2011 – Issue 1 of 4

FREE TO MEMBERS
£1 TO NON MEMBERS
CARDIFF TRANSPORT
PRESERVATION GROUP
NEWSLETTER
www.ctpg.co.uk
REGISTERED CHARITY No. 1063157
ISSUE No.1 of 4 – JANUARY 2011
These are some of the vehicles currently housed at Barry Depot.
Why not arrange a visit. Ring Mike on 01443 862144
1

GLAMOUR COMES TO BARRY DEPOT
Above is a fashion shoot for the “Buzz” magazine. The models were Cathy Corry and
Jennifer Morgan. The wedding scene below was to promote a new bridal shop at Cardiff.
Photos; Aga Tomaszek and Paul Hamley.
2

CHAIRMAN’S MESSAGE;
A Happy New Year to you all and welcome to the first newsletter of
2011. As mentioned last month, newsletters will now be issued in
January, April, July and October, so that our rally reports are current
rather than appearing months after the event.
The weather has prevented much going on at Barry during December.
I think there was more snow than they have seen in many years.
However, the KMB Regent made it from Oxford, between the
snowstorms, and what a monster it is. Hopefully it will be available for our
rally and a road run this year.
Unfortunately the frost has damaged the internal paint work of the depot
again, more than last year in fact, so spring will mean a bit of tidying up is
required. Any Volunteers?
Pontypridd No.8 and the R&W Tiger are pretty much ready for MOT’s
and Caerphilly 32 has started to be prepared for painting, both inside and
out. Hopefully we can then get the cylinder head off the Jones Cub again
to see what is going on, it has a history of head gasket problems
stretching back many years. Cardiff 497 is still under preparation for
painting, more help would be appreciated.
I have plans to improve the outside of the Depot building this year, with
some new signage to show what the building is used for. Also I want to
see what’s left of the original signage, hidden behind the current cladding.
For those of you that enjoy your internet, we have a Facebook page. I try
to keep this up to date with photos of the happenings at Barry. The site is
open to all to have a look and add your own photos. We have over 110
friends at the moment.
2011 Agenda;
19 th January; AGM
16 th February; Cine Film Evening
16 th March; Peter Heath’s “An A to Z of buses and a few coaches”
20 th April; To be announced
Mike. Tel: 07796 265229
Email : mikeystrad73@btinternet.com
3

DEREK’S LOG; by Derek Perry;
UTG 313G AEC Regent V
The rear O/S flat panel had been marked and a hole cut to take the new
number plate panel, both rear panels were then fitted. Two wooden
wedges and some aluminium packing pieces had to be fitted to get the
outside bodylines correct. The number plate and lamp have been fitted.
The window surround pieces were in the box of bits, and have now been
sorted and fitted. The N/S curved corner panel had to be trimmed at the
bottom before fitting, but is now in place. The two N/S side panels that
fit to the corner panel had to be removed, adjusted and fitted with
packing, again to align the outer bodylines.
Some of the side window surround pieces are missing so new ones have
been cut and fitted. With the back end in place the O/S corner panel was
measured and cut to take the two lamps, the wiring that Graig fitted was
then connected to all rear lamps. The body trim strips have also been
refitted or replaced.
4

The N/S corner has had the higher panel removed as the top corner
timber was damaged. It was cleaned up and repaired, so the panel has
now been refitted complete with its trim strips. The job is at last starting
to look good.
Craig and Mike have been rebuilding the rear seat supports, refitting the
seat frame, and rubber matting to the floor. The rear seat supports have
been cleaned, undercoated, and finished off using the outer blue. The seat
pads on the lower level have been removed and the frames painted black,
by Viv Corbin,
A decision was made on how many panels were to be painted; filling and
rubbing down then took place. The cream top panels have been painted
with two coats of enamel and look very good. The blue paint which came
with the vehicle is cellulose based and has not taken to being brushed on;
we also find that it is not drying. We have since found out that the paint
is what is called “two-pack” and has to have a hardener mixed with it
before spraying on. As it has not hardened we have been able to wash it
off with thinners but some areas had to have paint remover and were
cleaned all back to bare metal. The area was undercoated and a tin of
enamel obtained and three coats applied. The rear lights were fitted,
together with the number plate. Apart from the hinge bolts the outside,
the rear is finished. Oops! I take that back, it seems the earth connection
of the number plate lamp is not up to the regulations, so insulated bulb
holders have been fitted and a cover plate made and fitted.
The floor has been patched upstairs and down, an inspection panel in the
floor was lying a little low and had to be packed up to the same level as
the rest of the floor. Paul Gilbertson and Richard Evans have been
cleaning out the inside and painting the upstairs and downstairs floors and
Viv Corbin has painted the upstairs seat frames.
Richard Fitzjohn and myself rubbed down and painted the inside blue
panelling (there is a lot of it). The seat pads have been sorted, using some
stock from the store room, and fitted into place. Peter Smith washed
them and applied a leather balm to soften and shine them.
5

