| AEC Routemaster | |
|---|---|
 RM8, first production Routemaster, at a bus rally in 1995 | |
| Overview | |
| Manufacturer | Associated Equipment Company (AEC) Park Royal Vehicles |
| Production | 1954–1968 |
| Assembly | Southall,London Borough of Ealing, England |
| Designer | Douglas Scott |
| Body and chassis | |
| Layout | Front-engine, rear-wheel-drive |
| Doors | 0 passenger doors, 1 permanently-open entrance at the back and 1 driver's door |
| Floor type | Step-entrance |
| Chassis | Integral, with front and rear subframes |
| Powertrain | |
| Engine | AEC AV590 9.6 L or AEC AV690 11.3 L or Leyland O.600 9.8 L 6-cylinder diesel Retrofits: Cummins ISCe/Cummins ISBe DAF Iveco Scania |
| Capacity | 57–72 seated |
| Power output | 115 hp (86 kW) (AEC AV590) |
| Transmission | AEC 4-speed automatic/semi-automatic |
| Dimensions | |
| Length | 27 ft 6 in (8.38 m) 30 ft 0 in (9.14 m) |
| Width | 8 ft (2.44 m) |
| Height | 14 ft4+1⁄2 in (4.38 m) |
| Kerb weight | 7.35 long tons (7.47 t; 8.23 short tons) |
| Chronology | |
| Predecessor | AEC Regent III RT |
| Successor | New Routemaster |
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TheAEC Routemaster is afront-engineddouble-decker bus that was designed byLondon Transport and built by theAssociated Equipment Company (AEC) andPark Royal Vehicles. The first prototype was completed in September 1954 and the last one was delivered in 1968. The layout of the vehicle was conventional for the time, with a half-cab, front-mounted engine and open rear platform, although the coach version was fitted with rear platform doors. Forward entrance vehicles with platform doors were also produced as was a unique front-entrance prototype with the engine mounted transversely at the rear.
The first Routemasters entered service with London Transport in February 1956 and the last were withdrawn from regular service in December 2005, although two TfL heritage routes were subsequently operated by Routemasters in central London until 2019.[1]
Most Routemasters were built forLondon Transport, although small numbers were built forBritish European Airways and theNorthern General Transport Company. A total of 2,876 Routemasters were built, of which 1,230 are still in existence as of September 2024[update].[2]
A pioneering design, the Routemaster outlasted several of its replacement types in London, survived the privatisation of the former London Transport bus operators and was used by other operators around the UK. In modern UK public transport bus operation, the old-fashioned features of the standard Routemaster were both praised and criticised. The open platform, while exposed to the elements, allowed boarding and alighting in places other than official stops; and the presence of aconductor allowed minimal boarding time and optimal security, but with greater labour costs. Compared to modern buses, thehigh floor design was inaccessible for the disabled, and made boarding with heavy luggage or pushchairs challenging.
In 2006, the Routemaster was voted one of Britain's top 10 design icons which includedConcorde, theMini, theSupermarine Spitfire, theLondon tube map, theWorld Wide Web and theK2 telephone box.[3] In 2009, the Routemaster was selected by theRoyal Mail for their"British Design Classics" commemorative postage stamp issue.[4] In the late 2000s, work began on aNew Routemaster bus inspired by the Routemaster's traditional design. It entered service in February 2012.[5]
The Routemaster was developed between 1947 and 1956 by a team directed by AAM Durrant and Colin Curtis, with vehicle styling by Douglas Scott.[6][7] The design brief was to produce a vehicle that was lighter (hence more fuel-efficient), easier to operate and that could be maintained by the existing maintenance practices at the recently openedAldenham Works, but with easier and lower-cost servicing procedures. The resulting vehicle seated 64 passengers, despite being three-quarters long ton (0.84 short tons; 0.76 t) lighter than buses in theRT family, which seated 56.
