I will be exploring through the Mayor’s Question Time, Transport for London (TfL) documents, etc. on how and why the New Routemaster (also known as the New Bus for London) was designed as a three-door, two-staircase hybrid bus instead of a half-cab and permanent open platform bus.
Let’s start off on how the concept of the New Routemaster all started.
Prior to the abolition of the Greater London Council (GLC) and after the Government's takeover of London Transport, the London Industrial Strategy, issued in 1985 by the Greater London Council, highlighted proposals for reducing in-house engineering work and replacing Routemaster buses with vehicles designed for driver-only operation (OPO). By early 1983, London Transport (LT) had opposed such a shift due to concerns about operational efficiency and the faster boarding times provided by Routemasters with open back platforms. However, LT management committed to a 100% OPO fleet, accelerating the transition and reducing the maintenance of Routemaster buses.
Consultants, working with trade unions, criticised the purchase of off-the-shelf buses, arguing that this approach misunderstood the technical and economic demands of bus design. They suggested that LT, leveraging its market influence and experience, should have collaborated with manufacturers to develop a more appropriate and maintainable replacement for the Routemaster. This would have ensured better crew operation and higher maintainability, potentially at a lower cost, with maintainability being an inherent part of the design.
The report also proposed designing a bus with improved accessibility, as passengers had found OPO buses uncomfortable and difficult to access. The aim was to create a bus that would have retained passengers using the Routemaster in central London traffic, offering better accessibility and comfort.
#London Regional #Transport (LRT) News (No. 382 - May 18 1990) clipping: The Labour Party's plan for 2,000 new buses for London included restoring conductors for central and inner London routes with Routemaster-style buses and scrapping the proposed deregulation of London's buses. #history #urbanism
— CLondoner92 (@clondoner92.bsky.social) February 25, 2024 at 12:45 AM
[image or embed]
I have discovered an article from the BBC News website from 1998 where Ken Livingstone answered questions from letters and emails received by the general public, suggesting that the Routemaster fleet should be retained until a modern Routemaster could be designed.
Ken Livingstone answers your questions
Friday, December 4, 1998
Part of the problem of congestion on the tube has been that the introduction of driver-only buses has led to increasing delays. Under these conditions more and more people have switched to the tube. The mayor must therefore ensure the rapid completion of a London-wide system of bus lanes and have the powers to overrule any borough such as Westminster which might wish to stop the bus lanes at its borders.
But the bus lanes on their own will not be enough. Unless we can speed up the rate of boarding at bus stops, the bus system will still be slow and a major contributor to transport congestion. I think that the reintroduction of conductors is therefore a priority. We should also retain the existing Routemaster fleet until a modern Routemaster can be designed.
Then we take a brief look through his 2000 London Mayoral election manifesto which states on reinstating conductors, but did not mention about the modern Routemaster bus.
2000 Ken Livingstone’s Transport Manifesto
Reviving buses
While passenger numbers on the tube have continued to rise, the number of people using London buses has dipped over the last few years. Many people now regard buses as a third-rate form of travel. This was not always the case. When I started work in 1962 every morning I shared buses with city gents, in their pinstripes, reading the Financial Times. Like the tube, London's bus service has suffered due to a cut in government support from £200 million a year in 1990/1 to just £30 million last year. Immediate action is required to transform the bus service into an equal partner to the tube.
As Mayor I would:
• Draw up a programme to introduce new fast, high quality bus routes from outer into inner London along dedicated and well-policed bus lanes serviced by imaginative park and ride schemes.
• Ensure the rapid completion of a London-wide system of bus lanes.
• Enforce the bus lanes rigorously, using cameras to record the licence numbers of cars blocking them.
• Commission a study of the feasibility of a 70p flat rate bus fare throughout London.
• Start to get conductors back onto buses in order to reduce delays, provide a safer environment, particularly for women, and assist people with disabilities.
• Improve lighting at bus stops.
• Speed up the introduction of low platform buses providing easier access for people with disabilities.
Then the 2001 Transport Strategy proposes to increase the number of conductors for routes in Central London, although they were in the process of launching the Oyster Smartcard system.
2001 Mayoral Transport Strategy
4F.19 Despite the fact that buses with conductors move faster, only one-third of routes in central London have conductors. Conductors reduce time spent waiting at bus stops, can give assistance to passengers and increase the sense of security. There is strong public support for increasing the number of conductors. In particular, in surveys of women, young people, older people and disabled people, the re-introduction of conductors is strongly supported. Currently, conductors only work on Routemasters, although studies indicate that they may also speed up journeys on doored buses. A trial is going ahead to explore the overall benefits of conductors on these vehicles.
Proposal 4F.5 Transport for London will work towards the goal of doubling the number of central London double deck buses with conductors, with a view to further expansion of conductors following a review of their benefits and costs. The prime aims of this proposal are to improve speed, reliability, personal security and accessibility. Other measures will also be considered that achieve these aims for passengers. (Two-thirds of central London double deck routes to have conductors by the end of 2004.)
Ticketing strategy
4B.10 A theme of the Mayor’s fares policy is making the ticketing structure simpler and easier for passengers to use and understand. A simpler structure has the potential to produce efficiency and quality benefits, and to improve transport integration. At the end of 2002 Smartcard ticketing will be available on buses and the Underground through TfL’s PRESTIGE project, and will play a central role in the development of TfL’s ticketing strategy.
Proposal 4B.2 Transport for London (TfL) will develop targeted fares options using Smartcards to offer benefits to passengers, increase use and reduce delays, as resources permit. In the longer term, opportunities to combine Smartcard use with payments for other activities should be considered. The Strategic Rail Authority and Train Operating Companies will be expected to maximise compatibility between National Rail ticketing and the TfL Smartcard system.
Ken Livingstone answers your questions
Friday, December 4, 1998
Part of the problem of congestion on the tube has been that the introduction of driver-only buses has led to increasing delays. Under these conditions more and more people have switched to the tube. The mayor must therefore ensure the rapid completion of a London-wide system of bus lanes and have the powers to overrule any borough such as Westminster which might wish to stop the bus lanes at its borders.
But the bus lanes on their own will not be enough. Unless we can speed up the rate of boarding at bus stops, the bus system will still be slow and a major contributor to transport congestion. I think that the reintroduction of conductors is therefore a priority. We should also retain the existing Routemaster fleet until a modern Routemaster can be designed.
Then we take a brief look through his 2000 London Mayoral election manifesto which states on reinstating conductors, but did not mention about the modern Routemaster bus.
2000 Ken Livingstone’s Transport Manifesto
Reviving buses
While passenger numbers on the tube have continued to rise, the number of people using London buses has dipped over the last few years. Many people now regard buses as a third-rate form of travel. This was not always the case. When I started work in 1962 every morning I shared buses with city gents, in their pinstripes, reading the Financial Times. Like the tube, London's bus service has suffered due to a cut in government support from £200 million a year in 1990/1 to just £30 million last year. Immediate action is required to transform the bus service into an equal partner to the tube.
As Mayor I would:
• Draw up a programme to introduce new fast, high quality bus routes from outer into inner London along dedicated and well-policed bus lanes serviced by imaginative park and ride schemes.
• Ensure the rapid completion of a London-wide system of bus lanes.
• Enforce the bus lanes rigorously, using cameras to record the licence numbers of cars blocking them.
• Commission a study of the feasibility of a 70p flat rate bus fare throughout London.
• Start to get conductors back onto buses in order to reduce delays, provide a safer environment, particularly for women, and assist people with disabilities.
• Improve lighting at bus stops.
• Speed up the introduction of low platform buses providing easier access for people with disabilities.
Then the 2001 Transport Strategy proposes to increase the number of conductors for routes in Central London, although they were in the process of launching the Oyster Smartcard system.
2001 Mayoral Transport Strategy
4F.19 Despite the fact that buses with conductors move faster, only one-third of routes in central London have conductors. Conductors reduce time spent waiting at bus stops, can give assistance to passengers and increase the sense of security. There is strong public support for increasing the number of conductors. In particular, in surveys of women, young people, older people and disabled people, the re-introduction of conductors is strongly supported. Currently, conductors only work on Routemasters, although studies indicate that they may also speed up journeys on doored buses. A trial is going ahead to explore the overall benefits of conductors on these vehicles.
Proposal 4F.5 Transport for London will work towards the goal of doubling the number of central London double deck buses with conductors, with a view to further expansion of conductors following a review of their benefits and costs. The prime aims of this proposal are to improve speed, reliability, personal security and accessibility. Other measures will also be considered that achieve these aims for passengers. (Two-thirds of central London double deck routes to have conductors by the end of 2004.)
Ticketing strategy
4B.10 A theme of the Mayor’s fares policy is making the ticketing structure simpler and easier for passengers to use and understand. A simpler structure has the potential to produce efficiency and quality benefits, and to improve transport integration. At the end of 2002 Smartcard ticketing will be available on buses and the Underground through TfL’s PRESTIGE project, and will play a central role in the development of TfL’s ticketing strategy.
Proposal 4B.2 Transport for London (TfL) will develop targeted fares options using Smartcards to offer benefits to passengers, increase use and reduce delays, as resources permit. In the longer term, opportunities to combine Smartcard use with payments for other activities should be considered. The Strategic Rail Authority and Train Operating Companies will be expected to maximise compatibility between National Rail ticketing and the TfL Smartcard system.
During October 2001, Transport for London piloted three bus initiatives: • Route W7 became cashless to speed up boarding. • Conductors were introduced on route 55 to improve loading times at bus stops. • Bendy buses were evaluated on route 207 to assess efficiency and passenger feedback.
— CLondoner92 (@clondoner92.bsky.social) November 25, 2024 at 8:43 AM
[image or embed]
After the withdrawal of the AEC Routemaster in front line service, a think tank organisation named Policy Exchange published a book named Replacing the Routemaster. It suggested to persuade the London Mayoral candidates to build a successor to the AEC Routemaster, and it has criticised the use of bendy buses in London.
Our aim? To persuade all of the mayoral candidates for the next citywide contest in 2008 to pledge to maintain existing Routemasters and to build a “son of Routemaster” — that will be as logical an evolution from the old design as the new London taxis are from their predecessors.
It has influenced Conservative London Mayoral candidate Boris Johnson to adopt the “Son of Routemaster” as a policy for his 2008 policy along with withdrawing the bendy bus.
2008 Conservative Boris Johnson’s Transport Manifesto for the London Mayoral Election
A Fresh Perspective
Part of the problem we face is that after 8 years, the Labour Mayor is closed to new ideas. I believe part of the solution must be to embrace new ideas.
London needs a fresh perspective.
I want to introduce a 21st century Routemaster that will once again give London an iconic bus that Londoners can be proud of. I wholeheartedly agree with the statement that “only a ghastly de-humanised moron”10 would scrap the Routemaster, and I will renew it for the next generation.
