Canada (14 visits, 43 years).

 

Canadian Pacific by Hank Snow is a song describing a journey by CP Rail across Canada that resonated with me from a youthful age. Today, however, the journey described in the song, from Newfoundland on the east coast to British Columbia on the west coast, is no longer possible by train, but it can be re-enacted by road and in a much shorter time than the 43 years it has taken us. Our exploring by RV has been somewhat geographically erratic but for the sake of this article the route is in logical order from the Atlantic (east) to Pacific (west) coast and north to Alaska with the operator information being current as at 2025.

We begin on a poignant note, on the west coast of Newfoundland, looking out over the Gulf of St. Lawrence towards the province of Labrador, known as ‘iceberg ally’, watching icebergs slowly melt and disappear into the sea. Turning inland and crossing the relatively flat geography of Newfoundland to the island’s west coast and the capital, St John’s. St. John’s is set around a large natural harbour with a narrow entrance overlooked on both shorelines by two former British military batteries, with a current population of 223,667. St. John’s Transportation Commission (Metrobus) has a fleet of 59 buses, 51 of which are NovaBus LFS’s (Fig. 1) dating from 2001 to 2016, operating 22 routes. The remaining eight buses are smaller, used primarily for demand response operations.

Moving on south via the ferry onto Cape Breton Island and an anti-clockwise drive via the Highlands Nation Park and crossing onto Nova Scotia heading for the ferry port at Caribou (Fig.2). Before 1997 the only way onto Prince Edward Island was via the ferry. After May 31^st 1997 the Confederation Bridge joined the eastern Canadian provinces of Prince Edward Island and New Brunswick. The 12.9 kilometre (8 mile) long bridge is the longest in the world crossing ice-covered water. The Island has a small bus fleet of 19 vehicles mainly second hand, operating as T3 Transit in the capital Charlottetown and rural districts.

Returning to Nova Scotia, the next stop on a clockwise route around the province is the capital Halifax. Located on either side of an inlet off the Atlantic Ocean with a population of 492,199. Public transport in the greater Halifax area is provided by Halifax Transit, (Fig.3), with 376 buses and 5 passenger ferries. The modern fleet with an average age of just under nine years consists primarily of NovaBus and NFI products. 71 bus routes are operated including three regional express services which connect to an extensive park & ride network and, in the case of service 320, the airport.

Moving on to the north shore of Nova Scotia overlooking the Bay of Fundy, famed for having the highest tides in the world, we come to the largest town in the area, Kentville and then the much smaller town of Wolfville. Wolfville is at the centre of the local wine industry and in summer a seasonal Routemaster bus tour operates from the local tourist information office to various wineries. The more conventional bus network is operated by Kings Transit Authority (Fig.4), with a fleet of 16 buses, operating five routes with variations, some timetabled to last almost two hours.  

The journey across the next province, New Brunswick, is relatively bus free. The most frequent sightings are of Coach Atlantic express services operating in and out of Halifax. Skirting the USA border and following the St. Lawrence River, we now enter the French speaking part of Canada and the next stop, Montréal. The largest city on the trip so far, with a population of 1,762,949 and popular as a tourist destination with many historic buildings and a riverside promenade. Société de transport de Montréal (STM) (Fig.5), serves the city with a fleet of 1,988 buses, primarily NovaBus LFS’s, covering 149 all day routes, 23 rush hour, 23 night and 45 express routes.

From Montréal it is a long drive following the St. Lawence River, the north shore of Lake Ontario, through the endless urban sprawl of greater Toronto, eventually arriving into central Toronto. Toronto is the largest city in Canada, and the metropolitan area has a population of 7 million people. It is modern, vibrant and cosmopolitan but with a relaxed air and laidback vibe that is helped by its location on Lake Ontario and a beautiful waterfront. The modern architecture, some of it stunning, does overshadow what remains of the older city buildings but not in a detrimental way. City transport is in the hands of the Toronto Transit Commission (Fig. 6) with a fleet of 2,066 buses, plus a fleet of trams and light rail units. The majority of the bus fleet prior to 2015 consisted of vehicles from Orion Bus Industries, whilst more recent deliveries are from NovaBus. The greater metropolitan area is served by Go Transit with an extensive bus, coach and rail network, most well-known to readers will be its large fleet of Alexander Dennis Enviro 500s. Moving on, and a complete contrast as the city gives way to hundreds of miles of lakes and trees before heading inland for even more trees, all within a relatively flat topography.

Eventually, having crossed from Eastern to the Central time zone and into the province of Manitoba, Winnipeg is on the horizon. Offering little for the tourist, this mainly industrial city with a population of 836,250 merely serves as a staging-post for us before continuing west. The city does however have a bus network provided by Winnipeg Transit with 633 buses (Fig.7). In June 2025 a new bus network was launched breaking the network into eight service types with more direct routes and easier interchange points, being called a ‘spine-and-feeder’ system by the Transit Authority. Between 2018 and 2021 the Authority purchased 202 new buses.

If we remained true to the original Canadian Rail route and the song lyrics we would now head off in the direction of Saskatchewan, eventually entering the province of Alberta to visit Edmonton. We however are taking the more southerly route into Alberta, the next stop being Calgary, gateway to the Rockies. The city is probably best known for the Stampede in July. Dissected by two rivers, the city centre is pleasant enough although nothing outstanding. Calgary has had a transit system since 1909 (Fig. 8). Today 1,016 buses operate 269 routes and 216 light rail cars are operated over two routes with a third under construction. Time to move on, The Rockies are calling.

One of the world’s most scenic drives, the 288 km (179 miles) between Banff and Jasper through their respective national parks are outstanding, although climate change has had a dramatic effect on the scenery since we first travelled the route over 40+ years ago. This, however, is Brewster Transport territory which is considered to be Canada’s oldest tourist company (Fig. 9). The history of Brewster was inexplicably linked to the development of tourism in the Rockies, when in 1892 the manager of Banff Springs Hotel made an evening visit to John Brewster at his dairy farm to ask if he knew of anybody willing to guide his hotel guests. It was in 1915 that the first motor vehicle was trialled resulting in an order for five Canadian built Overland vehicles, five seven seat Model 86-Ts and one five seat Model 85. Whilst ownership and management ebbed and flowed between various Brewster family members, financial stability was lacking. In 1965 Brewster Transport was purchased by Greyhound Canada. Subsequently, the business was acquired by Viad Travel and Recreation now trading as Pursuit, a multi-national tourist business, but the Brewster name remains dominant in the Rockies.

