5.5.5. 3991;1h7rdru Foreword The building of the Trans Mountain oil pipeline ranks among the impor- tant industrial achievements of Canada. When man undertakes to har- ness one of Nature?s resources, he generally is faced with a challenge. The building of Trans Mountain was no exception. All of the combined efforts of men of vision, skill and courage were required to bring into reality within three years a project which to many was only a dream. The story told in this book is a tribute to all such people. It is a record of a project?an example of international private enterprise at its best? made possible by the co-operation of private and public citizens. The ?rst crude oil from the Province of Alberta to reach the Paci?c Coast by pipeline arrived at Vancouver, British Columbia, on October 17, 1953, after ?owing westward through a ?Big-Inch? 718 miles long across two major mountain ranges by an all-Canadian route. This pipeline from the Prairies to the Paci?c with four pump stations is capable of delivering I 50,000 barrels of crude oil a day and ultimately over 300,000 barrels a day. It is the ?rst major line to cross the Rockies and the lofty Coast Range. Its existence is a military asset adding pow- erfully to the defensive strength of Canada and the United States. It in- creases the economic stature of Alberta, British Columbia, and the American Northwest. It is an artery of steel owned by private investors and a number of oil companies in Canada and the United States. It was made possible through the support of: Canadian Gulf Oil Company; Imperial Oil Limited; Rich?eld Oil Corporation; Shell Oil Company of Canada, Lim- ited; Standard Oil Company of British Columbia Limited; Union Oil Company of California; and fourteen other Alberta oil producing com- panies. Owning no wells itself, no re?neries of its own, Trans Mountain is a carrier of crude oil solely, providing shippers with pipeline transportation facilities from the gathering system near Edmonton, Alberta, to the ter- minal tank farm or deep-water shipping point near Vancouver and thence to re?neries in British Columbia and the Paci?c Northwest or points overseas. 1X Those who have watched its builders in the conquest ofnaturc, space, time, and numerous other obstacles consider Trans Mountain a sound example of industrial vision, engineering skill and busmess resourceful- ness. The physical and economic dif?culties taxed the best energies and ingenuity of those who undertook the task. In spite of all, Trans Mountain oil pipeline was completed and delivering 011 more than two months ahead of its original of?cial schedule. . So, here is a short account of the work of a team of Canadian and American oil companies, engineers, workers, constructors, ?nanciers, in- vestors, public of?cials, and interested citizens generally who brought into being the line that many people at one time thought could not be built. J. G. President Tram Mountain Oil Pzpe Line Compary: Vancouver, B. C. November I, 1954 If? cm! of 1? 126? entin? rzqzu'rt'd blasting. This 5/20! was to break up boulders in II .x?lwam bm?. 5 o- I I - o. 2.2.x 2:1 :aziws. SEEK 2.5, :2 3c E. 22.25 3.. - AJ . . 5. Parliament Grants a Charter In selecting a name for the proposed company, various combinations were considered but many of them were found to be similar to names already appropriated. One attractive name still on the list that had been drawn up was ?Trans Mountain.? Ian G. Wahn, Toronto barrister of the ?rm of Borden, Elliot, Kelley, Palmer Sankey, who became the ?rst secretary of the corporation, found that this name was available. So Trans Mountaln Oil Pipe Line Company it became. With the advice of Senator Gordon Fogo, of the Canadian Parliament, a petition for a charter was drawn up and the necessary special legislation requested. The petition stated, among other things, that the oil ?elds of Alberta and adjoining provinces constituted one of the largest discoveries in recent years and far exceeded any use in the prairie provinces them- selves. The Interprovincial pipeline completed in 1950 provided an out- let to the Great Lakes region. The construction of a pipeline to the Pa- ci?c Coast, giving the Alberta oil ?elds an outlet at Paci?c tidewatcr as well as in the Great Lakes region, would permit the greater development of the Canadian oil ?elds and would greatly contribute to the whole eco- nomic development of the oil provinces and of Canada as a whole. The construction of such a pipeline from Edmonton to Vancouver was a sound project. All of the British Columbia market and a substantial part of the market in the northwest United States, it was pointed out, should logically be served by Canadian oil. In addition to the normal economic justi?cation and demand for the construction of a Paci?c Coast pipeline, the construction of such a line was held to be an urgent requirement of the national defence of Canada and of the United States in view of the existing world situation. At the current time the production of crude petroleum in the Middle East and Persian Gulf area was approximately 1,800,000 barrels per day. Most of the pe- troleum and petroleum products requirements of Western Europe were being served by Middle Eastern crude. In the event of con?ict with Com- munist powers it might well be that the entire resources of the Persian Gulf area would be denied to the western powers. In such event it would be- come necessary to meet the petroleum requirements of Western Europe I3 from other sources which would probably mean the diversion of Vene- zuelan crude and of some west Texas crude to Europe. Defence authorities stated that it was imperative that oil locked in ?elds of anycs12e be made available. In World War II it had been found particularly dlf?cult to sup- ply the area of British Columbia, Washington, Cregon, and Alaska, and it was therefore urgent from a defence standpomt that Alberta crude be brought to the Paci?c Coast to provide oil for those areas: . As there were several other applicants for a sirnllar plpeline charter, and the time available for Parliamentary hearings then was limited to but one hour per week, fears were felt that there might be prolonged delay. But the fact that active route location for Trans Mountain was under way, pipe under ?rm contract, and actual construction prepared to start almost at once, hastened the granting of the Parliamentary incorporation to Trans Mountain. Hearings before the Senate Committee on Transporta- tion were held February 2 I and favourable recommendation accorded. The act creating Trans Mountain Oil Pipe Line Company, introduced in the upper house by Senator Stanley S. McKeen and in the House of Com- mons by Arthur Laing, M. P., both of British Columbia, was passed by both Houses as a Special Act, assented to by the Governor General, and became law on March 31, 1951 . 