The New Routemaster (previously named New Bus for London) is a three-door, two-staircase diesel-hybrid bus. It originally had an open platform design with conductor which lasted until September 2016 on routes 9, 10, 11, 24, 38 and 390.
This article features texts from Transport for London (TfL), the Greater London Authority (GLA), and Government and UK Parliament websites about the New Routemaster, including specifications.
Let’s take a look at the press release of the passenger service launch day of the New Routemaster which took place on 27th February 2012.
From TfL Press Release
First passengers jump aboard the new bus for London
It will make a significant economic contribution to the manufacturing industries, while also helping deliver a cleaner, greener and more pleasant city.
• To be quickly joined by seven more of the innovative super-green buses
• First bus to be designed specifically for Capital's streets in more than 50 years
The Mayor of London, Boris Johnson, will today (Monday 27 February) deliver on his manifesto pledge to introduce a 21st century bus that draws inspiration from the iconic Routemaster, as the first new bus for London enters passenger service.
The bus will pick up its first fare paying customers in Hackney at around midday as it plies its trade on one of the Capital's busiest bus routes, the 38, which runs between Victoria and Hackney.
Stunning piece
All eight prototypes will be in service by the end of May.
The Mayor of London, Boris Johnson, said: 'From today Londoners will have the chance to jump aboard this stunning piece of automotive architecture on which every feature is tailored to the London passenger.
'It represents the very best in British design, engineering and manufacture and is a demonstration of what can be done given imagination and determination.
'But it's not just a pretty face. The green innards of this red bus mean that it is twice as fuel efficient as a diesel bus and the most environment-friendly of its kind.
'When ordered in greater numbers it will make a significant economic contribution to the manufacturing industries, while also helping deliver a cleaner, greener and more pleasant city.'
The new bus has a host of exciting and innovative features including three entrances and two staircases to enable fast boarding and alighting of passengers; the reintroduction of an open rear platform; LED lighting; new seating moquette and wireless bell pushes.
The new bus utilises the very latest green engine technology and is the most environmentally friendly bus of its kind.
Cutting edge
In tests at Millbrook Proving Ground, the engineering test vehicle emitted only 640 grams per kilometre (g/km) of carbon dioxide (CO2) and 3.96 g/km of oxides of nitrogen (NOx) - less than half of the CO2 emitted by a current diesel bus (1295g/km) and under half of the NOx emitted by a current diesel bus (9.3g/km).
In testing, fuel economy was also better than twice that of a standard diesel bus at 11.6mpg
TfL's Managing Director of Surface Transport, Leon Daniels, said: 'This vehicle really has set a new standard.
'It utilises the latest cutting edge engine technology to deliver phenomenal fuel economy and emission performance.
'It has also been manufactured using a range of innovative materials and techniques.
Phenomenal speed
'However, the most significant achievement of this whole project is the phenomenal speed with which a vehicle of this quality has been taken from the drawing board onto the streets to pick up its first fare paying passengers in a little over two years.
'That is really something.'
The Mayor first announced his intention to create a new bus in the run up to the 2008 Mayoral election.
A competition was launched in July 2008 that sought to harvest design ideas for a new bus for London that drew inspiration from the iconic Routemaster but was fit for the 21st century.
Competitive tender
This would be the first time a bus had been designed specifically for the streets of London in more than 50 years.
The competition was a huge success with more than 700 entries received from professionals and non-professionals of all ages from five continents.
The ideas harvested from the design competition were provided to manufacturers who then took part in a competitive tender process to win the right to manufacture a new bus for London.
Wrightbus, a family owned company based in Ballymena, Northern Ireland, emerged from this process as the winning manufacturer in January 2010.
Initial design
London based Heatherwick Studio was also appointed to provide independent advice on the development of both the interior and external design of the bus to ensure the project remained true to the original vision and objective the Mayor had for this iconic bus.
In May that same year the public were given the first glance of the new bus when the Mayor unveiled the initial design for the bus at the London Transport Museum.
Within months, in November, a life-size three dimensional mock-up of the bus has been constructed.
The mock-up was used to physically test how the computer designed bus would look and feel.
Refine the design
The mock-up was also used to engage with stakeholders, including leading mobility and accessibility groups, and some very useful feedback was used to refine the design.
In May 2011, an engineering test vehicle was unveiled at Millbrook Proving Ground in Bedfordshire.
This vehicle underwent months of intensive structural, engineering and emissions testing and drove more than 6,000 miles in conditions simulating operation in London.
The bus crossed the Irish Sea and was unveiled in Trafalgar Square just before Christmas.
Positive reaction
Early this year the bus undertook a tour which included eight London boroughs along with Westfield Stratford City and Westfield London shopping centres.
With more than 10,000 people viewing the bus during the tour, the bus with its iconic design received an overwhelmingly positive reaction from the public.
Since this time the bus has been undergoing the necessary final testing, certification and licensing to enable it to carry passengers.
The New Routemaster was controversial and had various issues including air cooling problems which led to window openings being retrofitted, expensive battery replacement due to faults with the earlier models which left the diesel engine running non-stop and collisions in which drivers claimed the vehicle accelerated out of control.
The concept of a specifically designed double-deck bus with open platform and conductor to replace the AEC Routemaster was discussed before Boris Johnson was elected as London Mayor in May 2008. Boris Johnson’s 2008 Mayoral election policy was to create a ‘New Routemaster’ for the purpose of bringing back the open platform bus with conductor which allowed passengers to jump on and off between bus stops, especially when the bus was stuck in gridlocked traffic.
Below are the texts from Parliament, London Transport and Greater London Authority (London Mayor) websites:
House of Commons debate: London Regional Transport
Volume 187: debated on Monday 11 March 1991
Mr. Ken Livingstone
(Brent, East)
We also wanted to initiate a major programme of capital expenditure so that there would be a major shift throughout the coming decade towards an improved and expanded public transport system. I told him that we wanted to build the Jubilee line out to docklands and the Hackney-Chelsea line, and that we wanted to extend some of the existing tube lines and build our own buses which could be specifically geared to conditions in London—a modernised version of the Routemaster for which Londoners have always had an affection.