Before leaving the Rockies the final town of any size is Jasper, population 4,735 and the place where our travels and the railway once more converge. The Municipality of Jasper provides a three-route bus network using Ford Cutaway vehicles (Fig. 10). From here, both the road and rail routes start to descend out of the mountains and head south towards Kamloops. Whilst the railway line then heads west, we continue south to Osoyoos, an inland holiday resort on the Canadian/USA border where a sign on the lakeside beach reads ‘Going for a swim-remember your passport’. No time for a swim as we head west, eventually reaching Vancouver.

Vancouver has grown exponentially in the decades since our first two visits, the Metro Vancouver population now standing at 3,431,713. The city remains welcoming with a chilled, laid-back and waterside vibe. It is also the last point where we intersect with the cross Canada rail system and is the final verse in the Hank Snow song. On our first visit BC Transit (Fig. 11) was responsible for all public transport. However, on 1^st April 1999 operations were split, services in the Metro Vancouver area were transferred to Coast Mountain Bus Company, an operating subsidiary of TransLink. Coast Mountain Bus Company provides service in all 21 municipalities that make up Metro Vancouver area. Currently 232 bus,13 trolleybus, ten night bus and 6 Express bus routes are operated by 1,414 buses and 262 trolleybuses. Fleet renewal will see NovaBus supply large numbers of new electric buses during 2025-6 and unusually, orders for Solaris Trollino 12m and 18m trolleybuses have been placed for delivery in 2026-28.

Leaving Vancouver, heading south, you cross the Arthur Laing Bridge which affords a wonderful view of the huge transit depot with line upon line of buses and trolleybuses. On our journey we are heading for the ferry to Vancouver Island departing from Tsawwassen Ferry Terminal. The crossing takes 90 minutes, initially across open water before cruising serenely between the Gulf Islands and arriving into Swartz Bay Ferry Terminal. This crossing is well connected to public transport, on the mainland Translink operate bus route 620 whilst on Vancouver Island BC Transit operate two frequent services between the ferry port and downtown Victoria, the island capital. Alternatively, Wilson's Transportation Ltd., under the BC Ferry Connector name, operate an integrated coach/ferry service from various points throughout Vancouver city (Fig. 12).

Victoria, capital of British Columbia with a population of 397,237 has a small town cosmopolitan feel. The 56 route bus network is operated by BC Transit with a fleet of 301 buses (Fig. 13): the majority of older single deckers being NovaBus LFS’s, whilst more recent deliveries are New Flyer Industries XN40’s. Of greater interest, although not for this magazine, are the 47 Alexander Dennis Enviro 500 double deckers in the fleet. Many services operated by the Enviro’s, layover/depart from outside the Legislative Assembly on Government Street, whilst other routes using more conventional buses layover in Belleville Street.

From Victoria it is now a 498km (309 miles) drive to Port Hardy in the north of the island. As you head north the character of the island changes, from the flat well populated south to the rugged, sparsely populated north, where bears still roam. The destination is Bear Cove Ferry Terminal at Port Hardy for the BC Ferries car ferry to Prince Rupert, sailing through the Inside Passage, a journey of 16 hours 20 minutes. Hard to believe, but after all the miles and hours Prince Rupert is still in BC Transit territory and home to a two bus outstation (Fig. 14). Over the last three decades the outstation allocation remains at two vehicles: in 2025 these are GW Vicinity’s operated on behalf of BC Transit by PW Transit.

The long journey north and inland with just a minor diversion to visit the town of Stewart (Canada) and an unhindered walk into the adjacent town of Hyder (USA), eventually brings us to the last major city on the journey and the last transit system at Whitehorse, the capital of Yukon territory. Perversely, the area was better known to the Victorians than travellers in the 20^th/21^st century because of its importance during the goldrush era and still has a frontier feel. Whitehorse Transit is a small fleet of 13 buses operating 8 routes, originally started in 1976 as the Women's Minibus Society and the city became responsible for the network in 1981 (Fig. 15). The original fleet was supplemented with second hand vehicles during the mid-eighties and subsequent fleet renewal has been sporadic, as has support for the operator by city council members. Reading through the archive of council minutes it becomes clear that over the decades the general consensus has been, the network is too costly for a small city with a population of just 31,913. Just as the gold miners of old, we continue north.

The Yukon is sparsely populated, even by Canadian standards, as we travel along highway two before turning onto the Dempster Highway, eventually crossing into the Northwest Territories, and reaching the end of the road at Inuvik. Retracing our route back to highway two, we eventually arrive in Dawson City, but not before encountering a final tourist coach at Dredge No.4 National Historic Site (Fig. 16). We cross the Yukon River and leave Canada via the ‘Top of the World’ highway and enter Alaska, to start a new adventure.   

Fig 001. St. John’s Transportation Commission (Metrobus). BPC 346 (1208), NovaBus LFS with 38 seats, one of nine in the fleet, purchased in 2012. Route 3 has two variants, A and B, the A which this bus is operating misses out Eastern Health and Highland Drive at the northern end of the route. ‘Village’ shown on the destination blind is a large shopping centre at the southern end of the route, used as a timing point, the bus continues a loop around the local area before returning back north.

FIG 002.  A Prevost LeMirage of Greene Coach, Canada alighting from the PEI ferry, June 1990.

Fig 003.  New in 1982, Halifax Transit 867 is a General Motors Diesel Division (GMDD) T6H-5307N New Look, retired from service in 2004. Seen in downtown Halifax on route 7, a short twenty-minute route to the north of the city centre, operating every fifteen minutes. 

Fig 004. Kings Transit Authority No. 65 an ElDorado EZ Rider II (BRT style) from 2021. Seen in Wolfville on service 2E (E denoting east bound), nearing the end of the route, with just seven minutes remaining before terminating in Grande Pre.

Fig 005. Société de transport de Montréal (STM), 40-034, NovaBus LFS HEV, new in 2020. 251 of these buses were delivered in 2020 with two subsequent batches totalling 178 delivered in 2021/2. 40-034 is at the bus stop on Beaver Hall Hill operating route 35 from Angrignon Parc, adjacent to the metro station and large park & ride, in the south of the city to McGill Metro Station in the north. Griffintown shown on the destination screen is located in central downtown, it being a Sunday I am assuming this is a short working. 

