Saturday, 13 June 2026

Reviewing Transport for London’s New Bus Specification v2.7: New Phase of Bus Safety Standards and the Ban on Skylights for New Electric Buses

Stagecoach London Wrightbus Electroliner with skylights

Transport for London has published version 2.7 of the New Bus Vehicle Specification, following a freedom of information (FOI) request made by a member of the public.

A quick scan of the documents reveals that certain information regarding CCTV and Bus Runaway has been redacted under Sections 24 and 38(1)(b) of the FOI Act. This is because public disclosure could compromise network security, facilitate a potential attack, and endanger Transport for London staff and the public.

However, a particular section immediately catches the eye:

8 Occupant Experience
8.1 Passenger saloon ergonomics
8.1.1 Windows & Films

The top part of upper saloon front windscreen shall be fitted with green insert of no less than 140mm height to create a darker green tint to reduce heat and glare. OEM [Original Equipment Manufacturer] shall aim to reduce weight and promote thermal comfort of saloon when designing window sizes and position. No Staircase glazing shall be fitted.

OEM shall fit 100% clear glass for destination glass to increase readiblity of route information.

No skylight window of any form shall be fitted on the bus.

It is disappointing to see that TfL has opted to restrict the use of skylight windows on the roof of the upper deck. While this restriction was not mentioned in v2.4, it has now been codified after appearing in versions 2.5 and 2.6 of the specification.

Furthermore, from v2.6 onwards, TfL began restricting the use of staircase glazing on double-deck buses. This feature was originally an iconic design cue from the New Routemaster bus, which has since been adopted on buses throughout the UK and around the world.

This shift marks a significant departure from TfL’s previous stance. A press release published by TfL in 2022 praised the high-specification features trialled on route 63, stating:

"They have a more open feel - with a skylight on the upper deck, larger rear window, and handles on the backs of seats rather than vertical poles for an unobstructed view. With high back seats throughout journeys will be more comfortable and a wood-effect floor adds to the cutting-edge design."

The Made by TfL blog also stated:

"To create more light, we’ve also added skylights on the top deck, situated just above the stairwell!"

I reached out to TfL to ask about the specific restrictions placed on skylight windows and staircase glazing in new bus designs. They provided the following statement:

"Following a detailed review, TfL has decided to limit the use of skylight windows and staircase glazing in new bus designs. This is due to the impact these features have on vehicle weight and passenger capacity. Customer feedback was also considered, particularly around concerns that temperature control and increased energy use could negatively affect the overall travel experience."

Beyond weight and climate considerations, another major factor appears to be the commercial drive to maximise advertising space on the offside exterior of the vehicle. This explains why staircase glazing is being phased out for new buses in London.

A direct comparison can be made with Transport for Greater Manchester’s (TfGM) New Vehicle Specification, published on the WhatDoTheyKnow website, which states:

2.22.3 New Vehicles shall not have glazed staircase panelling on the offside of the Vehicle that would impede the installation of ‘T’-side advertising frames.

Skylight windows vastly improve the customer experience for passengers. They are particularly ideal for routes serving the tourist heavy areas of Central London, offering visitors a cheaper sightseeing experience for the price of a standard hopper fare.


But despite the fact that new electric buses in other areas of the UK including Liverpool City Region where their new electric buses feature both the staircase glazing and the skylight windows.


Bus Safety Standards

⦵🛡️🚍 Transport for London has announced the next phase of its Bus Safety Standard, introducing new bus design features and safety technology to reduce injuries, prevent collisions and improve driver welfare on London’s bus network for all users. tfl-newsroom.prgloo.com/news/tfl-unv...

[image or embed]

— CLondoner92 (@clondoner92.bsky.social) June 2, 2026 at 11:25 AM

Earlier in June, TfL published a press release launching the next phase of the Bus Safety Standard. The key measures set out in the plan include:

Key measures set out in the plan include:

Improving customer safety through better bus design

• Enhancements to vehicle interiors that will reduce slips, trips and falls - one of the leading causes of injury. Measures include improved lighting, clearer safety messaging and the introduction of tip seats (a seat that automatically folds upright when not in use), which will be required from 2030.