1.4 6. Trans Mountain Organizes With a name and a charter, Trans Mountain Oil Pipe Line Company was ready for an organizational meeting. This was held in Toronto on April 12, 1951. Present were S. M. Blair, I. G. Wahn, A. D. McAlpine, R. L. Bridges, and S. D. Bechtel, the ?rst three being Canadian citizens. At the ?rst shareholders? meeting, held the same day, these ?ve became the directors, with S. D. Bechtel as chairman, R. L. Bridges as president, and I. G. Wahn as secretary. A month later, the board was increased from ?ve to nine and the fol- lowing added: M. L. Haider, vice president and director; C. D. Crichton, D. W. McGibbon, J. W. Hamilton, and J. K. Jamieson, directors. At the same time S. M. Blair, who was already a director, was elected a vice president and Mr. McAlpine resigned as a director. On May 17, 1951, Trans Mountain, Imperial Oil Limited, Canadian Bechtel Limited, and S. D. Bechtel entered into an agreement which de- ?ned the position of each in respect to the proposed project and set up a method of procedure and a timetable. Essential provisions of the agree- ment were that Imperial Oil and Canadian Bechtel each subscribed for 12,500 shares of Trans Mountain at $10 a share; that Canadian Bechtel undertook to make detailed engineering and ?eld surveys for Trans Moun- tain at cost; that ?ve invited oil companies, or their nominees, could also each subscribe for 1 2,500 shares at 35 IO if they desired; and that thirty days after completion of the engineering and ?eld surveys, the stockholders of Trans Mountain were to decide whether Trans Mountain would proceed with actual construction. It was recognized that a throughput guarantee would be necessary in order to support the ?nancing of the line. An equi- table formula for arriving at the proportionate throughput agreement was to be determined by August 1 (later made October 1). It was agreed that the main trunk pipeline should be built entirely within Canada with its terminus in the Vancouver area; the construction, if authorized, to com- mence in 1952 and be completed prior to December 31, 1953. A per- centage of the equity capital would be offered to the Canadian public and to so-called ?independent? producers of crude oil in Alberta. It was recognized that in its initial stages the pipeline might not be commercially I5 '7 to measure the route. Six parties thereupon started out, covering the en- tire route on the ground, ?agging the most feasible line from both en- gineering and construction Viewpoints. Each ?eld party was headed by an experienced senior pipeliner. A ROUTE RICH IN HISTORY The route of the proposed pipeline was rich in historical associations. Trappers and fur traders ?rst explored it, ranging from the Prairies to the Pac1?c in the early days of the 19th Century. Yellowhead Pass took its name from the fair hair of a trader, Jasper Hawes, whose locks were said to have been feared by the Indians as a forest ?re menace. The day of the trappers and fur traders was succeeded by that of the gold seekers. Glitter in the sands of the Fraser River brought some 20,000 prospectors, most of them from San Francisco, through Victoria in 1856. Six years later, Canadians from Ontario and Quebec spilled over Yellowhead Pass from the east, heading for the Cariboo, a new gold excitement along the upper tributaries of the Fraser. After moving through the 3720-foot pass and reaching the Fraser?s headwaters, many built rafts and journeyed down- stream, and there was heavy toll of life. Thirty?six of those pioneers crossed overland to the North Thompson River and made their way down, by raft or afoot, to the site of present-day Kamloops. In the party was a woman, and just after arriving at Kamloops? site she gave birth to the ?rst white girl born in the interior wilds of British Columbia. In 1862 a small party headed by Viscount Milton and Dr. W. B. Cheadle traversed the Yellowhead-North Thompson route on foot and horseback. In 1872, Yellowhead Pass was investigated for the Cana- dian Paci?c Railway, but given up in favor of a more southerly route west. At the beginning of the First World War, the Canadian Northern Railway, when it was laid across the Rocky Mountain Divide fromjasper t0 and down the North Thompson, utilized Yellowhead Pass. The Grand Trunk Paci?c Railway, pushing from Prince George and Prince Rupert, also used Yellowhead. Both lines were eventually taken over by the Canadian National Railways system. The Yellowhead Pass route between Edmonton and Vancouver would still be almost as untravelled today as in the time of Dr. Cheadle if it were 19 not for the rail lines. The motor road northward from Kamloops is only for the hardy. Parts of it, between Thunder River and Tete Jaune, are often impassable except for four-wheel drive trucks. The favoured year- ?round automobile route between Edmonton and Vancouver, via Cal- gary, is 1000 miles long as against 700 miles through Yellowhead Pass. This lack of motor roads and spurs was taken into consideration by the locators as having a marked effect on construction dif?culties, but the other advantages to the route?shortness, low elevations, and its all? Canadian aspect?outweighed its less advantageous features. LAYING OUT THE LINES ON THE GROUND As soon as the weather would permit, the ?ying camera took off. Sixty-?ve ?ight lines were run. The photographs had a scale of I inch to I 7 50 feet. The general route of the right-of?way was then plotted on the aerial photographs in the Vancouver o?ice, selection being governed by stereo- scopic inspection of the photographs and reports from the scouting sur- veys. The locator of each party, on leaving for the ?eld, took these photo- graphs along with him. The course to be followed in a given day?s location was inspected the day before, often from a slowly moving vehicle. This observation was sup- plemented by stereoscopic inspection of photographs on the evening preceding. Obstacles to be avoided included: lakes, swamps, valuable property; dif?cult or frequent river, railway, or highway crossings; con- centrations of bedrock or boulders, and live slide slopes. Care was also taken to avoid sharp bends, side or vertical. Railways, highways, and rivers were crossed at right angles where possible. The location of each tangent was either directed or inspected by a party leader. In every case this pipeliner was quali?ed in pipeline construction and was fully competent to judge the practicality of location from the construction point of View. It was always required that the placing of the line meet his speci?cations of construction feasibility or be relocated until it did so. A pipeline is extremely ?exible compared to a railroad or highway; it can go over obstacles without regard to grade or wind around them in curves as sharp as 25 pipe diameters. The one situation a pipeline locator 20 9. Permit Granted By Canada?s Pipe Line Act of 1949, the Board of Transport Commis- sioners for Canada is the body having power to grant to pipeline com- panies the authority to construct such lines and to construct, erect, and maintain roads, buildings, stations, depots, wharves, docks, and other necessary structures. Having been granted such authority, the pipeline company may enter upon Crown land for the purpose of making surveys and ?xing locations; obtain rights-of-way across private property; and doing various other things essential to its task. Applications to the Board of Transport Commissioners for authority to construct pipelines for the transportation of oil from points in the vicinity of Edmonton, Alberta, to points in the vicinity of Vancouver, British Columbia, had been entered by the following companies: Alberta Natural Gas Company, Independent Pipe Line Company, Trans Moun- tain Oil Pipe Line Company, Westcoast Transmission Company Limited, and Champion Pipe Line Corporation Limited. After some postpone- ments, all these applications were set for hearing