Fig 006. Toronto Transit Commission 8523, NovaBus LFS dating from 2016, on Front Street/Union Station terminus about to depart on service 114 for Commissioners St at Carlaw, although the timetable states Lake Shore Garage Loop, a large bus depot just to the east of the terminus. The 114 has a ten-minute headway during the day. TTC operate 215 daytime routes, 27 night routes, 5 community routes, 27 express services. 

 

Fig 007. Winnipeg Transit 919, New Flyer XD40, fitted with Cummins L9 engine and Allison gearbox, delivered in 2024. Photographed on Kennedy Street running off duty from route 10. This area of the city has a few historical buildings housing the Legislative Assembly and Law Courts. 

Fig 008. 7^th Avenue, Calgary, Ontario Bus Industries 01.505 and Siemens U2 light rail units compete for road space. The bus dating from 1981/2 has long been retired, the last of their type operating in 2002, whilst the light rail units dating from 1980, are gradually being replaced. 

Fig 009. Brewster Transport in the Greyhound era. MCI MC-8, ex Greyhound USA, in the bus park at the Columbia Icefield. Just visible are two of several ex-school buses used for hotel/ski transfers.  

Fig 010. Ford Cutaway from the Jasper Transit fleet turns from Patricia Street onto Pyramid Lake Road operating on the Green Route. 

Fig 011. BC Transit V3116 a New Flyer Industries D40 one of 109 units built in 1991, it became 3306 in the Coast Mountain Bus Company upon its creation on 1^st April 1999. Route 404 originally operated from Ladner Exchange to Vancouver International Airport Domestic Terminal, however over the years various amendments to the route has resulted in it now running in the southern district of Richmond, connecting the Riverport Entertainment Complex and Richmond–Brighouse Station.

Fig 012. Parked on the ferry deck whilst crossing from Vancouver to Vancouver Island is Wilson’s Transportation Ltd., C262. Formally 2004 in the Pacific Coach Lines fleet, this Prevost H3-45 is fitted with high capacity seating specifically for the service. 

Fig 013. BC Transit (Victoria Regional Transit System) 4247, a VMC (Vicinity Motor Corp.) Classic V30 CNG dating from 2022, one of fifteen in the fleet. Route 10 operates between the Royal Jubilee Hospital and James Bay Village via downtown Victoria.

Fig 014. BC Transit depot (outstation), just off 2nd Avenue (Yellowhead Highway), Prince Rupert, British Columbia. 6774, OBI Orion 01.504 built in 1981, retired in 2003. 5349, GMDD T6H-5307N "New Look" built in 1973 for Prince George Tours & Transit. Transferred to the Bureau of Transit Services (later BC Transit) in 1978. Arrived in Prince Rupert 1994 and retired by 1999.

Fig 15. Whitehorse Transit, Orion Bus Industries 'Orion I'. An early model with the single swing-in front door. The bus is promoting the 2000 Artic Winter Games. Photographed at the Ogilvie Street Terminal about to depart on what in 2025 is service 101(City Central).

 Fig 16. Westours (Westours Motor Coaches, Inc.), MCI E4500 coach parked at Dredge 4, Dawson, Yukon. Dredging occurred in the Yukon between 1899 and 1966 as a very efficient means of mining for Klondike gold.

Omnibus World

Cotswolds and beyond, year 2.

 

Go Ahead Oxford Wright GB Kite BJ73 WXE.

Back in the Cotswolds and another dry and fine March week. A major and some minor changes: Pulham’s and Swanbrook now under Go Ahead ownership and some minor timetable changes resulting in later start to the days, as the 801 towards Cheltenham now departs Bourton-on-the-Water at 9.25am, five minutes before the travel pass kicks in. Good news for the 801 in the opposite direction, it is now extended beyond Moreton-in-Marsh to Chipping Norton, opening up new travel possibilities.

It is one of the new travel opportunities that was attractive on day 1. Departing Bourton on the 801 10.15am service and arriving into Chipping Norton at 11.05am aboard a Volvo B8RLE with MCV body. The 801 has now been re-routed to Pulham’s depot, situated on the industrial estate to the north of the town, facilitating a driver change. As on the previous visit, the timetable allows for a short layover in Stow-on-the-Wold market square. Tuesday is market day in Moreton-in-Marsh, causing severe traffic congestion in the town centre and by the time we reach the railway station we are four minutes down, but with a quick reversing manoeuvre in the station car park and no passengers to board or alight we are soon making up time. The extension to the 801 follows an almost direct route along the A44, the only diversion off is a left turn into Mosedale, a housing estate on the edge of Morton, for a 100 yards before using the turning circle and returning to the A44. The remainder of the journey is through pleasant, rolling Oxfordshire countryside before a final climb into Chipping Norton and the terminus just off the town square.

The next service departs from the opposite side of the road and is the Stagecoach service S3 Gold for Oxford departing at 11.48am and arriving into Oxford city centre at 12.48pm. The route is operated by Scania N230UD ADL Enviro400 double deckers still in Gold livery with the plush seating, although the interiors are starting to look a little tatty. We are soon back on the A44 climbing out of Chipping Norton and get far reaching views of the Oxfordshire countryside. For bus and coach interest, on the south side of Enstone village, there is a bus stop directly opposite Worth’s coach depot. Eventually, we arrive into Woodstock and pick up a large number of tourists at the bus stop nearest to Blenheim Palace. After which, it is a short diversion through the village of Yarnton, before the long slow drag into Oxford via the Woodstock Road. With just over two hours before the next bus, plenty of time to admire the influx of new electric buses, both single and double deckers being operated by Stagecoach and Go Ahead.

A stroll down to Gloucester Green coach station and time for the next bus. Departing from bay 8 at 2.50pm is Stagecoach S2 to Cheltenham via Witney, arriving into Cheltenham at 4.52pm. This time Stagecoach provide a more conventional ADL E40D MMC with slightly less comfortable seats for such a long journey. We start by retracing the inward journey along the Woodstock Road before turning onto the A40 and a very slow journey into Witney, a pleasant market town with many old buildings and a Stagecoach depot, where we wait whilst a driver change takes place and pleasantries are exchanged. The bus service leaves Witney in a southerly direction and enters the village of Curbridge before crossing the A40 to a large new housing development and then returning to the A40 on route to Burford. In Burford we pick up our last passengers, the residue of pupils from the large secondary school still loitering around an hour after the end of the school day. From here the service continues along the A40 with wonderful views from the top deck until the final diversion off into Northleach, a small quintessential Cotswolds village. Despite our bus having a clear destination blind, two people stopped the bus to ask if we were going to Cirencester. From here we return to the A40 travel through the suburbs of Cheltenham, arriving into Royal Well Bus Station on time.