I will commission a competition for the world’s best designers and engineers to design a brand-new Routemaster that is fully compliant with EU legislation, has disabled access and is run on green fuel.
I want to see the next generation Routemaster, with conductors, running on the streets of London by the end of my first term as Mayor.
I also believe we need fresh thinking about the bendy bus. The truth is they were never suited to London’s roads and the facts show they have twice as many accidents as normal buses. In addition, open boarding means they have become known as ‘free buses’, and the facts show they lose almost three times as much fare revenue as other types of buses.
When routes that operate these buses come up for renewal, I will set new terms that specify a different type of bus must be used.
I will support the existing Croydon Tram Link, and call for the Government to grant the funding for the proposed extensions. I will also fight for the long-term investment that London needs, for projects such as a tram for Oxford Street, the East London Line Phase 2, future DLR and Transit extensions and Crossrail to Ebbsfleet.
Renewing The Routemaster
We will launch a competition to design a 21st century Routemaster. Londoners want an iconic bus that they can identify with. Public transport is about more than just a series of numbers or targets. Londoners deserve buses that are reliable but also enjoyable to ride, safe, and moreover emblematic of our great city.
We will invite designs for a renewed Routemaster from the world’s leading designers.
TfL will decide on the final shortlist, depending on strict criteria, and the Mayor will take advice from TfL on which design should be commissioned.
We aim to have new Routemasters, with conductors, running in London by the end of our first term.
Despite Boris’ election promises to secure long-term investment for the transit schemes, it was scrapped as part of 2009/10 TfL’s business plan.
2009/10 - 2017/18 TfL's Business Plan
Other major projects
TfL has been looking into a number of other schemes that either do not align with the Mayor’s priorities or have little prospect of securing implementation funding. Work has now been halted on these projects, which will save more than £70m in design work and at least £2.5bn in implementation costs. Projects which do not align with the Mayor’s policies include:
> Oxford Street Tram/Transit
The proposal to improve links between Marble Arch and Tottenham Court Road is unaffordable and the disruption during construction would be very substantial. TfL is working with Westminster Council to implement streetscape improvements as part of New West End Company ORB proposals. TfL is also assessing options to reduce bus volumes along Oxford Street at minimum inconvenience to bus passengers
> East London Transit and Greenwich Waterfront Transit
Beyond the completion of the East London Transit phase 1a, East London Transit phase 1b and Greenwich Waterfront Transit phase 1 projects that are funded in the Plan, no other further phases will be funded under the Plan. Some of these future phases (East London Transit phase 2) were planned to support public transport services across the Thames Gateway Bridge. TfL will undertake a wider review as part of the sub-regional analysis working with boroughs to assess the potential for further transit routes and opportunities for external funding
Projects for which funding is currently unlikely and are not affordable within TfL’s plans include:
> Cross River Tram
Given the lack of funding available to implement the project and the likelihood of not securing additional third-party funding, TfL is not in a position to develop the scheme any further. Future work will concentrate on working with the boroughs, London Development Agency and Greater London Authority to assess potential alternatives to the Cross River Tram, including improving existing public transport capacity. Recommendations from the study will form part of a future bid to Government. However, the Business Plan will deliver a number of transport improvements to the communities along the proposed routes including increased capacity and more frequent services on the Northern, Victoria and Piccadilly lines; and a longer term plan to further increase the capacity of the Northern line through recasting service patterns.
> Croydon Tramlink extension
The Crystal Palace scheme has been progressed by TfL, but there is no funding from Government for implementation. The Mayor is committed to improving transport in outer London, and recognises the important role played by the tram. He has therefore asked TfL to conduct a wider study involving Croydon Council and others to assess how to deliver the improvements outer London needs. TfL is committed to including new proposals for extensions to the tram as part of a future bid to Government.
Our aim? To persuade all of the mayoral candidates for the next citywide contest in 2008 to pledge to maintain existing Routemasters and to build a “son of Routemaster” — that will be as logical an evolution from the old design as the new London taxis are from their predecessors.
It has influenced Conservative London Mayoral candidate Boris Johnson to adopt the “Son of Routemaster” as a policy for his 2008 policy along with withdrawing the bendy bus.
2008 Conservative Boris Johnson’s Transport Manifesto for the London Mayoral Election
A Fresh Perspective
Part of the problem we face is that after 8 years, the Labour Mayor is closed to new ideas. I believe part of the solution must be to embrace new ideas.
London needs a fresh perspective.
I want to introduce a 21st century Routemaster that will once again give London an iconic bus that Londoners can be proud of. I wholeheartedly agree with the statement that “only a ghastly de-humanised moron”10 would scrap the Routemaster, and I will renew it for the next generation.
I will commission a competition for the world’s best designers and engineers to design a brand-new Routemaster that is fully compliant with EU legislation, has disabled access and is run on green fuel.
I want to see the next generation Routemaster, with conductors, running on the streets of London by the end of my first term as Mayor.
I also believe we need fresh thinking about the bendy bus. The truth is they were never suited to London’s roads and the facts show they have twice as many accidents as normal buses. In addition, open boarding means they have become known as ‘free buses’, and the facts show they lose almost three times as much fare revenue as other types of buses.
When routes that operate these buses come up for renewal, I will set new terms that specify a different type of bus must be used.
I will support the existing Croydon Tram Link, and call for the Government to grant the funding for the proposed extensions. I will also fight for the long-term investment that London needs, for projects such as a tram for Oxford Street, the East London Line Phase 2, future DLR and Transit extensions and Crossrail to Ebbsfleet.
Renewing The Routemaster
We will launch a competition to design a 21st century Routemaster. Londoners want an iconic bus that they can identify with. Public transport is about more than just a series of numbers or targets. Londoners deserve buses that are reliable but also enjoyable to ride, safe, and moreover emblematic of our great city.
We will invite designs for a renewed Routemaster from the world’s leading designers.
TfL will decide on the final shortlist, depending on strict criteria, and the Mayor will take advice from TfL on which design should be commissioned.
We aim to have new Routemasters, with conductors, running in London by the end of our first term.
Despite Boris’ election promises to secure long-term investment for the transit schemes, it was scrapped as part of 2009/10 TfL’s business plan.
2009/10 - 2017/18 TfL's Business Plan
Other major projects
TfL has been looking into a number of other schemes that either do not align with the Mayor’s priorities or have little prospect of securing implementation funding. Work has now been halted on these projects, which will save more than £70m in design work and at least £2.5bn in implementation costs. Projects which do not align with the Mayor’s policies include:
> Oxford Street Tram/Transit
The proposal to improve links between Marble Arch and Tottenham Court Road is unaffordable and the disruption during construction would be very substantial. TfL is working with Westminster Council to implement streetscape improvements as part of New West End Company ORB proposals. TfL is also assessing options to reduce bus volumes along Oxford Street at minimum inconvenience to bus passengers
> East London Transit and Greenwich Waterfront Transit
Beyond the completion of the East London Transit phase 1a, East London Transit phase 1b and Greenwich Waterfront Transit phase 1 projects that are funded in the Plan, no other further phases will be funded under the Plan. Some of these future phases (East London Transit phase 2) were planned to support public transport services across the Thames Gateway Bridge. TfL will undertake a wider review as part of the sub-regional analysis working with boroughs to assess the potential for further transit routes and opportunities for external funding
Projects for which funding is currently unlikely and are not affordable within TfL’s plans include:
> Cross River Tram
Given the lack of funding available to implement the project and the likelihood of not securing additional third-party funding, TfL is not in a position to develop the scheme any further. Future work will concentrate on working with the boroughs, London Development Agency and Greater London Authority to assess potential alternatives to the Cross River Tram, including improving existing public transport capacity. Recommendations from the study will form part of a future bid to Government. However, the Business Plan will deliver a number of transport improvements to the communities along the proposed routes including increased capacity and more frequent services on the Northern, Victoria and Piccadilly lines; and a longer term plan to further increase the capacity of the Northern line through recasting service patterns.
> Croydon Tramlink extension
The Crystal Palace scheme has been progressed by TfL, but there is no funding from Government for implementation. The Mayor is committed to improving transport in outer London, and recognises the important role played by the tram. He has therefore asked TfL to conduct a wider study involving Croydon Council and others to assess how to deliver the improvements outer London needs. TfL is committed to including new proposals for extensions to the tram as part of a future bid to Government.
Highlights of the 'Independent strategic review of the provision of bus services in London' document. Presented to the #TfL board meeting on 29th July 2009 The costs of withdrawing the bendy #buses and introducing the New Routemaster. content.tfl.gov.uk/Item05-Indep...
— CLondoner92 (@clondoner92.bsky.social) February 8, 2024 at 3:41 PM
[image or embed]
Then the commitment for the New Routemaster was mentioned as part of the 2010 Transport Strategy.
2010 Mayor’s Transport Strategy
A New Bus for London
The competition to design a New Bus for London was launched in July 2008. This attracted a large number of entrants, and in December 2008, the Mayor announced the winners.
The aim of the competition was to harvest a range of creative ideas for a bus fit for the 21st century. These winning designs and concepts have been passed on to bus manufacturers, for development into final design proposals.
The New Bus for London will meet London Buses’ requirements for vehicles in public service in London, including high standards of accessibility, safety and emissions abatement. In addition, it will be more durable, more fuel efficient and better ventilated. The bus will incorporate a double-deck and a platform at the rear near-side corner, so passengers will be able to board and alight easily.
The first prototype of the new bus will be on London’s streets by 2011.
5.4.4 Bus fleet development
318 TfL is also seeking to develop an iconic bus design with its New Bus for London project.
Proposal 25
The Mayor, through TfL, will upgrade its bus fleet to meet increased emissions standards and will appoint bus manufacturers as part of the New Bus for London project. It is intended that the first prototype will enter service during 2011.
The Design of the New Routemaster: How and Why?
Going back to late 2003, some of my readers may recall statements from Mayor Ken Livingstone regarding a successor vehicle for the AEC Routemaster bus. In response to a question from London Assembly Member (AM) John Biggs, the Mayor explained that manufacturers were unwilling to include an open platform due to product liability concerns and potential vehicle safety regulations set by the European Union.
Reference: 2003/2271
Date: Monday 22 December 2003
By Mayor Ken Livingstone
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.
Reference: 2004/0041-1
Date: Monday 19 January 2004
By Mayor Ken Livingstone
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.
Reference: 2005/2080
Date: Monday 21 November 2005
By Mayor Ken Livingstone
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.
Then after the 2008 London Mayoral Election, Caroline Pidgeon AM asked about the guidelines for the bus design, particularly regarding an open rear platform and the need for conductors. Boris Johnson replied that an open platform was a key part of his vision for a new Routemaster, acknowledging the widespread debate on the issue. He agreed that conductors might be necessary to monitor the platform but stressed that it would be done in a cost-effective manner.