• Accessibility improvements include better communication between wheelchair users and drivers, including enhanced audio for ramp deployment.

New technology to support safer driving

• A new 'Moving-Off Information System', which will intervene to prevent the bus from moving off if a pedestrian or cyclist is immediately in front of the bus.

• Enhancements to the Advanced Emergency Braking system will extend protection to turning scenarios, alongside new acceleration suppression technology to help stop drivers accidentally pressing too hard on the accelerator pedal.

Stronger measures to tackle driver fatigue and distraction

• Building on trials across 400 buses, new systems will provide visual, audio and touch alerts when fatigue or distraction is detected. TfL will go beyond national regulations by activating alert systems from 5kph (instead of 20kph), alongside improved monitoring and reporting to support driver wellbeing.

Reimagined driver cab to support safety and wellbeing

• A redesigned, ergonomic cab will improve comfort, inclusivity and security for drivers - supporting safer driving. This includes immediate design improvements and longer-term research to inform future standards.



TfL has also published the roadmap from 2027 for the Bus Safety Standard 2, which outlines a strategic roadmap setting out new safety, technology and design requirements for new-build buses entering service in 2027, 2030 and 2033 to help achieve their Vision Zero goal of eliminating deaths and serious injuries across the transport network.

The Bus Centre of Excellence also posted a promotional video on LinkedIn to support the launch of Phase 2.

Heating, ventilation, and air conditioning (HVAC)

New Bus Specification Version 2.7 outlines completely separate, automatic HVAC systems for the driver's cab and the passenger saloon to keep everyone comfortable throughout the year. The driver's cab system uses fresh air to automatically keep carbon dioxide levels below 800ppm, giving the driver full control over adjustable vents and target temperatures. In the passenger area, independent systems for the lower and upper decks provide heating from the floor and cooling from the ceiling based on the outside weather. This saloon system uses sensors to keep carbon dioxide levels below 1200ppm, utilises high-quality air filters, and will include individual passenger vents on newer buses.

Drivers cab

As mentioned above, the New Bus Specification requires new buses operating under contract to Transport for London to be fitted with advanced technology that monitors and combats driver fatigue and distraction. This mandate upgrades voluntary industry standards into mandatory safety requirements for the London fleet, aiming to bring bus safety in line with heavy goods vehicles. By implementing these standardised monitoring protocols, Transport for London aims to reduce the risk of attention-related incidents and foster a proactive safety culture across the bus network.

The combined safety system relies on Fatigue Detection Technology and an Advanced Driver Distraction Warning system, using driver-facing cameras and sensors to track eyelid closure, blink frequency, eye movement, and head position. If a micro-sleep or an unsafe distraction is detected, the system vibrates the seat, plays a loud acoustic alert, generates an operator alert, and uploads a short video clip to a secure online portal. Beyond these advanced safety systems, the specification details specific comfort and storage provisions to keep the workspace tidy, including a coat hook, a lockable compartment, a cab door bag space, and a dedicated cup and bottle holder. The cup holder must feature self-adjusting width capabilities to secure different drink sizes while the vehicle is in motion, whilst the bottle holder must be deep enough to restrain tall drink bottles.

To keep these systems functioning effectively, bus operators must prioritise regular maintenance and specialised staff training. Drivers and supervisors must be trained to ensure that the driver-facing sensors and cameras remain clean, correctly positioned, and completely unobstructed during a shift. Because the system's performance relies entirely on calibrated hardware, any component failure or camera damage must be treated as a safety-critical repair task. Staff must ensure all faults are corrected by trained personnel before the vehicle is permitted to return to service.

Driver's cab at the centre?

In my previous article published in September 2025, I questioned whether TfL would ever specify a central driver's cab for new vehicles. In this layout, the front nearside door leads directly into the saloon instead of next to the driver's cab, mimicking the tram-style bendy buses seen in Belfast, Northern Ireland, and Brisbane, Australia.

