Several readers noticed in my previous article that I compiled a directory of publicly accessible links regarding the New Routemaster bus. Fascinatingly, a Freedom of Information (FOI) release on the Greater London Authority website has revealed some incredible, little-known details about what could have been for the NRM fleet.
The Unbuilt Shortened Variant of the NRM
While the standard NRM measures 11.2 metres, a shorter 10.6-metre variant was actively developed. The solitary prototype built, designated ST812 (registration LTZ 1812), featured an outward-sliding centre door to facilitate permanent one-person operation during trials.
However, documents show that Wrightbus had much grander plans for this shorter footprint. In a 2015 letter to the then-Mayor of London, Boris Johnson, Wrightbus Chairman and CEO Mark Nodder proposed an entirely new direction for the final batches of the contract:
"Dear Mayor,
Re: Ultra-Low Emission Routemasters for London
Thank you for inviting me to the joint meeting with yourself, your officials and other bus manufacturers on 25 February 2015. Wrightbus has given everything that was discussed very serious consideration, and we would like to respond with a proposal which we believe will address your objectives.
You made it clear at our meeting that you wished quickly to reach a point where all buses entering the TfL fleet are ultra-low emission, and that they should be both cost effective and sustainable, and of course should continue to incorporate the New Routemaster “DNA” into the fleet. You will be aware that under the terms of the existing contract between TfL and Wrightbus you have the option to order up to 200 further vehicles before the Routemaster design can effectively be shared with other manufacturers. We believe that we can build on the success of the project to date and use the next phase to deliver a bus which offers a significant improvement in emissions and air quality, is more versatile in operation, and delivers even better value for money.
We have talked to TfL about the operational requirement for buses going forwards, and it is clear that the fleet cannot make effective use of further 3 door buses at the existing 11.3M length. Therefore to offer improved manoeuvrability and to allow the vehicle to be used more widely, we propose a shorter (10.6M) variant with 2 and 3 door options available, which we think will cover all the bases whilst retaining the superb New Routemaster identity.
More importantly perhaps, we would propose that the next 200 buses have ultra-low emission status through the incorporation of a range-extending EV (Electric Vehicle) driveline. This driveline is a planned evolution of the existing Routemaster components, with the addition of external conductive charging to be carried out at either the bus depot or terminus. The effect of this new system is to allow for the opportunity charging of the batteries at different times during the day, thereby reducing the consumption of fuel and at the same time lowering emissions. We can provide the projected data to TfL for their analysis, but we are very confident that the range extending EV driveline will significantly improve air quality and emissions.
I attach for your consideration outline drawings of both options for an ultra-low emission Routemaster. Since the changes to the existing vehicle will be relatively small, and do not impact the appearance of the bus other than its length, we are very confident of producing the first ultra-low emission New Routemaster by the end of 2015, with the ability to produce the first vehicles for service in the first quarter of 2016.
When we last met you challenged the industry to look at the capital premiums for ultra-low emission buses, and I believe that our proposal also addresses that aim. We have also consulted with a new funding agency and again this is an element of the proposal we will be happy to discuss with TfL in more detail.
I am aware that you recently met with Rt Hon Ian Paisley Jnr MP, and I know that he was delighted to receive the Honorary Freedom of the City of London. I understand that he raised the subject of the potential for exercising the option to purchase 200 more Routemasters, and I daresay he will have emphasised the economic importance of this order to Northern Ireland, and indeed to the supply chain throughout the United Kingdom. The Routemaster project has been transformational for Wrightbus and has become a beacon within the industry for innovation and manufacturing excellence. I do hope that the New Routemaster will now lead the way into the ultra-low emission zone.
I will be happy to elaborate on this proposal at any time, and look forward to hearing from you soon.
Yours sincerely,
[Signature]
Mark Nodder
Chairman & CEO"
Re: Ultra-Low Emission Routemasters for London
Thank you for inviting me to the joint meeting with yourself, your officials and other bus manufacturers on 25 February 2015. Wrightbus has given everything that was discussed very serious consideration, and we would like to respond with a proposal which we believe will address your objectives.
