Pictorial Journey

A model of the Princess Royal Distribution Centre, showing the road distribution centre on the left hand side and the rail hub on the right hand side.

The mechanised sorting equipment seen from the viewing gallery at 21:57.

A view of the rail terminal from the viewing gallery at 22:05, various Royal Mail trains are berthed, not just TPOs. The two platforms on the right will be filled in after July when the Norwich - Dover and PRDC - Swansea services finish.

The North Eastern TPO berthed at PRDC at 23:06.

23:44 and Brian white takes a good look at the interior of the Stowage vehicle. Note the box of spare bulbs and fuses above Brian and also the french key used to lock the door at the top left of the picture. The electrical controls are seen at the top centre of the picture.

The tender vehicle, 80432, at 23:45, before the stop at Peterborough. The number of mail bags has already started to accumulate.

Peterborough at 00:29. The TPO is loaded with more bags of mail, none are taken off.

The stop at Doncaster was one of frenzied action, since the GNER service ahead of us had failed making the TPO very late. Here we see Brian White assisting to load the mail at 02:35.

At 02:47, soon after leaving Doncaster, with the bags of mail taken on at Doncaster to be sorted the staff lose no time in getting on with the job.

At 02:57, one of the fittings with letters sorted. Note the rubber bands on the bench.

02:57, bags hung on the peg rails, with labels attached giving their destinations.

The stacked bags of mail continue to grow higher.

Many of the bags in the tender vehicle are taken off at Darlington. Despite the poor quality of the picture you can just see the human chain being formed by the TPO staff and postal staff from Darlington station. Note the "Yorks" at the front of the picture.

Its 04:10 and the next stop is Low Fell, Brian Hallett sits on some of the remaining bags while Marion Farrell finishes her work on the laptop computer in the corner of the coach.

Low Fell at 04:46, journey's end, while daylight starts to break through over the coaching stock.

80345 is named Richard Yeo, who was an executive officer working at TPO section for many years. He was one of those people who loved his work, had a profound knowledge of TPO operations and never missed a chance to 'spread the gospel' about TPO's. He was a good friend to staff and enthusiast alike. Richard was a gentleman and a thoroughly nice guy.

The "loudaphone" inside 80432.

Report by Brian Hallett

Monday 9th June, just another day for most people, but for Brian White and myself it was a day that we had been waiting for some months. Today was the day that we would travel on the North Eastern TPO Down from Willesden to Low Fell in Newcastle.

I had contacted Royal Mail back in March about travelling on a TPO before the system finished and had received various emails with documents attached, including TPO route maps, with timings, a history of the TPO system, details of provisions required when travelling (top of the list was a mug and some tea - this being highlighted as an institution on the TPO). There were documents giving authorisation to travel, details of how to get to PRDC and even suggestions for travel itineraries on the TPO. This also stated it was not advisable to travel around London on the underground late at night and to be aware of ending up in the middle of nowhere in the early hours of the morning.

We arrived at the Princess Royal Distribution Centre (PRDC) soon after 9.00pm. We stopped on the bridge over the North Circular Road that leads to the PRDC and noted that the road has an electrically heated surface, obviously to overcome icy conditions during winter. Two 37s, 37372 and 37114, passed on a freight train on one side while 08617 passed on the other side. By now darkness was falling and it had started to rain. We decided to make our way to reception so that we could at least be in the dry until 10pm, which was the time we had been told to arrive. We used the intercom to inform security who we were and who we were seeing, security then allowed us through the turnstile. The rain had started to come down quite heavily now and we had to make a dash for reception.

Once in reception a notice stated that we should phone a number if reception was not manned, which was done - no answer. The number was tried a few minutes later, nothing. A frantic few minutes then entailed looking through our correspondence for an internal phone number of Clive Dean who we were to meet, none was found. A quick look over the reception desk revealed an internal phone book, Clive's number was soon found and he was contacted. Clive soon appeared to collect us.

Clive led us to an office and described how it was split up with TPO section having the middle third of the office. We left our belongings by his desk before being shown around the PRDC building. Our tour included being shown a model of the centre, which showed how large and impressive the place was. We soon came to a viewing gallery over the automated sorting area, to say it looked impressive is an understatement. Clive described the machinery, but it was difficult to take in what he was saying whilst looking at the sheer scale of the sorting machinery in front of us. We then moved onto a walkway which led round the mechanised equipment to the rail loading point of the centre, another viewing gallery looked over the platforms with its various TPOs, EMUs and GUVs all waiting to depart. It was hard to believe that come the end of March 2004 this would all be gone. Our train the North Eastern TPO stood in front of us with 47792 "Robin Hood" at the buffers, having hauled the empty train from Euston carriage sidings earlier, our train engine would be an electric class 90.