GNY 432C Leyland Titan
When assembling the rear emergency door, a little trimming of the
aluminium strip we had fitted around the frame was necessary. The outer
skin then fitted into place using longer screws in the original holes.
Crimping the edge of the skin onto the edge trim made the whole job
solid. With the Formica cleaned up and glued back into place with the
locking bar and handles refitted, the door was ready for refitting.
With the help of a third pair of hands, (Namely Mike) longer screws have
held the three hinges back in place.
A trim strip fitted around the door on the body also holds a rubber seal
for the door to fit against, needless to say the rubber has had to be
replaced. Rubber matting was cut to size and the trim screwed back onto
the body. The door closes and locks; another job completed.
The lower emergency door on the side of the vehicle was seized shut; the
handle was the first thing to free off, followed by the piano hinge at the
top of the door. We then found that the hinge fitted flat on the outside
6

of the body, riveted to the door and held onto the body by screws
through the half round trim strip. Half of these screws were not holding,
but after replacing them with new screws, the hinge held firm on both
sides allowing the door to be worked back and forth until free.
The six air vents on the roof have been flattened by passing trees and
suchlike and were accessible only by the scaffolding tower. Peter Smith
bravely took to these heights in an attempt to remove them. They are
made up of a base plate with three separate shaped covers with gaps
provided to let in the air; these are then bolted onto the roof with round
headed bolts that would not shift. Peter has spent time in straightening
them in place as best he can but it was decided to remove them. The
front sections, having had the most damage, resisted normal removal so
the angle grinder was used to remove the bolt heads and the panel. On
the bench panel beating has made it reusable, and it has been pop riveted
and sealed back in place. Five more to go!
In the attempt to
remove the outer
vents, an inner vent
cover (pictured)
was removed to
access the inner
nuts. On removal
these vent covers,
which are made of
copper, appear to
be covered in a
thick layer of plastic
material that is no
longer adhering to
the surface; we have decided to take them all off, to strip and paint.
Richard Evans spent a day removing all traces of the coating and they are
now ready for painting.
Rubbing down further sections of bodywork is now going ahead; small
indentations are being filled and smoothed. With the improved facilities
we now have, we have looked more critically at three panels to the front
7

of the N/S rear wheel. Corrosion has taken place and the decision has
been taken to remove and replace them. The side trim just to the rear of
the front N/S wing has loose screws. We have now obtained longer
screws and the fitting of these have rectified the problem.
Peter Smith has had a look at the front folding doors. The left hand
rubber seal disintegrated long ago and a repair on it has also collapsed.
All the remains have now been removed and a new rubber fitted into
place. The loose cross trimmings at the bottom of the doors have now
been re-screwed, and rubbing down is taking place. When the doors are
closed the top fits fine, but the bottom overlaps. The rear bottom hinge
swivel is a round bar which is badly worn and rusted with the surrounding
support brackets practically non-existent.
The area has been cleaned up, a new support made and welded into place
and painted with red lead. A panel has been made and fitted to the body
below the folding doors. Panels have also been made and fitted to the rear
N/S corner, inside and out, and trims fitted over the joins.
The rear emergency door has also received our attention; the outer edge
of the wood frame has rotted. Attempts to remove the door failed, so
the trim strips have been removed and the lower part of the outer skin
has been taken off and a repair to the wood frame has taken place. We
used a metal plate along the bottom for the skin to fold over, the skin has
now been checked over, cleaned up, and refitted.
Now that the rear and door panels are fitted, the hinge pillar is seen to be
in too far at the centre hinge and is pulling the door out of line with the
body; some adjustment has had to take place.
(what chassis is this?)
8

