2010 – Issue 2 of 4

FREE TO MEMBERS
£1 TO NON MEMBERS
CARDIFF TRANSPORT
PRESERVATION GROUP
NEWSLETTER
www.ctpg.co.uk
REGISTERED CHARITY No. 1063157
ISSUE No.2 of 4 – 2010
DID THEY EXCEL?
Inside this issue Andrew Wiltshire explains all about the
Optare Excels, their short life with Cardiff Bus and their
subsequent life with other operators.
1 1
1

A SLICE OF THE CAKE (1);
Cardiff has seen two blue & white livered rival bus firms looking for a slice of the cake. For
three years from Sept.1993, Cardiff Bluebird competed on several city routes. Seen here are
MAU 619P one of the unusually styled ex. Nottingham Atlanteans at Beechley Drive, Pentrebane
on 10.9.95 and one of the two new Darts, M200 CBB in Wood St. on 22..3.95 (Mike Street)
2

CHAIRMAN’S MESSAGE;
Welcome to the summer edition of the CTPG newsletter. We are now
well into our annual calendar having just had this year’s first evening road
run in Gwyn Gardiner’s National 2. A good run to Porth was undertaken
with enough time for a pint whilst the National visited its old home. It is
incredible that this bus is almost 30 years old!
For our June run on Wednesday 16 th we have been invited for a tour of
the BBC at Llandaff. I hope that we can be transported down in summer
sunshine aboard the freshly MOTed open top 434. Those who do not
wish to visit the studios can visit the Heathcock pub.
In July we will be travelling on the Leyland PAX 466F which will kindly on
long term loan from Julian Peddle and in August, Mike Walker will be
kindly providing something from his Bristol fleet.
I have received confirmation that Merthyr College and Council will be
supporting Bus & Coach Wales again this year, the date is set for Sunday
5 th September.
We attended the Bristol Harbour side Rally on Sunday 16 th May with our
stall aboard HWO 323 and Richard’s MW coach. Both performed
faultlessly and the weather remained mainly dry allowing us to have a
good day on the stall.
In terms of our running fleet, the addition of PAX provides us with a nice
mix of old and new buses. My aim is to have Pontypridd No.8 on the
road this year. Extensive bodywork repairs have been performed, so
fingers crossed. Keep them crossed as well that we might see the Swift
return at some point this year, as repairs are progressing well.
Please keep supporting the group if you can, remember there is a lot
more to do than drive and maintain the buses.
Mike
Tel; 01443 862144 Email; mikeystrad73@btinternet.com
3

MARCH MEETING;
It was pleasing to see a better attendance at this meeting.
Around 30 members and guests gathered to support a presentation by
our member John Jones. John gave us a tour of Wales using slides of
buses all taken in just one year, 1990. It was surprising to see the changes
that 20 years has brought to both the bus operators and the vehicles.
After the break Chris Taylor presented an informal quiz on some of the
operators and buses we had seen. Many thanks were given to John and
Chris.
APRIL MEETING;
Bob McCoy was the speaker for the April meeting, who although an
Englishman, entitled his talk ‘Travel in the Valleys’. Mr. McCoy recalled
the travel situation at Merthyr Tydfil in the early 1920’s when the town
was served by the B.E.T. owned tramway and independent bus operators.
In 1924 the Merthyr Council began operating buses, which Mr. McCoy
said was a brave move in a depressed area with so much unemployment.
After a break his theme moved on to the post WW2 years in Cardiff
when the tramway system was on its last legs. We heard that politics
played a part in retaining electric traction in the city including the
trolleybus extension to Ely as late as 1955.
MAY EVENING ROAD RUN;
The first road run of the year was in Gwyn Gardiner’s pristine former
National Welsh Leyland National 2, BUH 240V. We travelled up the Ely
Valley to Porth to where this bus was first allocated in 1980. It later
worked at several other depots including Cwmbran.
The Mark 2 National was arguably the best version of a maligned model
that certainly exudes a flavour of the 1980’s.
N/Welsh only bought 3 examples whereas they bought over 200 of the
original version. By 1988 N/Welsh were in dire straits and the 3 Mk 2’s
were sold to Burnley & Pendle while they were still worth some money.
Please turn to the back cover for a photo taken at this event.
4

