Pretty much sums up my position on Brexit. If you’re planning on a trip to Europe, better make it before the 29th of March if you want peace of mind.
Has it really been ten years since Tornado first hit Britain’s rails in her grey undercoat? I know that Tornado has been around a while but I forgot that I had only just finished Secondary School by the time she was unveiled.
Having driven the illustrious machine myself, I can confirm that the dedication and workmanship that has gone into her has resulted in a fine engine indeed. Grasping the regulator and reverser both feel as solid as the controls of an industrial lathe, and actually driving her was something of a fusion between a delicate responsiveness to the controls and the feeling of “okay, we’re moving… now what?” that comes with driving such a large and powerful machine. Her first runs at Great Central Railway were expected contain at least a handful of teething troubles, but her time there ended with a test train of eleven coaches and a “dead” diesel, which assuming the coaches are Mk.1s amounts to a load of around 450-600 Tonnes, with 2,000 Horsepower produced and not a hiccup in sight. It even has USB Charging Ports!
With all of this in mind, it becomes clear as to why I have been so utterly stoked to see No.2007 Prince of Wales finally begin to look like the titan of the rails she was designed to be. With a child’s imagination, the simple presence of both the boiler and driving wheels is enough to envision her as a complete locomotive. Needless to say, Britain’s most powerful steam locomotive deserves a team with this level of pedigree behind her, especially considering that with the hitherto unimaginable standards offered by modern metallurgy and manufacturing techniques, it is entirely possible that Prince of Wales could raise the high bar of tractive effort set by her peers in the P2 Class.
This has got me thinking recently about the state of Britain’s Engineering Sector, and even though I currently only have the perspective of a mere technician – so not a “real Engineer” I suppose – I believe there is a lot of potential for the nation. A lot of our expertise plays a major role in projects around the globe, such as capitalising upon the engineering success of the Crossrail initiative to export the talent and experience gained for the metro systems of other cities such as Sydney in Australia. But where is the nation to gain and generate that expertise in the first place?
The simple answer is in ambitious engineering projects. New Build Steam lists 22 projects under construction as of the time of writing, with a further four being New Build Diesels. An unimaginable prospect when Railway Preservation was simply an initiative to rescue engines from scrapyards too lazy to cut the damn things up as soon as they arrived, which just goes to show just how popular and successful Heritage Railways have become. And these, as well as Crossrail, are not alone in supporting the theory that Engineering isn’t dead in this country. The recent Farnborough Airshow has seen the reveal of Project Tempest, a sixth-generation fighter aircraft that aims to revive the combat aircraft industry that suffered a major blow with the demise of the TSR.2, leaving the English Electric Lightning as the only home-grown supersonic combat aircraft to see service with the Royal Air Force.
The unveiling of the Tempest is probably the most significant of these, given that unlike the aforementioned heritage projects that preserve the past, and Crossrail that meets current demands, it’s an ambitious defence project aimed at meeting future needs. Specifically, those of defence. I’ve said before that Trade is the bloodstream of Civilisation, and in order to keep that blood from becoming diseased and having it’s nutrients stolen by pathogens, a strong immune system is needed. If British industry can pull this project off, then not only can we sustain the base of knowledge required to remain relevant, but the future of the fifth largest economy in the world by GDP will be assured.