DWO 123
AUTONUMEROLOGY;
This was the term used to describe the hobby of noting vehicle number
plates, whereas nowadays youngsters would probably just use the three
letter word – ‘Sad.’ However as bus enthusiasts, it was and still is,
common for us to use motor tax records in our hobby.
In the late 1940s a brown covered booklet was published called ‘Where’s
That Car From?’ which listed all the registration letters issued by the
various County Councils and County Burghs. A year or two later the
Measham Motor Auctions produced a little green booklet giving the dates
of when the various registration letters were issued, which was of great
help to the enthusiast. I still have my copy. (How sad is that?)
Much of the detail from these books was committed to memory, but now
60 years on most of this has gone (How sad again). Carved in stone
though are the registration marks used in the south east of Wales, i.e.
Glamorgan’s NY,TG, TX; Cardiff’s BO, KG, UH; Monmouth’s AX & WO
along with DW and HB from Newport and Merthyr Tydfil. These were
normally issued alphabetically in their own areas; but with some
exceptions. These were also the most numerous to be seen on the buses
and coaches I used to see travelling to Barry Island in the late 1940s.
When three letter registration marks began to appear, (Staffordshire was
the first in July 1932 with ARF 1) it was decided that certain letter
combinations would be omitted where they may cause offence, e.g. BUM,
GOD, JEW and SEX etc.
However, in 1958 it was considered fine to issue PAK in Bradford, but I
doubt if that would be the case these days. A few years later Essex C.C.
issued LOO and POO (in numbers first format).
Strangely, Monmouthshire’s DWO mark was not issued. Does anyone
know why? It was thought perhaps there was an irreverent meaning in
the Welsh language, but this drew a blank. There are very few words in
the English language begin with DW; and anyway Newport C.B.C. didn’t
have a problem issuing DW marks.
9

In Sept. 1939 when DAX 999 was reached, Monmouthshire Council saw
fit to leave out DWO and jump straight to EAX 1. Similarly in May 1962
when the reversed 999 DAX was issued it was followed by 1 EAX.
Even with the year suffix plates (issued locally as ‘B’ from Feb. 1964) poor
old DWO was again omitted.
In 1974, local authorities that issued vehicle registrations were replaced
by Local Vehicle Licensing Offices (LVLO’s). Initially, there were 81
LVLO’s but these have since been reduced to 39, and now called DVLA
Local Offices. The former Glamorgan, Cardiff, Monmouth, Newport and
Merthyr index marks were then issued from a new office at Cardiff.
Following the introduction of prefix registrations in August 1983, again
DWO escaped. Then suddenly, I think was about 1997, Voila! DWO
was issued at last (I think with an ‘R’ prefix). This prompted me to write
to the Cardiff VRO at the time to ask why this particular combination of
letters had not been used before. They replied that they were aware that
DWO had not been used before, but had no idea why. So does anyone
know why? Or who cares? Of course the three letter combinations
issued from Sept 2001 are random and have no significance. Another
facet of motoring history had disappeared. (V. C.)
----------------------------------------
DECEMBER MEETING;
Our annual quiz night, once again hosted by Chris Taylor, was enjoyable
and well attended. The room was split into four teams, which included
two guests from Somerset. Obviously most of the questions were about
buses, their operators and manufacturers, but a variety of transport
related subjects were touched upon. For instance, did you know that the
Chinook helicopter was named after a wind that crosses the Canadian
Prairies? There was no cheating of course, just a bit of gentle earwigging.
During the break, mince pies and sausage rolls were handed
around – lovely! Chris was assisted by Nicky Reason who asked us to
identify pictures of old road traffic signs. Well, some of us don’t even
understand the current signs! Modesty prevents me from naming the
leader of the winning team, but I’m sure they will be out to get me at the
next quiz night.
------------------------------------------
10

