2011 – Issue 1 of 4

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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



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.



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


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.


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.


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


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


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?)


DWO 123


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.


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.)



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.



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


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


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


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.


(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


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,


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.


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.



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


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.



(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.




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)


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


Deputy Chairman



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


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.


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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