House of Commons written answer: Buses
Volume 286: debated on Monday 2 December 1996
Mr. Spearing
To ask the Secretary of State for Transport what (a) statutory powers and (b) financial options he exercises in respect of the conditions pertaining to bus design on routes let by tender by London Transport Buses to private route operators; and what discussions he has had with London Transport Buses concerning the continued use of the Routemaster bus in central London.
Mr. Bowis
The manufacture of Routemaster was brought to an end by the actions of the then Minister of Transport in 1968. Currently, Ministers have no specific powers on bus design for buses of operators franchised to run bus services in London. These are matters for London Transport, which has made it clear that it expects to see Routemasters continue on routes particularly in central London, so long as they remain available and in good condition.
House of Commons written answer: Buses
Volume 290: debated on Tuesday 4 February 1997
Mr. Spellar
To ask the Secretary of State for Transport, pursuant to his answer of 29 October 1996, Official Report, column 102, on European Commission proposals for a directive on the standards of buses, what proposals his Department has made that the directive should make provision for the construction of new open-platform buses.
Mr. Bowis
I have been concerned that the current generation of Routemaster buses should be protected and that European directives do not rule out the possibility of similar buses being built and operated in the future. No specific proposals for the provision of the construction of new open-platform buses have been suggested by my Department. When the Commission's proposals are published, we shall study them to see what the implications will be for the future construction of open-platform buses.
London Transport website from 1997
The history of the London Bus
Today all but a very small percentage of London bus routes are operated in this way. The other major transformation in the last 25 years has been LT's decision to buy buses from the manufacturers rather than design itself a bus suited specifically to the congested conditions of London's streets. The buses running in the Capital today include double- and single-deck vehicles, and shorter midibuses which are more suitable in environmentally sensitive residential areas. Increased awareness of the needs of passengers with disabilities has also had its impact on bus design with both "kneeling" buses, where the front suspension can be lowered at stops to allow easier access, and others with a wheelchair lift.
London Transport Statement of Strategy - 1997
London Transport Buses
Routemaster Buses
67.
A key issue for LT Buses in the future is the eventual need to replace the Routemaster bus, which makes up some 10% of London's bus fleet. Several respondents supported the Routemaster bus for varying reasons, such as the convenience of boarding and alighting, its attraction to tourists and the advantages from having a conductor. On the other hand, there is no doubt that the open platform raises safety issues and the high steps make it much less accessible than new buses. There can also be a substantial cost premium. However, a balance has to be struck between these conflicting factors. For the time being, LT Buses will support the retention of existing Routemasters where reasonable, and indeed, London Central are buying new engines, more friendly to the environment, for 38 of their Routemasters and new five year contracts have been awarded for Routes 14 and 38. For the longer term LT Buses recognises the features of Routemasters that passengers value and, where realistic, will seek to retain these in any vehicle that replaces them.
London Assembly - Bus Priority Issues Investigative Committee
Options for Bus Service Improvements in London - 29 March 2001
1.3.13 The commitment to retain Routemasters on many central London routes where the alternative is an equally inaccessible underground network does reduce accessibility to and in the central area for many categories of passenger.
1.3.14 Measures to improve access to the network include:
• Developing an accessible replacement for the Routemaster.
Meeting: MQT on 2003-06-18
Reference: 2003/1137
Question By: John Biggs
What progress have you or TfL made in the design of a successor to the Routemaster? Can you give hope to the many Londoners who regret the passing of `classic" routemasters and which of their attributes would you like to make greater progress towards retaining in their successors?
Answered By: The Mayor Ken Livingstone
Date: Monday, 23rd June 2003
The Routemaster has served London exceedingly well for over 40 years. However, I believe that Londoners recognise the benefits which modern fully accessible vehicles can bring to London. The Routemasters greatest attribute is the speed of boarding and TfL have a number of initiatives to ensure that the modern wheelchair accessible buses which will replace Routemasters offer the same or better benefits. The two most significant initiatives include the open boarding arrangements on the four bendy bus routes already introduced and the "Pay before you Board" proposals for all the 300 bus stops in the West End from 23, August 2003. I believe that these proposals along with the promotion of other fares initiatives to reduce the number of passengers paying cash on the buses will lead to a network which offers enhanced benefits compared with the remaining Routemaster routes.
Meeting: MQT on 2003-12-17
Reference: 2003/2271
Question By: John Biggs
How are you going to save Routemasters, other than perhaps as tourist buses? Was any progress made with the design of a successor vehicle?
Answered By: The Mayor
Date: Monday, 22nd December 2003
I have asked TfL to look at the potential for appropriate ongoing uses for Routemasters - as you say tourist buses would be an obvious area to look at. There are no specific plans to design a successor vehicle for the Routemaster. TfL is in constant discussion with the vehicle manufacturers regarding design of new vehicles, and is actively encouraging manufacturers to look at designs which will make vehicles even more accessible and attractive to all our passengers. They will not, however, have an open platform as product liability prohibits design or manufacture of these.
Meeting: Plenary on 2004-01-14
Reference: 2004/0041
Question By: John Biggs
Will there be a new routemaster? Or do you think Londoners will come to love their modern buses?
Answered By: Ken Livingstone
Date: Monday, 19th January 2004
TfL is in constant discussion with the vehicle manufacturers regarding design of new vehicles, and is actively encouraging manufacturers to look at designs which will make vehicles even more accessible and attractive to all passengers. They will not, however, have an open platform like the Routemaster, as product liability would prohibit design or manufacture. There is every indication, through market trends, correspondence and telephone calls with passengers, that Londoners are already very pleased with the modern, fully accessible buses that have been introduced over the last few years. A number of significant improvements, including the introduction of bendy buses, has led to a step change in the perception of and use made of the bus network.
Meeting: MQT on 2005-11-16
Reference: 2005/2080
Question By: John Biggs
As I was one of the 'ghastly dehumanised morons' who advocated the scrapping of Routemasters can I welcome you to my fraternity? But can I also urge that we continue to critically challenge bus design and aim for a new iconic design for London?
Answered By: The Mayor Ken Livingstone
Date: Monday, 21st November 2005
TfL continues to work closely with stakeholders to understand and accommodate the varying needs of passengers. This work is principally undertaken through the Bus Design Forum - facilitated by London Travelwatch - at which passengers are consulted on developments in bus design. In addition, however, TfL understands passenger needs through liaison with stakeholders as well as through direct contact with passengers themselves. By their nature icons are not specifically designed but we must ensure that bus designs of the future meet the expectations of all our potential customers. TfL will, however, certainly continue to develop the bus network in such a way that the barriers to using public transport are removed.