at the sitting of the Board held at Ottawa on December 10, 195 I, as the Transport Board was of the opinion that the fairest way of dealing with the applications was to have them heard together. Senator Gordon Pogo was in over-all charge of Trans Mountain?s application. During the course of the proceedings Alberta Natural Gas Company, Independent Pipe Line Company, and Westcoast Transmission Company Limited asked and received permission to withdraw their applications. The only applicant which was prepared to proceed with its application was Trans Mountain Oil Pipe Line Company. Witnesses were heard and evidence adduced to show that existing re?nery facilities could be and would be increased within the space of seventeen months provided the application was granted, which in the case of Imperial Oil Limited would mean an enlargement and modem- ization of their plant at Ioco, outside Vancouver, to handle 22,500 barrels per day as compared with 12,000 barrels per day under existing condi- tions. The above expansion, together with the existing capacities of Shell Oil Company of Canada and Standard Oil Company of British Columbia, 27 also in the Vancouver area, appeared suf?cient to provide adequate facil- ities to re?ne more than 37,500 barrels per day, which represented the estimated crude oil requirements of the local market at Vancouver by I . 95%rans Mountain provided evidence that the necessary arrangements had been made, subject to the permit, to assure within a matter of days the $82,000,000 required to build the 75,000-barrel-per-day pipeline if the application was granted. It was shown that the parties who were prepared to provide this sum were entirely responsible and capable of doing so. The Board was particularly concerned with the attitude of the Prov- inces of Alberta and British Columbia to the proposal of Trans Mountain. The Hon. Byron I.Johnson, Premier of British Columbia at the time, was very helpful, and the Attorney General of British Columbia, Mr. H. Alan Maclean, K. C., made a strong plea for the project, stating that the Prov- ince was desirous that no time be lost in establishing the pipeline. Through Mr. R. C. Merriam, Counsel for the Province of Alberta, a statement was read from the Deputy Attorney General of Alberta to the effect that the Government of Alberta was in favour of granting the application of Trans Mountain Oil Pipe Line Company, observing: ?It is in the best interests of the national economy that the Paci?c Coast area be supplied with oil produced in Canada.? As further evidence of the urgency of proceeding to the granting of the application, it was shown that the season suitable for construction was short, that three months? delay would have the effect of delaying the whole project anywhere from nine months to a year, particularly as the clearing and burning of wind-falls and slashing of all kinds had to be completed before the dry season commenced. The area to be cleared through the national parks area, it was pointed out, amounted to some 300 miles. Further, any deferment in the construction of the pipeline would retard a saving of at least $30,000,000 a year currently being expended on foreign oil imports. Evidence was adduced showing the steps which the applicant had taken to procure the necessary steel. A letter from M. W. Mackenzie, Deputy Minister of Defence Produc- tion in Canada, stated the anxiety of his department to increase the 28 market for Canadian produced crude oil and referred to the fact that the Department of Trade and Commerce had discussed the question of allo- cation of the necessary steel with the Petroleum Administration for De- anSC in the United States because of the existing short supply of suitable steel in Canada. M12 Mackenzie concluded: ?The Department is de?nitely anxious to see the development of a wider market for Alberta crude in order that the best progress may be made in the further development of this natural resource, and the Department?s information is that, at least in some quarters in the United States, the building of a line to the West Coast would Justify a special allocation of steel to Canada for the purpose.? It was shown that engineering studies relating to route surveys, cost of construction, estimate of operating expenses, etc., had been made. It was pointed out that the economics of the project, including oil reserves in Alberta and the market demand for crude oil on the Paci?c Coast, had been studied by the Stanford Research Institute, with the co-0peration of the oil companies having oil reserves in Alberta, of the Conservation Board of the Province of Alberta, of oil companies in the United States, and of both the Petroleum Administration for Defense and the National Security Resources Board in Washington, D. C. The studies indicated that not until 1955 would there be suf?cient production in the Alberta ?elds to supply Trans Mountain with 200,000 barrels per day, but the pipeline and pump stations would be in place to handle it when it should be offered. In support of the application there appeared before the Board ofTrans- port Commissioners, in person, the presidents, senior vice presidents, en- gineers, and other senior of?cials of Canada?s leading oil companies?an impressive gathering Canada?s largest and most forward-looking industries. After reviewing this testimony and evidence, the Chief Commissioner, John D. Kearney, on December 13 delivered the Board?s ?ndings, con- cluding as follows: am satis?ed from the evidence adduced that Trans Mountain has caused the route of the proposed pipeline to be thoroughly sur- Veyed and that it is a suitable one susceptible of being completed not later than October 31, 19543 2 9 different land registry of?ces were to be dealt with in this title search work; the Edmonton of?ce in Alberta and the KamlooPS, New Westminster and Vancouver Of?ces in B. 0- Field contacts for obtaining Options and easements were handled through selected local real estate men, organized into teams and instructed by ?eld supervisors. Land was optioned for the tank farm terminals and for dock or sub- marine loading faC?itiCS- Of the 2oo-acre site selected for the Burnaby Tank Farm, 80 acres were owned by the municipality of Burnaby and 120 acres by the men? Upon request, Burnaby IC-zoncd the entire area for heavy industry. Detailed arrangements were made with the Customs and Immigration Departments of the Canadian Government for clearing U. S. personnel for work in Canada. MAN 2" GOVERNMENTAL AGENCIES There have probably been few jobs in the history of pipelining where it was necessary to deal with so many governmental agencies as on the Trans Mountain line. In addition to municipalities, cities, and villages, of which there are many, there were thirty provincial and federal agencies to be dealt with on easements and licences for right-of-way and construction permits. In addition, the Provincial Departments of Labour and Finance, the Dominion Customs and Excise, the Department of Immigration and sev- eral others were concerned with the administrative and material sides of the picture. ORGANIZING THE TEAM One of the interesting and satisfying aspects of the building of Trans Mountain was the joining of Canadian and American personnel into an integrated, smoothly operating organization. The small core of seasoned professionals, mostly from the United States, was soon surrounded by