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

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

Azerbaijan & Nakhchivan

BakuBus MMC 15599 (99·JU·284). BMC Procity 12 CNG, new in 2019. One of 510 in service with the operator. Operating service 125 from 28 May metro station to the southern suburb of Lokbatan, a distance of 21km with a 10-minute headway. Photographed on Neftchilar Avenue heading out of the city.

The Republic of Azerbaijan sits on the borders of Europe and Asia with a coastline on the Caspian Sea; land borders with the Republic of Dagestan, Iran, Georgia and Armenia; has the enclave of Nakhchivan. With a population of 10.2 million the capital is Baku, main language is Turkic and the currency is the manat (1 manat = 47p). This former part of the Soviet Union is now a ‘democratically elected one party state’, rich in gas and oil reserves.

The Nakhchivan Autonomous Republic is a land locked nation situated in the southwest end of the Lesser Caucasus and covers an area of 5,500 KM² with a population of 444,400. It has a 246km long border with Armenia; 204km with Iran and 11km with Turkey. Since the second Nagorno-Karabakh war of 2020 and the 2023 Azerbaijani offensive, the Republic is only accessible to foreigners by air. Biblically, Nakhchivan is said to be the resting place of the Prophet Noah and that the cleft peak of Mount Ilandag was carved out by Noah's Ark. The Republic is also considered one of the least polluted countries in the world, with no major industries and vast areas given over to mountains and national parks.

The capital of Azerbaijan, Baku, has a population of 2.62 million. The terrain is hilly, levelling out on the seafront with a 14km long promenade. The streets are often narrow, and the architecture is a mix of ancient, Soviet and spectacular modern. Public transport includes a two-line metro system, 70 city bus routes, 124 suburban routes, 6 minibus routes in the city and 17 in the suburbs; carries 350,000 passengers daily and is overseen by Baku Transport Agency (BTA). Tickets are purchased using the ‘BakkaKART’, a pre-loaded smart card. The municipal operator is BakuBus MMC with two bus garages, each has a capacity of 300 buses. Two large independents, Cinar Trans LLC and Khaliq Faiqoglu (part of the SAFA Holding group of companies) plus 41 small operators contribute about 2,168 buses to the network, with the minibuses, normally white, accepting only cash (0.30 manat in the city), payable before alighting. Passenger loadings are always heavy with services suffering from day long traffic congestion, and most routes continue to midnight and beyond. 

BakuBus MMC 67197 (77·JA·829) heads a line-up of four out of a total of 205 currently operational BMC Neocity 9M CNGs, new in 2022. The buses are lined-up at the Nizami Ganjavi Park terminus of route 10. Route 10 is a convoluted route east/west through the city centre, the western terminus being at the Zefir Shopping Mall. 

 

Baku’s public transport has seen huge investment and between 2015 and 2020, 603 medium and large-capacity buses were purchased, these included 300 buses bought in 2019. In 2020 115 Turkish built BMC buses were ordered, 80 were 12-meter long and 35 9-meter-long BMC Neocity. As a result of the Clean Bus Declaration (BUS2025), one BYD 12-meter electric bus was purchased in 2023. A second electric bus from China's ZhongTong Bus was purchased in 2024. Recently the Economy Ministry has signed an agreement with BYD to assemble vehicles locally. Major purchases have also been made by the two large independents, Cinar Trans LLC has invested in 150 new vehicles since 2017 and Khaliq Faiqoglu, who operate 300 buses (the blue buses in Baku) have received Otokar or Isuzu types for their city routes 18, 52, 61, 65, 79, 85, 96, 135 and 199.

         

BakuBus MMC 15406 (99·JB·291). BMC Procity 18 CNG, new in February 2020 and one of 20 in service. Photographed passing the architecturally amazing Heydar Aliyev Centre on route 13 towards the large park & ride/interchange site Mezhdunarodnyy avtovokzal.

