prior Streets only passenger cars are
stored, repaired and equipped at these places.

-99-

NEIV \YESTMINSTER FACILITIES

The British Columbia Electric
Railway has extensive facilities for handling both
passenger and freight business at New Westminster,
These consist of a two storey passenger station at
Eighth and Columbia Streets-, a freight station
just south of the passenger station, some team
trackage and a classifation yard for freight
cars. The classification yard is between 14th and
16th Streets, about a mile west of the passenger
station. It has three miles of track and occupies
an area of about nine acres.

Other terminal structures include
inspection and repair car barns.

As in Vancouver many important
industries are s erved directed by the British
Columbia Electric Railway,

-100-

1926 Freight Movement
Through New Westminster.

Carloads 20,196 Minimum January 1,121

Maximiim July 2,244

L. C. L, 1,272 Minimum January 105

Maxim\ira July 106

Weight, Tons, C.L. 459,964 Minimum January 26977

Maximu^m July 50666

Weight, Tons, L. C.L. 16, 140 Miniitum January 1,332

Maximum July 1,359

Empty Cars 14,280 Minimum January 971

Maximum July 1,408

-101-

THE PACHTO GREAT EASTERN RAILWAY

The Pacific Great Eastern Railv;ay's
constructed line extends from Squamish Dock to Quesnel
a distance of 348 miles. The original plan was to
extend the line to Fort George. There is a gap in
the line also between VVhytecllff and Squamish Dock,
so that direct steam operation from North Vancouver
is not yet practicable. The road is operated
Jointly with the Union Steamship Company and stages
from iciuesnel to Prince George and Barkersville.

In Vancouver, freight traffic
originating on and destined to points on this line
is handled b"-' the Canadian Pacific Railv/oj: . That
section of track in North Vancouver has been taken
over by the Harbour Comiaission Terminal Railway,

in connection with a service to the north shore
of Burrard Inlet.

-102-

In its present condition
the Pacific Great Eastern Railway is not a
material factor in the industrial and commercial
system of Vancouver and, in fact the railway
possesses small intrinsic value unless it is
extended so as to tap the Peace River District.
The wisdom of expending further sums in
developing this route has been seriously questioned,
but it hardly seems possible that those responsible
for investing as much as $50,000,000 on the project
did not have a substantial guarantee that the
railway would eventually pay its way.

-103-

CHICAGO, MILWAUKEE AND
ST. PAUL RAILROAD

The Chicago, Milwaukee and
St, Paul Railroad does not serve Vancouver directly
on account of its inability to make proper arrange-
ments for operating over the British Columbia
Electric Company's line. However, it does serve
the district of New Westminster and points east.
In the agreement between the Canadian Pacific
Railway and the British Col^imbia Electric Railway
for the use of the former's Lulu Island line, it
was stipulated that the British Colurabia Electric
Company's service in connection with the 0''". Icj-.l
Railv/ay would be permitted in that territory.

The St, Paul Railway operates
by car barge from Seattle to Bcllingham and from
there to Sumas over the Bellingham and Northern,
its subsidiary line. There the interchange is
effected^ At the Minnesota transfer interchange
is also made with the Canadian Pacific Railway

-104-

and the Great Northern Railway, so that the
St, Paul Railway is not entirely eliminated from
this portion of Canada, At the present time
the Chicago, Milwatokee and St. Paul Railway also
loads directly out of Seattle by way of the Border
Line Transportation Company, whose boats land at
Vancouver, However, the volume of freight
handled on this line is small.

-105-

HARBOUR COI^ISSION TERMINAL RAILIVAY

The Harbour Conmiission Terminal Railway
is a switching line operated by the Harbour Board.
It has rights over about seven miles of track within
the Vancouver District,

CLASSIEICATION YARD

The classification yard of the Harbour
Terminal Railway consists of nine tracks located
on the north side of the Canadian Pacific Railway's
right of way, opposite the north ends of Heatley
and Hawks Avenues and immediately south of the
entrance to Ballantyne Pier. The tracks range in
length from 65C to 1200 feet, with a total length
of about 8800 feet or capacity for 200 cars.

The capacity of this yard is inadequate
and there is little room in the vicinity for
additional trackage, except at great cost for
acquisition of property.

-106-

OPERATING EQUIPMENT

The Harbour Terminal Railroad rents
two switching locomotives from the Canadian Pacific
Railway. Aside from these the Company does not own
or lease any other rolling stock,

MILEAGE OPERATED

False Creek to South Shore of Burrard Inlet

Running Rights over Great Northern

Railwal ^'^^1^ 1-^°

Commissioners' Railway on South Shore
of Burrard Inlet

Between Ballantyne and Lapoint Pier 1.25

Commissioners' Railway from South end of
2nd NarroT/s Bridge to Lynn Creek on north
shore of Burrard Inlet.

Constructed tut. not yet in operation 1.51

Commissioners' Railway from L^mn Creek
to Lonsdale Avenue on North Shore of
Burrard Inlet

Railway under construction £l£Z

Total Miles 6.63

-107-

EXTEIISIOII OP' H/iREOUR COMIHSSION
TERMINAL RAILWAY RECOI.ttiENDED

In order to increase the usefulness cf
this road, particularly as an agency for interchange,
it is recommended that it be permitted to operate
freely over all belt tracks and to serve directly all
facilities on the harbour. Preferably it should
actually own its rails so as to circumscribe the
entire harbour » This has been accomplished in other
cities and may not be impossible here. It may in the
end prove an equitable arrangement for the Harbour
district, including the North Shore, leaving to the
British Col-unibia Electric the False Greek District,
The proposed Glen Drive yard should be under the
control of the Harbour Commission's Railroad however.

It is not the intention under the
above siiggested arrangement in any way to prevent or
hinder the trunk line railways from serving industries
on their ovm lines. But the important thing is that by
a consolidated terminal switching system, all industries.,
even though they are reached by spurs of only one rail-
road, can be assured of a uniform switching charge and
expeditious service. By reducing the number of handling-
and distance travelled, much greater flexibility of
movement can be secured at a lower cost.

-108-

PKEIGHT INTERCHANGE rjETHODS

CANADIAN PACIFIC RAILWAY
CANADIAN NATIONAL RAILWAY

Interchange between these two roads
is performed through the agency of the Harbour
Terminal Railway, The Harbour Terminal Railway
receives the cars at the interchange yard of the
Canadian National Railway and delivers them to the
Canadian Pacific Railway's interchange track which
is the first track south of the Harbour Commission's
car unloading shed at the Ballantyne Pier, This
track is 750 feet long, having a capacity of about
18 cars, and belongs to the Canadian Pacific Railway,
In the reverse process the Harbour Terminal Railway
receives the cars from the Ballantyne interchange
track and delivers them to the Canadian National at
their interchange near Depot Yard.

-lOS-

CANADIAN PACIFIC Ri^ILWAY
GREAT NORTHERN RAILWAY

The interchange of cars of these
roads Is handle-d .b7-<^ngin-ef5- of- the Gr^at' Northern, r-p^.rat
Ing from the latter '3 yard to the Ballantyne interchange
track of the Canadian Pacific Railway. The great
Northern receives and delivers on the second track south
of the Harbour Commission's car unloading shed in the
Ballantyne Pier Yard. This track is ICOO feet long and
has a capacity of about 25 cars.

CANADIAN PACIFIC RAILWAY

BRITISH iX)LL^ffiIA ELECTRIC RAILWAY

These are tvvo points where car
Interchange is effected between the Canadian Pacific
Railway and the British Columbia Electric, The Gran-
ville Street Interchange consists of four tracks aggre-
gating about a mile in length, located on the north
shore of False Creek and on the north side of the
Canadian Pacific Railway's main line track in this
district.

-110-

The Carrall Street Interchange
is located west of the Marshall-Wells Building,
between Carrall and Abbott Streets, and the
Georgia Street Viaduct and Pender Street.
It consists of a double track, each 800 feet in
length, one of which is for cars from the
British Columbia Electric to the Canadian
Pacific Railway and the other for the reverse
movement. In both yards, each railroad receives
and delivers. Interchange is also effected
betv/een these roads at Abbotsford,

-111-

CANADIAN NATIONAL R/VILWAY
GREAT IIORTHERN RAILWAY

The Great Northern delivers to the
Canadian National on a siding 800 feet long
parallel to and east of the Canadian National
Railway's main line track east of Depot Yard. This
siding is the property of the Canadian National
Railway »

The Great Northern delivers to
the Canadian National on a siding between Scotia
and Burns Streets and which is along the Great
Northern's main line. This siding is 2200 feet long
and is owned hy the Great Northern Railway. As the
interchange between these two roads is made close
at hand to their terminals, the arrangement is a
satisfactory one and little time is lost in the
transaction.

-112-

CANADIAII NATIONAL RAILWAY
BRITISH COLUIffilA ELECTRIC RAILWAY

As there is no physical conrxection
between these two roaas, the interchange of freight
is accomplished by an intermediary line, the Great
Norther, which handles this movement with their ovm
to the British Coluiiibia Electric Railway,

At Chilliwack there is a direct inter-
change between the Canadian National and the British
Coltimbia Electric Railway.

-113-

GREAT N0RTH]5RN RAIUVAY AIJD
BRITISH COLUMBIA EL3CTRIC RAILWAY

Intsr change betv/een these two
roads takes place where their rerjpsjtive main line
tracks connect on First Avenue, at a point 50 feet
west of the West side of Alberta Street produced, in
the vicinity of the Couglilan Ship Buildings Co.nipany's
switch.

The British Columbia Electric Railway
places cars for the Great Northern on the latter 's main
line east of the junction point of the railroads. If
this track is already occupied, the cars are placed
on the British Columbia Electric 's main line west of
their junction point.

There is a Jide track 900 feet long
on the south side of the British Col\imbia Electric
main line, just west of the j'a:iction of the two roads
which ma^'- b.-i and at tlmiio is a.^ad for handling inter-
change business. This is ohe njrual wa;/ of operating,
but as this siding is used as a -GGam delivery track of
the British Ooluiibia Electric Rail'.vay, its use for
interchange pr.rposes is restricted^

-114-

The foregoing method of performing
interchange between the Great Northern and
British Coliimbia Electric is not particularly
efficient as it involves the use of a main
switching head for this purpose. It is re-
commended that the British Colvunbia Electric
Railway operations be extended to that district
east of Main Street and that it receive and
deliver directly from the Great northern yard,
or from a new yard built for this purpose.

At Cloverdale there is also a direct
interchange between the Great Northern Railway
and the British Coliimbia Electr'ic Railway,

-115-

GREAT NORTHERl^J AND

HARBOUR COI/iMISoION'S TERMINAL RAIU'/AY

The Great Northern Railway delivers
to the Harboiir Coiviinission' s Terminal Railway in the
latter 's ciassif ication yard, at the Ballantyne Pier,
using any of the sidings that may be available at
the time.

The Harbour Commission.' s Terminal
Railway delivers to the Great Northern Railway on
any of four tracks parallel to and immediately south
of the Great Northern's main line between the north
ends of St. Catherine Street and Glen Drive. These
tracks have a capacity of about 65 cars.

The physical arrangements for making
this interchange are satisfactory but it v/ould be
more economical for one road to do the work, both
for these tv/o roads and the Canadian National. It
is one of the .funcT:ion of a terminal railway to
handle such movements .