Back in the office Clive made us a cup of tea. Clive and Brian White started to talk about the people who Brian knew on the TPO system. A few names came up that both Brian and Clive recognised, Clive picked up his phone and dialled a number, saying "I think he's on the Up North Eastern tonight". A few moments later the person was on the phone and was passed to BW, "Hello there, it's Chalky". You could almost imagine the expression of this old friend on the other end of the line, "what are you doing at the PRDC?" ... "I'm travelling on the North East Down". The conversation continued for a few minutes before the phone was put down.

Just then someone walked into the room, BW looked up at him as he walked past. BW suddenly recognised him, stood up and walked towards him. The gentlemen turned round, looked at Brian, "hello Chalky, what you doing here" and Brian was off again. The gentlemen had just come off the South East TPO that had arrived from Dover minutes earlier and would form the East Anglian a few hours later. More names were reeled off, with Brian recognising some of them, there were several that are no longer with us but one or two had retired with a couple still on the TPO system. The time was about 22:45 by now when the gentlemen asked Clive if we had time to visit the South Eastern TPO so that Brian could chat with a few old mates, Clive said we had time provided we were quick as we were due out at 23:12.

We set off down to the lines of trains with 67006, 67008, 90026, 73131 and 47792 on the buffer stops. We found the South East / Anglian TPO, 73131 was at the head of the train, and walked on board. A few of the staff looked up and you could see from their expressions what they were thinking ... "oh no, a couple of train buffs are coming on tonight". We walked through a couple of coaches until the required gentleman was found. He looked up, smiled, then suddenly realised it was Brian White - "Hello Chalky, what you doing here? Are you coming with us tonight?" Then one of the people who we had passed in one of the earlier coaches walked in ... "hello Chalky, didn't recognise you a moment ago - thought you were one of those train buffs!" BW chatted away, like he hadn't been away, telling the 'lads' what he was up to now. Time soon ran out and we had to move on to find our train on a different platform.

We entered via the POT in the centre of the train, this being the "office" of the Train Manager. Clive introduced us to the North East TPO Train Manager, Marion Farrell, who turns out to be the first female TPO train manager and will also be the last. Marion's assistant, Geoff Brogan was also introduced.
The 38 members of staff start work at 21:15, despite the train not leaving until 23:12, which enables mail to be sorted before departure. The train had berthed at 20:30, despite the booked time being 21:00.

At 23:10 the Great Western Down TPO departed, followed by us at 23:12, right on time. I looked out of a small window and could make out 67015 at the head of a train as we departed. Once away from the PRDC it was impossible to make anything out when looking out of the train. It is interesting to note that all the TPOs leave PRDC between 23:10 and 23:18 at two minute intervals, except the Anglian TPO which leaves just after midnight.

Marion gave Brian and myself a quick tour of the train soon after leaving, the TPO vehicles on the train being; POS 80380, POS 80345, POT 80432, POS 80354, POS 80359 - 80345 is named "Richard Yeo". As we lurched round the pointwork outside Willesden it soon became apparent why the coach was padded on all areas - I was thrown around on several occasions until we joined the East Coast Main Line (ECML).

A young lady was hauling bags from an adjoining TPO into the tender vehicle, Marion pointed out that she was fairly new and was a trainee. This surprised me, why were there trainees on the TPO when the system was to end, so I asked Marion who replied "Well we still need staff to operate until the system ends, so new staff will be trained to cover for any shortages that arise".

The North Eastern is the busiest of the TPOs and the staff prides itself on the fact that they are the fastest sorters within Royal Mail, a point that was made on a couple of occasions. Brian had often told me that no one used the seats that could be swung out from under the benches, this was still true today since I saw no one using them even once they had completed their duties, instead they would sit on the benches themselves.

We passed through a tunnel (at least I think it was one), so I asked Marion if it were true that the TPO staff could tell where they were by the various sounds being made when passing through tunnels, past stations, crossing pointwork. Marion stated that she couldn't always tell where she was but some of the long standing staff could and very accurately. For most of the journey I lost all sense of where I was, I don't recall going through Grantham or Retford. There were even a couple of occasions when I didn't know which direction I was travelling in!

