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| Colin Curtis obituary | |
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| Colin Curtis, who has died aged 86, played a key role in the design and development of the Routemaster, the innovative bus that served Londoners with style and reliability for more than half a century. Millions of passengers still cherish the double-decker for its graceful curves and hop-on, hop-off ease well into an era when driver-only operation is the norm. Yet the qualities that ensured its survival against the odds were less visible – bold technology that allowed unequalled fuel economy for a London bus, along with ease of maintenance and a smooth ride. Curtis always emphasised the team effort that went into the Routemaster from the moment the brief went out in 1951 to build a bus capable of taking on the car for comfort and style, and replacing the trolley buses. | Colin Curtis, who has died aged 86, played a key role in the design and development of the Routemaster, the innovative bus that served Londoners with style and reliability for more than half a century. Millions of passengers still cherish the double-decker for its graceful curves and hop-on, hop-off ease well into an era when driver-only operation is the norm. Yet the qualities that ensured its survival against the odds were less visible – bold technology that allowed unequalled fuel economy for a London bus, along with ease of maintenance and a smooth ride. Curtis always emphasised the team effort that went into the Routemaster from the moment the brief went out in 1951 to build a bus capable of taking on the car for comfort and style, and replacing the trolley buses. |
| Starting as a young engineer at London Transport's huge Chiswick works in 1947, Curtis rose rapidly under his mentor, AAM Durrant, and was closely involved in all four prototypes. The first entered service in 1956, and regular production, by Associated Equipment Company (AEC) and Park Royal Vehicles, began in 1958. So robust was the Routemaster, the last in a long line of open-platform buses to be built in and for the capital, that it saw off several intended replacements. Its last regular route, the 159, finally gave way to pay-as-you-enter buses in December 2005, although two short "heritage" routes still operate in central London. | Starting as a young engineer at London Transport's huge Chiswick works in 1947, Curtis rose rapidly under his mentor, AAM Durrant, and was closely involved in all four prototypes. The first entered service in 1956, and regular production, by Associated Equipment Company (AEC) and Park Royal Vehicles, began in 1958. So robust was the Routemaster, the last in a long line of open-platform buses to be built in and for the capital, that it saw off several intended replacements. Its last regular route, the 159, finally gave way to pay-as-you-enter buses in December 2005, although two short "heritage" routes still operate in central London. |
| Douglas Scott was responsible for styling the body, the tartan moquette seating and other flourishes – saloon heating was another first – with Curtis answering to Durrant on the mechanical side. The bus was ahead of its time, an aircraft-inspired aluminium body mounted on a chassis-less structure with sub-frames to save weight. It also had power steering, automatic transmission, independent suspension and hydraulic braking. Despite higher capacity than its predecessor, the RT, another double-decker of remarkable longevity, the Routemaster weighed three-quarters of a tonne less. | Douglas Scott was responsible for styling the body, the tartan moquette seating and other flourishes – saloon heating was another first – with Curtis answering to Durrant on the mechanical side. The bus was ahead of its time, an aircraft-inspired aluminium body mounted on a chassis-less structure with sub-frames to save weight. It also had power steering, automatic transmission, independent suspension and hydraulic braking. Despite higher capacity than its predecessor, the RT, another double-decker of remarkable longevity, the Routemaster weighed three-quarters of a tonne less. |
| "[Durrant] preached evolution, not revolution," Curtis recalled in 2010 when I interviewed him at Cobham bus museum, where he was honorary president of the London Bus Preservation Trust. "'If any idea looks good', he said, 'when you've done 50 of them, come and tell me that it works.' So, quietly we fitted various things to RTs, including at Turnham Green garage, which was handy for Chiswick [works]. He was dead keen on fuel economy. He hammered us every time – weight, weight, weight." | "[Durrant] preached evolution, not revolution," Curtis recalled in 2010 when I interviewed him at Cobham bus museum, where he was honorary president of the London Bus Preservation Trust. "'If any idea looks good', he said, 'when you've done 50 of them, come and tell me that it works.' So, quietly we fitted various things to RTs, including at Turnham Green garage, which was handy for Chiswick [works]. He was dead keen on fuel economy. He hammered us every time – weight, weight, weight." |