During December 2005, an Early Day Motion in the House of Commons called for a wheelchair accessible 'Child of Routemaster' to succeed the AEC Routemaster.
EDM (Early Day Motion) 1202: tabled on 06 December 2005
Tabled in the 2005-06 session.
This motion has been signed by 89 Members. It has not yet had any amendments submitted.
Motion text
That this House expresses concern at the decision of Transport for London to remove the Routemaster bus from its position as a full working part of the capital's transport network; notes the findings of a recent opinion poll showing that 90 per cent. of Londoners would like to see the Routemaster back in service and the evidence for the buses' energy-efficiency and the security provided by the presence of a conductor; further notes that the Mayor of London pledged to retain the service at the last Mayoral election; supports calls for a viable Child of Routemaster design which would allow better wheelchair access to be properly considered; and calls on the Government to make representations to the Mayor to ensure the future of the Routemaster is reconsidered.
Why is the New Routemaster not a half-cab bus with permanent open platform?
It’s almost impossible for TfL to get bus manufacturers to build a traditional style half-cab with permanent open platform buses due to product liability and design regulations, as mentioned from the Mayor’s Question Time from 2004 above. TfL have requested the design of the NRMs to be manufactured as a three-door, two-staircase hybrid bus because it enables flexibility to provide them as One Person Operation (OPO) buses.
We’ll take a look at the specification used to develop and manufacture the New Routemaster.
Amended and Restated Design and Supply and Maintenance of Double Decker Bus Vehicles Contract
SCHEDULE 1
SPECIFICATION FOR DOUBLE DECKER BUS VEHICLES
Part 1 - Technical Specification
1.01 General
The New Bus for London is a priority project for the Mayor of London. The overall guiding requirements for the Vehicle are as follows:
• the Vehicle shall have an iconic design and have a unique look and feel;
• the fuel economy performance shall be at least as good as that demonstrated by the best-of-breed hybrid systems currently being developed (2009);
• there shall be an open platform;
• the open platform shall be capable of being closed off;
• the Vehicle shall be configurable to operate in one-person and two-person crew modes;
• the Vehicle shall have two staircases.
8.00 Entrances
8.01 Minimum requirements
The Vehicle shall be designed with three passenger entrances.
The front and centre service doors must be double door width, meeting the dimensional requirements prescribed in ECE regulation 107.2 (1100mm minimum).
The service door built into the rear platform’s closure arrangement shall provide for a clear door width of 550mm.
Front entrance to be powered inward glider type, flush fitting when closed and one piece full depth glass in each door leaf for maximum driver view of kerb side.
Centre entrance to be powered outward slider type and flush fitting to the body side when closed. Door header panels must provide adequate prevention against finger ingress to the door operation mechanism.
Door or door partition handrails positioned to assist boarding and alighting must be fitted at all entrance and exit points.
The emergency door controls fitted to entrance and exit doors must be disabled automatically by way of an interlock, when the Vehicle is travelling at speeds above 5kph.
Overhead suitable illumination, on doors opening must be provided at minimum Lux levels as stated in Specification 6.07.
Door closing-only audible warning device on all exit doors, to be of beeping sound and not to exceed 75dB(A), when measured at 1m height from floor on centre line of Vehicle and exit door.
• Broad band noise type will also be considered.
• Voice or other tones are not acceptable.
9.01 Open platform
Stowable bodywork with door:
A rear open platform in the rear nearside corner with stowable bodywork which is capable of closing off the platform so it can no longer be used as an open platform. The stowable bodywork shall include within it an opening section which shall function as a power-operated service door. (For door width see Specification 8.01).
The operation to open or close off the open platform shall be capable of being undertaken within 5 minutes or less. Interlock buttons must be provided such that the changeover between operating modes is only capable of being carried out with both crew members present and at their respective work stations. The signal to allow initiation of the changeover must be made by the driver. The crew member must acknowledge this signal releasing the locking mechanism on the stowable rear door. The arrangement must prevent the stowable part of the rear door being opened or closed when the 2nd crew member is not present. The control buttons for the crew member must be discretely positioned at the work station.
No special tools should be necessary for this operation, which must also be capable of being undertaken away from the garage or depot. The stowable bodywork shall be capable of remaining open (i.e. stowed) whilst the Vehicle is in motion. No emergency release required.
It is imperative that the design and construction of the rear platform door and in particular the stowable bodywork is robust and resistant to minor damage that could affect its reliability.
The Contractor must comply with the relevant legislative requirements, certification and operational requirements.
A permanently open platform is not acceptable.
When in the open configuration, the open platform could include part of the rear face of the Vehicle extending round from the rear near side corner.
10.01 Number of staircases
The Vehicle shall be designed with two staircases
11.01 Driver's cab
The Vehicle shall be designed so that the driver's cab is not completely separated from the passenger saloon. Driver/passenger interaction must be possible when the Vehicle is operating in one-person mode. For other features, see Specification 12.00.
The ergonomics of the cab layout shall be developed during the detailed design stage and in collaboration with representatives of the Vehicle Operators (see Specification 12.00).
It is not envisaged that there will be any Vehicle Operator customisation or options.
TfL FOI-2149-2122
Date published: 20 January 2022
7. Why TfL decided against the design and manufacture of New Routemasters with half cab and permanent open platform in which the traditional AEC Routemasters have?
The design came about as a result of modern standards being applied to a series of requirements set out by TfL. The chosen design was considered to best meet the objectives of TfL’s strategy at the time.
Reference: 2010/0127
Question By: Caroline Pidgeon
In light of the news that the much anticipated Wrightbus Routemaster Bus could be in service from 2011, can you confirm that there will be conductors (as well as drivers of course) at all times on the bus?
Answered By: The Mayor Boris Johnson
Date: Monday, 1st February 2010
Although the New Bus for London will have an open-back platform for hopping on and off during daytime operation, the new design will enable this area to be closed off to allow flexibility during less busy times, such as at night. The second crew member will only be present to supervise boarding and alighting when the rear platform is open. When the rear platform is 'closed' there will still be a driver operated door meaning the bus will always have three entrances.