Ganja is Azerbaijan’s second largest city (population 335,600) and owes much of its history to being on the original silk road. The city saw bombing by Armenian forces during the 2020 Nagorno-Karabakh war. Between 1955 and 2004 the city had an extensive trolleybus network. Today most routes are operated by mini and midibuses of various ages and from several manufacturers. Information on the network is limited, although ten routes were observed.

20·EY·910 Karsan ATAK operated by Azər Avtonəqliyyat in Ganja. The vehicle was new to Baku in 2018 and came to Ganja in October 2023. Photographed passing the Ganja branch of National Academy of Sciences of Azerbaijan on Shah Ismayil Khetayi Avenue.

Sheki is a small city on the slopes of the Greater Caucasus Mountains (population 68,460). There are 16 bus routes operated by minibuses (Marshrutkas) primarily of Mercedes Benz manufacture, the vast majority Mercedes 208D’s with the occasional 507D. Despite their age, these vehicles manage the hilly terrain with gusto: routes 11 and 17 climb to The Palace of the Sheki Khans situated at 800m above sea level, fully laden with passengers, showing little sign of their age. 

55·BJ·0882, PAZ-3205 operating route 22 in Sheki. Route 22 operates between the Olympic complex, bus terminal, hospital, theatre, old bazaar, caravansary, The Palace of the Sheki Khans, and children's hospital. The route climbs to over 800m on a steep incline. The bus is returning to the city centre passing the caravansary. 

Nakhchivan City (population 94,500) is the administrative centre for the Autonomous Republic. A small walkable city with wide boulevards, a result of Soviet planning, that provide a one-way system for the bus network. Until 2004 there was a trolleybus system consisting of three routes. Today the city buses are mostly Isuzu and King Long midibuses whilst suburban buses are fleets of Mercedes 208D/408D’s. The main bus station is in the north of the city at the junction of Dilgam Pishavari Road and the M7, whilst the out-of-town minibuses congregate around the central market in the south of the city. 

O·014·MR a MAZ 206 in Nakhchivan city. The only one of this type seen during the visit.

Ordubad is the second largest city in Nakhchivan, built on a hillside close to the Iranian border and is a mixture of modern and medieval architecture. The local bus service travels up Emin Sadliq Road, with the primary objective to get residents up the steep hill from the bottom of town using Mercedes 208D/408D’s.

75·BA·039, a KAvZ 3270. KAvZ is a subsidiary of the GAZ Group. Photographed in Ordubad, Nakhchivan, now acting as a motorhome.

Throughout the visit it was difficult to identify coach operators as most vehicles carried no signwriting. They were however quite modern vehicles. The current favoured large vehicle type is the Neoplan Cityliner, whilst slightly older vehicles mainly consist of Mercedes Benz Travelgo’s. New midi-coaches are TEMSA and all smaller coaches Mercedes Benz Sprinters.

99·JB·060, 99·JB·010, two of the numerous Neoplan Cityliners seen throughout Azerbaijan. These are parked at Heydar Aliyev Centre.

Azerbaijan is investing heavily in transport infrastructure. The recent agreement between the country and its neighbour Armenia to open a transit corridor between the two parts of Azerbaijan will see both road and rail links established. The investment in buses seen in Baku might spread to the hinterland. For now  Azerbaijan remains a hidden treasure.

Faiqoğlu 1044 (99·JM·354), Anadolu Isuzu Citiport 12, new in 2016 and one of 55 in service. The bus is arriving at the Yaşıl Bazar terminus on Khatai Avenue, Baku.

GAZ-3221, 55·BE·099 heading up hill on route 11 - new bazaar; bus terminal; old bazaar; caravansary; The Palace of the Sheki Khans; children's hospital; Olympic complex. Despite its age and heavy passenger loading, the vehicle makes the climb to over 800m with aplomb.   

75·AF·186, a PAZ-672 looking smart for its age, in the car park of the Dusdagh Salt Mines’ Hospital, Nakhchivan. The PAZ 672 was produced between 1968 and 1989.

