2012 – Issue 2 of 4

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NEWSLETTER 37 <strong>–</strong> APRIL <strong>2012</strong><br />

1 1<br />

1<br />

(D.B. Thomas)<br />

Pictured is a former National Welsh Leyland National in use by Golden Coaches <strong>of</strong><br />

Llandow in August 1993. Featured in this issue is the story <strong>of</strong> bus firms based at the<br />

old airfield at Llandow in the Vale <strong>of</strong> Glamorgan. Also the wartime story <strong>of</strong> Barry<br />

Depot’s bus “The“Ruptured Duck”.

An Enterprise Plaxton Primo <strong>of</strong> EST Buses seen on the Sunday 100 service at Barry Island in<br />

June 2009. This bus was withdrawn last year. (P.Hamley)<br />

Ford/Duple HNY933N, new to R.I. Davies, Tredegar, is shown out <strong>of</strong> service in Oct. 1990 at the<br />

Llandow yard <strong>of</strong> Golden Coaches (V.C.)<br />



From this edition <strong>of</strong> the newsletter we are going nationwide, well almost! The CTPG<br />

newsletter is going to be available from all <strong>of</strong> the Ian Allan shops around the country so if<br />

you are reading this outside <strong>of</strong> South Wales I hope that you find something <strong>of</strong> interest.<br />

Those <strong>of</strong> you that attended the AGM will remember we decided to make each<br />

newsletter 28 pages and this is the first extended edition.<br />

Our AGM in January was well attended at Penarth with about 30 members making the<br />

effort. Several items were discussed other than the newsletter, the main ones being an<br />

increase in subs and road run donations to assist with the spiralling cost <strong>of</strong> diesel,<br />

suggestions on how to increase our membership over the present110, new signage over<br />

the Depot and the freehold <strong>of</strong> the Depot and <strong>of</strong>fice block. The Committee were voted<br />

in en masse.<br />

Following the AGM we have opened a separate account with the bank entirely for<br />

building funds towards the eventual purchase <strong>of</strong> the Depot freehold from the Railway<br />

Board. The actual sale has no fixed date and seems to stretch on but there will be a<br />

finite end which could happen at quite short notice. Therefore we need to start building<br />

our reserves so we maintain our presence at Barry for the long term. If you would like<br />

to make a donation specifically for this, please send your donation directly to me. We<br />

will also be putting as much <strong>of</strong> our pr<strong>of</strong>it from the rallies into this pot.<br />

With regard to the fleet, several buses have been receiving their pre MOT attention,<br />

however Pontypridd No.8 required some additional unplanned attention to the fuel<br />

system following its trip to the successful Regent V running day in Swansea together with<br />

Martin Doe’s Rhondda Regent. A mucky quantity <strong>of</strong> diesel pulled into the filters almost<br />

caused a complete stop, however some roadside bleeding got the bus back to Barry.<br />

The fuel tank has now been taken <strong>of</strong>f and completely cleaned out. The Swift will<br />

hopefully to run again soon, this has had a new lift pump, reconditioned injectors and<br />

pump and pipework repaired. Fingers crossed this will clear the stalling problem we<br />

experienced last year. Well done to Bob Sparks, Martyn Evans and Paul Burgess.<br />

Caerphilly 32 is now looking tantalisingly close to completion with a few jobs still<br />

outstanding before MOT time. Work is also progressing on Caerphilly 3, this bus<br />

appears very solid for its years though mechanically it is still an unknown quantity, Derek<br />

and the Friday and Saturday team are also making good progress.<br />

<strong>2012</strong> Events - Barry Festival <strong>of</strong> Transport & Depot Open Day Sunday 10 th June & Bus &<br />

Coach Wales Sunday 9 th September at Rhydycar Leisure Centre, Merthyr Tydfil. Both<br />

our events will be supported by the local Councils again in <strong>2012</strong>. It is likely that we will<br />

also run buses during the Tall Ships event in Barry the week before our Merthyr event.<br />


Mike Tel: 07733 302242<br />

Email : mikeystrad73@btinternet.com<br />

Also keep up to date on our Facebook page<br />



Llandow is a small village some 4 miles from Cowbridge in the Vale <strong>of</strong> Glamorgan. From<br />

1940 to 1957 Llandow was the site <strong>of</strong> a large RAF aerodrome and maintenance unit<br />

(38MU). In the early 1960’s the B4270 road from Cowbridge to Llantwit Major was rerouted<br />

bisecting the airfield site. Several areas <strong>of</strong> the old airfield were developed into<br />

industrial sites and eventually attracted certain independent bus operators.<br />

As a youngster growing up in the north-east, David Michael Gee dreamed <strong>of</strong> owning a<br />

bus. After some years in Coventry and further years in the R.A.F in Lincolnshire and<br />

south Wales, his opportunity came in 1988. The demise <strong>of</strong> the Inter Valley Link bus<br />

service in the Vale prompted Dave Gee to compete with National Welsh in the Llantwit<br />

Major area with a new low cost bus operation. With his backers, Alan Gold and Martin<br />

Been, he set up Golden Coaches Ltd. in November 1988. A yard was rented at 34<br />

Sutton Spring Road, Llandow Trading Estate and a service between Llantwit Major and<br />

St. Athan commenced on 22 nd May 1989. At first enquiries were dealt by Marlene Gee<br />

from their home at Cwmaman.<br />

There were less than ideal conditions at Golden Coaches yard in Nov.1993 (V.C.)<br />

From 22 nd September 1989 ‘Golden’ operated to Barry and then on to Cardiff by 9 th<br />

December. Their original vehicle allocation was for 4 buses. Some <strong>of</strong> the early buses<br />

were grey and dark red.<br />

Further expansion took place on 23 rd April 1990 when an hourly 145 service from<br />