Canadians anxious to learn the pipeline business. The willingness of our American friends to instruct, and of our Canadian members of the staff to learn, made possible the speed with which the project was accomplished. Canadian personnel soon outnumbered all others combined almost 35 three to one, later rising to almost ?ve to one, and was connected with every operation on the project. As a part of the hiring program, both the University of British Columbia and the University of Alberta were re- quested to send graduating engineers for interview. Some of those selected were placed in ?eld engineering parties, some in the design section, and others as assistant inspectors on construction. Particular care was taken in selecting right-of?way agents. Most of these men worked in their own home localities where they were known and respected. The accounting and administrative staff were all Canadian with the exception of the de- partment manager. SCHEDULES SET UP Working with the contractors, a tentative construction schedule was re- leased on December 29, 195 I. This schedule proposed to work four pipe- laying spreads in 1952, the ?rst starting in the vicinity of Vavenby on June I and working east toward Blue River; the second starting at Grant- brook and working east; a third working west from Grantbrook; and a fourth starting at Cheam Lake and working west. This last gang was to start in August or as early as pipe deliveries would permit. AJOR CONTRACTS A THORIZED The directors of Trans Mountain on January 18, 1952, authorized pur- chase orders with Consolidated Western Steel Division and Kaiser Steel Corporation for line pipe, the contracts ultimately representing 60% of the total project cost. Up in the mountains and out on the prairie the winter snows held sway. In the jobsite headquarters of?ces at Vancouver, lights burned late. Ahead were two years of heavy construction to be performed in two working seasons of not much over ?ve months each. Every step had to be planned. Every item of material had to be ordered and its delivery to the jobsite scheduled. 200,000 BARRELS PER DAY CAPACI DECIDED Oil reserves in Alberta continued to develop, and a far greater throughput than 75,000 barrels per day began to be visualized for Trans Mountain. 36 SE 2} Si :133m .335. F5: M: .4335: ?o . a. . J?o? - Fallow-21]) at work Rw/ Paw. Brim/1 Columbia. I3. Construction?First Year On the last day of March 1952, the ?rst 16 carloads of pipe crossed the border into Canada en route from the Consolidated Western mill at San Francisco to Vavenby, British Columbia. The line pipe, as the job progressed, would be delivered in seven thick- nesses, from one-quarter to one-halfinch, to be used in different locations according to the pressures it would have to withstand. The joints of pipe were placed on racks near the railroad sidings or on trucks which took them out to the job. Where the route was impassable for trucks alone, tractors took hold. Even four-wheel-drive vehicles often had to be helped by ?cats.? Some places where rivers or streams were either too rocky or deep to be traversed by the trucks under their own power temporary bridges were constructed. PREPARING RIGHT-OF-WAT Meanwhile, the work of preparing the right-of-way had been going for- ward and the great slash through the mountainous forests of Western Canada was beginning to show. A hundred miles of right-of-way were cleared during May and June. Merchantable timber was cut and stacked and slash removed. Stumps and roots were grubbed from a continuous strip twelve feet wide centered on the trench line. Bulldozers, angledozers and ditching machines moved in on the job. The spreads were ready to go. WHAT A SPREAD REPRESEJV TS The big ?spreads? or uni?ed work gangs and their equipment which built Trans Mountain consisted of hundreds of men each, with machinery 500,000 for each spread. As the number of men by depending upon the character of the ter- rain and the type of operation going on at a given time, exact breakdowns of man-power at any given point or date might not be typical; but in general 300 persons might be the average number. The cost of operating a spread would also vary, running from $1 2,000 to $30,000 a day, $20,000 being about average. The major equipment list representing up to $1 categories varied tremendously, for a typical spread on the Trans Mountain 38 job in 1952, excluding the grading subcontracts, included the following: 9 Caterpillar D8 tractor angledozers 9 Caterpillar D8 tractors, Trackson sideboom cranes 3 Caterpillar D7 tractors, Trackson sideboom cranes 2 Northwest backhoes 2 Bucyrus-Erie backhoes 1 CRC cable pipe bender I Crose clean and prime . h? Caterpillar D7 bulldozers 1 P6112231 fiat and wra Caterpillar D6 back?ller machine caterpillar D4 tractors I Homelite portable gen- Allis-Chalmers HD7 tractor crating plant Tournapull scraper I LeTourneau ripper Caterpillar ?2 grader 6 Portable Compressors, Buckeye 48 ditcher I-R, Sullivan, LeRoi 1 Cleveland 320 ditcher 12 Pumps 17 Lincoln goo-amp welders 7 LR wagon drills I Hobart 3oo-amp welder 2 LR paving breakers 7 backhoes and cranes 1 Ford bus 5 CRC dope pots 9 Mercury trucks :0 Light plants, Kohler and I 5 Mercury pickups Caterpillar I sedan 5 GMC trucks 1 Plymouth ambulance 4. Fargo power wagons 4 Willys Jeeps 2 Ford tractor semi-trailers 2 Ford trucks NINETT PER CENT OF WORK FORCE WERE CANADIANS Out of a total force of around 2500 people on the project this ?rst summer, nearly 90 per cent were Canadians, who quickly gained experience in the complexities of pipelining. The rest were old pipeline hands from Texas, Oklahoma, California and elsewhere where pipelines were more com- mon. These veterans trained local recruits as well as supervised the work. Where hard rock was struck, dynamite went in. Surprisingly, only about 5% of the mileage was to require blasting. Bulldozers levelled the ground. Then came the ditching machines. . . Where ground was soft, a wheel-type d1tcher could grind along making a slot three and a half feet wide and ?ve feet deep. But where it was neces? sary to bury a pipeline in shallow streams and lakes, or through swamps and marsh territory, a punch?style plow on pontoons was utilized. In 39 ..- - - .. to the next one. Then the sections were welded together Wh ever a ne-in was made, and Wherever the insulation was bor ind m: 61" plete, the pipe was doused With 1101'. coa -tar and wrappedrilrisfiltolli lrhcond- an . L0 WERING IN The next step was to lower the pipe into its trench. Tractors with side- booms gripped and held the pipe aloft in wide slings. On signals from the foreman, the operators eased the line down into its prepared bed A top padding of soft earth was ut over th a tractor with a dragline Ifig back?ll:d) ?trohl: equipment, rubbish, debris, and other obstructions were remdved frgni the right-of-way. All fences, gates, bridges, etc., were inspected and left in the (fame condition as they were found before the pipeline construction starte . PLENTY OF EXCI TEM EN It was he-man?s work in the best of pipeliner?s tradition, with some- times some extra capers thrown in. On one occasion four tractors were ?daisy-chained? up a steep hill in order to tow up a shovel or crane with clamshell attachment, which was to clean out the ditch for the pipe. At the top was a D-8, then the D-6, next a D-7, another D-8, and last the shovel. The