1948 Commercial Motor Show. This was mounted on the new AEC Regal III coach chassis and had a full front, with the AEC radiator hidden behind a chrome grille arrangement, the whole front of the coach tapering in plan, so that a single full-width windscreen with opening upper section could be fitted, rather than the traditional vertically divided style (as on pre-war fully fronted designs). The ensemble was completed by bulbous front and rear wings and a pair of low-set rectangular headlights. No other bodies were quite like that show coach, but it pointed the way to the future. Incidentally, SMT took Ribble-style double-deck bodies from Burlingham on 20 AEC Regent III chassis in 1950, which incorporated Ribble's post-war style of destination and number-blind glazing, to an irregular hexagonal outline – basically a triangle with the corners chopped off. This style of destination glazing spread over the next few years to become the double-deck standard throughout the Scottish Bus Group until the 1980s. By mid-1949 further bespoke styles were being built. Burlingham had not built trolleybus bodies during the boom in popularity of such vehicles in the 1930s, but received a contract from Portsmouth Corporation to body 15 British United Traction (BUT) 9611T two-axle vehicles in 1949. These followed the operator's ideas on appearance and were generally less bold in outline than the Ribble-style double-deckers, but the operator's idea of enclosing the support gantries for the trolley-booms inside the roof-structure resulted in a top-heavy look, whilst the plentifully lined-out livery and features like an offside destination indicator added to their archaic aspect. In contrast, the pre-war Blackpool Corporation/Burlingham style double-decker was actually in advance of much of what had been produced until this time and Blackpool waited until 1949 for chassis, so it could get what it wanted from Leyland. This was a unique variant of the Titan PD2 with 8-foot width, air brakes, a straight frame rather than a dropped frame aft of the axle and modified positioning of equipment, and a re-profiled nearside frame member, to especially adapt all 100 of this Titan PD2/5 sub-type for their Burlingham fully fronted centre-entrance bodies. These were, though wider, similar to the final pre-war examples of the style in having powered sliding entrance doors and concealed radiators but omitting the stained glass illumination of the stairwell. Similar options were now offered on the standard coach, becoming available in two widths, with