The London Buses

London buses are familiar throughout the world, but in recent years changes were made to comply with various environmental and safety laws, so now the buses that you see on the London streets are more efficient, cost-effective and safer. They just lack the charisma of the old RT amd RM London buses.

I will be posting articles on tramcars, trolleybuses and tube trains in the Vintage Transport section at a later date.

My fascination for London buses came at an early age. My family took be down to London when I was a very young boy for short holidays and I loved the noise, the bustle, the different types of people there. But in particular, I loved the London RM buses. When we walked down Oxford Street, I’d never seen so many red buses in my life.

Years later as a teenager, I left Glasgow and went down to London to work. My fascination was still strong and I used to travel by bus around the city on my days off. At that time you could by a monthly Red Rover ticket for the buses and tube, which predates the Oyster Card. My favourite route was the old number 87. In the 1970s and 1980s, Route 87 used to run from Romford through Dagenham, East Ham, and Aldgate. It seems that the number 87 has now been designated an entirely different route - starting at Putney Bridge Station (south London) and finishing at Harrow-on-the-Hill Station (north west London).

The London bus livery is very iconic and is very recognisable, even with various different operators providing the service to London passengers. Of course, here in Glasgow we also had an iconic livery, the green/cream/yellow of the old Glasgow Corporation buses. There are many fine bus liveries across the UK.

Old London Buses

How it all started in London, the evolution of public transport. It has been said that buses are just boxes on wheels, but at least these early examples had character and a style of their own.

1829 – The First Horse-Drawn Omnibus

The first horse-drawn ominbus: See page for author, Public domain, via Wikimedia Commons

• Operated by George Shillibeer.
• Service ran from Paddington to the Bank of England.
• Used horse-drawn coaches modelled after Parisian omnibuses.

1904 – LGOC’s First Motor Bus (Steam-Driven)

LGOC’s First Motor Bus (Steam-Driven): Charles E Lee, Public domain, via Wikimedia Commons

London General Omnibus Company

• A 14‑seat steam-powered omnibus built by Clarkson of Chelmsford
• Operated by the London General Omnibus Company
• From 10 October 1904, LGOC began operating petrol-driven buses.
• Replaced many horse-drawn buses by 1911.

1909–1912 – Development of the B-Type Bus

LGOC B-Type BusTimitrius from Great Britain, CC BY-SA 2.0, via Wikimedia Commons

• First mass-produced motor bus.
• 34-seater, wooden body, open top deck.
• Capable of 16 mph.
• Over 2,500 built by LGOC.

1919 – AEC K-Type London Bus

AEC K-Type bus: tony_duell, CC BY 2.0, via Wikimedia Commons

• First modern-style double-decker in London
• Capacity: Around 46 passengers
• Wider than previous models (increased from 6 ft to 7 ft 6 in)
• Chassis: Designed specifically as a bus — not a converted lorry like earlier buses
• The K-type marked a shift from horse-drawn carriage style buses to more practical, motorized double-deckers.

1920 - AEC S-Type London Bus

AEC S-Type bus: Morio, CC BY-SA 3.0, via Wikimedia Commons

• Larger successor to the K-type
• Capacity: Up to 54 passengers
• Longer chassis — extended wheelbase
• Appearance: Very similar to K-type but longer and slightly higher
• open-top versions common
• Better load distribution and increased passenger comfort than the K-type
• The S-type was essentially a scaled-up K-type, designed to carry more people as London’s demand for buses grew.