 A stretch of the legs is called for, despite Pulham’s 801 service standing on the stop ready for the 5pm departure. This is an additional departure since Go Ahead acquired the business. We, however, will return to the bus station for the 5.30pm departure. A Mercedes Benz Citaro stands ready for our final ride of the day. Getting out of Cheltenham in the rush hour is a slow process, especially around the hospital and by the time we get onto the A40, retracing our route from the previous journey as far as Andoversford, we are already 12 minutes down. The run through Andoversford is quite lengthy, taking the old Gloucester Road before using a narrow lane to join the A436 and eventually rejoining the A40 heading back towards Cheltenham, then turning right for the final dose of scenery high in the Cotswold hills and dropping down into Bourton. Arriving at the same bus stop 8 hour 9 minutes after we departed.

After yesterday’s exertion, day two is more leisurely, starting at 10.25am in Bourton aboard Pulham’s 801 to Cheltenham. A beautiful clear morning to enjoy the view again, progress is swift, stopping to allow one passenger to alight at the Notgrove turning, seemingly in the middle of nowhere. No new passenger board until we reach the outskirts of Cheltenham, we finally alight at the General Hospital to enjoy a stroll in the park and a cup of coffee. It is a short walk from there to stop 9 on Clarence Street for Stagecoach service 41A to Tewkesbury. It is a slow crawl out of Cheltenham and we pass the previous 41, the driver exchanging details with a car driver, both examining the rear of the bus as they do so. As a consequence of the accident, we pick up several passengers, happy to take our driver’s advice about reaching their destination. We make good time once on the A38 dual-carriageway before turning off and visiting two new housing developments to the south-east of Tewkesbury. From there, it is a short journey into the town centre. The town sits at the confluence of the Avon and Severn rivers and has a beautiful Abbey built by the Normans. Plenty of time to take all this in and enjoy a good lunch before boarding the four times a day 351 Stagecoach service to Gloucester. This is the indirect service taking 62 minutes rather than the 30 minutes on the direct service. Departing at 2.35pm, this is the last service of the day, using many of the narrow lanes between the A38 and A471 the service takes in several of the small villages always with the backdrop of the Malvern Hills. Many of the lanes are single track and the mums on the school run seem content to reverse, obviously this is a daily occurrence. In the village of Staunton it is the turn of the bus to reverse, having entered a small housing estate and travelled a few hundred yards the bus reverses into a close which has its own bus shelter, and we return in the same direction back onto the main road for a short fast run until the next turn off by the BP petrol station. The village of Ashleworth is the next stop before yet another return to the A471 at Hartpury where three passengers board. The bus is now approaching Gloucester city centre, but not before one final turn off. This time into what appears to be the B&Q car park, it is however the entrance to a large retirement village and after driving though the car park to the main entrance, we execute the second reverse of the journey, returning through the car park and back onto the main road for one final time. From there it is a short journey through school traffic to the bus station. Just two bus journeys remain, the first is a take your pick, a 94 or X94 from Stagecoach or the 99 from Pulham’s. The first to arrive is a Gold livery decker on the X94 and we are soon away to Cheltenham, via the impressive GCHQ buildings. The final bus of the day is a surprise, an Optare Solo on Pulham’s 801 5pm departure, for another slow crawl through Cheltenham, just like yesterday.

Stagecoach YT21 DVO in Cheltenham.

For the third and final day we are back at the bus stop in Bourton for the 10.20am 801 towards Chipping Norton, this time alighting in Moreton-in-the-Marsh. The 801 is due to arrive at Morton Station at 10.45am, exactly the same time as the Stagecoach 2A to Stratford-upon-Avon is due to depart from the station. To gain a minute we jump off at Moreton Corn Exchange and dodge the traffic to cross the road to the opposite bus shelter ready for the 2A. This is an irregular service which along with the 2 serves many of the villages in this part of the north Cotswolds. The largest residential area is   Chipping Campden, a pretty town which provides the last two passengers before the large  new development of Meon Vale just south of Stratford where the final passenger of the journey boards. We arrive into Stratford on time at 11.52am. Attempting to leave the bus takes some effort, the bus stop being directly outside McDonalds where the world and his wife are queuing for lunch. Having an hour before our next bus we set off for a more tranquil spot. 12.58pm and back at the bus stop, this time without the crowds and we are waiting for the Stagecoach service 28 to Evesham which arrives six minutes late. A rather tattie AD E40D caters for a good loading, the local college having just turned out and we set off ten minutes late for the 1hr 7mins journey to Evesham. After the Cotswolds, the scenery is rather bland, consisting of flat farmland and small unremarkable villages. We alight at the rather grandly described Evesham Bus Station, which consist of two bus shelters in a layby and a number of the local undesirables occupying the seats whilst enjoying their tins of alcohol and smoking some unusual looking roll-ups. At 2.18pm a plain white Wrightbus Streetlite DF, with the driver enjoying a picnic spread out over the steering wheel, is waiting for our next departure: the 540 to  Tewkesbury. This being a service operated by Rotala Diamond there is a degree of scepticism as to whether it would run, as the company is not renowned for reliability or professionalism and our fears are justified when an attempt is made to start the bus. The click, click of the starter motor followed by some frantic pushing of the gear selector buttons doesn’t bode well. Eventually the bus is coaxed into life and with just three passengers on board we set off. As if to emphasize our concerns, the first bus we pass coming in the opposite direction is sitting forlornly at the side of the road, passengers looking into middle distance, with the driver standing on the pavement with his mobile phone in hand. Our bus takes an indirect route through several villages all with a backdrop of the Bredon Hills and we lose our other passenger in Ashton under Hill, leaving just the two of us to continue into Tewkesbury. The uncertain element of the day out of the way, it is time to relax, better still time for a cup of tea. The next bus can be any Stagecoach service heading for Cheltenham, which turns out to be a 41. From there, it is, for the final time, Pulham’s 801 back to Bourton.