CARDIFF’S BUSES by Andrew Wiltshire
Here today gone tomorrow……………the brief Excel era
Fleet numbers: 201-215
Registration number: R201-215DKG
Chassis type:
Optare Excel L1150
Engine type:
Cummins 6BT 6 cylinder turbocharged
Gearbox:
Allison B300R “World” series
Overall length: 11.5m
Brakes:
Air
Suspension:
Air
Body manufacturer: Optare integral
Seating layout:
B42F
Year built: 1997
Date of withdrawal: May to July 2000
The Optare Excel was to be the first purpose built low-floor single decker
to be produced by this Leeds based bus builder. It was a full-size bus
launched in 1995 and replaced the more conventionally built Delta. It was
constructed as a fully integral vehicle and the styling of the body, whilst
quite obviously Optare, was very striking and incorporated a very deep
windscreen above a simple flat front panel. The bus was available in four
lengths, 9.6m, 10m, 10.70m and 11.50m and given chassis codes L960,
L1000, L1070 and L1150 respectively. Seating usually ranged from 27 in
the L960 up to 45 in the L1150, but varied to suit individual customers’
requirements.
The first example was N330 EUG, a 10 metre demonstrator built for
Optare’s own use in 1995. This was followed in 1996 by four 9.6m
examples for Thorpes of London and eight 10.7m models for Blackpool
Transport. The Excel became very popular with orders coming from
both large and small operators. The bus was updated in 1999 with the
launch of the Excel 2, which offered the Mercedes Benz 900 series engine
as an option but retained the same Allison gearbox. This was available in
three lengths 10.7m, 11.5m and 11.8m (L1180). The new long 11.8m
version was favoured by Wilts and Dorset and Trent Buses.
5

In all about 610 Optare Excels were built between 1995 and 2004 and
included fourteen 11.8m left hand drive models for a Hungarian operator.
A late Excel 2 model was YN53 ELH, an 11.8m model built for Optare’s
own account, and later purchased by Welsh operator Richards Bros of
Cardigan with whom it was still operating in 2009.
The early Excel did not have a particularly good reputation for reliability
and many fleets took the opportunity to dispose of them prematurely.
Excel 204 en route to Heath Hospital. (A.W.)
Cardiff’s Excels
It didn’t come as much of a surprise when it was announced that Cardiff’s
first low-floor buses were to be from Optare, as they had previously
supplied large numbers of the Metrorider model between 1990 and 1996.
They were sold to Cardiff at a low price in an attempt to establish the
model in the market place. Fifteen L1150 model Excels were ordered for
delivery in 1997 and would take fleet numbers 201 to 215, marking the
commencement of a new series. They were painted in a similar style to
the seven Darts (023 to 029) delivered in 1995, being white with an
orange roof and a brown skirt. However the Excels had branding applied
6

on all four sides which featured the slogans ‘Easyrider’, ‘Low floor bus’
and ‘Easy Access’ with the fleet-name being Cardiff Bus, Bws Caerdydd.
They started to arrive in October 2007 with the last three (213-215)
arriving the following month. 201 and 202 were initially used for driver
training in October, while 204 appeared at the Motor Show at the NEC in
Birmingham the same month. November 3 rd saw the entry into service of
202 to 212, and before too long all fifteen were earning their keep. Most
were used on services such as the 8 and 9A serving Heath Hospital,
Grangetown and Cardiff Bay, but could at times, also be found working to
Thornhill or Pontprennau.
It was announced in 2000 that all fifteen would pass to Reading Transport
to replace the last of the former Reading Mainline Routemasters. The
reason being that in Cardiff, they were not considered to be a very
suitable vehicle by either the Managing Director or the Fleet Engineer.
This was down to three main problem areas that were identified at an
early stage.
The most serious issue concerned the body structure, and corrosion was
identified at a very early stage and was most probably going to be a very
major problem in due course, worse than the Metroriders! Secondly
there were structural problems with gearbox, and the actual gearbox
mountings breaking away from the under-frame of the bus. The final issue
was that of fuel consumption, these buses were thirsty, returning figures
as low as 6mpg at times. It was felt that they were unsuitable to form the
basis of a ‘standardised’ fleet of full-size single-deck and midibus type
vehicles from the same family that used the same common parts and units.
The Dart on the other hand was considered ideal.
Detail differences after two years in service saw 206 lose its Easyrider
logo from its windscreen, while 207, 211,212 and 214 had much smaller
logos than the rest. 204 had a small one then a large one. Towards the
end of their short lives in Cardiff they were allocated to the Ely routes 17
and 18. Their place on the Ely routes was taken by a batch of new SPD
type Darts that entered service as 361-9/71 in August 2000.
7