Meeting: MQT on 2011-11-16
Reference: 2011/3245
Question By: Caroline Pidgeon
Will each of the New Buses for London have a conductor for all hours whilst in service? If not, which hours of the day will have a conductor?
Answered By: The Mayor Boris Johnson
Date: Monday, 21st November 2011
The buses will have a second crew member most of the day when the rear entrance is an open platform. In the late evening and during the night the rear platform will be configured as a door and the bus will be in one-person operation.
NRMs that are numbered 517 were built with the sliding plug-door which the middle doors already have.
TfL FOI-0391-2122
Date published: 14 June 2021
5. Can you release information about the rear door modifications of the New Routemaster in which the first batch of 516 NRMs have inward opening doors? Is it part of the mid-life refurbishment program?
There were changes to the door specification which required the manufacturer to mark the rear door floor area in maroon and change the air pressure system so that a passenger could push the door and make it retract. Prior the doors opening, an automated voice announcement would also ask passengers to stand clear of the opening door. This change was built into buses being rolled out to route 453 onwards and was retrofitted to NRMs already in service. The specification for buses not yet manufactured in the 600-vehicle contract was changed from an inward-gliding door to a plug-slide door. Both sets of changes were at zero cost to TfL.
Why are the New Routemasters now front-door only boarding?
We’ll now take a look at TfL’s statements from Freedom of Information requests:
TfL FOI-2456-1920
Date published: 30 December 2019
3. What is the success/failure criteria for the pilot programme of front-door-only boarding to be implemented permanently vs. to allow middle/rear-door boarding again?
The main reason for the change is to reduce fare evasion, which is higher on NRM routes, and to make boarding and alighting more consistent across the London bus fleet. Success includes lower levels of fare evasion, and that customers understand the change.
TfL FOI-3100-1920
Date published: 04 February 2020
The New Routemasters currently allow boarding through all doors, but this has seen fare evaders deprive London’s transport network of millions of pounds of vital revenue. Fare evasion on New Routemasters is more than double the rate of other buses, with Transport for London (TfL) estimating that more than £3.6m is lost each year on New Routemasters. The current system also means that customers with accessibility needs cannot always board buses first.
Early indications suggest that fare evasion dropped by more than half during the trial of front-door-only boarding on route 8, with no adverse effect on service efficiency. The pilot, which started in August, was successful in communicating the change and encouraging people to board through the front doors – reducing fare evasion and improving accessibility.
Boarding using the middle and rear doors on all New Routemasters is being phased out, and started with the routes 55 and 267 on 25 January. Customers are being advised of the changes to boarding with emails and on-board announcements. Signage is also being changed on buses. Customers with wheelchairs and pushchairs continue to be able to board through middle doors.
The changes are also making using buses in London simpler for all, as boarding arrangements for New Routemasters are now becoming the same as on other London buses. All drivers have undergone training to improve their customers’ experience, and by boarding at the front, it is easier for passengers to interact with drivers
The pilot on routes 8 and N8 has shown us that New Routemaster drivers will not need to work longer hours and that route schedules will not need to change. As it is so common for fleet vehicles to operate with front-door boarding and as we monitor the network regularly, there is no need to conduct a separate assessment. The proposed changes will lead to bus drivers working in a more consistent way as well as customer boarding and alighting in an even more standard way.
TfL FOI-3602-1920
Date published: 13 March 2020
4. What is the cost of the NRM front door only boarding project?
There is a budget of around £900k to convert all NRMs to front-door boarding. This includes all related driver training, communications and engineering costs. We expect reduced fare evasion to more than offset this cost within a year or two.
5. Will the change affect the open boarding for the electric single deck routes 507 and 521?
The changes above are limited to New Routemasters. Routes 507 and 521 which are single decks and do not have high fare evasion rates will remain two-door boarding to clear some of London’s busiest stops
8. Why is the New Routemaster a diesel hybrid instead of a zero emission hydrogen or electric bus?
Hybrid buses like New Routemasters came onto the market many years before pure electric vehicles in the bus sector and offered a proven and affordable way to reduce emissions such as CO2. While hydrogen fuel-cell technology was successfully trialled in the London fleet much earlier, the hydrogen industry was a long way from full commercialisation. One of the reasons for trialling such technologies in London and other European cities was to demonstrate an emerging market and encourage producers to move towards larger scale production. As they continue to be produced in small numbers, the capital costs of vehicles remain much higher than conventional low-emission diesel buses.
9. What is the purpose of the New Routemaster project including the total costs?
We are changing to front-door boarding to reduce the likelihood of customers coming on board without paying and reduce customer complaints about this issue. This will help reduce fare evasion which is currently more than double the rate on New Routemasters than elsewhere and is taking away revenue we need to invest in improving transport for everyone. Our last estimates for fare evasion on NRMs indicated around £3.6 million is lost each year. There will also be accessibility benefits as wheelchair users, who have always been able to use the middle doors of NRMs, will find that by only allowing those who need the accessibility ramp to board via the middle doors, and do so by opening these before the front doors before other customers board here, gives them greater priority.
TfL FOI-1520-2122
08 November 2021
5. When did all the NRMs convert to front door only boarding? What information has been provided to ensure passengers board the front door to touch in?
All NRM routes were converted to front-door boarding by 5 September 2020. The phased introduction to front-door boarding following a trial on Route 8 in 2019 commenced from January 2020. Unfortunately, the impacts of Covid-19 interrupted part of the planned programme roll out from March until June 2020 when it was recommenced. As each route converted, we used the iBus system to make announcements before and immediately after the change The information provided included stickers advising of the need to board at the front doors and similarly no-entry stickers on the outside of the middle and rear doors. The middle door also had a notice saying wheelchair entry would still be via this entry point. Where we held contact details for passengers using specific NRM routes, we sent them direct text communications about the change too.
Why did TfL withdraw the New Routemaster conductors?
Meeting: MQT on 2016-07-20
Session date: July 20, 2016
Reference: 2016/2523
Answered By: The Mayor
Date: Wednesday, 17th August 2016
TfL completed two surveys of fare evasion rates on New Routemaster buses in November 2015 and February 2016. These showed that evasion rates average one per cent when a conductor is present and three per cent when no conductor is present. These results are broadly within the range of fare evasion results seen on the bus network as a whole, as there is a variation in evasion rates between specific routes.