For the second year in a row Bourton-on-the-Water has proved a great location for a bus trip short break and the Cotswolds were as beautiful as ever.

Pulham's GG73 BUS Volvo B7RLE with MCV body in Cheltenham.

ROTALA Diamond Bus Wright Streetlite DF in Evesham.

 Omnibus World

Malta 2024 – Bring a cushion.

 

BUS 111, King Long XMQ6127J entering Marsaskala seafront at high tide.

A third visit to this wonderful island and a third operator in charge of the public transport network. During the first visit the buses were operated by independents and their eclectic mix of vehicles; Arriva were in charge during the second visit and this year it was ALSA, using the Malta Public Transport (MPT) brand. The 430 buses are now a modern mix of King Long (diesel and electric) and Otokar, with Mercedes Benz making up the majority of the rest.

Pre-planning a trip is easy using the MPT website, and purchasing a travel card from the airport information desk could not be simpler. For €25 you get seven days unlimited travel on the network in Malta and Gozo, a single trip cost €2.50. Unfortunately, what you do not get is a comfortable seat as the buses are fitted with Kiel seats covered in moquette without any padding, hence the title of this article.

Stepping outside the airport terminal, the bus stops are directly in front of you. We were staying in Valletta, so required the X4 which operates every 30 minutes to the central bus station, although in reality you alight on Vjal Lr-Re Dwardu VII, just in front of the Triton Fountain.

Valletta Bus Station is a modern L shaped open-air concourse with the majority of local routes departing from the ‘A’ bays nearest to the Triton Fountain, whilst longer routes depart from ‘B’ bays, around the corner from the main concourse. Day 2 and the first bus of the day departed from bay A2, the 10.10am No.1 to Isla with a journey time of 23 minutes. Isla (Senglea) with an area of just over half a square mile is the most densely populated locality in Europe. The bus terminates in the heart of the town by reversing into a two-bus bay in the town square. After an extensive walk around the undulating streets, the next journey was to be on the 12.56pm departure of route 124 from Isla to Marsaskala. However, the bus failed to arrive and some quick thinking was required to find an alternative way between the two towns. The next departure was service 1 to Valletta and the solution was to take this bus until it reached the main road and then change onto service 91 coming from Valletta and terminating in Marsaskala, which runs every 12 minutes. Service 91 enters Marsaskala along the sea front, passing the bus terminus and doing a loop around the headland before returning to the bus terminus. Once a Roman port, Marsaskala is home to around 12,000 inhabitants and a pleasant place to while away a couple of hours. Service 91 would provide us with a final journey of the day back to Valletta, departing Marsaskala through the narrow back streets before entering an area of open countryside and returning to the densely populated villages of Fgura and Paola. 

Day 3 is another warm sunny October day and this morning’s departure is 9.50am on route 74 from bay A5 in the bus station, alighting in Zurrieq. Not the prettiest of routes as it skirts the industrial warehouses around the perimeter of the airport before serving the villages of Mqabba and Qrendi. The majority of passengers alight at the Ħaġar Qim Park Visitor Centre just before the bus turns onto the coast road and the remainder of the passengers alight to walk down the hill and visit the Blue Grotto. We opt to remain on board and continue to Zurrieq in the hope of getting a seat on the next bus which is coming from the airport. Zurrieq town square with its public toilets and cafe claims to have a bus station, in reality it is a bus stop used by seven routes. This morning, the first bus to arrive is a Mercedes Benz Citaro driver trainer, departing just ahead of our bus which is the 10.54am service 201. The 201 is a scenic route along the south west coast road, retracing our previous route 74 as far as the turning for the Blue Grotto. This time turning off the coast road and travelling downhill to the village of Wied Iż-Żurrieq, passing several passengers who alighted from the 74 thirty minutes earlier. Thirty-four years ago at this point the driver stood up, touched the effigy of the Virgin Mary, made the sign-of-the-cross, sat back down, released the handbrake and coasted down the hill on a road more rustic than it is today. The remainder of the journey has far reaching sea and coastal views followed by historic towns and villages before climbing to the hill top city of Rabat and the fortified citadel of Mdina 47 minutes later. The evening return to Valletta is a case of standing at the central bus stop in Rabat and boarding the first bus that comes along, having a choice of six routes. However, on this evening there are wide gaps in the services, and by the time a bus arrives it becomes a scrum to board. Not for the first time we will learn that in Malta there is no such thing as a full bus.

ALSA, Malta Public Transport BUS 650, Otokar Vectio C (9.6-metre). Sitting at the Isla terminus.

Day 4 and the longest day. Service 41 departs from bay B6 at 9.30am heading for Cirkewwa, the departure point for the Gozo ferry. A journey time of 1hr 53mins with much of the first half through urban sprawl between Valletta and Mosta, before hitting open countryside on route to St. Paul’s Bay and the coast, climbing to Mellieħa before descending to Cirkewwa. The next challenge is running the gauntlet of sightseeing ticket touts that stand between the bus and ferry ticket office, with just enough time to purchase a €4.65 return ticket to Gozo. Once on-board, time for tea and buns before arrival at Gozo and facing the next line of sightseeing touts and scrum for the service bus. From this point the day is flexible, getting on the first bus that comes along. A surprise to find a new Foton electric bus, operating the short park & ride service to the top of the hill, is sitting at the bus stop. First normal service bus to arrive on the stop was operating route 323 to the capital Victoria via several small villages either side of the main road. Victoria (Rabat) is the capital of Gozo: it is known for the medieval Citadel and has a bus station in the town centre. After lunch and a good walk, by late afternoon we are back at the bus station in time to board service 310 for the eleven-minute journey to the seaside resort of Marsalforn. We remain onboard whilst the bus makes a one-way loop around the town and alight at a central bus stop, just a few yards from the seafront. This is a ‘bucket & spade’ resort with a pleasant promenade filled with bars and cafes. The final journey on Gozo is service 322 back to the ferry and it is a real surprise. This is the most scenic bus route on Gozo/Malta, climbing through open countryside visiting the villages of Xagħra and Nadur before descending into the ferry port. Once back on Malta it was another case of first bus to come along heading in the direction of Valletta or Sliema, and it turned out to be the 41. The twilight ride gave the opportunity to see how the urban areas transform after dark.

