Getting all sentimental - about a bus

A little over six years ago, I indulged myself in a secret geeky pleasure – a ride on the penultimate AEC Routemaster on a normal, cross-London bus route. It was a little misleading, because these 1960s veterans continued to ply their trade on two special ‘heritage’ routes, the 9 to Kensington High Street, and the 15 to Tower Hill. But the final day witnessed an outpouring of emotion for a public transport icon that only the British could be capable of (see files marked 'End of Steam on British Rail' and 'London's Last Tram').

As a reasonably recent arrival to London in 2005, I was already nostalgic for the Routemaster, with their 1950s design and quirks of a bygone age. They plied the streets of Dalston where I first lived, a flotilla of weathered red metal, rubber and comfy moquette. I missed them so much that I even ended up doing weekend work as a conductor and guide for a company that specialised in Routemaster charters when money became tight.

I'm normally never a stranger to sentiment, but I recognised these museum pieces couldn’t go on for ever without significant re-engineering, time and money (the first one was built in 1959 after all). An impending 2017 deadline imposed by the Disability Discrimation Act sounded the death-bell for these purring red beasts. Mayor Ken Livingstone had made it clear that, since the introduction of German-built bendy buses on the high-capacity Red Arrow routes in 2002, the future was not going to be the preserve of elderly double-deckers with an open ‘hop-on, hop-off’ rear platform. The Routemaster was, after all, evolved from a design which, admittedly with the addition of a roof and pneumatic tyres, was little different from the pre-war B-Type, and later RT type. Why then, in 2005, would anyone want to operate a vehicle that was prone to accidents around its rear platform and which, without passenger doors, could be very cold in winter?

 
It took a Tory mayor, Boris Johnson to take that somewhat retrograde step – much against the advice of industry professionals and those who said “it can't be done”. But Boris did it. The proof of the pudding for me was on Saturday, as I perused the Thomas Heatherwick-designed Routemaster New Bus for London. In tune with London's aspirational classes, it was parked up outside the brand-spanking new Westfield shopping centre in Stratford, itself the epitome of modernity situated on the Olympic park. Londoners were invited to inspect their new public carriage, and they seemed impressed during my short visit. It is indeed a beautiful vehicle which may finally render redundant the insult 'he/she/it looks like the back of a bus’; the NBfL is far from ugly. Its striking curves, traditionally-inspired seating and flooring and other bespoke design touches make it a winner, at least from an aesthetic point of view. Oh, and like many of London's new buses, it's a hybrid – so the Toyota Prius loving classes should come flocking. 
 

Like all good design however, the proof of the pudding will be in how it fares in every day use. The new vehicle seats just 64, and there is less space for wheelchair users and those with pushchairs – facilities which bendy buses seemed to have in abundance. The first two prototypes of eight initial buses are due in service on 20 February on the arduous 38 route – a bus route which has become ridiculously frequent in recent years, and one which runs not too far away from Boris' own home in Highbury. So let's see how the residents of Hackney and Islington deal with an open-platform bus six years after the last one ran in their locality. It is a high-profile risk to take for a Mayor of London who is so keen to see this expensive and quirky pet project succeed. I hate to be a cynic, but even if it does succeed I'll wait for the first person to fall off the back of one and become seriously injured (or worse) and see what the Mayor thinks about his new bus then. 'Elf 'n safety may well win the day - the passengers of 2012 just aren't those of 1962.

Meanwhile, is it just possible that the average passenger just wants a seat on the way to work – and isn't particularly bothered about what the bus looks like?

Seeing red in London's mayoral contest

I cried when Ken Livingstone lost the 2008 election to Boris Johnson to become Mayor of London. Yes, I know. I'm a silly, soppy thing who takes politics far too seriously. I have soft spot for the old warhorse, and I'd been canvassing all day. I'd had a few bottles of wine, and it was late. Ken Livingstone's valedictory address was heartfelt, and he was clearly gutted. And surely politically-savvy Londoners would see through the vagaries of The Blonde and re-elect Red Ken, the man who had remade London politics, with a landslide. Wouldn't they?

