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AEC Regent III RT

Creator: James
Orignal Creator: DrMuskOx

1: Horn
2: Door
3: Left indicator
4: Right indictor
5: Headlights
6: High beam
7: Bus Interior lights
8: Wiper


The prototype (London Transport RT 1) was built in 1938 with an AEC 8.8-litre engine (a stopgap measure until the new 9.6-litre was available) and air-operated pre-selective gearbox. Finding a satisfactory British
substitute for the German air compressor, bought from Bosch, was to cause problems
for AEC, once war broke out. A prototype chassis was placed into service, disguised as an old vehicle. It carried a secondhand open-staircase body previously carried on Leyland Titan (fleet number TD 111), dating from 1931. Thus bodied, RT 1 entered
service in July 1938 as ST 1140, even though
it was nothing like a standard ST vehicle. It continued in service until December 1938.

While the chassis was on trial, a new body
was constructed at London Transport's Chiswick Works. Its four-bay body resembled
that of the Roe Leeds City Pullman body exhibited at the 1937 Commercial Motor Show, though the overall impression of modern design and the features included marked a big step forward. This body replaced the old one on RT 1 and the bus re-entered service in 1939.

Pre-war
London Transport ordered 338 (later cut to 150) chassis which were in production
when the war broke out, in September 1939. The last of the batch, RT 151, did not reach London Transport until January 1942, although all were built to pre-war specification.

The only other RT-type chassis constructed before the end of the war was destined for, and went to Glasgow Corporation, originally
intended to be an exhibit at the 1939 Commercial Motor Show, but cancelled due to the outbreak of war. It
differed from the pre-war London examples in having a body built by Weymann (the front being very much in the Cowieson
style), although the cab area/radiator was very similar to the London vehicles.

Post-war
Production of the RT recommenced in late 1946, being delayed by London Transport's
wish to have the bodies jig-built, following its experience building Halifax bombers at
Aldenham Tube Depot (later to become its main bus works). The new vehicles
were built to a modified version of the pre-war London Transport design, but were similar in
appearance to their predecessors. The main
isual differences were:

The ultimate (narrow) destination blind was now located just above the driver
with the via blind (wide) between the ultimate and the top deck windows.
The front route number remained above the top deck windows (known by some as the lighthouse box...as well as the more widely used roofbox) although the rear one was removed and the route number joined the "via" points in the main
display.
The bodywork was constructed by several contractors, rather than by London
Transport.
The lower edge of the cab window forward of the driver's door and the lower edge of the driver's windscreen were horizontal, whereas on pre-war examples they curved downwards towards the corner of the cab. Also, the lower offside bodyside,
behind the rear wheel, did not curve in, as it did ahead of the rear wheel.
The number of ventilation slats below the
windscreen was reduced from 6 to 4.
In total, London Transport received 4,674 post-war RT-class buses between 1947 and 1954, with a small number of similar buses also going to operators outside London.

However, the London "RT" family of vehicles could be considered to have numbered 6,956 in total, consisting of 4,825 RTs; 1,631 RTLs and 500 RTWs. The latter two types had a
variant of the Leyland Titan chassis and, in addition, the RTWs had Leyland 8 feet wide steel framed bodies (as opposed to 7 feet 6 inches). The whole family were never all in
operation at the same time. In addition, some surplus bodies were, for a short time, put onto modified STL chassis and classed as
SRTs.

The very last RT in service (RT624), now preserved by Ensignbus, operated on
route 62 from Barking Garage on 7 April 1979.

Like the pre-war Glasgow vehicle, not all
post-war production went to London
Transport. Between 1946 and 1951, 101
chassis were delivered to ten other operators. Of these, only forty had RT-style
bodies, thirty nine, by Park Royal, for St Helens' Corporation and one, by Metro-Cammell, for Coventry Corporation. The external link below has more
nformation.

In June 1953, RT3710, along with Leyland Titan RTL1459, was shipped to Switzerland and displayed at a trade fare in Zurich and
a similar event in Malmö. During its visit it
perated services in Zurich, Geneva,
Lucernend St Gallen.