-116-

NORTHERK PACIFIC RAILROAD
BRITISH COLUMBIA ELECTRIC RAILWAY

The Northern Pacific Railway does not
enter Vancouver directly at this time, but connects
with the British Columhia Electric Railway at Huntingto'
where freight is interchanged, the British Coliombia
Electric Railway handling all Northern Pacific business
in this district, A connection is also made here with
the Canadian Pacific Railway and shipments may be made
via this road to Vancouver from Himtingdon, However,
the preferred route is the British Columbia Electric,

CHICAGO, MILWAUKEE & ST, PAUL RAILWAY
BRITISH COLUIffilA ELECTRIC RAILWAY

The entrance of this Chicago, Milv/aukee
and St. Paul Railroad to Vancouver is from Seattle by
boat to Bellingham and from Bellingham to Sumas by rail.
Here interchange is made to the British Columbia Electr:
which road handles the shipments to destination.

The Chicago, Milwaukee i: St, Paul Railwr ;.
also makes deliveries to Vancouver directly by boat but
the above is the preferred handling.

-117-

HARBOUR COMMISSIOH TERMINAL
RAl LWAY I KTSR CHAN GE

This road performs a purely
switching "business and its interchange operations
are therefore quite important. The various points
where the work is done are described as follows:

H.T.R and C.P.R. Ballantyne Pier Yard,

H.T.R and C.N.R. C.N.R, Depot Yard.

H.T.R and G.N.R. Receives from G.N.R.

in H. T. R, yard at
Ballantyne Pier and
delivers to G, N. R. at
5th Avenue and Glen Drive,

H.T.R. and B.C.E.R. Handled through the C.P.R,

and the G.N.R.

The Plarhour Commission's Terminal

Railroad is largely xnstriimental in transporting
grain to the elevators as will appear in the
description of the grain movement which follows:

-118«

GRAII^ MOVEMENT TO BURRA11D INLET Ei^EVATORS.

CANADIAN NATIONAL RAILWAY

Incoming trains are "broken up
and classified or marshalled in the Depot Yard of
the Canadian National Railway. From there they
are moved in cuts of twenty cars by the Harbour
Terminal Railway to the latter' s yard near Ballan-
tyne Pier. Hero the cars are sorted and grouped
for the several elevators to which they are taken
by tho Harbour Terminal locomotives.

-119-

CANADIAN PACIFIC RAILWAY

Coqultlam Yard is the initial
terminus for all incoming freight trains as well
as the grain cars. The trains are broken up here
and sorted for delivery to Front Yard of the Canadian
Pacific Railway which lies west from Carrall Street,
In this yard the ,p;rain cars (as well as others) are
re-grouped for their final movement to the elevators.
The Canadian Pacific Railway has entry to each of the
four elevators on the waterfront where they use
certain assigned tracks.

At the following elevators both the
Harbour Terminal Railway and the Canadian Pacific Rail-
way have tracks assigned to their individual use.

Burrard Elevator Company's Elecator,
No, 1. Elevator (Government Dock)
Spillers Elevator
No. 2. Elevator (Ballantyne Pier)

-120-

GREAT NCRTHERN RAILWAY

This road now hauls little if any
grain for export,

SERVICE TO HARBOUR COMMISSION'S PIERS
CANADIAN PACIFIC RAILWAY

At the elevator piers the operating
rights of the Canadian Pacific Railway apply only to
grain movement inward and empty car movement out-
ward.

Lximber and all general cargo ■ for
export originating on this C, P. R. is handled
exclusively by the Harbour Terminal Railway from
its interchange with the Canadian Pacific Railway
to the freight sheds or docks.

-121-

CANADIAN NATIONAL RAILWAY

The Harbour Terminal Railway
likewise switches the freight of the Canadian
National Railway fi>om its interchange point to
pier destination,

GREAT NORTHERN RAILWAY

Pro-n the Interchange Yard the
Har'Dour Co-mflission Terminal Railway moves Great
Nortihern •ohrough e-xport freight to any of the
piers. Also the Haroour Ter^nmal R iilv/ay
delivers co the Great Northern Railway at the
interchange, all through import freight.

INTERCm\NGS S'VITCHING RATES

The appendix contains a
statement covering tne rates fcr perfcrning
the foregoing interchange switching movements.

-122-

PASSENGER TRAFFIC

Vancouver is well supplied
with railway passenger stations, all
efficiently arranged and operated and of
much architectural merit.

PASSENGER STATION
CANADIAN PACIFIC RAILWAY

The passenger station of the
Canadian Pacific Railway is located on the north
sid3 of Cordova Street between Granville Street
and Richards Street. It is in close proximity
to the principal business district of Vancouver
and also to the compaay's ocean pier.

The station is a four storey
concrete and brick sttaoture about 400 feet long
and 60 feet wide. The i;pper floors are used as
district offices.

The station tracks are six in
niimber four being thi'cugh tracks and two stub
end tracks.

-123-

The waiting room of the station is
commodious and well arranged, A convenient
ing space for automobiles is provided at the east
end of the station at street level,

RECOMMENDATIONS

For the present traffice the passenger
station is adequate. However, there is little room
for expansion and the station and its trackage occupy
ground space that will later be needed for harbour
development. It is difficult to take care of some of
the longer trains now, and the reverse movements
involved in making up passenger trains from Centre
Yard impose bad operating conditions and contribute
their share to the grade crossing nuisance.

-124-

The Canadian Pacific Railway station
is, however, \andeniably well located to serve the
public. It brings them immediately to the heart
of things. It is, to the railroad, an advantageous
location for competitive passenger traffic and its
closeness to the steamer piers permits of a quick
transfer f rom one to the other.

The implied desirability of seeking
another location for this passenger station may
seem to be and is a somewhat radical innovation.
The railroad cannot be expected to relinquish such
a favourable location. Yet in the scherr.e of things,
looking forward to the time when the 3\irrard v;ater
front is approaching its maximum degree of concen-
trated activity, it is conceivable that the rail
road itself may see the desirability of relocation
in order to avoid the inconvenience and delays
caused by freight switching movements and the awk-
ward operation of getting to its terminals on False
Creek,

-125-

Much should and must be sacrificed tov/ard pre-
serving the water front for purely shipping "business
and this suggestion of the removal of the Canadian
Pacific Railway Passenger Station is in line with
that thought.

SUGGESTED SITE FOR

CANADIAN PACIFIC RAILWAY PASSENGER STATION

The proposal very naturally suggests
itself of grouping the Caiiadlan Pacific Railway
passenger facilities with those of the Great Northern
and the Canadian National Railway on Main Street.
This will give Vancouver a Union Station which, under
the circumstances, would be a decided advantage. This
being a terminating point in every sense of the word>
and a city of not too great population, a Union
Station for all roads possesses all of the good and
none of the bad features usually associated with the
arrangement •

-126-

The Great Northern and Canadian
National Railway stations are only four minutes
by taxi from the heart of the business district,
less than a mile. Much room is available for
expansion and the extensive plaza already provided
guarantees for all time pleasing surroundings.

Th© Canadian Pacific Railway could
enter the Main Street location by direct movement
from their main line, over tracks in the valley
between Campbell Street and Glen Drive. Thus the
heavily congested trackage along the water front
from Hastings Mills westward could be avoided and
traffic over grade crossings within the city
further reduced.

-127-

PASSENGER STATION
CANADIAN NATIONAL RAILWAY

The passenger station of the
Canadian National Railway is located 400 feet east
of the east line of Main Street and just north of
Terminal Avenue, The "building is three stories
high, 104 feet wide and 325 feet long, with the
long side parallel to Main Street. It is of con-
crete, faced with sand stone, The two upper floors
are used for the company offices and the ground
floor, which is at street level, is devoted
exclusively to waiting rooms and other passenger
accomnodations.

There are at present onlj
two station tracks, stub end, each with platforra
and wooden urabrella sheds. The station was
constructed in 1917,

-128-

The station is built consider-
ably in advance of present demands and there is
much room available for expansion of both track
and station facilities. With its broad well
grassed plaza between the building and Main Street,
this passenger station, as well as that of the
Great Northern Railway almost immediately adja-
cent to it, have an agreeable setting seldom
duplicated. Ey appropriate planting and lands-
caping, it can be made one of the most interest-
ing show places of Vancouver.

-129-

PASSENGER STATION
GREAT NORTHERN RAILWAY

The passenger station of the
Great Northern Railway is located 400 feet east
of the east side of Main Street and 108 feet
north of the north end of the Canadian National
Railway's passenger station. The building has
a frontage of 240 feet parallel to Main Street and
a depth of 55 feet. It is two stories high, the
upper story being used for orfices and the lower
exclusively for passenger accoinmodations. It is
constructed of brick with stone facing and is
of pleasing appearance.

The station tracks are four in
number provided with two umbrella sheds and wooden
platforms about 755 feet long.

This passenger station will serve the
requirements of the Great Northern for many years and
its location and arrangements are such that it can be
easily increased in capacity as traffic warrants.

APPENDIX 1.
-1-
RAILROAD STATISTICS
From an address by Laivrence Chalmers Toombs, M, A.

January 31st, 1927.

CANADIAN PACIFIC RAILWAY

19,000 miles
15 Hotels
115,000 miles telegraphs

100 ships
100,000 persons employed
Built 1880-1686
Entered Vancouver 1886

CANADIAN NATIONAL RAILWAYS

22,191 miles

13 Hotels

112,000 miles telegraph

75 ships

100,000 employees or more

Co-ordinated 1917-1919.

Entered Vancouver 1915, using Great
Northern Depot,

New Station 1916,

-2-

RAILROAD MILEAGE BY PROVINCES

Ontario

10,908

Saskatchewan

7,056

Alberta

4,965

Quebec

4,797

Manitoba

4,540

British Columbia

4,117

BRITISH C0LU11BIA ELECTRIC RAILWAY

503 miles track

Construction began 1897 and has [^rown
steadily ever since.

1911: 77,598 Tons

1912: 256,083 Tons

1925: 396,474 Tons

Owns 11 electric locomotives
357 passenger cars
476 freights cars, etc.

-3-

GREAT NORTHERN RAILWAY

Entered Vancouver 1904
Main Street Terminal 1917.

APPENDIX 2.

RAILWAY INTERSWITCHING AND
LOCAL SWITCHING CHARGES IN

VANCOUVER TERMINALS

INDEX
To Appendix 2,

Interswitchlng Charges on Carload Traffia Page

Private Sidings 1

Team Tracks 1

Intermediate Service 2

Non-application 3 ■

Grain (In transitu) 3

Absorption

Non-competitive traffic 4

Competitive traffic 5

Granville Island 6

B, C.E, Sidings on south shore False Creek 7
Harbour Terminal Railway re through freight

and Grain 7

Local Switching of Carload Traffic

Classes of Movements 8

Intra-terminal Switching 8

Inter-Plant Switching 8

Re-switching 8

Bulk Grain 8

Authorized and Published Tariff Details 9

Grain, Grain Products and Screenings 10-12

Steamer Freight 12

Local Freight 12

General Freight 13

Lumber axxl Shingles 14

Machinery 14

Iron and Steel 14

Steel and Steel Castings 15

Fuel Oil 15

Canned Salmon 15

Frozen Meats 16

Molasses 16

Syrup 16

APPENDIX 2.
-1-

INTERSWITCHING CHARGES
ON CAPLOAD TRAFP'IC

(For distance not exceeding four miles from point of
interchange-full local rate charges for excess over
that distance)

Interswitching charges are the rates
charged hy a railway on traffic loaded or unloaded
on its sidings which is delivered to or received from
a connecting line, and on which such connecting
carrier receives a "long-haul".