You made it clear at our meeting that you wished quickly to reach a point where all buses entering the TfL fleet are ultra-low emission, and that they should be both cost effective and sustainable, and of course should continue to incorporate the New Routemaster “DNA” into the fleet. You will be aware that under the terms of the existing contract between TfL and Wrightbus you have the option to order up to 200 further vehicles before the Routemaster design can effectively be shared with other manufacturers. We believe that we can build on the success of the project to date and use the next phase to deliver a bus which offers a significant improvement in emissions and air quality, is more versatile in operation, and delivers even better value for money.
We have talked to TfL about the operational requirement for buses going forwards, and it is clear that the fleet cannot make effective use of further 3 door buses at the existing 11.3M length. Therefore to offer improved manoeuvrability and to allow the vehicle to be used more widely, we propose a shorter (10.6M) variant with 2 and 3 door options available, which we think will cover all the bases whilst retaining the superb New Routemaster identity.
More importantly perhaps, we would propose that the next 200 buses have ultra-low emission status through the incorporation of a range-extending EV (Electric Vehicle) driveline. This driveline is a planned evolution of the existing Routemaster components, with the addition of external conductive charging to be carried out at either the bus depot or terminus. The effect of this new system is to allow for the opportunity charging of the batteries at different times during the day, thereby reducing the consumption of fuel and at the same time lowering emissions. We can provide the projected data to TfL for their analysis, but we are very confident that the range extending EV driveline will significantly improve air quality and emissions.
I attach for your consideration outline drawings of both options for an ultra-low emission Routemaster. Since the changes to the existing vehicle will be relatively small, and do not impact the appearance of the bus other than its length, we are very confident of producing the first ultra-low emission New Routemaster by the end of 2015, with the ability to produce the first vehicles for service in the first quarter of 2016.
When we last met you challenged the industry to look at the capital premiums for ultra-low emission buses, and I believe that our proposal also addresses that aim. We have also consulted with a new funding agency and again this is an element of the proposal we will be happy to discuss with TfL in more detail.
I am aware that you recently met with Rt Hon Ian Paisley Jnr MP, and I know that he was delighted to receive the Honorary Freedom of the City of London. I understand that he raised the subject of the potential for exercising the option to purchase 200 more Routemasters, and I daresay he will have emphasised the economic importance of this order to Northern Ireland, and indeed to the supply chain throughout the United Kingdom. The Routemaster project has been transformational for Wrightbus and has become a beacon within the industry for innovation and manufacturing excellence. I do hope that the New Routemaster will now lead the way into the ultra-low emission zone.
I will be happy to elaborate on this proposal at any time, and look forward to hearing from you soon.
Yours sincerely,
[Signature]
Mark Nodder
Chairman & CEO"
The proposal included outline drawings for two distinct configurations of this 10.6-metre ultra-low emission Routemaster:
A shortened NRM with three doors and two staircases, featuring an inward-opening door at the rear with a convertible open platform.
An unbuilt variant featuring two doors and two staircases (lacking a middle door), conceptually similar to the historic Volvo Ailsa B55 V3 prototype (A103 SUU).
Digging Into the 2016 Contract Documents
By February 2016, contract amendments for the final 195 New Routemasters explicitly accounted for this new physical format. The Memorandum of Understanding (MOU) outlined the shift:
Date: 3 February 2016
New Routemasters - Supplementary Information
4 Outline case for additional 195 New Routemasters
4.1 NRMs are becoming a globally recognisable replacement for their iconic predecessor and have been used to promote UK technology, manufacturing and design excellence abroad.
4.2 NRMs are helping to improve customer satisfaction. In 2014, customer satisfaction for passengers on NRMs was on average three points higher than for standard double deck buses (87 compared to 84), including a three point improvement in both 'vehicle average' and 'journey average'.