Session name: MQT on 18/06/2008
Date: Tuesday 17 June 2008
By Mayor Boris Johnson
Let me tell you this; I am determined to have a new generation Routemaster and, yes, it is certainly part of my vision that it should have an open platform. Obviously this is something that came up endlessly during the campaign. I think it was probably one of the most elucidated global issues; the exact cost of the people who would have to look after the platform. There is scarcely anybody in Outer Mongolia who is ignorant of this debate!
I think it probably will be necessary to have someone to invigilate the platform. I think that is no bad thing for bus safety generally and we will certainly make sure that it is done in an economical way.
On July 4, 2008, Mayor Boris Johnson launched the New Bus for London competition, inviting both companies and the public to submit ideas for a new red double-decker bus. The competition featured two categories: "Imagine," for creative concepts, and "Design," for detailed proposals. Submissions could be for whole buses or individual parts.
The Imagine category sought ideas for a bus with a rear open platform and another door for entry/exit, while the Design category required detailed plans for a low-floor bus with at least one internal staircase, a rear open platform, and seating for 72 passengers. Entries had to meet practical, economic, and mass-production standards.
The competition attracted a variety of innovative designs, including a "smiley bus" by the H4 Group, a hydrogen-powered alternative from Future Systems, and a glass-roofed concept by Foster and Partners. On December 19, 2008, the winners were announced. The £25,000 prize for the Design category was shared between Capoco Design and a joint submission by Foster + Partners and Aston Martin.
Readers can view the full list of winners and their designs in the official competition document here.
On February 2, 2009, Mayor Boris Johnson responded to a question from Darren Johnson AM regarding the capacity of the new Routemaster design by Aston Martin and Foster + Partners. The proposed capacity for this design was 89 passengers. Boris Johnson clarified that the final design and capacity would be based on the concepts from the competition, with the specifications determined by Transport for London (TfL) before being presented to the manufacturer.
Reference: 2009/0026-1
Date: Monday 2 February 2009
By Mayor Boris Johnson
The total capacity as proposed in the Aston Martin/Foster & Partner design is 89 passengers. The new bus for London will be based on the collection of ideas and concepts harvested from the competition, and the final design and capacity will be proposed to the eventual manufacturer based on the specifications determined by TfL.
On February 16, 2009, TfL published a notice in the Official Journal of the European Union inviting bus manufacturers to express interest in developing a new bus for London, inspired by the iconic Routemaster. Manufacturers would need to incorporate ideas from the New Bus for London competition, including the joint first-prize designs from Capoco Design Ltd and the collaboration between Aston Martin and Foster + Partners, while ensuring the final design meets London’s strict requirements for accessibility, safety, and emissions standards.
London's new bus moves a step closer as TfL invites manufacturers to express an interest
16 February 2009
A notice has been published in the Official Journal of the European Union (OJEU) inviting bus manufacturers to express an interest in developing and building a new bus for London, based on the iconic Routemaster.
We were overwhelmed by the creativity and ingenuity shown in the entries
Manufacturers will be expected to take the innovative ideas and designs put forward in the New Bus for London competition and consider these in combination with their own expertise in designing and building buses to come up with a final design.
The Mayor of London, Boris Johnson, announced the winners of the New Bus for London competition at the end of last year, with joint first prize in the 'whole bus' design category going to Capoco Design Ltd and a collaborative entry from Aston Martin and Foster + Partners.
The final design will have to meet all London Buses' requirements for vehicles in public service in London, including high standards of accessibility, safety, and emissions abatement.
On the road
Interested suppliers must be capable of providing design services, manufacturing the double deck buses and providing in-service support when they are operating on the streets of London.
It is anticipated contracts will be awarded at the end of this year with on street trials of the first of the new buses on the streets of London in 2011.
Interested parties need to complete a pre-qualification questionnaire by mid March.
TfL published a notice in the Official Journal of the European Union (OJEU) inviting suppliers to design, develop, and produce the new bus for London. This follows the 2008 competition for the bus design. London Bus Services Limited (LBSL) will oversee the project, with trials expected to begin in 2011 and new buses entering service by 2012. Suppliers must meet LBSL's requirements for advanced double-decker vehicles.
European Union's Tenders Electronic Daily
Reference number: 44219-2009
Section II: Object Of The Qualification System
II.1) Title Attributed To The Qualification System By The Contracting Entity
New Bus for London.
Ii.2) Type Of Contract
Services
II.3) Description Of The Works, Services Or Goods To Be Procured Through The Qualification System
Transport for London (TfL) announced the winners of a public competition for design of a new bus for London in December 2008 in support of the Mayor of London’s intention to introduce a new bus design into regular service. London Bus Services Limited (LBSL) is responsible for taking this project forward. Further details of the competition and winners can be found on the TfL website at www.tfl.gov.uk.
LBSL wishes to establish a list of qualified suppliers to support the design, development, manufacture and trialling of prototype(s) and then series production and in service support of a new bus for London. The new design will consider the ideas put forward in the public competition, LBSL’s requirements for vehicles in service in London, and appropriate innovations proposed by supplier(s). Suppliers must be capable of providing design services, manufacture of both prototype and series production, and in service support, of advanced double deck vehicles for public service in London.
It is LBSL’s current intention to award an initial contract(s) in late 2009 with trials commencing in 2011 and introduction of new buses to service following on from successful completion of the trials in 2012.
LBSL will establish a register of Service Providers from which potential candidates will be selected for requirements arising from the development and introduction of the New Bus for London. It will be used for services and supply contracts as defined in the Utilities Contracts Regulations 2006. The negotiated procedure will be used for contracts to be awarded to qualified candidates.
LBSL reserves the right, in addition, to operate any of the award procedures available under the Directive and therefore the qualification may not be its sole means of awarding contracts.
Entry onto LBSL list of registered contractors will be regarded as Stage 1 of the qualification process. Stage 2 will comprise the matching of the capability of each applicant on the register to the needs of each individual contract on the basis of objective criteria.
In June 2009, TfL announced that six bus manufacturers had qualified to bid for the new bus for London. Proposals must include an open rear platform (with options to close it at night), green technology for reduced emissions, and meet high standards for accessibility and safety. The contract will be awarded by the end of the year, with the first new bus expected on London streets in 2011.
London's new bus moves a step closer
04 June 2009
Transport for London (TfL) today announced that six bus manufacturers have qualified to bid for the contract to design and build the new bus for London.
Londoners have shown huge enthusiasm for the Mayor's idea of giving the city back an iconic bus
Detailed bus specifications have been sent to these manufacturers inviting them to submit proposals for the new bus, including costs and outline designs.
Some of the key features manufacturers are being asked to include in their design are:
An open platform: a defining feature of the new bus, there must be an open platform at the rear near side of the bus. Manufacturers have been asked to consider options to allow for the rear platform to be closed off at certain times, such as at night
Green technology: the new bus must produce substantially fewer emissions of carbon dioxide, oxides of nitrogen and particulate matter than a conventional bus
Accessibility: the new bus must meet all London Buses' stringent requirements on accessibility
Innovative ideas
Manufacturers have 12 weeks to submit their proposals.
The contract will be awarded at the end of this year, at which point the successful manufacturer will finalise their design and begin work on building the new buses.
The first new bus will be on the streets of London in 2011.
Manufacturers will be expected to take the innovative ideas and designs put forward in the New Bus for London competition and consider these in combination with their own expertise in designing and building buses to come up with a final proposal.
The final design will have to meet all London Buses' requirements for vehicles in public service in London, including high standards of accessibility, safety and emissions abatement.
On June 16, 2009, in response to a question from Valerie Shawcross AM, Mayor Boris Johnson outlined plans to develop a prototype for the new Routemaster. The next steps include finalising the vehicle specifications, incorporating ideas from the design competition, and setting targets for environmental and performance features. A competitive tendering process will be launched later in the year to select a supplier for the prototype and production of the buses.
Reference: 2009/0070
Date: Tuesday 16 June 2009
By Mayor Boris Johnson
The next steps are to develop a full vehicle specification incorporating the best ideas from the design competition, and take these forward to procurement.
This will involve setting specific targets for a range of environmental and performance features, and seeking interest from potential suppliers.
Tendering will then be launched later this year to find a suitable design and manufacturing supplier. An OJEU notice will be required given the value of the potential contract for building and developing a prototype, and then moving to production of a series of these vehicles.
On July 19, 2009, in response to a question from Caroline Pidgeon, Mayor Boris Johnson explained that the new bus design must feature an open rear platform, but manufacturers are asked to propose solutions for closing it at certain times, such as at night or during bad weather. He noted that the platform would generally remain open while the bus is in operation.
Reference: 2009/2055
Date: Sunday 19 July 2009
By Mayor Boris Johnson
The specification requires tenderers to consider and suggest options for closing-off the rear platform at certain times, such as at night, or during bad weather. It is anticipated the platform would remain open for the majority of time the bus is in operation.
On June 21, 2009, Mayor Boris Johnson updated Joanne McCartney on the new Routemaster, stating that six manufacturers had qualified to bid. Detailed specifications were sent to them, and they had 12 weeks to submit proposals. The contract would be awarded by the end of the year, with work on the prototype starting soon after.
Reference: 2009/1671
Date: Sunday 21 June 2009
TfL announced on 4 June 2009 that six bus manufacturers had qualified to bid for the contract to design and build the new bus for London. Detailed bus specifications have been sent to these manufacturers, inviting them to submit proposals for the new bus, including costs and outline designs. Manufacturers have 12 weeks to submit their proposals. The contract will be awarded at the end of this year, at which point the successful manufacturer will start the process to finalise their design and begin work on building the prototype bus.
On November 10, 2009, the Surface Transport Panel was updated on the New Bus for London project. The bus was designed to operate with a second crew member and feature an open rear platform. However, to provide greater operational flexibility, the specification required the rear platform to be able to close, allowing for single-operator use during off-peak periods. Bidders were also asked to consider a two-staircase layout to improve passenger flow and reduce boarding and alighting times.
TfL Surface Transport Panel
Subject: Managing Director’s Report
Date: 10 November 2009
New Bus for London
2.2 The tender for the design and development phase of New Bus for London was issued on 22 May. There were six bidders who had prequalified under the earlier public procurement notice and all were invited to tender. The tender comprised a new and detailed performance-based specification which had a specific focus on fuel economy, emissions reduction and passenger ambience. This is in addition to a focus on the whole life costs of ownership and operation.
2.3 The new bus is designed to be operated with a second crew member and to have an open rear platform. However, for greater operational flexibility, the specification required the rear platform to be able to close, which would allow the bus to be operated by one person, for example, during off-peak periods. In addition, bidders were asked to consider an option for a two staircase layout for improved passenger flows and quicker boarding and alighting times.
