2010 – Issue 4 of 4

FREE TO MEMBERS
£1 TO NON MEMBERS
CARDIFF TRANSPORT
PRESERVATION GROUP
NEWSLETTER
www.ctpg.co.uk
REGISTERED CHARITY No. 1063157
ISSUE No.4 of 4 – 2010
CCT No 385 on training duties. Perhaps the orange livery did not
suit the Regent as well as the later buses. In this issue Andrew
Wiltshire tells the story of the Cardiff Regent V’s. (D.G. Bowen)
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1
1

“We’re off for a pint.” 969 EHW at Bonvilston on our August evening run.
LKG 678 our Regent MkV awaiting further restoration at Barry Depot. (V.C.)
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CHAIRMAN’S MESSAGE;
Welcome to the final CTPG newsletter of 2010. I think that we should
congratulate Viv on the continuing quality of the newsletters this year,
please help to support him through your articles and photos.
The CTPG has purchased another long lasting Welsh coach a former
National Welsh Leyland Tiger with Duple Caribbean bodywork.
This was new as A256 VWO (XC1256) in 4/84 at Cwmbran, then to
Gelligaer St. in 11/84. Re-numbered XC256 in 2/86 and to Aberdare in
3/86. It was then re-registered AAX 305A c. 7/86 and re-numbered as
XC 956 in 2/88. De-licensed 1/91 and sold to Blaengwawr Comp. School
near Aberdare in 11/91. I hope that this coach can be returned to the
road sometime early in 2011 and should allow us to visit some rallies a bit
further away than our normal range.
During December, we will be welcoming AEC Regent V ABW 225D to
Barry Depot. Do not be fooled by the registration, as this is an ex
Kowloon Motor Bus which has been resident at the Oxford Bus Museum
for the last 23 years. A change of circumstances at the Museum has
meant this giant will be staying at Barry for a time, hopefully long enough
for it to run at the Barry Rally and to perform a road run next spring.
As we approach the end of another year, I would like to thank all those
who keep making the CTPG and the Depot a success, I look forward to
working with you again next year and hope that more of the membership
will join us.
On behalf of myself and the CTPG Committee, I would like to wish all
our members and readers’ best wishes for 2011 and good fortune in
whatever you do.
See you at the AGM on 19th January 2011 at County Hall 19.30.
Mike
Tel: 07796 265229
Email : mikeystrad73@btinternet.com
Also keep up to date on our Website and Facebook page
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THE BUS & COACH WALES 2010;
Over the last several years the CTPG have been fortunate to experience
glorious weather for both the Barry and Merthyr rallies, however the law
of averages would see that end. This came true for the fifth Bus & Coach
Wales held at Merthyr Tydfil College on 5 th September 2010. The rain
meant the absence of the open top deckers and a slight drop in the
number of visitors. Programme sales were down, but as the group stall
was inside the college we did quite well with the sales of photographs.
Those attending were in good spirits and the regular free classic bus trips
to the Brecon Mountain Railway, Rhymney Brewery and the Merthyr
Tour were very popular. Some local lads took the free bus to the
brewery and stayed there. Who can blame them at £1 a pint!
London Transport was represented by the fine RTW 29 of the Bristol
Group and RT227 from Aberystwyth and GS63 from Knighton. There
were several buses new to Merthyr this year including Myrddin Jones’s
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superb former Southdown ‘Queen Mary’ PD3 that proved very popular
on the free trips.
Also among the new vehicles this year were the Swansea Group’s 1981
Volvo coach in British Coachways livery, Cottrell’s 1974 Bedford YRQ
from the Forest of Dean and Martyn Evans’s 1975 YRT, newly painted in
Evans of New Tredegar livery.
The CTPG were represented by the Stevenson PD3, PAX 466F, the
Newport Atlantean EDW 68D and N143 NTG the Cardiff Metrorider.
Modern buses were displayed by many of the south Wales operators and
once again the event was supported by a goodly number of classic cars
and the impressive line-up of trucks of R.T. Williams etc.