Oxford Bus Museum Mini-Running Day, 21st March 2010
by Berwyn Prys Jones
Colourful full-page adverts in the March edition of Buses magazine and the
April edition of Bus and Coach Preservation highlighted several attractions
of the Oxford Bus Museum’s March mini-running day: the unusual if not
unique City of Oxford livery on two AEC Regents and the launch of two
books including one in Presbus’s ‘Return Journey’ series on the City of
Oxford fleet itself. A visit to the museum at Long Hanborough some
years ago had made me promise to myself that I’d return for a running day
at some point and this seemed as good a time as any. An early start from
Cardiff should have made it an easy journey but finding Long Hanborough
wasn’t as simple at it looked on the map.
Arrival at Long Hanborough was a little later than the official ten o’clock
start, but I needn’t have worried. Though a small group of people had
already parked their cars in the car park the gates weren’t yet open. The
advert had said 10.00am but no-one inside the museum yard seemed keen
to open the gates and the stallholders were still unloading their
merchandise. It was 10.30 by the time the gates opened and a small
crowd of us swarmed into the museum shop to pay our entrance fees.
Any delay was swiftly forgotten for in the yard stood the magnificent
lowbridge Weymann-bodied AEC Regent III PWL 413 with its livery
sparkling. It was something of a disappointment, though, to find out that
it wouldn’t be loading up and leaving straight away: there’d be an hour’s
wait before departure. An hour, though, provided plenty of opportunity
to photograph PWL and the other buses on show before too many other
people arrived and made photography difficult.
In the first shed on the left were the East Lancs-bodied Dennis Loline 304
KFC and exposed-radiator AEC Regent V 956 AJO along with 14 LFC, the
Wadham-bodied one-and-a-half decker coach of the Morris Motors Band,
which by comparison with the ex-City of Oxford buses was in a rather
drab livery of dark blue and cream. Still it reminded visitors that the bus
museum site also houses a small but intriguing Morris motor museum
filled with all kinds of Morris memorabilia, including a bull-nosed Morris
11

and a Morris Minor police panda car of a design that always seemed to me
to be too rickety to uphold the full majesty of the law.
The Morris Motors Band coach must have given players an exalted view of their
performance.
In a further shed stood a few more AECs, the most striking one with
Metal Sections bodywork and an ABW 225D registration plate displaying
‘Kowloon City Ferry’ on its destination indicator. That and its slightly
awkward-looking bulk proclaimed it had spent some years away on distant
shores. Beside it stood AEC Reliance bus 756 KFC, of which more later.
Tucked away at the back was OFC 393 another AEC Regent III, this time
with a highbridge Weymann body. It was, though, in a plain dull red. Was
that the livery of a subsequent owner? Chris Butterfield of the Museum
explains, “Each December (see our website diary for details) we have
Santa days when children visit Santa in his grotto. For the last two years,
we have used this bus, but it was thought it would look more festive
painted red.” In front of it stood a dilapidated (or should I say ‘unrestored’)
Morris 8 Series E which brought back memories of the one my
12

parents owned many years ago and featuring, even then, a sunshine roof.
I can just about remembering standing on the a seat with my head out in
the fresh air ...
In a shed at the far end of the site was the Willowbrook-bodied DP32F
AEC Regal III NJO 703. Unfortunately it was being worked on and looked
unlikely to be running at all that day.
Parked alongside the museum building was the Northern Counties-bodied
AEC Renown FWL371E with its rear emergency door open. Behind it,
slightly incongruously, stood a Citaro, bringing a taste of modernity to the
whole show. What made me laugh was the large photo on its rear of a
young couple kissing rather passionately. Well, I suppose sex will sell
almost anything, but give me City of Oxford’s old livery any time!
The museum building itself, funded by a handsome lottery grant, has
plenty to fascinate even those least interested in buses. Apart from the
vehicle there are plenty of old photographs and examples of old signs and
so on – a really good collection of memorabilia. Human interest is added
by having models of people placed here and there, including inside some
of the buses themselves. I stepped into an OB, JVF 528 ex Bensley of
Martham, and was startled to find I wasn’t on my own as I’d supposed.
There was a very life-like ‘driver’ at the wheel.
At the entrance to the building, incidentally, there’s an unusual exhibit, an
ex-City of Oxford Duple-bodied AEC Regal III OFC 205, pretty much as if
it had been left on a farmyard and allowed to deteriorate slowly in the
wind and the rain. Just inside the open door stands a hen (a plastic one,
naturally) but every now and then a recorded squawk gives some added
atmosphere (and frightens and delights the visiting kids) ...
As I stood there waiting to photograph the coach, a mother was busily
explaining the exhibit to her young daughter and it was great just to listen
to her, as a non-enthusiast, describing how people used to travel and
what kind of buses they used. The museum was obviously justifying its
existence and its heritage lottery grant.
Other interesting exhibits included JO 5403, a Brush-bodied open-top
AEC Regent 661 looking old but dignified and the chassis of JO 5032, an
AEC Regal 642 with ‘Regal 4’ (not ‘IV’) on its radiator.
13