The first task on delivery to service was to replaceLondon's trolleybuses, which had themselves replacedtrams, and to begin to replace the older types of diesel bus. The Routemaster was designed byLondon Transport and constructed atPark Royal Vehicles, with the running units provided by its sister company AEC. Both companies were owned by Associated Commercial Vehicles, which was taken over byLeyland Motors in 1962.[8]
It was an innovative design and used lightweightaluminium along with techniques developed in aircraft production duringWorld War II.[9] As well as a novel, weight-saving integral design, it also introduced for the first time on a busindependent front suspension,power steering, a fullyautomatic gearbox andpower-hydraulic braking.[2] This surprised some early drivers, who found the chassis unexpectedly light and nimble compared with older designs, especially as depicted on film on tests at theChiswick Works skid pan. Footage of RM200 undergoing the skid test at Chiswick was included in the 1971 filmOn the Buses.[10]
The Routemaster was a departure from the traditional chassis/body construction method. It was one of the first "integral" buses,[2] with a combination of an "A" steel sub-frame (including engine, steering and front suspension) and a rear "B" steel sub-frame (carrying rear axle and suspension), connected by an aluminium body. The gearbox was mounted on the underside of the body structure with shafts to the engine and back axle. Later pre-war London trolleybuses, however, had previously adopted chassisless construction.
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London Transport placed four prototype Routemasters in service between 1956 and 1958.[12] The first two were built at the London Transport works at Chiswick, the third byWeymann atAddlestone and the fourth, an experimentalGreen Line coach, atEastern Coach Works atLowestoft. The third and fourth had Leyland engines and mechanical units.[2] The Routemaster was first exhibited at the Earl's Court Commercial Motor Show in 1954,[9][13] and the first bus went into public service on 8 February 1956.[14]
In 1961, 24 longer RMLs (30 ft [9.14 m] compared with the standard 27 ft 6 in [8.38 m]) were built as a test, going into production from 1965. In 1962, the front entrance RMF concept was tried, with RMF1254 based on the trial RMLs.[15] This was exhibited and toured, leading to the production of a small number of RMF and RMA buses.
In 1964, just before commencement of mainstream production of the RML, the final front-engined Routemasters, AEC started work on a front-entrance, rear-engined prototype, FRM1.[16] Completed in 1966, it saw regular London service,[17] then it was reallocated ontoLondon Coaches tour operations until it was eventually withdrawn in 1983 and donated to theLondon Transport Museum. It was nicknamed the 'Fruitmaster'.[18]
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Production of mechanical components was undertaken chiefly atAEC'sSouthall site (though a significant number hadLeyland engines) with body construction and final assembly atPark Royal Vehicles.[8]
Although regulations already permitted 2-axle double deck buses up to 30 feet (9.14 metres) in length by the time the Routemaster went into full production, the majority of production examples were 27 feet 6 inches (8.38 metres) long, the introduction of 29 feet 11 inches (9.12 metres) "long" types being delayed by union resistance to the extra work for conductors.[19]
| Class | Type | Headlights | Length | Number | Notes |
|---|---|---|---|---|---|
| RM |
| Single | 27.5 feet (8.38 m) | 2,123 | |
| RML |
| Single | 29.91 feet (9.12 m) | 524 | |
| RMC |
| Twin | 27.5 feet (8.38 m) | 69 | |
| RCL |
| Twin | 29.91 feet (9.12 m) | 43 | |
| RMF |
| Single | 29.91 feet (9.12 m) | 51 | all except one forNorthern General Transport Company |
| RMA |
| Twin | 27.5 feet (8.38 m) | 65 | forBritish European Airways and used with a luggage trailer |
| FRM |
| Single | 31.3 feet (9.54 m) | 1 | new shaped rear engined single operator prototype |
London Transport took delivery of 2,123 RMs and 524 RMLs. The RML was a standard RM with a distinctive and seemingly out of place half-window section added in the middle giving eight extra seats. This was not a dramatic change, as it took advantage of the modular design approach of the Routemaster that would be copied by other manufacturers.[19] The RML code was originally used to identify the "Routemaster Leyland", with what became the RML originally designated the ER (Extended Routemaster).[19] The RM and RML had an area beneath the rear staircase where, when not collecting fares, the conductor could stand without obstructing boarding/alighting passengers. Seating was provided for 64 passengers on RMs (72 on RMLs).