4.3 The order of an additional 195 NRMs will complete the original maximum contract with Wrightbus of up to 1,000 vehicles. On completion of the order TfL would have a licence from Wrightbus in relevant intellectual property to allow any manufacturer to produce identical designs of the NRM for use in London, but which incorporates their latest engine and hybrid technology, thereby ensuring that any further expansion of this iconic fleet delivers maximum environmental benefits. TfL already has the IPR in the overall "look and feel" of the NRM and in specific interior and exterior features and the IPR to be able to produce and sell NRM-related merchandise.
Appendix 2 MOU
Subject to Contract
Memorandum of Understanding: New Routemaster
Quantity
16. The current position of vehicles ordered is:
8 Prototype vehicles (subsequently converted to production standard).
600 Vehicles ordered under the initial production order.
200 Vehicles ordered as "Additional Vehicles" subsequently reduced by four (4).
Net total of vehicles ordered is therefore 804.
17. Wrightbus responded to LBSL's letter of 28 September on 12 February 2016 requesting that the reduction in vehicles ordered be reduced to three (3) as Wrightbus have developed and manufactured a shortened version of the NRM for trials in London. This results in a revised total quantity of 805 vehicles (804 standard length and 1 short length). This proposal is acceptable to LBSL.
Specification
22. The Initial 30 Final Production Vehicles are to be supplied as Standard length NRM.
23. Further quantities of Final Production Vehicles may be ordered by LBSL as either standard length NRM or short length NRM.
24. Wrightbus are to provide an amended production schedule indicating when LBSL must advise the selection of standard length or short length vehicle to allow Wrightbus to manufacture in accordance with the production schedule.
Price, Payment, and Delivery
27. LBSL will review the likely usage of short length NRM vehicles and advise Wrightbus of the anticipated proportion of standard and short length NRM to be required in the Final Production order.
28. Following advice of the anticipated allocation of standard and short length NRM the price for each short length vehicle is to be proposed by Wrightbus taking account of the reduced cost of materials, components and labour arising from the shorter length e.g. fewer seats.
The contract also contained a clause protecting TfL’s intellectual property rights (IPR) should Wrightbus sell spin-off designs to third parties:
Intellectual Property and Royalty payments
41. It is agreed that the intellectual property and royalty provisions in the contract apply equally to standard length and short length NRM vehicles.
42. LBSL is aware that Wrightbus has developed and subsequently sold to third parties a number of two door vehicles that incorporate features of the NRM design. Wrightbus shall, accordance with the terms of the contract, propose to LBSL a Royalty payment reflecting the use of LBSL's Intellectual Property Rights in the design and manufacture of these vehicles.
When questioned about whether royalties were ever collected on these spin-offs, TfL clarified via a separate FOI request submitted by a member of the public:
"The vehicles were sold to a London operator for use on the TfL network, so we didn’t apply clause 42.
We are not aware of any other buyers of this model, and therefore no royalties were collected for SRM, or the original NRM design."
Wrightbus SRM Volvo B5LH
Those two-door, single-staircase spin-offs became the Wright SRM, built on Volvo B5LH and B5LHC chassis.
Six Volvo B5LH SRMs were originally purchased by RATP Dev London Sovereign, entering service on route 13 in 2016. Over the years, they migrated across routes 125, 139, 183, 698, N13, and X140. Following First Bus's acquisition of RATP Dev's London operations, these unique vehicles are currently operated by First Bus London on route 340, sporting refurbished interiors with updated handrails and seat moquette.
Meanwhile, a continuous-induction trial variant—the B5LHC electric hybrid with SRM bodywork—saw passenger service on route 37 with Go-Ahead London from 2018 to 2022. Unfortunately, the ambition for overhead pantograph charging fell through. TfL later confirmed the project's cancellation via an FOI response:
Request ID: FOI-2652-2021
Date published: 13 April 2021
"Can you explain why TfL scrapped the Volvo OppCharge (overhead pantograph charging infrastructure) for two of the Wrightbus SRM bodied Volvo B5LHC for route 37? Although the vehicles are still in service without overhead charging infrastructure, are the vehicles owned by TfL and leased to Go-Ahead London?