1930s – STL-type Buses and Double-Deck Innovations

STL-type London bus: Hugh Llewelyn from Keynsham, UK, CC BY-SA 2.0, via Wikimedia Commons

• Introduced in 1932 by London General Omnibus Company (LGOC).
• Based on the AEC Regent chassis but with improvements to suit London’s needs.
• Designed to replace the aging NS-type buses.
• “STL” stands for “Standardised Type, Long” — though interpretations vary slightly.
• Early models had petrol engines; later versions featured diesel engines.
• Bodywork supplied by multiple builders including Park Royal, Weymann, and London Transport’s own works.
• Typical capacity: Around 56 passengers.
• Over 2,700 STLs were built between 1932 and 1946.
• Some STLs had synchromesh gearboxes; others had crash gearboxes.
• Later STLs fitted with diesel engines (AEC 7.7-litre).
• Some STLs were requisitioned for use by the military and converted for different tasks (e.g., ambulances, troop transport).
• Late 1940s – Began to be replaced by the newer RT-type buses.
• 1954 – Most STLs withdrawn from regular service.

1940s – AEC Regent (RT-type) Bus

London RT Buses: Chris Sampson, CC BY 2.0, via Wikimedia Commons

• 1938 - The prototype RT1 is built by London Transport and AEC (Associated Equipment Company).
• Designed as a modern, streamlined replacement for the STL class.
• Featured a steel body, fluid flywheel, and preselector gearbox — advanced for its time.
• 1939 – Full production planned, but World War II interrupts progress after fewer than 150 buses are completed.
• 1940–1945 – Production stalls; only a handful of RTs built during the war.
• 1946 – Post-war production resumes, using war-surplus components and updated designs.
• 1947–1954 – Over 6,800 RT-family buses built (including variants like RTL, RTW).
• Late 1940s–1970s – Dominated central and suburban London routes.
• 1959–1968 – Routemaster buses introduced; began gradual RT replacement.
• 1979 – Last RTs withdrawn from regular London Transport service.
• RT1 (the original prototype) is preserved at the London Bus Museum.

Video: The Aldenham Bus Overhaul Works

Here is an excellent video posted by 8inklespup on YouTube.

1956 – AEC Routemaster (RM-type)

London Routemasters: Clive Warneford, CC BY-SA 2.0, via Wikimedia Commons

• 1954 – First prototype Routemaster RM1 completed by AEC and London Transport.
• Designed to replace the RT-type and modernize London’s bus fleet.
• Featured aluminium construction, independent front suspension, power steering, and automatic transmission.
• Developed in-house by London Transport, not just AEC.
• 1956 – Prototypes RM1–RM4 enter trials, including use on central routes and trials in other cities.
• 1959–1968 – 2,876 Routemasters built:
• RM: Standard 27.5 ft bus (2,124 built)
• RML: Lengthened 30 ft version (524 built)
• RMC/RCL: Green Country Area coaches/tour buses (137 built)
• RMA: Airport service variant for BEA (65 built)
• Bodywork built by Park Royal Vehicles and Weymann.
• Unique modular design: chassis and body riveted together, not separate units like most buses.
• 1959 – Entered widespread service across central London.
• 1970s–1980s – London Transport overhauls many RMs to extend life.
• 1982–1988 – Routemasters start to be replaced by modern one-man buses (e.g., MCW Metrobuses, Leyland Titans).
• 1990s – RM fleet reduced, retained mostly on busy central “heritage” routes.
• 2004–2005 – Routemasters officially withdrawn from regular service due to accessibility regulations.
• 2005–2019 – Two central London routes (9H and 15H) run limited Routemaster heritage services.
• 2019 – Heritage Route 9H withdrawn.
• 2021 – Route 15H ends, marking the last scheduled TfL Routemaster service.
• RM1 is preserved at the London Transport Museum.

London Bus RT-type and RM-type Comparisons

London Bus RT-type, RM-type comparisons.

Goodbye to the RT (Regent III) and the RM (Routemaster)

RT (Regent III) – Final Withdrawal

• 7 April 7 1979 – The last RTs ran in normal service with London Transport.
• Final route: Route 62 (Barking to Chadwell Heath)
• A special farewell day was held with several RTs running in procession.
• RTs continued to appear in heritage and special event services afterward.