8

Life after Cardiff
The first of the batch to leave Cardiff were sent to a bus works in
Rotherham on 4 May 2000 for some refurbishment work, and by the end
of the month 201 to 205 had departed Cardiff, and been allocated Reading
fleet numbers 946 to 950. The remaining buses 206 to 210 went by the
end of July becoming Reading 951 to 955, and followed by 211 to 215 in
August becoming Reading 956 to 960.
Excel 207 heads west over Ely Bridge (A.W.)
Although Reading had a large fleet of Excels, the Cardiff Buses had several
features that existing Reading examples did not have. After a spell of only
eighteen months in Reading R206-215 DKG were sold to Eastbourne
Buses in exchange for six Eastbourne Optare Spectra double-deckers.
The ten Excels settled into life on the South Coast as Eastbourne (38 to
47) and gained that operator’s attractive blue and cream livery. They
were to remain unique at Eastbourne.
Meanwhile back in Berkshire the Reading undertaking was starting to
experience problems with the Excel model, and was looking to
commence disposal of some early examples. By February 2005 they had
withdrawn a number of their own examples and found a ready buyer in
9

New Zealand. This exercise was repeated in March 2005 with the five
remaining former Cardiff buses R201-5 DKG. They were driven down to
Southampton docks on 17 March for loading onto the ship Tarago for
onward shipment to New Zealand, travelling out via the Panama Canal.
They had been purchased by Ritchies Transport of Auckland and upon
arrival they were converted to dual-door forty seat buses as follows:
new fleet no: new registration:
R201 DKG…..…...671…………… (CSM 936)
R202 DKG……….672…………… (CSM 933)
R203 DKG……….673…………….(CSY 461)
R204 DKG……….674…………… (CSY 465)
R205 DKG… ……675 ……………(CSM 934)
Entering service in the August, this is likely to be the last we hear of these
five buses!
R214 DKG in Eastbourne’s pleasing blue and cream livery (Mike Street)
Back in the UK in 2005, Eastbourne had repainted at least one of the
batch in their new predominantly blue fleet livery, but this did not prevent
10

