In this article, I will review Version 2.6 of the New Bus Specification, released by Transport for London (TfL) via their Freedom of Information disclosure log. The document includes a comprehensive set of updates and revisions aimed at enhancing safety, environmental performance, and operational efficiency.
Notable changes include the removal of engine emissions requirements, reflecting the shift towards zero-emission buses, and the addition of new requirements such as fire safety protocols, driver assault screens, and updated acceleration performance standards.
The document also addresses updated specifications for Intelligent Speed Assistance (ISA), electromagnetic checks, and telematics. Accessibility features have been improved with the inclusion of high-back seats, new ramp logic for better driver alerts, and updated requirements for seating demarcation and handrails. Additionally, updates to HVAC systems include protocols for defrosting tests and driver comfort. Digital technology is emphasised, with new protocols for digital bus blinds and onboard signage systems. The revisions also clarify and reformat various attachments, such as the Bus Vision Standard and Intelligent Speed Assistance Assessment Protocol, while removing references to diesel engines throughout the document. This version ensures alignment with contemporary environmental and safety standards, offering a forward-thinking framework for future bus designs.
Here are the key points covered in the specification:
Regulatory Compliance: All new London buses must comply with relevant legislation and TfL standards, including vehicle approval and certification.
Safety: Safety is a critical focus, with detailed specifications for fire safety, driver protection, advanced driver-assist systems, and occupant protection.
Operational Efficiency: The document sets requirements for vehicle capacity, energy efficiency, and systems to minimise dwell time and manage the fleet.
Accessibility: The specification includes detailed guidelines to ensure buses are accessible to all passengers, with specific requirements for seating, ramps, wheelchair spaces, and other features.
Occupant Experience: The document also considers the comfort and experience of both drivers and passengers, specifying requirements for ergonomics, climate control, information displays, and interior design.
I covered version 2.5 of the New London Bus Specification in my previous article, where I compared it with Transport for Greater Manchester’s specification for their franchised Bee Network services. This piece also serves as a follow-up to that article.
Let’s take a look at some interesting paragraphs from the New London Bus Specification Version 2.6.
4.3.7 Halt Brake
The halt brake shall be engaged whenever the bus doors are opened, the bus is kneeling, or the passenger ramp is extended and the Driver is present in the cab (as defined in section 4.3.6.1).
Once the Halt Brake has been activated the bus shall remain stationary until both:
The Primary and Secondary ‘driver present in cab’ conditions for Runaway Bus prevention are met (see section 4.3.6)
AND
• The driver has performed Brake Toggling correctly (see section 4.3.5.3)
The system shall be checked as part of the regular maintenance checks. If a fault occurs with the halt brake system, rendering it inoperable, then a red warning light shall activate. System checks shall be included in the regular maintenance checks.
[TfL are currently conducting further assessments to define a standardised halt brake red warning light, which may be included in a future issue of this document.]
I remember the days, especially in summer, when bus drivers used to drive with the front passenger doors open. These days, safety standards require the doors to be closed while the bus is moving.
That’s one of the reasons why the New Routemasters don’t have a conductor and an open platform, those features could conflict with TfL’s bus safety strategy.
4.5.1.1 Staircase Nosing Lighting
The ‘Lighting under Staircase Nosing’ specification is currently under development by TfL. At this time system suppliers and OEMs are encouraged to engage with TfL for installation requirements and implementation dates.
Staircase nosing lighting on a bus improves safety by lighting up the edges of the stairs, making it easier for passengers to see and avoid tripping, especially in the dark. It also adds a modern touch to the bus and helps create a more welcoming atmosphere. The use of energy-efficient LED lights makes it a smart and cost-effective choice.
4.5.3 Handrail/stanchion construction and installation
All handrails and stanchions shall be constructed such that they meet UNECE Regulation 107 and PSVAR2000 and form a smooth tube of between 30 mm and 35 mm in diameter and finished in powder coating or nylon dipped (both with a matt crackle finish). Handrails and Stanchions should be coloured yellow (RAL 1028), green (RAL 6018) or orange (RAL 2028) that is with at least 30 points of Light Reflectance Value (LRV) value difference to adjacent environment. Any alternative colours will require the prior approval of the Nominated Officer.
Staircase handrails shall be of identical cross section to the main saloon handrails. Details of staircase layout shall be referred to Attachment 8.
A longitudinal waist height handrail shall be provided, forming a continuous passenger waist height hand grip support from the front passenger door entrance / driver cab area to the beginning of the passenger seated area or staircase steps.
Door partition handrails, positioned to assist boarding and alighting, must be fitted at all entrance and exit points, excluding emergency exits.