77·CF·108 has a Sunsundegui Sideral body possibly on an Iveco chassis. Parked at the Qobustan State Reserve on a school trip.

                                                                                            OmnibusWorld

Iran

Euro 3 alive and well, Iran 2017.

'Why?' is the first question asked when you tell people your holiday destination. The answer is simple: to the younger generations it is Iran and the various images it conjures up, but to an oldie like me it is Persia, with millenniums of history and tales of Arabian nights. 

 
Tehran BRT. A King Long XMQ610001, on Azadi Street heading towards the city centre, operating BRT Line 1 on the segregated bus lane. Note, to the rear of the bus, a traffic police officer guarding the entrance to the bus lane.
 


'Caution traffic merging from the left', is the first road sign you see when emerging from Imam Khomeini International Airport in Tehran, and yes it is in English, as is much of the road signage in Iran, but driving is far from English in style. At first glance you might think Iranians are poor drivers but if you watch closely they are skilled: slotting into the smallest gap, never using mirrors, indicators or brakes, making sudden three point turns at will and having a total disregard for lane discipline. They do however admit to having a total disregard for pedestrians.  Once you take all this on board, a journey by public transport seems less daunting especially as flights from the UK arrive in the middle of the morning rush hour. Travelling the 50km into the city centre is a quick cure for any overnight grogginess. 

 
Photographed on Keshavarz Boulevard, Tehran, Oghab-Scania 3112 City Bus, fitted with Scania DC09 115 engine, ZF gearbox, 12m Oghab body B45F + 28 standing. Since 2000, Oghab/Scania (Oghab Afshan Industrial and Manufacturing Co.), with a manufacturing base in Semnan, has produced more than 2600 coaches and 1000 buses.


Tehran, the capital of Iran, has 8.5 million residents within the city and over 15 millions in the environs. The city has an extensive local bus network and bus rapid transport (BRT) system, both soon encountered on the journey from the airport with the BRT vehicles at this point using the normal road network and sitting in the traffic congestion. The segregated BRT lane appears in the middle of the dual-carriageway once you enter the central districts, with entry and exit points controlled by traffic police on point duty.

Public transport in the capital generally operates from 6am and finishes between 10 and 11pm. United Bus Company of Tehran has been in existence for over 55 years with a workforce of 8,500 and manages about 6320 city buses, 4398 of these are operated by 16 private sector companies, plus an additional 1078 mini buses.  In all, there are 230 bus lines, covering 2718 km and carrying  approximately 4,500,000 passengers per working day. The majority of buses on normal services are dual-door Mercedes Benz 0457 (Iran Khodro Diesel) or Renault (Shahab Khodro). The cost of a single ticket is less than 10p and must be pre-purchased from ticket booths located close to bus stops or in bus stations, although most locals use preloaded 'tap-out' travel cards. At this point it is worth mentioning passenger etiquette on local services: women use the centre door to board and sit to the rear of the bus, whilst men board at the front and sit on the seats between the front and centre doors. When alighting, the women use the centre door whilst the men tend to use either door, and both sexes then make their way to the front door to either use the 'tap-out' machine attached to the step grab handle or hand a ticket over to the driver. If you do not have a smart card, you can offer cash to the driver who is not permitted to accept it so will often let you board without paying, because offering to pay shows your sincerity! When alighting, generally pushing the bell is unnecessary as drivers have to stop. However, if no one is waiting at the bus stop, the driver might call out to see if someone wants to get off, and if no one replies, the driver usually keeps going. Despite what might look like a hap-hazard system, dwell time at stops is low.

Yutong ZK6128HGE (also displaying Iran Khodro Diesel IKD CO supplier's lettering). Operating on route 71, departing the bus stop outside Zinat Almolk House on Lotf Ali Kahn Zand Street.