--------------------------------------
MORE ON CARDIFF EXCELS;
Further to the article in the last issue, Glyn Bowen has sent this photo of the former Cardiff
Excel R205 DKG owned by Ritchies Transport of Auckland, New Zealand. This was
photographed on the 813 route between Takapuna and Davenport Wharf
(Peter Thompson)
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CARDIFF’S BUSES by Andrew Wiltshire;
AEC REGENT V’s
Fleet & reg. numbers: 372-381 (XUH372-381)
382-391 (382-391BUH)
408-419 (408-19 DBO)
AEC Regent Mark V 2D3RV (372-381)
2D3RA (382-391, 408-419)
Engine type:
Transmission:
Brakes:
AEC AV590 9.65 litre of 140 bhp
AEC 4-speed synchromesh
372-381 Vacuum (triple servo)
382-391, 408-419 Air (dual circuit -front/rear split)
Body manufacturer: 372-391 East Lancs
408-413 East Lancs
414 -419 Neepsend
Seating layout: H35/28R
Year built: 372-381 1961
382-391 1962
408-419 1963/4
Cost: 372-381 chassis: £2583-12s- 0d
372-381 body: £2841- 0- 0
382-391 chassis: £2530- 17- 8
382-391 body: £2952- 0- 0
408-419 chassis: £2542- 16- 0
408-419 body: £2990- 0- 0
Allocation as new: Sloper Road, Cardiff
Dates of withdrawal: 372-381 1973/4
382-391 1974/5
408-419 1979
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Introduced in 1954, the AEC Regent V reflected changes in thinking that
were sweeping the bus industry in the early 1950s. One primary
consideration amongst manufacturers was the way in which the weight of
a double-decker could be reduced. A light to medium weight chassis
combined with a specially designed lightweight alloy body would hopefully
return more favourable fuel consumption. It was hoped to achieve a
weight saving in the order of around half a ton.
From the outset both a lightweight and heavyweight chassis were made
available. The lightweight designated MD3RV had an AEC AV470 7.68 litre
engine, 4-speed synchromesh gearbox and vacuum brakes. It was
particularly popular with BET fleets. The heavier chassis was fitted with an
AEC A218 9.6 litre engine. It carried the designation D3RV (4-speed
synchromesh, vacuum brakes) or D2RA (monocontrol epicyclic and air
brakes).
CCT 381 at Pentrebane in 1968.
(Mike Street)
The Regent V was launched with a new-look front end arrangement. The
grill was very distinctive and easily recognisable and was the outcome of
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seven initial designs. However for those operators who did not favour
this, a traditional exposed radiator layout was introduced. This latter
option was favoured by a few fleets. These included Doncaster
Corporation and initially by Leeds C.T. and City of Oxford. As with
most double deck types a number of thirty foot version were introduced
in 1956. Both had air brakes, an AEC A218 engine and a choice of either
manual gearbox (LD3RA) or epicyclic gearbox (LD2RA). The Regent V
was revised in late 1958 when AEC introduced the AV590 9.65 litre
engine and a new series was established. This change was unofficially
known as the second series Regent V. It would only be available in 8 foot
wide form. Air braked models were available in both 27 and 30 foot
lengths with both epicyclic and synchromesh transmission (2D2RA and
2D3RA). However the vacuum braked model was to be available as a 27
foot chassis with synchromesh gearbox (2D3RV).
The final version of the Regent V came about when AEC introduced the
AV691 engine which when installed was surprisingly de-rated to 128bhp.
Chassis codes followed the 3D2RA format. Rather surprising for this time
was that the lightweight chassis was still available with AV470 engine, and
had gained the code 2MD3RA. This tells us that it was a synchromesh
model with air brakes. Pontypridd UDC took a 27 foot pair of these with
Willowbrook bodies in 1968, which were very late examples. Douglas
Corporation took the last AEC Regent Vs built in 1969, a pair of 27 foot
buses with AV691 engine and Willowbrook forward entrance bodies.
Cardiff and the AEC Regent V;
I suppose that it was no real surprise that Cardiff should try the AEC
Regent V. By the late 1950s it had established itself as a very popular
choice of double decker in a vast array of fleets large and small and in
both lightweight and normal weight versions. It was quite simply a very
solid reliable bus. The Transport Committee met on July 12 th 1960 to
discuss the purchase of new double-deckers for 1960/61. Twelve new
vehicles were originally thought to be necessary. However due to an
increased need for double deckers due to changes on Penarth and Heol
Trelai routes, this was increased to 15. Tenders were thus issued for this
number. The Committee met again on September 29 th and 5 Leyland
PD2A/30 chassis and ten AEC Regent V chassis were ordered.
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The Leylands were the cheapest at £2340 5s 9d per chassis and were on
course to be delivered as No’s 367 to 371 (XUH367-371). The AEC
Regent Vs were chosen upon the recommendation of the General
Manager. They would be vacuum braked with synchromesh gearboxes
(2D3RV).
No. 413 passes Leyland 394 on the 24 route at Waterloo Road.