L/Major to Cardiff via Rhoose and Barry, later to become half hourly. National Welsh<br />

retaliated by running a 350 service 5 minutes in front <strong>of</strong> Golden Coaches.<br />


In 1991 a further site at Llandow was rented at Unit 12 Llandow Industrial Estate.<br />

In September 1991 the struggling National Welsh withdrew most B9 evening and Sunday<br />

services. The County Council considered these services sociably desirable and Golden<br />

Coaches were successful in tendering which coincided with the granting <strong>of</strong> two extra<br />

operating discs.<br />

Although losing heavily, National Welsh were still fielding their 350 ‘Battlebus’ on<br />

Saturdays, though Golden were on the ball by using crew buses at busy times and having<br />

a ‘dup’ at Llantwit terminus taking fares and transferring passengers on to the service bus<br />

when it arrived.<br />

Following the failure <strong>of</strong> National Welsh, ‘Golden’ won certain X2 & V3 services<br />

supported by the local authority, as well as services to Bridgend via Southerndown.<br />

They held on to the support <strong>of</strong> Vale bus users, increased maybe by the psychological<br />

ploy <strong>of</strong> using some former National drivers and buses in their original livery. Most <strong>of</strong><br />

these vehicles were later painted dark red with yellow waistband and wheels.<br />

Former N/Welsh Sherpa E117 RAX at Cowbridge Town Hall in March 1993.<br />

(V.C.)<br />

In February 1993, a new company, Glamorgan Bus Ltd., was registered by the directors<br />

<strong>of</strong> Golden Coaches to facilitate possible expansion in the Barry area, but it was to remain<br />

a dormant company until more recent years.<br />

In September 1993 vehicle allocation was increased to 13 buses, but using elderly buses<br />

on a tight timetable was courting trouble. Soon there were maintenance problems.<br />

In September 1994 negotiations were completed to use a larger yard at 25 Tumulus<br />

Way, Llandow Trading Estate. This replaced the two former premises.<br />


Amicable talks were held with Cardiff Bus during January 1995 on service revisions and<br />

joint ticketing. Whilst still operating pr<strong>of</strong>itably it was obvious that without a further<br />

injection <strong>of</strong> cash the company would be unable to improve the fleet situation.<br />

With the unknown outcome <strong>of</strong> an imminent public inquiry, it was decided to seek a safe<br />

haven for the services and staff and to apply for voluntary liquidation.<br />

On 15 th February 1995 Cardiff Bus acquired the business <strong>of</strong> Golden Coaches and<br />

continued the Llandow services the following day with nine <strong>of</strong> their own buses. It was<br />

rumoured that the decision to buy Golden was mainly to stop Clayton Jones’s Shamrock<br />

outfit expanding in the Vale.<br />

When bosses from Cardiff Bus came to Llandow it must have been a culture shock as<br />

the working practices were completely alien to them. A new company, Vale Busline Ltd.,<br />

was formed to encompass the operations.<br />

Cardiff Lynx 233 and 243 at the Llandow Yard in April 1995.<br />

(Mike O’Sullivan)<br />

Dave Gee was kept on as depot manager and tried to adopt the Cardiff Bus ethos, but<br />

there was soon conflict. Mr Gee had methods <strong>of</strong> running a bus company that did not go<br />

down too well with the Cardiff Bus management so he left after a few months.<br />

Mr Gee became manager at Thomas <strong>of</strong> Barry under Clayton Jones and later ran Cled<br />

Williams business at Pengam. In recent years he has re-kindled the ‘Glamorgan Bus’<br />

fleet-name for his own bus operations from the Cynon Valley.<br />

During 1995, Cardiff Bus had been trying to sell their loss making coaching operations.<br />

In the September, Brewers <strong>of</strong> Port Talbot were willing to do a deal but only if the<br />

Llandow operations were included.<br />


An agreement was reached on 28 th September whereby the Vale Busline Llandow<br />

operations and the coaching operations were sold to First Bus subsidiary A.F. & F.R.<br />

Brewer Ltd for a reported £¼ million.<br />

The services were taken over from Sun. 1 st October. Eleven Cardiff Llandow vehicles<br />

were returned to the Sloper Road depot and the four coaches dispatched to Brewers.<br />

Most <strong>of</strong> the Llandow staff stayed with Brewers. It was said that a clause in the agreement<br />

stated that Brewers would not operate services competing with Cardiff Bus for a period<br />

<strong>of</strong> three years.<br />

Brewers Dart N613 MHB at King Square, Barry in Oct. 1995 running under the Cardiff<br />

Busline licence. (Barrie Gilbert)<br />

Brewer’s ran on Vale Busline licences until services were registered in their own name.<br />

On 6 th October 1996 a new X50 service commenced from Cardiff Wales International<br />

Airport (Rhoose) to Cardiff General Railway station in conjunction with the associated<br />

company, First Great Western. In November 1997, First Bus became First Group, and<br />

rationalisation was in the air. Brewers business was bought in January 1998 using an ‘<strong>of</strong>f<br />

the shelf’ company named ‘Helproute Ltd’.<br />

In April 1998 the Brewers legal lettering disappeared from the buses to be replaced by<br />

South Wales Transport Co. Ltd. (S.W.T.)<br />

The same month the X50 was discontinued and the Llantwit <strong>–</strong> Barry <strong>–</strong> Cardiff service<br />

reduced to two hourly.<br />


During 1998 S.W.T. opened a new depot at Brynmenyn Industrial Estate. This would<br />

allow the closure <strong>of</strong> both Bridgend and Llandow depots. Llandow depot closed on 3 rd<br />

October 1998, some drivers transferring back to Cardiff Bus and others to Shamrock<br />

(Thomas <strong>of</strong> Barry). Shamrock was then about to re-commence the old Golden X45<br />

