ERF-NGC-European:
Buzzer posted this magnificent cut-away illustration on the Past & Present thread this morning, but I reckon it deserves a place on here!It looks like an SLT to me and as there is a reg plate showing, no doubt someone will come up with the SLT number!
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STL1301 from 1936
Dennis Javelin:
ERF-NGC-European:
Buzzer posted this magnificent cut-away illustration on the Past & Present thread this morning, but I reckon it deserves a place on here!STL1301 from 1936
I had a feeling you might come up with the goodies - well done! The drawing rather reminded me of the splendid cutaways that used to appear in Eagle/Swift comics in the 1960s. I remember there was one of a Midland Red BMMO motorway coach and also one of a Guy Wolfrunian double-decker; but I’ve never seen them since. I have always considered the STL to be the most handsome London Transport bus. I think those mid to late '30s ones were bodied by Chiswick.
A fascinating round-up of STL facts can be found here: countrybus.org/STL/STL06.htm
Ro
Unfortunately, your link seems invalid. Here’s another one:
ltmuseum.co.uk/collections/ … m/1981-519
It looks the STL was issued (1934) just before the RT in 1938. Was the latter an upgrading of the RTL? Thanks.
Froggy55:
Unfortunately, your link seems invalid. Here’s another one:
ltmuseum.co.uk/collections/ … m/1981-519It looks the STL was issued (1934) just before the RT in 1938. Was the latter an upgrading of the RTL? Thanks.
Hello Froggy. I’m no bus expert, especially on London Transport; but I can clear up a bit for you. You are right in thinking that the RT prototype appeared in 1938; but then war broke out and it was shelved until 1947. So the SLTs soldiered on throughout the war.
The ‘L’ in STL stood for ‘long’, I think, when the perimitted bus lengths were increased from 26ft to 27ft (someone correct me if I’m wrong there). However, the ‘L’ in RTL stood for ‘Leyland’ because RTLs were the Leyland version of the AEC RTs. In fact I drove a 1954 RTL round an airfield once! The RTLs appeared in 1948, a year after the AEC ones. The RTLs were easily distinguishable from the RTs because of the AEC or Leyland exposed radiators, even though the bodies were identical. A variation was the RTW in which the ‘w’ stood for ‘wide’ (when the permissible widths were increased to 8ft IIRC).
LT’s numbering system was as confusing as ERF’s! But I hope that clears up a few bits. No doubt one of the truly knowedgeable bus gents on here will tidy the matter up for us 
This clip feature several body styles of STL, the previous shorter ST model and a later RT as well as a single deck TD.
Except for a short experimental period on 3 buses, the STs were Petrol powered while the majority of STLs were diesel. The RT is RT 889.
A parade of pre war London Buses. Types C, LT, NS, S, K, and B.
The surviving double deck LT is too frail to venture out and presumably neither ST was available on this occasion.
youtube.com/watch?v=lgEX7ZiNc8s
ltmuseum.co.uk/collections/ … 517-part-0
cav551:
This clip feature several body styles of STL, the previous shorter ST model and a later RT as well as a single deck TD.Except for a short experimental period on 3 buses, the STs were Petrol powered while the majority of STLs were diesel. The RT is RT 889.
What a wonderful clip!
And top marks to Chiswick and Park Royal for beautiful coachwork. Makes today’s 'deckers look utilitarian.
Re; London STL buses. For a couple of years soon after the war, my late father came off the lorries and went on LT. They were running all manner of buses then, pre-war and wartime as well as new. One of the models he drove was an SRT. They were an STL chassis rebuilt in 1949 with RT running gear and body. They weren’t a success and didn’t last long in service. His favourite was the new RTW introduced as soon as 8ft wide buses became legal.
Bernard
AEC Regal, used as an ambulance during the war and found in Australia in 1997, repatriated to UK 2004 and now with Ensignbus, all credit to hotspur for photo and info.
Oily
My introduction to air assisted brakes on a similar Bluebird to this Aberdeen 1956. Credit to Clive A Brown for the photo.
Oily
The SRT story is not far short of the AEC V8, ■■■■■■■ Vee, Leyland 500 Engine and DMS bus sagas. Big, bold plans which turned to mouse droppings. The introdction of the Post War RT bus had been hampered by the inability of Park Royal and Weymann to keep up with the demand for bodies, while AEC once in its stride, was turning out chassis at a prodigous rate. LT had turned to Cravens and Saunders to make up some of the shortfall and had awarded contracts to Leyland and Metro Cammell to produce bodies for the RTLs. By 1948 it was clear that the situation had reversed and there was now a shortage of chassis developing. A decision was taken to start using STL chassis from one of the late batches and transfer their bodies to older STLs with worn out bodies. This would partially help to relieve the chronic shortage of rolling stock being caused by the ministry’s vehicle examiners declaring large numbers of the ST and LT class buses terminally unroadworthy.