Inter switch! ng Rates on Carload Traffic
Private SioArgs

On all traffic unloaded from or to he
loaded on private sidings on a railway, or directly
from cr into an industry, elevator or public stoclo.'arc)
abutting upon its tracks:- a rate of 1 cent per 100
pounds; Subject to the minimum weight of the long
haul carrier's tariff, but in no case less than:-

$3.00 per car on 7th, 8th and 10th class traffic

as per Canadian Freight Classification
$5,00 per car on all other traffic.

Team Tracks

When traffic is loaded on and unloaded
upon public team tracks:- A rate of 2^ per 100 lbs.
subject to the minimum weight of the long-haul
carriers' tariff, but in no case less than $6.00 per
car.

-2-

(Exception:- These Team Track rates will not
apply at the point of origin on traffic loaded on
public team tracks consigned to a destination at
which the required delivery can be effected by
the Railway, or through its connections, or by
interswitching at equal rates with a competing
line, and such traffic will be subject to the
local tariff rate to the point of interchange,
which rate w ill be an additional charge against
the shipment.)

Intermediate Service

When the Railway acts as an Inter-
mediate carrier between the line-haul carrier
and the terminal carrier:

Not exceeding 3 miles v5»00 per car
Over 3 and not exceeding

4 miles $3.50 per car

The foregoing Interswitching rates do

not apply:

(a) To tracks used by the railway for the
transfer of freight between cars and its
freight warehouse, or for the purpose of
transhipment from car to car, nor to tracks
otherwise set apart for its own working
purposes, except team tracks,

(b) To joint movements which both begin and
end in the same terminal on group of
terminals or adjoining switching districts.

-3-

(c) To cars which having been once properly
interswitched for unloading, are reconsigned
for unloading elsewhere within the same
terminal or group of terminals.

(d) To cars which have once been placed by
long-haul carrier and subsequently ordered
for delivery on the railway's tracks.

Rates include the movement of empty
cars to or from the point at which they are received
by the interswitching carrier.

Switching (In transitu) Grain to and from fJills
Elevators and Warehouses.

Railway) .

(Does not apply to Harbour Terminal

On grain carried at established rates,
with the privilege of stopping in transit for the
purpose of manufacture, storage or treatment
the toll collected by the railway for sv/itching
the grain or its product between points of inter-
change and mills, elevators and war^.houses, located
on the tracks of the railway at the transit point
shall be 1^ for 100 lbs., minimum $3a00 per car,
maximum $5,00 per car, in each direction.

-4-

ABSORFTION BY LONG-HAUL CARRIER OF
INTERSWITCHING CHARGES ON CARLOAD TR4FFIJ

Non- Competitive 'traffic

Definition:

(a) Traffic having either its origin or destination
at a station on the railway not served by another
railway; or traffic which cannot he handled by a
competitive route at equal rates.

(b) Traffic having either its origin or destination
at a station on the railway, which is also served
by another railway, but where equal rates are not
in effect via a competitive route between points
of origin and destination*

(c) V/here switching is performed by a railway either
at point of origin or destination and such rail-
way is not a participating carrier in the rate
from point of origin to destination; the traffic
will be considered as non-competitive onlj so far
as concerns the absorption of such railway's
switching.

Absorption

On such traffic when, at either point
of origin or destination, interswitching is performed
by a connecting raxlvvay, the follovring proportion of
tolls of the intermediate or terminal carrier, or both,
will be absorbed by the long-haul carrier;

On all traffic, except team track EXCEPTION
on Page 2, one-half of the tolls of the Terminal carrier
but not exceeding one-half cent per 100 lbs,, minimum $1,50
per car, on 7th, 8th and lOth class traffic as per Canadian

-5-

Frelght Classification, and $2,50 per car on all
other traffic, for a distance not exceeding four miles
from the point of interchange. IVhen distance exceeds
four miles fron the point of interchange, no portion
of the terminal carrier's switching will be absorbed.

Also one-half of the tolls of the
intermediate carrier, if any, but not to exceed the
following amounts: -

$1,50 per car when intermediate carrier's haul does

not exceed three miles
$1,75 per car when intermediate carrier's haul is

over three miles and does not exceed four miles.

The long-haul carrier's revenue between
shipping point and destination shall not be reduced below
$12,00 per car, unless the current tariff rate makes a
lower charge .

COMPETITIVE TRAFFIC

Definition:

Traffic having both its origin and
destination at stations on the railway and its connections
and which is also .served at equal rates by another railway
direct or through its connections where the line per-
forming the initial or final switchings is a party to such
rates; or in other words:- When the railway performing the
switching service can handle the shipment in long-haul
movement from the origin station at equal rate, or could
have handled the shipment in long-hauJ, movement into the
destination station at equal rate.

Absorption

The long-haul carrier will absorb
the entire amount of the authorized tariff switching
charges of the rsilwa^ performing the interswitching
service, including the svdtching charges of an
intermediate carrier > if any, provided that in no
case shall the long-haul revenue between shipping
point and destination be reduced belov/ $12*00 per car,
unless the currenb tariff rate makes a lower charge.

Exceptions

(a) No part of connecting line's switching charge
will be absorbed at a milling or transit point
on traffic moving under transit arrangements,

(b) On import and export traffic, except bulk grain
interchanged mtn the Harbour Terminal Railway
tii3 long-naul carrier will absorb the Harbour
Terminal Tailway switching charge of $3,50 per
car.

NOTES RE INTERSWITCHING
GRANVm.E ISLi^ND

Under Interswitching order of the Railway
Board the B.CoElectric Railway's charge for sv;itching
of long-haul general freight between all interchanges
and Granville Island is one cent per 100 lbs, whicli tl;f
long-haul lines absorb whether competitive or non-
competitive.

-7-

B. C. E, Sidings on

South Shore of False Creek

The B, C, E. switch charge betv/een
C.P.R, Interchange and sidings on the south shore
of False Creek is one-half cent per 100 lbs», which,
as these sidings were formerJ.y part of the GoP:Rti's
Vancouver yard, is absorbed by the C«P.R,in terms of
the Lulu Island agreement under which the B. C, E,
leases. G.N.R. and C.N.R, switches to these sidings
come under the general interswitching order.

Harbour Terminal Railway through

Freight Switches (Except Grain in Transit)

1. Between Vancouver Harbour Commission and Elevator
Docks (except Columbia) and the following inter-
changes - C.P.R., B.C. El, via C.P.R. and

G.N,R. at Ballantyne Pier, $3,50 per car.

2. Between V.HpC, and Elevator Docks (except
Columbia) and the G,N,R« interchange at Glen Drive
and 5th Avenue, \^ per 100 lbs. Minimum $5,00 per car.

Harbour Terminal Railway Switches of
CP.R. and C^N.-R, Long -haul Grain,

1. From C.P.R. Interchange to No»3 Eurrard Elevator

and Tracks 13 and 14 at No. 2 Elevator, §3,50 per car,

2» From C,N,R. Interchange to Elevators on South

shore of Burrard Inlet, except Columbia, and docks
on H.T.R. lines 1^ per 100 lbs. Mmim^om JScOO.
Maximum $6,50 per car.

The C.P.R, has equal loading and un-
loading rights with H.TcR, at V.H, C, Elevators No« 1
(LaPointe) No, 3, (Burrard) and the Terminal Grain Com-
pany's (Spillers); and equal unloading rights only with
H.T.R, at No, 2. Elevator (Ballantyne)

-8-

LOCAL SWITCHING OF

C4^LC:-i5 .l^-^E IS.

Existing Authorized and Published
Rates for Specific Movements,

Local Switching Movements include,
mainly :-

1. Intra- terir_in_al_Svj itching. The supplying of a
car to te loaded and u.ov'ed to another siding for
deliverj'- in Vancouver Terminals.

2, Inter-Flarrt Sijvitchir-g. The movement of a car from
one'lcoabion to'anotlier within the limits of the
sans plant or industry for unloading a portion

of tlae original load, or completion of load for
road-haul,

2' Re -Swit-'hing. The additional movement of a car
at consignee's or shipper's request to another
point within yard limits af ber having once been
placed lor delivery or loading - rate id per 100
lbs. Minimum $5,00 per car. This charge applies on
carload freight originating at or destined to a
V point outside of the station yard lim.its v/here
switching is performed, and upon which the Railvray
receives a loiig-haul, It does not apply on cars
loaded within yard limits destined to another point
locQted therein, nor pn cars which have been once
placed and partially loaded or unloaded. SZCl£FTiOi':
On cars of bulk grain placed at sidxngs of piiblic
termanal or other elevators, and re-switched for
re-inspect,ioiT or survey, the charge will be (^^2,50
per car for each additional a.vitch,

^* Eulk Grain. On cars of bulk grain moved from Sid-
ings of public terminal or other elevators and,
after inspection, again placed on a sidxng of the
same elevator, a sv/itching charge of ^ii2.50 per car
in each direction will be assessed.

-9-

Procedure in determination of local
switching rates in Vancouver Terminals has been thro
consideration hy the railway or railv/ays concerned
of each individual requirement as it arose followed
after agreement, by authorization and publication.

Following is the complete published
authorization at date, classified in terms of
character of freight. The details will reflect the
significance of local switching costs at the present
time.

Grain (cleaned or sacked) and Gram Products
for Export Overseas (Except to U.S.A.)

C.P.R. Movement

From: (a) Vancouver Milling & Grain Company

(b) Elevators on South Shore Burrard Inlet
except No. 2,

(c) B.C.E. Interchange

(d) G.H.R. Interchange

To; (a) C.P.R. Docks „ t, ^ ^

(b) H.T.R. Interchange for v.H.C. and
Elevator Piers.

(c) G.M.R. Interchange for G.K.R. Docks

Rate: \hi per ICO lbs. Minimum $7,50

Maximum $10.00 per car.

-10-

GRAIN in bulk for Export
C.P.R. Movement

From: Vancouver Milling & Grain Company
To- Elevators on South Shore, Burrard Inlet
Rate- H per 100 lbs. Minimum on marked capacity
but not less than $6.00 per car.

Grain Re-shipped.

Between: Columbia Grain Elevator Company

and Elevators on South Shore Burrard Inlet
Rate- U rer 100 lbs. Minimwa on narked capacity
but" not less than $6.00 per car.

O.P.R. Movement

Prom: H.T.R, Interchange

To: Columbia Grain Elevator Company
Rate: U per 100 lbs. (does not include cost of
h;t.R. switching in cases where the latter
handles traffic to the interchange) Minimum
on marked capacity, but not less than ^6.00
per car.

GRAIN ard Grain Products ex connecting lines
and Grain Screenings, bulk or sacked (when
interswitchinp, rates are not applicable.

Harbour Terminal Railway Movement.

Between: Elevators on south shore of Burrard Inlet
except Columbia
and V.H.C. or Elevator Docks
Be?Seen: Ele;a;o?s on S. shore of Burrard Inlet except
Columbia and V.H.C. or Elevator Docks,
and Interchanges with connecting lines
Rate: H per 100 lbs. Minimum $6.00 per car.

-11-

GRAIN Ex connecting Lines and
Grain Screenings.

H.T.R, and G»K.R, Movements.

Froni: Elevators on South Shore Burrard Inlet except
Colvjn"bia

To: Mills and ^levators on G.N.R. tracks, i.e.,

Vernon & Buckerfield, 321 - 1st Avenue I^ast, and
T.HcWallace Co., 620 Raymur Avenue, through
G.NoR. interchange at Glen and 5th Avenue.

Rate: 2^ per 100 lbs. Minimiom §12.00 per car.

H.T.R., C.P.R., and P.C.E. Movements .