The water urn was well looked after, with everyone ensuring that the water level was just right. Too much water and it would take too long to boil, too little and there wouldn't be enough to go round. I was soon offered a brew, and surprised the member of staff when I produced my own mug and tea bags. The paperwork that was sent to me had stated "TPO tea was an institution and that I should bring provisions as such - an experience not to be missed". Each of the TPO carriages had a water urn, although the one in 80345 was not working. As a result the urn in 80432 saw extra use, and each time a member of staff came through to get a brew they would chat to us about our reasons for travelling and the work we were doing on our TPO.

Peterborough. We arrived at 00:26 - One minute early. The North East TPO Up was seen in platform 2, while we were in platform 4. We left at 00:35, two minutes early. It was strange to think we had left here 5½ hours earlier only to return with no intention of getting off.

On leaving Peterborough I could almost imagine the approach to Sage's Lane and getting the pouches ready for the apparatus exchange, each of the "marks" being passed with the traductor arms being readied, the net being opened and the pouches dropped down.

I somehow missed the passing of Grantham, but then it is so easy to miss various landmarks when you have such small windows and other matters on your mind.
Newark, I do recall Newark though as we came to a halt just after the station and before the flat crossing of lines. Clive soon gets on the phone to find out what is happening. A failed GNER service is ahead of us and has held up several trains - we are at the end of the queue! This enabled the team to get all of the sorting completed long before we arrived in Doncaster. So I left the tender vehicle and joined the team in 80345 for a chat. We stopped on a couple of occasions before Doncaster giving plenty of time to talk before deciding to return to the stowage vehicle for a brew.

Doncaster - Arrival 02:31, which should have been 01:38. The train is nearly an hour down, due to no fault of the Royal Mail or EWS, yet it does add pressure to the staff to ensure that the stop at Doncaster is as short as possible. During the stop I step out of the train and see BW assisting in loading the train with mail bags - photos were taken!

After leaving Doncaster and finishing my mug of tea I return to join the lads in 80345 to watch them sorting the mail that had been taken on board. While I stood watching two gentlemen sort on the large packet fitting, I started to wonder why they didn't get in each other's way, as they were using the same sorting frame. As I watched I noticed that they only 'shared' the middle two columns, with the remaining fittings being a mirror image of the other side. When a fitting became full the sorter did not empty it, instead a third man would continually check each fitting in the coach and empty any full 'holes' into their respective sacks, all without disturbing the sorter. Once a bag was full it would be tied up and taken through to the stowage vehicle and placed in its designated area for removal at the correct station. It's not long before the sorting is completed and all the bags are tied up, placed in the stowage vehicle and talk turns to Newcastle United Football Club (I didn't dare tell them that it's my wife, Kate, that's the football fan in our household!)

York - Arrival 03:12, should have been 02:20 - Clive leaves the train at this point as he had a meeting in York the following day. This is one of my favourite stations, especially at night.

Darlington - Arrival 03:54, should have been 03:03. Much of the mail is taken off at this stage and everyone forms a human chain to move the mail bags out onto the platform and onto the awaiting "Yorks" (mail trolleys).

Talking to the staff after they had completed their duties revealed that many travelled some distance to work on the TPO and that while many gave the impression that they didn't care much for the TPO and its traditions you could see that they enjoyed their jobs, and being able to demonstrate the fact they were (are) the best at what they do. They enjoyed a laugh, especially at your expense - I occasionally had the feeling that my leg was being pulled, but then the crew were Geordies and they do enjoy a laugh. "So why do you want to restore a TPO? Must be mad!" was one comment, I can't disagree really but I enjoy it.

Daylight starts to appear on the horizon, which was a strange feeling in itself - I hadn't been to bed, yet a new day was dawning. As we approach Newcastle the one image that can be viewed on the horizon is "The Angel of the North" - you can't miss it.

Low Fell - Arrival 04:46, should have been 04:00. The class 90 pulls forward to run round its train, while the staff unload the mail bags, using the human chain again. I walk forward to look at the loco, and upon returning find the TPO staff have already gone, having efficiently completed their task. The 90 continues its duties, by running round the train to take it to Tyne Yard for tomorrow's return working to PRDC when the same staff will be back on duty having slept during the day.

It is a sobering thought that most of the TPO staff have over twenty years experience on the job and that there is a pride in the job not seen in many industries - once you are on and have become accepted you tended to stay for the duration. Geoff pointed out that there was over 1000 years of experience and knowledge of the TPO system on the train alone that night. After next January things will change, for the better? I doubt it - the flexibility that rail gives will become so diluted that it will be nigh on impossible to restart the system. There is a camaraderie, team sprit, sense of pride and determination that is rarely seen amongst work colleagues. Then at the end of March next year all mail by rail will be removed and put onto the roads and air, so much for the Government wanting more freight to go by rail!