Cardiff <strong>–</strong> Llantwit <strong>–</strong> Cowbridge service, with a subsidy from the Vale Council.<br />

In March 1999 the S.W.T. name was changed to First Cymru.<br />

New to the Scottish Bus group, E.S.T. Lynx D401 MHS rests at Llandow in 2003<br />

This is the bus that was converted into the ‘Barber Bus’ at Cowbridge. (C. Parker)<br />

Buses returned to Llandow in the spring <strong>of</strong> 2000 with the arrival <strong>of</strong> E.S.T. Bus Ltd. (Euro<br />

Serve Transport). This company was formed early in 2000 by former Barry railwayman,<br />

Carl Anthony Hooking and run from Unit 50 Tumulus Way, Llandow Trading Estate.<br />

Six licences were issued in July 2000. In February 2001 a circular B1 town service<br />

commenced at Barry. E.S.T. later operated through subsidiaries E.S.T. Coach Ltd. and<br />

Cartel Travel Services Ltd. from nearby Unit 26 Tumulus Way. In this instance the word<br />

cartel did not mean ‘control <strong>of</strong> marketing’ but simply the shortened names <strong>of</strong> Directors,<br />

Carl Hooking and Terry Cooper. Again a dark red was adopted for the buses though<br />

recently a yellow and blue livery has been adopted.<br />

The firm expanded quickly gaining school contracts and other tendered services in the<br />

Vale using upwards <strong>of</strong> 30 double decks, saloons and midi-buses. Recent years have seen<br />

E.S.T. associated with G.M. Coaches <strong>of</strong> Bridgend.<br />


This ex. Warrington E/Lancs Atlantean was used by EST from July 2000. (C. Parker)<br />

This Lynx (ex. Cardiff Bus 240) was based at Llandow in 2009 by Veolia.<br />

240 passed into preservation in 2010 but sadly has since been scrapped. (Alex Jeenes)<br />


In the spring <strong>of</strong> 2007 the EST companies moved to the Crossway Industrial Estate,<br />

nearer Cowbridge on the B4265, though just 4 years later a return was made to the old<br />

site. In January <strong>2012</strong> it was reported that EST Bus Ltd. was in administration and EST<br />

Coach Ltd was a dormant company. Cartel Travel Ltd. and G.M still traded at that time<br />

but two new companies were formed to continue the business, Sprint Passenger<br />

Transport Ltd. and Sprint Vehicle Management Ltd.<br />

From June 2004, Alison Jones Motors (formerly Thomas Motors <strong>of</strong> Barry) then under<br />

the management <strong>of</strong> Clayton Jones, moved from Barry Docks to an operating centre at<br />

Unit 25 Llandow Trading Estate. Within a year the company decided to return their<br />

buses to their former Barry depot. In October 2006 the whole <strong>of</strong> Jones/Shamrock<br />

group was taken over by French owned Veolia Transport, trading as Veolia Cymru.<br />

In 2008 a new firm arrived at Llandow. This was New Adventure Travel Ltd. who<br />

commenced operations in May 2008 with an allocation <strong>of</strong> up to 12 vehicles.<br />

One <strong>of</strong> the first coaches <strong>of</strong> New Adventure Travel was this former England team Scania<br />

W4 ENG. (Mike Street)<br />

The operating centre was given as Llandow Business Park. The company was set up by<br />

Kevyn Jones, son <strong>of</strong> Clayton Jones, the former head <strong>of</strong> the Shamrock bus group.<br />

However, this new firm has since expanded greatly with operating centres currently at<br />

Excelsior Industrial Estate in Gabalfa and at Newport.<br />

When in summer 2009 Veolia Cymru opened their new super depot at Nantgarw, the<br />

closure <strong>of</strong> the Barry Docks depot quickly followed. A dozen or so buses were moved to<br />

Llandow to operate contracts in the area, but Veolia had moved this allocation to<br />

Nantgarw by June 2010. A decision to cut the company’s operations in south Wales<br />


was made and by the summer <strong>of</strong> 2011 Veolia had withdrew all their services in the Vale<br />

and closed their super depot at Nantgarw.<br />

Now, with the former EST companies using depots at Wenvoe and Cefn Cribbwr, it<br />

seems that buses will disappear from Llandow at least for a while.<br />

(The editor would like to thank Alex Jeenes, David B Thomas, Mike O’Sullivan, Barrie Gilbert,<br />

Cliff Parker and Mike Street for the use <strong>of</strong> their photographs in this issue.)<br />

....................................................<br />

OOPS 8;<br />

11<br />

This time we go to West Wales on a<br />

November evening over 50 years ago.<br />

WWOC 884 collided with a solid brick<br />

wall near a railway bridge at Goodwick.<br />

Bus 884 was one <strong>of</strong> 24 Willowbrook<br />

bodied Leyland PS1 in the fleet that spent<br />

much <strong>of</strong> its life in West Wales. 884 was<br />

on a late evening journey from Cardigan<br />

towards St. Davids with Driver Howard<br />

Seeley and Conductor Eugene Breen.<br />

Thanks to ex. Inspector Glyn Griffiths for<br />

sending in these photos. Glyn tells me<br />

that many <strong>of</strong> the seat frames had snapped<br />

<strong>of</strong>f by the impact and sadly 17 people<br />

were taken to hospital.



