Routemaster
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Categories: Buses | Double-decker buses | Bus transport in London | 1956 introductions | AEC vehicles
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Image:Routemaster Bus, Piccadilly Circus.jpg
A Routemaster in Piccadilly Circus.
Image:RM Routemaster profile.jpg
Routemaster in profile on a Heritage Route
The AEC Routemaster is a model of double-decker bus that was unveiled in 1954 and produced until 1968[1]. Primarily a front engined, rear open platform bus, a small number of variants were produced with doors and/or front entrances. Introduced in 1956, the Routemaster saw continuous service in London until 2005, and currently persists on two heritage routes in central London. Having been developed in partnership with London Transport, the customer of nearly all new Routemasters was to be London Transport, in both traditional red and green 'country' colours, although small numbers were also delivered new to British European Airways and The Northern General Transport Company. In all, 2,876[1] Routemasters were built, with approximately 1,000 still in existence. A pioneering design, in London the Routemaster outlasted several of its replacement types and survived the privatisation of London Transport bus operation, and saw proliferation to other operators around the UK. Latterly in modern UK public transport bus operation, the unique features of the standard Routemaster attracted both praise and criticism alike. Notably the open platform, while open to the elements, allowed boarding/alighting away from stops; and the presence of a conductor allowed minimal boarding time and security, although introduced labour costs and increased the effect of labour shortages. The image of the traditional red Routemaster has become one of the famous icons of London, with much tourist paraphernalia continuing to bear Routemaster imagery, with examples still in existence around the world. Despite its iconic status, the previous London bus classes the Routemaster replaced, the RT-type AEC Regent and Leyland Titan RTL and RTW counterparts, are often mistaken for Routemasters by the public and by the media. Novel design
 Image:Routemaster Interior 1.JPG
The upper deck of the routemaster
The Routemaster bus was developed during the period 1947-1956 by a team led by Douglas Scott and Colin Curtis, the brief being to replace Londons trolleybuses, which had themselves replaced trams, in London. The Routemaster was primarily intended for London use, being designed by London Transport and constructed at the AEC works in Southall, London. It was a revolutionary design over previous buses, and used lightweight aluminium and techniques developed during aircraft production learnt during World War II[2]. As well as a novel weight saving integral design, the Routemaster also introduced independent front suspension, power steering, fully automatic gearbox and power-hydraulic braking on a bus for the first time[3] This caught out some early drivers who found the chassis unexpectedly light and nimble compared to older designs, especially as depicted on film on tests at the Chigwell 'skid pan'. The Routemaster design was a departure from the traditional chassis + body construction method. With London Transport being the primary customer, the option to use different bodybuilders was not so important. The design was one of the first 'integral' buses[3], with the bus being a combination of an 'A' steel sub-frame (including engine, steering, front suspension), a rear 'B' steel sub-frame (carrying rear axle and suspension), connected by the aluminium body[1]. PrototypesImage:Drivers cab of RM8.jpg
Drivers cab of early Routemaster RM8
London Transport received four prototype Routemasters, these were placed in service between 1956 and 1958. The first two were built at the London Transport works at Chiswick, the third at Addlestone by Weymann, and the fourth, an experimental Green Line coach, at Eastern Coach Works at Lowestoft. The third and fourth had Leyland engines[3]. The Routemaster was first exhibited at the Commercial Motor Show at Earl's Court in 1954[2]. In 1961 a small batch of RMLs were built as a test, before eventually being produced from 1965. In 1962, the front entrance RMF concept was trialled, with a single bus RMF1254 produced based on the trial RMLs. This was exhibited and toured, leading to a small number of orders as the RMF and RMA class. In 1964, just before mainstream production of the RML, the final rear engined Routemaster model, AEC started work on a front-entrance, rear-engined Routemaster[4], the FRM class. Completed in 1966, it was not produced beyond an initial prototype, FRM1. This saw service in London on regular service, then on tour operations, before being withdrawn in 1983. ProductionImage:Green and Red RT buses.jpg
Red and Green RT Type buses, often mistaken for Routemasters
Production was undertaken at AEC's Southall site throughout the life of the Routemaster, although AEC itself was taken over by Leyland Motors in 1962[5], Routemaster production ceased in 1968[5]. The majority of production examples were 27 feet 6 inches (8.4 metres) long to meet maximum length legislation. This was later relaxed, and reflected in later 30 feet (9.1 metres) 'long' types, although this was delayed with union resistance at the extra work for conductors[6]. The production classes were designated as follows:
RM and RML class