The RMC was a coach version forGreen Line routes. RMCs had modified suspension and interiors to allow a longer range and more comfortable running, an electrically operated door instead of an open platform, and a semi-automatic gearbox with higher gear ratios.[20] The RCL was a long version of the RMC with a larger engine and similar coach-style features. Seating was provided for 57 on RMCs and 65 on RCLs.[21]
The RMF and RMA class were production versions of the front entrance Routemaster, primarily for non-London and airline use.[22] Like the RMC/RCL they had an electrically operated door, but at the front of the bus, along with the staircase. After being exhibited and demonstrated to other operators, the RMF attracted little interest, apart from an order fromNorthern General Transport Company (RMF) and, in a short version, fromBritish European Airways (RMA).
TheBritish Electric Traction subsidiaryNorthern General Transport Company introduced the RMF in 1964/65, with an initial batch of 18, followed by another 32 and later joined by the prototype RMF1254.[22][23] This order created considerable interest and raised eyebrows within the bus industry, as Northern had been one of the biggest investors in the new rear-enginedLeyland Atlanteans.
However, Northern shared many routes with theUnited Automobile Services, which operated theBristol Lodekka, and the Atlantean did not match their performance and passenger satisfaction, so Northern brought in the RMFs as a better match. They were fitted withLeyland engines and a higher-ratio rear axle for operation on longer trunk routes.[24] Other notable differences were a standard, single-panel front destination blind, sliding windows and a one-piece driver's windscreen.
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They operated in variousNorthern red and cream liveries, receiving the poppy red corporate livery and NBCNorthern fleetnames in theNational Bus Company era. The RMF fleet wore the long-standing adverts characteristic of buses in the north-east of England, "Shop atBinns". Northern Routemasters were well liked by their crews: the high axle ratio meant a good turn of speed on long-distance routes such asNewcastle toDarlington, and power steering was well appreciated on busy urban services inGateshead andSunderland. Their service in the north also produced the odd sight of a Routemaster with arollsign "X1 Scandinavia", connecting with theDFDS ferry fromNorth Shields toScandinavia.
However, throughout the 1970s it became increasingly uneconomic to have conductors on inter-urban services. Despite driver and customer satisfaction, Northern had little option but to replace them. Northern placed a large order forBristol VRs withEastern Coach Works andWillowbrook bodywork in 1977 to replace them. Withdrawals began in May 1977 with the last withdrawn in October 1980. Most were scrapped although 14 were sold to London Transport. Only one entered service, as an open-top withLondon Coaches.[25]
British European Airways purchased 65 RMAs, geared for 70 mph (110 km/h) running on theM4 motorway and featuring luggage trailers, between 1966 and 1967 for use on itsairport bus service between theWest London Air Terminal andHeathrow Airport, replacing one-and-a-half deckerAEC Regal IV coaches.[26][27] Withdrawals of the BEA Routemasters started in January 1975, withBritish Airways discontinuing the service in March 1979 after the opening of theHeathrow branch of thePiccadilly line.[28] All 65 of these Routemasters were eventually sold to London Transport.[25][29]
The open platform can be dangerous, as passengers can board, alight, and stand on the platform at any time, even with the bus travelling at speed. Due to this, people can fall and seriously injure themselves. The presence of a conductor to regulate access to the platform helps, but the conductor also has to collect fares throughout the bus, and even if on the platform cannot prevent all incidents. Former London mayorKen Livingstone said in 2013 that the Routemasters were too dangerous, with around twelve people per year losing their lives after falling from them during his mayoralty.[30]
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With the Routemaster's longevity, examples were painted to celebrate both the Queen'sSilver andGolden Jubilees. In 1977, 25 Routemasters were painted silver and temporarily renumbered SRM1 to SRM25 to celebrate the Silver Jubilee and, in 2002, 50 buses were painted gold including three RMs and 12 RMLs.[25][31]
During privatisation in London from 1986, several private operators won contracts to operate services, including Routemaster-operated routes. Before an 80% red rule for liveries was introduced in 1997 by London Transport, the contract tendering authority, some of these new entrants ran Routemasters in non-red liveries, most notablyKentish Bus onroute 19 and Borehamwood Travel Services onroute 13.