(anon)<br />

The first non-committee member to contact the editor with the exact chassis make and<br />

type, coachbuilder and year <strong>of</strong> the above coach will win a free drink at the next group<br />

meeting. Ed.<br />

---------------------------------<br />


The February meeting attracted 30 members and guests to a powerpoint presentation by<br />

former CTPG Secretary, Mac Winfield. His subject this time was old railways in<br />

Scotland, obviously a subject close to his heart. Among the areas covered were the<br />

Great North <strong>of</strong> Scotland Railway lines in the Moray and Aberdeen area, the Caledonian<br />

Railway in central Scotland and the Oban to Ballachulish line. We were treated to some<br />

excellent views and descriptions <strong>of</strong> these lines in their final years <strong>of</strong> operation and in<br />

their disused state. After the break, we were shown some <strong>of</strong> the great collection <strong>of</strong> old<br />

buses held by the Scottish Vintage Bus Museum at Lathalmond.<br />


The 25 assembled at the meeting on 21 st March welcomed a return visit by Pr<strong>of</strong>essor<br />

Stuart Cole <strong>of</strong> the University <strong>of</strong> Glamorgan. Pr<strong>of</strong>essor Cole spoke <strong>of</strong> the likelihood <strong>of</strong><br />

the electrification <strong>of</strong> the railways in the south Wales area and <strong>of</strong> the very interesting<br />

project <strong>of</strong> a high speed line (HS3) from London to Swansea. However, the HS3 is likely<br />

to be at least a generation away as the present government plans to extend the<br />


proposed HS2 Midlands link to the north which may take priority. Although any future<br />

change <strong>of</strong> government could throw it all back into the melting pot.<br />

After the break we were given an update on the proposed integrated transport hub for<br />

Cardiff. The present plans are to demolish Marland House and the NCP car park to the<br />

east <strong>of</strong> the present bus station and provide an area for a new bus station with covered<br />

pedestrian access from the central railway station. This project would be mainly financed<br />

by the sale for development <strong>of</strong> the present bus station and the area around St David’s<br />

House and Thomson House to the north <strong>of</strong> Wood Street.<br />

Here again, although it is hoped that this can be achieved in 3 or 4 years, the financial and<br />

political situation will inevitably have an effect on the outcome.<br />

-----------------------------------------<br />


THE SWANSEA MUSEUM AEC RUNNING DAY 26 th February <strong>2012</strong><br />

The CTPG were invited to send two <strong>of</strong> their AEC Regent V’s to the above event, the<br />

Rhondda and Pontypridd versions KNY495D and UTG313G. Swansea was reached<br />

using the route A48 as far as Pyle then the M4 and finally the A483 to Swansea.<br />

The weather for the<br />

event was perfect and the<br />

museum even on our<br />

arrival at 10.30 was<br />

bursting with enthusiasts.<br />

Three routes were<br />

selected by the organisers<br />

to convey the visitors<br />

around Swansea and the<br />

Gower, 00 to Swansea<br />

Bus Station, 14 to<br />

Pennard and 77 to the<br />

Mumbles & Bracelet Bay<br />

and were well patronised<br />

throughout.<br />

KNY 495D leaving Bracelet Bay on the Gower. (T.Thomas);<br />

The routes were covered mainly by S.W.T. Regents supplemented by London<br />

Transport Routemasters, an ex-Barton <strong>of</strong> Nottingham full front Regent as well as our<br />

two Regents. A warning notice for passengers was that a fine <strong>of</strong> £2 would be levied on<br />

anybody caught defacing the interior <strong>of</strong> the bus (a sign <strong>of</strong> the times). The museum was a<br />

haven <strong>of</strong> vintage buses, coaches and commercial vehicles many awaiting restoration as<br />

well as the usual traders stalls. It is a few years since the group last visited the museum<br />

and progress on restoration has been rapid.<br />

The most noticeable progress has been in repainting <strong>of</strong> some <strong>of</strong> the museum vehicles.<br />

I thought the quality <strong>of</strong> the workmanship was astounding. A selection <strong>of</strong> the vehicles<br />

which have been repainted include 3 Regents, a Bristol VRT and the sole ex London<br />

Transport Routemaster breakdown recovery bus RM66, now in the guise <strong>of</strong> a single<br />

decker. Vehicles also <strong>of</strong> note in the museum were the sole survivor Regent V single<br />

decker <strong>of</strong> S.W.T. 282DWN, one <strong>of</strong> a batch <strong>of</strong> 8 with bodywork by Chas Roe <strong>of</strong> Leeds<br />

used under a 9 foot bridge on a Llanelly service. Another interesting vehicle is a<br />

former Swan Motor Co. <strong>of</strong> Swansea Daimler double decker with a Bruce <strong>of</strong> Cardiff body<br />

on an East Lancs. Frame, new in April 1950 and subsequently owned by United Welsh.<br />

The day finally ended at 17.30 when group members made the return trip to Barry which<br />

was rather prolonged because <strong>of</strong> an electrical fault on the Rhondda bus and a fuel supply<br />

problem on the Pontypridd bus, but thankfully the expertise <strong>of</strong> some <strong>of</strong> the members<br />

enabled the buses to return to the Barry Depot by 20.30 hours. (Paul Gilbertson)<br />