Prom: Elevators No. 1 (LaPointe) and No. 2 (Pallf:.jt:^c )

only
To: Mills on B.G^E. 1. e. Victory Flour, 806

Beach Avenue, McLennan & McGarter, 1605 - 6th Ave.
Rate: 3^ per 100 lbs.. Minimum C'18.00 per car.

GRAIN AI^ GRAIN SCREENINGS

C.P,R. Movement

From: Elevators on South Shore, Burrard Inlet except i'2

To: Mi3J.s served by CoP.R. for milling and re ship-
ment by C^P.R. ie., Vancouver Milling and Grain
Company, 236 Smythe Street, and Ellison Milling
Company; 1206 Homer Street,

Rate: li per 100 lbs. MinimuJ:! 06-00 per car.

Note: In the case of No. 2. Elevator the above charge
applies from K.T.R. Interchange.

-12-

GRAIN

C.N.R. Movement

From : Rennle Seed Comparxy's Warehouse

To: G.N.R. Interohange

Rate: 1^^ per 100 lbs, Minimiim ^9,00 per car.

STEAIVIER FREIGHT

When interswitching rates are not
applicable,

C.P,R, Movement

Between: Docks on SoiJth Shore Burrard Inlet served

by C.P.R,
and: C.P.R. sidings, H.T.R., and G.N.fl.

Interchange

B.C.E. Movement

Betv/een: C.P.R, Interchange

and: " B.C.E, Sidings,

Rates: 2^ per 100 lbs. Minimum $10.00 per car.

LOCAL FREIGHT, EXPORT and IMPORT. Destined to or

Originating at Points iri Vancouver Terminals.

Betv/een: Elevators on South Shore of Burrard Inlet

except Columbia

V.H.R. and Elevator Docks

H.T.R. Sidings
and: Interchanges with other lines
Rate: 2^ per 100 lbs. Minimum ^10.00 per car.

-15-

GENFF^L FREIGHT^ Being Domestic, all land Traffic,
other than Leep Sea and Coastwise Export and Import
and Ejcport Grain in Transit,

lii?iI^^_I^£.YeiPent

Between: Elevators on south shore Purrard Inlet,
except Columbia; HoT.R. Sidings.

And: V.HoC. and Elevator Docks

Interchanges with other lines

£i2 'R. Moveme nt

Between: CP.R, Perry slips, Vancouver

and: Interchanges of all lines re P.G.E, Traffic

Rates: 1^ per 100 lbs. Minimum $5.0C per car.

PREIGHT

^■i£iZ-i_g:^td C»P.R. Movements

Between: Vancouver Machinery Depot (On South Shore

False Creek)
And: All C.P.R. Sidings
Rate: ^cf, per 100 lbs, Minijnum |15,C0 per car,

LOCAL FREIGHT

B»C.E. Moveme nt

Prom: Main Street

To: Bodwell Road, South Vancouver

Rate: $8.00 per car.

-.14-

LUMBER AND SHINGLES for sorting or completion of
car load and re shipment via C,P,R«

C,P»R« Movement

Between: Heaps & Company (Foot of Semlin Drive)
And: B.C. Mills Tix'ber & Trading Company (foot
of Jackso'-. Street) Vancouver-Iowa
Shingle Co. (1605 Georgia St. Wj
Ro'oertscn'-Hackett Sawmills (North Shore
False Creek)
Rate: 2i per 100 lbs. Minimian $10,00 per car,

C«P.R»^ and B,C.E. Movements

Between: Hyaps & Company (Foot of Semlin Drive)
And: Sawmills on South Shore False Creek.
Rate: Zi per 100 lbs. Minimum $15,00 per car.

C.P,R. and B.C.E. Movements

Prom: Sawmills on south shore False Creek

To: Vancouver-Iowa Shingle Co. (1605 Georgia W, )

Rate: 3jZ^ per 100 lbs. Minimum $15.00 per car.

MACHINERY

B,C %^ t Movement

Between: Vancouver Engineering Works (519-6th Ave.W,)
And: Vancouver Machinery Depot ( 1155-6 th Ave.W,)
Rate: $5,00 per car,

IRON AND STEEL

B.C.E. Movement

Between: Industries on south shore False Creek
Rate: ^i, per IOC lbs. Minimum |16.00 per car.

-15-

STEEL_ AND STEEL CASTINGS
S -•Cv-E, Mcvements

Between: Coughlin's Steel Plant No. 1.
And: Coughlin's Steel Plant No. 2,
Rate: $5.00 per car.

FUEL OIL In owner's Tank Cars,
C.P.R. Movement

Frora: Imperial Oil Co., (Foot of Main^Street)

Union Oil Co., (Foot of Jervis ^treCo)
To: All C.P.R, Sldir^s
Rate: ^ per 100 lbs. Mlnimumf2 0.00 per car.

C.P.R. and B.C.E. Movements

»

Prom: Imperial and Union Oil Companies

To: All P.CE. Sidings

Rate: ^\i per 100 lbs. Minimum 022,50 per car.

CAInINED SALMON

H.T.R. and C.P. R. Mo v events

From: Ballantyne Pier ^ x> t.t

To: Terminal Dock and Warehouse Co. (Foot of Nar^xmo

Rate: 3^ per 100 lbs. Minimum 015.00 per car.

-16-

FROZEN MEATS When Interswitching Rates are not
applicable,

C.PfR, Movement

Between: Docks on South Shore Burrard Inlet served

by C^.P.R.
And: C,P.R. Sidings, H,T,R. and G.N.Ro

Interchanges
Rate: 3{2^ per 100 lbs. Minimum |15.00 per car.

MOLASSES In owner's tank cars

CP.R, and B,C,E. Movements

From: B.C. Sugar Refinery (Foot of Glen Drive)

To: Consolidated Distilleries (Granville Island)

Rate: Sj^f per 100 lbs. Minimum $30,00 per car,

C.P.R, and G,N.R, Movements

From: B.C. Sugar Refinery

To: Vernon and Burkerfields (320 - 1st Ave,E,)

Rate: <bi per 100 lbs. Minimum $30,00 per car.

SYRUP In owner's tank cars

C.P.R, Movement

From: B.C. Sugar Refinery

To: Kelly Corifectionery Co. 1106 Mainland Street.

Rate: 4^ per 100 lbs. Minimum |20,00 per car.

APPENDIX 3
-1-
REPORT ON J'AISE_CREM 14th July, 1927,
"by A. R. Mackenzie

UNSAVOURY CONDITION OF FALSE CREEK

During the last fifteen years the community develop-
ment of the False Creek area has decidedly not kept pace with the
generally satisfactory progress in surrounding parts of the Oity
tnd on the water f rontago of Eurrard Inlet, Admittedly, the saw-
mill industry, which occupies 45% of the False Creek waterfront, is
still very active on the South Shore, but, apart from these mills
and excepting Granville Island, there are less than half a dozen
industrial concerns of any magnitude over the four miles of water
frontage between the B. C. Electric Railway Company's Kitsilano
Bridge and Main Street. V/hat is not occupied by railway trackage
of the filled-in area east of Main Street, has been now for years
a desert waste while Main Street property and values in the vicin-
ity of False Creek have, for some considerable time, been devlming
in sympathy with the atmosphere, both economic and physical, east
and west of that important Avenue's crossing of the area. ihe
attractive Railway Terminal buildings in their immediate setting
of park and pavements, the solitary beacons of encouragement for _
betterment of the district, at present only accentuate the depressii
impressing around.

Undoubtedly the unwholesome sanitary condition through-
out the False Creek area, especially between Granville and Main
Streets, is the underlying and very serious °^^^acle to suitable
industrial developments. During the su^mmer ^^^^^hs the atmosphere
around Main Street and the Connaught Street Brige is considerably
tainted, tL maximum of offence being at low water stage in the
estuarv The odour is unmistakeably of sewer origma and the
diSereAt seSer outfalls can be easily located where intensifica-
tion of tlie peculiarly local smell is apparent.

There are sixteen separate sewer outfalls into False
Creek, detailed as follov/s:-

On North Shore

1. Foot of Jervis Street. Sewage only while storm water

running.

2. Foot of Burrard Street.

3. Foot of Granville Street

4. Foot of Nelson Street, C. P. R. se'.vers,

5. Foot of Sinythe Street,

6. At west side of Braclonan-Kerr mill, opposite foot of

Dunsmuir Street,

7. Foot of Columbia Street.

On West Side of Main Street

8. Opposite C, N, R. Terminal Station,

9. At foot of Northern Street,

On South Shore

10. Clark Drive Sewers overflow to 6th Avenue and Glen Drive

Sewage only when storm water running.

11. Foot of Columbia Street,

12. Half way between foot of Yukon and foot of Alberta Streets

13. Foot of Laurel Street,

14. Foot of Hemlock Street. Sewage only when storm water running.

15. Granville Island Sewage outfall. Under southend of Grar^-

ville Street Bridge,

16. Foot of Granville Street.

The Greater Vancouver & Districts Joint Sewerage
and Drainage Board controls outfalls No. 10, 11, and 14, and the
City of Vancouver the remainder.

Outfall No, 12j serves a considerable area south, erst
and west of the south end of the Connaught bridge. The pre-ont
intention of the Sewage Board is to construct an interceptor
which will pick up that sewage along 7th Avenue, westwards f -rem
Gamble Street to Spruce Street, thence north to 6th Avenue, ztLtn
westwards to Fir Street, thence northwards to 2nd Aveiiuo, thence
westwards to i^rbutus Street, then northwards to 1st Avenue,
thence westwards along 1st Avenue, later picking up the Bala-
clava Street Sewer and running out ai Imperial Street. The
grade of that interceptor will be too high to carry sewage from
the lowest portion of the south shore slope between Gamble and
Main Streets, Granville Island, Kitsilano Reserve Lanas , that
portion of the "fill" east of Main Street which cannot be
served by the Clark Drive sewer, and any future reclaimed areas
in the False Creek water area, but will receive it from
appropriate pixmping installations.

-3-

It is intended that the interceptor v/111
he designed to handle only dry v/eather sev/age and industrial
waste from the territory draining into it, storm water to he
ovcrflov/n into the False Creek waterway. It is assumed that
as storm water conditions obtain only in the winter months
when English Bay is not used by bathers, overflow sewage
during that period will not offend.

English Bay bathing beach is distant onlj half
a mile west of the v/estmost sewer outfall at the foot of
Jorvis Street,

Decision as to the likely character of the
ultimate development of the False Creek area betv/een Main and
Granville Streets will reflect vitally on design of inter-
ception of the sewage at present discharging into the waterway.
Intercepting sewers on either shore cannot be located with
grade sufficiently depressed to collect sewage from the lowest
portions of the area, and pumping arrangements of more or less
magnitude will inevitably be required. Economical disposition
of such pumping installations will naturally be encouraged if,
in good time, a policy is determined on in respect of the
character of the general future development of the entire
False Creek area.