(CTPG)
Metro-Cammell-Weymann quoted £2644 10s 0d per body and this was
accepted for the PD2As. However the General Manager once again
recommended that the Regent Vs have East Lancs bodies at a cost of
£2759 0s 0d each. These would be 63 seat and of 5-bay construction. East
Lancs then increased the price by £82 in October 1961 which was
subsequently approved by the Finance Committee. Delivery followed on
from the five MCW bodied PD2As, and the AECs arrived as No’s 372 to
381.
The first to arrive was No. 381 on November 15 th followed by 374/6/9 by
the end of the month. The others were delivered in the December.
Apparently No. 379 was the first bus in the Cardiff fleet to be delivered
with Formica backed seats. All subsequent batches of vehicles (382 on)
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had this as standard. Following a meeting on September 29 th 1961, a
further ten AEC Regent Vs were ordered for delivery in 1962. Once again
these were recommended by the General Manager, and as before Leyland
had come back with a cheaper tender for the chassis and MCW the
cheapest (and probably ugliest) bodies! The order was approved five days
later but not until after the General Manager had given the reasons for his
choice to the Committee!! Not all plain sailing obviously.
CCT 388 (388 BUH) at Central Bus Station.
(CTPG)
These buses appeared in November 1962 as No’s 382 to 391, but were
however different in that they had Westinghouse air brakes and were the
first batch of buses to have fluorescent lighting throughout. The rear
profile of their bodies was more upright than before. No’s 372 to 381
were more rounded like Daimlers 355 to 360. Also worthy of note is that
No’s 383 and 385 had ‘hopper’ style opening side windows. These were
the only two built like this and retained this feature throughout their lives.
Following orders for a batch of Leyland PD2As (392-401) and then half a
dozen thirty foot PD3As (402-407) it was time to order some more
buses. A final batch of 12 Regent Vs was ordered for delivery in late 1963.
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Approval for these was given in October 1962. These arrived between
November 1963 and January 1964 as No’s 408 to 419 and were to be the
last vehicles delivered to the Cardiff fleet with single piece front
destination boxes. Subsequent new vehicles had a separate route number
box which made for flexibility in displays and would be operated by the
driver from within the cab.
The final six vehicles in the batch (414 to 419) had bodies completed by
East Lancs subsidiary, Neepsend Coachbuilders. These bodies were
completed at the Neepsend factory in Sheffield using East Lancs frames.
Apart from a few minor paint finish differences these last six were
identical to the rest of the batch. No’s 408 to 419 were also the first
buses in the fleet to be fitted with plastic ceilings in both saloons and also
plastic interior panels below the windows and down to seat rail level.
Also of note is that No’s 408 to 419 were the first double-deckers
delivered without black lining. The fleet livery had been modified early on
in 1963 but these buses managed to be delivered with a cream band
below the upper deck windows and black front mudguards. Surprisingly,
this was ignored by management and they continued in this fashion until
their first repaints.
In service in Cardiff;
So Cardiff now had a fleet of 32 Regent Vs which were all the shorter 27
foot examples with somewhat dated manual gearboxes. Many municipal
fleets by the 1960s specified semi-automatic epicyclic versions of the
Regent V. Cardiff remained very traditional in it’s specification for buses.
In service the AEC Regent Vs always had a cheerful look about them. A
bright chrome grill made them quite attractive buses, and their distinctive
AEC sound from the AV590 power unit ensured you could hear them
from afar! From a drivers point of view they were very popular vehicles.
Gear changing was easy and they had a really good top speed. They were
however very noisy in the cab and lower saloon. They were noisy on tickover
compared with a Gardner engined Guy for example. A loud
chattering throttle pedal to add to the din in the cab when the driver’s
right foot was otherwise engaged. Hunting at low revs resulted in the
engine being difficult to control in “stop start” traffic queues apparently.
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As is so often the case the vacuum braked buses required a lot of effort
to stop, whereas the air-braked examples could be a little too responsive.
The Achilles Heel of the AV590 was reported to be the injector pipes
which broke frequently resulting in small amounts of fuel igniting on the
engine. Another weakness on these buses was heavy right-hand steering,
and they would lean quite heavily on bends as well, with the platform
often scuffing the road surface. Another peculiarity pointed out to me was
that the clutch pedal could have a nasty habit of staying down if you dared
changed gear when negotiating a right hand bend. 416 was renowned for
this. The pedal would return once the bus had straightened up!
