Some readers may recall from my previous article on the proposed successor to the AEC Routemaster that I mentioned several buses, including the Experimental Routemaster (XRM), which was never built, the Daimler CRC6-36 (Walsall Corporation 56), and the Volvo Ailsa (London Buses V3). These buses are double-deck designs with two staircases and two doors: one at the front and the other at the rear, behind the axle.
The primary goal at the time was to improve the flow of passengers boarding and alighting at bus stops. The Walsall 56 was equipped with a CCTV camera to assist the driver in monitoring passengers exiting the bus, but the camera was faulty. As a result, both of these buses required a conductor to manage passenger flow.
The Volvo Ailsa B55 V3 (for London Buses) and the Daimler CRC6-36 (Walsall Corporation 56) are the only double-deck buses that feature two doors at the front and rear, along with two staircases. These buses required a conductor because drivers were unable to view the rear of the bus, where passengers would exit.
These concepts were implemented on a trial basis, but neither Walsall Corporation (nor its successor, the West Midlands Public Transport Executive) nor London Transport opted to purchase them in large numbers.
#London Regional #Transport (LRT) News Clippings during 1986: London #Buses Ltd. rolls out anti-assault screens on 3,500 driver-only buses to protect bus drivers. They also trialled video cameras (CCTV) to detect #crime, identify suspects, and provide evidence for prosecution. #history #vintage
— CLondoner92 (@clondoner92.bsky.social) April 28, 2024 at 12:25 AM
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It is worth noting that CCTV cameras were not introduced on London Buses until 1987. It can be argued that if CCTV cameras and a monitoring system had been retrofitted to the Volvo Ailsa V3, it could have enabled one-person operation (OPO), as the driver would have been able to monitor the rear door via CCTV.
At present, there is a zero-emission double-deck bus with two doors and two staircases: the Switch Mobility EiV 22. However, this bus is not low-floor and does not feature wheelchair accessibility, as it is a vehicle designed in India.
Additionally, there is a single-deck bus with a different dual-door layout, with doors at the front and rear, and a full low-floor layout with wheelchair accessibility. This bus is the TransBus Enviro200 (registration SN54 GRU). It was used on a trial basis in London before being transferred to Buses Excetera in Surrey, where it operated for five years (with registration S40 ETC). The bus is now preserved.
It could be suggested that bus manufacturers consider designing and building a zero-emission double-deck bus with two doors, one at the front and one at the rear, and two staircases, for demonstration purposes.
Would It Improve Accessibility?
Buses across the UK predominantly use single-door designs with wheelchair spaces at the front, although some buses may feature two wheelchair spaces.
This approach is somewhat similar to the New Routemaster, which has three doors and two staircases, with wheelchair users able to board and alight via the middle door. However, with a dual-door configuration (front and rear), wheelchair users would likely need to enter and exit through the front door, as it provides more space than the rear. This could potentially cause delays, as passengers may need to wait for a wheelchair user to exit via the front door while others are exiting through the rear.
It is difficult to predict exactly how this would function in practice, but there are instances of dual-door buses with middle doors in use in the UK and other parts of the world, where wheelchair ramps are typically located only at the front of the bus.
This concept is worth considering, and further testing and evaluation, particularly with input from disability and wheelchair user groups and organisations, could provide valuable insights.
Furthermore, since the introduction of the Daimler Fleetline, buses in London have generally used dual-door configurations (front and middle doors) as part of the one-person operation (OPO) model.
#London #Transport (LT) Magazine (Vol. 24, No 7 - October 1970) clipping:
— CLondoner92 (@CLondoner92) May 12, 2024
The launch of the Daimler Fleetline with bodywork by Metro Cammell Weymann (MCW). This is also the first double-deck with exit doors in the middle to improve boarding and exiting flows at bus stops. pic.twitter.com/znjhcSID8Y
#London Regional #Transport (LRT) News (No. 301 - October 18 1985) clipping:
— CLondoner92 (@CLondoner92) December 17, 2024
The DMS Fleetline bus tested new accessible features by Ogle Design. The trial aimed to improve travel for elderly and disabled passengers. These features were included in the Leyland Olympian order. pic.twitter.com/3LSF9coSbL
I suggest that retaining the exit door in the centre offers benefits, particularly for wheelchair users, as it facilitates easier boarding and alighting. This layout is already in use in some areas, including London. Further suggestions regarding door layouts are outlined in my previous article.
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