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| Route 8 New Routemaster showing front-door-only boarding Photo by TfL |
Here is an update on the New Routemasters that will soon be replaced by double-deck electric buses. I do not currently know which makes and models of electric buses Stagecoach and Metroline have chosen for routes 8 and 16 respectively. This is a follow-up to three of my previous articles.
The update was found in the Freedom of Information (FOI) section of Transport for London’s (TfL) website.
Request ID: FOI-3063-2526
Date published: 04 December 2025
There are no plans to withdraw the NRMs displaced from Route 8. They will be redeployed to another route. The NRMs currently on Route 16 are amongst the oldest buses in the NRM fleet and will have been in operation for almost fourteen years when replaced. As such, they now no longer meet the Mayor’s zero-emission strategy, and at this age they can no longer deliver the standards offered by modern zero-emission buses. A decision on their future will be made in due course.
We are aware of the offering from Wrightbus to repower vehicles. No decisions to potentially repower New Routemasters have been made at this point, there is a lot to consider besides the feasibility.
I have found a more recent FOI request, reference FOI-3068-2526, in which a member of the public asked Transport for London for Equality Impact Assessments and any Independent Disability Advisory Group material relating to the withdrawal of New Routemaster buses from routes 8 and 16, citing their importance to disabled, neurodivergent and LGBTQ+ passengers due to features such as calming lighting, colour contrast and the multi-door layout; however, TfL replied that it had searched its records and did not hold any information relevant to either part of the request.
I have previously suggested that TfL should retrofit the New Routemasters to full electric vehicle (EV) specification, fully refurbish them with new technology, and then sell them to other areas of the UK and beyond. They could be used for Bus Rapid Transit (BRT) services, as their three doors and two staircases allow for open boarding.
There is so much creative potential with the New Routemaster, particularly in converting it for BRT use, which is why TfL originally specified it as a three-door, two-staircase bus.
As stated in my previous article last year, the reason the New Routemasters are being withdrawn is that they have reached their 14-year age limit, as specified by TfL.
The concept of a three-door bus remains in TfL’s New Bus Vehicle Specification. To recap, the Specification for New Buses, Version 2.6 states:
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.The concept of a three-door, two-staircase bus service is ideal for Bus Rapid Transit (BRT) systems, routes employing extensive bus priority measures (including express services), high-frequency routes, and built-up areas such as inner and central London. Similar three-door double-deck buses are already in operation in Singapore, demonstrating the practicality and efficiency of this design in busy urban environments. You can read more about my suggestion on the optimal number of doors for a particular bus service in my previous article.
As I have suggested previously, and to be clear, I am not advocating the relaunch of the New Routemaster project. This approach provides an opportunity for bus manufacturers, in collaboration with TfL, to design and build three-door, two-staircase double-deck electric buses to effectively ‘replace’ the New Routemaster. This avoids the need for TfL to launch a project from scratch, writing tender documents and relying on a single bus manufacturer to meet their specifications. Broadening the specification to multiple manufacturers makes the process more competitive and significantly less controversial.
I have long advocated for a new double-deck electric bus with three doors and two staircases, alongside an alternative variant with two doors and a single staircase, featuring enhancements to improve customer satisfaction and accessibility, including two wheelchair spaces.
Bus manufacturers should not have to wait to take the initiative; they can start by creating a 3D design of a proposed three-door, two-staircase double-deck electric bus, then proceed to design and build a prototype, test it at proving grounds, and work with bus operating companies to demonstrate it in passenger service. Although this process may involve significant costs for the manufacturer, it offers considerable benefits: it can strengthen their Unique Selling Point (USP), enhance their reputation as innovators in the industry, and position their brand at the forefront of the growing electric bus market, while providing valuable real-world feedback and showcasing the practical advantages of the new design.
It will be up to TfL to decide on the ownership of the new three-door, two-staircase electric buses. Direct purchase could be controversial, but including the buses as a tender requirement for bus operating companies as part of their route contracts could be a more cost-effective option. Alternatively, these buses could be leased rather than purchased, helping to reduce upfront costs and spread expenditure over time.
Looking back: In 2008, TfL consulted on replacing bendy buses on routes 38, 507 and 521 with double- or single-deck buses. Proposals included a new weekend service for route 507 and more frequent night services on route 38. Responses were mixed: supporters cited improved safety, reduced fare fraud, and more seating, while opponents raised concerns about accessibility, congestion, environmental impact, and value for money. Most stakeholders opposed the changes, though public opinion on route 38 was divided, with a survey showing 53% in favour of conversion. London TravelWatch emphasised the advantages of bendy buses and called for direct user consultation. No Equality Impact Assessment was conducted, as the Equality Act 2010 was not yet in force.
In conclusion, the withdrawal of New Routemasters from routes 8 and 16 is a necessary step due to their age and the ongoing transition towards zero-emission buses. Nevertheless, their distinctive three-door, two-staircase design continues to offer valuable potential for modern urban bus services. Retrofitting or repurposing these vehicles for Bus Rapid Transit, or drawing inspiration from their design for new double-deck electric buses, could enhance accessibility, passenger flow, and overall efficiency. By encouraging manufacturers to experiment with creative ideas and collaborate closely with bus operators, London has the opportunity to expand its public transport options without embarking on a completely new project from scratch. The key challenge will be balancing cost, practicality, and accessibility, but the New Routemaster demonstrates that innovative, well-considered design can significantly improve both the passenger experience and the efficiency of city bus services.
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