The first BRT line was introduced into Tehran in 2007,and today there are ten lines denoted by colour with a single journey using a smart card costing about 5000 Rials (12p). Within the first year, passenger numbers increased by 77 per cent, up from 214,000 to 380,000 daily on the 18km Line 1. Presently the ten BRT lines cover 171.8 km in length and operate 1345 12m rigid and 15m artic buses carrying close to 2,000,000 passengers per day. Bus stops, known as 'Stations', are between 36–44 metres long with a protective cover against sun heat, wind etc and are fully wheel chair accessible. The BRT is a safe, fast and efficient way to get around Tehran, however, using the BRT is not recommended in rush hour. The buses operating the system are showing their age, a result of ongoing international sanctions that has resulted in limited imports. King Long and Yutong artics are much in evidence. The first batch of King Long XMQ6180G 18 meter BRT vehicles were delivered in 2008. The batch was specially adapted for local needs with entry facilities for wheelchairs and a partition dividing the interior into male and female sections.

On leaving Tehran, like most people, we headed to the far south of the country before working back north to the capital. Shiraz is 930km from Tehran and the journey can be made by plane, train or express coach. There are 20,000 intercity buses in Iran and approximately 30 coach operating companies, such as Seirosafar, Ham Safar, and Iran Peyma. Most companies offer several daily departures on popular routes aboard standard and VIP-class coaches. Coaches usually stick to their timetable but 15-minute delays do occur, usually deliberate to allow for late passengers. Up-to-date timetables can be found on each company’s website, however, the websites are not in English so it helps if you know someone who speaks Farsi. Fares are low, for example, travelling on a VIP bus from Tehran to Shiraz, taking up to 13 hours, costs approximately £14, with hourly departures between 11am and 10pm. A focal point for buses in the city centre is the roads around the Arg-Karim Khan fortress with many of the now familiar Mercedes Benz (Iran Khodro Diesel) types laying-over. More modern Yutong ZK6108HG are in evidence. In June 2017 Shiraz became the first city in Iran to test the BYD K9 all-electric demonstrator, using large-capacity lithium-iron-phosphate batteries, that, when fully charged, provide sufficient energy for over 150 kms of urban service. This vehicle is currently touring other major cities in Iran as part of an initiative to improve air quality that started in 2015, when the Tehran public transport fleet took its first hybrid CNG buses.

Departing Shahrdaari Bus Station, no more than a roadside pull-in on Shohada Square (a roundabout), next to  the Arg-Karim Khan fortress, Iran Khodro Diesel Mercedes Benz 0457. Iran Khodro Diesel Company was established as Khawar Industrial Group in 1966. In 1999 it merged with Iran Khodro Company to become Iran Khodro Diesel.

One of the main reasons for visiting Shiraz is to take an excursion to Persepolis, the magnificent Unesco World Heritage Site just a few kilometres away. The site is also home to one of the largest coach parks you are ever likely to see, capable of holding hundreds of vehicles on a single level, windswept, dusty plain. This site provided the opportunity to take a straw-poll of Iranian coach operators’ vehicle preferences. Without doubt the winner, by a big margin, is the Scania chassis/engine, Oghab body combination. Oghab (Oghab Afshan Industrial and Manufacturing Company) has manufactured more than 2600 coaches and 1000 city buses in Iran since 2000. The other popular combination is one which is very familiar, the Volvo B12B 9700, whilst the remainder are a motley collection of familiar European brands, MAN & Neoplan, VDL, Mercedes Benz. The Chinese share of the market is confined to the smaller 9m (35 seater) models, again familiar to operations in many parts of the world.