CCT 391about to leave for Newport while 418 loads for Bronte Crescent. (G. Lumb)
Later on in life the synchromesh gearbox did not quite live up to its name
and gear changing required a little more care. No. 409 was a bad example.
Mac Winfield’s personal favourites from each batch as a driver were No’s
381, 390 and 415! A number of Regent Vs were involved in major
accidents. Three buses had a confrontation with low bridges (378, 389
and 416) and all were rebuilt in the Corporations workshops. They lost
their translucent centre roof panels in this process making them much
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darker on the top deck. Whilst returning from Whitchurch on a 23 turn
when quite new, No. 374 got hooked up on the jib of a crane. No. 415
ended up in a ditch near Castleton whilst working the 30 and managed to
get itself into the South Wales Echo for this stunt!
The Regent Vs were to be found on most City services and were
particularly notable for their appearances on the 30 service to Newport in
the mid to late 1960s. These buses were reputed to have a top speed of
at least 42mph and the 30 would have been the most likely run on which
to witness this.
To my knowledge all Regent Vs ended up in the final version of the
maroon livery with minimal cream by about 1973.
Decline of the half cab;
The first examples withdrawn were vacuum braked No’s 373/377 and 379
which went in 1973 as being life expired. The remaining examples of this
batch (372/4-6/8/80/1) were taken out of service in early 1974 having
been replaced by new Bristol VRTs No’s 586-605. All ten were promptly
sold for scrap to Hartwood Exports of Barnsley in May of 1974 and
broken up.
The second batch of Regent Vs lasted a little longer as some examples
were earmarked for use as service vehicles. Some even saw the orange
paintbrush!! No’s 382/3 and 387-389 were withdrawn in 1974. No’s
382/3 and 390 were to become trainers followed by 385 at a later date.
All with the exception of 390 carried orange and white livery for this role.
No. 387 became a rest room for use in the bus station between 1974 and
June 1977 and was painted all over orange. No. 382 then went on to
become a mobile office/rest room in September 1977, and was often
based in Central Bus Station. It was sold for scrap in October 1978.
No. 383 continued as a trainer until 1978 and 386 also had a short spell as
a trainer in 1975.
The entire batch had been withdrawn from passenger service by the end
of 1975. Only No’s 384/88/9/91 went for scrap without performing any
auxiliary duties. No. 390 was believed to be the last survivor of the initial
20 Regent Vs not reaching Barnsley until the summer of 1979.
The entire batch (408-419) was to receive the orange and white livery
between June and December 1975, as they were to put in a much longer
period of service with Cardiff. All were rebuilt between September 1975
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and May 1976 with a modified destination layout to enable them to show
separate route numbers. Consequently a few of the batch ran in orange
with the old style single piece destination box for a short period!
Following this modification the driver gained control of the blinds from his
cab which saved the conductor a job on the upper deck.
For a period between 1973 and 1976 most half cabs that had the old one
piece destination box, had alloy frames fixed to the front nearside lower
saloon window so that route number plates could be dropped in as
required. Part of the main destination box was then masked off. Quite an
untidy arrangement in my opinion!
CCT 416 looked a bit shabby by April 1972 (CTPG)
No’s 408 to 419 were to end up putting in nearly sixteen years service
with Cardiff. Pretty impressive! In its final year 419 was lent to Roath
depot for a while to help out. It was the believed to be the only Regent V
to work out of Roath. The entire batch was withdrawn in the first half of
1979. No’s 408/9, 412-4/6 went in the January with 410 and 411 being the
last examples to go in the June when half cab and crew operation finished
in the City.
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No’s 408/9, 412-419 passed to Way (dealer), Cardiff in June 1979. From
there 408 was bought for preservation by the Cardiff Regent V Group,
whilst the others were resold to Barnsley breakers for scrap. No’s 410
and 411 passed to a Barnsley breaker in January 1980. These were the last
Aces in the fleet, the end of an era!
Today No. 408 survives in preservation as the sole example of the 32
AEC Regent Vs to operate with Cardiff Corporation Transport Its
owners are the Cardiff Regent V Group. In 2002 No. 408 had its original
destination layout restored by Cardiff Bus and was given a repaint for the
Centenary celebrations that year. It has held a Class 6 PSV since 1994.
In 2008 it arrived at Barry depot where certain renovations are taking
place.
I would like to thank Dave Thomas, Peter Smith, Mac Winfield, Paul
Burgess, Allan Morse, Mike Street and the PSV Circle for their help in
putting this article together.
--------------------------------------
OOPS (4)
Western Welsh 300
(AKG 344) was a
Weymann bodied
Leyland TS8, new to
Bridgend depot in Dec.