The conductors on these routes have done a great job, but the New Routemaster routes that do not have conductors also operate effectively and I can no longer justify the £10m cost that could otherwise be invested in modernising the transport network. TfL is working with the bus companies to find conductors other opportunities within the transport industry so they can continue to play a part in keeping London moving
TfL estimates that the additional revenue loss based on fare evasion rates for routes without conductors would be less than £3.5m.
London Assembly report on Transport for London’s financial challenge
September 2016
Reducing staff
3.10 The Mayor and TfL have made a number of anouncements regarding plans to reduce staffing costs:
New Routemaster conductors. In a further move to reduce staff costs, TfL is phasing out the use of conductors on its New Routemaster Buses (NRMs). TfL estimates that removing conductors from six routes will save it around £10 million a year. These conductors were an important part of TfL’s business case for purchasing NRMs in the first place. Removing them will save money, but TfL estimates that passenger satisfaction will fall as a result – from 88.4 per cent to 86.7 per cent. As we discuss in chapter 5, it is important that TfL maintains service quality despite the financial pressure it is under.
TfL FOI-2149-2122
Date published: 20 January 2022
Would you be able to provide a list the NRM routes which were previously served with conductors to enable open platform?
9, 10, 11, 24, 38, 390
Since TfL abolished the bendy buses in late 2011, why TfL continued to provide open boarding on NRMs since they launched in 2012?
This was a policy decision by the TfL leadership at that time, based on the then Mayor’s manifesto and policy to introduce the New Bus for London with conductors and ‘ hop on hop off’ boarding.
What is the current progress with the New Routemasters right now?
The New Routemasters are currently undergoing mid-life refurbishment as stated by TfL in a Freedom of Information request:
TfL FOI-1520-2122
08 November 2021
6. What is the current and future plans for the NRMs?
Our current plans are to make the London bus fleet zero emission no later than 2034 subject to Government support. As the NRM fleet was built from 2012 to 2017, most if not all would be due for natural replacement by the end of 2031. We anticipate the buses continuing in service in the meantime and will be refurbishing them as is normal with mid-life buses in London. Due to reduced patronage and fares income during the pandemic and several lockdowns, TfL is currently being partly funded by the Department for Transport (DfT).
In December 2021, the Mayor provided an update on the New Routemaster refurbishment:
Meeting: MQT on 2021-12-16
Session date: December 16, 2021
Reference: 2021/4765
Question By: Caroline Pidgeon
In TfL’s current contracts over £0.5 million, it states that 1000 New Routemaster buses owned by TfL and operated by third party bus operators are due their mid-life refurbishment. Please set out in detail what this refurbishment will involve?
Answered By: The Mayor
Date: Tuesday, 21st December 2021
All buses operating in the London bus network have an overall design life of around 14 years. Due to their level of use, the interior and exterior condition are given a mid-life refurbishment to return them to ‘as new’ condition using a refurbishment specification issued by Transport for London (TfL). This helps to maintain a consistent customer experience for bus users and ensure a good public perception of buses in London.
There are up to 20 provisional items in scope as part of the mid-life refurbishment of New Routemaster buses. In line with the same refurbishment specification issued to operators, some of these items include (but are not limited to):
• Upgrades to the fire-suppression system
• Deep clean for the interior
• Refresh of customer notices
• External re-spray
• Retrim of passenger seats.
Reference: 2021/4766
Question By: Caroline Pidgeon
In TfL’s lists of contracts over £0.5 million, it states that as part of the New Routemaster refurbishment project there may be a business requirement for an independent body to carry our pre- and post-refurbishment inspections for quality assurances. Is this a normal procedure or a reflection on the repeated technical problems that have faced the New Routemaster buses?
Answered By: The Mayor
Date: Tuesday, 21st December 2021
It is normal for Transport for London (TfL) to check that work has been completed to a satisfactory standard before payment is made and any type of refurbished vehicle is allowed back into service. It is not a reflection of one type of bus model, rather it is a standard assurance when a third party undertakes work on any mid-life vehicle in the fleet.
TfL’s own subject matter expert will conduct inspections of vehicles after their refurbishment, possibly with the assistance of external quality assurance checks if the scale and pace of the programme require this.
Reference: 2021/4767
Question By: Caroline Pidgeon
In TfL’s recent list of contracts exceeding £0.5 million, it states that there is a need for a New Routemaster Driver Seat Mechanism Requirement to replace failing driver seat mechanisms as part of the NRM refurbishment. Please set out the details of this failing and when it was first identified.
Answered By: The Mayor
Date: Tuesday, 21st December 2021
It’s normal for Transport for London (TfL) to refurbish all types of buses in its fleet including New Routemasters (NRM) when they are halfway through their operating life. This can include components, like driver seats, which are used heavily and may need to be replaced or refurbished to rectify wear and tear or minor damage and be upgraded to more comfortable models for the second half of the vehicle’s life.
The scope of the refurbishment arose out of dialogue with bus operating companies, in consultation with in-house engineers and external suppliers, about what would be best and offer best value. The previous SideRiser Height Adjuster was selected for the NRM as it exceeded the accepted standard of seats on non-NRM buses at the time. It was a wider market design, not confined to the NRM. On top of routine maintenance, mid-life refurbishment represents an opportunity for bus operators to bring in its successor, the SideRiser Height Adjuster 2, if necessary.
Mayor warns of threat to jobs if Government fails to properly fund TfL
17 January 2022
The Mayor of London, Sadiq Khan, has outlined the dire threat against tens of thousands of jobs across the country if the Government fails to provide the long-term and capital funding TfL needs.
TfL is dealing with an unprecedented financial crisis caused by the pandemic and with less than a month until the current TfL funding deal from the Government expires, the Mayor has warned that if Ministers do not fund TfL properly, the repercussions will be felt all around the country.
London is the motor of the UK economy and its transport system will be of huge importance if the capital is to drive the national recovery from the pandemic. London’s net contribution to the Treasury was £36 billion in the year before the pandemic, and TfL contracts contribute around £7bn to the UK economy while supporting 43,000 jobs around the country, with 55p of every pound spent on London Underground by TfL going outside of London.