(PSV Circle records show JO5032 was new as Oxford 41 in 1932, fitted with
the A139 AEC 5.1 litre four cylinder petrol engine and a Weymann 32 seat
body. The Regal 4 was introduced to compete against the Leyland Lion, but had
little success as only 177 were built. Ed.)
A venerable ‘Joe’ without the lid on.
Also on show were SFC 610, a Willowbrook-bodied centre-entrance
AEC Regal IV coach and TWL 928, a Park Royal-bodied AEC Regent III.
The latter had been used in the advertisement for the mini-running day
but sadly wasn’t in use today. There too was the Denis Loline I/East Lancs
305 KFC with its side panels removed and the bonnet left open so that
visitors could see for themselves the various parts of a working bus.
Harking even further back are several buses in various states of undress,
as it were, mainly early Daimlers with their chassis and wooden frames
clearly visible. The museum certainly packs in a lot in a comparatively
small space and is worth visiting several times to really appreciate all it has
to offer. As it was coming up to 11.30, the first trip of the day was due to
14

depart and PWL stood invitingly in the yard. Too invitingly perhaps, for
when I clambered up the stairs eager to sample the somewhat mixed
delights of travelling on a lowbridge I found it had already attracted far
too many people. A quick retreat to the downstairs saloon was called for.
Off we eventually went, out of the museum yard into the Hanborough
station yard and along the narrow road to reach the main highway to
Oxford. It was to be a very pleasant round trip of some five or six miles
including a fairly twisty stretch through a small village, a mile or so out
into the countryside, and then about a mile along a dual carriageway past
an airfield and on to a small estate of offices and car showrooms.
The driver pulled up at a bus stop on the estate and the conductor who’d
issued us with proper-looking Oxford Bus Museum tickets announced a
photo-stop. Gentlemen with cameras duly got off and photographed PWL
to their heart’s content.
One enterprising gentleman had solved the conundrum of how to
combine filming the bus with travelling on it at (almost) the same time. He
had a quiet word with driver, proceeded down the road to a nearby
roundabout and filmed the bus going past. Just down the road the bus
driver pulled up while the gentleman with the video camera ran after the
bus and jumped back aboard. A good enough idea for me to follow his
example on the second trip ... We made our way back to the museum,
most of us (enthusiasts anyway) thinking we could enjoy a much longer
trip on this bus.
Back at the museum it was time to visit the stalls and relieve them of the
City of Oxford book and a DVD of the Lathalmond Running Days (though
unfortunately – but perhaps fortunately for viewers - not of the one that
Mac Winfield and I visited last May).
By this time, the exposed-radiator AEC Regent V, 956 AJO, had been
brought out. Its highbridge Park Royal body suggested that despite being
seven years younger, it might well belong to the same batch as PWL 413.
On the road, though, it was another matter. With a lighter body and
despite having a smaller engine, it was a very different creature and
appreciably quicker. We followed the same route as before with the
same photo-stop.
I walked back to the car to find, as I did at Lathalmond, cause to ask
“Haven’t I seen you somewhere before?’” this time to Geoff Phillips of
Neath, another CTPG and PSV Circle member. He had, as it happened,
15

parked his car right next to mine. We had a chat and he pointed out the
similarities between the vehicles bought by City of Oxford and South
Wales Transport. We wondered what had happened to the ex-James of
Ammanford Atlanteans that had migrated to City of Oxford and lasted
there for quite a while. Did any still exist?
We then went our separate ways until we met again on the Regent V’s
second trip. By then, the AEC Reliance had been added to the two
Regents as running vehicles, so at the photo-stop we swapped the Regent
for the single-decker for the return journey.
AEC come ….. AEC go ….
Filming the Regent V’s last departure brought a very enjoyable and
memorable day to an end. The weather had been mostly sunny, if a little
chilly, and as I drove back I wondered whether, given that the day had
attracted some two hundred people to Long Hanborough, it might be an
idea for CPTG to organise the occasional mini-running day at Barry depot.
It’s easy to think, of course, but much harder to organise.
16