The Routemaster appealed to the many new operators outside London that appeared post-1986 in the UK followingbus deregulation. Several traditional operators purchased second-hand Routemasters as a cheap way of expanding their fleets in response to competition from new operators after deregulation,[32] and new operators also chose it as a distinctive-looking bus. Painted in a variety of colours, they were used in regular service inBedford,Blackpool,[33]Burnley,[34]Carlisle,Corby,Doncaster,[35]Dundee,Glasgow,[36]Hull,[37]Manchester,[38]Perth,[39]Rotherham.[40]Scarborough,[41]Southampton andSouthend-on-Sea.
One of the earliest examples, if not the earliest, of deregulated use of Routemasters was early in the history of theStagecoach Group, by 2014 one of the largest operators in the UK. Stagecoach used vintage Routemasters in its new corporate livery of all-over white with red, orange and blue stripes, to start one of its first operations,Magic Bus, inGlasgow in the late 1980s.
In the mid 1980sClydeside Scottish purchased 114 Routemasters for use inGlasgow, with many repainted at Aldenham Works. Most were withdrawn in 1990.
Towards the end of this period, in July 1994 inReading, new operator Reading Mainline built up a 45-strong Routemaster fleet to compete with the established operator,Reading Buses, in the process becoming the largest operator of Routemasters outside London. They used conductors to compete on speed in the town centre and, in the outskirts, took advantage of the rear platform to operatehail and ride sections of route. In 1998 Reading Mainline was sold to Reading Buses; some Routemasters continued in use until July 2000.[42]
With the costs of running elderly two-crew buses, and with a general reduction in the number of operators, buses, and services in the years following deregulation as competitors merged or closed, use of Routemasters outside London declined through the 1990s. Many of these buses found their way back to London to assist with the refurbishment programme, as spares donors or to increase fleet size.
Withdrawal from mainstream London service saw another resurgence in the use of Routemasters outside London,[32] but on a smaller scale than immediately after deregulation. After 2000 Routemasters were mostly used on small novelty or seasonal routes.
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The first green Routemasters, apart from prototype CRL4, now RMC4, were 69 RMCs (Routemaster Coach) forGreen Line work. These were the same length as the RMs but had luxury seating, luggage racks, strip lights and platform doors.[43][44] The later 43 RCLs (Routemaster Coach Lengthened) were the same length as the RMLs but again with coach seating and platform doors.
One hundred green Routemasters, based on the RMLs, were delivered in 1965/66 for Country area bus work. Three of these were transferred to the Central (Red) fleet in 1969 in exchange for three XALeyland Atlanteans.
On 1 January 1970, these green Routemasters were transferred to the newly formedLondon Country Bus Services, aNational Bus Company subsidiary formed to take over London Transport's Country Area. London Country announced that it intended to convert all its services to one-man operation, which it achieved by 1981, making all the Routemasters redundant. Many were sold back to London Transport, the RMCs becoming trainers along with most of the RCLs.
Most of the ex-Country RMLs that were sold back to LT in the late 1970s served longer with red livery than with their original green[citation needed] (Most did 14 years as green buses but over 20 as red buses).Some RCLs had the platform doors removed and entered service as red buses. RMC4 (ex CRL4) was kept by London Country but was later sold when the NBC was sold off.
The peak era of the Routemaster was in its first 25 years of operation, until September 1982, when the type started to be withdrawn and transferred to training fleets, due to service reductions.
The first London bus route to be operated by the Routemaster wasroute 2, on 8 February 1956, with RM1. The same bus, with a revised front end, appeared at theLord Mayor's Show in November 1956.[45] The RM class entered service from 1959 to replace trolleybuses, which finished in May 1962. Subsequent Routemasters, the last 500 of which were RMLs, began replacing the previous generation of buses, theAEC Regent RT andLeyland Titan RTL and RTW. RMLs also displaced RMs on central routes to cope with higher loadings.[19] The last Routemaster entered service in March 1968.
The original concept included the routine overhaul and refurbishment of the fleet at LT's Aldenham Works, usually every five years. The buses were completely stripped down and rebuilt, and left the works almost as new. As the number of Routemasters declined, financial cutbacks and newer buses not suited to this practice were introduced, the overhaul routine was abandoned and Aldenham Works closed in November 1986.[25] The thoroughness of the Aldenham system was the primary reason why the Routemaster and its predecessors lasted so long in London service.