2.4 At the end of the tender period in August, two bidders had withdrawn leaving a field of four. Stage One of the evaluation process, to select a shortlist of two based on technical and commercial merit, has just concluded. TfL is about to enter the intensive negotiation phase during which the precise requirements of the technical specification and the details of the commercial package will be firmed up with each of the remaining bidders.
2.5 It is expected that TfL will award the contract by the end of 2009 to a single manufacturer and the detailed design and development phase will commence in January 2010. The prototype is expected to be delivered by the end of 2011 with production and delivery of the new buses scheduled to begin in early 2012.
On December 21, 2009, Mayor Boris Johnson confirmed that the New Bus for London specification required a minimum capacity of 87 passengers, with 22 seats on the lower deck, 41 on the upper deck, and space for 24 standees. Both shortlisted bids met these requirements and included a two-staircase layout to improve passenger flow.
Reference: 2009/3722
Date: Monday 21 December 2009
The specification requires a minimum capacity of 87-passengers- the same as a conventional double-deck in the London fleet. The split would be 22 seats on the lower deck, 41 seats on the upper deck, and 24 standees on the lower deck. Both shortlisted bids can comply with these requirements and with a two-staircase layout.
In a press release on December 23, 2009, TfL announced that Wrightbus had been selected to design the New Bus for London. The bus featured an open rear platform, which could be closed at certain times, such as at night, to support a hop-on, hop-off service. It also had three doors, two staircases, and a capacity for at least 87 passengers.
Wrightbus to design and build New Bus for London
23 December 2009
New bus to deliver 40 per cent better fuel consumption than conventional diesel double-decker buses. Design even greener than existing hybrid bus
The countdown is now well and truly on as Wrightbus work nineteen to the dozen to deliver Londoners their new bus
Transport for London (TfL) today announced that they have selected Wrightbus as the preferred manufacturer for the final design and build of the New Bus for London, based on the iconic Routemaster.
The New Bus for London will feature:
• An open platform: a defining feature allowing the reinstatement of a hop-on, hop-off bus service. The platform will have the facility to be closed off at certain times, such as at night
• Green technology: the new bus will incorporate the latest hybrid technology and will be 40 per cent more fuel efficient than conventional diesel buses and 15 per cent more fuel efficient than current London hybrid buses
• Air quality emissions will be reduced by 40 per cent for NOx emissions and 33 per cent for PM emissions when compared with conventional diesel buses
• Three doors (including the rear platform) and two staircases, giving an innovative new design and aiding speedier and smoother boarding
• Capacity for at least 87 passengers
On February 1, 2010, Mayor Boris Johnson responded to Caroline Pidgeon's question about the New Routemaster, confirming that conductors would only be present when the rear platform was open to supervise boarding and alighting. During off-peak times, when the platform was closed, the bus would still have three entrances operated by the driver. The bus design allowed for flexibility with the rear platform, supporting both a conductor-assisted and driver-only operation.
Reference: 2010/0127
Date: Monday 1 February 2010
By Mayor Boris Johnson
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.
On November 21, 2011, Mayor Boris Johnson responded to Caroline Pidgeon’s question, confirming that the New Buses for London would have a conductor when the rear platform was open during most of the day. However, in the late evening and at night, the rear platform would be closed, and the bus would operate as a one-person operation.
Reference: 2011/3245
Date: Monday 21 November 2011
By Mayor Boris Johnson
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.
In a Freedom of Information (FOI) request, it was revealed that the contract for the New Bus for London required the bus to have a capacity of at least 87 passengers, two staircases, three doors, and an open rear platform that could be closed when not in use. The bus was also mandated to use hybrid technology, making it more fuel-efficient than existing hybrid buses in London.
29 July 2013
FOI-0624-1314
In July 2008 a competition was launched to design the New Bus for London. The competition had two categories, an Imagine category for general ideas and concepts, and a Design category, for more detailed proposals. In both categories, entries could be either "whole bus" submissions, or proposals for parts of the bus. Please find attached a copy of the Competition Rules for each of the categories.
The competition entrants were judged by a panel of six, made up of a TfL board member, two TfL managers, two London Buses managers, and an independent judge, a former commercial director of Alexander Dennis. The winner was the entrant best deemed to match the criteria outlined in the competition rules.
The winning designs were then passed to the major bus manufacturers as part of a separate, competitive tendering process for the detailed design, prototyping and manufacture of the new bus.
Our pre-qualification criteria before manufacturers were invited to tender for the contract included a manufacturing capacity of building 600 buses over three years. In May 2009, six bus manufacturers were invited to tender for the contract:
• Alexander Dennis
• EvoBus
• Hispano Carrocera
• Optare
• Scania AB
• Wrightbus
Having been judged to have the best tender in relation to the necessary criteria, Wrightbus was awarded the contractor in December 2009.
The contract stated the bus needed to have a capacity of at least 87 passengers, two staircases, three doors, and an open rear platform that could be closed when not required. The bus would utilise hybrid technology to make it more fuel efficient than any buses currently in operation, including the current London hybrid buses.
On March 1, 2010, in response to a question from Darren Johnson AM, Mayor Boris Johnson stated that liability insurance premiums for the New Buses for London were expected to be similar to those for existing Routemaster buses. He noted that Transport for London (TfL) continued to operate open-platform buses on Heritage Routes with a second crew member, and that additional safety features would be incorporated into the new buses' open platform to enhance safety.
Reference: 2010/0653
Date: Monday 1 March 2010
By Mayor Boris Johnson
TfL continues to operate open-platform buses on two Heritage Routes in London with a second crew member to assist with boarding and alighting. The liability insurance is a matter for the bus operators but I do not envisage it being substantially different to that of existing Routemasters. TfL will be incorporating a number of safety features into the open platform on the New Bus for London which will enhance its safety.
In response to Caroline Pidgeon’s questions on June 13, 2010, Mayor Boris Johnson explained that the 2008 competition had basic requirements, leading many entries to feature front-engined, single staircase layouts inspired by the original Routemaster. TfL then developed more detailed specifications in 2009, including two staircases, three doors, and environmental performance standards, but there were no requirements to the external appearance of the bus. Winning competition entries were shared with bidders, who were encouraged to use the ideas but were not required to incorporate specific features, allowing them to create designs that met TfL's broader criteria.
Reference: 2010/1927
Date: Sunday 13 June 2010
By Mayor Boris Johnson
The requirements for the competition in 2008 were relatively basic, which led the majority of the entries to consider a front-engined, single staircase layout with very strong references to the old Routemaster. Drawing on the concepts, technical and mechanical as well as design, of the competition submissions, TfL developed the criteria for the development of the New Bus in 2009. These formed the basis of the tendering process to award the design and development contract. The new specification required amongst other things, two staircases, three doors and challenging environmental performance standards but no requirements to the external appearance. Bidders were given a portfolio of winning entries and were encouraged to use the material as a source of reference for new ideas.
Reference: 2010/1928
Date: Sunday 13 June 2010
By Mayor Boris Johnson
Entries that won a prize in the competition were made available to all bidders in the tendering process. Intellectual property in these submissions transferred to TfL as part of the conditions of entry into the competition, thus TfL was able to distribute them freely without any royalty implications. Bidders were invited as part of the tendering instructions to take account of the winning entries and were encouraged to use all of the information available in preparing their own proposals. However TfL did not instruct bidders to incorporate any or all of the features, thus allowing them the freedom to develop their own plans in line with TfL's overall specification.
Request ID: 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.
That specification enabled TfL and the manufacturer, by specifying the NRM, to replace the convertible open platform with a door that opens outwards instead of inwards. This applied to over half of the NRM batch, as I explained in my previous article.
The technical specification of the New Routemaster (published on the 'What Do They Know' website) states:
1.05 Crew
The Vehicle shall be capable of operation both with one crew member (i.e. driver) and with two crew members (i.e. driver plus second crew member).
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.
The role of the ‘conductor’ for the New Routemasters
In response to Jennette Arnold OBE's question on December 21, 2009, Mayor Boris Johnson clarified that the role of the "second crew member" on the New Routemaster would not be a return to traditional conductors. With advances in ticketing technology, including the Oyster card and later contactless payment cards, the second crew member's role would focus on passenger safety, security, and providing assistance with passenger information when required.
Reference: 2009/3724
Date: Monday 21 December 2009
By Mayor Boris Johnson
The traditional role of bus conductors has reduced significantly with advances in ticket technology and the introduction of the Oyster card in recent years. My intention is for the 'second crew member' on the New Bus for London, when needed, to focus on passenger safety and security, as well as assisting with passenger information.
In response to an enquiry on 16 September 2013, TfL stated that the terms "Hop on, Hop off" and "Hop on and off" referred to passengers boarding and alighting between stops when a Passenger Services Assistant was on board. However, they clarified that this practice was not encouraged, and passengers should only use recognised bus stops.
Date: 16 September 2013
Our Ref: 1012727739
The term “Hop on, Hop off” and “Hop on and off” are in our literature that relates to the New Bus for London and classic Routemasters. They are interchangeable but ultimately mean the same thing. It applies to the ability of passengers being able to get on and off buses between stops when a Passenger Services Assistant is on board. This term does not appear in our Conditions of Carriage as it is not something we want to encourage passengers to do, and passengers should only get on and off at recognised bus stops. However, we accept that boarding and alighting between stops does occur.
Taking a look at Section 2.4 of TfL's Conditions of Carriage:
On our buses, you must only get on or off at official bus stops, except where we advertise the service as being ‘hail and ride’ when the driver will stop where it is safe to do so. There may also be special circumstances eg when the bus is stuck in traffic, in which case drivers may pull over at a safe place and let you get off. However, they will only do this where/when they judge it is safe to do so.
During the rollout of the New Routemaster, Route 148 became the first NRM route to be fully OPO, with the rear platform being closed and used as a standard door.
Routemasters running on Route 148
19 February 2014
The service, which runs 24-hours a day between Camberwell Green and White City via Westminster, Hyde Park Corner and Holland Park, started on Saturday and will have 25 of the new buses in operation at any one time during peak hours.
Around 22,000 passengers use the route every weekday and all three sets of doors will be open at bus stops so people can board and alight quickly.
The rear platform will be closed, however, when the bus is moving.
The issue was raised by Valerie Shawcross regarding whether conductors would be working on route 148 after its conversion to "New Routemaster" operation on 15th February 2014. In response, Boris Johnson explained that there was no requirement to have a conductor on every bus at all times.
Reference: 2014/1213
Date: Thursday 20 March 2014
By Mayor Boris Johnson
As I have explained previously, there is not a requirement to have a conductor on every bus at all times.
