New details and aspirations are emerging each time Transport for London and mayor Boris Johnson introduce the New Bus for London double-decker, the so-called ‘Borismaster’.

The first of eight production prototypes, built by Wrightbus in Ballymena, reached central London on 16 December in a ceremonial run from City Hall to Trafalgar Square, with TfL commissioner Peter Hendy driving and the mayor waving proudly from the rear platform as it went on the first of a series of public displays.

Hendy and his surface transport managing director, Leon Daniels, say the hybrid double-decker — with Siemens electric drive and a four-cylinder Cummins ISBe5 diesel engine — is a delight to drive, as smooth and quiet as a trolleybus and endowed with a tight turning circle, well-positioned mirrors and good driving position.

TfL confirmed that morning what Buses readers already knew, that the eight prototypes — all owned by TfL — will operate for Arriva on route 38 (Victoria-Clapton Pond).

Until November 2009, this was a preserve of the Mercedes-Benz Citaro bendybuses the mayor was so keen to take out of service, and until four years earlier used one of the biggest allocations of open platform Routemasters. Johnson felt it necessary to add: ‘It is a complete coincidence that the 38 goes very near my home. I had no part in this decision.’ Indeed, TfL says it was selected because it is one of London’s busiest routes.

What we now know is that the first are due into service on Monday 20 February. There should be two out that day — from three expected by then — and all eight are expected by May.

Initially, they will operate a supplementary service on the 38, in addition to its allocation of over 70 one-person-operated two-door double-deckers. Once initial bugs are ironed out and passengers and crew become used to the restoration of multi-door boarding and the facility to hop on and off between stops, they will replace existing buses on up to seven scheduled duties every day.

They will have a conductor — who will not collect fares, but be there to ensure that passengers use the open rear platform safely — from around 07.00 to 22.00. Between those hours, passengers with valid tickets or OysterCards may board and alight through the front, centre or rear doors and the rear door will be permanently open.

Those who need to pay on the bus — the percentage today is around 1% and confined to route sections beyond the central zone — must always board by the front and pay the driver. When there is no conductor, the rear door will be closed between stops and the expectation is that everyone will board by the front and alight through the centre or rear.

The Optare rollercoaster ride took several dramatic twists in late December, with the possibility of rival takeover bids for the UK’s third biggest bus builder being made by strategic partner Ashok Leyland and market leader Alexander Dennis.

On 20 December, City-listed Optare — whose shares had fallen in value to a halfpenny each — announced the latest in a series of refinancing deals that would see Indian bus and truck giant Ashok increase its shareholding in the company from 26% to 75.1%. Shareholders agreed almost unanimously with this option when they met at Optare’s new assembly plant at Sherburn in Elmet on 6 January, but by then Alexander Dennis had declared and withdrawn its interest.

It has been an open secret in the industry that Alexander Dennis wanted to buy Optare — and especially its Solo midibus — when its former management sold the company to the former Darwen Group in 2008. And on 23 December it requested information of Optare to help it determine whether it should make a takeover bid.

Having established that Ashok Leyland had no intention of selling its 26% shareholding to anyone at any price, and being unable to obtain any of the other information it had requested, Alexander Dennis advised the City on 29 December that it would not pursue its interests any farther.

Announcing what effectively is an Ashok takeover, Optare chief executive Jim Sumner said: ‘This is great news for Optare’s customers, employees and suppliers by securing stability and the long-term future of the business. The re-banking of Optare represents a critical milestone in the turnaround of the business and allows us to now complete the final phase of the three-year plan which commenced in June 2009.’

Chairman John Fickling, added: ‘Given the global economic challenges we all face, this is a game changing deal for Optare. It ensures that we can grow and prosper in an ever changing and demanding market place.’

Ashok Leyland managing director Vinod Dasari says: ‘We see this as an important element in realising our vision of being among the top five bus manufacturers globally. Through leveraging the synergies of the two companies, we are confident that…we will be able to accelerate technology sharing, develop future-ready products and increase our global footprint to fast-track our growth in volumes.’

* Optare will cease producing its original design Solo midibus in the summer after nearly 15 years, retiring the model in favour of the Solo SR introduced in 2007.

The 2012 Solo SR range will comprise 7.1m, 7.8m, 8.9m and 9.6m variants, all available in the SlimLine (2,350mm wide) version. The 8.9m and 9.6m models will also be available at 2,500mm width.

Thanks to donations from Buses readers, Cobham Bus Museum has raised the £150,000 it needed to add RT1 — the ground breaking 1939 prototype of London Transport’s 7,000-strong postwar standard double-decker — to its collection. It took only 12 months to raise the money to buy this fully restored AEC Regent, which was in danger of being sold to an overseas buyer. Buses readers were among 700 individuals who helped raise the money the museum needed to buy the bus from former owner Michael Selt. Cobham is establishing an acquisitions fund to build up reserves to acquire more vehicles it is offered in future to fill gaps in its collection of London buses. It has been offered two Green Line coaches, 1953 unmodernised RF672 and 1972 AEC Reliance RP90, for purchase later this year and it also wants to raise a further £50,000 to restore its 1920s NS-type double-decker, the only surviving example with solid tyres. More in June Buses.