CTPG GROUP VEHICLE STATUS LIST APRIL <strong>2012</strong>;<br />

(CTPG vehicles under cover in Barry Depot)<br />

1947 CUH 856 Leyland Tiger PS1 / ECW B35R ex. WWOC 856 (rp)<br />

1951 LNY 903 Leyland Titan PD2/12 / Leyland L27/28R ex. Caerphilly 3 (rp)<br />

1956 LKG 678 AEC Regent V MD3RV / P. Royal H33/28R ex. WWOC 678 (u)<br />

1958 TAX 235 Bristol Lodekka LD6G / ECW H33/27RD ex. R&W L358 (r)<br />

1958 XNY 416 Guy Arab LUF / Longwell Green B44F ex. Aberdare 14 (u)<br />

1958 889 AAX Leyland Tiger Cub PSUC1/13 / Weymann B44F ex. Jones 98 (r)<br />

1961 XUH 368 Leyland Titan PD2A/30 / MCW H36/28F ex. Cardiff 368 (u)<br />

1964 ABO 434B Guy Arab V / Neepsend O37/28R ex. Cardiff 34 (r)<br />

1965 GNY 432C Leyland Titan PD3/4 / Massey L35/33RD ex. Caerphilly 32 (rp)<br />

1966 EDW 68D Leyland Atlantean PDR1 / Alex. H43/31F ex. Newport 68 (r)<br />

1968 JKG 497F Daimler Fleetline CRG6 / Park Royal H42/33F ex. Cardiff 497 (rp)<br />

1968 MBO 512F AEC Swift MP2R / Alexander B47D ex. Cardiff 512 (r)<br />

1969 UTG 313G AEC Regent V 2MD3RA / W/brook H34/26F ex. PUDC 8 (r)<br />

1969 OUH 177G Leyland Leopard PSU3A / Plaxton C49F ex. WWOC 177 (rp)<br />

1971 TKG 518J Leyland Leopard PSU4A / W/brook C45F ex. WWOC 1518 (b)<br />

1978 WTG 348T Bristol VRTSL6G / Alexander H44/31F ex. Cardiff 348 (rp)<br />

1986 C101 HKG Ford Transit 190 / Robin Hood B16F ex. N/Welsh 1 (rp)<br />

1996 N143 PTG Optare Metrorider / Optare B31F ex. Cardiff 143 (r)<br />

(CTPG Vehicles in storage away from depot)<br />

1969 PKG 532H Daimler Fleetline CRG6LX / W/brook H74D ex Cardiff 532 (u)<br />

1974 PKG 587M Bristol VRT/SL6G / ECW H43/31F ex. Cardiff 587 (u)<br />


1982 NDW 407X Volvo Ailsa B55 / N/Counties H39/35F ex. Cardiff 407 (u)<br />

1990 G258 HUH Leyland Lynx LX2R / Leyland B49F ex Cardiff 258 (u)<br />

1984 AAX 305A Leyland Tiger TRCTL11 Duple Carribean C46FT ex. N/W956 (rp)<br />

1982 MUH 289X Leyland ONLXB / ECW H45/32F ex. N/Welsh HR8215 (rp)<br />

1986 C42GKG Leyland Tiger TRCTL / E/Lancs DP47F ex. Islwyn B.T. 42 (r)<br />

1996 P164 TNY Mercedes 711D / Plaxton B27F ex. Rhondda Buses 164 (r)<br />

(Non CTPG owned vehicles at Barry Depot)<br />

1950 HWO 323 Leyland Tiger PS1/1 Lydney C33F ex. Red & White C350 (r)<br />

1960 TUH 13 Albion Nimbus / Harrington DP30F ex. WWOC 13 (rp)<br />

1963 408 DBO AEC Regent V 2DR3RA / East Lancs H35/28R ex. Cardiff 408 (rp)<br />

1966 FUH 370D Leyland Tiger Cub PSUC1 / P.Royal B43F ex. WWOC 1370 (r)<br />

1966 KNY 495D AEC Regent V 2MD3RA / NCME H37/27F ex. Rhondda 495 (r)<br />

1966 EDV 505D Bristol MW6G / ECW C39F ex. Western National 1423 (r)<br />

1966 ABW 225D AEC Regent V / Metsec H90D ex. Kowloon M.B.Hong Kong (r)<br />

1968 PAX 466F Leyland Titan PD3/4 / Massey L35/33RD ex. Bedwas & Machen (r)<br />

1972 WUH 585K Daimler Fleetline CRL6 / MCW H43/31F ex. Cardiff 585 (rp)<br />

1975 JHB 165N Bedford VRT / Duple C53F ex. Evens, New Tredegar 40 (r)<br />

1976 LUH 105P Bristol LHS6L / ECW DP27F ex. Cardiff 105 (rp)<br />

1976 OJD 45R Bristol LH6L / ECW B45F ex. London Transport BL45 (r)<br />

1977 VHB 678S Bristol VRT/SL3 / ECW O43/31F ex. National Welsh H1818 (r)<br />

1979 WVJ 181T Bedford VAS 5 / Plaxton C29F ex. Evans, New Tredegar 38 (r)<br />

(u) unrestored (rp) restoration in progress (r) restored. (b) breakdown vehicle<br />



To the management <strong>of</strong> the Western Welsh Omnibus Co. Ltd. it was known as Bus No.<br />

757. But to the people across Barry it was known as “The Ruptured Duck.”<br />

No. 757 was one <strong>of</strong> 34 similar buses delivered early in 1940 with 32 seat ECW bodies on<br />

Leyland Tiger TS8 chassis and registered as CBO 536. However, before it could carry<br />

passengers it was immediately requisitioned for use by the military authorities along with<br />

5 others from the same batch. The company was paid the book price <strong>of</strong> £1499 for each<br />

vehicle requisitioned. Of those 6 buses, 4 were destined never to return to south<br />

Wales. It is believed that 757 was used for a year or two by the British military before<br />

being transferred to the U.S. military in the U.K.<br />

18<br />

(G. Truran)<br />

When 757 was <strong>of</strong>fered back to Western Welsh for £300 in September 1946, there was<br />

a surprise in store as it was found to have a cartoon <strong>of</strong> “The Ruptured Duck”<br />

emblazoned on the first panel behind the driver’s door. The bus was overhauled at the<br />

company’s works at Ely and the drab, grey wartime paint was replaced with a shiny new<br />

coat <strong>of</strong> red and cream.<br />

The company decided retain the cartoon to remind people <strong>of</strong> its wartime service and<br />

also added an inscription “This cartoon was painted by one <strong>of</strong> the troops using the<br />

vehicle during its period <strong>of</strong> service with HM Forces during the World War 1939-45.” It<br />

was later discovered that this had been the handiwork <strong>of</strong> a member <strong>of</strong> the US Army Air<br />

