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| Clipping from London Transport News No. 409, August 27 1992 |
I have discovered that the Mayor of London and Transport for London (TfL) have issued statements regarding dual-door buses with two wheelchair spaces, aimed at improving accessibility.
The following statements were posted on their websites: Wheelchair spaces on buses (3)
Meeting: MQT on 12 September 2024
Reference: 2024/2810
Answer by the Mayor of London:
While introducing a second wheelchair space on buses remains an aspiration for Transport for London (TfL), it is not possible at present without significant compromises.
Introducing a second wheelchair space would reduce the amount of step-free seating on the lower saloon area and lead to an increase in standing passengers. It would also require priority seating to be located towards the rear of the bus which would result in customers with reduced mobility having to move further through the saloon – increasing the risk of injury, particularly if the vehicle is in motion.
Alternatively, it would require the removal of the middle doors which would introduce other considerations around emergency egress and reduced manoeuvring space for wheelchair users. Any change in design would also likely introduce additional challenges in siting battery packs for electric vehicles.
TfL’s public transport network is extensive with a whole range of high frequency step-free services that compare favourably with other UK cities. This is in addition to the enhanced door-to-door Dial-a-Ride service available to customers with permanent or long-term disabilities.
Request ID: FOI-2444-2425
Date published: 27 November 2024
Colleagues in our buses team speak regularly with stakeholder groups (including a number that represent older and disabled people) and the question of providing two wheelchair spaces on buses has been raised previously. We recognise that having two wheelchair spaces would help customers using mobility aids. However, current bus designs retaining two doors would not allow provision of a second wheelchair space without losing the priority seats at the front of the bus. On that basis, priority seats would need to be moved just after the middle doors and, while we could install a few tip-up seats in the second area, there would be a reduction in the number of fixed, forward-facing seats in the low-floor area of the bus. This disproportionately affects a greater number of customers, as raised by stakeholders and individuals where the subject has been discussed.
Regarding liaison with other operators, colleagues from the buses team visited Reading Buses in 2018 to look over a new bus that had two wheelchair spaces and two doors. This was discussed at subsequent stakeholder meetings, with the conclusion as outlined above. The team have also reviewed photos of Brighton Buses, with two doors and two wheelchair spaces, but the same issues arise.
Regarding the potential for longer buses, as used by Hong Kong and Singapore operators, these work well based on the majority of streets being wide and grid-like. One of the London bus operators (Capital Citybus) trialled a 12-metre tri-axle bus in the 1990s but it was determined that it was unsuitable for London's streets - not just in respect of turning and manoeuvring but also negotiating through tight spaces caused by poor parking. Go-Ahead bought a new 12-metre low-floor, tri-axle bus in 2018 but they have encountered the same issues and now it sees little service on London's bus services.
Our bus engineering colleagues looked at the concept of extending the wheelchair area from 1.6/1.7 metres to 2 metres on the majority of new London buses by asking bus manufactures to redesign the staircase on double deck buses (and lose a pair of seats) and this became part of our bus specification around 2017. While we have received complaints about the loss of a pair of seats in the low-floor area, it was accepted by the majority of stakeholders as a reasonable compromise to not having a second wheelchair space while offering a better opportunity for wheelchair users to share the space with other customers and retaining the two pairs of priority seats between the front and middle doors. As such, the answer to your Question 5 is that there are no such plans currently.
My thoughts
I’m not an expert in bus design, but I believe the concept of having two wheelchair spaces while retaining the priority seats at the front is achievable. It requires a fully low, flat floor from the front to the rear, as seen in the New Routemaster and various other makes and models of buses.
In my previous article, I mentioned that the Irizar Ie Tram for Fastrack in Kent Thameside has two wheelchair spaces, while retaining a number of priority seats at the front. This is something TfL could consider exploring further.
I acknowledge that London’s street infrastructure presents challenges, with narrow roads and tight turns. They have also highlighted issues around negotiating tight spaces caused by poor parking. As mentioned in my earlier article, much of London's road surface is controlled by local authorities. If they had control over all roads in Greater London, including parking enforcement, they could ensure the construction of road surfaces suitable for longer buses, such as tri-axle and bendy buses. This could be coupled with new bus priority measures. It would also present an opportunity for TfL to create new tram lines, increasing capacity and improving accessibility.
The UK Government’s guidance on the maximum length of vehicles used in Great Britain states that the maximum overall lengths permitted for different types of buses are:
• Bus with 2 axles: 13.5 metres
• Bus with more than 2 axles: 15 metres
• Articulated bus: 18.75 metres
• Bus drawing a trailer: 18.75 metres
According to TfL's New Bus Specification, the maximum overall length for a single-deck dual-door bus is 12 metres. For a double-deck dual-door bus, the minimum overall length is 10.1 metres, and the maximum is 10.9 metres. Buses must be able to traverse the specified routes and serve all stops safely.
Comparison of the general dimensions, capacities, and number of doors from: • Transport for London's New Bus Vehicle Specification Version 2.5 • New Routemaster build specification • Transport for Greater Manchester's (Bee Network) New and Used Bus Specifications 🐝
— CLondoner92 (@clondoner92.bsky.social) October 18, 2024 at 11:57 PM
[image or embed]
I also note that there are vehicles on the road which are larger than buses, such as heavy goods vehicles (HGVs) and various rigid vehicles. Their maximum permitted lengths are:
• Rigid vehicle (other than a bus): 12 metres
• Articulated HGV: 16.5 metres
• Articulated HGV carrying containers or swap bodies (up to 45 feet in length) as part of an intermodal transport operation: 16.65 metres
• Articulated HGV incorporating a low-loader trailer: 18 metres
• Motor vehicle drawing one trailer which is not a semi-trailer: 18.75 metres
My suggestion is for TfL to demonstrate different types of buses used in other cities, especially Hong Kong and Singapore, as I have previously posted about on social media.
It has two wheelchair spaces while retaining priority seats at the front of the bus.
— CLondoner92 (@CLondoner92) November 7, 2024
TfL should evaluate this bus and its accessibility features and apply them to London's buses.https://t.co/LsK2PgnjtN
CC: @CarolineRussell @KatiePennickhttps://t.co/9quEDHKtie pic.twitter.com/sFMU1cc2uK
Conclusion
While the introduction of buses with two wheelchair spaces and longer vehicle sizes presents clear challenges, it also offers an opportunity to rethink and improve public transport accessibility across London. By drawing on global examples and considering the specific needs of the city's infrastructure, TfL can explore innovative solutions that balance capacity, safety, and inclusivity. Whether through the reintegration of bendy buses with modern zero-emission technology or the development of new bus types, there is potential for TfL to lead the way in creating a more accessible and efficient transport system. Ultimately, by continuing to prioritise consultation with stakeholders and gathering feedback from passengers, TfL can ensure that future transport solutions meet the needs of all Londoners, including those with mobility impairments.
I would like to extend an invite for you to follow me on X (formerly Twitter) for transport-related updates. You can find me by searching for @CLondoner92 or by clicking on the direct link to my X page here. I am also present on BlueSky and Mastodon. I look forward to connecting with you on these platforms. Thank you for your support.
Further reading
My Suggestions To Help Create The Most Accessible Zero-Emission Bus For London And Elsewhere!
