Posts Tagged ‘Rolls-Royce’

Rolls-Royce on Their Record-Breaking Electric Aircraft

November 29, 2021

One of Bristol’s most important industries is aviation and space research. The city has a proud heritage of designing and manufacturing aircraft and space satellites. One of the greatest of these planes was the Anglo-French Concorde, partly built in Bristol at Filton. Rolls-Royce is one of the companies involved, which is why I was particularly interested in this little video from them. posted on their channel on YouTube. It’s a short film about their new plane, ‘Spirit of Innovation’. It’s a small, single person propeller plane, but differs from other, similar aircraft in that the engine’s electric rather than oil-driven. In the video, the pilot and various officials and technicians describe working on the aircraft, how it involved engineers from all over England and the huge advance in research into electric aviation the plane represents. It was designed to beat the speed record and has done so by a large margin. The team believe that the third age of aviation – electric planes – are here and will make a strong contribution to carbon-neutral travel.

It’s a fascinating plane and obviously a great achievement, but I wonder how much of a contribution such planes will make to making international travel greener. I think to have any significant impact on the production of greenhouse gases by aircraft, it will have to be installed on the large passenger aircraft. And while I have seen other videos about electric airplanes, I can’t recall seeing anything about replacing jet propulsion with electric propeller engines. One possible replacement for fossil fuel jets may be engines using liquid oxygen and hydrogen, like the large space rockets. If this was done, the result would be water and steam rather than anything harmful to the environment. I first read about the idea of planes using Lox and liquid hydrogen way back in the Usborne Book of the Future when I was 12. There has been the odd murmur about the idea since then, but I really haven’t heard anything about any research on it for a long time so I do wonder if that idea is dead.

In the meantime, I salute the Rolls-Royce engineers latest achievement, and hope it does help create the greener future our planet and society so desperately needs.


I’ve also written the following books, which are available from Lulu.

The Global Campaign, Volume 1

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Available at The Global Campaign Volume 1 (

The Global Campaign Volume 2

Price: £12.00

Available at Global Campaign Vol 2 (

For a Worker’s Chamber

Price: £4.50

Available at For A Worker’s Chamber (

Privatisation: Killing the NHS

Price: £5.25

Available at Privatisation: Killing the NHS (

Crimes of Empire

Price: £10.00

Available at Crimes of Empire (

Why I Believe Leaving the EU Will Be Particularly Bad for Bristol, Gloucestershire and Somerset

February 22, 2016

Since David Cameron raised the issue of the EU referendum last week, there’s been a flood of posts about the subject. I’ve blogged about the dangers to British workers and the middle class if we leave Europe, and the human and workers’ rights legislation contained in the EU constitution and treaties. The Lovely Wibbley Wobbley Old Lady has put up her piece explaining the issues involved in Britain leaving the EU, as have a number of others. In this piece I won’t discuss the general issues, just give some of my thought on why it would be disastrous for Bristol, Somerset, Gloucestershire, and areas like them elsewhere in Britain if the country decides to leave.

Firstly, Bristol is a port city. It’s not so much now, after the docks in Bristol have been closed to industry, and the port itself moved to better deep water facilities over in Avonmouth. Nevertheless, a sizable amount of trade goes through port facilities. The EU is Britain’s major trading partner, and my fear is that if Britain leaves Europe, trade will be hit, and the income and jobs generated by that trade will plummet. This will, of course, hit British industry generally, but it’ll also affect the ports as the centres of the import/export trade.

Bristol furthermore has a proud tradition of aerospace research through BAE and Rolls Royce at Filton. Further south in Somerset there is the former Westland helicopter firm, while in the Golden Mile in Gloucestershire there are engineering firms, such as Dowty, that specialise in aircraft instrumentation and control systems. The sheer cost of developing and manufacturing modern high-performance civil and military aircraft means that many of these projects are joint ventures between aviation companies across Europe. Airbus is one of the most obvious examples, as is the Eurofighter. And then, back in the 1970s, there was Concorde, which was a joint project between Britain and France. Hence the name. Parts of the aircraft were built in France, but the wings and a other components were manufactured here in Bristol.

The same is true of space exploration, and the satellites and probes sent up to the High Frontier. Several of these, or parts of them, have also been manufactured by British Aerospace at Filton. I’ve got a feeling the Giotto probe that was sent to investigate Halley’s Comet in 1986 was also partly made in Bristol. Again, like aviation, space travel can be enormously expensive. The costs are literally astronomical. So many of the space projects are joint ventures across Europe, between aerospace firms and contractors in Britain, France and Italy, for example. This was always the case going back to ESRO in the 1950s and ’60s. This was a joint European attempt to create a rocket launcher, involving Britain, France, Italy and Germany. Unfortunately the project collapsed, as the only section of the rocket that actually worked was the British first stage. Nevertheless, the French persevered, and out of its ashes came Ariane, launched from their base in Kourou in French Guyana.

ESA, the European Space Agency, operates under a system of ‘juste retour’. Under this system, the country that supplies the most funding for a particular project, gets most of the contracts to make it. Despite various noises about the importance of space exploration and innovation in science and technology by various administrations over the years, space research by and large has not been well-served by the British government and mandarins at Whitehall. It has a very low priority. Opportunities for British firms to benefit from European space research have been harmed by the British government’s reluctance to spend money in this area. I can remember one of Thatcher’s ministers proudly informing the great British public that they weren’t going to spend money just to put Frenchmen into space. It’s partly because of this attitude that it’s taken so long to put a British astronaut into space with Tim Foale. Those of us of a certain age can remember Helen Sharman’s trip into space with the Russians in the 1980s. This was supposed to be a privately funded joint venture with the Russians. It nearly didn’t happen because the monies that were supposed to come from British capitalism didn’t materialise, and in fact the Soviets took Sharman to the High Frontier largely as a favour.