DILAPIDATED AND UNSIGHTLY TIIffiER WORK

At various points along the shore of False
Crock and occupying 10% of the total length of waterfront are
decayed and abandoned timber structures unfit for further use.
Their removal would appear to be desirable for sanitary reasons
alone, Loaations and particulars as follows:

1, Total waterfront length of 200 feet, with width of

40 feet, of decayed piled v/harfage at the south
end of the Mainland Transfer Company's wharf
opposite the foot of Nelson Street,

2, Total waterfront length of 350 feet of very dilapidated

piled wharfage, opposite the foot of Smithc Street
on the property of the Pacific Box Company,

-4-

3, 2C0 feet of old trestle work, 2 0 feet in width at

the west side of the Brackman-Kerr Mill,
opposite the foot of Lunsnitnir Street,

4, Waterfront length of 100 feet of piles and floor

beams, width 100 feet, at the south west corner
of the B, C, }i;icctric Railway Company's fill
opposite the foot of Carrall Street,

5, For a water front length of 525 feet northwards from

th ^ north end of the B, C, Electric car barn yard
at the foot of Prior Street and for a further
length of 250 feet south of a point 160 f>jet
south of the south end of the same yard the

piled retaining wharfage has long been abandoned
and is falling to pieces, as also is a gravel bin
structure in the latter location,

6, V/aterfront length of 30 feet, width 180 feet, of

dilapidated piles and superstructure opposite the
Canadian National Terminal Station,

7, Six abandoned boat hulls opposite the foot of Quebec

Street,

8, A total of fifteen inferior type house boats strung

out along a four foot wide floating wharf opposite
the foot of Manitaba Street, only 200 yards f rom
one of the most offensive of the sewer outfalls.
There are also located here a decc-^od gravel bin
on piles and an abandoned 50 foot boat hull.

9, Waterfront length of 100 feet of old pile wharfage with

a heap of steel and iron refuse behind it, at the
north east corner of the City Yard on the east side
of the south end of the Connauglit Bridge,

10, Abandoned logs and wood debris over a waterf rentage

of 300 feet, opposite the foot of ^sh Street,

11. Abandoned logs and two disused floating shacks

opposite the foot of Spruce Street,

OLD GREAT NORTHERN RAILWAY TRESTLES AW TERi'ONAL

The Great Northern Railway Trestle running
parallel with and 250 yards west of Main Street across
False Creek and the old Railway Terminal yard at its North
end, between Carrall and Coliimbia Streets has been out of
Coimnisslon for some years. The steel trackage and the
swing bridge on it opposite the foot of Terminal Avenue
have been removed. The structures, with exception of the
west leg of the Y at the south end, at 1st Avenue, which
is being used by the coal interests there, are, throughout,
very unsigjritly and unfit for further use, as follows:

1. Two concrete swing-bridge abutments, each 20 feet

in length and six feet in width, and wooden
drawrcst midway bet'tveon them 200 feet in length
25 feet in v/idth,

2, East leg of Y at 1st Avenue and continued trestles

across False Creok-a total length of 3,000 feet
on piled substructure 25 feet in v/idth; also a
total length of 2,500 feet of trestle on piled
substructure 12 feet in width,

3. Freight shed, timber construction with corrugated

iron walls and roof, 600 feet in length by 40 feet
in width, on piled substructure, all in detcriorr«.t-
ing condition; wood floor team track along side
the shed on west side, 33 feet wide on piled sub-
str'.j.cturo and very dilapidated,

4, Four parallel wood floor team tracks of 6 inch by

12 inch timoers between the freight shed and
Carrall Street, one track 30 feet wide, 400 feet
in length, throe tracks 40 feet ;vidc, total length
1,000 feet, all more or loss decayed.

-6-

REFUSE DUMPS

There are eight refuse dumps at various
points on the shores of False Creek and occupying
lb% of the total length of waterfront. In view of the
possibility of, eventually, considerable industrial
development of the False Creek area and the_ construction
of build ings of consequence on eitner side in the
pro7J.T.ity of the ultimate restricted waterway, it would
appear that much stricter supervision of the character
of materials used in fill dijunps, wherever permitted or
encouraged is very desirable. Locations and particulars
of refuse dumps, at present being operated, are as follows;

1. Opposite C, P. R. round-house, on north sliorc, mainly

ash dumps, 300 feet in length.

2, A length of 400 feet of the waterfront opposite the

foot of Davie Street is used by the C. P. _K, for
d-umping of manure in the process of cleaning out
cattle trucks on the spur alongside.

3, Closely east of the manure dump is another C. P. R.

dump of iron and steel debris, 50 feet in length,

4. An unsightly dump of wood and steel rubbish, 20C feet

in length, immediately along side and Mainland
Transfer Company's wharf, opposite the foot of
Nelson Street.

5» Dump of lumber wast and mixed refuse, 200 feet m

length, in centre of Terminal Mills waterf rcntar^e,
opposite the foot of I^obson Street.

6. The 700 feet of length of fill immediately v/est of

the Braclanan-Kerr Mill opposite the fcot^of Duns-
muir Streot is, with the exception of ICO feet
at the west end, being built of unsatisfactory
wood and steel debris.

-7-

7, The B. C, Electric Railway Company's fill opposite

the foot of Carrall Street is, generally, formed
by good material, with the exception of a length

of 5C feet where wood boxes, steel pipes and motor
car bodies and radiators are being dumped.

8. A length of 200 feet of water front is being filled

with excellent earth material opposite the foot of
Columbia Street,

The following is Clause 253 of Health By-
law No. 949, Part 11, the City of Vancouver, governing
refuse dumps :-

"No person within the City Limits shall suffer
the accijmiulation upon or the escape from, or
deposit, or permit the deposit upon any land,
premises or place belonging to, or occupied by
him, or under his control, of anything which
may endanger the public health, or deposit or
permit to be deposited upon, '^n or into any street,
square, lane, highway, wharf, dock, slip, pond,
bank, stream, sewer, or wat^r or waters of
Burrard Inlet, Coal Harbour, or False Creek, any
dead animal, fish, ashes, dirt, rubbish, excrement,
dung, manure, offal, or other refuse or vegetable
or animal matter or other filth or ol'"'cnslve thing,"

SMOKE NUISANCE

The False Creek smoke nuisance is
confined to the activities of the eleven large sa'-vmills
operating on the v/aterfront between the E, C, Electric
Railway Company's Kitsilano Bridge and Main Street, three
of which are on the north sliorc and eight on the south
shore. Those mills and their lumber yards occupy 45%
of the total waterf rentage of 4 miles, half a mile on the
north shore and one and a quarter miles on the south
shore.

-8-

So far, tv/o corrcctivo methods have
been tried by several of the mills in an effort to
reduce the smoke volume:

1. Institution of "dovim-draft" burners, by four

of the mills-result very satisfactory.

2, Water-spray process, produces ink black water,

but not approved by the Marine Department
which will not permit such contamination
of the watc'r in False. 'I'rc'alc. ;ina English
Bay.

It would appear that the main nuisance
in the form of unburnt particles of carbon, comes from
the smoke stacks of the diffcrnet boiler plants, com-
paratively little from the burners. The boiler plants
not being, generally, of sufricient capacity for supply
of the power required, the fires have to be forced for the
necessary steam by use of too much quickly combustible
full and a great deal of the worst form of smoko pro-
ducer-dry shavings. The ideal fuel for the boiler plants
is said to be sawdust, being green there is little smooke.
Shavings and similar v/aste should bo entirely diverted
to the burners and the several laundries in the City,
The laundry boiler plants are of such completely
efficient type that proper draft regulation, so essential
in smoke elimination, is practicable.

It would appear that there arc three
possible methods by which the smoke nuisance in False
Crook i^.&n l>e i-p.ducc^d materially or completely removed:

-9-

1, By such improved steam-producing capacity of the boiler

plants of the sav/mills as will obviate the necessity
of forcing the fires by the use of smoke-producing
fuel, and by proper draft-regulating facilities,

2, By provision of "down-draft" burners. This, in most

cases, would entail the removal of existing burners
and their substitution at a cost of betv/een $20,000
and $30,000 in each case,

3» By installation of a central power plant to, by

electrical transmission, operate all the sav/mills
in the area, with steam transmission for kilns. Such
a centralized plant could be so completel^r and
efficiently equipped and its fuel supply so satis-
factorily selected that the solitary stack would
give infinitesimal offence.

Allied with the smoke nuisance incidental
to the operation of sawmills in False Creek is the menace
to the Granville Street and Ccnnaught bridges. Conditions on
the west side of the north end of the Connaught bridge v/here,
over a distance of two hundred yards immediately alongside,
piles of lumber rest on a mattress of deteriorated pile sub-
structure interlaced with heaps of dry discarded lumber and
could be very e-asily set ablaze with disastrous consequences.
The proximity of the Hanbury savraill to the pile bents of the
south end of the Granville Street bridge constitutes quite
a serious menace to the City's main traffic avenue.

-10-

IMPROVEMENT OP EXISTING GOIvDITIONS

Correction of the distinctly vuirJiolesonp
sanitary condition, removal of the abandoned and unsightly
piled quayage, trestles and other v/oodcn structures,
selection of proper materials to be used in forming dumps
and fills, and elimination of the smoke nuisance would un-
doubtedly combine to transform the False Creek area into
one of the most promising industrial and warehousing
sections of the City and considerably erJiance its evident
strategic advantage of central location.

In anticipation of whatever improved development
there ^ may take place in due course, effort should be cad 5,
meantime, to remove present evidence of neglect and dec ado." ce
and to intrigue the public with the idea that the False Creek
area can be given an attractive and refreshing appearance 0

A comparatively inexpensive programme of tree
and shrub planting should, meantime, be undertaken in the
following locations :-

(a) Along each side of the route of Terminal ^. venue and
that of the proposed Gore Street- Granaview Highway
connection.

(b) Clumps in scattered spots all over the desolate
portions of the filled in area east of Main Street c

(c) Screening of the large unsightly City d'.urp at the
foot of Raymur Avenue to prevent its being the first
impression of the City of Vancouver received by
incoming passengers over the Great Northern Railway

(d) On the vacant municipal property on the west side

of Main Street opposite the Canadian National Terminal
Station.

(e) R3mo\/al of the old G, N. R. freight shed and team
tracks and the space between Garrall, Fender and
Columbia Streets and the Georgia Street Viaduct should
be lawned and shrubbcdo

(f) lltierever practicable along the south edge of the
stretch of C. P. R, yard propert\' on the North shore
of False Creek, as well as on the vacant land between
the Rate Portage and Hanbur'}/ ' s Mil 3 3 in the vicinitv of
the south end of the Granvijle Street Bridge,

(g) Pending whatever disposal there rr.ay be of the KitsiJanj
Reserve Lands portions of the tract could, to scenic
advantage, be at present planted with trees and
shrubbery of quick growth.

.11-

Within three years of such suggested planting
at a total cost that would not be very considerable, the
whole outlook on the False Creek area would be so freshened
that there would automatically be inculcated In the mind of
the general public a desire to go ahead with the good work.
The effect on the character of Main Street and on property
values there v/ould probably be most beneficial in encouraging
commercial progress worthy of that important traffic avenue »

Later, as industrial occupation proceeds
througl:iout the area, the cost of removal of these trees and
shrubs, where necessary, will be negligible*

It is generally appreciated that until the
sawmills move from False Creek it will be impracticable to
carry out satisfactory development of the area. While they
operate to the same extent as at present log booms will
require all the existing waterway for passage and storage.
With the sawmills away to more appropriate locations, there
need only be a restricted waterway through from English Bay
to Main Street, releasing most of the area now covered by
water for reclamation of considerable economic and Industrial
attraction and value.