Force. When spruced up, 757 was allocated to Barry Depot and for the next 10 years<br />

operated many <strong>of</strong> the local services, though towards the end <strong>of</strong> its life it was <strong>of</strong>ten found<br />

running on the quiet country route from Barry Dock to Llantrisant via Hensol Castle<br />


(WWOC)<br />

By early 1957 the bus was taken away<br />

by a London dealer for dismantling but<br />

not before the “Duck” panel had been<br />

removed and put into store at Ely<br />

Works. In July 1957, at a ceremony at<br />

City Hall, Cardiff, a framed picture <strong>of</strong> the<br />

bus was presented to the American<br />

Consul by the head <strong>of</strong> Western Welsh<br />

and representatives <strong>of</strong> the Omnibus<br />

Society. This was later sent on to the<br />

American Motor Bus Society in<br />

Washington DC.<br />

The cartoon panel came to a sad end as<br />

some 30 years ago the writer had a<br />

conversation with the former panel shop<br />

foreman at Ely and was told that during<br />

one <strong>of</strong> their clear outs the<br />

“Duck” panel had inadvertently been put<br />

in a scrap bin. “Quack!”<br />

There is now nothing left <strong>of</strong> “The<br />

Ruptured Duck”, except perhaps the<br />

framed picture in America and <strong>of</strong> course<br />

in the memories <strong>of</strong> a generation <strong>of</strong> older<br />

residents <strong>of</strong> Barry.<br />


-----------------------------------------<br />


16 AND 17 JUNE <strong>2012</strong><br />

The Barry at War Heritage Group has joined forces with Cardiff Transport<br />

Preservation Group, Barry Heritage Railway and a number <strong>of</strong> other interested parties,<br />

to plan a unique event for June <strong>2012</strong>.<br />

This summer sees the 70 th anniversary <strong>of</strong> the arrival <strong>of</strong> the first American troops in the<br />

Vale <strong>of</strong> Glamorgan during WW2. They were stationed in places such as St Donat’s<br />

Castle (once owned by American newspaper tycoon William Randolph Hearst), the local<br />

towns <strong>of</strong> Wenvoe and Penarth, as well as on several sites in the county town <strong>of</strong> Barry.<br />

To commemorate this anniversary, a group <strong>of</strong> local re-enactors and historians intend to<br />

dedicate a memorial to these men in a civic ceremony in Barry on Friday 15 June <strong>2012</strong>.<br />

The American Embassy in London has been contacted and the First Minister for Wales<br />

has been invited to attend, along with various representatives <strong>of</strong> the Welsh Government,<br />

and the event has the support <strong>of</strong> the two local Assembly Members, Jane Hutt and<br />

Vaughan Gething.<br />


This will be followed by a weekend <strong>of</strong> activities sited around the Barry Heritage Railway<br />

station and Barry Island Station.<br />

Local historian and head teacher Dr Jonathan Hicks said, “We will also be staging a living<br />

history event at the Barry Heritage Railway sites on the weekend <strong>of</strong> 16 and 17 June<br />

<strong>2012</strong>, which will see scores <strong>of</strong> Allied military re-enactors setting up an authentic WW2<br />

American camp and staging displays. Barry Island Station will be transformed into a 1940s<br />

station, complete with wartime police and the Home Guard, to portray the Barry Home<br />

Front. A wartime housewife will teach people how to ‘make do and mend’, a skill so<br />

essential during wartime. Other educational living history displays will be housed at the<br />

station, along with an exhibition on the area during the Second World War”.<br />

“There will be steam train rides from the Waterfront Halt to Barry Island and regular<br />

vintage bus service between the two sites as well, supplied by the Cardiff Transport<br />

Preservation Group who will also have their depot open to the public (Sunday Only).<br />

Barry Docks was a major supply port in the build-up to D-Day and we want to recreate<br />

the atmosphere <strong>of</strong> these days as closely as we can. There will be 1940s-style live<br />

entertainment and a live radio broadcast. The children from ten local primary schools in<br />

Barry and Penarth are to play the role <strong>of</strong> wartime evacuees. Dressed in 40s costumes,<br />

they will board a steam train from Barry Waterfront and be ‘evacuated’ to Barry Island<br />

Station where they will be given refreshments and view the various events due to take<br />

place on Barry Island Station before being transported back to their parents.”<br />

WW2 period vehicle owners who would like to take part are welcome to contact Event<br />

Co-ordinator Ade Pitman on 07930874161<br />

You can also watch this exciting project develop at the Barry at War website at:<br />

www.barryatwar.info or at the group’s Facebook page.<br />

Western Welsh gas producer bus No. 566 operated at Barry during WW2.<br />


DEREK’S LOG;<br />

Pontypridd No.8, UTG 313G;<br />

Work continued on No.8 during 2011 alongside the restoration <strong>of</strong> Caerphilly 32<br />

described in the last issue.<br />

A board was made to replace the rotted lower deck rear seat backrest and then the<br />

backrest <strong>of</strong> the upper deck rear seat was removed: an upholsterer would recover them.<br />

The drivers cab next, the small size is a problem, we could do with a small apprentice,<br />

(those were the days, oops, I am showing my age).<br />

Removing the seat and frame helped us to fit three patches. A section <strong>of</strong> the rubber<br />

floor covering has also been replaced. Two coats <strong>of</strong> paint followed, which makes it sound<br />

so easy, but I assure you it was not as this took us weeks to complete. The seat frame<br />

was then cleaned, repainted, refitted.<br />

Eventually the backrests arrived back from the upholsterers, complete with a spare piece<br />

<strong>of</strong> material large enough to recover the back <strong>of</strong> the side seat backrest. This entailed<br />

removal <strong>of</strong> same to the bench, taking <strong>of</strong>f the top aluminium trim, stripping <strong>of</strong>f damaged<br />

material, and then glue and staple on the new material. When in place it looked good.<br />