towline between the top two tractors broke and the D-6 ran free down the hill for 400 or 500 feet. The operator jumped out, and suffered no serious injury, but the tractor continued on and hit the D-7, catapulting its operator about 30 feet through the air. The D-7 suffered only minor damage and its operator not a scratch, but the D-6 was demolished. On another occasion, the set-up tractor in the pipe gang got away from the driver on a long, steep hill. The operator bailed out, suffering only super?cial injury, but the tractor continued on down the 11111 for some 700 feet. The heavy vehicle eventually righted Itself and stopped by running into a pile of logs. In the slide area ofBlue River, a . slides from above, occasioned by a cut be1 A shovel with clamshell attachment to 4-3 total of four dozers were buried by sand ng made into the steep sidehill. lean out ditch was being - ?or, . winched up another steep slope by a TD-24. tow tractor. The load proved too great and the shovel gradually pulled the tractor down the hill. The slope was so steep, however, that the shovel, instead of sliding back down the hill, gradually lay over on its back with the tracks sticking up in the air like the feet of some giant bird. Another tow tractor was added to the daisy chain and the shovel was pulled over on its tracks again. LINE PIPE MADE INTO RAF TS In Trans Mountain?s construction, heavy rain often ?ooded the trench, or it lay in soggy ground. Where the ditch was waterlogged, sections of pipe were sometimes tied together on higher ground and then lifted, pushed, and ?oated into position. To get across deep streams intersecting the right-of-way, where there were no bridges, the pipeliners fabricated rafts of pipe joints with ends sealed, which were buoyant enough to sup- port not only trucks but heavy equipment also. RAILROAD, HIGH WAT AND RIVER CROSSINGS About 56 highway crossings and 24 railroad crossings were involved in Trans Mountain?s construction. All railroad and major road crossings were tunnelled or bored. Pipeline crossings of the 72 rivers and streams along the route pre- sented varied problems. The river was dredged and the pipe laid in a ditch well below the normal bottom of the stream. The pipe was welded into sections on the bank and tested. Then a sec- tion was placed in the ditch cut into the river bank and pushed into the river. Where necessary, a line was attached to the forward end and the pipe pulled from the opposite shore. In river crossings, ditch and pipe were bowed upstream in a camber against the current. It was often necessary to add weights to keep the empty pipe from ?oating. Concrete blocks were used for this purpose. Additional weight and strength were supplied by ?guniting,? or spraying concrete on to the steel pipe and a reinforcing wire mesh which had been preformed to ?t loosely around the pipe. After the joints had been welded together, the welds were similarly treated. River crossings were made of extra-heavy pipe. 44 1mg in (1 sec/1?0? along ?yam/gr near Blue Rzz'er, Columbia. X-qu eqm?mmlfor [)lzotograplzing?nished welds. 14. Looking Back and Ahead The ?rst year of construction closed with 46 per cent of the mainline welded. . The entlre 717-8 miles (actual length of the line) had been located and legal surveys practically completed. Four hundred and eighty-eight miles of right-of-way had been acquired and of the balance, 195 milCS, were over Crown lands and awaited only the registration of maps. Orders- in-Counc11 and permits fro . the Board of Transport Commissioners and other regulatory bodles had been received on all 1952 and on a major portion of 1953 constructi . . on. This included permission to make 27 cross? ings of navigable rivers. Material had been kept ?owing. Not a day?s ?down? time had been chargeable by the contractors because of lack of right-of-way, pipe or permits. Damages incident to construction were settled with despatch in order that there would be no claims outstanding when construction resumed in the spring of 1953. Every effort had been made to complete surveying, mapping, and the securing of easements well ahead of the advance of the pipe-laying crews. The work volume of drawings and map-making can be gathered from this example of a single 48-mile stretch through Jasper National Park: a total of 3 3 maps and plans were prepared, involving two route maps, one 20 feet long at the scale of one inch?1000 feet; three route maps, each 20 feet long at the scale of one inch?400 feet; ten detail drawings of cased highway crossings; three detail drawings of utility crossings; three detail drawings of railroad crossings; two detail drawings of encroachments on the CNR operating right-of-way; and ten detail drawings of navigable river crossings. There had been the utmost co-operation on the part of governmental agencies in handling Trans Mountain?s requests. The requirements of the project several times threw an undue burden on certain departments, but by adding extra help or working overtime they met the deadlines necessary to keep construction going. Occasional dif?culties arose, though not often, with private pr0perty owners who were reluctant to grant easements. Every effort was bent to 4-7 M-.. FNMM go ahead on those tracts and parcels of land without recourse to court action. In nearly all cases persuasive methods were successful. Work on other branches of the project had gone forward while the pipeline itself was being constructed. Two great tank farms were being built, one near Edmonton and the other at Burnaby, near Vancouver. Each farm would have capacity to store initially in excess of 1,000,000 barrels of crude oil. The tank farms were graded, and tank erection at Edmonton was under way. Burnaby would receive tanks early in the new year. From Burnaby, connecting pipelines were being constructed to the two nearby re?neries in the Vancouver area and to the new Trans Mountain marine loading terminal at Westridge, Burrard Inlet, in Van- couver Harbour. The oil would be forced through the pipeline by pressure applied initially by three stations. These three, to be completed during the sum- mer of 1953, would be near Edmonton and Edson, Alberta, and Kam- loops, British Columbia. A fourth station would be constructed at Black Pool in British Columbia and completed in 1954. Work on the Edmonton, Edson and Kamloops pump stations had advanced far enough along before cold weather set in to permit engine- and pump-setting and interior piping and electrical installations to be carried forward during the winter. CLEARING AND GRADING CONTINUE IN WINTER A considerable amount of work was carried out along the pipeline during January 1953. Right-of?way clearing and grading gangs remained at work in the Hope, Coquihalla, and Blue River areas preparing for early resumption of pipe-laying. The Kamloops area was blessed with a mild winter so far, and clearing and grading moved along almost as fast as in the previous summer, producing 30 miles during this ?closed? month. January brought the progress and the outlook for 1953?s construction to the following status: Total miles of pipe-laying scheduled for 1953 . . . . . . . 389 Miles already cleared for 1953 217 Miles of clearing to go . 172 Miles already graded for 1953 laying 112 Miles of grading . I . (my bug?gw/ (lawn in nun/mg (ml Album. Il?ra/z?ing mm/zim ring pro/(Tilt? (?oz'z?ring a! Snarz'ng Rz'z'er. Alberta. 