Final full day and a short 23-minute journey on service 2 from stand A2 in the Valletta bus station to Birgu. The route was scheduled to terminate in the town square, however after serving the waterfront we returned to the main road and headed up hill to the coach park outside the Inquisitors’ Palace. No word from the driver, but as the engine was turned off we assumed this was the end of the route. A short walk down into town explained all, the square was under reconstruction with no vehicular access. Birgu, population 2633, is an ancient maritime city known as ‘Citta Vittoriosa’ and is packed with history, artistic and architectural interest as well as moorings for large super yachts. Late in the day, we rejoined service 2 on the waterfront, heading for a ten-minute layover in the coach park before returning to Valletta. 

It’s the final day and after spending the morning mooching around Valletta, as the rain set in, we head for one final time to the bus station and stand B3 for the X4 back to the airport. 

Malta is a wonderful out of season destination, with mild sunny days and easy to navigate by bus. At €25 the seven-day bus ticket is great value, provided you don’t mind a numb bum.

BUS 294, Mercedes-Benz Sprinter 516CDi about to depart the bus station on service 133 Valletta Circular.

BUS 216, King Long Amigo Electric departs Valletta Bus Station.

BUS 892, arrives into Zurrieq on service 201 to Rabat.

GVN 834, Foton C10 EV operating the Mġarr (Gozo) park & ride service.

Victoria (Gozo) bus station.

Omnibus World

Unexpected electric.

 Warrington BV24 LUJ, Volvo BZL with MCV body departing from Warrington bus station.

The uncertainty began the moment I stepped outside the front door. The first service of the day was the 22 between West Kirby (Wirral) and Chester operated by Al’s: they lost the Happy a few years ago. The problem with this service is that early running is the norm rather than the exception and is linked to how long and how frequent the drivers like for a cigarette break. Unfortunately, speed and driving style also leave a lot to be desired. Previous experience had shown that the three-minute connection with the Traws Cymru service at Chester bus station was possible. But, the best laid plans……….

Today the bus came along on time (Optare Metrocity V1010MC B36F, ex New Adventure Travel), the journey was sedate and by the time we arrived in Chester, with a full load of passengers, we were seven minutes late. As the bus pulled into the bus station, the driver of the service into Wales gave our driver a cheery wave, and that was the connection gone. However, I had a plan B, by the time I strolled around the bus station concourse, waiting on the same stand as the bus I had just missed, was an Arriva X30 heading for Warrington and the opportunity to look at the new Volvo BZL/MCV electrics. The bus was standard Arriva DAF/Wright for the 1hr 22mins journey to Warrington via Frodsham and Runcorn. Saturday running times leave plenty of slack and there was time to admire Frodsham farmers market before circumnavigating the Runcorn Busway, a road system that always confuses me. We travelled at a leisurely pace, arriving a few minutes early into the modern Warrington bus station, with its adjoining large indoor shopping centre. At first glance, things did not look hopeful, only one electric bus and that was parked up, out of service. But first-things-first, lunch and loo.

What a difference a day makes: sorry wrong song. Thirty-minutes later and there was a sea of yellow in the bus station, with the electrics coming and going on several routes. Time for a ride, as befits the developing theme of the day, whatever comes in next will be the bus to board. As luck would have it, it turned out to be a 32 to Widnes Market, a convenient location for an onward service to Liverpool. The Volvo BZL did not disappoint, with a pleasant interior, well-spaced seats and clear audio-visual presentation and no intrusive rattles. The driver, whilst professional, was very keen to take advantage of the rapid, smooth acceleration, and on corners, there was a sensation that the bus was compensating for all the weight in the roof by somehow forcing itself into an upright stance. Not an unpleasant sensation, just unusual. The 32 proved an interesting route with plenty of variation over its short distance. Passing through traditional housing alongside the Old Liverpool Road, before a short sprint on a dual-carriageway and a one-way circuit of Penketh village which the audio-visual informed us was a hail and ride area. The final section was a tour of two large housing estates before entering Widnes via the old high street and finally the new edge of town shopping centre. Objective achieved and we arrived at Widnes. As per the theme of the day, whatever Liverpool bound service comes along first, I will jump on.

It turns out to be an 82A, operated by Arriva. Taking 1hr 18min, the route heads out of Widnes through two housing estates before hitting open countryside, passing through the villages of Halebank and Hale. Just a few yards after leaving the conservation village of Hale is the perimeter fence of Liverpool John Lennon Airport and it was a strange sight to be confronted by an Airbus A320 taxing to the end of the runway, ready for take-off. Before reaching the airport proper, there was the delight of Speke, a large housing estate that you would not want to linger in. The bus entered the airport via a back gate, requiring permission from security to pass through two barriers, with warning signs on the roadside telling drivers of financial penalties if they stop on the road. Plenty of time to spare at the airport bus station with the driver inviting any passengers who fancied a smoke to join him on the concourse. The final stretch of the bus journey started with a drive through the rundown area of Garston before turning onto the A561 for a long start/stop drag towards the city centre and into Liverpool One Bus Station.

After all that sitting down, a chance to stretch the legs, with an enjoyable walk along the waterfront before heading across the city centre to Sir Thomas Street and the final bus of the day. It was a case of boarding either the 471 or 472 whichever came along first. However the primary objective was to achieve a front seat on the top deck, this being the first double-decker of the day and enjoy the ride through the Mersey Tunnel. On weekdays this is not a problem because the services start at Cook Street, a quieter stop at the top of town, but at weekends the services turns short and boarding becomes a scramble. As luck would have it a 471 is the first bus to come along and one hour later it delivered me to the same stop I departed from eight hours earlier.

Phew, must be wine time.

BV24 LRJ parked in the bus station.

Omnibus World

Two days in Dunedin, New Zealand 2011.

 

Otago Road Services Ltd AQW935. Leyland Leopard PSU3E/2R with NZMB/Hess B45D body, new 1980 to Dunedin City Council Transport Department as JK3010. Transferred to Citibus Ltd in 1991, sold to Otago in 2002. Sold to Otago Heritage Bus Society Incorporated, Dunedin.

Dunedin is the administrative centre for the Otago region and the second largest city on the South Island of New Zealand after Christchurch. It is a harbour city of about 134,000 people, almost one fifth of residents are students. Famously, Dunedin is home to Baldwin Street, which, according to the Guinness Book of Records, is the steepest street in the world. The first trolleybuses operated in 1950 and by the 1960s the city had 76 trolleybuses, however by 1983 all trolleybuses had gone.