The vehicles are not owned by TfL. The project was stood down due to increased costs and infrastructure issues."
Here's the brochure for the Volvo B5LHC that I posted on social media.
The brochure of the #Volvo B5LHC with the 'Son of Routemaster' (SRM) bodywork by Wrightbus, which failed to gain ground. This Euro 6 electric hybrid has opportunity charging, a 19,000kg GVW and an 87-passenger capacity, with only two used on #London Buses route 37 from 2018 to 2022. 🧵 1/5
— CLondoner92 (@clondoner92.bsky.social) June 6, 2026 at 11:25 AM
[image or embed]
You can view the entire brochure on Thread Reader App website.
The Mysterious Ninth SRM
Perhaps the most fascinating detail is the ninth Wright SRM built on the Volvo B5LH chassis. Unlike its six London counterparts, this vehicle (registration EQ-998-VV) was exported straight to France.
During the early 2020s, it was used by the Mission Énergie (GoodPlanet Foundation) as an itinerant exhibition bus touring France to raise awareness about the energy transition. Recent sightings show it has since been wrapped to promote Costa Rican tourism.
What Lies Ahead for Wrightbus Styling?
Since Wrightbus emerged from administration under Jo Bamford's ownership in October 2019, the manufacturer has successfully reclaimed significant market share with its new zero-emission electric and hydrogen buses.
However, looking back at the numbers, the SRM platform represents a missed opportunity for the previous management. Only 9 SRMs were built compared to the staggering success of the Alexander Dennis Enviro400 City—which has seen over 2,200 vehicles built across diesel, CNG (Scania), and electric (BYD/ADL) variants. There were certainly missed opportunities for Wrightbus and TfL to capitalise on the New Routemaster design, which they should have marketed with different variations of door and staircase layouts for bus services both across the UK and around the world. Doing so would have made the platform far more competitive against Alexander Dennis in styling terms.
With Wrightbus firmly back on its feet, there is a compelling case for them to introduce a bold, legacy-inspired double-deck body design. Marrying the striking visual identity of the New Routemaster and SRM with modern zero-emission platforms would give them a phenomenal aesthetic edge to compete directly with Alexander Dennis and the sleek imports from Yutong with their new U11DD.
As I have said previously, I do not advocate relaunching the New Routemaster project, as the concept of a bespoke bus exclusive to London is obsolete. Instead, I advocate improvements to the design and specification of standard buses to make them more attractive for services both in London and beyond. Some of my readers may recall that I posted an article earlier this year utilising information from consultation reports and FOI requests; these revealed a popular demand for the New Routemaster's features to be incorporated into fully electric and tram-style buses, much like those recently introduced on route 358 and the Fastrack network.
Final Thoughts
Ultimately, I want to see Wrightbus and other manufacturers actively stepping up to improve the design and specification of their double-deck electric buses. This means offering greater flexibility in interior configurations, including varying door layouts such as three-door options and dual-staircase arrangements to suit high-frequency networks. However, they must now navigate tighter regulatory limits.
As I revealed in my previous article reviewing Transport for London's New Bus Specification v2.7, TfL has restricted features like staircase glazing and roof skylights. TfL’s press office confirmed to me that these glazed elements negatively impact vehicle weight and passenger capacity, alongside raising concerns that temperature control issues and increased energy usage could worsen the overall travel experience.
The challenge now is for manufacturers to deliver visually attractive, legacy-inspired styling on standard zero-emission models while strictly meeting these modern efficiency boundaries.
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.
Further readingChallenges of Double-Deck Buses with Two Staircases and Two Doors (Front and Rear)
Investigating Why the New Routemaster Isn't a Half-Cab with a Permanent Open Platform, as Some Expected
Could Transport for London Reinstate 'Half-Cab' Double-Deck Buses?