Many routes were converted todriver-only operation ("DOO" or "OMO") in the 1970s, to reduce operating costs and in response to staff shortages. There was also for a time a parts shortage for Routemasters, aggravated by the closure of AEC.[46] With the introduction of single-deckRed Arrow services and successful conversion to modern, rear-engined OMO buses around the country, London Transport considered replacing Routemasters with modern buses.
The operation of the Routemaster gradually contracted to central areas only, with RMLs replacing RMs, where it was felt that the Routemaster still provided an efficient means of transporting large enough numbers of people to justify the economics of two-crew operation.[47] The rapid acceleration and rugged construction of the Routemaster proved to be more suited to urban conditions than some more modern designs.[47]
The fleet remained largely intact for around 15 years after production ended in 1968, with withdrawals mainly due to fires. Following the defeat of theGreater London Council in theHouse of Lords overits subsidised fare scheme, major service reductions followed in September 1982. Consequently, the first withdrawals commenced, with many of these early disposals being for scrap. The continued practice of route conversion to one-person operation resulted in a steady trickle of withdrawals. This practice had largely halted by 1988, with comparatively few withdrawn up to 1992. 12 of the withdrawals were purchased bySouthend Transport in 1988 and were run until 1993.[48][49]
In 1986 some of the Routemasters purchased from British European Airways, London Country and Northern General, which had doors rather than an open platform, were overhauled at Aldenham Works and put in service on London Transport's revived sightseeing operationThe Original London Sightseeing Tour, alongside RCLs (some converted to open top buses),[50] RMFs[22] and RMAs.[29][51]
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In April 1989, in preparation for theprivatisation of London bus services, London Buses was divided into 11 arm's-length business units based on different garages. Eight units inherited Routemasters:CentreWest,East London,Leaside,London Central,London General,London Northern,London United andSouth London.[52] During this time, following the failure and premature withdrawal of heralded replacement vehicle classes such as theDaimler Fleetlines, the Routemasters that had not yet been disposed of saw their lives extended for use until privatisation. Where new route tenders called for Routemaster operation, these were leased from London Buses.[52]
Between September and November 1994, all of the business units were sold. In the new London route tendering process, all but one of the Routemaster-operated routes (139) retained their now privately owned Routemasters[2] for the five-year contract period and further refurbishments resulted.
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Following the ending of production atAECSouthall, and the later closure of the Aldenham Works, new options for extending the life of the Routemaster became necessary if they were to continue to run. This made sense as, even by 1987, when some buses looked decidedly worn out, inspections by London Buses revealed the basic structure of the buses was still sound,[46] requiring only replacement of engines and interior/exterior renewal.
From 1992 to 1994, all but two of the RMLs were refurbished for ten years' further service. This work, which included updating the interior to modern tastes and substitutingCummins orIveco engines, was carried out bySouth Yorkshire Transport, TB Precision, Nottingham Truck & Bus and by one of the new London Buses business units, Leaside Buses. One hundred RMs were also re-engined.[53][2] Post-privatisation, in 1996,London Central's RMs onroute 36,[54]Stagecoach London's RMLs for routes8 and15, andArriva London's RMs forroute 159 received newScania engines and a number of subtle reworks including hopper style windows.[2]
In 2001/02, under newMayor of LondonKen Livingstone,Transport for London (TfL) purchased 50 RMs from a variety of sources, including Reading Mainline and two from Italy. Of these, 43 were refurbished byMarshall Bus between May 2001 and August 2002, receiving Cummins engines coupled to anAllison automatic gearbox. They also received a full body overhaul including new hopper windows. The first 22 were leased toLondon Sovereign for use onroute 13 with ten going toArriva London for use onroute 38 and others toFirst London,London Central andLondon United. After Marshall Bus went into administration, Arriva London completed a further six, albeit without the heavy body overhauls and retaining the quarter-drop windows.[25]
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At the beginning of the 2000s, there was debate concerning the issue of whether to replace or retain the Routemaster in London service. Supporters cited its continued mechanical fitness, speed of boarding and tourist potential, while opponents pointed to the economics of running increasingly elderly buses when newer, larger, accessible buses were now available.[55] Opponents also pointed specifically to the lack of accessibility of the Routemaster in light of impending relevant legislation, which meant all new buses now entering service in London would be required to have alow-floor design. The emergence of off-bus ticketing technology also reduced the argument for better dwell times, whereby theOyster card and off-bus ticket machines would reduce the time it took passengers to board the bus.