RM (Routemaster) – Final Withdrawal

• 9 December 2005 – Routemasters were withdrawn from their last two regular TfL routes:
• Route 159 (Marble Arch to Streatham)
• This marked the end of front-engined crew-operated buses in regular London service.
• TfL introduced Heritage Routes 9H and 15H, operating shortened tourist-focused RM services.
• Route 9H ended in July 2014.
• Route 15H ran until November 2019, after which all TfL-operated Routemaster services ceased.

The Boris Bus - The New Routemaster (2012-2017)

The last bus that retains the familiarity of the red London Bus. A very expensive bus that is being phased out. But it still has a lot of character and style which I like. I never got the opportunity to be a passenger on one of these buses and I hope I’m able to board one of them when I visit London.

The Boris Bus: R Sones, CC BY-SA 2.0, via Wikimedia Commons

Timeline & Development

• 2008 – Mayor Boris Johnson promises to replace bendy buses and reintroduce a new-style Routemaster.
• 2009 – Design competition held by TfL; final concept developed by Heatherwick Studio (design) and Wrightbus (manufacturer).
• Over £300 million was spent across the project, including design, production, and support.
• 2012 (February) – First prototype enters service on Route 38 with Arriva.
• 2012 (December) – First production buses begin rollout.
• 2012–2017 – Full production and delivery of 1,000 buses.
• Cost per bus: £354,000.
• 2016 – Sadiq Khan (new Mayor) ends further procurement due to cost, hybrid performance issues, and poor passenger feedback on ventilation.
• Official Name: New Routemaster.
• Nicknames: Boris Bus, Borismaster, NBfL (New Bus for London).
• Manufacturer: Wrightbus (Northern Ireland).
• Bodywork: Integral design, not chassis/body separated.
• Designer: Heatherwick Studio

Technical Specifications

• Length: 36 feet 9 inches (11.2 m)
• Width: 8 feet 3 inches (2.52 m)
• Height: 14 feet 5 inches (4.4 m)
• Weight: Approximately 13.2 US tons (12 metric tonnes)
• Doors: 3 (Front, Centre, Rear)
• Staircases: 2 (Front and Rear)
• Type: Series hybrid-electric bus
• Engine: Cummins ISBe 4.5L 4-cylinder diesel (Euro 5, later Euro 6)
• Electric motor: Siemens hybrid drive system
• Transmission: Electric traction motor with regenerative braking
• Fuel: Diesel-electric hybrid
• Top speed: Limited to 50 mph (80 km/h)

Passenger Capacity

• Seating: 62 passengers (lower and upper decks)
• Standing: 25 passengers
• Total Capacity: 87 to 90 passengers
• Accessibility: Fully wheelchair accessible (via centre door ramp)

Design Features

• Three-door layout: Front: Entry and driver cab Middle: Wheelchair access ramp and exit Rear: Originally open platform with customer assistant/conductor (later closed off)
• Double staircase for faster boarding/alighting
• Distinctive curved glass rear, wrap-around windows, and a modern take on the classic Routemaster
• Original models had non-opening windows – widely criticised and later retrofitted with opening vents

Criticism & Controversy

• Ventilation issues: Poor airflow and lack of opening windows led to intense heat complaints.
• Cost: Significantly more expensive (£350,000 to £355,000 each) than standard hybrid buses.
• Rear platform staffing: Original concept required second crew member (customer assistant); later withdrawn to cut costs, rear platform kept closed except at stops.
• Hybrid reliability: Questionable performance vs. newer plug-in hybrids and full electrics.

Current Status as of 2025

• Most of the buses were retrofitted with opening windows for ventilation.
• Some units upgraded with new battery and hybrid systems to extend life and meet emissions targets.
• TfL (Transport for London) abandoned plans to purchase more; pivoted to electric buses instead.
• Many still in service, especially on central routes.
• Beginning to be phased out or reassigned as zero-emission fleet targets progress.
• Replaced in some cases by electric double-deckers from Wrightbus, ADL, and others.