The upstairs back rest was refitted, and the seat swabs put back into place. However<br />

the lower deck was held up as the back support strip, which was sent away with the<br />

backrests, had not arrived back; a chase up is being done, to no avail.<br />

A back rest support strip was rescued from our stock, modified and the seat support<br />

refitted. The body job completed, a general check over took place and it was ready for<br />

the road.<br />

Its first outing with us was the Merthyr Tydfil Rally, to be used as a road run vehicle. It<br />

did a trip to the Brecon Mountain Railway and just made it back!! A clutch fluid leak<br />

from a chafed hose put it on stop. After a temporary repair it managed a trip to a<br />

photo-shoot for the November 2011 “Bus & Coach Preservation” magazine, where it<br />

appeared in all its glory. Back at the depot, a new hose was fitted, but shortly after the<br />

clutch cylinder failed and had to be replaced.<br />

Caerphilly 32, GNY 432C;<br />

Our team during 2011 included myself, Derek Perry; together with Paul Gilbertson, Alan<br />

Poole, Richard Evans, Richard Fitzjohn, Peter Smith, Bob Sparks, Brian Williams, and Alan<br />

Jones. Fridays and Saturdays are our preferred days with the members working as/or<br />

when available. Restoration on the Leyland progressed well, though some <strong>of</strong> the window<br />

frames had various thickness <strong>of</strong> paint which was not to our liking, so more time was<br />

spent scraping some <strong>of</strong> them down to bare metal, coating with primer, undercoat and<br />

then the first coat <strong>of</strong> gloss. Richard Fitzjohn and Peter Smith were more than satisfied<br />

with their efforts and the improvement is very noticeable.<br />

The upper deck ceiling was rubbed down and painted white. Alan Jones turned up with<br />

an air compressor and paint spray gun. The first coat <strong>of</strong> mid Brunswick green was applied<br />

to some areas and in no time it looked good. The nearside upper panels were given two<br />

coats <strong>of</strong> undercoat and with the gloss paint they looked a lot better. When you get<br />


through one tin <strong>of</strong> paint and start on the second it makes you realise how big an area a<br />

double-decker bus has. When the second coat <strong>of</strong> green and cream was applied it can be<br />

seen how important the preparation work was. All the effort <strong>of</strong> filling, undercoating and<br />

rubbing down took so much <strong>of</strong> Alan Poole’s time, but is not noticed. It is the final<br />

painting that is so much quicker to do and this is what is noticeable after all; but without<br />

the preparation would not look as good. The weeks went by with layers <strong>of</strong> paint going<br />

on, fine rubbing down, then another layer, until we were satisfied with the finish. Then<br />

the black enamel; the wings and front chassis legs coated, some new timbers fitted to the<br />

safety rails with a couple <strong>of</strong> coats <strong>of</strong> paint.<br />

The top deck floor has been another long job, all the floor strips took a lot <strong>of</strong> cleaning<br />

then painting in between them was a long and laborious job, undertaken mainly by Paul<br />

Gilbertson, with some help from Richard Evans. The ro<strong>of</strong> <strong>of</strong> the lower deck has been<br />

washed down, and generally looked good. The lights are recessed into the ro<strong>of</strong> sides<br />

with lighting tubes and ballast units, covered with flat pieces <strong>of</strong> plastic and some <strong>of</strong> these<br />

covers are damaged. A piece <strong>of</strong> clear plastic was purchased and cut to size replacing<br />

four with one end painted to hide the ballast unit and wiring, The rest have been coated<br />

with frosting spray to match the other covers. The paint condition around and in one <strong>of</strong><br />

these lights is poor so more rubbing down, priming, and painting has taken place, as the<br />

colour is <strong>of</strong>f white, a mix to match had to be done, what a difference! It looks<br />

magnificent.<br />

Both headlamps, which were taken <strong>of</strong>f some time ago, received treatment by Peter<br />

Smith. All the layers <strong>of</strong> paint have been stripped <strong>of</strong>f back to bare metal, one lamp has<br />


holes rusted in it, but as we have no replacements, fibreglass filler has been used and<br />

after rubbing down and painting black they look fine.<br />

The main painting <strong>of</strong> the outside was completed, including the black line dividing the two<br />

colours. Masking takes time but painting between tapes is easier and more accurate. By<br />

November, we had run out <strong>of</strong> time. The weather changed, the temperature dropped and<br />

all painting had to be stopped. The driver’s seat was removed to give more room in the<br />

cab and we are squeezing in to rub down and prepare the surface for painting. We did<br />

the cab in the Pontypridd bus, so we know it will be a long job.<br />

Windows!! On examination they were found to be in a filthy state, the frames <strong>of</strong> the<br />

opening vents as well as the glass, so time has been spent on cleaning them before we<br />

call in a glazier to refit them.<br />

The wiring was also somewhat <strong>of</strong> a headache, with rotten and damaged wires, plus the<br />

modifications that have taken place over the years. Bob Sparks has had little experience<br />

with electrics, and my work has been with car electrics which have one wire earth<br />

return, as against the bus two wire systems, so we have had to do some homework.<br />

Front sides, main and dipped beam headlight have been sorted and front indicators now<br />

work. We have been overtaken on this work by the arrival <strong>of</strong> our member, BBC<br />

electrician Paul Burgess. He has removed surplus wiring from around the vehicle,<br />

replacing the rear lights common return or B- as Paul refers to it, we now have tail light,<br />

brake, and indicators. Four battery boxes are fitted to this vehicle to contain four six volt<br />

batteries, the practice these days is to fit two twelve volt batteries, so we have removed<br />

the cables to the rear two boxes, and fitted a link cable to connect the two front<br />

batteries.<br />

Derek Perry. February <strong>2012</strong>.<br />

--------------------------------------------<br />



Evening Meetings are held at 7.30pm at Penarth Conservative Club and<br />

summer road runs will depart from Barry Depot at 7.00pm.<br />

Wed. 18 April Presentation by Robert Edworthy<br />

Wed. 16 May<br />

Road Run from Barry Depot 7.00pm.<br />

Sun. 27 May<br />

Cheltenham Rally. Richard Johnson plans to take his MW<br />

coach and seats will be available. Richard @ 07796934098<br />

Sun. 10 June<br />

Barry Festival <strong>of</strong> Transport and Open Day (Marshals needed)<br />