all ten from being advertised for sale by the end of the year. In 2006 they
were sold as a batch to the South Gloucestershire Bus Company. They
would be based at Patchway near Bristol for use on local services, and
they gained an all over white livery. South Gloucestershire sold out to
the Rotala Group in late 2007 and their stay at Patchway would be rather
brief as reliability issues continued. With the exception of 208/10 which
stayed behind to work for the newly named Wessex Connect fleet, the
others moved north to Birmingham to work for the Central Connect
operation, 208 and 210 later joining them.
By April 2008 all ten were up for sale once again! It is thought at this
stage that they all passed to Dawson Rentals (dealer) shortly after, who
was faced with the task of ultimately finding buyers for them. However,
initially, many went out as loan vehicles to a number of different small
operators.
In July 2009 that situation was believed to be as follows: 211 and 213 had
found a new home with TM Travel of Halfway, Sheffield joining a small
fleet of Excels with this expanding operator. Initially 208-10/12 went on
loan to Red Arrow of Huddersfield while this new operator established its
own fleet of buses. 210 spent a short spell on loan to Meakin of Crewe
while 207/12/14/15 went on loan to Premiere of Nottingham by
December 2008. It is thought that 207/12/15 were subsequently
purchased by Premiere. 206 remained unused since leaving Central
Connect, and its location is unknown. 209/10/14 had passed to Ventura
Bus and Coach Sales by early 2009.
In conclusion the story of Cardiff’s Excels (201 to 215) is one of a batch of
buses that should never have really been purchased by Cardiff Bus. Apart
from the five that escaped overseas, the others seem to have been passed
from one fleet to another. The only real attraction to a prospective
buyer I suppose is that they are modern looking low-floor buses. Now at
twelve years of age, their poor reliability and corrosion issues will mean
the writing has to be on the wall for the ten that survive in the UK. Also
of interest and worth mentioning briefly, as they are Welsh Excels, are
the three 10.7m buses that Bebb of Llantwit Fardre purchased in 1999.
Registered V78/9,81 JKG, they were sold by 2004 after a troubled
11

existence, and passed initially to Weavaway of Newbury, but have since
moved on.
I would like to thank Gareth Stevens of Cardiff Bus and Alan Kreppel
formerly of Cardiff Bus for their help with this article.
Latest News; Cardiff Excel R209 DKG is now back in south Wales with
Edwards Coaches, Llantwit Fardre. See back cover.
Editor’s Note; The Excels may not have been an operational success in
Cardiff but they were certainly good to drive. In Nov. 1997 your editor
transferred to the Heath Hospital roster and was impressed by the
handling and speed of the brand new Excels.
By the way, Andrew’s latest book, the excellent ‘Independent Buses in
South & West Wales’ is still available from the Ian Allan shop.
------------------------------------------------------
OOPS (2)
This Western Welsh archive
photograph is thought to
have been taken in the late
1940’s. It was said that one
of the company’s two Ford
V8 4x4 former gun tractors
assisted with the recovery.
The photo is the right way
up, it’s jut the bus that isn’t!
Bus 188 (KG 7038) was a
1936 Roe bodied Leyland
TS7 allocated to Aberdare.
De-licensed in Sept. 1952 it
was sold as scrap to James
Thompson, Cardiff in Dec.
1952.
12

GROUP VEHICLE STATUS LIST;
(CTPG vehicles under cover in Barry Depot)
1951 LNY 903 Leyland Titan PD2/12 / Leyland L27/28R ex. Caerphilly 3 (u)
1958 TAX 235 Bristol Lodekka LD6G / ECW H33/27RD ex. R&W L358 (rp)
1958 XNY 416 Guy Arab LUF / Longwell Green B44F ex. Aberdare 14 (u)
1958 889 AAX Leyland Tiger Cub PSUC1/13 / Weymann B44F ex. Jones 98 (rc)
1961 XUH 368 Leyland Titan PD2A/30 / MCW H36/28F ex. Cardiff 368 (u)
1964 ABO 434B Guy Arab V / Neepsend O37/28R ex. Cardiff 34 (rc)
1965 GNY 432C Leyland Titan PD3/4 / Massey L35/33RD ex. Caerphilly 32 (rp)
1966 EDW 68D Leyland Atlantean PDR1 / Alexander H74F ex. Newport 68 (rc)
1968 JKG 497F Daimler Fleetline CRG6 / Park Royal H42/33F ex. Cardiff 497 (rp)
1969 UTG 313G AEC Regent V 2MD3RA / W/brook H34/26F ex. PUDC 8 (rp)
1969 OUH 177G Leyland Leopard PSU3A / Plaxton C49F ex. WWOC 177 (rp)
1971 TKG 518J Leyland Leopard PSU4A / W/brook C45F ex. WWOC 1518 (o)
(converted to recovery vehicle1985)
1986 C101 HKG Ford Transit 190 / Robin Hood B16F ex. N/Welsh 1 (rp)
1996 N143 NTG Optare Metrorider / Optare B31F ex. Cardiff 143 (o)
1996 P164 TNY Mercedes 711D / Plaxton B27F ex. Rhondda Buses 164 (o)
(CTPG vehicles in restoration away from depot)
1947 CUH 856 Leyland Tiger PS1 / ECW B35R ex. WWOC 856 (rp)
1956 LKG 678 AEC Regent V MD3RV / P. Royal H33/28R ex. WWOC 678 (rp)
1968 MBO 512F AEC Swift MP2R / Alexander B47D ex. Cardiff 512 (rp)
13