That was over three years ago. I've given up active politics since then, mainly because I couldn't do anything but feel guilty when looking at bundles of leaflets that needed delivering to nearby streets. I don't feel so guilty any more though. London's politics has changed – and elections are no longer fought and won in the hole of the 'doughnut' that is inner London boroughs. With credit to Ken, the centre ground of London's politics – a micro state within the UK – did shift westward. Even the Telegraph has called Ken the most successful left-winger of modern times. As a result, massive investment in public transport, the congestion charge and a commitment to police numbers have all been written into the rulebook for London's mayor.

Boris knows these truths, and in spite of the blustering demeanour is no fool. He is surrounded by smart people at City Hall; strategists, specialists, communicators. As Conservatives, they have realised how valuable City Hall is as a power base and they are not prepared to throw it away, despite the historic antagonism towards London local government under Margaret Thatcher in the 1980s. Much has been made of the personal similarities between Boris and Ken – the mavericks acting outside the party mainstream, even their occasionally racy private lives. Boris isn't on the same page as David Cameron. Ken's rarely read from the same book as the Labour leadership. But both claim to be standing up for the People's Republic of London in their own way.

The New Bus for London – or the new Routemaster -is a big bold, physical manifestation of Boris making his mark on London. But Ken was right to scrap the original Routemaster, as I've argued before. He was right also to introduce the unfairly maligned bendy buses, which seem to operate in many of Europe's other cities without any trouble at all.

Boris and his team have been entirely wrong to scrap bendy buses, which have been well suited to the job expected of them. Preferring to listen to ill-informed advice on what might win him the election (it worked, but his advisors know nothing about running transport) we’ve seen chaos outside places like Waterloo and Victoria stations, where there are either too many replacement double-deckerscausing congestion at the terminus, or smaller buses which leave large numbers behind. Here's the evidence:

Enormous queues build up at Waterloo station every morning waiting for the 521 bus - down the stairs, double-backing several times and causing huge congestion like some sort of low-budget British horror film

Bendy buses on the route I use most often just vaccumed up queues and never left anyone behind. And, as for the urban myth that they're more dangerous to cyclists – well, not a shred of evidence could be provided to support that theory.

I’d personally like to see the return of the bendy bus, and for politicians to leave decisions over what sort of buses should be on our streets to the professionals, rather than getting stuck in a 1950s timewarp about ‘new' Routemasters. Yes, that's right – a bus based on a open rear entrance design that dates back to at least the 1920s, but built in 2011. It will leave TfL and the London bus companies open to lawsuits. But Boris powers on with his pet project, which although is undeniably pretty as buses go, is still unnecessary and expensive in an age of supposed austerity and budget cuts. The first is due in trial service in the new year.

Artists' impression of the imaginatively titled Emirates Air Line

Then there's the Thames Cable Car. Who remembers Londoners asking for this? It would have been expected that any incoming or re-elected mayor would have supported a new bridge in that part of London, easing the pressure on the Blackwall Tunnel and the Limehouse Link. It wasn't however, part of either Boris', or for that matter, Ken's manifesto and has managed to spectacularly overtake other long-hoped for projects such as the Cross-River Tram or Crystal Palace Tram extension, or the DLR's Dagenham Dock extension. The Emirates Air Line, as it will be called, has even sneaked on to the tube map. Like the new Routemaster, it's shiny and glossy and looks great in the run-up to a Mayoral election. But do we actually need it?

Non-Londoners may wonder why all this is of consequence. But what happens in London next year will undoubtedly have an impact on UK politics come the next general election in 2015, or sooner. Ken Livingstone has been busy attacking Boris on police numbers, for example. Boris sounds less combative towards his opponent and has grown in confidence significantly since taking on the job. He's even using similar language and the posturing of his opponent. Meanwhile, Ken really needs to learn the lessons of 2008 - and some have doubted whether he really can - if he is to wrest back control of the capital. There's even been muttering that he may be deposed as Labour's candidate. Either way, 2012's going to be an interesting year in London.