If such projects cannot continue due to a lack of funding from the Government, tens of thousands of jobs will be at risk, many of which are likely to be outside of London. London’s bus manufacturing supports 3,000 jobs across the UK alone, including in Scarborough, Falkirk, Leeds and Ballymena, Northern Ireland, making up a third to half of all new bus orders in the UK in any given year. TfL has paused awarding new bus contracts since early November, and London bus operators only place vehicle orders when new contracts have been awarded, meaning the lack of a long-term funding deal is having an immediate impact on the order books for UK bus manufacturers.
1,000 New Routemaster buses, brought in by the previous Mayor and owned by TfL, are also currently due their mid-life refurbishment. If the Government fails to provide the funding required, TfL may be unable to refurbish these buses and, along with potential bus service cuts under a managed decline scenario, may need to be removed from the roads, impacting the order pipeline for a range of bus manufacturers and specialists around the country.
In addition, the continued electrification of the capital’s bus fleet would be under threat, with the date for a full zero-emission fleet likely to slip until at least 2037, from 2034. Bus electrification in London is encouraging other areas around the country to follow – so if orders for electric buses stop in London, not only will jobs be at risk, but progress towards electrification will slow nationally, increasing costs and losing the benefit for the entire country.
From London Omnibus Traction Society (LOTS) news page
Sunday 23 January
4) This is a reminder that the oldest LTs (early models LT 1-8 apart) date from 2013 and are overdue from what would normally be a refurbishment. However the cost to do that to the entire fleet of 1,000 supposedly costs £31 million, a sum that TfL does not have. A decision is awaited.
TfL FOI-2399-2122
03 February 2022
"Following articles it is rumoured that all New Routemaster for London vehicles will be removed from service, is this feasible and possible?
As there are 1000 of the vehicles, what would the routes allocated be replaced with?"
The simple answer is that yes, it is possible, and that in such an event the applicable routes would be serviced by the remainder of the fleet. To add some more context, the new Routemasters are now between 4 and 9 years old and have a design life of 14 years, based on a mid-life refurbishment to keep them in a serviceable condition. The refurbishment of the full fleet of Routemasters is at risk due to uncertainty on TfL’s future funding. Discussions on our funding are continuing with Government following agreement to an extension to our current support through to 4th February (see here for more information). Without the refurbishment the condition of the buses will progressively deteriorate over time to a point where they will not be able to continue in service. TfL has also laid out further consequences of a poor funding settlement, with significant reductions in the size of the bus network a possibility. Bringing those two factors together, withdrawing some or all of the Routemasters from service could well be the result of a scenario where funding is cut, with other buses already in the fleet and in better condition able to cover those routes currently operated by Routemasters.
LOTS Bus News:
Sunday 13 February
What seems to be the ‘prototype’ of a refurbishment of the LT class is Abellio LT20. Based at Battersea it would be used variously on routes 3, 24, 27, 159 and 415. It has had a repaint and the seats have been re-trimmed with a slightly different moquette.
As explained in 20 September 2012 TfL Board paper: New Bus for London Roll Out:
1. Summary
1.2 The current model of ownership, with buses in London owned or leased by the bus operating companies, is not the most advantageous in the case of NBfL. Due to its uniqueness there is currently no market for an off balance sheet leasing structure for NBfL buses, they will therefore be considered on balance sheet initially reducing TfL’s borrowing capacity and cash. The most cost effective approach is for TfL to purchase and own these buses direct taking advantage of its preferential cost of capital in this case.
5 Model of Ownership
5.1 NBfL is a unique vehicle, which, at the proposed volume of vehicles, may be purchased only from Wrightbus and is intended to be used in London for its full economic life. Because of these factors, the value of the NBfL fleet will have to be included as an asset on TfL’s balance sheet regardless of whether it is purchased by operating companies or TfL. As such it will score against TfL’s borrowing capacity under either option. This treatment of assets does not apply to conventional buses as they can be acquired from a number of different suppliers and can be deployed anywhere on an operator’s national fleet. The uniqueness of NBfL will also disfavour the financial deal that operating companies can obtain with the leasing companies.
5.2 Therefore, the recommended option is for TfL to purchase the buses directly and to supply them to the bus operating companies at a notional lease, rather than for the current model of the bus companies having beneficial ownership of the vehicles. The leases would enable TfL to move the buses between operators during their life as route contracts change and would include clauses to ensure the buses are maintained to the required standard for them to be moved between operators without issue. Maintenance of the buses will be the responsibility of the relevant operator but it is expected to be subcontracted by them to Wrightbus; the contract with Wrightbus provides for this to ensure cost certainty to TfL.
New Bus for London Lease Agreement
SCHEDULE 6 – RENTAL PAYMENTS
1. LEASE RENTAL PAYMENTS
The Lease Rental is £1.00 (one pound) per vehicle per year or part year which shall be paid annually on the 1 June, or in the initial year, on the Start Date. The total payment for [X] Vehicles per year will be £[X].00.
What is the total cost of the New Routemaster project?
TfL stated on a Freedom of Information request:
TfL FOI-1520-2122
08 November 2021
7. What is the total cost of the NRM project including design, development and manufacturing of 1,000 vehicles?
The cost of the design, development and block orders of NRMs is estimated to be just over £350 million.
The competitor of Wrightbus, named Alexander Dennis, raised concerns about TfL’s orders of the New Routemaster taking most of the London market of manufacturing of new buses.
They stated in the documents posted on Companies House titled "Group of Companies' accounts" between the years of December 2014 to December 2017:
31 December 2014
UK Market
The UK remains the bedrock of our business and in 2014 we successfully launched our all new Enviro 400 double deck and Enviro 200 single deck vehicles at Euro 6 emission standard. These will deliver excellent fuel economy and fleet reliability for our customers through lighter weight and improved fuel efficient engines. The bus market itself was tougher in 2014 than the previous year with total new bus chassis registrations declining 10% to around 2,500 units. The London market in particular proved difficult and this was largely due to the growth of the New Bus for London. Despite this we were able to maintain our UK-wide market share percentage for new business registrations. Our UK business performed satisfactorily in the circumstances with total bus and coach sales up 1% at £272 million however margins were under pressure in this more difficult market environment.