(Vehicles in storage away from depot)
1969 PKG 532H Daimler Fleetline CRG6LX / W/brook H74D ex Cardiff 532 (u)
1974 PKG 587M Bristol VRT/SL6G / ECW H43/31F ex. Cardiff 587 (u)
1982 NDW 407X Volvo Ailsa B55 / N/Counties H39/35F ex. Cardiff 407 (o)
1990 G258 HUH Leyland Lynx LX2R / Leyland B49F ex Cardiff 258 (o)
(Non CTPG owned vehicles at Barry Depot)
1950 HWO 323 Leyland Tiger PS1/1 Lydney C33F ex. Red & White C350 (rc)
1958 964 DTJ Leyland Tiger Cub PSUC1/1 Weymann B44F ex. Merthyr 100 (rc)
1960 TUH 13 Albion Nimbus / Harrington DP30F ex. WWOC 13 (rp)
1963 408 DBO AEC Regent V 2DR3RA / East Lancs H35/28R ex. Cardiff 408 (rp)
1966 FUH 370D Leyland Tiger Cub PSUC1 / P.Royal B43F ex. WWOC 1370 (rc)
1966 KNY 495D AEC Regent V 2MD3RA / NCME H37/27F ex. Rhondda 495 (rc)
1966 EDV 505D Bristol MW6G / ECW C39F ex. Western National 1423 (rc)
1968 PAX 466F Leyland Titan PD3/4 / Massey L35/33RD ex. Bedwas & Machen (x)
1972 WUH 585K Daimler Fleetline CRL6 / MCW H43/31F ex. Cardiff 585 (rp)
1973 NNY 817L Bedford YRT ? Plaxton C53F ex. Sidney Davies, Penygraig (rp)
1976 LUH 105P Bristol LHS6L / ECW DP27F ex. Cardiff 105 (rp)
1976 OJD 45R Bristol LH6L / ECW B45F ex. London Transport BL45 (o)
1986 C42 CKG Leyland Tiger TRTTL11 / East Lancs DP49F ex. Islwyn BT 42 (o)
(o) original (u) unrestored (rp) restoration in progress (rc) restoration completed.
(x) due June 2010
14

DEREK’S LOG;
(Now that we are approaching the finishing touches to the depot, on most
Fridays and Saturdays, Derek Perry, Alan Poole and their small team have
returned to restoration work on the group buses. Here is Derek’s log of
progress on the Leyland PD3, GNY432C.)
Repairs were needed to the supports for the body side panels with
cutting and fitting wood in-fills, plus a wood frame around the fuel tank
filler. Some of the panels have been paint stripped and re-fitted, others
have been replaced with new panels cut from sheets that have been
purchased. All side panels up to the driver’s door have now been refitted.
We then moved our attention to the last corner, the O/S front which has
the complication of the drivers door, and two steps. While I was away
for four weeks Alan removed the trim and panels to reveal the usual rust
and rot problems. New angle iron has been cut, welded and bolted into
two of the down stays.
Now for the driver’s sliding door, the top runner was cleaned and
lubricated and is working well. The bottom of the door has a length of
steel fitted which should run in a channel in the body. What is left of this
channel has been removed and used as a rough guide to making and fitting
a replacement of steel angle iron framing with timber inserts. This made a
strong tidy job. Attached between this and the curved angle support for
the wing, is a steel support for the top step. Nuts were welded to the
back so that after the panels are fitted the step is fed into place and
countersunk bolts went right through to hold it solid. In theory this is
fine but in reality the top step has disintegrated and the only replacement
that can be found is smaller. We therefore made the decision to use the
bottom step in the existing frame at the top and put the smaller
replacement step at the bottom where new supports will have to be
made anyway.
The curved angle iron to hold the wing is twisted and cannot be
straightened in place, so we cut it off, reshaped it in the vice and welded it
back on. Then we re-bolted the wing to it and re-fixed the bottom stays
to the last upright. A new body panel has been cut with a hole for the
15