Livingstone was initially supportive of retaining the Routemasters and their conductors,[55] reintroducing 49 refurbished buses into service.[56] However, Livingstone decided to replace the Routemaster fleet with low-floor buses, following a campaign by disabled rights groups, the large number of people injured by falling off the open rear platform and a realisation of the difficulty of trying to use high-floor buses with his children.[57]
In March 2003,Peter Hendy, then managing director of Surface Transport for TfL noted that the implementation of a low floor, accessible bus fleet was a higher priority than keeping the historic Routemaster buses.[58] Despite criticism from the media and the public,[59][60] remaining services were consequently replaced from August 2003 onwards by low-floor double decker orarticulated buses, as existing bus contracts were renewed.[61]
Withdrawals began on the dates below as the five-year contracts expired.
| Route | Ceased | Operator | Replaced by |
|---|---|---|---|
| 15 | 29 August 2003 | East London | double-deckers |
| 11 | 31 October 2003 | London General | double-deckers |
| 23 | 14 November 2003 | First London | double-deckers |
| 94 | 23 January 2004 | Transdev London United | double-deckers |
| 6 | 26 March 2004 | Metroline | double-deckers |
| 98 | 26 March 2004 | Metroline | double-deckers |
| 8 | 4 June 2004 | East London | double-deckers |
| 7 | 2 July 2004 | First London | double-deckers |
| 137 | 9 July 2004 | Arriva London | double-deckers |
| 9 | 3 September 2004 | Transdev London United | double-deckers |
| 73 | 3 September 2004 | Arriva London | articulated buses |
| 390 | 3 September 2004 | Metroline | double-deckers |
| 12 | 5 November 2004 | London Central | articulated buses |
| 36 | 28 January 2005 | London Central | double-deckers |
| 19 | 1 April 2005 | Arriva London | double-deckers |
| 14 | 22 July 2005 | London General | double-deckers |
| 22 | 22 July 2005 | London General | double-deckers |
| 13 | 21 October 2005 | Transdev London Sovereign | double-deckers |
| 38 | 28 October 2005 | Arriva London | articulated buses |
| 159 | 9 December 2005 | Arriva London | double-deckers |
On 8 December 2005, 24 special buses, including preserved RMs and RMLs and their predecessors from theAEC Regent III RT bus family made guest appearances on route 159.[62]
On 9 December 2005, the last Routemasters ran onroute 159.[63] On police advice, instead of doing a normal shift until around 23:00, the last Routemaster services ran in the middle of the day. RM2217 operated the final departure fromMarble Arch at 12:08. Heavily delayed, it took 10 minutes to turn the final corner intoBrixton bus garage, arriving at 14:06. The last services were greeted by crowds of bus enthusiasts, as well as disability rights protesters welcoming the withdrawal.[63][64]
As a consequence of the withdrawal, all London bus routes used low-floor buses by January 2006, thanks to the largest accessible bus fleet in the world.[65]
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In November 2005 heritage routes9 and15 were introduced, operating daily until 18:30, duplicating short sections of two regular London bus routes.[66] Heritage Routes 9 and 15 were withdrawn on 25 July 2014 and 29 September 2019.[67][68]
The two operators,First London andStagecoach London, each operated ten buses selected from the batch overhauled byMarshall Bus in 2001/02.[69]
During the operation of Heritage Route 15, Stagecoach East London refurbished their Routemasters, removing some of the modern features that had been added during the Marshall refurbishments and replacing them with replicas of the original equipment. This was done byHants & Dorset Trim, and involved a full overhaul and repaint inside and out, the return of gold lettering, black registration plates and fitting of modernLED indicators on the front and LED indicators and lights on the rear. (The LED assemblies were designed to appear similar to the round lights that were originally fitted.) The yellow hand rails were replaced with white-coated steel ones, also a nod to the original design. The first refurbished vehicle was delivered back to Stagecoach East London in January 2016.