On the journey home our train passed another class 67 travelling southbound towards Doncaster, this being 67025, which was the GNER "Thunderbird" (standby rescue loco for failed trains). Did this rescue the failed GNER service that held us up a few hours ago?

So, did I enjoy my trip? Silly question really, it was one of those experiences that will remain with me for a long time. My eyes were opened, despite the lack of sleep, and I am now more determined to see M30272M restored and operated to the best traditions of the TPO system

Report by Brian White

My pal Brian Hallett had for a long time, expressed a wish to travel on a real TPO on a normal working shift. He had met and corresponded with, Alan Williams Public Relations Manager for Royal Mail, over the past three years. Once he knew TPO's were facing the prospect of cessation, Brian wrote to Alan to see if his wish could be granted. To his delight he was put in touch with TPO Section who made his dream come true. Very kindly Brian had made the invitation on behalf of both of us and I was delighted to accompany him on what for me was a very different experience to that for Brian.

We arrived by Underground at Stonebridge Park a little after 9pm and made the short walk to the Princess Royal, Royal Mail Distribution Centre at Willesden. Here Brian announced our arrival to the person on the gate and we were admitted through a controlled turnstile and advised to make our way to Reception. Once inside, Brian attempted to make contact with Clive Dean a senior TPO Manager, who in my day would have been a Chief Divisional Inspector. Eventually contact was made and being somewhat early had to await the arrival of Clive, who made us both very welcome and proceeded to introduce us to the modern TPO Section, very different to the one I knew at King Edward Building when the man in charge was a Chief Superintendent W. Shires.

Brian was seeing a TPO in operation from on board for the first time, while I was renewing an acquaintanceship after 13 years with a system I had served on for 30 years. Although I did not confess my thoughts to Brian on the night of our visit, I had some very odd feelings as I walked towards the East Anglian TPO, the Mail on which I worked for many years, to make an all too brief visit to meet up with four old colleagues. I had already met Steve Lock, the TPO manager from the East Anglian, who was a very young TPO man when we first knew each other! Many of the men on the East Anglian were unknown to me but you could not mistake that Norfolk brogue so familiar for night after night and for more years than I care to remember. I was known to four of them and one in particular was quite emotional to see an unexpected face.

After this brief visit we were taken along to meet the two 'gaffers' on the NETPO. The Manager was a lady, Marion Farrell and her 'under-strapper' was Jeff Brogan. I made some wry comment about a woman on a TPO and I am pleased to say that it was taken in the spirit intended when Marion said, "I am the Wicked Witch of the North". Later she told me that she had been on TPO's for four years, was the first female on the TPO and would be the last. "I had a rough time when I first came on board and was not easily accepted," said Marion, "but I just had to deal with it. Do you know there are still one or two who do not accept me even now." I can see the problem from both sides and from the luxury of retirement it is easy to pass a judgement. With women doing everything else nowadays there is no good reason why they should not be on TPO's and the other lady sorting away merrily proved she could do the job. No, I think the real reason is much more deeply rooted and was part of old TPO practice. In the past, everyone from Chief Divisional Inspector down had cut their teeth on TPO's and had worked their way through the ranks. Now managers come from every part of the Post Office and I have no right to say whether they are better suited than the staffs who thoroughly understood the job they are over-seeing. This is obviously something to do with equal opportunities, Trade Unions and the hierarchy. Do I agree? That is not for me to comment on but suffice it to say that I found Marion, Clive and Jeff thoroughly agreeable people and I enjoyed my time with them and I wish them all well for the future as I do the rest of the staff.

However, before we board the TPO let me compare it to my experiences. The Willesden complex is modern and rather swish compared to Peterborough East and North stations on a miserable winter's night. They have room, they have clearly defined walking areas, they are protected from the elements and their mail is brought to and from the trains by large tractors. No iron wheeled barrows rumbling along the platform, being hauled by a bent-backed postman and on occasions loaded in pouring rain under open doors with totally inadequate gutters over them. The new system using containers called 'Yorks' meant that carriage doorways were no longer damaged and abused by flat barrows being rammed in to them, the barrow hook sometimes bending the door runner strip and making the closure of the heavy door a task for a gorilla rather than a human.