It is probable that no greater width of
waterway than from 300 to 350 feet, with possibly a series of
bays from the main channel along the south side of it, will be
necessary for the most ambitious Industrial and- warehousing
development. Establishments in need of intimate contact with
water transport might line the waterway, occupancy grading
off from that necessity in proximity to the bays to what
could be satisfactorily served by railway transportation
alone. Operation of such a waterway, which would presumably
float scows and barges, would be by high-powered gasoline
tugs, eliminating any need for swing spans in the different
bridges crossing the area,

A sketch has been prepared, scale 300 feet to
one inch, showing suggestion of development of the False Creek
area on such lines, A total of existing water area of 430
acres between the B, C. Electric Kitsilano Bridge and Main
Sfci'o^t 1» ocwasivfei'dd and apiy>i*tioned as follows;-

-12-

Waterway

95 acres

Filled- in- area

Industrial & warehouse sites 180 acres

Roads, 100' & 66' v/lde, 9 Miles 93 acres
Parks (exclusive of Kitsilano

Reserve Lands) 62 acres

535 acres
Total present Water Area 450 acres

A very conservative valuation of the suggested 180
acres of industrial and warehouse sites, say ten years from
now, v/ould be &:75,000 per acre - a total possible significance
of $15,500,000, Assuming a general average depth of 15 feet
requiring to be filled, and the cost of such fill at 50 cents
per cubic yard, construction cost might be roughly taken as
follows: -

Cost of Fill $4,500,000

Cost of Quayage and ll/harfage 2,500,000

Compensation to affected interests 5,500,000

TOTAL ;$10,500,000

which 7/0 uld leave a surplus of $5,000,000 for dex'elopment
purposes and discounting of the carriage of "overhead"
liability during probably leisurely growth of occupation.

There is little doubt that the primary cause of the
decadence of Main Street during recent years has been the prox-
imity of the Gas Works and prominent occupancy of a consideraLlf
portion of the west side of the Street by the B. '^, Electric
auxiliary pov/er station and car barns. The considerable
teaming from gravel and coal bins on the west side, south of
Prior Street, while seriously disturbing the even flow of the
considerable traffic along Main Street, have, operating premisec
extending over hearly half a mile of street frontage that
should be occupied by up-to-date commercial structures if
present environment was not the handicap it unfortunately is.

-13-

The first stage in a well considered scheme
of general development of the False Creek area would in,
all likelihood, be confinement of the waterv;ay in a filled-in
area between Main Street and the Connaught Bridge, The
aforementioned sketch shows suggested suitable new locations,
well away from Main Street, for the Gas Works (necessitating
only inconsiderable extension, westward, of existing outlet
main), car barns, the gravel and coal and other distinctly
undesirable present occupants of what should be the premier
section of Main Street. There can be little doubt that
successful treatment of that first step of the scheme would
encourage progressive prosecution of the remainder of the
complete programe of development.

But before the governing principles of such a
project can be soundly determined a profound study of the
follov/ing considerations will be required:

1, Ownership and leases throughout.

2, Economic and financial significance of existing

industries and businesses along the shores of False
Creek, and estimate of compensation and other costs
in respect of their transference to new waterfront
locations in lieu of their present holdings,

3, Feasibility of location elsewhere, say the mouth of the

Fraser River, of the sawmills; and cost and compen-
sation significance of transfer,

4, Study of existing industrial and warehousing conditions

in the City of Vancouver and estimate of classes and
dimensions likely to be attracted to a properly
developed False Creek area.

5, Desirable minimum width and operating requirements of the

new waterway, and the relation of these dimensions
to the probable value and area of the remaining present
water surface available for reclamation so that
satisfactory economic balance can be determined.

-14-

6. Segregation, in the general design of the varying

standards of acconmodation for industries and
warehouses of different dimensions and characters
to co-ordinate with judicious provision of railway
transpoi'tation, water supply and sewerage service.

Design can then be so thoroughly prepared
that progressive procedtire of the development, commencing at
the Main Street and and then section hy section v/estwards
over a probable considerable pei'iod of years, will contin-
uously take shape, by definite plan, towards satisfactory
completion.

A sympathetic and co-operative attit\ide
of the Government, which ovms the bed of false Creek, would
result in the pronect being eventually so sound financially
that the suggested provision of between 60 and 70 acres of
small parks throughout the area would be quite justifiable
and along with the 70 acres of the Eitsilano Reserve Lands,
very satisfactorily provide for the recreational needs of
the considerable industrial community to be expected v/hen
the area is attractively and efficiently developed.

11,

REPORT

-ON-
VANCOUVER HARBOUR

Harland Bartholomew Wm, D, Hudson

and Associates Associate Engineer

Page INDEX Illustrations

I. INTRODUCTION

3. Relation of Fort Development to the
Tov/n Plan*

5. Scope of Investigations and Report

6» Progressive Development of the Port Plates 6-7

7, Effect of Panama Canal

8, Foreign Contact v/ith Vancouver

9, Passenger Traffic Through Port

9. Diversity of Cargo Plate 8

II. PORT OF VANCOUVER

Table of Imports, 1924

12, Constructive Porgress Plate 5

12. Part of the Railways in Harbour
Development,

15. Suggested Development of Vancouver

Harbour Plates 3-^

16. Present Use of Burrard Inlet
South Shore, 1927

17. Present Use of Burrard Inlet
North Shore, 1927.

19, Comparison of Acreage, Present and Future

21. PROGRAMUffi FOR HARBOUR DEVELOPMENT

21, Public Access to Water Front

23. No Unusual Construction Problems
Involved,

Page

INDEX Illustrations

24. New Bridge at Second Narrows
Required

25. Work of Harbour Commission

26.

SPECIAL IMPROVSLEWTS RECOMIffiNDED FOR EARLY
CONSIDERATION.

26. ■ Fish Dock

2 8. Tug Boat Wharfage

29. Channel Improvement

30, Coal Harbour

32. Ship Yard and Dry Docks

33. Lumber Mills in Eurrard Inlet
34 Dead Man's Island

35. New Pier B-C. Canadian Pacific
Railway

APPENDICES

"A" Comparison of Various Harbours

<'B" Growth of ouay and Shed Provision

PLATES

15. Present Use Vancouver Harbour n^^te o

15. Vancouver Harbour Potential mmrfage ^
and Trackage Areas

12. progressive Development of Water Front

South Shore of Eurrard Inlet i -Late o

INDEX

PLATES

Page

6, Port of Vancouver, Water Borne Exports Plate 6

6, Port of Vancouver .Water Born Imports Plate 7

9. Commodities Shipped Overseas Through

the Port of Vancouver Plate 8

Plates Showing Resources of Areas
Trlliutary -co Port and City of Vancouver

Timber and Agriculture Plate 9

Minirig Plate 10

Water Pcv/er Plate 11

-1-

REPORT ON VANCOUVER HARBOUR

INTRODUCTION

The importance of the Port of Van-
couver in the national transportation scheme cannot
he over estimated. It is one of the primary,'" eleraents
in the line of communication v/hich enables the
British Empire to Maintain contact with its eastern
possessions and oriental markets. Through the
port of Vancouver flows no small proportion of the life
blood of the greatest united government that the vrorld
has ei^en known. It is urgent, therefore, that the
resources of the Port be jealouwly guarded and tliat
no fraction of its v/ater front be wasted through
inadequately financed improvements nor should bit be
exposed to the danger of self interested private or
corporate exploitation.

-2-

The administratior'
been wisely delegated by the Dominion Government
to a Harbour Commission made up of prominent men
of affairs, fully alive to their responsibilities and
ably supported by a competent technical staff. The
only apparent handicap to efficient port development
that is likely to arise is the lack of funds. It is
believed that these should be more generously supplied
by the Dominion Government and perhaps by the Pro-
vince and that the Fort should not be expected to be
self supporting, at least for many years.

• .'^-

RELATION OF PORT DEVELOFL'ENT
TO THE CITY PLAN

It is not the piirpose of this study
to enter into the detail design of harbour facilities,
hut rather to forecast along v/hat lines the harbour
will develop, in order to make the necessary pro-
visions in the City Plan to the end that co-ordination
may be effected. For example, had the City Plan been
prepared years ago it is certain that one of its
provisions v;ould have been a broad trucking highway
at dock floor level extending the full length of the
south shore. The need for such a waterfront street
is now acute but impracticable to obtain as the
building line of dock structures is firmly established
and cannot be altered except at prohibitive cost. In
order to obtain such a highway on the landward side,
many expensive buildings and much private property
would have to be destroyed. The only alternative is
to construct an overhead street, such as the C. P. R,
has lately built. To supplement tJiis expedient the

-4-

Major Street Plan proposes the widening of Water from
Cambie Street eastwardly and also Powell Street which
is in effect an extension of Water Street,

Harbour development does not take place
rapidly as it is principally a function of national
growth, particularly if the immediate territory ad-
jacent to the Port is thinly settled as in the case
of Vancouver. There is, therefore, ample time in
which to anticipate and provide the essential physical
improvements by means of which municipal and harbour
development may be properly related.

-5-

SCOPE OF THE INVESTIGATION AND REPORT

This investigation is intended
to indicate the present extent to which the Burrard
Inlet is utilized and its approximate useful area
v/hen fully developed for harbour purposes. Statistics
and descriptive matter is available in the printed
annual reports of tl:e Harbour Corai;:ission which cover
very fully the operations of teh Port and set out in
detail its various facilities.

Sufficient additional data has
been prepared to show the growth of port business
and the kind and quantity of the principal
commodities handled. The railroad report includes
recommendations affecting the harboiir, and the two
studies are really complementary to each other.

-6-

PROGRESSIVE DEVELOPMENT OF THE PORT

That the business of the Port is
on a substantial basis and in a healthy condition
is evident from the steady increase in its volume
of trade during the past decade.

As indicated in the diara'-am
Plate 6 the total exports have increased frora about
1^000,000 tons in 1921 to about 3,500,000 tons in
1926, or over three times in j/ive years, Liost of
this is due to deep sea trade.

The Imports, Plate 7, have
risen from about 1,600,000 tons in 1921 to 4,700,000
tons m 1926. This great increase of about tiu'eo fold
is largely due to local coastwise traffic, the deep sea
being of lesser influence.

It seems evident that from past
performances that the recent construction, by the
Canadian Pacific Railway, ol its new and elaborate
Pier is justified, althou-^h at present it is some-
what in excess of actual requirement.

-7-

EFFECT OF PANAMA CANAL

That the advent of the Panama
Canal has had a stimulating effect upon the growth
of the Port of Vancouver is evident from the
stitistics shov/ingthe proportion of export freight
transported via that route. For the period from
1921 to 1926 inclusive, it appears that the following
percentages were shipped through the Canal in
proportion to the total amount b;/" both Canal and Ocean,

Lumber

33/^

Shingles

93^

Canned Salmon

12%

Fish, Frozen, Salted, Ctired

^i

Fioir

14%

Vi-heat

Hi

Lead and Spelter

4:5%

Apples

69fo

The detail statement from
which the foregoing figures were derived, also
indicate that the proportion shipped by the Panama
Canal has been steadily increasing.

»-8-

POREIGN CONTACT WITH VANCOUVER

One of the distinct benefits of the
Port of the Vancouvsr district is that it provides
a direct contact with so many foreign countries.
Since the year 1909^ the numher of vessels of
foreign registry that enter the Port has increased
from seventy-one to over a thousand, the actual
figures being 1029 in 1926. A list of these follows
for the year 1926 t

British 419

U. 3. A. 254

Japan l-'^8

Norv/ay 64

Deiimark 24

Franco 23

Holland 21

Sweden 20

Germany 20

Italy n 19

Belgium 5

In addirion to the above, vessels
from Russia, Mexico, Peru, Chilli, Spain,
Nicaragua, Panama and Greece make occasional trips
to Vancouver,

-9-

PASSENGER TRAFFIC THROUGH PORT

Suring 1924 there v/as 814,878
passengers landed and shipped by boat, in 1925
approximately 1,000,000 and during 1926, over
1,250,000, This traffic is important to Vancouver
both for its direct revenue producing power and its
advertising value* Every effort should be made to
acquaint all travellers with the advantages of this
district. Few cities have so great an opportunity
of securing a personal contact with citizens from
every corner of the world,

DIVERSITY OP CARGO

A stabilizing factor to port
business and also a beneficial influence upon the
commercial life of the city, is the diversity of
cargo handled both in and out of this port.

