Notes About This Vehicle

Most motor bus designs are an evolution of the previous model, though occasionally one or two are rather more than that and a significant step forward. It can be argued that the LT of August 1929 and the ST of October the same year support this proposition, making their widespread predecessor, the NS, the last of which were still coming into regular service new, look decidedly antiquated.

Until 1933 (when its responsibilities passed to the Ministry of Transport) the Metropolitan Police exercised extensive powers over the construction and use of public service vehicles in London. Though naturally concerned with safety in the streets, their requirements gradually allowed larger and lighter 2-axle buses, giving greater seating capacity. Further easing of regulations in 1927 permitted a large double-deck 3-axle bus, the LS, to be tried, but this was too large and too slow for London conditions. The slightly smaller 3-axle LT type was more successful and a similar 2-axle bus, the ST, soon followed. Together with the double-deck STL of 1932, these three types were to dominate London’s streets for two decades.

The ST was built on AEC’s new 15ft 6½ins wheelbase Regent chassis which allowed a 25ft long body. It was the first to have a full width enclosed platform, though this was rather wasteful of space having a straight staircase parallel with the offside of the vehicle. Another first was that it had an enclosed cab from new and a windscreen, though still no cab door. There were many body variants.

For a long time and subsequently, ‘indicators’ referred to the various route number and destination wooden boards. Though the term persisted the ST (and 3-axle LT) were the first to have printed roller blinds for the purpose. A consequence of this was that the front advert panels were twisted to accommodate the sloping front corner uprights and the truly vertical blind box.

‘Indicators’ may be confusing today when the same word describes the front and rear lights used when the bus is about to turn left or right. As may be seen in this drawing the latter were still absent, first appearing on London buses as semaphore ‘trafficators’ in the 1930s. Otherwise the driver (and almost certainly the conductor) used hand signals. With the platform now enclosed on STs a slide-opening ‘signalling window’ was provided on the offside for the conductor. 

ST821 was new in 1931, operated by the National Omnibus & Transport Company, and was absorbed into London Transport’s fleet in 1933. Its last overhaul was in December 1947, working finally from Watford High Street garage and presumably the reason for the blinds it currently wears. It was always green when in service and as withdrawn in May 1949. It was selected for preservation by London Transport but was inappropriately painted red in May 1951, returning to green in March 1980. 

Kerb guides were fitted to the front nearside wings on many buses of this period, though not all. These were removed from some vehicles, possibly because of accident damage, but others seemed to have been retained. When removed, the base was generally left in place, as removing it would probably require the sort of repair done at Chiswick Works, rather than at the garage.

Standard side adverts for many decades were 17ft 6ins or 12ft 6ins wide by 21½ins tall. Those currently on the bus are not original (probably dating from 1980) with the front ones being particularly inaccurate. I have rectified them as best I can here, though in all other respects the drawing represents the bus in its present state.

Notes About This Drawing

The drawing is based on about 200 close-up and general photographs taken at the London Transport Museum Depot at Acton, followed by extensive measuring of the vehicle.

It should be understood that all four elevations are seen here as one would see each part of the vehicle at a truly perpendicular angle. In real life this is of course impossible.