1937. It is believed to
have been less than two
years old when this
collision occurred. A
few months later it
returned to Bridgend
where it spent all its
working life until
withdrawal in Oct.
1953.
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SEPTEMBER MEETING:
This was our annual joint meeting with the South Wales & West branch
of the Omnibus Society. The speaker was Noel Davies, the Marketing
and Communications Manager for Newport Transport. We learnt that
Newport Bus has seen recent growth to carry over 7.6 million passengers
annually on 87 buses using 150 drivers. The turnover last year exceeded
£10m. In May this year N.B. was the first Welsh bus operator to launch a
“Smartcard” system enabling a flat fare anywhere. Next year the company
plan to introduce a high-spec six wheel vehicles with an innovative and
informal seating arrangement for the X30 Cardiff service.
After the break, a slide show of older Newport buses was presented by
Chris Taylor.
OCTOBER MEETING:
On 20 th October a group of about 25 watched a slide show of images
taken by Alan Jarvis between 1949 and 1969. There were excellent views
of the final years of Cardiff trams including the last tram that ran on
20/1/50; also views of the Mumbles Railway which closed 5/1/60. More
numerous though, were interesting shots of steam railways in the Cardiff
area. Although infirm, Mr. Jarvis attended the meeting and gave some
comments on the photographs. However those at the back of the room
could not hear him due to the general hub-bub in the room. Come on
lads, give a thought to those who are not as vocal as yourselves and keep
your chatter until the break.
NOVEMBER MEETING;
Peter Heath of Cardiff Bus, the advertised speaker for the November
meeting, unavoidably had to cancel due to work commitments.
Our own Peter Smith stepped into the breach to present a selection from
his large collection of slides taken over the last half century.
Shown along with the buses of Cardiff and Newport were his beloved
trolleybuses. Also very interesting were his evocative views of bygone
Cardiff, featuring long gone pubs and cinemas. Peter also likes to include
the odd commercial vehicle which is most welcome.
Altogether it was an excellent evening.
Don’t forget! Our Quiz Night on Wed. 15 th December.
16

TRACING THE LEAK by Paul Burgess;
After a very long time indeed, the leak from Cardiff 585 that trailed an
oily stripe across the Garden of England has finally been cured. It took a
few weeks, and much uttering of obscenities, but it ran on Sunday 24/10
for about an hour with no signs of fresh leakage.
The 'leak' turned out to be two
separate ones, the lesser one having
been masked by the other. The leak
was hard to locate, but was coming
from the side of the engine tight against
the bulkhead, and dripping on the
exhaust. Later we narrowed it down
to the modifications made to the
600/680 for use in the Atlantean. Drive
to the fan and alternator on the
Altantean/Fleetline is via a shaft running
behind the engine, powered by extra gears in the timing case. It was the
drive flange mounting for this that was leaking. Later versions also had
provision for a hydraulic pump for power steering. These features were
not on the original 600/680, though a vaguely similar arrangement was
provided using belts for the PD2/3 dynamo drive shaft. In the
Atlantean/Fleetline, the earlier belt driven system would not have coped
with the combined load of alternator and fan, though there is a good bet
it was tried on prototypes.
Having examined the job before, we had been putting it off for ages
because of appallingly poor access. There are two choices- slumped over
the top and side of the engine, and semi upside-down through a hatch
under the back seat! Removing the drive flange revealed a torn gasket,
right next to a pressurised oil drilling; major leak explained! A new gasket
was duly made, and refitting it revealed two critical stripped threads. It
held long enough to show there was a second small leak though!
A bigger dismantling job would be required to get the necessary parts off
for attention. First the timing gear case had to come off, but firstly the
17

crankshaft pulley. This was a tight taper fit, the removal of which required
a professional hydraulic puller. Dismantling followed fairly quickly, though
one engine mounting had to come off to give clearance to remove the
timing case. With all parts now off, the full extent of the problems could
be assessed. Three threads needed repair, plus a number of gaskets
needed to be made. Some proper gasket material from the excellent
Sealmasters came in handy- no more dubious backs of cornflakes boxes
for me! It all went back together last week, with all (well almost all) of
the bolts tightening down properly. At the first start it was leaking heavily!
A string of expletives turned to relief when a loose banjo bolt in the
pressurised oil feed was discovered and tightened!
Now for a couple of weeks on other work while the bruises and sore
fingers heal up. I am sure it would have been easier with the engine out!