Route 148 will operate in one-person operation for its full schedule. This was set out in a TfL press release on 19 February 2014.
On 25th May 2015, Valerie Shawcross raised a concern about the "hop on and off" facility on the New Bus for London, citing the lack of conductors. In response, Boris Johnson stated that the New Routemaster had higher customer satisfaction than standard buses, with its design improving boarding efficiency. He also mentioned that the vehicle could operate with a second crew member during peak times.
Reference: 2015/1406
Date: Monday 25 May 2015
By Mayor Boris Johnson
The New Routemaster scores three points higher than standard buses in the fleet in customer satisfaction surveys during 2014 which shows how popular it is. The three entry points offer efficient boarding and alighting at stops and the two staircases are an advantage as they help reduce passengers moving in opposite directions to and from the upper deck on all routes on which they are deployed. The versatility of the vehicle enables it to be operated with a second crew member at the busiest times (typically 6am to 7pm on weekdays) on routes where they give the greatest passenger benefit. The seats are ergonomically designed with cushioning and some with higher seat backs than normal.
In June 2015, Valerie Shawcross asked for a breakdown of the hours when a second crew member supervised the rear platform on New Routemaster routes over the previous 12 months. Mayor Boris Johnson provided the following details:
(Reference 2015/1911)
Route 9: Monday-Friday, 06:00–17:54 (Hammersmith) and 06:40–18:59 (Aldwych).
Route 10: Monday-Friday, 06:00–17:52 (Hammersmith) and 06:50–19:30 (King's Cross).
Route 11: Monday-Friday, 06:30–18:40 (Fulham) and 06:20–18:30 (Liverpool St); Saturdays, 07:15–18:00 and 07:00–18:00; Sundays/BH, 08:30–18:00.
Route 24: Monday-Friday, 05:15–18:30 (Hampstead Heath) and 06:00–19:48 (Pimlico).
Route 38: Monday-Friday, 06:00–18:00 (Mildmay Park to Victoria) and 06:45–19:00 (Victoria to Mildmay Park).
Route 390: Monday-Friday, 06:15–18:52 (Archway) and 06:48–19:55 (Notting Hill Gate).
These times showed when the rear platform had been open and supervised by a second crew member.
Assembly Member Valerie Shawcross asked for details on when the contracts for routes with a second crew member on the New Bus for London vehicles would end.
Reference: 2015/2405
Date: Sunday 19 July 2015
By Mayor Boris Johnson
The routes with a second crew member on board as follows, with the contract expiry dates shown. Those marked with a * are subject to a potential two-year performance related extension.
Route 9: 31 August 2018
Route 10: 27 January 2017
Route 11: 30 October 2020 *
Route 24: 10 November 2017 *
Route 38: 11 November 2016
Route 390: 31 August 2018
She also asked if routes converted to New Routemaster buses would remain OPO at contract renewal. Johnson confirmed that routes suitable for OPO would likely remain OPO, while other routes would be assessed individually.
Reference: 2015/2406
Date: Sunday 19 July 2015
If a route was previously identified as suitable for one-person operation and its passenger requirements remain unchanged, it is likely to remain a one-person operated route when the contract comes up for renewal. The future requirements of other routes, including those in two-person operation, will be considered on their merits at the time of contract renewal.
A document obtained through an FOI request to TfL revealed the responsibilities and duties of the NRM conductors.
New Bus for London
Conductor Key Responsibilities and Duties
This document describes the principal responsibilities and duties for the second crew member (“conductor”) for the New Bus for London. The purpose of this document is to enable operators to produce the job description for the role and prepare the necessary training, selection and recruitment activities.
Responsibilities
1. To be present at the open platform for the majority of the time except when other duties are being carried out.
2. Supervise boarding and alighting at the rear platform
3. Signal to the driver when boarding and alighting at bus stops at the rear platform has finished, and provide the open platform interlock
4. Undertake the daily conductor actions and checks in conjunction with the driver
5. Assist driver with the conversion of the bus to and from crewed mode
6. Provide assistance to wheelchair users or buggy users if required or requested when the bus is stationary at bus stops to assist with manoeuvring the wheelchair or buggy in the bay.
7. Compile defect, quality and incident reports
8. Provide general passenger assistance and route, travel, fares and tourist information as required
• At any time
9. Provide visible presence to upper deck and lower deck customers by undertaking routine “patrols”
10. Implement routine fare validation activities
Further guidance on the role of the conductor is provided in version four of TfL's Big Red Book.
2010 Mayor’s Transport Strategy
A New Bus for London
The competition to design a New Bus for London was launched in July 2008. This attracted a large number of entrants, and in December 2008, the Mayor announced the winners.
The aim of the competition was to harvest a range of creative ideas for a bus fit for the 21st century. These winning designs and concepts have been passed on to bus manufacturers, for development into final design proposals.
The New Bus for London will meet London Buses’ requirements for vehicles in public service in London, including high standards of accessibility, safety and emissions abatement. In addition, it will be more durable, more fuel efficient and better ventilated. The bus will incorporate a double-deck and a platform at the rear near-side corner, so passengers will be able to board and alight easily.
The first prototype of the new bus will be on London’s streets by 2011.
5.4.4 Bus fleet development
318 TfL is also seeking to develop an iconic bus design with its New Bus for London project.
Proposal 25
The Mayor, through TfL, will upgrade its bus fleet to meet increased emissions standards and will appoint bus manufacturers as part of the New Bus for London project. It is intended that the first prototype will enter service during 2011.
The Design of the New Routemaster: How and Why?
Going back to late 2003, some of my readers may recall statements from Mayor Ken Livingstone regarding a successor vehicle for the AEC Routemaster bus. In response to a question from London Assembly Member (AM) John Biggs, the Mayor explained that manufacturers were unwilling to include an open platform due to product liability concerns and potential vehicle safety regulations set by the European Union.
Reference: 2003/2271
Date: Monday 22 December 2003
By Mayor Ken Livingstone
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.
Reference: 2004/0041-1
Date: Monday 19 January 2004
By Mayor Ken Livingstone
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.
Reference: 2005/2080
Date: Monday 21 November 2005
By Mayor Ken Livingstone
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.
Then after the 2008 London Mayoral Election, Caroline Pidgeon AM asked about the guidelines for the bus design, particularly regarding an open rear platform and the need for conductors. Boris Johnson replied that an open platform was a key part of his vision for a new Routemaster, acknowledging the widespread debate on the issue. He agreed that conductors might be necessary to monitor the platform but stressed that it would be done in a cost-effective manner.
Session name: MQT on 18/06/2008
Date: Tuesday 17 June 2008
By Mayor Boris Johnson
Let me tell you this; I am determined to have a new generation Routemaster and, yes, it is certainly part of my vision that it should have an open platform. Obviously this is something that came up endlessly during the campaign. I think it was probably one of the most elucidated global issues; the exact cost of the people who would have to look after the platform. There is scarcely anybody in Outer Mongolia who is ignorant of this debate!
I think it probably will be necessary to have someone to invigilate the platform. I think that is no bad thing for bus safety generally and we will certainly make sure that it is done in an economical way.
On July 4, 2008, Mayor Boris Johnson launched the New Bus for London competition, inviting both companies and the public to submit ideas for a new red double-decker bus. The competition featured two categories: "Imagine," for creative concepts, and "Design," for detailed proposals. Submissions could be for whole buses or individual parts.
The Imagine category sought ideas for a bus with a rear open platform and another door for entry/exit, while the Design category required detailed plans for a low-floor bus with at least one internal staircase, a rear open platform, and seating for 72 passengers. Entries had to meet practical, economic, and mass-production standards.
The competition attracted a variety of innovative designs, including a "smiley bus" by the H4 Group, a hydrogen-powered alternative from Future Systems, and a glass-roofed concept by Foster and Partners. On December 19, 2008, the winners were announced. The £25,000 prize for the Design category was shared between Capoco Design and a joint submission by Foster + Partners and Aston Martin.
Readers can view the full list of winners and their designs in the official competition document here.
On February 2, 2009, Mayor Boris Johnson responded to a question from Darren Johnson AM regarding the capacity of the new Routemaster design by Aston Martin and Foster + Partners. The proposed capacity for this design was 89 passengers. Boris Johnson clarified that the final design and capacity would be based on the concepts from the competition, with the specifications determined by Transport for London (TfL) before being presented to the manufacturer.
Reference: 2009/0026-1
Date: Monday 2 February 2009
By Mayor Boris Johnson
The total capacity as proposed in the Aston Martin/Foster & Partner design is 89 passengers. The new bus for London will be based on the collection of ideas and concepts harvested from the competition, and the final design and capacity will be proposed to the eventual manufacturer based on the specifications determined by TfL.
On February 16, 2009, TfL published a notice in the Official Journal of the European Union inviting bus manufacturers to express interest in developing a new bus for London, inspired by the iconic Routemaster. Manufacturers would need to incorporate ideas from the New Bus for London competition, including the joint first-prize designs from Capoco Design Ltd and the collaboration between Aston Martin and Foster + Partners, while ensuring the final design meets London’s strict requirements for accessibility, safety, and emissions standards.
London's new bus moves a step closer as TfL invites manufacturers to express an interest
16 February 2009
A notice has been published in the Official Journal of the European Union (OJEU) inviting bus manufacturers to express an interest in developing and building a new bus for London, based on the iconic Routemaster.
We were overwhelmed by the creativity and ingenuity shown in the entries
Manufacturers will be expected to take the innovative ideas and designs put forward in the New Bus for London competition and consider these in combination with their own expertise in designing and building buses to come up with a final design.
The Mayor of London, Boris Johnson, announced the winners of the New Bus for London competition at the end of last year, with joint first prize in the 'whole bus' design category going to Capoco Design Ltd and a collaborative entry from Aston Martin and Foster + Partners.
The final design will have to meet all London Buses' requirements for vehicles in public service in London, including high standards of accessibility, safety, and emissions abatement.
On the road
Interested suppliers must be capable of providing design services, manufacturing the double deck buses and providing in-service support when they are operating on the streets of London.
It is anticipated contracts will be awarded at the end of this year with on street trials of the first of the new buses on the streets of London in 2011.
Interested parties need to complete a pre-qualification questionnaire by mid March.
TfL published a notice in the Official Journal of the European Union (OJEU) inviting suppliers to design, develop, and produce the new bus for London. This follows the 2008 competition for the bus design. London Bus Services Limited (LBSL) will oversee the project, with trials expected to begin in 2011 and new buses entering service by 2012. Suppliers must meet LBSL's requirements for advanced double-decker vehicles.
European Union's Tenders Electronic Daily
Reference number: 44219-2009
Section II: Object Of The Qualification System
II.1) Title Attributed To The Qualification System By The Contracting Entity
New Bus for London.
