| Frequently Asked Questions | ||||||||||||||||||||||
| Facts & Figures | ||||||||||||||||||||||
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There were 2876 Routemasters constructed between 1954 and 1968. However, that simple statement hides the fact that there were at least 7 main types plus an almost limitless number of variations to the basic specifications. Some of these variations were there when the vehicles were constructed, but a far greater number were the result of modification and improvement through a service life stretching for more than 50 years.
The production breakdown was as follows:
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| RM - The Routemaster in its standard form (built 1958 to 1965) | ||||||||||||||||||||||
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| RML - The final form of the Routemaster (built 1961 and 1965-8) | ||||||||||||||||||||||
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| The RML is the high capacity version of the Routemaster designed for the major central London routes. The extra capacity was obtained by adding a 2ft 4in bay in the centre of the body and is instantly recognisable due to the square windows that rather look like an afterthought (which, of course, they were!).
RMLs 880-903 were the experimental batch which were subsequently followed by the main batch of 500 vehicles (2261 to 2760). The last one of all, RML2760, is being maintained in original condition at Upton Park garage and is still made up of its original body and sub-frames. The RML was also the ultimate in terms of the bus weight per passenger which, at a mere 240 lbs (compared to the standard RM's 257 lbs), is lighter than most modern buses and endowed it with excellent fuel consumption. |
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| RMC - The Green Line coach version of the Routemaster (1962) | ||||||||||||||||||||||
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| The RMC was built to give passengers an even better ride than the standard version. Its design was based on the original 1957 prototype, CRL4 (later RMC4).
Apart from the special livery, this version is distinguished externally by twin headlamps and electrically operated platform doors. Inside there are other changes with more comfortable and wider spaced seats, and luggage racks. On the mechanical side, the main differences are the rear air suspension system, a higher rear axle ratio (4.7:1 instead of the usual 5.22:1) to permit higher speed running, and a fuel tank capacity increased from 29 to 41 gallons to allow for the longer route lengths. |
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| RCL - The extended Green Line coach version of the Routemaster (1965) | ||||||||||||||||||||||
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| The RCL was introduced initially to take over routes 715A, 721, 722, 723 and 726 from the old RFs and RTs although many people considered it an expensive gamble by London Transport. The main motive was an attempt to attract travellers out of their cars and back onto public transport by providing what they called 'private car comfort'. There is no doubt that they were the most comfortable Routemaster model produced but they were fighting a losing battle with route 715A being returned to single deck RF operation within a year.
Like the RMCs, they had a special livery, twin headlamps and electrically operated platform doors plus the more comfortable seats and luggage racks. They also received the larger 11.3 litre engine, partly to offset the greater weight but also to give smoother running at higher speeds. |
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| RMF - The only Routemasters built for service outside London (1964/5) | ||||||||||||||||||||||
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| The order for Routemasters from Northern General was unexpected since they had not shown any previous interest in the model. However, 50 were ordered and they began entering service from May 1964.
There were many detail differences in specification from the usual London requirements such as one-piece non-opening windscreen, sliding window ventilators, fluorescent interior lights and their own pattern of seat frames. Mechanically, they had Leyland engines, a Monocontrol semi-automatic gearbox with no fully automatic setting and a worm driven rear axle as opposed to the usual spiral-bevel type used by LT. |
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| RMA - The London to Heathrow Airport Express Coach (1966/7) | ||||||||||||||||||||||
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| Following on from the successful trial of RMF1254, an order was placed for 65 coaches to take over from the old Regal IV one-and-a-half deckers, which were now becoming rather too small for the work required of them.
They were designed to Routemaster coach standard with large powerful engine, high ratio differential (4.08:1) and luggage racks, and also to haul a luggage trailer. The Ministry, however, insisted that this main batch would have to revert to the old standard length of 27ft 6in. These vehicles were perfectly capable of running up to 70 mph on the M4 even though, legally, they were restricted to 50mph because they were towing a trailer. Between 1975 and 1979 the fleet was withdrawn and passed to London Transport who used them for Aldenham staff buses and driving trainers. They were numbered in the RMA series but in the order of acquisition not registration. RMAs 5 and 8 were eventually used for passenger service on the X15 route from Upton Park, East London. |
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| FRM 1 - The one and only front-entrance, rear-engined RM (1966) | ||||||||||||||||||||||
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| This was the belated attempt to update the Routemaster to the layout employed almost universally in the bus industry by that time. It used about 60% of standard RM parts and a considerable amount of design effort went into it.
The engine compartment layout was particularly well thought out such that each of the main components could be removed while leaving the others in place. On most modern vehicles the entire engine/gearbox unit has to be removed. It only suffered one major failure which resulted in the engine compartment bursting into flames! The culprit was the fitting of an incorrect type of flywheel, the fitter apparently not realising that the standard RM unit was too thick. As originally built it had a forced air heating and ventilation system which required the use of fixed windows. This was removed at the same time that the bus was repaired after the fire mentioned previously. It had not proved particularly efficient and actually increased the fuel consumption by a measurable amount. Standard RM quarter-drop windows were then fitted which greatly improved the look of the vehicle. Sadly, it was too late to have any effect on other operators and no further examples were built. FRM1 gave excellent service during its time with London Transport and was generally admired by drivers and passengers alike. It now forms part of the stock of the London Transport Museum and can occasionally be seen at rallies. |
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