TfL confirmed the cancellation of the heritage routes in 2021, thus ending scheduled service with the Routemaster temporarily anywhere in London.[68][1]
In 2022, TfL approved the opening of a privately operated tourist heritage route, by operator Londoner Buses. From 15 October 2022, Route A commenced fromWaterloo station toPiccadilly Circus. The route goes past iconic attractions likeBig Ben andWestminster Bridge, and is solely operated by AEC Routemaster buses.[70][71] Unlike previous heritage routes, a higher price is charged than the standard TfL bus fare, however the ticket is valid all day.[71] In October 2023 route A was replaced by route T15, which mostly parallels TfL's previous Heritage route 15 and runs from Waterloo station via Charing Cross, Aldwych, and the City, toTower Gateway DLR station.[70]
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TheLondon Bus Museum as well as other transport societies sometimes hold events once or twice a year with a Routemaster (or other bus vehicles) running a certain route and open to the public.
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Aside from the London heritage route, the last major operation of Routemasters was inEdinburgh, whereLothian Buses' tour operation, Mac Tours usedopen-top Routemasters on regular tours.[69] The last were withdrawn in October 2016.[72][73]
The Afternoon Tea Bus Tour operates as a tourist service in London.[74] Many Routemasters remain in service as charter buses, both with the companies that operated them in London and with niche charter operators.[69]
Routemasters have also been exported, with some seeing further service in Australia, Canada (Victoria, British Columbia,Niagara Falls, Ontario andToronto), China, Colombia, Croatia, theFalkland Islands, Malaysia, New Zealand, Sri Lanka and the United States.[75] A number ofStagecoach Routemasters have been exported toMontreal in Canada, where Stagecoach provides a tourist service around the city.[76]
The red double-decker bus is an emblem of London. The BBC states, "ubiquitousblack cabs and red double-decker buses all have long and tangled stories that are deeply embedded in London’s traditions".[77] It featured at the2008 Summer Olympics closing ceremony in Beijing, whereDavid Beckham,Jimmy Page andLeona Lewis represented Britain during the handover segment for the 2012 Olympics (to take place in London) with the three riding a Routemaster into the stadium and Page and Lewis performing "Whole Lotta Love".[78]
In December 2014, thePepsiCo brand7 Up worked with the inventor ofyarn bombing, Magda Sayeg, to completely knit an original Routemaster bus. The "Number 7up" as it was called, took to London's streets for 2 days in December 2014.[79]
In June 2015, Music Heritage London introduced a scheduled bus service using Routemaster RMLs on a loop betweenRichmond,Twickenham andTeddington to highlight the immense impact the area made to one of the most defining decades in 20th Century Britain and the counterculture that spawned Swinging 60s London. TheSwinging 60s Shuttle Bus route and bus number was the60s with 18 allocated bus stops along its one-hour route.[80] This shuttle service ran until the end of theRugby World Cup in October 2015 and has now been replaced bythe Swinging 60s Tour Bus which still uses Routemaster RMLs on its many tours around London music venues and locations.[81]
The Prodigy used the bus for the cover of their 2018 albumNo Tourists. The opening of Episode 1 of Series 7 ofHustle employed an open-top AEC Routemaster onWestminster Bridge in which the Hustle crew showed Japanese investors available properties for purchase, and closing a sale implicitly includingBig Ben and/or theHouses of Parliament.[82]
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Such was the popularity of the Routemaster that many calls continued to be made for a new version of the vehicle to be produced. On 3 September 2007, Conservative mayoral candidateBoris Johnson announced that he was contemplating introducing a modern-day version of the Routemaster (and scrappingarticulated bus operation). In December 2007, UK magazineAutocar commissioned leading bus designer Capoco, designer of the innovativeOptare Solo, to come up with detailed proposals for a new-generation Routemaster.[83]
Johnson backed the Capoco design in principle and suggested that he would hold a formal design competition to develop a new Routemaster if he became London mayor in 2008. After he was elected, this competition was held for general ideas and detailed designs, with cash prizes for the winning entries. The results of the competition were published on 19 December 2008, with the winning and other good proposals being passed to bus manufacturers to draw up a final design. The winners included two joint "whole bus" designs, one submitted by Capoco and one submitted byAston Martin andFoster + Partners.[84]
Initially named the New Bus for London and later theNew Routemaster, eight prototypes entered service onroute 38 in February 2012, withroute 24 being the first route fully converted in June 2013.[5] By 2017, the fleet numbered 1,000.[85]
In 2010, the government ofthe Republic of Macedonia ordered 202 double-decker buses from the Chinese manufacturerYutong, two of which were cabriolet buses with removable roofs to be used by tourists, and the remaining 200 as city buses for the capital city ofSkopje. The buses were to be in a "retro" style, similar to Routemasters. Former London double-deckers were used in Skopje until the1963 Skopje earthquake in which 75%–80% of the city's infrastructure was destroyed.