Any disappointments? Yes inevitably, but for all the right reasons. More
buses, more routes, and more run-pasts! It was, after all a mini-running
day. My expectations had been amply fulfilled and I was left wanting more.
As that’s all a mini-running day can hope to do, it gives me a very good
reason to pay another visit.
I’d like to thank all those at the Oxford Bus Museum who put on such a
special mini-running day and in particular, thank Chris Butterfield for very
kindly reading this article, solving the occasional mystery and keeping me
on the straight and narrow.
For further information visit their website.
www.oxfordbusmuseum.co.uk
--------------------------------------
OOPS (5)
A ‘fresh-air’ Atlantean. VKG 329 of Western Welsh was based at Cwmbran depot when this
accident happened in July 1966. Cwmbran seemed to have more of these incidents than other
depots. Deckers were then quite a new type of vehicle to the depot. Many Cwmbran drivers
were from the former Pontnewynydd depot which used single decks only. 329 was repaired in
six months, but was transferred to Bridgend depot
17

The poem on the following page was penned in the early 1980’s by David
B. Lloyd, of Llanelli, a former driver for South Wales Transport.
He gave your editor permission to print it in the February 1988 issue of
the National Welsh magazine ‘Newslink’.
Although having lost contact with Mr. Lloyd, I’m sure that he would be
pleased that his excellent little poem has had another airing almost 30
years after it was written.
18

LONDON TO CARDIFF IN 1931;
(1) (5)
Today’s long-distance express coach “We reach the town in time for lunch.
Is certain to provide
(I get hungry on these trips)
The last word in efficiency –
I’ll have to fuel up the coach,
A service nationwide.
Then buy some fish and chips,
It wasn’t such a rosy picture
The garage closed for holidays
Fifty years ago;
Now that could spoil my plans,
The ‘good old days’ were not so good, But I have more luck in Northgate Street --
As these few lines will show.
It’s Pratt’s and sold in cans”
(2) (6)
Let’s join the London to Cardiff coach “We cross the River Severn,
Those many years ago.
Then we’re on the road to Ross;
We ask the driver of the roads; The market’s causing quite a jam --
“And were they fast or slow?”
The cattle have to cross;
“No motorways for us” he says.
We stop again. The radiator
“No rapid cruising speed,
Shimmers in the sun.
Just narrow twisting stagecoach roads At last we’re clear, then into Wales
That hinder and impede”
To make the homeward run.”
(3) (7)
“The journey takes eight hours or more “I’ll have to stop at Newport --
In this old coach of mine –
There’s a parcel in the coach
From London’s cobbled streets we start, For the draper in the High Street
And though it’s not yet nine. He waits for our approach --
There’s horse dawn vans and hackney cabs, He wants to keep me talking,
And many an open bus.
But I’ll have to get away;
But pressing on, we leave the town, There’s only twelve more miles to go,
Its bustle, noise and fuss”.
It’s been a long hard day.”
(4) (8)
“Our first stop’s Oxford at eleven, “At last we enter Cardiff,
And at the Café Royal
And draw in to our stand.
We stop for coffee while I check
A lady sitting at the front
The water and the oil.
Slips sixpence in my hand.
At quarter past we’re off again Thank you driver, safely home --
And rumble out of town;
There’s tired you must be!
It’s fifty miles to Gloucester now
Tired? Yes, I’m fit to drop,
So I keep the throttle down”
But I’m used to it you see.
19

20

HONG KONG PHOOEY
On one of the coldest evenings of the year the former Hong Kong AEC
Regent ABW 225D arrived at Barry Depot in a cloud of white smoke.
The owner, John Shearman of
Tunbridge Wells, had driven it
down from the Oxford Bus
Museum where it has spent the
last 23 years. After a 130 mile
journey via Gloucester, Ross
and Monmouth, he was
absolutely frozen and had to be
helped out of the cab. What a
hero! Also, what a monster
the Kowloon Motor Bus A165 is. It seats 90 plus 24 standing in its Met-
Sec body. The pump will need attention to cure the smoke problem, but
we hope to give it a run when the better weather arrives. The owner has
promised to send the history of this vehicle to include in a future issue.
(lower photo at Oxford, L. Mountjoy)
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 Wednesday of 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 made to 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.
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It was nearly 40 years ago that Cardiff Corporation chose a new livery of light orange.
How time flies! ----These young ladies are probably grandmothers now.
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