Willesden is a huge and sophisticated complex with mechanical sorting facilities and conveyors to carry the bags to their pre-selected destinations. Clive took Brian and myself along the viewing gallery and we were shown the platforms on the outer edge where TPO's berthed and these were the mails that are due to be terminated in July. Once they have gone, those platforms will be filled in and the first phase of the new road services will begin prior to the sad day on 10th January 2004 when the TPO's will cease altogether.

I have little doubt that the accountants have had their figures and the higher management have worked out a strategy for which they will have 'copper bottomed' explanations. I heard one gentleman say that Rowland Hill dealt with a similar situation in 1838 - 1840 and that worked well. I do feel that this is a rather spurious argument for several reasons. Hill took mail off the roads and put it on the rail! He was supported by the Government of the day who gave the Postmaster General swingeing powers to exact what the service wanted from the railway companies. The Post Office offered the people what they wanted not what the Post Office thought they ought to have. However, the most important fact was that the Parliament and Post Office understood precisely what it was - it was a public service! Here we had a service that was once the envy of the world and a blueprint for many other postal systems. Now we have a service, and I use the word advisedly, that has a superb rail system created at huge expense, that is about to be dumped and the mail being put on the roads at a time when the Government is about to introduced sophisticated systems to levy road congestion charges ! We are told that the rail company cannot keep its punctuality targets and I assume that the villain of the piece here is EWS? Yes, we were late getting to Low Fell on the night of our journey but it was not the fault of EWS. Our friend who used the Rowland Hill argument and others who might be interested, would do well to remember that railway companies were swallowed up until they became one large corporate body in the form of BR. We all know what happened to BR, administered by loquacious individuals who know best. Is it any wonder that humble yet loyal workers are utterly mystified and demoralised?

I suppose it is no good ranting on but I would just like to say this. It will be no good bemoaning the passing of TPO's in a few years time. No doubt someone will 're-invent the wheel' and railways will be seen as a good idea once again. There will be one snag - thousands of hours of experience, tradition and loyalty will have gone and what has taken 166 years to achieve will not be so easy to reinstate a second time around.

Forgive my outburst but I felt that I had to say something in defence of colleagues past and present - they deserve better. Willesden made me both glad and sad at one and the same time. The conditions are better, . . . .or are they ?

Once on the TPO at first glance it appeared that nothing had changed from the day I left the service in May 1990, but appearances can be deceptive. The train was made up very differently from when I used to meet it in Peterborough nearly fifty years ago and different from that which in conjunction with the London-York-Edinburgh TPO. While the carriages looked extremely familiar to those I had walked away from in 1990 (apart from minor modifications they were the same style vehicle) they were very different to the ones I had first travelled in.

I have to admit that as the journey progressed I did notice that there were many differences in practice and attitudes among the staff from days past and those in current vogue. I was not too interested in the sorting operations, although I did briefly observe what was going on. At no time did there appear to be the frenzied yet ordered activity I had once known. The work rate did not appear to be the same but I suspect that this has much to do with overall modern practice and the lack of morale knowing that their jobs were coming to an end.

No longer was there a 'registered duty' or 'corner man' in North Eastern parlance, performing the duty in the age-old manner. Although he still had a balance sheet he did not perform the duty that once involved bills, lists, separate green bags, transfer lists, high value packages, express items and a multitude of other documents ranging from jury summons to C.O.D. documents. There was not the insistence that the very obvious green bags be enclosed in grey outer bags, making them unobtrusive and much more secure.

The 'organised chaos' that used to exist on TPO's was no longer visible largely due to the huge amount of stowage space. With very much reduced stowage capacity in earlier periods, bags were taken into the carriage in which they would be sorted and then neatly stacked, often under benches or hanging bags, and despatched from the same vehicle, having been sorted. The reason for this was that TPO carriages had offset vestibules, making access to a BG impossible and there were only a very limited number of compatible stowage vehicles available.

To see a man continually dragging bags into the stowage throughout the night seemed to be a little 'out of sync' with the activities that I knew. Although it was very congested, I have no doubt in my mind that the earlier system had a lot going for it. Of course, it may also have had something to do with the frequency of stops previously made. TPO's used to make more frequent stops and the turnover of bags was that much greater.

The heaps in the stowage were not created with as much precision as they used to be and I suspect that this was due to two reasons. Nylon bags and not too many of them. Canvas bags did stack better I must admit, but the men who worked in the stowage and BG's were very adept at building heaps with bricklayer like precision. I well recall seeing the loading line exceeded on a number of occasions and even remember the odd times when heaps had to be reduced in size.