Seat back to ceiling handrails are required at all forward facing seat pairs in the lower saloon. In the upper saloon, seatback to ceiling handrailsare required at alternate seat pairs as a minimum. A suitable alternative for example hand grabs in the top part of high back seats may be considered. Should alternative method being used, the hand grabs shall be fitted to every row of seats where there are seats behind, Horizontal rails above the wheelchair and/or standing areas to be fitted with hanging grab hand holds of the flexible type. These grab hand holds shall only be used in the low floor area and must not be placed in entrance / exit doorway areas.
9.1 Flooring Appearance
Alternative customer-friendly flooring designs and colour schemes (e.g. wood-effect flooring) should be considered for installation. In order to maintain consistent quality and accessibility standards across the fleet, all proposed designs must be presented as part of/within GA Drawings to LBSL for approval prior to fitment and implementation.
Further information about flooring requirements are detailed in Section 4.5.6 Flooring and Slip Prevention, of this document.
It shows that TfL still allows bus operating companies to use their own interior livery for the fleets they operate.
However, TfL has started to specify certain interior details, such as the type of moquette used on seats. One example is the moquette used for the Silvertown Tunnel Cycle Shuttle Service and the Bakerloop (BL1) demonstration bus. I also mentioned that Transport for Greater Manchester (TfGM) requires its franchised buses to follow the Bee Network livery, both externally and internally.
#TfL has launched a consultation on the ‘Bakerloop’ express bus, linking areas from Waterloo to Lewisham via Elephant & Castle. The new route, building on the #Superloop, aims to improve travel in south-east #London. Feedback is open until 14 March 2025. tfl-newsroom.prgloo.com/news/bakerlo...
— CLondoner92 (@clondoner92.bsky.social) January 31, 2025 at 4:20 PM
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4.5.8.3 Front doors#Transport for Greater #Manchester/@BeeNetwork Freedom of Information release:
— CLondoner92 (@CLondoner92) October 11, 2023
Bus vehicle specifications, branding guidance and livery design for the Bee Network franchised bus serviceshttps://t.co/HTa1b8j9Vq pic.twitter.com/lox6Mpsx0S
• Front, entrance to be inward glider or outward glider type, flush fitting to the body side when closed and one-piece full depth glass in each door leaf for maximum driver view of kerb side.
4.5.8.4 Centre and rear doors
• Centre or rear doors to be outward glider type, flush fitting to the body side when closed and one-piece full depth glass in each door leaf for maximum view of kerb side.
6.3 Minimising dwell time
The choice of the number of doors fitted to a bus shall be informed by an analysis of the effect of dwell time at typical bus stops on the route intended for.
London Buses generally operate a two door system with the entrance door forward of the front axle and the exit door between front and rear axle. When single or three door buses are requested, the front door remains unchanged, the centre door is deleted or duplicated at a specified area of the bus.
Requirement for all service doorways are as follows:
Entrance and exit doors shall provide a minimum individual clear width of 1200 mm, utilising an equal width two door leaf closure. A reduction in the clear width is permitted as defined within UNECE Regulation 107 as amended. Where a reduction is required, the minimum individual clear width of 1030 mm must be maintained across the entire height of the door.
7.3 Wheelchairs
All buses must make provision to carry a wheelchair and its occupant. Buses shall be designed such that wheelchair access is via the door positioned mid wheelbase on two or more door buses or via the front door on single door buses.
The new Bus Specification v2.6 still hasn’t ruled out requiring new buses with more than two doors. In my previous article, I mentioned that I had explained the number of doors required for different types of bus services. For suburban and rural routes, single-door buses are ideal, while dual-door buses are suited to high-frequency urban and express routes. Tri-axle and triple-door buses are recommended for Bus Rapid Transit systems and high-capacity services, with articulated buses offering efficiency on larger roads and BRT routes through all-door boarding.
In the document, I checked the table (general dimensions and capacities) (which I couldn't paste due to formatting issues), and it still specifies only one wheelchair space. This is despite my previous article pointing out that buses in Hong Kong and Singapore are specified with two wheelchair spaces.
8.2 Passenger saloon ergonomics
8.2.1 Windows & Films
All side glass windows and upper saloon front windscreen and rear window (excluding doors and driver’s signal window) of identical tinted glass and filmswhere legally permitted to have overall performance at each pane meeting the following requirements, evidence shall be submitted to TfL BVS Database for approval:
• Solar energy transmittance of not more than 40%
• Light transmittance of no less than 35%
Where film is used to reduce solar transmittance or solar energy, the film shall be at least 100 microns thick to maintain anti-vandal properties. Furthermore, the films shall not be one-way tint or have any mirror or silver effect for security and emergency reason. OEM shall ensure emergency break glass device still work with the films applied.Operator shall ensure films are always in good condition and if replacement is needed, the same type of film shall be used to ensure maintaining vehicle performance.
The top part of upper saloon front windscreen shall be green tinted. OEM shall aim to reduce weight and promote thermal comfort of saloon when designing window and skylight sizes and position. No Staircase glazing shall be fitted.
OEM shall fit clear glass for destination glass to increase readiblity of route information.