Ii.2) Type Of Contract
Services
II.3) Description Of The Works, Services Or Goods To Be Procured Through The Qualification System
Transport for London (TfL) announced the winners of a public competition for design of a new bus for London in December 2008 in support of the Mayor of London’s intention to introduce a new bus design into regular service. London Bus Services Limited (LBSL) is responsible for taking this project forward. Further details of the competition and winners can be found on the TfL website at www.tfl.gov.uk.
LBSL wishes to establish a list of qualified suppliers to support the design, development, manufacture and trialling of prototype(s) and then series production and in service support of a new bus for London. The new design will consider the ideas put forward in the public competition, LBSL’s requirements for vehicles in service in London, and appropriate innovations proposed by supplier(s). Suppliers must be capable of providing design services, manufacture of both prototype and series production, and in service support, of advanced double deck vehicles for public service in London.
It is LBSL’s current intention to award an initial contract(s) in late 2009 with trials commencing in 2011 and introduction of new buses to service following on from successful completion of the trials in 2012.
LBSL will establish a register of Service Providers from which potential candidates will be selected for requirements arising from the development and introduction of the New Bus for London. It will be used for services and supply contracts as defined in the Utilities Contracts Regulations 2006. The negotiated procedure will be used for contracts to be awarded to qualified candidates.
LBSL reserves the right, in addition, to operate any of the award procedures available under the Directive and therefore the qualification may not be its sole means of awarding contracts.
Entry onto LBSL list of registered contractors will be regarded as Stage 1 of the qualification process. Stage 2 will comprise the matching of the capability of each applicant on the register to the needs of each individual contract on the basis of objective criteria.
In June 2009, TfL announced that six bus manufacturers had qualified to bid for the new bus for London. Proposals must include an open rear platform (with options to close it at night), green technology for reduced emissions, and meet high standards for accessibility and safety. The contract will be awarded by the end of the year, with the first new bus expected on London streets in 2011.
London's new bus moves a step closer
04 June 2009
Transport for London (TfL) today announced that six bus manufacturers have qualified to bid for the contract to design and build the new bus for London.
Londoners have shown huge enthusiasm for the Mayor's idea of giving the city back an iconic bus
Detailed bus specifications have been sent to these manufacturers inviting them to submit proposals for the new bus, including costs and outline designs.
Some of the key features manufacturers are being asked to include in their design are:
An open platform: a defining feature of the new bus, there must be an open platform at the rear near side of the bus. Manufacturers have been asked to consider options to allow for the rear platform to be closed off at certain times, such as at night
Green technology: the new bus must produce substantially fewer emissions of carbon dioxide, oxides of nitrogen and particulate matter than a conventional bus
Accessibility: the new bus must meet all London Buses' stringent requirements on accessibility
Innovative ideas
Manufacturers have 12 weeks to submit their proposals.
The contract will be awarded at the end of this year, at which point the successful manufacturer will finalise their design and begin work on building the new buses.
The first new bus will be on the streets of London in 2011.
Manufacturers will be expected to take the innovative ideas and designs put forward in the New Bus for London competition and consider these in combination with their own expertise in designing and building buses to come up with a final proposal.
The final design will have to meet all London Buses' requirements for vehicles in public service in London, including high standards of accessibility, safety and emissions abatement.
On June 16, 2009, in response to a question from Valerie Shawcross AM, Mayor Boris Johnson outlined plans to develop a prototype for the new Routemaster. The next steps include finalising the vehicle specifications, incorporating ideas from the design competition, and setting targets for environmental and performance features. A competitive tendering process will be launched later in the year to select a supplier for the prototype and production of the buses.
Reference: 2009/0070
Date: Tuesday 16 June 2009
By Mayor Boris Johnson
The next steps are to develop a full vehicle specification incorporating the best ideas from the design competition, and take these forward to procurement.
This will involve setting specific targets for a range of environmental and performance features, and seeking interest from potential suppliers.
Tendering will then be launched later this year to find a suitable design and manufacturing supplier. An OJEU notice will be required given the value of the potential contract for building and developing a prototype, and then moving to production of a series of these vehicles.
On July 19, 2009, in response to a question from Caroline Pidgeon, Mayor Boris Johnson explained that the new bus design must feature an open rear platform, but manufacturers are asked to propose solutions for closing it at certain times, such as at night or during bad weather. He noted that the platform would generally remain open while the bus is in operation.
Reference: 2009/2055
Date: Sunday 19 July 2009
By Mayor Boris Johnson
The specification requires tenderers to consider and suggest options for closing-off the rear platform at certain times, such as at night, or during bad weather. It is anticipated the platform would remain open for the majority of time the bus is in operation.
On June 21, 2009, Mayor Boris Johnson updated Joanne McCartney on the new Routemaster, stating that six manufacturers had qualified to bid. Detailed specifications were sent to them, and they had 12 weeks to submit proposals. The contract would be awarded by the end of the year, with work on the prototype starting soon after.
Reference: 2009/1671
Date: Sunday 21 June 2009
TfL announced on 4 June 2009 that six bus manufacturers had qualified to bid for the contract to design and build the new bus for London. Detailed bus specifications have been sent to these manufacturers, inviting them to submit proposals for the new bus, including costs and outline designs. Manufacturers have 12 weeks to submit their proposals. The contract will be awarded at the end of this year, at which point the successful manufacturer will start the process to finalise their design and begin work on building the prototype bus.
On November 10, 2009, the Surface Transport Panel was updated on the New Bus for London project. The bus was designed to operate with a second crew member and feature an open rear platform. However, to provide greater operational flexibility, the specification required the rear platform to be able to close, allowing for single-operator use during off-peak periods. Bidders were also asked to consider a two-staircase layout to improve passenger flow and reduce boarding and alighting times.
TfL Surface Transport Panel
Subject: Managing Director’s Report
Date: 10 November 2009
New Bus for London
2.2 The tender for the design and development phase of New Bus for London was issued on 22 May. There were six bidders who had prequalified under the earlier public procurement notice and all were invited to tender. The tender comprised a new and detailed performance-based specification which had a specific focus on fuel economy, emissions reduction and passenger ambience. This is in addition to a focus on the whole life costs of ownership and operation.
2.3 The new bus is designed to be operated with a second crew member and to have an open rear platform. However, for greater operational flexibility, the specification required the rear platform to be able to close, which would allow the bus to be operated by one person, for example, during off-peak periods. In addition, bidders were asked to consider an option for a two staircase layout for improved passenger flows and quicker boarding and alighting times.
2.4 At the end of the tender period in August, two bidders had withdrawn leaving a field of four. Stage One of the evaluation process, to select a shortlist of two based on technical and commercial merit, has just concluded. TfL is about to enter the intensive negotiation phase during which the precise requirements of the technical specification and the details of the commercial package will be firmed up with each of the remaining bidders.
2.5 It is expected that TfL will award the contract by the end of 2009 to a single manufacturer and the detailed design and development phase will commence in January 2010. The prototype is expected to be delivered by the end of 2011 with production and delivery of the new buses scheduled to begin in early 2012.
On December 21, 2009, Mayor Boris Johnson confirmed that the New Bus for London specification required a minimum capacity of 87 passengers, with 22 seats on the lower deck, 41 on the upper deck, and space for 24 standees. Both shortlisted bids met these requirements and included a two-staircase layout to improve passenger flow.
Reference: 2009/3722
Date: Monday 21 December 2009
The specification requires a minimum capacity of 87-passengers- the same as a conventional double-deck in the London fleet. The split would be 22 seats on the lower deck, 41 seats on the upper deck, and 24 standees on the lower deck. Both shortlisted bids can comply with these requirements and with a two-staircase layout.
In a press release on December 23, 2009, TfL announced that Wrightbus had been selected to design the New Bus for London. The bus featured an open rear platform, which could be closed at certain times, such as at night, to support a hop-on, hop-off service. It also had three doors, two staircases, and a capacity for at least 87 passengers.
Wrightbus to design and build New Bus for London
23 December 2009
New bus to deliver 40 per cent better fuel consumption than conventional diesel double-decker buses. Design even greener than existing hybrid bus
The countdown is now well and truly on as Wrightbus work nineteen to the dozen to deliver Londoners their new bus
Transport for London (TfL) today announced that they have selected Wrightbus as the preferred manufacturer for the final design and build of the New Bus for London, based on the iconic Routemaster.
The New Bus for London will feature:
• An open platform: a defining feature allowing the reinstatement of a hop-on, hop-off bus service. The platform will have the facility to be closed off at certain times, such as at night
• Green technology: the new bus will incorporate the latest hybrid technology and will be 40 per cent more fuel efficient than conventional diesel buses and 15 per cent more fuel efficient than current London hybrid buses
• Air quality emissions will be reduced by 40 per cent for NOx emissions and 33 per cent for PM emissions when compared with conventional diesel buses
• Three doors (including the rear platform) and two staircases, giving an innovative new design and aiding speedier and smoother boarding
• Capacity for at least 87 passengers
On February 1, 2010, Mayor Boris Johnson responded to Caroline Pidgeon's question about the New Routemaster, confirming that conductors would only be present when the rear platform was open to supervise boarding and alighting. During off-peak times, when the platform was closed, the bus would still have three entrances operated by the driver. The bus design allowed for flexibility with the rear platform, supporting both a conductor-assisted and driver-only operation.
Reference: 2010/0127
Date: Monday 1 February 2010
By Mayor Boris Johnson
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.
On November 21, 2011, Mayor Boris Johnson responded to Caroline Pidgeon’s question, confirming that the New Buses for London would have a conductor when the rear platform was open during most of the day. However, in the late evening and at night, the rear platform would be closed, and the bus would operate as a one-person operation.
Reference: 2011/3245
Date: Monday 21 November 2011
By Mayor Boris Johnson
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.
In a Freedom of Information (FOI) request, it was revealed that the contract for the New Bus for London required the bus to have a capacity of at least 87 passengers, two staircases, three doors, and an open rear platform that could be closed when not in use. The bus was also mandated to use hybrid technology, making it more fuel-efficient than existing hybrid buses in London.
29 July 2013
FOI-0624-1314
In July 2008 a competition was launched to design the New Bus for London. The competition had two categories, an Imagine category for general ideas and concepts, and a Design category, for more detailed proposals. In both categories, entries could be either "whole bus" submissions, or proposals for parts of the bus. Please find attached a copy of the Competition Rules for each of the categories.
The competition entrants were judged by a panel of six, made up of a TfL board member, two TfL managers, two London Buses managers, and an independent judge, a former commercial director of Alexander Dennis. The winner was the entrant best deemed to match the criteria outlined in the competition rules.
The winning designs were then passed to the major bus manufacturers as part of a separate, competitive tendering process for the detailed design, prototyping and manufacture of the new bus.