At 2120 RMs and 524 RMLs, these make up the majority of Routemasters ever made. The RML class was simply an RM with a distincitve and seemingly out of place half window section added in the middle adding 8 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 later manufacturers[6]. The RML was originally to be the 'Routemaster Leyland' designation, with ER to signify 'Extended Routemaster'[6]. The RM and RML featured a cubby hole beneath the rear staircase where the conductor could stand while not collecting fares but not obstruct boarding/alighting passengers. RMC and RCL classImage:RCL2233 in Green Line livery.jpg
RCL class Routemaster in Green Line livery
The RMC was a coach version, produced for the 'Green' routes. These had modified suspension and interiors to allow longer range and more comfortable running, along with an electrically operated door instead of an open platform[7]. The RCL was a long version of the RMC with a larger engine and similar coach style features[8]. RMF and RMA classThe RMF and RMA class were production versions of a front entrance model Routemaster, primarily for non-London use[9]. Like the coach class these featured an electrically operated door, although the staircase was moved to the front of the bus with the door. After being exhibited and demonstrated to other operators, the RMF attracted little interest, apart from an order from Northern General as the "RMF", and in a short version, from British European Airways (BEA) as the "RMA class". Northern General introduced the "RMF class" in 1964/1965, later joinded by the prototype RMF1254[9]. These were used until 1977, when they were disposed of in a variety of ways[9], some finding use in London, although none were deemed suitable for regular London service. BEA introduced the "RMA class" long buses (with trailers) in 1966/1967 for use on airport bus service to and from Heathrow Airport in various liveries[10]. These were all eventually sold to London Transport after being withdrawn in stages in the 1970s, finding various roles[11]. London Transport heydayThe heyday of Routemaster operation was its first 25 years of operation, until 1981[12], when the type started to be withdrawn and transferred to training fleets. The RM class were placed in service from 1959 to replace trolleybuses, this was completed in May 1962. Subsequent Routemasters, the last 500 of which were the RML types, began replacing the previous generation of buses, the RT-type AEC Regent and Leyland Titan RTL and RTW. RMLs also displaced RMs on central routes to cope with higher loadings[6]. The last Routemaster, RML 2760, entered service in March 1968. The original London Transport concept for the Routemaster included the intentional routine overhaul and refurbishment of the Routemaster fleet at Aldenham Works (operated by London Transport), usually every 7 years. Here the buses were completely stripped down and rebuilt, leaving as good as new. However, as the number of Routemasters in London reduced, and newer bus designs were intended to have longer service lives, the overhaul practice was abandoned and Aldenham Works closed in the mid-1980s. Green RoutemastersImage:NBC Green Routemaster.jpg
A preserved Routemaster in the 'NBC Green' livery of London Country Bus Services, lighter than London Transport 'Country' green
The 'green Routemasters' originally worked for LT's 'country division', which took coach type RMC and RCL buses, for Green Line services, and later standard bus RMLs. The RMC class were initially used on Green Line routes in outlying towns[7]. Similarly, the RCL entered service in areas where the RMC was not introduced[8]. These vehicles passed to the nationalised National Bus Company's subsidiary unit London Country Bus Services (known simply as London Country) in 1969, which took over outlying areas of LT bus operation during the deregulation of bus services. The transfer comprised 69 RMCs, 43 RCLs and 97 RMLs [3]. Most of these vehicles were re-acquired by London Transport by the latter half of the 1970s, as London Country modernised and standardised its fleet, and increased car usage and improved commuter railways reduced their demand. Most of the RMLs found use on red london bus routes[3], and the RMC and RCL class were put into the training fleet[7]. As the RCL class was relatively new (in Routemaster terms), and LT was suffering from lack of parts, in 1980, several of the RCLs were converted to standard bus use, until 1984[13]. Decline in LondonImage:RML 2509 of London Forest.jpg
RML 2509 with short lived London Forest business unit markings, c.1990
Many of London's bus routes were converted to One-Man-Operation (OMO) in the 1970s, out of a desire to reduce operating costs and address staff shortages. There was also for a time a parts shortage for Routemasters, aggravated by the closure of AEC[14]. With the introduction of single-deck Red Arrow services in London, and successful conversion to modern rear engined OMO buses around the country, LT was considering replacing Routemasters with modern practices and buses. The operation of the Routemaster became contracted to central areas, with RMLs replacing RMs, where the Routemaster still provided an efficient people moving solution for the busy central routes, justifying the economics of two man operation[15]. The rapid acceleration and rugged construction of the Routemasters also proved to be more suited than more modern designs[15]. From the 1980s, many of the surplus Routemasters were sold off to other operators or transferred to training fleets. While withdrawal of Routemasters began in 1982, it was largely halted by 1988, with comparatively few withdrawn between then and 1992. Due to their non standard bus features, namely doors, in the 1980s several of the returned Routemasters purchased from Northern General, BEA and London Country were put to use on London Transport's revived sightseeing operation The Original London Sightseeing Tour, with the RCL class (some converted to open top buses)[13], the RMF class[9], and the RMA class[11]. Privatisation of London BusesImage:Metroline RML 2431.jpg