The plans entailed complete dismantling and major modifications to the chassis frames of the chosen STLs, new steering boxes, radiators and bonnets were fitted and a new Park Royal body installed. As soon as the vehicles started entering service problems arose, big problems. The STLs vacuum hydraulic brakes and mechanically operated planetary gearbox were retained along with the 7.7 diesel engine. The RT body increased the weight of the vehicle by more than half a ton, the more ponderous gearchange mechanism and less powerful engine meant that the vehicles were unable to keep to time, particularly when heavily loaded. Worse still the brakes were simply inadequate and unpredictable. Failure to keep to time meant that the loadings were heavier still and interfered with the progress of the air braked RT buses on the same routes. The drivers objected big time to the vehcles and there were numerous and continual complaints about the alleged failure of the buses to stop satisfactorily. The drivers’ union intervened and demanded action. A trial was set up on Longmore rd East Barnet. The SRT failed to stop from service speed at a request stop, despite a full pressure brake application and continued rolling down the hill. The entire class of 160 vehicles was withdrawn from service overnight. Following modifications to the braking system the vehicles returned to service but had to be restricted to lightly laden routes without significant inclines. Withdrawals started in 1953 and all were gone the following year. The rest of the RT class stayed in service until the final withdrawals in 1979.The SRT turned out to be a very expensive failure.
Some great bus pictures Eddie, they are all new to me. I have
never seen a Guy Arab single decker before. Cheers, Ray Smyth.
cav551:
The SRT story is not far short of the AEC V8, ■■■■■■■ Vee, Leyland 500 Engine and DMS bus sagas. Big, bold plans which turned to mouse droppings. The introdction of the Post War RT bus had been hampered by the inability of Park Royal and Weymann to keep up with the demand for bodies, while AEC once in its stride, was turning out chassis at a prodigous rate. LT had turned to Cravens and Saunders to make up some of the shortfall and had awarded contracts to Leyland and Metro Cammell to produce bodies for the RTLs. By 1948 it was clear that the situation had reversed and there was now a shortage of chassis developing. A decision was taken to start using STL chassis from one of the late batches and transfer their bodies to older STLs with worn out bodies. This would partially help to relieve the chronic shortage of rolling stock being caused by the ministry’s vehicle examiners declaring large numbers of the ST and LT class buses terminally unroadworthy.The plans entailed complete dismantling and major modifications to the chassis frames of the chosen STLs, new steering boxes, radiators and bonnets were fitted and a new Park Royal body installed. As soon as the vehicles started entering service problems arose, big problems. The STLs vacuum hydraulic brakes and mechanically operated planetary gearbox were retained along with the 7.7 diesel engine. The RT body increased the weight of the vehicle by more than half a ton, the more ponderous gearchange mechanism and less powerful engine meant that the vehicles were unable to keep to time, particularly when heavily loaded. Worse still the brakes were simply inadequate and unpredictable. Failure to keep to time meant that the loadings were heavier still and interfered with the progress of the air braked RT buses on the same routes. The drivers objected big time to the vehcles and there were numerous and continual complaints about the alleged failure of the buses to stop satisfactorily. The drivers’ union intervened and demanded action. A trial was set up on Longmore rd East Barnet. The SRT failed to stop from service speed at a request stop, despite a full pressure brake application and continued rolling down the hill. The entire class of 160 vehicles was withdrawn from service overnight. Following modifications to the braking system the vehicles returned to service but had to be restricted to lightly laden routes without significant inclines. Withdrawals started in 1953 and all were gone the following year. The rest of the RT class stayed in service until the final withdrawals in 1979.The SRT turned out to be a very expensive failure.
Interesting stuff cav. Postwar ‘catch-up’ must have played havoc with any plans to rationalise the workings of transport. Bus companies countrywide were re-bodying or re-chassis-ing vehicles - especially those that were fitted with wartime ‘utility’ bodies made from substandard materials. LT was planning to rationalise its fleet by having an all-AEC fleet with standardised bodies; and when it realised it would have to use Leylands as well, even those would carry the standardised bodies. Must have been a nightmare sorting out the post-war mess. But they achieved their standardisation in the end; for the best part, anyway!
Lovely bit of BTF film here about RTs in service:
Ray,
One from up your neck of the woods originally Rawtenstall Corporation FTE 630B photographed yesterday in Alton Hampshire.
Hope you and the family are keeping well.
Regards
Richard
Richard, Thank you for the picture and your comments. Is that a sunlounger area on the 3rd deck ? 
Cheers, Ray.
I like the stabilizers to the front!
David
A " Northern " AEC single decker from the top of Scotland.
Oily will have better knowledge than me as to where Northerns
vast area was. Click picture for full image. NMP.
Ray Smyth.