The 463km journey north through desert, mountainous landscape and Pasargadae, home to a Mercedes Benz 0457 converted into a builder’s store, brought us to Yazd, a city which sat on the silk road route and now has a population of 432,000. The first sighting of public transport in Yazd occurs just after leaving the motorway,and the Atlasi bus and coach station is a small two platform interchange located on a roundabout. Continue down Timsar Fallahi, a long straight avenue, towards the city centre and you come to the much larger Abouzar bus and coach station which is situated on Abouzar Square, and is in fact a very busy roundabout with an abundance of buses. This city has a more diverse fleet, both in colour and vehicle type. There are still large numbers of older Mercedes Benz but interspersed with more modern Renault Eurobuses and Pishro Yadak City Buses. 

The most common coach combination in Iran, Oghab (Oghab Afshan Industrial and Manufacturing Company) 4212 Maral body on Scania K Series. The coach is parked in Salman-e-Farsi with some of Yazd's famous wind-towers behind. These were the original home air conditioning system. 

The journey continues another 324km north to the city of Esfahan, once the capital of Persia, and now the second largest city in Iran with a population of just over two million. Entering the city from the east and travelling parallel with Zayandeh Rood (life giving river) along Salman Farsi Street you cross the intersection with the north/south BRT line at Bozorgmehr Bridge. The line runs north to the Bagh Qoushkhaneh Bus Terminal and south along the Zobahan Freeway. Currently a single 17km system, opened in 2013, operated by Esfahan and Suburbs Bus Company, using red liveried King Long XMQ6180G1 artics and 100 locally built Asia PishroDiesel (formally Pishro Yadak) 12m rigid city buses. The remainder of Esfahan is served by an extensive conventional buses network of 105 routes, utilising a number of small bus stations and roadside interchanges dotted around the city. Yet again the bus fleet consist of Mercedes Benz 0457, Renault Eurobuses, Pishro Yadak and more modern Oghab Scania-3112  vehicles, and a mysterious white three axial rigid that kept disappearing into the distance on Hakim Nezami Street which might be a tri-axle Oghab/Scania Arrian.

The final 450km across the desert on a well maintained motorway takes us via Kashan, a small, very conservative city renowned for its merchant houses and gardens. Arrival at midday coincided with the schools changing shifts, and as both the schools and school transport are segregated, resulting in an abundance of Iranian built Mercedes Benz 0309, Khodro Diesel school buses. The small local bus service is operated by blue Renault Eurobuses. The final part of the journey back to Tehran takes you close to two of Iran's nuclear establishments, the only time politics came into play and when cameras had to be hidden away.

Juggling for position in the evening rush hour, a selection of buses at the municipal bus station at the top of Bagh-e-Goldaste Street, Esfahan.

Owners and drivers are very proud of their Euro 3 credentials, often displaying the fact in bold lettering on the vehicles. Iran's bus manufacturers are making concerted efforts to convert existing vehicles to CNG, develop Euro 6 and hybrid models, often in collaboration with European manufacturers. With the lifting of international sanctions, it can only be a matter of time before all these Euro 3 models disappear and become as scare as Leyland double-deckers in Iran. 

Heading away from the city centre along Amir Kabir Street in Kashan, a Renault Eurobus from the local municipal operator.

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End to End ~ Cuba February 2020

The country

The Republic of Cuba is an island nation located 90 miles off the south coast of North America with the north shore on the Atlantic Ocean and the south shore on the Caribbean Sea. A socialist country with a land mass of 110,860 square kilometres, it is 1,250 km (780 miles) long and 191 km (119 miles) across its widest point and 31 km (19 miles) across its narrowest point with a population of 11.5 million. The capital is Havana with 2,130,081 residents: Santiago de Cuba and Camaguey are the other two major centres of population.



The country is supported financially by Russia and China; however since early 2020 has been suffering severe hardship with a shortage of basic food, medicine, fuel and gas due to a blockade of shipping by the American Coastguard. This situation is most obvious to tourists travelling by road as coaches and buses are not exempt from queues at filling stations or lack of fuel.

B135 620, Giron XII-Pegaso operating a school excursion to Castillo De Los Tres Reyes Del    Morro.



The journey

Havana, located on the north western coast, is the starting place and this journey goes initially west then crosses to the east of the long and narrow country, eventually returning to Havana.