Routemasters wearing Metroline and First London post privatisation paint schemes
In 1984 the process of privatisation of London bus services began, and the Routemasters were transferred from London Transport operation, to several different arms length business units based on different garages, leading to minor additions to the standard red livery. Nine of the twelve new operating units inherited Routemasters, Cenrewest, Leaside, London Central, London General, London United, Metroline, London Northern, South London and East London[16]. During this time, following the failure and premature withdrawal of heralded replacement vehicle classes such as the DMS class Leyland Fleetline, the Routemasters that had not yet been disposed of, were life extended for use until privatisation. Where new route tenders called for Routemaster operation, these were leased from London Buses[16]. By 1994, all the operating units had been sold off, and this produced some colour variations and additions to some Routemasters from their previous all-over red liveries. In the new London route tendering process, all but one of the Routemaster operated routes were allowed to keep their now privately owned Routemasters[3] for the 5 year contract period, and further refurbishments occurred. Life extensionsImage:London DMS Fleetline and Routemaster.jpg
Routemaster next to the DMS class replacement it eventually outlived due to the latter's poor reliability
Since the ending of production at Southall, and 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[14], requiring only replacement of engines and interior/exterior renewal. From 1992-1994, all but 2 of the RML type were refurbished for ten years' further service. This work, which included updating the interior to modern tastes and re-engining with Iveco or Cummins engines, was carried out by Mainline, TBP and Leaside Buses, one of the new London Buses business units. 100 RM classes were also re-engined[3]. Post-privatisation, in 1996, the Routemasters on London Central's RMs on route 36, Stagecoach London's RMLs for routes 8 and 15, and Arriva's RMs for route 159, all received new Scania engines[3]. Between 2001 and 2004, under new mayor Ken Livingstone and Transport for London, the replacement authority for London Buses, instigated a further refurbishment, which saw the re-purchase of 49 RM's by TfL from a variety of sources. Initially started by Marshall Bus, this was continued by Arriva London when Marshall ceased trading in 2002. Colourful RoutemastersDuring privatisation in London, from 1986 several private operators won contracts to operate London bus services, some of which including Routemaster operated routes. Before an 80% red rule for liveries was reintroduced in 1997 by LT, the contract tendering authority, some of these new entrants proceeded to run Routemasters in their own non-red liveries, most notably Kentish Bus on Route 19 and Borehamwood Travel Services (BTS) (now part of Transdev London) on Route 13. The iconic nature of the Routemaster also appealed to the many new operators outside of London that appeared post 1986 in the UK following bus deregulation. Routemasters were painted in a variety of proprietry colours and used in regular service in Southampton, Blackpool, Glasgow, Perth, Dundee, Hull, Carlisle, Bedford, Kettering, Manchester (Stagecoach), Southend and Burnley[3]. With the costs involved in running elderly 2 man buses, and with a general contraction in the number of operators in the deregulated industry, these services ended by the early 1990s. Final withdrawal from LondonImage:Acton Depot March 2002 2.JPG
A row of Routemasters in Acton depot, 2002
In his first election campaign to become Mayor of London, Ken Livingstone stated that he would not be withdrawing the Routemaster from service - "Only a de-humanised moron would get rid of the Routemaster"[17] During the new millennium, debates surrounded the Routemaster, with supporters citing its continued mechanical fitness, speed of boarding and tourist potential, to retain or similarly replace the Routemasters. Meanwhile opponents pointed to the economics of running such elderly buses as newer larger and modern designs were emerging following a resurgence in the bus manufacturing industry following recession in the 1990s. Opponents also pointed out the lack of accessibility, as new buses were to low-floor designs. The emergence of off-bus ticketing technology also reduced the argument for better dwell times, whereby the Oyster card and off-bus ticket machines would reduce the time it took to board the bus. In 2004, following his second election campaign, he announced the phasing out of the type in order to provide a bus service in the capital fully accessible to wheelchair users. Government legislation requires full accessibility by 2017 under the Disability Discrimination Act. As a consequence the Routemaster was officially withdrawn from general service on 9 December 2005, although it remains in regular service on two 'heritage' routes (see below). Timetable of withdrawal
Withdrawals began on the dates below as the routes' five-year contracts expired.