The next long standing job is the accelerator hydraulics, and two new
leaks- the axle and power steering fluid!
--------------------------------------
CARDIFF MODEL RAILWAY EXHIBITION;
On the weekend of 23/24 October the
group were asked to provide a classic bus
service to the Cardiff Model Railway
exhibition at UWIC on Western Avenue,
Llandaff. 12 trips in all were made with the
Rhondda AEC Regent from the Central
Station. The drivers who gave their
services were Martin Doe, Ian Barlow, Paul
Burgess, Richard Johnson and Alan Jones.
Lee Alder acted as conductor assisted by
Gethin Taylor. The Western Welsh Tiger
Cub of Paul Burgess, on display at the College entrance drew admiring
glances. We had a group stall in the college foyer selling books and
models. This, along with a generous donation from the C.M.R. added to
the CTPG funds. Thanks to Paul Gilbertson, Andrew Cremin, Gayle
Alder and Viv Corbin for their assistance on the stall.
18

19

Don’t all rush --- This was 1955!
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EDITOR’S NOTE ---- NEWSLETTERS FOR 2011;
It is planned to issue four newsletters next year as usual, but to set the
publication date forward one month with issues in January, April, July and
October. This change will have two main advantages. Firstly, reports and
photographs of the Barry Rally can appear in the July edition instead of
September as present. This would apply similarly for the Merthyr event.
It will also ease the load on Mike and me during the lead up to the rallies
to concentrate on the production of a good event programme etc.
As 2010 draws to a close, I personally celebrate the receipt of a free TV
licence and can’t quite believe it’s exactly 60 years since I left school, so
perhaps the odd spelling mistake can be aloud ---
Too old now to join the politically correct brigade, I’m comfortable living
in the past, the people there know me!
Thanks to those who contributed to the newsletter during the year. No
names! You know who you are! Trying to provide a balanced newsletter
means that some items sit on the shelf for a while, though, let that not
deter anyone from sending in new material.
Readers seem to have been impressed with the quality of newsletter
printing recently; this is thanks to Alan and his gang at --------------------
Barry Advertiser Ltd.
“For all your printing needs ring 01446 735452”
This postage stamp shows a 1960
Regent V of STCP, the Oporto Bus
Company. This was kindly sent in
by Mr. Ately. Thanks Phil.
Don’t forget our A.G.M. on Wednesday Jan. 19 th 2011 at 19.30.
21

About the CTPG
The CTPG lease the former Western Welsh Depot on Broad Street, Barry from the Vale
of Glamorgan Council. The CTPG organises two vehicle rallies each year and holds a
monthly meeting on the third Wednesdayof each month. Members receive a quarterly
newsletter and if they wish they can help to restore the Group’s buses, ride on them and
travel to rallies.
The Group aims to preserve representative samples of the buses that ran in South East
Wales and the Valleys, as well as memorabilia and records of the operating companies.
Annual membership of the Group is £15, which runs from the date of joining. Joint
membership is also available for £25.
CTPG Committee
Chairman
Deputy Chairman
Secretary
Treasurer
Membership Secretary
Mike Taylor, 10 Ger Nant Ystrad Mynach, Hengoed
CF82 7FE Phone;: 01443 862144
email: mikeystrad73@btinternet.com
Chris Taylor, 31 Heol Wen, Rhiwbina Cardiff CF14 6EG
Phone; 029 20693734
Gayle Alder, 16 Carter Place, Fairwater, Cardiff
CF5 3NP
Paul Hamley email: squash33@btinternet.com
Derek Perry, 11 Countess Place, Penarth CF64 3UJ
Other Non Committee Post Holders
Editor Viv Corbin email: viv.corbin@ntlworld.com
Webmaster CTPG Mac Winfield email: postmaster@ctpg.co.uk
Webmaster Bus Depot Matt Turner email: tmatt95@gmail.com
Publicity Officer Nicky Reason email: nickyreason@hotmail.com
www.ctpg.co.uk & www.thebusdepotbarry.org
Published by the Cardiff Transport Preservation Group
(Registered as a Charity No. 1063157)
The opinions and views expressed in this publication are not necessarily those of the
Group, its Committee or the Editor. Every effort is madeto give due credit for all
photographs and material used in this newsletter. Should there be any unintended breach
of copyright; the Editor must be informed to enable a correcting acknowledgement to be
made.
22

Views from The Bus & Coach Wales 2010 (Paul Hamley)
23

The former Southdown “Queen Mary” attracting the crowds at B&C 2010. (Ken Angell)
24