31 December 2015
UK Market
ADL registered 1,228 new buses in the UK during 2015, an increase of 12% on 2014. This represented vehicle revenue of £289 million in our domestic market (2014 - £272 million). Maintaining our market share of around 43% is a notable achievement given that Transport for London continued to acquire a significant number of New Routemaster vehicles, registering 375 in the year. This dampened our sales in the capital, a market that is normally a strong one for ADL. Sales in the Provincial and Retail sectors of the market were however stronger than 2014 and this helped to offset the difficult London market. The launch in 2014 of our all new Enviro 400 double deck and Enviro 200 single deck products have proven to be very successful and ensured we retained our market leading position.
31 December 2016
UK Market
We recorded record revenues in the UK market in 2016. Vehicle sales were up a significant 23% on the previous year to £356 million (2015 - £289 million). We were also able to grow our share of new bus registrations by 11 percentage points from our 2015 market leading position in the UK. The market's strength was due to the end of year deadline for compliance with the Disability Discrimination Act for all UK double deck operators. Many of our customers updated their double deck fleets and we registered a total of 1,444 new buses, a record for ADL. London however proved more challenging in 2016. Transport for London ordered further significant volumes of the New Routemaster from one of our competitors although this contract will expire in early 2017 as announced by London Mayor, Sadiq Khan. We delivered our first 51 full-electric Enviro 200's in London in collaboration with our partner BYD. These buses are performing well and we have already won additional orders and will expand the full electric zero emissions product line progressively during 2017. We anticipate growing demand as London continues to invest further in zero emission vehicles and provincial towns and cities adopt this new technology.
31 December 2017
UK Market
We maintained our strong position in the UK in 2017, registering 1,163 new bus chassis, representing 45% of the market. Our UK vehicle sales whilst in line with our expectations were down on the previous year at £304 million (2016 - £356 million) as the market returned to normalised levels of demand. This fall was due to an exceptionally strong 2016 market as bus operators increased the purchase of new double deck vehicles to achieve compliance with the Disability Discrimination legislation. 2017 had no equivalent boost to demand. With an increased focus on air quality and zero-emission vehicles in the UK we successfully launched our new fully electric Enviro200 single deck in collaboration with our Chinese partner, BYD. This product has quickly become market leader in the UK with nearly 200 vehicles delivered or on order. The launch of our fully electric Enviro400 double deck will follow on shortly demonstrating our commitment to this increasingly important segment of the market. With the New Routemaster supply contract also coming to an end this opened more of the London market to us in 2017.
In early 2018 the final NRM LT1000 entered service on route 267, which meant TfL’s contract with Wrightbus on rolling out 1,000 New Routemasters was completed.
TfL did try to encourage bus operators to procure new two-door, one-staircase buses with design features from the New Routemaster such as the Wright SRM Volvo B5LH and Alexander Dennis Enviro400H City.
The text mentioned on various service specifications such as routes 30, 208, U4 & X26:
1. New two door, single staircase vehicles inspired by the New Routemaster in respect of both their external and internal design, to the appropriate specification agreed between TfL and the manufacturers.
Below are bus operators and routes currently using buses inspired by the New Routemasters, including interiors:
• Arriva uses 53 Alexander Dennis Enviro400H City buses (fleet code HA) for routes 78, 133, 333 and N133.
• Go-Ahead London uses 2 Wright SRM Volvo B5LHC buses (fleet code VP) for route 37.
• HCT Group uses 49 Alexander Dennis Enviro400H City buses (fleet code 25) for routes 20, 26, 388, 660, N26, N550 and N551, and 2 BYD-Alexander Dennis Enviro400EV City buses (fleet code 25__e) for routes 20 and 660.
• RATP-Dev London uses 6 Wright SRM Volvo B5LH buses (fleet code VHR) for routes 698 and X140; they were refurbished with turquoise handrails and a different seat moquette in line with the rest of the RATP-Dev London fleet.
Which routes are currently served using New Routemasters?
TfL FOI-2149-2122
Date published: 20 January 2022
Can you provide a list the routes which are currently served using New Routemaster buses?
NRM buses are currently allocated to routes 3, 8, 9, 11, 12, 15, 16, 19, 21, 24, 27, 38, 55, 59, 67, 68, 73, 76, 87, 91, 137, 148, 149, 159, 168, 176, 189, 211, 253, 254, 259, 267, 313, 390, 415, 453, EL1, EL2, EL3, N3, N8, N9, N11, N15, N16, N19, N38, N55, N73, N87, N253, N279 and NEL1. NRM buses are also allocated to routes 111, H32 & H98 on a temporary basis.
Will there be a zero-emission successor to the New Routemaster?
A brief look at TfL’s statement from 2020:
TfL FOI-3602-1920
Date published: 13 March 2020
11. When do TfL plan to start a new project to succeed the New Routemaster bus?
There is no plan for a successor vehicle at this time but some manufacturers have taken some of the rounded design features from the vehicle and used them on their own makes and models.
In my opinion the ‘successor’ New Routemaster project is obsolete because there’s no need for TfL to start a new project as some bus manufacturers have adopted some exterior designs of the New Routemaster to their own double-deck products, most notably the Enviro400 City. TfL prefer bus operators to purchase/lease new zero-emission buses with two-doors and one-staircase for their route contracts.
Alexander Dennis in collaboration with BYD developed the Enviro400EV with City body, which was first launched by Metroline for route 43 during the Summer of 2019.
Now the Enviro400EV City buses have expanded to more London Bus routes which are: 17, 43, 63, 69, 94, 106, 160, 173, 174, 180, 183, 212, 230, 281, 319, 357, 371 & X140
They are owned or leased by London bus operators: Abellio, Arriva, Go-Ahead London, HCT Group, Metroline, RATP-Dev and Stagecoach London. The operators (except for HCT Group) have chosen to use their own interior colours and seat moquette.
Some Enviro400EV Citys do not have a glazed staircase as seen on routes 17, 43 (operated by Metroline) and 63 (operated by Abellio). I’ve suggested different variants should be used on the Enviro400EV City to give London Bus routes their own identity.
The Enviro400EV City is also seen in other parts of the UK including Cambridge (Stagecoach), Edinburgh (Lothian Buses), Greater Manchester (Stagecoach), West Midlands (National Express) and West Yorkshire (First Bus).