Modern London Buses

Here are two examples:

The Alexander Dennis Enviro400

Alexander Dennis Enviro400: Koex73, CC BY 2.0, via Wikimedia Commons

• 2005 – The Alexander Dennis Enviro400 (E400) was launched as a fully integrated double-decker bus: chassis and bodywork by ADL.
• Developed to replace older types like the Dennis Trident ALX400, Volvo B7TLs, and other early low-floor models.
• Designed for high-capacity, dual-door operation, and full low-floor accessibility.
• Late 2005 – First entered London service with operators including: Metroline, Go-Ahead London and Stagecoach London.
• Early batches included both diesel and hybrid (Enviro400H) variants.
• Fully low-floor design, with wheelchair bay and kneeling suspension.
• Dual-door configuration for Transport for London (TfL) services.
• 2008–2012 – Widespread adoption of the Enviro400H (hybrid) version across high-pollution central routes.
• 2014 onwards – Introduction of the Enviro400 MMC (Major Model Change), with updated styling and interior.
• Enviro400EV (electric) models enter service in late 2010s/early 2020s, contributing to TfL’s zero-emission strategy.
• Still in widespread use across London as of 2025, especially MMC and electric variants.
• Early diesel models and first-generation hybrids are being phased out or cascaded to other operators outside London.

The Wright Cadet

Wright Cadet bus: Oxyman, CC BY-SA 3.0, via Wikimedia Commons

• Launched in 2000 by Wrightbus (Northern Ireland), built on the DAF SB120 chassis.
• Designed as a midibus – longer than a minibus but shorter than a full-size single-decker.
• Fully low-floor, wheelchair-accessible, compliant with Disability Discrimination Act (DDA) regulations.
• Entered London service in 2002–2004, primarily with: Arriva London and Arriva Kent Thameside (operating under TfL contracts in outer boroughs).
• Featured dual doors (front entry, centre exit) to meet TfL’s standard for quicker boarding/alighting.
• Length: 9.4 to 9.7 metres
• Engine: DAF (later VDL) Euro 3 diesel engines
• Doors: Dual-door (in London spec)
• Capacity: 29 to 35 seats + standing
• Low-floor access with kneeling suspension and wheelchair ramp
• Operated on outer-suburban routes around Bexleyheath, Dartford, and Thamesmead.
• Suitable for narrower streets and routes with lower passenger demand.
• Used as a modern low-floor replacement for older midibus models such as the Mercedes 709D and Dennis Dart SLF Plaxton Pointers.
• Provided flexibility and accessibility on routes that didn’t need a full-size single-decker.
• Began to be withdrawn from London service around 2012–2014.
• Many Cadets were transferred to provincial Arriva fleets (e.g. Midlands, North East) or sold for private/school use.

The Electric London Bus - Alexander Dennis Enviro200EV

Alexander Dennis Enviro200EV London busHugh Llewelyn from Keynsham, UK, CC BY-SA 2.0, via Wikimedia Commons

• Manufacturer: BYD (a Chinese electric vehicle company) in partnership with Alexander Dennis Limited (ADL), a UK-based bus manufacturer.
• Capacity: Ccarry around 70 passengers, including both seated and standing spaces.
• Range: The bus has a range of up to 160 miles on a single charge, depending on conditions.
• Charging: It’s equipped with a large battery, which can be charged overnight using standard charging infrastructure or faster through rapid charging points during the day.
• Environmentally friendly: Being fully electric, the bus emits zero tailpipe emissions, which contributes to improving London’s air quality—especially important in the areas around busy transport hubs or residential areas.

The Future of Public Transport in London

There are various reports regarding the future of transport in London and the one that stands out with a detailed outline of where transport is heading, is the London Transport Museum’s report, Making Transport Fit for the Future.

Transport plays a pivotal role in addressing the challenges posed by the cost-of-living crisis and the climate emergency. It also holds the key to shaping a low carbon, equitable and economically prosperous future. This potential makes the focus of this report timely and highlights the need for urgent action. Annette Smith, Head of Future Mobility, Mott MacDonald

You’ll find the links to the article and the report below.

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Further Information

• Making Transport Fit for the Future - The Report
• The London Transport Museum