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
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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
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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.
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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
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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,
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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:-
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!• 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.
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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.
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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.
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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
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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:-
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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
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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,
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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.
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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.
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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.
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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
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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
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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,
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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
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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.
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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
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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.
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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.
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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.
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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.
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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,
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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.
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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.
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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.
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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
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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.
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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.
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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.
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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.
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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.
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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.
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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
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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.
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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
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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
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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
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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,
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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.
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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".
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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.
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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.
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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.
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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.
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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.
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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.
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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
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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,
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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.
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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.
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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.
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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 .
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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.
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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.
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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.
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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.
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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,
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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 »
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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*
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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.
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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 *
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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.
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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 .
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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.
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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.
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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.
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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
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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.
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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.
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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,
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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
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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.
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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.
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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
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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.
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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.
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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
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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.
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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.
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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.
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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,
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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.
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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.
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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^
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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,
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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 .
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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.
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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:
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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.
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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)
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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.
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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.
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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.
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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.
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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,
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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 •
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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.
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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,
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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.
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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,
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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.
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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.
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(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.
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(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.
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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
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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.
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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)
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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,
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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.
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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.
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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.
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