The Mayor has stated in his September 2021 ‘Questions to the Mayor’ session:
Reference: 2021/3429
Question By: Unmesh Desai
TfL stated in a Freedom of Information request they have recently purchased 20 double deck hydrogen buses and leased them to Metroline for route 7. TfL have been using the same arrangement by directly purchasing 1,000 New Routemasters and leasing them to private operators to use for their routes. Why hasn't TfL made direct purchases of new electric buses and leased them to private operators for their routes, for the purpose of reaching their target of 100% zero-emission bus fleet?
Answered By: The Mayor
Date: Friday, 17th September 2021
The default position – where the bus operators and lease companies invest in buses meeting London’s requirements – has been demonstrated to be a particularly cost-effective and efficient way to continually upgrade the fleet. This model has enabled the introduction of nearly 600 zero-emission buses comprising many makes and models, with more in the pipeline. There is currently no need for Transport for London (TfL) to make direct purchases and, if there was, this would entail significant capital expenditure which TfL does not have available through its temporary funding deal with Government.
TfL’s previous direct purchases were limited to vehicles designed exclusively for London use such as the New Routemaster (NRM). The bespoke nature of these buses made them highly unlikely to find extended service lives outside of the capital and therefore buying them directly was more economic.
Direct purchase was deemed appropriate in the case of the 20 double-deck hydrogen fuel cell buses being deployed on routes 7 and 245 through the JIVE (Joint Initiative for Hydrogen Vehicles across Europe) project because this involved a much smaller number of vehicles, a unique grant funding arrangement with the European Union and the Office for Low-Emission Vehicles, a technology very much in its infancy where operators were unable to justify taking on the risk of purchase and lease companies unable to offer competitive terms.
Demand for electric buses now extends well beyond London with a significant UK and worldwide market for many makes and models. This means that electric buses are readily available for purchasing or leasing at competitive prices and their use is not limited to London. TfL’s funding position is also now markedly less healthy, making large capital purchases unaffordable for the foreseeable future without external support.
I would like to see UK bus manufacturers develop their own three-door, two-staircase bus in zero-emission battery electric or hydrogen fuel-cell to offer TfL an option, to see if there’s any need to continue providing bus services with three-doors and two-staircases.
Although TfL still allow bus manufacturers to develop their own three-door, two-staircase buses, we’ll take a look at the Bus Vehicle Standards which defines London Buses’ technical requirements for new buses entering services in London.
Bus Vehicle Standards 2.1 (Attachments 1 & Attachments 2)
4.5.7 Door Safety
Front, entrance to be inward glider type, flush fitting to the body side when closed and one-piece full depth glass in each door leaf for maximum driver view of kerb side.
Centre or rear, entrance or exit doors to be outward slider type, flush fitting to the body side when closed and one-piece full depth glass in each door leaf for maximum view of kerb side.
6.3 Minimising dwell time
The choice of the number of doors fitted to a bus shall be informed by an analysis of the effect of dwell time at typical bus stops on the route intended for. London Buses generally operate a two door system with the entrance door forward of the front axle and the exit door between front and rear axle. When single or three door buses are requested, the front door remains unchanged, the centre door is deleted or duplicated at a specified area of the bus.
Anything can happen involving TfL, bus operators and bus manufacturers. I will be keeping an eye on the Electric Vehicle manufacturer named Arrival (and other manufacturers too) because they are using new techniques for building new electric vehicles and I expect they may bring major shockwaves to the transport industry.
I wrote about Arrival last year when First Bus took interest in demonstrating the single-deck electric bus which is expected to take place sometime this year (2022).
There’s the current standard of making city buses, and there’s the new bar we’re setting to revolutionise public transport. Once Arrival Buses complete testing and clear the certification process, they are one step closer to hitting the streets in 2022. pic.twitter.com/G2QspDBvEl
— Arrival (@arrival) February 9, 2022
You may have taken the bus before, but never one like this. With a transparent roof, fully flat floor and comfortable seats, everything has been made simple and accessible to elevate the passenger experience.
— Arrival (@arrival) February 16, 2022
We’re taking the Bus to the next-level. pic.twitter.com/UKHmTg0fC2
I also hope to see Arrival’s upcoming electric bus products exceeding the London Bus specifications in terms of design, possibly a double-deck electric bus that’s better than the New Routemaster, we shall wait and see in the near future.
Are we expecting something new from Wrightbus?
Buta Atwal the CEO of Bamford Bus Company (trading as Wrightbus) and Ryze Hydrogen stated in an interview with ITT Hub last year that there will be more launches from them (presumably zero-emission related) in the new year (2022). So yes we can expect to see new launches by Wrightbus later this year.
Conclusion
The New Routemaster project is one of the controversial projects for TfL which cost them (including fare payers and taxpayers) around £350 million. The original purpose of the project was to reinstate the open platform and conductor after the withdrawal of AEC Routemasters from front line service in late 2005.
I tend to view the New Routemaster from a ‘pros and cons’ position but the project can be performed efficiently with minimal controversy. Although it has enabled improvements to bus designs including the glazed staircase which is now seen on double-deck buses in many parts of the UK and selected parts of the world including Hong Kong, Singapore and Berlin, Germany.
I published an article in early 2020 on how TfL progressed after the rollout of 1,000 NRMs.
If TfL ordered the New Routemaster in the form of half-cab with permanent open platform, I can’t imagine how it would have performed during the Coronavirus pandemic and financial issues which led to withdrawal of Route 15H (supplementary of route 15 with AEC Routemasters). In a way, TfL has obsoleted the idea of a future half-cab and permanent open platform double-deck bus by specifying the New Routemaster as a three-door, two-staircase bus. Another reason why it’s obsolete is due to the rise of Oyster smartcards and contactless payments on buses to enable faster boarding, which encouraged TfL to scrap cash payments on London Buses back in July 2014.
I hope to see a much better zero-emission double-deck bus exceeding the limitations and specifications of the New Routemaster and TfL’s Bus Vehicle Standards, especially from the Electric Vehicle manufacturer named Arrival as mentioned above. Interesting times ahead!
A brief footnote:
I know this was a long article with pasted texts; this is because I was researching and writing the article throughout the Christmas period. As new information was found, more texts were added. I do hope you learnt a lot from the article and thank you for taking the time to read it.
I invite you to follow me on Twitter by searching for @CLondoner92 or by clicking on the direct link to my Twitter page here.
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