step, and shaped around the wing. Panels have also been made and fitted
to the inside, thus filling the gap between the door runner and the floor.
The wing has taken a hammering over its life span, and has been patched
and finished with body filler which is flaking off. After cleaning off, new
layers of filler have been applied and rubbed down. The door had been
removed to facilitate these repairs, while it was off it was stripped of its
old paint and on checking it has proved to be in good condition.
New body trim strips have arrived and we started with a half round piece
half the length of the bus under the windows, this has been cut to length,
drilled, countersunk and fitted. A long piece of the wider flat trim has
been cut into lengths, drilled and countersunk, and fitted as the five
vertical trims necessary for that side.
A sheet of checker plate arrived and using the new and old panels as
patterns, a new panel has been cut from it complete with holes for the
steps. It was placed over the new panelling and drilled and riveted. The
top step was fitted with counter sunk bolts right through into its support
plate. The bottom step was riveted on with a support bracket up to the
16

chassis. Around the wing needed a half round trim, this we curved into
shape, (easier than we thought) drilled and screwed.
There is a seal on the rear pillar with a trough on the door that fit
together when the door is closed and as they are in good condition they
do not need attention.
At this time another group member has joined us, namely Peter Smith. He
has been helping with the depot decoration from time to time but is now
keen to put some time in on bus repairs. Together we studied the front
of the driver’s door where a section of rubber sheet acts as a seal that
needed replacing. A piece of angled aluminium that holds this in place was
removed, a piece of rubber matting cut and the angle refitted to hold it in
place. A final cleaning and a coat of grey primer made the door ready for a
trial refit. Peter drilled, counter sunk and screwed the top edge of the
checker plate, and also finished the top of the step into the cab with a
section of checker plate cut to fit with a length of ridged kick plate. The
door catch has also been refitted to the door pillar.
With the scaffold tower placed at the rear of the bus I accessed the
outside of the emergency door and with Alan Poole on the inside we
freed off and turned the handle. The door slid down in our waiting hands
17

as what was left of the hinge screws fell out of the top frame, just as we
had anticipated. The door is made up of a wood frame with an outside
aluminium cover with two window panels. With the locking bar, catches
and handles removed the inside covering of Formica, which as the glue has
dried out with age, came off easy with out damage. The outer cover was
carefully removed to reveal a wood frame that is not too bad for its age.
The steel hinge screws had rotted the timber around them, so two pieces
of oak have been cut and fitted allowing the hinges to be re-screwed.
Around the edge of the frame was a strip of steel over which the outer
cover fits. Very little of this strip was left, and knowing the effects of
mixing steel with aluminium we are trying to replace this with aluminium.
We will check if this is stiff enough, if not, at least we will have good
templates to mark out steel ones.
Alan has striped the paint off the outer cover. I am pleased to say that
with a small repair to one corner and a little panel beating it can be reused.
Cleaning and painting the back has taken place, so we are ready for
a trial re-assemble.
UTG313G AEC Regent V
This bus has stood around for some time. We have all looked at it and
realized that the work done previously was not done with enough care.
The alignments left a lot to be desired and work was put on hold for a
while. Things changed with the arrival of a new member Richard Fitzjohn.
He has a background of coach building and a yearning to be busy, so after
more discussion we are having another look at it. We will go with Mac
Winfield’s suggestion and start with the back emergency door and work
our way round from there. News travels fast and Graig Boanas was given
the job of wiring the rear end before any panels go on.
The lower panel to the right of the door appears to be in good condition
so we fitted it back into place. Luckily looking through the bus, a box was
found containing various parts, including door handles and catches, plus
hinge balls and bolts.
Looking at the door, we find the first thing to do is rebuild the bottom
cross member. The outer skin had already been eased off at the bottom
to access this so the old metal was cut off and a channelled bar has been
18

