Design files: The Routemaster bus
A trip to London was once never complete without catching a red double-decker. In the latest instalment of his series Design Files, our writer-in-residence Colin Bisset rides the famous Routemaster bus.
The history of the double-decker bus can be traced back to the horse-drawn stagecoaches of the early 19th century, where passengers crammed rather precariously on the top of an enclosed carriage. These slowly evolved into a more civilised form of public transport with easier upper-deck access called an omnibus, meaning 'for all' in Latin. By the late 1890s, the upper deck had become a fully enclosed space served by a proper staircase with a handrail.
While most major cities across the world gradually incorporated double-decker buses into their public transport systems, it's the red London bus that has become the most recognisable. And the best of these is the Routemaster bus. Produced between 1958 and 1968, they were such robust machines that some remained in service until 2005, and many in private hands are still in regular use. So how can one bus stand head and shoulders over others when all are designed to do exactly the same task?
It's more than a question of character although that is undoubtedly a major part of the Routemaster's charm with its sturdy, rounded shape. If there is such a thing as a driver's bus then this was it. With its lightweight aluminium body, independent front suspension, decent brakes and power steering, this bus quickly became a favourite with the drivers who occupied the isolated cab next to the engine.
Should one sit upstairs or down, high up or low with a view? A clincher was often whether or not one wanted to smell like an ashtray as the upper deck was, in London at least, the floor on which smoking was allowed.
It could easily be manoeuvred through tight city streets, meaning fewer hold-ups. (In fact London Transport was so proud of its handling and stability that film of its driver training program often appeared on British television showing the bus being driven at speed across a skidpan at Chiswick without tipping over.)
Like other buses of the time it had an open rear deck which allowed people to step on or off as they pleased, something that horrified safety experts. It was not uncommon to see people chasing buses, hoping for traffic to slow so that they could jump on. And traffic lights became useful hopping-off spots, and scenes, sadly, of many passenger collisions with cars and bicycles.
Added to the user-friendliness of the bus itself was the fact that each had a conductor, often a cheery person who might inject a little zest into a dreary morning commute. Inevitable cost-saving measures spelled the end for the Routemaster and their replacement with single-operator vehicles although these at least were more accessible for those with disabilities. The loss of the power to hop on and hop off was also accompanied by the loss of a signature London cry, 'Any more fares please?'
The layout of these buses was a joy. Downstairs there were two long benches facing each other, set high above the rear wheels, and then regular sets of seats towards the front. And if one was lucky enough to score the front seats on the upper deck with the best view of all, one might have been surprised to find oneself under surveillance from the driver’s cab below, thanks to the periscope that was built into the right-hand corner, enabling the driver to see if there were any passengers left when it was time to head back to the depot.
All this meant that catching a bus was always an adventure. Should one sit upstairs or down, high up or low with a view? A clincher was often whether or not one wanted to smell like an ashtray as the upper deck was, in London at least, the floor on which smoking was allowed.
Designers everywhere might note that such apparently minor decisions enrich the most mundane activities, even a short journey in public transport. And perhaps this explains why today there are several Routemaster appreciation societies. Truly the omnibus for all.
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