16. Permanent Organization The physical work of building the pipeline was well launched, but the bulk of the job was still ahead when in mid-19 52 Trans Mountain laid plans to employ and train a permanent operating organization of Cana- dian or British Commonwealth personnel. Trans Mountain is an inde- pendent corporation, and a self-suf?cient management and operating staff would be required. While it was desirable that the permanent organ- ization be made up 100 per cent of Canadians, if possible, it was also recognized that few Canadians with big-inch oil pipeline experience would be available for employment. Few organizations having started from scratch were as fortunate in obtaining people of such spirit for the job ahead. Trans Mountain acquired, as its vice president and general manager, a man well ?tted to select and develop the needed personnel, and to see the pipeline system through its ?rst period of operation. The appointment of H. H. Anderson to the post of vice president and general manager was made effective August I 1952. Anderson had acted in a consulting capacity with the construction committee since the prior April. ?Hal? Anderson had just retired from 35 years of service with Shell Oil Company and its subsidiaries. He had ?lled a long list of jobs with Shell, beginning with work in the California oil ?elds in 1917. He was chief engineer of the Paci?c Coast production department, assistant to the president of the holding company, and?since 1932??vice president successively of the transportation and supplies, personnel and public rela- tions, and pipeline departments, and for a year was co-manager of opera- tions in Mexico. He had been a section chairman of the American Society of Corrosion Engineers. A native of Portland, OregonCanadian father. His great-grandfather wasJamesJ. Hill, the Canadian- bom railroad builder. To Trans Mountain as assistant general manager came A. F. Terrill, who had started work with Shell Pipe Line (then called Yarhola Pipe Line) in 1919 as an oiler. His skill for dealing with men won him oppor- tunities as training supervisor for Shell?s Mid-Continent area, and then 54- Ina-w . . 2.51.1.53if'? Hm: -thu as assistant personnel manager. He had progressed through the 0f division superintendent and assistant area manager to become west Texas area manager. In September 1952, he retired from Shell Pipe Line to assist in selecting and developing the Trans Mountain permanent organ- ization. Later in the spring of 1954, when ?Hal? Anderson retired from Trans Mountain, Al Terrill became the company?s vice president and general manager. CAREERS OFFERED As the pipeline construction progressed, a pamphlet entitled Career with Trans Mountain? was issued, setting forth the facts of the new Canadian enterprise in part as follows: ?The Trans Mountain oil pipeline, a huge duct 24 inches in diameter and 718 miles long now being built across the Canadian Rockies from Edmonton, Alberta, to Vancouver, British Columbia, will be a boon to the economy of Western Canada. . . . ?When the Trans Mountain line is placed in operation during the fall of 1953, it will provide steady, well-paid and satisfying careers for many ambitious Canadians. . . . ?If other quali?cations are equal, preference in hiring will be given those with oil industry experience, and especially to those with pipeline experience, but lack of such experience will in no way handicap other applicants for employment. Each man or woman employed will be en- gaged for training long enough in advance of the start-up of operations to enable him or her to gain a proper working knowledge of the job.? The staff departments, it was explained, would headquarter in the Vancouver head of?ce. Line supervision of ?eld operations would be through the general superintendent at Kamloops and the district super- intendents at Edmonton and Vancouver. Line and right-of-way mainte- nance promised to be a dif?cult problem because of the long sections of rugged terrain along the route, the bitter winter weather to be encoun- tered, and the limited rapid transportation facilities available. It was decided to establish six pipeline maintenance headquarters along the route at 90- to I4o-mile intervals, depending on availability of passable winter roads. 55 Supported Igl' cab/(1 from (vim/I m1 [far/or. .s?ma/l (lazwr (Imus (ml (Mr/1 (m Grady 1'21 - (S Coqui/zalla Cary/0n, Britt's/1 (folumbia. W'ela'z'ng 01W Coqzu'lzalla River. taken from each Alberta ?eld.) Interprovincial Pipe Line 90mpany and Edmonton Pipe Line Company had built their feeder lines 1nt0.the Trans Mountain manifold at Edmonton and were supplying this inltlal allot- ment. . . In Trans Mountain?s pump station control rooms with their gleammg instrument panels, the newly-trained operators were settling down to their routine that soon would involve the despatching of various types of crude in speci?ed batches. Working in shifts around the clock, the des- patchers would maintain constant communication with all points on the line by telephone, teletype, and radio. THE OIL STARTS FROM EDMONTON Although August provided something outstanding in the way of torrential rains, holding up progress on pipe-laying and welding, the historically important item of the month was told in three words: Oil Started Through. It started from Edmonton on Sunday, August 23, at 2 :30 a.m. It would be held up at many points while pipeliners continued to combat nature and the elements at points ahead; it would take 54 days to make the initial journey to Vancouver?a schedule that later, when the pipeline was ished, would be shortened to about 25 days; but the word ran up and down the line, and there was a thrill to it: ?The oil?s on its way.? That fact interested everybody but the weather man. He had turned the wrong valves in the sky. The contractors had welded out to the Pembina River before the end of July, and prospects were bright for an early completion of the eastern section of the pipeline, when, on August 2, a four-and-one-half-inch rain hit the area, and another heavy rain followed a week later. One con- tractor, who took a chance on the weather and had miles of ditch open behind the welding, lost more than ?ve miles of ditch. This created a little juggling act, with moving test water between tanks at Edmonton, receiv- ing oil into tanks and pumping water into the line. It was like keeping three balls in the air at the same time. By early September the project was nearing its ?nish. Farmers were already able to observe with satisfaction that portions of the right-of-way where the line was completed in 1952, as in the vicinity of Edmonton 7O v. -. and in the valley of the Fraser River, were now supporting lush growths of grain. The only remaining evidence of the subterranean artery for oil was an avenue through the trees of the forested sections. In the Vancouver area, the oil-loading dock at Westridge on Burrard Inlet was nearly ready to receive consignments for tankers. At near-by Burnaby, the great storage tanks were being painted. At intermediate Kamloops and at the Edmonton terminal, the tanks were being painted and the stations themselves were virtually ?nished. DEDICA TI 0N CEREM ON A EDMONTON On September I 1th, an open house was held at the Edmonton pump station and tank farm to the people of that city and the oil-rich region surrounding?the region of Leduc, Redwater, Joseph Lake, Armena and Camrose; of Duhamel, Malmo, Stettler, Fenn, Big Valley; of Golden Spike, Woodbend, Excelsior, Wizard Lake, Bonnie Glen, and Pembina ?names unheard of by the outside world a few years before, but now making oil history. The Hon. E. G. Manning, Premier of Alberta, addressed the large gathering. He said in part: ?We are met here today to dedicate what may very ?ttingly be referred to as a monument to the ingenuity and enterprise of men who have con?