The Omnibus National coach station is on the outskirts of Havana, and is on route to the national highway which provides the only sighting of the ubiquitous "camelo" articulated truck/trailer buses, once a common sight on the streets of Cuba, looking forlorn and abandoned on the roadside.



Viñales which is a small settlement in an area of mogotes, caves, mountains and tobacco plantations, is the most westerly point of the journey. The town contains a small bus depot with a fleet of Diana vehicles in Ómnibus Escolares and standard service livery. A double-decker sightseeing service connects all the major landmarks around the town.

Empresa Provincial De Transporte De La Havana, Yutong ZK6180HGC

The long journey east starts by retracing the outward route towards Havana before circumventing the city via the southern ring road. Eventually the shores of the Caribbean Sea are reached at a place known in modern history as the 'Bay of Pigs' before arriving in the small city of Cienfuegos. Cienfuegos is set around a bay with a grid style road system, and public transport consists of a small fleet of buses from 9m up to 12m in length. The centre of operations is focused on Pasedo El Prado, the longest boulevard in Cuba, although a popular mode of transport is the eight-seater horse & cart taxi. Set five blocks back, the Terminal de Ómnibus on Calle 49 provides a basic building and small yard for express services provided by Omnibus National.

Ómnibus Nacionales depot in Las Tunas.

Highway 12 provides the next short leg of the journey to Trinidad, a small city with narrow streets and a large pedestrianised historical centre. The limited town bus service is provided by elderly Diana models and a Yutong double-decker sightseeing bus. To the east of the centre, at the junction of Calle Chanzoneta and Calle Amistad, operators use a site which functions both as a terminus and yard. Services operated by TransMetro and heading west start here, and travel through the centre using roadside bus stops for picking up. Omnibus National use the second coach station in the city centre on Calle Gloria, known as Terminal Viazul & Astro, which is a rundown site with booking office and undercover waiting area, on a narrow street not suited to modern day coaches.



The national highway again provides the main route for a journey down the spine of the country. Departing Trinidad, skirting Sancti Spiritus and on to Camagüey. Once again, Camaguey is a town with narrow streets in the historical quarter and only one route for a midi bus service. The newer outskirts that are around the inner southern ring road are served by conventional buses, and slightly further to the south on the road out of the town is a terminus for Omnibus National and for several routes served by the popular trucks with seats in the back. The Provincial Transport Company for Camagüey district transports 110,000 people daily; the operation was expanded in 2016 when 23 new two-door Diana buses were added to urban routes, along with another 15 large buses each capable of carrying between 150 and 160 passengers.



Continuing ever eastward, the uninspiring town of Las Tunas provides the next bus interest. Local services are provided by a mix of vehicles including single decker articulated buses. The main interests are the large Omnibus National depot and, next door, the slightly smaller Transtur depot which are located on the ring road. Moving on to Holguin, the next town of any size, as you enter the town there is yet another large Omnibus National depot and immediately next door, an even larger depot of Omnibus Holguin. From here the route turns south via the birth place of Castro at Biran to Santiago de Cuba, the second largest city in Cuba. A day excursion continues the journey east via the highest view point on the island at Gran Piedra and close to the infamous Guantanamo Bay.



Starting the long return journey, the first major town is Bayamo with a small intercity bus terminus on the outskirts. The journey now resumes the route taken on the way out, bypassing Camaguey before overnighting in Sancti Spiritus which is a beautiful small city with a smart fleet of Dianas that are operated by EPT Taxibus. Tourist express routes 16 and 25 operated by Viazul bus from Trinidad serve the city which is home to a new inter-provincial coach station for over 2 million passengers a year. Finally, on to the provincial capital, Santa Clara, that is home to the Monumento Emesto Che Guevara and scene of the famous train bombing during the civil war. Bus services are provided by green and white liveried Cubanicay Omnibus. Just the long drive back to Havana remains.