-10-

Plate 8 shows the principal export items and
their amoimts, while the follov/ing table is
illustrative of the more important incoming
shipments. It is seen that Vancouver is not a
one cargo port, although by its bulk and value
grain may be considered the leading cargo.

-11-

PORT OP VANCOUVER

Table showing sundry imports
for the Year 1924

WATER-BORNE
Chemicals

TONS

VALUE

3,588

276,732

Dry Good, Carpets, etc.

7,723

4,302,636

Earthenware

2,1!^8

256,434

Fruit, fresh and dialed

16,523

1,687,138

Gunney sacks

9,599

1,462,559

Hemp

3,776

618,921

Meats, fresh and cured

4,300

181,576

Oils, Crude fuel. Distillate,

Gasoline

'585,5'^5

6,032,200

Shoes

229

127,592

Silk

O y i^'J K^

83,024,526

Soap

1,549

251,610

Steel, Iron & Machinery

36,446

2,840,512

Sugar

94; CCS

8,006,921

Tea

12,462

4,188,925

Wool

2,614

5,106,471

-12-

CONSTRUCTIVE PRCGIIESS

By reference to the diagram
Plate 5, it will be apparent that warehouse area
and dock frontage have been provided in corresponding
relation to the increase in traffic. This diagram
shows that since 1910 dock facilities have been about
tripled. '^he beneficial influence of the Panana
Canal opening in 1914 is indicated by the greater
construotive activity and increased nixmber of ships
entering the port since that datet

PART OP THE RAILROADS IN HARBOUR DEVELOPLffiNT

The railroads have been here as
elsewhere, foremost in inaugiirating harbour improve-
ments and their investment in Vancouver in piers and
warehouses amounts to many millions of dollars. The
most reo'ently built pier of the Canadian Pacific
Railway elsewhere •..•.described, cost in excess of ^^5, 000, 000
The City must continue to look to the railroads for
much of the capital necessary to Sully develop the
harfeour •

-13-

Hcwever, railroad business is highly
competitive and they, there- fore, usually insist upon
a monopoly of a privilege for which they pay. \Vhile
this practice tends to produce the highest state of
efficiency in individual operations, it is net, in
the broad sense, a constructive policy nor is it
likely to result in the maximum benefit to the greatest
number of people. If unregulated, railroad control
of the harbour is likely to stifle its growth. There
are examples where the public is practically excluded
from even a sight of their waterfront on accovjit of
the uncontrolled activities of the railroads. For-
tunately through the ti:nely organization of Harbour
Commission, Vancouver is in no such danger. But there
is still much to accomplish in the way of giving
equal access to all carriers to every poroicn of the
harbour front, \mether this is accomplished by a
rate adjustment of switching or the joint use of all
trackage on the water front is not very material, but
it is believed that the most satisfactory method of

-14-

providing equal privileges to all, v/ould te by
extending the scope of the Harbour Commissions
Terminal Railway and giving it a practical monoply
of the switching business within the limits of Van-
couver. As suggested in the Railroad Report, it
would be to advantage to combine the Terminal Railway
with the B, C, Electric Railway as the latber is
peculiarly fitted for serving certain sections of
the City,

In the developmxent of the North Shore
nov/ in progress by the Harbour Commission, the
opportunity is given to prove the soundness of the
policy above eutlined, as the Terminal Railway
alone is in a position to serve this territory.

-15-

SUGGSSTED DEVELOPMENT
0? VANCOUVER HARBOUR.

The present extent of use of
Vancouver Harbour and a plan for developing for
harbour and industrial purposes the remaining
unused areas are illustrated by Plates 3 and 4.

The following tables, "A" and "3"
show in detail the frontage used by the various
classes of owners. It is interesting to note that
relatively sraall percentage of undeveloped water
frontage on the south shore.

-16-
"A'

PRESENT USE OF BITT^T^ A-RH TWTJIT-SOUTH SHORB-YEA.R 1927

Petv;een Coal Harbour Causeway and 2nd Narrows.
Length of Waterf rentage f50,500 feet - 5.8 miles

Canadian Pacific Railway Co. 6,600 feet 2?X
Vancouver Harbour Commission 3^760 feet l^/o

Remaining Shipping Interests

Union Steamship Co. 200 feet

Evans ^ Coleman & Evans 400 ^^

NorDh Vancoaver Ferry 200

Canadian National Railway300

Great Northern Railway 500 ^^

Terminal Dock Co. 2,400 ^

Columbia Elevator Co. __100_ 4,400 ^t. i4/c

Industries

Coal Harbom-

Ci?nadian Firjhing Coo

Sugar Refinery

p.. Burns Co-,

Ross &: Howard

B. Ct Marine Works

Sav^n-Qills

Undeveloped V/ater front

TOTALS 30,500 ft. 100^

1,650
700
550
350
250
300

Feet

3,800

ft.

12,^

>i

3,250

Ft c

11/^

8,700^

fto

29,-^

-17-

"B" '

PRESENT USE OF EURRARD INLET
North Shore Year 1927

Between 1st and 2nd Narrows. Length of Waterf rentage
29,700 feet -- 5.6 miles.

Vancouver Harbour Cormniss loners

Public Booming Ground 1,100 feet ^^ ^ ^ .n-r
Undeveloped Waterfront 4,500 feet - 5,600 feet 19>S

Saw:nills 1^™ ^^^^ ^^

Industries

Greosoting Plant 500 feet

Northern Construction Co . 700 feet

Burrard Dock Co. 800 feet ^ ^^,^ „ , „,.

Boatbuilders 400 feet - 2,400 feet 8^o

Undeveloped Waterfront 20,C00_Xeet__6V^

TOTALS 29,700 feet lOOf:

-18-

Comparison of Present and Potential li/harfage
Vancouver Harbour, Present Proposed

IfVharfage, North Shore 0*25 miles 7,15 miles

\1/harfage, South Sliore 4,22 miles 5.98 miles

Total 4,47 miles 11.11 miles

The figures serve to show the
importance of conserving for strictly harbour piorposes
the entire water frontage of Burrard Inlet, for,
although much of the shore line east of the Second
N-arrov/s Bridge will, some time, come in for harbour
and industrial use, that portion between the first
and second Narrows will alv/ays constitute the true
harbour.

The South Shore will develop more
rapidly, especially for commercial vessels, '^'he
North Shore is more adaptable for handling cargo
of great bulk -, such as grain and Ivimber requiring
much storage space for cars. As indicated by the
plates, the Wjrth 'Shore offers opportunity for the
establishment of industries by reason of the large
amount of flat areas immediately to the rear of
the proposed harbour frontage.

-19-

In general then, it is recommended
that the south shore be reserved for active
marine commercial wharfage. Including fish docks
and general coastwise and high class deep sea
trade, and the north shore for lower grada,
less active bulk cargo, ship yards, grain
elevators and the like, including industries
that may or may not require wharfage.

COMFARISON OF ACREAGE - PRESENT AND FUTURE.

Substantiating tla^ above ;recommended

general uses of the harbour, a comparison of

the ttackagft area, present and proposed is

interesting.

SOUTH SHORE Present areii 155 acres
Propo-se^ area 185 acres

Total 340 acres

NORTH SHORE Frogeirt area 24 acres
Propose-d area 947 acres

Total 971 acres

-20-

The significance of the comparison
v/hich indicates that almost three tines tho area
available on the south shore can be obtained on
the north side, becomes apparent when it is
realized hov/ much trackage is required to operate
satisfactorily a huge grain elevator holding as
much as 2000 cars of grain.

There should be close at hand a
yard more than sufficient for a day's run or say
of 200 cars capacity, and in convenient proximity
a storage yard for from 1000 to 2000 oars. At the
present time the lack of yard space is seriously
felt along the south shore. In order to
partially supply this need, the recommendation of
a large yard along the Great Northern's harbour
track, in the vicinity of Glen Drive, was
recommended in the Railroad Section of this
report.

-21-

PROGRAMrffi FOR HARBOUR DEVELOPMENT

It is not anticipated that the
entire potenti-il wharfage and trackage or
industrial area will be required for possibly fifty
years. The tonnage and other curves showing port
business indicate that within that time
approximately three times the volume of wator
borno commerce v/ill be passing through this
port of entry. Existing facilities can absorb
much of this as they are not now used to their
full capacity excepting possibly the elevators.
However, it is urgently reccmraended that immediate
steps be taken to insure the gradual carrying
out of a programme that will have for its ultimate
object the complete development for harbour
purposes of the entire shore line of Burrard Inlet.

-22-

The essential first step Is to
secure absolute control of the water frontage
through the Harbour Commission, and sufficient
of the back ground to accommodate the railroad
tracks and accessary facilities that are necessary.
The land should, if possible, be purchased out-
right and then developed industrially with
limited lease holds, until it is gradually needed
for docks and piers. Possibly a form of option
may be arranged whereby at a fixed price the
land may be acquired later, meantime its use to be
conti'olled by the Harbour Commission,

PUBLIC ACCESS TO WATER FRONT.

It should not be neglected in
the development of either shore, to provide
public access to the v;aterfront. This m^j be done
by extending wide avenues or street ends entirely
to the pier head line and holding them reserved
for public use.

-23-

NO UNUSUAL CONSTRUCT ION
PROBLEMS INVGL\'ED

There are no problems
involved in the future expansion of the harhour
that have not been solved in the past. For the
siouth shore the methods used and types of pier
construction required would be about the same
except that from about Victoria Drive eastvmrd,
on account of the closeness to shore of deep
water, the quay- type of construction rather
than slips and piers will be required. Additional
room for much needed trackage can be made avail-
able along this section, as far as the Second
Narrov:s Bridge,

On the Worth Shore construction
will, in general, be comparatively much cheaper
as there are extensive shallows of easily dredged
material. With the exception of a length of
about a mile and a half extending from ivloodyville
westward, pier and slip construction is practicable,

-24-

NEW BRIDGE AT

SECOND NARROWS REQUIRED

An essential feature of North
Shore development is a new bridge at the Second
Narrows of sufficient width to carry two railroad
tracks and a highway deck for four traffic lanes
capacity. It does not require great foresight to
anticipate this improvement as present traffic
conditions on this bridge are intolerable. ^.Vhen
even a small portion of the expected concentration
of harbour and industrial life takes place on the
north shore, the mingling of vehicular and railroad
traffic on this importnat structure will eventually
force its reconstruction. It should be a free
bridge.

-25-

WORIi OF HARBOUR COi MISSION

Elsev/liere the importance of
encouraging the Harbour Coranission' s Terminal Rail-
road has been stressed. Unfortunately the extension
of this road as well as the acquisition of much
needed land is hampered by the laclc of funds.
The Harbour Coimnission must support itself by revenue
derived from its own resources and it is remarkable
that the Commission has successfully operated so long
under these conditions. Many ports are supported
either partially or wholly by the State or City in
which they are located, and considering the tremen-
dous influence for good that an efficient harbour
at Vancouver has, not only on the Province, but the
entire Dominion, its cost and maintenance should be
borne by the entire population. The Port belongs
to the Dominion more than to Vancouver. It is an
essential national asset and should be recognized
as such*

-26-

SPECIJlL IMPROVEfffiNTS RECOMMENDED
FOR EARLY CONSIDERATION

Fish Dock

Considering the importance of the
fishing industry and its volume, the present v/aterfront
facilities for handling the business are pitifully in-
adequate. This industry requires an exceptional degree
of supervision in order to preserve saratary conditions
and promote speed and efficiency in movement.