- dence in this country and the great possibilities wrapped up in its devel- opment. ?In the early days of our life as a nation, our remote areas were brought together through construction of transcontinental railways. Today, the Empire and the Nation are being brought together by the construction of these gigantic pipelines across the country. ?To all of the men engaged throughout the time of its construction, to the workingmen who did the work in the ?eld, through the men who planned the job behind the scene, we congratulate them on a job well done. We wish them every success and many pro?table returns from the enterprise for which they are responsible.? Less than a week later, at Imperial Oil?s re?ning centre near Van- couver, there was another gathering. This was for the dedication of a new Imperial unit which could process 22,500 barrels per day of crude oil, ?71 . The 02'! Reaches Vancouver In Coquihalla Canyon and Lower Fraser Valley, British COlumbia where tie-in welding was un?nished, rain continued sheeting down, And there was fear that cold weather might follow without warning and freeze the test water in the line. Those last days were something historic in pipeline building, Tar- paulins were erected. Tractors wallowed, trucks bogged and men Sank to their belt buckles. But with inspectors acting as foremen and Super- visors to aid the contractor?s men, the job was rammed ahead. On October 13, George S. Colley, Jr., who had been in on the early planning and organization of Trans Mountain, and who had just arrived from New York, drove to the site of the ?nal tie-in weld with Harry Waste, ?eld project manager. The place was in the vicinity of Aldergrove in the Fraser Valley, and evening darkness had already closed in. The two left their car on a country road and slogged the remaining quarter mile over the pipeline right-of-way that was knee?deep in mud, bending to a drizzle and guided by the intermittent ?are of a welder?s are. They reached a group of tired, muddy men who were peering down on tie-in welder Wayne Lantrip. In the group of watchers were Chuck Rathgeb, boss contractor; Denner Franklin, his spread superintendent; inspector Monte Lyon; and construction supervisor Harold Cook. The are spluttered; the men called good-natured words of encouragement to the workers in the ditch; somebody popped a picture; and Lantrip, intent on his job, paid no attention. But soon he straightened up, ?icked his welding hood back, and called out, ?It?s done!? He climbed out of the ditch, the sideboom operators slacked off on their lines, and the ?nal section of pipe rested on the bottom. Hydrostatic testing of the line had been following closely, and when the ?nal tie-in was made, it was only a matter of minutes until the water was turned into that 26-mile section. The section was ?squeezed? suc- cessfully on October 14., and pumping of oil was resumed. At that time the head of oil was only 50 miles from the Burnaby tank farm and there was every indication that it would reach the terminal on dedication dayby-pass 4-inch line, installed at a 74- .qbv ., . . .. ..- . .- . sary precaution. Repair install a replacement section of 24-inch pipe. After the. leak had been repaired, pumping was started again and proceeded Without further mishap. Oil arrived at the Burnaby tank farm at I I :13 pm. on October I 7 and a pool of some $780 which hung on the enact date went, by a 47-minute victory, to Stan Grepe, assistant manager, pipeline department, Standard Oil Company of California, and member of Trans Mountain?s construction committee. If the oil had arrived after midnight the pool would have gone to Hany Hall, early engineering consultant for the line and at the moment far away in Pakistan. TRAIN TOUR AND DEDICATION On October 14, Trans Mountain Oil Pipe Line Company conducted guests from Canada and the U. S. on a train and bus tour of the pipeline from Vancouver through Coquihalla Canyon and down the Clearwater Canyon to Merritt, a side trip to the housing project at Brookmere, and an inspection of the Kamloops pumping station. A dinner was held in the Plaza Hotel at Kamloops, addressed by His Worship the Mayor of Kam100ps, Mr. C. Fitzwater, and by the Hon. P. A. Gaglardi, Minister of Public Works, Province of British Columbia, who had come from Vic- toria to be present. After dinner the party boarded a CPR train for the overnight return journey to Vancouver. On October I 5, the public inspected the Burnaby tank farm and Westridge terminal. Busses took visitors through the installations and attendants on each bus from the Trans Mountain sta?' explained the operations of the pipeline system. The movie ?Oil Across the Rockies,? produced by Richard innie, was shown at the tank farm. Between the 75 . hours of I 1:00 a.m. and 4:00 p.m. it was estimated that 4000 to 5000 people visited the site. The formal dedication was held at the Vancouver Hotel that evening. S. D. Bechtel announced that an order by the Board of Transport Com- missioners to Operate the pipeline had been received. ?Trans Mountain oil pipeline,? he stated, ?is on stream and open for business, more than two months ahead of the original completion date.? Mr. Justice John B. Kearney, Chief Commissioner of the Board of Transport Commissioners, gave the main address. He said in part: ?We are assembled tonight to mark an event in the life of British Columbia and the West Coast which recalls the days of such adventurers as Sir Alexander Mackenzie who was the ?rst white man to traverse the northern continent from ocean to ocean and who reached the Paci?c on July 20th, 1793. . . . Even more does it recall the feat of Simon Fraser, who navigated, in 1808, the river which now bears his name. . . . This joint Canadian-American venture would never have been possible unless international relations between our two countries provided the proper climate. . . . If Simon Fraser returned to earth and in his canoe again came down his river, his surprise at seeing your pipeline at the bend near Silver Creek would be great indeed and it would be greater still if he cast his in the direction of Hope and saw there your emergency pumping - station, but these surprises would be surpassed, I feel sure, by his amaze- ment if he were told that the accomplishment was a result of the com- bined efforts of American and Canadian interests.? Unable to be present at the dinner, the Hon. W. A. C. Bennett, Premier of British Columbia, sat before a sound camera and said in part: ?As a milestone in economic progress this pipeline project may be compared to the pushing of the ?rst railway line across the Canadian Rockies to the Paci?c. The existence of this great new pipeline was made possible through an international partnership of far-seeing business men with private capital and the full co-operation of the Canadian and United States governments and the Alberta and British Columbia governments. The Canadians and Americans who lent their talent and brawn to this important project . . . have made a substantial contribution to our mutual security and prosperity.? 