Cubans drive on the right, however they use the left hand (centre) lane of dual carriageways as the default lane, moving over to allow overtaking. The standard of driving is very high: speed limits are obeyed; indicators appropriately used; potholes dodged and full awareness of all other road users, eg bikes, pedestrians, tractors, horse/oxon & carts and roaming cattle. It is the law that any road vehicle with spare seats must stop and offer a lift to residents standing on the roadside with the exemption of coaches carrying tourists and cars with ‘T’ registration plates. Hitchhiking is a way of life, either using thumb & finger or holding out a few Pesos to indicate a willingness to pay. At major gathering points, marshals are deployed to halt vehicles and control loadings.           

Diana manufactured bus converted for sightseeing but being used on rush hour service in Santiago de Cuba.

The Vehicle Manufacturers



CAISA

Evelio Prieto Guillama Bus Production Company (CAISA), located a few miles west of Havana in Guanajay, manufactures the popular Diana bus which is assembled from imported CKD kits and locally produced GRP panels. The factory currently employs 400 workers and in 2018 built 480 Diana buses.



The origins of the factory can be traced back to the Soviet era with production peaking in the 1980s. Between 1970 and 1980, approximately 15,000 Giron buses based on a Paz 672 chassis were produced. Production ceased in the ‘Special Period’ which is the time in the early 1990s when the Russians departed and left the entire Cuban economy in tatters. Production resumed at the end of 2012 when the Diana bus was launched.



Since 2014 Yutong has jointly developed the 7.5 metre Diana with CAISA, with seating for 25 and room for 18 standees, although, as in the case of all buses operating in Cuba, this is a conservative figure because no bus is ever too full and no one is left standing at a stop. In total, it has produced 1,475 Dianas since 2014.



In 2019 an agreement was signed with the Russian manufacturing group PAZ, a subsidiary of Gaz, to assemble 250 PAZ-32053 chassis with euro 4 engine from imported parts. The finished product will seat 26 with a total capacity of 45. The final product will also be badged ‘Diana’.

EPT Cubanicay Omnibus outside Hotel Central on Leoncio Vidal Park, Santa Clara.

Yutong

The modern PSV transport scene is dominated by Zhengzhou Yutong Group Co., Ltd. (Yutong). Cuba has been one of its main overseas markets.  In 2005, 400 Yutong buses were imported which made it the largest export order in Chinese bus history at that time. By March 2006, the 1000th Yutong bus had arrived and by May 2007, the total ordered had risen to 5348, earning a place in the Guinness Book of Records for Export. Over twenty bus models have been introduced to the island since 2005.



In 2008 Yutong agreed to deliver 200 coach knock-down kits for assembly by CAISA. In 2015 a further order for 1,833 units was received. By 2017 Yutong had launched the first hybrid bus in Cuba and during 2018, 40 hybrids were imported.

B137 111, Transmetro (Empresa de Transporte de Trabajadores), Yutong ZK6107HA makes a tight turn from Calle Gutiérrez in the historic centre of Trinidad.

Marcopolo

At an economic summit in 2012 the Brazilian bus manufacturer expressed an interest, with CAISA as a partner, to develop a production site within the Mariel special development zone (ZDE). By 2014 the technical development was well advanced but the project faltered over the availability of international loans.



Hino

The remnants of the once large Hino fleets can still be found throughout the island, or at least purporting to be Hino if the badges are to be believed. In the 1970s, batches of 500 and 550 were delivered and by the mid-1980s most public transport consisted of Hino, a company revered by the Cuban transport industry.



The Operators

Buses appeared in Havana in the 1920s and by 1952 transport in the capital had already consolidated under two large companies: La Cooperativa de Ómnibus Aliados (COA) and Autobuses Modernos S.A. (AMSA). Transport was nationalized in 1959 and both companies came under state control in 1961. The extensive city network continued to expand and by 1984 accounted for nearly 4 million daily journeys. The start of the “special period” in the early 1990s caused havoc with most operators and services disappearing, but eventually led to the introduction in 1994 of the camelos. It was only in 2011 that a gradual recovery of the extensive network began. All operators are under state control and in general, operate identical vehicle types. Some individual companies are only for the Cuban population or a particular profession whilst others provide visitor services.