The last day
The Routemaster was gradually phased out of service by the end of 2005. By December 2005 only one route was left, the 159 (Marble Arch — Streatham). Friday 9th December 2005 would be the last official running day[18]. On Thursday 8th, 24 special buses, including preserved RMs and RMLs, plus a number of their predecessors from the "RT" bus family, made guest appearances on the 159 route. On Friday, instead of doing a normal shift, with crews ending normally at around 11pm, on police advice[19], the day was split into two duty shifts[19], a Routemaster shift, and a VLA class shift (Volvo B7TL/Alexander ALX400), the replacement bus for route 159, with the Routemasters due to be replaced in the middle of the day.
Towards the last runs to the garage, crowds blocked the four-lane road[18], bringing all traffic to a standstill. RM2217 was set to be the last official running bus, as per the timetable. Heavily delayed, RM2217 even took 10 minutes to turn the final corner into Brixton Garage. The bus left the public highway at 14:07, accompanied by duplicates provided by preserved buses RM5 and RM6. Due to the delays, it is possible that RM54 was actually the last in service, running into Streatham Station stand a few minutes later[19], before running dead to Norwood Garage. Later, RM5 and RM6, followed by RM2217 were moved to the old LCC Tramways depot at Brixton for press photographs int quieter surroundings of the old tramways depot, complete with still visible tramlines. Routemasters in use todayLondon Heritage routesImage:Routemaster RM1562.jpg
Heritage Routemaster running off service on Route 9
Two heritage routes were immediately introduced in London, recognising the nostalgia for the type among ordinary Londoners, and their appeal to tourists. Although these buses are operated under contract to TfL, and accept standard Travelcards, Oystercards or cash fares, they are not considered part of the regular Tfl bus network, and only operate for a limited time during the day duplicating short sections of two regular London bus routes. The Heritage routes operate around 10 buses each[20], with 5 each in reserve.
The buses used were specially restored from remaining examples for this service and have clean environmental engines and modern electrics and sealed windows. Routemasters Currently in Service
Other usesImage:Rootmaster Cafe 2.jpg
A Routemaster in use as a cafe in Brick Lane, London
Aside from the London Heritage Routes, the last major operator of Routemasters in service in the UK, is in Edinburgh, Scotland. Local operator Lothian Buses tour operation Mac Tours[21] uses a variety of closed and open top Routemasters on regular tour bus duties[20]. Several operators in the UK maintain Routemasters for private hire usage, with the majority held by the successors to the former London Bus units, Ensignbus, London Bus Company Ltd (formerly Blue Triangle) and Timebus Travel[20]. Image:RM642.JPG
A Stagecoach Routemaster in Montreal
Many cities around the world have a Routemaster, or an older RT variant somewhere, often privately owned and used for many different purposes (from Preservation to Hot Dog stands, tour bus to shop). Routemasters can be found far from home in places such as Sri Lanka, Australia, China, Malaysia, even Fairbanks, Alaska. A number of Stagecoach-owned Routemasters have been exported to Montreal, Quebec, Canada, where Stagecoach now provide a tourist service around the city. This is a unique case of London Routemasters being operated on a daily service in a foreign country by an original London Routemaster operator. Gold and Silver Jubilee RoutemastersImage:Gold Routemaster VLT 6.jpg
Golden Jubilee Routemaster
With the Routemaster's longevity, there have been Routemaster buses painted to celebrate both the Queen's silver and golden jubilee, in 1977 and 2003, i.e. 25 and 50 years on the thrine respectively. 25 buses were painted Silver to celebrate the Silver Jubilee[22], and out of 50 buses painted gold in London in 2003, 15 (12 RML, 3 RM) were Routemasters[23] A future RoutemasterSuch is the popularity of the Routemaster that many calls continue to be made for a new version of the vehicle to be produced. Conservative Mayoral candidate for London, Boris Johnson, on 3 September 2007, announced that he was contemplating introducing a modern-day Routemaster bus (and scrapping bendy bus operation). As yet Londoners await firm proposals. Routemasters in preservationEnsignSeveral disposed of Routemasters were sold to preservation groups. Ensignbus, the bus dealer, handled disposals by the hundreds, as they also did for other London types. In December 2004, Ensignbus held a raffle for 32 Routemasters, available for £2,000 to those who could prove they had the finances to store and care for them[24]. Ensignbus has since opened a transport museum which contains several preserved examples[25]. 50th AnniversaryOn 25th July 2004, in Finsbury Park, London, over 100 preserved Routemasters with various operators and museums were lined up, in celebration of the 50th anniversary of the first appearance of the Routemaster[26] Notable preserved Routemasters
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