76 . .-.- .M .. beak?- cunw?\ a. I Ix .xh? _o ?3 . H'm/n'rlgw Lam/mg Dow/.3 ?will 0/ {/12 716? Inf/m and law muunlain Edmonton. I: :13. .th??zws N: 2: C115. 5. 59g. 4? 1* . oat-"v: ff The Proceedings were carried out with a smoothness that denoted an ect1ve co-ordlnation on the Part of the Trans Mountain staff. WINDING UP THE CONSTRUCTION DETAILS Following. the ofHCIal opening, Canadian Bechtel Limited hastened t0 comp ete its work under the agency contract with Trans Mountain, as managers of engineering and construction. The main effort was to push to completion the remaining details at the four Burnaby tank farm and Westridge terminal. The teletype drop at Burnaby tank farm had been installed in early October, completing the over-all pipeline teletype system from Edmonton to Vancouver. Radio installations were completed between terminals and the pump stations and pressure relief stations in between. The laying of the ?ve-and-a-half-mile Sumas Spur to the United States border was completed in November. The ?as-built? length and quantities of work performed by each of the mainline contractors were cast up and contracts closed out as rapidly as possible. Wrote F. C. Mannix of Mannix Ltd., to S. D. Bechtel, ?Al- though the job was a very dif?cult one with many hazards, we are appre- ciative of the treatment we received.? To which Steve Bechtel replied, am certainly delighted that we can all look back on it and say, ?Mission completed?job well done. . And there it lay, two and a half or more feet underground, safe from snows and ?res, reaching across prairies, up over the Rockies, over pla- teaus and Coast Range, down to Paci?c tidewater?7I 7.8 miles of ?big- inch,? built, tested, and Operating. Built more than two months ahead of the date set two years before. On stream! pump stations and at the J. G. SPRATT NAMED PRESIDENT OF TRANS MOUNTAIN On the day of Trans Mountain?s formal opening and dedication, October I5, 1953, J. G. Spratt of Calgary, director of Trans Mountain and presi- dent of Anglo-Canadian Oil Company, Limited, was elected president of Trans Mountain Oil Pipe Line Company to succeed R. L. Bridges on January I, 1954. Bob Bridges? task as the executive head of Trans Mountain through 77 KEY FACTS CAPACITY OF LINE: 190,000 barrels daily. Can be increased to 200,000 barrels daily with Six stations, and to ultimate of 300,000 barrels daily with 13 or 14. stations. PROJECT COSTS: Four-station, 150,000-barrels daily capacity line, with marine loading dock and spur to International Boundary: $93,000,000. SERVICES OFFERED: Movements of crudes in segregated batches from Edmonton to Burnaby. TARIFFS: Trunk-line tariff?45 cents per barrel. Marine loading tariff?2% cents per barrel. ROUTE 0F LINE: I From East Edmonton, Alta., via Jasper Park, Yellowhead Pass, Mt. Rob- son Park, Red Pass, North Thompson Valley, Kamloops, Merritt, Coqui- halla Pass and Lower Fraser Valley to Burnaby, B. C. ROUTE ELEVATIONS: mu: pos'r ELEVATION 'Is Edmonton Terminal 0 22 10 Edson Station 141 3060 Jasper Park?maximum 2 16 3920 Yellowhead Pass 25: 3720 Jackman Hill 297 3460 Albreda Summit 326 2960 Black Pool Station 440 I 540 Thompson River Crossing 508 I 120 Karnloops Station 510 2480 Kamloops Plateau 520 3980 Merritt 556 1960 Coquihalla Pass 598 3760 Hope 626 I20 Fraser River Crossing 7?4- Burnaby 7'5 500 EMPLOYEE HOUSES: 1953 construction?90 houses; 1 I scheduled for 1954 construction. Storey-and-a-half type with full basements and attached garages. Frame construction, with Johns-Manville asbestos-shingle siding and roofs. 91 HEAD OFFICE BUILDING AT VANCOUVERL-shaped (Single storey mltlally), 10,400 square ee . . 4000 square feet of basement. Facade of Roman brick and aluminum. 12,000 square-foot parking lot. PIPELINE MATERIALS: 24-inch Grade X52 . . . Mainline pipe wall ranges in sections from mi-inch to .%-1nch minimum through mountains) and %-inch in river supphed as follows: Consolidated Western Steel Corp. 414 miles or 85,000 tons Kaiser Steel Corporation 274 miles or 55,000 tons A. O. Smith Corp. 43 miles or 10,000 tons Valves Mainline and tank double-disc gate valves, 24-inch and 36-inch, are principally Guelph Engineering?s Acme Kerotest and Sandlland?s Dar. ling. Principal valves are electric-motor operated. Smaller crude line valves in manifolds and stations are Merco-Nord- strum and Walworth plug cocks, both the manual and mechanically- operated types. Pipe Coating (except at river crossings) . K0ppers 7o-B primer, K0ppers 7o-B enamel, Fiberglas Coromat glass wrap and asbestos coal-tar saturated felt, 18 inches wide. (Latter supplied equally by Johns-Manville, Perrault and Barrett.) At Smaller River Crossingsw (4g ty? these) Coating as above, plus Perrault Heavy-duty rock shield; also concrete river weights (5200 lb. per set) spaced about 25 feet. Fraser River Crossing at Port Mann, B. C. (2250 feet) Pipe covered with 2 inches Gunited cement over wire mesh: 2600-1b. saddle weights attached; line buried I 5 feet below river bottom. Weld Examination Spot check made Industrial X-Ray Engineers. 92 MAIN FACILITIES: Pipeline 717.8 miles of 24-inch main line from East Edmonton t0 Burnaby, including 2% miles of 24-inch delivery line to Company marine loading dock at Westridge on Vancouver Harbour. 5% miles of 24-inch spur line from Sumas Junction to .the BOundary, This spur has been extended some 25 miles to erndale 1n the State of Washington during 1954 and will be extended to Anacortes in 1955. Terminal: . Receiving tank farm at East Edmonton, 160 acres, contains I, 520,000 barrels of steel tankage, including eight I 50,000-barrel and four 80,000. barrel cone-roof tanks. Common ?ll/ suction lines to central manifold, with suction-booster pumps to pump station. . Delivery tank farm at Burnaby, 190 acres, contains 1,220,000 barrels of steel tankage including six I 50,000-barrel and four 80,000-barrel ?oat- ing-roof tanks. Common ?ll/suction lines to central manifold. Tanks are set on hill 495?575 feet above sea level, thus effecting gravity delivery of crude to marine loading dock and near-by re?neries. Electronic remote- reading gauges are provided for tanks at all terminals and stations. Pump Station: ?Edmonton??at Terminal 6 miles east of Edmonton. ?Edson??-9 miles west of Edson, Alta. ?Black Pool??7o miles north of Kamloops, B. C. ?Kamloops??4 miles west of Kamloops, B. C. (These are further described on page 97.) Marine Loading Dock A tankship and barge loading dock at Westridge on Burrard Inlet, Vancouver Harbour. This dock is an L-shaped structure. The main pier is 275 feet long and the dockhead is I50 feet long, with 85-foot walk or extensions at each end. The construction is of pressured creosoted wood piling and timber caps, timber stringers and deckers. As initially con- structed, the dock can accommodate one T-2 (or smaller) tanker and some barges in the 3 5-foot water. A 24?-line from Burnaby was con- structed some 2 miles to deliver up to 20,000 barrels per hour by grav1ty. A system of friction tubes in parallel is used for control of ?ow rate. On shore are two cone-roof tanks for use in changing grades of 011 in the delivery line and a 50,000-barrel cone-roof tank and 94- .. .. PI Iank Jim 0 fump Stalin" Plpelint - nu Spur