Empresa Provincial de Transporte de La Habana oversees passenger services in Havana using a fleet of over 900 buses from 16 depots with 1.1m passengers a day. There are fifteen bus terminals, five of them for the main routes and ten for secondary and feeder routes.



Metrobus (Metrobus de La Havana) currently operates 17 main routes in Havana, identified by the letter P (P1 – P16 + PC), using a fleet of single-deck articulated vehicles with a standard fare of 5CUC. This is the successor to the "camelo" network. The company began life in 1994 created from Ómnibus Urbanos de la Habana and used camelos until 2005 when the first articulated buses arrived. The network underwent further consolidation in 2007. Secondary (Guaguas) routes, little changed in decades, use numbers, 1- 490 not in a continuous sequence. Feeder routes begin with the letter A (A1 – A97) whilst local services connecting neighbourhoods begin with the letter C (C1 – C7 + CF9 and CF114). 

Metrobus de La Havana 744, Yutong ZK6180HGC in Calle Industria 

Transmetro, Empresa de Transporte de Trabajadores (Workers Transportation Company), was created in 2007 and provides services for tourism employees and associated government organizations across the country. It operates a total of 998 buses from over 21 bases including 23 routes in the capital and carries over 30,000 passengers per day. The company supports local services in the province of Santiago de Cuba, where reliable public transport is an issue, using a fleet of fifty 44 seat buses.



National Omnibus Company (Ómnibus Nacionales) (EON) formerly known as Astros, operates 828 coaches reserved exclusively for Cubans. The nationwide network of express services uses a fleet of Yutong coaches in blue livery, less luxurious and often a lot older than those used on tourist express services.



Transgaviota. This company has its origins in the transportation of Soviet advisors in the 1960s. The current board of directors is headed by senior military personnel. The company describes itself as offering a wide range of tourist services although the most visible element is the coach fleet which operates across the country and the (green) open-top sightseeing buses in Cayo Santa Maria and Varadero. As the website no longer functions, gaining an insight to routes and timetables is impossible, but a troll through the Twitter feed gives some indication of the services on offer. 

 
B166 956, Transgaviota Yutong ZK6831HE on a hotel pick-up opposite Central Park in Havana.


 
Viazul Transporte por Omnibus has provided intercity services throughout the country for nationals and tourists since 1996 with more than 20 daily departures from Havana. Its coaches tend to be acquired second hand and kept for many years. Some of the Mercedes used until recently were twenty plus years old whilst the oldest Yutong dates back thirteen years.



Empresa Transtur S.A., formed on October 13^th 1980, is a multi-faceted travel and freight company. The company specialises in in-coming tour groups but also provides a nationwide network of express services which are focused around tourist hotels. To the visitor, it is the most visual of all the companies. Its blue & white livery can be seen on over 1500 coaches and open-top buses that operate from fourteen depots with support from a further seventeen branches and 200 sales offices. Open-top sightseeing buses operate in Guardalavaca, Havana, Jardines Del Rey, Santiago De Cuba and Varadero. 

B176 772, Transtur 3694. A Yutong ZK6122H9 on tourist duties in Viñales.

Whilst many may mourn the loss of variety and the mix of curios that once operated on the streets of Cuba, it is fair to say that the Island still holds much interest for the PSV enthusiast. It just requires seeking out. The island is in something of a time warp and, whilst the locals might not agree as they struggle daily with the difficulties that international sanctions bring, the architecture and natural beauty make this a traveller’s haven.

Motor Coach Industries (MCI) MC-9. Several were donated and are used by sports teams with baseball being a national sport. 

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