The present unloading pier, located
at the foot of Gore Avenue, is built of wood and is
of the floating type of construction. It is ov.Tied by
the Canadian facific Railway and leased to several
parties. There are fifteen dealers, each occupying
separate pi-eraises.

There is no feature of the present
fish dock that can be .commended or should be retained
Vlfhat is required is a complete new pier, built along
modern lines, with its own refrigeration, with
mechanical appliances and abundant anchorage for the

■27-

great nvxaber of small boats that bring in the
fish. It must have good access for teams and trucks.
A packing and storage plant should be an integral
part of the fish dock. So arranged that the product
can be moved directly into cars for shipment or
vessels for export.

The site chosen must necessarily bo
somewhere along the commercial section of the south
shore, and of such size that all of the business
can be concentrated in the one location.

The construction of a modern fish
dock is one of the most useful improvements that
could be made at this time and, if carried out, v-ill
immensely encourage an essential industry of the
port and insure the proper preparation and marketing
of on^ of Vancouver's principal source of food.

-28-

TUG BOAT WHARFAGE

It is reeommendod that more ade-
quate tug boat v/harfage be provided. The importance
of this industry to Port business is very great and
its requirements are immediate availability, fitness
of equipment and prompt service. At present there
are from 90 to 100 tug boats operating in the Port
and there are five anchorages where these bo-'^ts may
be tied up. Scarcely any of these are adequate and
at times are occupied by other vessels, making it
necessary for the tug boats to seek some other
temporary location.

If possible, a central location
along the south shore should be sought and provided
where all of this sort of craft may be concentrated.

The wharfage may be of the floating
type, hence not unduly expensive, but it should
have ample room for storage of supplies, duplicate
machinery parts, quarters for the men and offices.

-29-

The obvious advantage of such an arrangement
is that tugs v/ould he available at one central
point with a single call. For the anchorage
of scows, dolphins or other means should be
provided in the vicinity of the tug boat
wharfage. Accommodations for approximately
fifty scows appear to be needed at this time,

CHANNEL IMPROVE-AffiNT

The Harbour Commission doubtless has
plans for the widening and deepening of the channel
througli Lions Gate» This is an improvement of
decided benefit to navigation as the channel is
used for such a variety of craft that wide steering
foora is essential, '^he current is at times rather
swift and some inconvenience is experienced when
log booms and sea going vessels attempt a
simultaneous passage. It is believed that a total
width of 1800 feet may be obtained with at least
ISOO feet at 35 foot depth, low water.

-50-

COAL HARBOUR

Coal Harbour is located at the
extreme westerly end of the harbour and Has an
area of approximately 160 acres. On accoimt of its
proximity to Stanley Park, its freedom from rail-
road operations and Industry, and its accessibility
to the public, Coal Harbour possesses both an
aesthetic and a utilitarian value that should not
be overlooked. It forms an admirable anchorage
for yachts of all kinds during the winter months
and indeed is now used extensively for this pui^-
pose. The Royal Vancouver Yacht Ciub has
established their summer anchorage quarters on
English Bay between Alma Road and the Jericho
Country Club and have built there a club house
to accommodate 600 members. This was a good

«

move as passage through the Lions Gate Chfoinel

-31-

is at tines difficult for yachts of the sailing
class, and in addition it removes from the main
harbour a class of vessels for v/hich a commercial
harbour has no need.

There is no hesitancy in
recoimnendlng that Coal Harbour be reserved for the
use of the lighter craft of a recreational nature
and for equipcment dnd club houses devoted essentially
to aquatic sports.

At present much of Coal Harbour
frontage is occupied by nondescript buildings and
some residential house boats, all of which should
bo removed. An extension of the Landscape treatment
similar to that already done along the west shore
of Coal Harbour would be appropriate.

-32-

SHIP YARDS AND DRY DOCKS

There appears to be no parti-
cular reason why Vancouver should not become a
shipbuilding centre. Certainly it would be of great
advantage for so important a sea port to bo able to
accommodate in docks any vessel able to make the port>
Once well established and properly encouraged, the
shipbuilding industry is fairly permanent m nature
and constant in operation. It attracts quite a
niomber of allied industries and employs many men of
a desirable class.

There is at present, one very well
equipped dry dock, that of the Burrard Dry Dock
Company, which is located on the north sliore between
Lonsdale Avenue and St, George Street, The dry dock
has over all length of 566 feet, a width of 98 feet
and a 30 foot draft. Its lifting capacity is 20,000
tons. There are two shipbuilding butts, one a pior
of concrete 50 feet wide and 700 feet long. The
machine shops are very complete.

-33-

The North Shore is a suitable locatiorx
for this industry and in the future harbour plan,
space for at least three times the present ship
building capacity may be safely reserved.

The magnificent graving dock at Victoria
for the present relieves the necessity for any
immediate expenditure for similar elaborate
facilities here.

LUMBER MILLS IN BURRARD H^LET

This is a type of industry that should
not be encouraged in Eurrard Inlet, for the principal
reason that they occupy too much water frontage and
their operation interferes with navigation. Yet
it is essential that so great an industry should be
fostered. It has frequently been said that the
Eraser River District is the logical place for mills
of this sort and while it may bo a loss to Vancouver
to prohibit the use of its harbour for milling pur-
poses, it is believed good policy to do so. The com-
plaint most often encountered was that directed toward
the interference of log rafts with vessels especially
when both are entering the channel.

-34-

DEAI)r>IAN'S ISLAND

This bit of land in the fore hay
of Coal Harbour does not appear to fit into any
utilitarian schemes for harbour development. It is
therefore suggested that it be dedicated to park
purposes for which it appears to have exceptional
possibilities. It is prominent in location and visiole
from many points. With proper treatment something of
\inique distinction may be made of it.

-54a-

APPENBIX

COMPARISOII OP VARIOUS HARBOURS

Width

of

Channel

Depth
at lov;
Wat er

Ocean
Vessels
Entering
1926

VANCOUVER

1200

36'

1029

SAN FRANCISCO

1800'

42'

WELLINGTON

1000'

42'

NEW YORK

1000'

950'

1600'

30'

BOSTON

1000'
1200'
1500'

35'

COPENHAGEN

308'

53'

AMSTERDAM

164'

32'

AUCKLAND

34'

SEATTLE

150'

6836

442

4639

3199

2128

-35-

NEW PIER B-C

CANADIAN PACIFIC RAILWAY

The Canadian Pacific Railway has just
completed a modern pier located between Burrard Strret
and Granville Street. The approximate cost of this
Pier is Five Million Dollars. The Pier was built to
meet the rapid increase in this Railway's Pacific
trade, particularly with Japan, China, Australia and
New Zealand. As the cargo is very mixed and of
general character, the Pier must necessarily be
complete in every detail for handling such cargo.

In addition to its ov/n boats, the
largest of which is 640 feet long and of 22,000
tons gross register, the new Pier is intended to
accommodate the Canadian Australasia Royal Mail
Line, the Royal Mail Steam Packet Company, boats
of the Isthmian M. Y. K. and 0. S. K. Lines as well
as other vessels. It is also intended to take care
of much of the local coastwise service at this Pier.

-36-

The Pier will provide berthing
accommodation for at least five large vessels
simultaneously.

The structure, which is located
pr.actically midway between the existing Fiers "a"
and "D" is 1100 feet long and 331 feet wide. It
is evidence of the faith in the future of the Fort
of Vancouver. It is the first construction
of a permanent nature which the Canadian Pacific
Railway has undertaken in the Port of Vancouver,
the other piers of this Railway being of temporary
construction. 'With this new Pier in service, the
way is open for gradually replacing the older
timber piers with the latest type of construction.

No small portion of the cost of the
Pier is due to the elaborate method of approaching
it, from the streets. In order to avoid grade

-37-

crosslngs with the railroad tracks, a steel
viaduct with a re-enforced concrete roadway,
approximately 1200 feet long and of sufficient
width to acGoimiodate four lines of traffic and
connecting both Granville Street and Burrard
Street with the upper deck of the Head House, has
been constructed. Dropping from this elevated
structure there are two ramps one from the Granville
and one from the Burrard Street approach, each of
which are on a grade of six per cent.

The deck sheds are 109 feet wide
and are separated by a depressed track area con-
taining four tracks. They are also two tracks on
the aprons or docking edges.

The total freight storage space
is 2200 square feet and there is sufficient trackage
to provide a capacity for 200 freight cars. An
elevator system is a part of the equipment, one of
which having 20 ton capacity is designed to raise
and lower teams and trucks on the upper floor to
the lower floor. Ample arrangements for supplying
fuel oil to the steamers while at dock is a feature
of special importance.

■X)

t

^

^

^

- o

5

1

5

0

^1

1

^

^

o

■v.

*

N

!

'^

rv

O

n

r>

9

:xj

^)

:^

:^

:^

1

i

>>

*

ptj

3^

j^

5

Si

1

Ob

t

n

1

0

0

r

o

r

5;<

>

0
0

o

0

?

-0
0
0
0

0

1

1

^

^

'v

^

VJ

1

rio

» R

^1

^

^

0

0

0

0

0

0

^

^

a^

i

0

^'g

0

^

1

$

V

^

\

^

1

N

1

"5

^
^

^

NJ

*■

w

v

N

V

0

NJ

C;

N

QO

5^

0

0

0

w

0

0

N

•v
0

0

0
0

i

P

i

.^

0

.^

^

^

0

0
0

0

0

o

0

-«0

0
0

0
0

^

§

0

0

1

v^

1

;5

0

1^

{^ ^ n:

0

^
^

0

t3

0

0

fi>

i^

(M

>j

rj

c

o

r\

'^

r)

o

"ti

^>

t)

X

:t)

^

X)

7^

^

X)

Jt)

Do

8

i

1

0
N

0

n

V

0

0

Cb
0

^J

r>»

T^

t)

f»

y^lu

,«v

N

Nl

,0d

.9- *|l;

0

?

0
0
0

8\

a

0

c

^§

J

■

>^

-^

V

V

V

1^

1

;5?

^

^

^

^

f^

SJ.

0

"^

0

N)

la*^

^

N

^

^O

u

0

0

0

0

^1

.i^

.c^

A)

.06

,S^

^^

V

N

0

^

^

^

1

•v

^
^

^

S

2^

i)

^

•>

1

N

*?>

•^ foX

o

0

0

0 ^

8^ ^

1

V

V

V

V

^

N .

\

\ V

V s

^i

1

;5

1

^
^

1

^

^ ^

^ N

5v 0

c

0

o

^

0

C

C 0
0 0

0 o

,9v

.^

N

.^

^«^ ^^

^

,* ^

^5 t\i

0

N

0

0^

9v

N

0 0
0

6s

1 1

N «-

O <R

.

^^

®

1

e

J

O

tk

1

1 —

1

2?

§1

0

0

J6

O
1

1^

n
6

0

0

0

V

^

t-0

.0

0
0

o

O

0 o'

0 0

o

0

o

0

0

0
0

o

^ "^ 1 1

"j* ?5 *■ Cb

1

1

c

0

r 1^ s ?

1

o oft
o 0 0

1

0

1

^1

2

V

3

'^' X V V >

"5 "^ ^ 06 ^5

V* N >^ eg NT

;5^

3

C

,^3 .*VJ

a, N

A)

o

,►0
0

0

r 1 ? ! ^

0

0
0

0: i

0 0

1

0

.0

0
o
O

0
0
0

,^ ,& .? .^ ,^ ^

V r. ^ ^ ^ .

0 o 0 o e

1

©