Otago Road Services Ltd. FSM635, MAN SL202, Coachwork International B45D, new in 1986. ex MT9705; ex (620) MT9705, Red Bus Ltd, Christchurch. Sold to Tramway Historical Society Inc, Ferrymead, Christchurch.

Buses in Dunedin are organised by the Otago Regional Council. A total of 64 buses currently operates on 25 bus routes. Dunedin City Council-owned operator Citibus was the major operator until 2011 when Passenger Transport (New Zealand) purchased Citibus from Dunedin City Holdings, and was subsequently bought by Go Bus. In 2024 the operation is part of Kinetic NZ.

Otago Road Services Ltd. FDN478, MAN SL202 with CWI B57D body, new 1986 as NF2114 to Christchurch Transport Board later Red Bus (a City owned company). Changed registration November 2009. Sold to Otago Heritage Bus Society Incorporated, Dunedin and a later sale to Ferrymead Mens Shed (Canterbury Bus Museum), Christchurch.

In 2011 driving into the city centre from the south, you immediately came across the bus depot which is located at the junction of Princes Street and Melville Street, just south of the city centre and a short distance from the Octagon where most services passed through. One of the few advantages of cruise ships docking in a city is the amount of extra passenger traffic they create: a great benefit to the bus enthusiast as it proved on day two of our visit when vehicles from the second largest operator in the area, Otago Road Services, were out and about.

Passenger Transport Services CHW222, MAN 12.223 with Designline B39D body, new 2004. ex Citibus Ltd, Dunedin and Red Bus Ltd, Christchurch. In 2024 with Kinetic NZ at the Invercargill depot.

Established in 1947, Otago Road Services operated buses commercially and under contract to Otago Regional Council. The private routes that had run since the 1950s from Dunedin to Green Island, Abbotsford and Fairfield were lost in 1991 as a result of tendering by Otago Regional Council who took responsibility for the network of bus services in the late 1980s. Otago Road Services were successfully in regaining some routes in the 2002 tender round, however, were lost to Dunedin City Council-owned Citibus, in 2006 round of tenders. Otago continue to operate a fleet of private hire and school bus vehicles.

Passenger Transpot Services ATS393, MAN 10.155 with Ansair Orana B27D body, new 1997.

2024 update, gathered from local press reports.

The central bus hub, established in 2019, is now located on Great King Street. In 2023 Go Bus were reported to be planning to move the depot from Princes Street to Portsmouth Drive making way for residential development. Go Bus is introducing 16 new buses on urban routes, these will be Volvo B7 with Kiwi Bus Builders bodies. In early February 2024, Ritchies introduced 11 Yutong E10 battery electric buses to its fleet. 

Passenger Transport Ltd CHW221, MAN 12.223 with Designline B39D body, new 2004. Ex Citibus, Dunedin and Red Bus Ltd, Christchurch. In 2023 with Kinetic NZ at the Dunedin depot.

Citibus Ltd WA1240, Dennis Dart with Designline B39D body, new 1997 to Ritchies. Ex Red Bus Ltd, Christchurch. Now sold for non-PSV use.

Line-up at the Dunedin bus depot, located at the junction of Princes Street and Melville Street. Just a short walk from the city centre.

Dunedin bus depot with DZG301, MAN 10.150 with Designline B33D body dating from 1989 for sale. It was sold for non-PSV use. Note the Bristol VRT, registration TQ7480 in the background. 

Omnibus World

Skagway, Alaska at the turn of the century.

 

Westours (Westours Motor Coaches, Inc.) coaches in the depot Skagway, Alaska.

The Municipality of Skagway Borough, located in the Upper Lynn Canal at the head of Taiya Inlet, is home to the northernmost ice-free, deep-water port in North America and known today as a port of call for many of the cruise ships plying these waters.

Skagway is historically considered the gateway to the Gold Rush of 1898, and today has a permanent population of 1,240. For the road traveller there are two ways of approaching the town - either by car aboard the Alaska Marine Highway System ferry that plies its trade from Bellingham, Washington State to Homer Alaska, or driving from Yukon, Canada via the White Pass.

This might seem unlikely territory for a major coach operation, but a short walk from downtown on the Klondike Highway soon dispels that notion. There, on the right-hand side of the road is what today is known as the HAP (Holland America Line and Princess) Bus Yard which supplies vehicles for the cruise ships in Alaska and Canada's Yukon. A collaboration of both cruise companies with headquarters in Anchorage, Alaska and operating just under 300 motorcoaches. Before HAP came HAL, Holland America Line (Westours), Inc., a holding company that controlled three subsidiaries: Westours Motor Coaches,  Evergreen Trails and Westmark Hotels of Canada. On 8^th April 2002 HAL acquired Horizon Coach Lines Ltd., with its operations mainly concentrated in Canada.

Gone are the days of the gold rush, replaced by the rush of motorcoaches as they whisk the cruise passenger on day excursions into the Yukon and woo betide any car driver that gets in their way. On one occasion a convoy of coaches was preceded by an escort vehicle clearing the road ahead to ensure speed was maintained on the steep inclines.

For a more sedate experience the Skagway Street Car Company operates a sightseeing tour from the historic downtown area, and at the time were using White Model 706s dating from 1936/37. I believe these vehicles are now located in Yellowstone National Park. The company makes tentative historic links to Martin Itjen, who in 1923 gave Alaska's first motorized sightseeing tour in Skagway.

The best time to enjoy Skagway is when all the cruise ships have gone and the town reverts to its sleepy, dusty former frontier self. Walking along the boardwalk you can almost hear the jangle of spurs, so grab a stetson and find your inner John Wayne.       

Prevost Model: H5-60. Westours (Westours Motor Coaches, Inc.). 1990 Prevost Model: H5-60 coach in the depot Skagway, Alaska. Sold to Absolute Charters. Converted into an RV in October 2019.

 Skagway Street Car Company, 1936 White Model 706.

Skagway Street Car Company. 1937 White Model 706.

Omnibus World

The feudal kingdom of Burnhamland.

I have seen the future: it is yellow and BEE awful. 