Our pre-qualification criteria before manufacturers were invited to tender for the contract included a manufacturing capacity of building 600 buses over three years. In May 2009, six bus manufacturers were invited to tender for the contract:
• Alexander Dennis
• EvoBus
• Hispano Carrocera
• Optare
• Scania AB
• Wrightbus
Having been judged to have the best tender in relation to the necessary criteria, Wrightbus was awarded the contractor in December 2009.
The contract stated the bus needed to have a capacity of at least 87 passengers, two staircases, three doors, and an open rear platform that could be closed when not required. The bus would utilise hybrid technology to make it more fuel efficient than any buses currently in operation, including the current London hybrid buses.
On March 1, 2010, in response to a question from Darren Johnson AM, Mayor Boris Johnson stated that liability insurance premiums for the New Buses for London were expected to be similar to those for existing Routemaster buses. He noted that Transport for London (TfL) continued to operate open-platform buses on Heritage Routes with a second crew member, and that additional safety features would be incorporated into the new buses' open platform to enhance safety.
Reference: 2010/0653
Date: Monday 1 March 2010
By Mayor Boris Johnson
TfL continues to operate open-platform buses on two Heritage Routes in London with a second crew member to assist with boarding and alighting. The liability insurance is a matter for the bus operators but I do not envisage it being substantially different to that of existing Routemasters. TfL will be incorporating a number of safety features into the open platform on the New Bus for London which will enhance its safety.
In response to Caroline Pidgeon’s questions on June 13, 2010, Mayor Boris Johnson explained that the 2008 competition had basic requirements, leading many entries to feature front-engined, single staircase layouts inspired by the original Routemaster. TfL then developed more detailed specifications in 2009, including two staircases, three doors, and environmental performance standards, but there were no requirements to the external appearance of the bus. Winning competition entries were shared with bidders, who were encouraged to use the ideas but were not required to incorporate specific features, allowing them to create designs that met TfL's broader criteria.
Reference: 2010/1927
Date: Sunday 13 June 2010
By Mayor Boris Johnson
The requirements for the competition in 2008 were relatively basic, which led the majority of the entries to consider a front-engined, single staircase layout with very strong references to the old Routemaster. Drawing on the concepts, technical and mechanical as well as design, of the competition submissions, TfL developed the criteria for the development of the New Bus in 2009. These formed the basis of the tendering process to award the design and development contract. The new specification required amongst other things, two staircases, three doors and challenging environmental performance standards but no requirements to the external appearance. Bidders were given a portfolio of winning entries and were encouraged to use the material as a source of reference for new ideas.
Reference: 2010/1928
Date: Sunday 13 June 2010
By Mayor Boris Johnson
Entries that won a prize in the competition were made available to all bidders in the tendering process. Intellectual property in these submissions transferred to TfL as part of the conditions of entry into the competition, thus TfL was able to distribute them freely without any royalty implications. Bidders were invited as part of the tendering instructions to take account of the winning entries and were encouraged to use all of the information available in preparing their own proposals. However TfL did not instruct bidders to incorporate any or all of the features, thus allowing them the freedom to develop their own plans in line with TfL's overall specification.
Request ID: 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.
That specification enabled TfL and the manufacturer, by specifying the NRM, to replace the convertible open platform with a door that opens outwards instead of inwards. This applied to over half of the NRM batch, as I explained in my previous article.
The technical specification of the New Routemaster (published on the 'What Do They Know' website) states:
1.05 Crew
The Vehicle shall be capable of operation both with one crew member (i.e. driver) and with two crew members (i.e. driver plus second crew member).
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.
The role of the ‘conductor’ for the New Routemasters
In response to Jennette Arnold OBE's question on December 21, 2009, Mayor Boris Johnson clarified that the role of the "second crew member" on the New Routemaster would not be a return to traditional conductors. With advances in ticketing technology, including the Oyster card and later contactless payment cards, the second crew member's role would focus on passenger safety, security, and providing assistance with passenger information when required.
Reference: 2009/3724
Date: Monday 21 December 2009
By Mayor Boris Johnson
The traditional role of bus conductors has reduced significantly with advances in ticket technology and the introduction of the Oyster card in recent years. My intention is for the 'second crew member' on the New Bus for London, when needed, to focus on passenger safety and security, as well as assisting with passenger information.
In response to an enquiry on 16 September 2013, TfL stated that the terms "Hop on, Hop off" and "Hop on and off" referred to passengers boarding and alighting between stops when a Passenger Services Assistant was on board. However, they clarified that this practice was not encouraged, and passengers should only use recognised bus stops.
Date: 16 September 2013
Our Ref: 1012727739
The term “Hop on, Hop off” and “Hop on and off” are in our literature that relates to the New Bus for London and classic Routemasters. They are interchangeable but ultimately mean the same thing. It applies to the ability of passengers being able to get on and off buses between stops when a Passenger Services Assistant is on board. This term does not appear in our Conditions of Carriage as it is not something we want to encourage passengers to do, and passengers should only get on and off at recognised bus stops. However, we accept that boarding and alighting between stops does occur.
Taking a look at Section 2.4 of TfL's Conditions of Carriage:
On our buses, you must only get on or off at official bus stops, except where we advertise the service as being ‘hail and ride’ when the driver will stop where it is safe to do so. There may also be special circumstances eg when the bus is stuck in traffic, in which case drivers may pull over at a safe place and let you get off. However, they will only do this where/when they judge it is safe to do so.
During the rollout of the New Routemaster, Route 148 became the first NRM route to be fully OPO, with the rear platform being closed and used as a standard door.
Routemasters running on Route 148
19 February 2014
The service, which runs 24-hours a day between Camberwell Green and White City via Westminster, Hyde Park Corner and Holland Park, started on Saturday and will have 25 of the new buses in operation at any one time during peak hours.
Around 22,000 passengers use the route every weekday and all three sets of doors will be open at bus stops so people can board and alight quickly.
The rear platform will be closed, however, when the bus is moving.
The issue was raised by Valerie Shawcross regarding whether conductors would be working on route 148 after its conversion to "New Routemaster" operation on 15th February 2014. In response, Boris Johnson explained that there was no requirement to have a conductor on every bus at all times.
Reference: 2014/1213
Date: Thursday 20 March 2014
By Mayor Boris Johnson
As I have explained previously, there is not a requirement to have a conductor on every bus at all times.
Route 148 will operate in one-person operation for its full schedule. This was set out in a TfL press release on 19 February 2014.
On 25th May 2015, Valerie Shawcross raised a concern about the "hop on and off" facility on the New Bus for London, citing the lack of conductors. In response, Boris Johnson stated that the New Routemaster had higher customer satisfaction than standard buses, with its design improving boarding efficiency. He also mentioned that the vehicle could operate with a second crew member during peak times.
Reference: 2015/1406
Date: Monday 25 May 2015
By Mayor Boris Johnson
The New Routemaster scores three points higher than standard buses in the fleet in customer satisfaction surveys during 2014 which shows how popular it is. The three entry points offer efficient boarding and alighting at stops and the two staircases are an advantage as they help reduce passengers moving in opposite directions to and from the upper deck on all routes on which they are deployed. The versatility of the vehicle enables it to be operated with a second crew member at the busiest times (typically 6am to 7pm on weekdays) on routes where they give the greatest passenger benefit. The seats are ergonomically designed with cushioning and some with higher seat backs than normal.
In June 2015, Valerie Shawcross asked for a breakdown of the hours when a second crew member supervised the rear platform on New Routemaster routes over the previous 12 months. Mayor Boris Johnson provided the following details:
(Reference 2015/1911)
Route 9: Monday-Friday, 06:00–17:54 (Hammersmith) and 06:40–18:59 (Aldwych).
Route 10: Monday-Friday, 06:00–17:52 (Hammersmith) and 06:50–19:30 (King's Cross).
Route 11: Monday-Friday, 06:30–18:40 (Fulham) and 06:20–18:30 (Liverpool St); Saturdays, 07:15–18:00 and 07:00–18:00; Sundays/BH, 08:30–18:00.
Route 24: Monday-Friday, 05:15–18:30 (Hampstead Heath) and 06:00–19:48 (Pimlico).
Route 38: Monday-Friday, 06:00–18:00 (Mildmay Park to Victoria) and 06:45–19:00 (Victoria to Mildmay Park).
Route 390: Monday-Friday, 06:15–18:52 (Archway) and 06:48–19:55 (Notting Hill Gate).
These times showed when the rear platform had been open and supervised by a second crew member.
Assembly Member Valerie Shawcross asked for details on when the contracts for routes with a second crew member on the New Bus for London vehicles would end.
Reference: 2015/2405
Date: Sunday 19 July 2015
By Mayor Boris Johnson
The routes with a second crew member on board as follows, with the contract expiry dates shown. Those marked with a * are subject to a potential two-year performance related extension.
Route 9: 31 August 2018
Route 10: 27 January 2017
Route 11: 30 October 2020 *
Route 24: 10 November 2017 *
Route 38: 11 November 2016
Route 390: 31 August 2018
She also asked if routes converted to New Routemaster buses would remain OPO at contract renewal. Johnson confirmed that routes suitable for OPO would likely remain OPO, while other routes would be assessed individually.
Reference: 2015/2406
Date: Sunday 19 July 2015
If a route was previously identified as suitable for one-person operation and its passenger requirements remain unchanged, it is likely to remain a one-person operated route when the contract comes up for renewal. The future requirements of other routes, including those in two-person operation, will be considered on their merits at the time of contract renewal.
A document obtained through an FOI request to TfL revealed the responsibilities and duties of the NRM conductors.
New Bus for London
Conductor Key Responsibilities and Duties
This document describes the principal responsibilities and duties for the second crew member (“conductor”) for the New Bus for London. The purpose of this document is to enable operators to produce the job description for the role and prepare the necessary training, selection and recruitment activities.
Responsibilities
1. To be present at the open platform for the majority of the time except when other duties are being carried out.
2. Supervise boarding and alighting at the rear platform
3. Signal to the driver when boarding and alighting at bus stops at the rear platform has finished, and provide the open platform interlock
4. Undertake the daily conductor actions and checks in conjunction with the driver
5. Assist driver with the conversion of the bus to and from crewed mode
6. Provide assistance to wheelchair users or buggy users if required or requested when the bus is stationary at bus stops to assist with manoeuvring the wheelchair or buggy in the bay.
7. Compile defect, quality and incident reports
8. Provide general passenger assistance and route, travel, fares and tourist information as required
• At any time
9. Provide visible presence to upper deck and lower deck customers by undertaking routine “patrols”
10. Implement routine fare validation activities
Further guidance on the role of the conductor is provided in version four of TfL's Big Red Book.
Who remembers the 'conductors' on the three-door, two-staircase hybrid New Routemasters (New Bus for London), which served only on routes 9, 10, 11, 24, 38, and 390 from February 2012 to September 2016?