found and welding into place. At the same time a new wood block was
fitted for the bottom hinge screws, the door skin has been gently refitted,
and the other two hinges have been fitted with new screws.
The door opening has previously been worked on with a new wood frame
top and sides. New narrow edge panels on one side had been cut and put
in place loosely without fixing. With a little work the other side panels
will be usable. The bottom wooden step was loosely in place but when
we tried to put the door into position on the hinges, the centre hinge did
not line up and the step proved to be too high. On removing this step
and a certain amount of wood from the left pillar the door closed, but
overhung at the bottom instead of fitting flush the same as the rest of the
door. After much puzzlement we realised the hinges on the body are
three different lengths, the longest at the top and the shortest at the
bottom, the last repairers had fitted the shortest hinge in the middle.
(This reinforces the reason why everybody walked away from this job).
On removing the bottom step, we reversed the angle iron to fix the floor
to the inner panel and changed the hinges around then refitted the door.
19

We now have the hinges lined up and the door fits flush all around. The
previous repairers had made up angle plates for the front edge of the
door frame and we have found the original beading strips, drilled and
riveted these back in place, thereby holding the angle plates in place.
The angle plates for the rear of the door were in the large box of bits that
came with the bus; these have been tidied up and put into place. The door
catches and locking bar have been sorted and a section of checker plate
has been cut and fitted to the step.
The rear curved corner body panel was missing so a new one has been
cut, curved and fitted and a new half round trim has been fitted. Offering
up the two flat body panels across the rear caused a flurry of comments
from the purists about the positioning of the number plate which the last
repairer, a long time ago, fitted flush onto the panel at the top. Mac
obtained a recessed panel which we fitted lower down so that the plate
and lamp can be fitted in its original position.
---------------------------------------------------
OBITUARY;
The Group is saddened to report the death on 23 rd April of our
member Bill Price of Llantwit Major. Although Bill was unable to
attend many meetings he was always ready to help at our Barry &
Merthyr rallies. He will be missed. The group was represented at his
funeral.
20

DATES FOR YOUR 2010 DIARY;
6 th June; Barry Festival of Transport & Open Day.
16 th June; Evening Road Run to The BBC studios at Llandaff
20 th June; National Transport Festival, Swansea
21 st July; Evening Road Run on Leyland PD3, PAX 466
15 th Aug. Bristol VBG Rally & Running Day.
18 th Aug; Evening Road Run on one of Mike Walker’s buses.
5 th Sept; Bus & Coach Wales Rally, Merthyr Tydfil
(Marshalls urgently required)
15 th Sept; Evening Meeting 19.30 at County Hall T.B.A.
19 th Sept; WHOTT Rally at the Devon Showground, Exeter.
20 th Oct; Evening Meeting 19.30 at County Hall T.B.A.
17 th Nov; Evening Meeting. Peter Heath continues his ‘World tour of
the U.K.’
15 th Dec; Quiz Night hosted by Chris Taylor.
Please check for updates on our website www.ctpg.co.uk
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.the-busdepot-barry.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.
22

A SLICE OF THE CAKE (2)
Swansea based 2 Travel’s fleet of blue & white buses brought competition again to several
routes in Cardiff during 2004-5. Retaliation tactics by Cardiff Bus brought criticism from the
O.F.T. On the 250 Llanrumney service are Lynx J629 LHF and Volvo B6 L836 CDG. (C. Parker)
23

Top; Cardiff’s 209 now in the bright blue livery of Edwards Coaches, Llantwit Fardre. (A. Jeenes)
Below; At Porth Depot on the May Road Run with Gwyn Gardiner’s fine ex. National Welsh
Leyland National 2. (V.C.)
24