The prototype bus appeared on the streets of Skopje on 1 March 2011.[86] The first cabriolet buses (with removable roofs) and 65 city buses entered service on 6 September 2011, all under the name City Master.[87] The rest of the buses, as well as another 15 cabriolet buses ordered in late 2011, were due to arrive by the end of 2013.
Owing to its design and status, a relatively large number of Routemasters have ended up in the hands of private owners and companies after being withdrawn from use in London.
Bus dealerEnsignbus handled disposals of the Routemasters, as it had long done for other London buses. In December 2004, Ensignbus held a raffle for 32 Routemasters, available for £2,000 each to those who could prove they had the finances to store and care for them.[88][89]
On 25 July 2004, 98 Routemasters were lined up inFinsbury Park, in celebration of the 50th anniversary of the first appearance of RM1.[90][91] A repeat event occurred in July 2014 for the 60th anniversary with 136 Routemasters attending.[92][93] Routemaster 70 is scheduled to be held at Finsbury Park in July 2024 to commemorate the 70th anniversary.[94][95]
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RM1288 (Hong Kong #1) and RM1873 (Hong Kong #2) were sent to Citybus to attend the "British Exhibition" held at the New World Center in Tsim Sha Tsui in 1984. In 1985, the rear stairs and the boarding platform were swapped left and right to make them suitable for left-hand drive traffic in mainland China. After the completion of the project, RM1288 and RM1873 were shipped to Guangzhou and Beijing respectively for promotion purposes, hoping to find further uses for the Routemaster, which was being retired from London at the time. RM1288 was withdrawn in 2015, sold to Great European Carnival (HKGEC) and then converted into a static exhibit at Kam Tin campsite in Forest Valleyland.[citation needed]
RM1873 was converted into an antique tour bus in autumn 1990, with most of the roof retained. It was licensed in Hong Kong with license plate ES4007 and team number 2 but the market reaction was not as expected. Two years later, Citybus arranged to convert it into an open-top bus. RM1873 was withdrawn in 2010s after a fire had burnt the bus.[citation needed]
In 1991, Citybus purchased RM1703 as bus #3 and retained most of the original Park Royal bodywork when it was released. It was converted into an open-top bus in 1992 and advertised the Peak Tram. After many years of service, the #3 was decommissioned and dismantled in 1999.[citation needed]
RM870 was purchased in 1991-92 but was scrapped in 1993 as it failed to pass the Transport Department's vehicle inspection.[citation needed]
LT operated the former BA European Division Cromwell Road to Heathrow service with a fleet of specially adapted AEC Routemaster double-deck coaches. This service stopped after the introduction of the tube link.
One Londoner in ten found it impossible to climb onto a Routemaster. That didn't include people struggling with luggage or shopping or babies. I only understood the problem when I started taking Tom and Mia out in the buggy.
But there were a few dissenters who turned out Friday, including disability rights protesters who held placards saying: "Routemaster good riddance."
We have the biggest wheelchair accessible bus network in the world
Routemaster RML2408 poses in scarlet splendour on the forecourt below a porte-cochère modelled on Victoria Station, just across from a brace of Giles Gilbert Scott telephone kiosks, which are utterly authentic as far as the list of dialling codes is concerned but notably devoid of graffiti.
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