I asked TfL’s press team whether they have formally evaluated or would consider exploring a central driving position for future bus specifications to maximise direct driver vision, or if revenue protection and layout challenges make this non-viable. They responded:

"TfL has recently published the second phase of its Bus Safety Standard, which sets out a roadmap for safer buses through to 2033 which includes the research underway to inform the future 2030 and 2033 measures in the bus cab roadmap. Safety remains TfL’s top priority, and is continually looking at ways to improve safety working closely with manufacturers, operators, unions and safety specialists. This could also include reviewing and adapting innovations from across the transport industry to see how it could potentially benefit London’s bus network.
Last year, TfL worked with the Royal College of Art on bus driver cabs - drivers-at-the-heart-of-bus-cab-design-2025.pdf. This work looks at the ‘art of the possible’ and design concepts were developed on how the cab can be reimagined and how to consider the driver’s needs beyond functional requirements."

A review of the 'Drivers at the heart of bus cab design' document provided by the Royal College of Art shows various futuristic concepts for bus and truck cabs. It specifically highlights the Tesla Semi Truck, which famously utilises a central driving position.

A further look into the New Bus Specification v2.7 shows that TfL still permits varying interior aesthetic choices for handrails, flooring, and seating (including priority moquette), in line with previous versions.

Under these updated guidelines, handrails and stanchions must be finished in a matt crackle powder coating or nylon dipping. They must be coloured yellow, green, or orange to guarantee a 30-point Light Reflectance Value (LRV) contrast against the surrounding environment. Regarding flooring, operators can utilise alternative customer-friendly finishes, such as wood-effect designs, provided they achieve strict slip-resistance metrics and the layouts are submitted to London Buses Limited (LBSL) for prior approval. Finally, standard and priority seats must share an identical moquette pattern, but the priority seating must employ a unique, mid-to-dark tone colourway that maintains a compliant 30-point LRV difference from the handpoles to ensure clear visual demarcation.

As for layout, London buses generally use a dual-door system to minimise passenger dwell times, though single or three-door configurations remain permitted based on specific route needs (though TfL currently has no active plans to purchase more three-door vehicles). Entrance and exit doors must provide a minimum clear width of 1,200 mm to streamline passenger flow. Depending on the number of doors and vehicle lengths—which range from 7.8 metres up to 12.0 metres—minimum passenger capacities are strictly defined between 36 and 87 people.

Future Suggestions

A future option could involve a new competition similar to the New Bus for London competition in 2008, where designers develop a new double-deck and single-deck electric bus incorporating specific design elements (similar to the New Routemaster) alongside bus safety standards and enhanced accessibility features.

Rather than a bespoke design or the relaunch of the New Routemaster project, bus manufacturers could choose to base exterior designs on elements of the New Routemaster bus. One example is that Yutong has adopted design cues of the New Routemaster for their U11DD double-deck electric bus. Different bus designs make a route distinct, making it easier to identify the route from a distance by the shape of the bus, which plays a role in public transport vehicle design and branding.

Additionally, bus manufacturers could design and build a three-door, two-staircase electric bus with two axles to provide TfL with an option to purchase or agree with private bus operating companies to procure them for route contracts.

Suggestions regarding a new electric bus type remain as shown in the image below:


The staircase glazing and the skylights on the roof could remain optional rather than restricted, allowing for variation on specific routes, such as skylights for routes serving Central London to provide a sightseeing option for the price of a standard fare.

An article by Disability Horizons discusses how the future withdrawal of the New Routemaster impacts disabled users, especially wheelchair users who find it easier to enter and exit by the middle doors due to the three-door, two-staircase layout. The article mentions previous pieces covering consultation reports and FOI requests where demands were noted for more New Routemasters in fully electric and tram-style single-decker buses.

I have also provided further suggestions in my previous article such as my research on the use of two wheelchair spaces to allow two wheelchair users on TfL buses.

Conclusion

In summary, while Transport for London’s New Bus Specification version 2.7 introduces necessary advancements through the Bus Safety Standard Phase 2 and enhanced HVAC parameters, it also establishes new structural constraints for the vehicle layout. The restriction of roof skylights and staircase glazing reflects a shift towards prioritising weight targets, thermal management, and commercial advertising space over the aesthetic design cues introduced in recent years. Moving forward, a collaborative approach involving TfL, manufacturers, operators, and accessibility groups could offer a pathway to balance these operational requirements with features that support passenger experience, including multi-door configurations and enhanced wheelchair provision across the network.

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.

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