8.2.1.1 Skylight Roof
Skylight roof (when fitted) shall be fitted with tinted glass and film (if required) to meet the following requirements in overall, evidence shall be submitted to TfL for approval:
• Solar energy transmittance of not more than 40%
• Light transmittance of no more than 60%
It’s disappointing to see that TfL has adopted TfGM’s stance on not allowing bus manufacturers and operating companies to use staircase glazing on their double-deck buses.
Staircase glazing is a design feature that originated with the New Routemaster bus and has since spread to various makes and models of double-deck buses. It can now be seen in several towns across the UK, as well as in cities like Berlin, Germany, Hong Kong, and Singapore.
The first make and model of a double-deck bus to feature glazed staircase windows was the Enviro400H City by Alexander Dennis.
Having staircase glazing does indeed add more light to the staircase area of the bus, making it feel a little more spacious. However, I strongly believe that adding more glass increases the weight of the bus, which can affect its capacity and performance (including range).
To address concerns about the added weight from staircase glazing on electric double deck buses, manufacturers are increasingly turning to innovative lightweight glass and composite materials. Technologies such as glass fiber-reinforced plastic (GRP) and advanced glass fiber composites are now widely used to replace traditional, heavier glass and metal components. For example, Exel Composites supplies pultruded glass fiber composite profiles for Foton electric buses, offering up to 30% weight reduction compared to aluminum, while maintaining strength and durability. Similarly, Navrattan Group's new E-Bus features high-quality glass fiber composite technology, resulting in a significantly lighter vehicle that enhances efficiency and range, while also reducing maintenance costs and environmental impact. The Ebusco 3.0 electric city bus is another notable example, using composite side walls and lightweight structures to achieve a starting weight up to 27% lighter than conventional buses, directly improving battery range and passenger capacity. These advancements demonstrate that lightweight glass and composite solutions can enable the use of staircase glazing and other design features in electric buses without compromising performance or efficiency.
My other solution is to use black coverings to mimic the staircase glazing. Here's an example used by Metroline for their BYD/Alexander Dennis Enviro400EV City.
TfL has published the customer research for the Route 63 trial explored the value of a "Skylight: Sky light in roof deck" on buses. The results, indicated by a value of just 0.12 pence, suggest that passengers, on average, placed a very low premium on this feature. A skylight, which is essentially a window in the bus roof allowing natural light in, did not appear to be a significant factor in enhancing the journey experience for most participants in the trial compared to other amenities.
#Transport for #London Freedom of Information release: Customer experience research for new buses with high-spec features "The slide references features which are included in the bus specification which make up some of the customer research conducted." tfl.gov.uk/corporate/tr...
— CLondoner92 (@clondoner92.bsky.social) August 30, 2024 at 9:26 AM
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Between December 2021 and September 2022, a series of complaints were raised through two Freedom of Information requests (FOI-0194-2223 and FOI-1505-2223) regarding the new electric buses (Enviro400EV City) on route 63, particularly highlighting the lack of a window in the stairwell, which made the area too dark. Other common issues included discomfort with the interior design, such as the seat pattern, size, and height, as well as the absence of a second stairwell, third door, and handrails on the upper deck. Some passengers also pointed out the lack of information screens for wheelchair users and expressed a preference for the design of the New Routemaster buses. In response, TfL noted that while there was limited scope to change features of buses already in service, they were monitoring all feedback from the FOI requests as part of future developments in the Bus Customer Action Plan.
My ideas for improving the zero-emission bus fleet still stand today.
I mentioned in a previous article that the former Mayor of London, Boris Johnson (in 2015), encouraged bus manufacturers to improve their bus designs by adopting features from the New Routemaster for their double-deck bodyworks.
I’m not advocating for the relaunch of the New Routemaster project. Rather, I’m advocating for more creativity in bus design, which includes branding to make bus travel more attractive and improve the image of bus services. This should be the goal for both TfL and TfGM.
This is also why I’ve previously published articles based on my research into TfL’s consultation reports and their Freedom of Information releases, which highlight requests for more New Routemaster buses.
If all (or the majority) of double-deck buses had the same bespoke design, I believe it would make things rather boring, especially for bus enthusiasts.
Bear in mind, my ideas also apply to bus services outside of London, as my suggestions are crucial for improving accessibility and making bus services more attractive to increase usage.
In conclusion, while the New Bus Specification v2.6 makes important strides in safety, accessibility, and environmental performance, there’s a need for more creativity in bus design. TfL should not just focus on meeting regulatory requirements but also encourage innovation, such as bespoke interior livery and features like staircase glazing. These elements can enhance the passenger experience and help make bus travel more appealing. My ongoing push for diverse and inventive bus designs is essential, not only for London but for other cities too, as it can improve accessibility and increase the attractiveness of public transport for all.
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.
Image attributions
By GreenAvGeek - Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=75966067
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