Sat/Sun 16/17 June Barry at War event at Hood Road and Barry Island Station.<br />

Supported by the Vale Council and the CTPG.<br />

(N.B. Our depot will be open on the Sunday only.)<br />

Sun. 17 th June<br />

National Transport Festival <strong>of</strong> Wales at Swansea.<br />

Wed. 2 nd June Evening Road Run from Barry Depot 7.00pm.<br />

Sun 24 th June<br />

Stroud Bus Rally and Running Day<br />

Wed. 18 July<br />

Evening Road Run from Barry Depot 7.00pm.<br />

Sun. 22 July<br />

Celebrate 15 years <strong>of</strong> “Bus & Coach Preservation” Magazine<br />

at Newbury Showground.<br />

Sun. 12 Aug.<br />

Bristol Group & Avon Valley Running Day at Brislington.<br />

Wed. 15 Aug.<br />

Evening Road Run from Barry Depot 7.00pm.<br />

Sat/Sun. 1/2 Sept. Tall Ships Event at Barry Waterfront. Supported by CTPG<br />

Open day at the depot on both days.<br />

Sun. 9 Sept.<br />

Bus & Coach Wales <strong>2012</strong>, again at Rhyd y car Leisure Centre,<br />

Merthyr Tydfil.<br />

Wed. 19 Sept. Talk by Stephen Wren <strong>of</strong> Stagecoach in South Wales arranged<br />

by the CTPG and the Omnibus Society.<br />

Wed. 17 Oct.<br />

A Western Welsh Evening with author Colin Scott.<br />

? Oct. Cardiff Model Railway Show. TBA.<br />

Wed. 21 Nov. Slide Show TBA.<br />

Wed 19 Dec.<br />

Quiz Night hosted by Chris Taylor.<br />


Among the artefacts the group has received over the last year were two large collections<br />

<strong>of</strong> Western Welsh Staff Bulletins. This together with my own collection makes almost a<br />

complete set <strong>of</strong> 258 issues from July 1947 to Dec. 1972 when publication ceased. We<br />

still need a February 1962 issue (No.175) to make a complete set. We have several<br />

other spare copies we can swap for this particular issue should a copy become available.<br />

Thanks also to Dillwyn Lewis <strong>of</strong> Pencoed for his donation <strong>of</strong> bound Historic Commercial<br />

News and to the unnamed former bus employees who have left uniforms and artefacts at<br />

the depot.<br />

N.B. In view <strong>of</strong> the new increased postage costs, members who wish to receive their<br />

future newsletters by email in a pdf format instead <strong>of</strong> by post please email me at<br />

viv.corbin@ntlworld.com<br />


About the CTPG<br />

The CTPG lease the former Western Welsh Depot on Broad Street, Barry from the Vale <strong>of</strong><br />

Glamorgan Council. The CTPG organises two vehicle rallies each year and holds a monthly<br />

meeting on the third Wednesday <strong>of</strong> each month at the Penarth Conservative Club. Members<br />

receive a quarterly newsletter and if they wish they can help to restore the Group’s buses, ride on<br />

them and travel to rallies.<br />

The Group aims to preserve representative samples <strong>of</strong> the buses that ran in South East Wales and<br />

the Valleys, as well as memorabilia and records <strong>of</strong> the operating companies.<br />

Annual membership <strong>of</strong> the Group is £20, which runs from the date <strong>of</strong> joining. Joint membership is<br />

also available for £25.<br />

CTPG Committee<br />

Chairman<br />

Deputy Chairman<br />

Secretary<br />

Mike Taylor, 10 Ger Nant Ystrad Mynach, Hengoed CF82 7FE<br />

Phone: 07733 302242<br />

email: mikeystrad73@btinternet.com<br />

Chris Taylor, 31 Heol Wen, Rhiwbina Cardiff CF14 6EG<br />

Phone: 02920 693734<br />

Gayle Alder, 16 Carter Place, Fairwater, Cardiff CF5 3NP<br />

Treasurer Paul Hamley email: squash33@btinternet.com<br />

Membership Secretary<br />

Derek Perry, 11 Countess Place, Penarth CF64 3UJ<br />

Other Non Committee Post Holders<br />

Editor Viv Corbin email: viv.corbin@ntlworld.com<br />

Webmaster CTPG Mac Winfield email: postmaster@ctpg.co.uk<br />

Publicity Officer Tudor Thomas email: tudoralt@cf14.freeserve.co.uk<br />

www.ctpg.co.uk<br />

Published by the Cardiff Transport Preservation Group<br />

(Registered as a Charity No. 1063157)<br />

The opinions and views expressed in this publication are not necessarily those <strong>of</strong> the Group, its<br />

Committee or the Editor. Every effort is made to give due credit for all photographs and material<br />

used in this newsletter. Should there be any unintended breach <strong>of</strong> copyright; the Editor must be<br />

informed to enable a correcting acknowledgement to be made.<br />



Golden Coaches Bristol LH, LFJ 849W loads at Bridgend for Llantwit Major in Feb. 1994.<br />

(B. Gilbert)<br />

Brewer’s Leyland Tiger, A693 OHJ, loads at King Square, Barry in Oct. 1995 on the 145<br />

service for Llantwit Major. (B. Gilbert)<br />



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