The great distances between stations meant a significant change in work patterns on TPO's nowadays. In the 1960's the North Eastern would have stopped at most of the principal stations along the line and where they did not, there would have been an apparatus service. In fact my very first connection with this TPO was to despatch and receive via apparatus, mails from the North Eastern Down just to the north of Peterborough.

The pace of work was very much more measured than what I remembered and I have no hesitation in saying that generally speaking we worked a lot harder. This is not in anyway meant to be derogatory towards staff at the present time, as I think there is a perfectly good explanation. First of all, they all know they are going to lose their jobs and that cannot be good for morale. I do not think I would be too keen myself. Secondly, there are modern codes of practice that do not allow for jumbo-sized bags and jumbo-sized bundles of letters. This is probably something to do with Health & Safety rather than in the interests of the service.

I have to be honest and say that H&S probably has a lot to answer for in the running down of services and the drop in standards, not only on TPO's, but elsewhere throughout Royal Mail. No longer is acceptable to say when heating is non-existent, temperatures are below freezing and there are no tea-making facilities, that staff should put an extra pullover on, work a bit harder to keep warm and to shut up moaning for that is what TPO allowances are paid for. No longer is it permitted to cram as much as possible into a bag, irrespective of weight "simply to save time tying up bags" and then to tell station staff that they should "use two hands or eat your greens !"

Smoking on trains appears to be by consent rather than by right and drinking before coming on duty is a definite 'no no'. In the past there were probably more smokers, than those who did not and similarly drinking was part of the culture. From Chief Divisional Inspector down most of the staff drank and I do have to say that with the exception of a very few instances, work was not impaired and accidents were almost unheard of as a result. With both vices, there was more harm to the staff themselves than ever there was to the service. Very often drinking made a job under almost unbearable conditions, almost tolerable.

For me, and in the nicest possible way, the greatest curiosity was Marion Farrell. A lady on a TPO was, in my day, unheard of and a lady in charge was unthinkable. Marion was a very nice person and made us both very welcome. She explained that she had been on TPO's for four years and said that even now there were still some staff that would not accept her.

I think I can see both sides of this problem but none of it can be laid at Marion's door. Traditionally, as I mentioned earlier, TPO staff moved up through the ranks and undoubtedly there would have been a bit of resistance to change. I think from the staff point of view, being overseen by 'one of their own' was an wholly acceptable principle but someone 'from outside' was not, in the eyes of the staff, the best that they could hope for.

Since very senior management brought about this change in strategy, it could hardly be the fault of the staff or Marion and people in her situation. Therefore, it seems reasonable to me that people who are thrown together in such a fashion should not take it out on each other. By all means have a go at the very senior management, the same management who is wreaking such havoc in the Post Office for the betterment of us all !!!!!

While I am speaking about the past, to the days when the system in operation had changed little from Victorian workings, I would just like to say that that system had evolved over many years involving lots of experience. It worked and it worked well. TPO's were a close knit community and to a certain extent I believe they still are, with many of them firm friends away from their workplace. They worked as a team and in times of crisis everyone from Chief Divisional Inspector down would pitch in to prevent a mail failure. Would that happen today? I don't know but in the event that it would not, then I do not think it reflects on the lads and lassies who are at the sharp end.

I found many things that I could not come to terms with. The liberal use of green bags discreetly secured with a blue plastic tie would have been blindingly obvious to any but the most mentally challenged, had they wanted to abscond with the contents. In the bad old days and before we knew what we were talking about, such bags would have been enclosed in a grey outer bag and much less obvious.

The 'guvnor' not actually travelling in with the staff did seem a little out of order. You can't advise the troops if you can't see the battle plan ! Most of the supervisory personnel, and I've done it myself, need to get a feel for how things are going. Many a crisis has been averted by moving one person from here to there or by observing the odd bag from being overlooked.

I really must not criticise too much. Things have changed for everyone, not least of all the TPO staff. I really do feel for them having been down the same road myself. I was lucky, I had enough service in to allow me to bail out with a full pension - people in a similar situation will undoubtedly relish the chance. When I finished, all the younger chaps found other TPO positions and that is the difference. There will be no other positions.

With the best will in the world, work in a static office cannot measure up to work on a TPO. TPO staff were a breed apart and there will never be the like again after 10th January 2004. I wish every one of them the best of luck in whatever the future holds and I hope and trust that we here at NVR will succeed in re-creating the TPO scene for future generations.