— CLondoner92 (@CLondoner92) December 9, 2024
They were withdrawn on cost grounds to make way for the one-hour hopper fare. pic.twitter.com/zGmuEvXFB6
Since Sadiq Khan was elected in May 2016 (after Boris Johnson refused to stand for a third term), conductors on the New Routemaster buses were withdrawn in September 2016. Facing financial challenges and increasing fare evasion with open boarding on the NRMs, TfL switched to front-door-only boarding.
In response to Assembly Member Tony Devenish's question on 18th March 2020, Sadiq Khan explained that this change brought New Routemasters in line with other London buses. He noted there was no public consultation, as front-door boarding was already standard across the rest of the London bus fleet.
Reference: 2020/1179
Date: Wednesday 18 March 2020
By Mayor Sadiq Khan
The change to boarding arrangements has brought New Routemasters in line with other London buses, most of which board only at the front door. As front door boarding is by far the most usual way to board a bus in London, Transport for London (TfL) did not publicly consult on something that was already common practice.
Users who require the middle door can continue to use the middle door when required, and will no longer need to share this entry with other customers.
The main reason for making this change is to reduce fare evasion. Recent fare evasion rates on New Routemasters were an average of 5.4 per cent, compared to 1.6 per cent on two-door buses, and TfL estimates that more than £3.6m of revenue that could have been invested in transport was being lost each year through New Routemaster fare evasion. A pilot trial on route 8 from August 2019 confirmed switching to front door boarding led to a big drop in fare evasion, without significantly affecting the route’s reliability. This trial also attracted a positive reaction from customers, who were pleased that fare evasion was being tackled.
Conclusion
The concept of a ‘successor’ to the AEC Routemaster had certainly been controversial, even at the political level. It might have been different if TfL, under Ken Livingstone's mayorship in the 2000s, had worked with bus manufacturers to design a three-door, two-staircase bus as part of the initiative to increase the use of open-boarding buses alongside the bendy buses.
The Volvo Alisa B55 V3 (for London Buses) and Daimler CRC6-36 (Walsall Corporation 56) are the only double-deck buses that feature two doors at the front and rear, as well as two staircases. At the time, they required a conductor, as drivers were unable to see the rear of the bus where passengers exited.
In early 2001, it was reported that bus manufacturer East Lancashire Coachbuilders, based in Blackburn, was developing a concept similar to that of Optare. Unlike Optare’s integral design, it was believed that East Lancashire’s model would use a DAF/VDL chassis, already in use across Europe. This chassis featured a side-mounted engine, positioned on the nearside in the UK, meaning it would have needed to be redesigned for the UK market. Meanwhile, the Transdev (now Alexander Dennis) Enviro200, a new 10.4-metre midibus with a fully low-floor design, was unveiled at the 2003 Coach & Bus Show, with trials in London beginning in 2005. However, TfL showed little enthusiasm. With this layout, Transdev also suggested that a double-deck version could have been developed if operators or customers had requested it.
The rollout of the NRMs ended with 1,000 vehicles, as bus manufacturers began incorporating certain design features from the NRM into their own models, such as the glazed staircase, which is now seen on buses in many parts of the UK and across the world, including places like Hong Kong.
I am aware that half-cab double-deck buses exist in the Macedonian city of Skopje, where open-boarding buses are used, and the driver is completely separated from the passengers due to the design. However, this arrangement would not be suitable for London or the UK, due to regulatory requirements. Drivers need to be able to interact with passengers for purposes of providing information, ensuring accessibility, and addressing safety concerns in the event of an emergency. Although bus drivers are protected by anti-assault screens on modern buses.
In addition, the half-cab design wouldn’t meet TfL’s bus safety standards, as they require all new buses to have a sloped front end to reduce serious injuries in collisions with vulnerable road users (VRUs). I have an article about it.
I can’t imagine how the situation would have unfolded if TfL had actually rolled out the New Routemaster as a half-cab and permanent open-platform design, because, in my opinion, it would have been a financial strain on their budgets to pay for conductors, cover contract payments for bus operating companies, and provide liability insurance, etc.
The open platform has its pros and cons. When a bus gets stuck in heavy traffic, passengers can easily exit the bus safely between stops, but the concept goes against modern safety standards.
Basically, Boris Johnson’s mayoral policy of phasing out bendy buses, which he blamed on fare evasion, in favour of a three-door, two-staircase hybrid bus to expand open boarding on further routes with his NRMs didn’t last, as they are currently front-door only boarding. However, the concept of a three-door bus is used in other areas, especially Singapore.
The concept of open boarding works on BRT-branded routes with extensive revenue protection. Other services, such as trams, the Docklands Light Railway, and railways, use the proof of payment system, where passengers are responsible for having a ticket or validating their Oyster or contactless card for travel, which is then inspected by a Revenue Protection Inspector.
The method for improving bus boarding at bus stops involved smartcards, contactless payment cards, and other ticketing options, which made the role of the conductor obsolete.
Further reading
The Proposed Successors to the AEC Routemaster Before the Three-Door, Two-Staircase Hybrid New Routemaster Bus
Reviewing and Suggesting a New Common Bus Specification for London, Greater Manchester and Other Franchised Areas
It’s been 10 years since the New Routemaster entered service – from a rear platform bus with conductor, to a three-door, two-staircase hybrid bus
The real reason why TfL and the Mayor ended the New Routemaster rollout in favour of legacy vehicles containing NRM design cues
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.
In response to Assembly Member Tony Devenish's question on 18th March 2020, Sadiq Khan explained that this change brought New Routemasters in line with other London buses. He noted there was no public consultation, as front-door boarding was already standard across the rest of the London bus fleet.
Reference: 2020/1179
Date: Wednesday 18 March 2020
By Mayor Sadiq Khan
The change to boarding arrangements has brought New Routemasters in line with other London buses, most of which board only at the front door. As front door boarding is by far the most usual way to board a bus in London, Transport for London (TfL) did not publicly consult on something that was already common practice.
Users who require the middle door can continue to use the middle door when required, and will no longer need to share this entry with other customers.
The main reason for making this change is to reduce fare evasion. Recent fare evasion rates on New Routemasters were an average of 5.4 per cent, compared to 1.6 per cent on two-door buses, and TfL estimates that more than £3.6m of revenue that could have been invested in transport was being lost each year through New Routemaster fare evasion. A pilot trial on route 8 from August 2019 confirmed switching to front door boarding led to a big drop in fare evasion, without significantly affecting the route’s reliability. This trial also attracted a positive reaction from customers, who were pleased that fare evasion was being tackled.
Conclusion
The concept of a ‘successor’ to the AEC Routemaster had certainly been controversial, even at the political level. It might have been different if TfL, under Ken Livingstone's mayorship in the 2000s, had worked with bus manufacturers to design a three-door, two-staircase bus as part of the initiative to increase the use of open-boarding buses alongside the bendy buses.
The Volvo Alisa B55 V3 (for London Buses) and Daimler CRC6-36 (Walsall Corporation 56) are the only double-deck buses that feature two doors at the front and rear, as well as two staircases. At the time, they required a conductor, as drivers were unable to see the rear of the bus where passengers exited.
In early 2001, it was reported that bus manufacturer East Lancashire Coachbuilders, based in Blackburn, was developing a concept similar to that of Optare. Unlike Optare’s integral design, it was believed that East Lancashire’s model would use a DAF/VDL chassis, already in use across Europe. This chassis featured a side-mounted engine, positioned on the nearside in the UK, meaning it would have needed to be redesigned for the UK market. Meanwhile, the Transdev (now Alexander Dennis) Enviro200, a new 10.4-metre midibus with a fully low-floor design, was unveiled at the 2003 Coach & Bus Show, with trials in London beginning in 2005. However, TfL showed little enthusiasm. With this layout, Transdev also suggested that a double-deck version could have been developed if operators or customers had requested it.
The rollout of the NRMs ended with 1,000 vehicles, as bus manufacturers began incorporating certain design features from the NRM into their own models, such as the glazed staircase, which is now seen on buses in many parts of the UK and across the world, including places like Hong Kong.
I am aware that half-cab double-deck buses exist in the Macedonian city of Skopje, where open-boarding buses are used, and the driver is completely separated from the passengers due to the design. However, this arrangement would not be suitable for London or the UK, due to regulatory requirements. Drivers need to be able to interact with passengers for purposes of providing information, ensuring accessibility, and addressing safety concerns in the event of an emergency. Although bus drivers are protected by anti-assault screens on modern buses.
Of course, I’m aware that the tram-style bendy buses used for the Glider Bus Rapid Transit service in Belfast, Northern Ireland, where the driver is fully segregated from the passengers, are similar to other services such as trams, the Underground, light rail, etc.#London Regional #Transport (LRT) News Clippings during 1986:
— CLondoner92 (@CLondoner92) April 27, 2024
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. pic.twitter.com/hGxAUcZEo0
In addition, the half-cab design wouldn’t meet TfL’s bus safety standards, as they require all new buses to have a sloped front end to reduce serious injuries in collisions with vulnerable road users (VRUs). I have an article about it.
I can’t imagine how the situation would have unfolded if TfL had actually rolled out the New Routemaster as a half-cab and permanent open-platform design, because, in my opinion, it would have been a financial strain on their budgets to pay for conductors, cover contract payments for bus operating companies, and provide liability insurance, etc.
The open platform has its pros and cons. When a bus gets stuck in heavy traffic, passengers can easily exit the bus safely between stops, but the concept goes against modern safety standards.
Basically, Boris Johnson’s mayoral policy of phasing out bendy buses, which he blamed on fare evasion, in favour of a three-door, two-staircase hybrid bus to expand open boarding on further routes with his NRMs didn’t last, as they are currently front-door only boarding. However, the concept of a three-door bus is used in other areas, especially Singapore.
The concept of open boarding works on BRT-branded routes with extensive revenue protection. Other services, such as trams, the Docklands Light Railway, and railways, use the proof of payment system, where passengers are responsible for having a ticket or validating their Oyster or contactless card for travel, which is then inspected by a Revenue Protection Inspector.
The method for improving bus boarding at bus stops involved smartcards, contactless payment cards, and other ticketing options, which made the role of the conductor obsolete.
Further reading
The Proposed Successors to the AEC Routemaster Before the Three-Door, Two-Staircase Hybrid New Routemaster Bus
Reviewing and Suggesting a New Common Bus Specification for London, Greater Manchester and Other Franchised Areas
It’s been 10 years since the New Routemaster entered service – from a rear platform bus with conductor, to a three-door, two-staircase hybrid bus
The real reason why TfL and the Mayor ended the New Routemaster rollout in favour of legacy vehicles containing NRM design cues
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.