| Durrant had guided bus-design policy since London Transport's foundation in the early 1930s, but his links to the London General Omnibus Company stretched back to 1919. In that year the first classic red double-decker, the pre-first world war B-type, built in Walthamstow, was still in service. Curtis therefore embodied a direct link going back a century, peaking with the Routemaster. In all, 2,876 were built, most for London. Many were sold off after decades of service but had a new lease of life in cities including Glasgow, Blackpool and Southampton, albeit not in their trademark red. | Durrant had guided bus-design policy since London Transport's foundation in the early 1930s, but his links to the London General Omnibus Company stretched back to 1919. In that year the first classic red double-decker, the pre-first world war B-type, built in Walthamstow, was still in service. Curtis therefore embodied a direct link going back a century, peaking with the Routemaster. In all, 2,876 were built, most for London. Many were sold off after decades of service but had a new lease of life in cities including Glasgow, Blackpool and Southampton, albeit not in their trademark red. |
| Curtis was born in Brighton. His father, a telephone engineer, died of tuberculosis when Colin was seven, and his mother, a social worker, brought him and his baby sister up with the help of her parents. His first significant contact with buses was almost lethal. Aged seven or eight, he rode his bicycle into a double-decker in Brighton and spent several weeks in hospital. While recovering, Curtis wondered what type of bus had hit him, and the interest took off. | Curtis was born in Brighton. His father, a telephone engineer, died of tuberculosis when Colin was seven, and his mother, a social worker, brought him and his baby sister up with the help of her parents. His first significant contact with buses was almost lethal. Aged seven or eight, he rode his bicycle into a double-decker in Brighton and spent several weeks in hospital. While recovering, Curtis wondered what type of bus had hit him, and the interest took off. |
| His headteacher at Varndean grammar arranged for the teenage Curtis to spend evenings at Brighton Hove & District Transport, learning about schedules and other aspects of the business. He won a state bursary to Brighton Technical College in 1944, completing an engineering degree course. A brief apprenticeship at AEC's works in Southall, Middlesex, followed, before his long career at London Transport. | His headteacher at Varndean grammar arranged for the teenage Curtis to spend evenings at Brighton Hove & District Transport, learning about schedules and other aspects of the business. He won a state bursary to Brighton Technical College in 1944, completing an engineering degree course. A brief apprenticeship at AEC's works in Southall, Middlesex, followed, before his long career at London Transport. |
| At first he was a technical assistant, working mainly on chassis, then at the age of 24 he was promoted to engineering assistant. His eventual role as vehicle engineering manager covered not just Routemasters but everything in the fleet. Based at Chiswick, he ranged widely through London's 72 bus garages, allying formidable knowledge with curiosity. Sometimes he would turn up at Cricklewood garage and drive the No 16 to Victoria in normal service, to keep up to date with how it felt from the cab. | At first he was a technical assistant, working mainly on chassis, then at the age of 24 he was promoted to engineering assistant. His eventual role as vehicle engineering manager covered not just Routemasters but everything in the fleet. Based at Chiswick, he ranged widely through London's 72 bus garages, allying formidable knowledge with curiosity. Sometimes he would turn up at Cricklewood garage and drive the No 16 to Victoria in normal service, to keep up to date with how it felt from the cab. |
| Privatisation, and the casual discarding of so much industry expertise, saddened him. After he left London Transport in 1988 he ran his own consultancy, keeping high-level contacts in the bus world until the end. His own Q Master design for a successor interested some manufacturers but did not get taken up. | Privatisation, and the casual discarding of so much industry expertise, saddened him. After he left London Transport in 1988 he ran his own consultancy, keeping high-level contacts in the bus world until the end. His own Q Master design for a successor interested some manufacturers but did not get taken up. |
| Curtis was appointed OBE in 1985, and his books included Forty Years with London Transport (1990) and The Routemaster Bus (1981). Highly personable, he often gave detailed, handwritten replies to technical or historical questions from enthusiasts. He was president of the Routemaster Operators' and Owners' Association, and chaired an event in Finsbury Park to celebrate the 50th anniversary of the bus's debut at the Earl's Court Commercial Motor Show in 1954. More than 100 vehicles turned out. Two days after he died, Transport for London approved the purchase of 600 so-called new Routemasters, to be built by Wrightbus of Northern Ireland. | Curtis was appointed OBE in 1985, and his books included Forty Years with London Transport (1990) and The Routemaster Bus (1981). Highly personable, he often gave detailed, handwritten replies to technical or historical questions from enthusiasts. He was president of the Routemaster Operators' and Owners' Association, and chaired an event in Finsbury Park to celebrate the 50th anniversary of the bus's debut at the Earl's Court Commercial Motor Show in 1954. More than 100 vehicles turned out. Two days after he died, Transport for London approved the purchase of 600 so-called new Routemasters, to be built by Wrightbus of Northern Ireland. |
| He was divorced and is survived by his sister, Denise. | He was divorced and is survived by his sister, Denise. |
| • Colin Hartley Curtis, engineer, born 21 July 1926; died 18 September 2012 | • Colin Hartley Curtis, engineer, born 21 July 1926; died 18 September 2012 |