If you were given the chance to create the future model for combined health and social care services in this country and made a total shambles; when you managed to get your Police Authority put into special measures; when you cleansed the homeless and poor from the city centre to make way for shiny new tower blocks built by your developer chums, what would you do next? Answer: you would take a financially viable transport network away from the operators, ‘nationalise’ it and place the financial burden on the electorate.

But, let’s start with two bus journeys that spearheaded quality contracts which the bus industry in this country should have developed. In both cases the routes feature Stagecoach, Arriva and Merseytravel. Route 472 from Heswall arrived in the form of a Gold livery Scania from Stagecoach for a one hour journey via the Mersey Tunnel to Liverpool, always exciting from the top deck front seat. A quick walk around the corner into Queens Square, Liverpool for the 10 service to St. Helens, not the 10A as this takes an additional 15 minutes. The big question is: will this be my first ‘yellow’ sighting? Merseytravel have a small fleet of hydrogen deckers allegedly working route 10, but no luck. Never mind, the 10 takes 60 minutes to reach St. Helens so every chance of spotting one on route, but no luck, and the same on the return journey. Perhaps these futurist buses were no more than a click and paste PR stunt by the local mayor. What is it with Labour mayors and the colour yellow? Red I could understand, but not yellow. Did central office make a bulk purchase of paint years ago and now has a warehouse full of tins, enough to paint 20,000 buses yellow?

Hatton's SN66 WLA. Alexander Dennis E20D B29F.

Arriving in St. Helens, once a bastion of small independent operators, it is now left to Hatton’s and Huyton to elevate the sea of aquamarine that dominates the bus station. Time for a cup of tea, 90p in the café at the end of the bus station before boarding Arriva 320 which departs every 30 minutes and takes 49 minutes to Wigan. No sooner are we underway than it’s time to enjoy an extended visit to New Boston, as we fight our way through a set of temporary traffic lights, just 100 yards from the still functioning traffic lights at the junction. Pavement battles ensue as vehicles go off-road and many one and two finger salutes exchanged. Eventually, progress is made before a slow procession through Platt Bridge with plenty of time to admire the local scrapyard specialising in buses. Several ex-Stagecoach Merc’s and a couple of body frames, now unrecognisable, stand proud as a glorious landmark for visitors. But no time to ponder, we must ‘gird our loins’ for we are about to enter Burnhamland.

Suddenly, they are upon us, BEEs in front, turning from the left, turning from the right, and without warning coming up behind. The interior of our little Arriva DAF/Wright is enveloped in a yellow hue of double-decker BEEs. Hunting in packs they are out to intimidate, blocking out the view of the historic and scenic wonder that is Wigan Pier. But then, with their modernish glass and steel hive in view they suddenly peel off left to deposit their recently acquired nectar (passengers) in their laire. Whilst we make a circumnavigation of the town centre before entering the bus station via the lower end. Entering this bastion of milk and honey offers little reward. No sign of a queen bee offering assistance to would be passengers, no chance of using the loo until security extricate the little old lady and her wheeled shopping bag from the turnstile. Time to venture out of the bus station as Wigan town centre has some historic buildings displaying its former wealth from the cotton trade and the former market hall is now undergoing a huge redevelopment. 

 

 Diamond NW MX20 KXD. Wright Streetdeck H45/29F.

No time for loitering, I can hear the diesel buzzing of a swarm of BEEs calling me back towards the hive. There are two swarms, the largest being Go Ahead NW, with a motley selection of worker bees from nationwide: the older members of the swarm are double-deckers, many having had surgery to their bodies, whilst the youngsters are single-deckers and many newly delivered. The smaller of the two swarms is the Diamond NW, recognisable by the Wright Streetdecks, some still fledglings with blue plumes yet to mature into full yellow BEEs. Many of the Go Ahead swarm appear to be twins, coming in and out together and displaying the same route number, safety in numbers from any predators who are still loitering (Stagecoach and Arriva). The beekeepers, a dishevelled bunch with no common uniform, sit on the retaining wall of the hive creating great plumes of smoke. Presumably they subdue the swarm whilst it briefly buzzes in and out, or perhaps the king bee Burnham is about to visit to extract more honey (money) from his unsuspecting acolytes. Anyway, time to move on before I (like the local electorate) get stung, 

 

 Go Ahead SK73 CRJ. Alexander Dennis E20D MMC B37F.

Back in the hive, this time for the other Arriva route that goes between Wigan and St. Helens, the hourly 352 via Orrell and Billinge. A lovely run across the hills with expansive views. It is obviously too windy for the swarm as there is not a hint of yellow in sight. Finally, time for a rerun back to Heswall. The 10 from St. Helens is soon full as the local college is in and it’s time for home. We soon start playing leapfrog with two 10A’s and a 10B all the way back to Liverpool and all well loaded. It never ceases to amaze me how far students are prepared to travel for their education, and there is me thinking everybody under 20 had an environmental conscience. That’s a story for another day, time to buzz off home.

 

 Go Ahead NW SN14 TUJ. Alexander Dennis E40D H45/30F.    

The stats. (Source: public documents)
TfGM
£400 million government funding to TfGM since the start of the COVID-19 pandemic.
£18 million 8th June 2023 to ensure the stability and reliability of the transport network.
The above is in addition to £1.07 billion funding through City Region Sustainable Transport Settlements, £39.7 million for active travel schemes and £19.87 million through Levelling Up Funds for transport.
A fixed sum of £13 million of Bus Service Operators Grant plus (BSOG+) 2023/4 and again in 2024/25.
A further £8.8 billion was announced for a second round of CRSTS 2 for 5 years from 2027.
Franchising will be funded from a combination of the approved capital budgets of c£86m, and the approved revenue budgets of c£134.5 million, associated with the transition to bus franchising; and from net revenues generated from bus franchising for the period beyond transition.
 

BEE Network tranche 1.
Commenced September 2023.
188 routes in phase one.
Timetable changes on 44 bus services.
50 (BYD Alexander Dennis Enviro400EV) electric buses.
Estimated revenue totalling £400m will accrue over seven years.
Diamond sold 134 buses to TfGM and the depot for £30.41m.
2023/24 Bus franchising budget £15.9m.
Cost of purchasing Stagecoach Wigan depot unknown.
Many official TfGM documents redacted. 

                       Diamond NW MX21 ASV. Wright Streetdeck H45/29F.

Omnibus World