The aerospace industry in Bristol and the West Country has contracted massively in the past few decades, as the aviation industry throughout Britain has declined along with the rest of our industrial base. I’m very much afraid that if we leave Europe, we will lose out on further commercial aerospace opportunities, and that part of Britain’s scientific, technological and industrial heritage will just die out. We were, for example, invited to take part in the development of Ariane, but the mandarins at Whitehall didn’t want to. Rather than invest in the French rocket, they thought we’d be better off hitching rides with the Americans. The problem with that is that the Americans naturally put their own interests first, and so tended to carry British satellites only when there was a suitable gap in the cargo. It also meant that British satellite launches were limited to the times the Space Shuttle was flying. These were curtailed after the Challenger explosion. If we’d have stuck with the French, we could possibly have had far more success putting our probes into space.

I’m sure there are very many other ways Bristol and the West Country could also be harmed by the decision to leave the EU. It’s just what occurs to me, as someone with an interest in space exploration, from a city that was a centre of the aeroplane, rocket and satellite industries. I also decided to post this, because I know that Bristol’s not unique in its position. There are other working ports and centres of the aerospace industry across the country, that will also suffer if we leave Europe. And so I firmly believe we should remain in.

Tim Peake and British Space Rockets

December 17, 2015

The big news in science this week as far as this country goes, was Tim Peake’s blast-off yesterday to join the crew of the International Space Station. He’s the first Brit to travel into space for nearly twenty years. Helen Sharman in the 1990s was the first Briton to go into space in a privately-funded mission in Russia. Unfortunately, the private funding didn’t appear, and she only flew thanks to the generosity of the Russian government. Towards the end of the decade, Tim Foale also flew aboard the Space Shuttle. He was not, however, technically British, as in order to participate in American shuttle programme, he’d had to take American nationality.

The launch was covered by the Beeb in their Stargazing Live programme, and there was a countdown to the launch, featuring various Beeb celebs and personalities. Down here in Bristol, even the local news programme, Points West, got in on the act. Their anchor David Garmston interviewed an Asian lady, an astrophysicist working as the education director for the @Bristol Science Centre. She had joined the competition to become the first British astronaut for over a decade, and had reached the final six before sadly being rejected. She graciously said that the better person had won, and wished Peake all the best.

In fact, long before Helen Sharman, Foale and Peake voyaged into the Final Frontier, from the 1950s to the 1970s Britain was manufacturing and experimenting with space vehicles as easily the third space power apart from America and the USSR. The rockets launched by Britain, many of them from the Woomera launch city in Australia, were the Skylark, Skua and Jaguar sounding rockets, the Blue Streak missile, Black Arrow and Black Knight. There was also a projected larger launcher, Black Prince.


Skylark Rocket

These rockets were developed at the suggestion of the Gassiot Committee of the Royal Society, which in the 1950s became interested in using rockets to study Earth’s upper atmosphere. The committee invited members of the Ministry of Supply to their 1953 conference on the subject, and the result was that they were contacted by the British government to see if there would be any interest in developing such a vehicle. And from this came the Skylark programme.

These rockets were 25 feet long and 17.4 inches in diameter. They were built by the Royal Aircraft Establishment at Farnborough and the Rocket Propulsion Establishment, Westcott, which made the Raven solid rocket motor which powered it. The first Skylark rocket was launched from Woomera in 1957. By 1965 over 100 such rockets had been launched. The rocket was modified, and the Raven motor replaced by the more efficient Cuckoo, so that it could lift a payload of 330 pounds 136 miles into space.

The rocket has been used to study wind, the temperature of the upper atmosphere, the ionosphere, radiation and micro-meteorites.


Skua Rocket

This is another sounding rocket used to study the atmosphere. It was 8 feet long, 80 pounds in weight, but could carry a payload of 11 pound 46 miles into the atmosphere. Like today’s hobby rockets, it was re-usable, coming back to Earth via parachute, so that it could be given another load of charge and used again. A second variant of the rocket, Skua 2, could take the same payload up to 62 miles. The rocket was built by Bristol Aerojet, and was launched from a 32 foot long tube mounted on a Bedford truck.


This was developed to research the problems of aerodynamics and heating in hypersonic flight. It was a three stage rocket developed by the Aerodynamics Department of the Royal Aircraft Establishment in Farnborough, and the Aerodynamics Division of the Weapons Research Establishment in Australia. The rocket motors for the vehicle were produced by the Rocket Propulsion Establishment at Westcott.

The first stage was powered by a Rook motor, which takes the rocket to 80,000 ft. The second stage Gosling motor is fired, which increases the rocket’s speed from 3,000 ft/s to 5,500 ft/s. After this is used up, the final stage Lobster motor accelerates the rocket to 10,000 ft/s. It was capable of taking 20 pounds to an altitude of 500-600 miles.

Black Knight

Black Knight Rockets

This was developed as the test vehicle for Blue Streak, an independent nuclear missile launcher. Blue Streak was abandoned in 1960, partly because they wouldn’t be anywhere in Britain suitable to launch it from in the event of a nuclear attack. Black Knight, however, continued to be developed as rocket for scientific research. It was used for a further five years to study problems in re-entry, the upper atmosphere and carry experiments later incorporated into UK and US joint scientific satellites.

The rocket came in single and two-stage versions. The single stage version was powered by a Gamma 201 liquid rocket motor burning a mixture of High Test Peroxide and Kerosene. It was 32 ft 10 in. in length, and three feet in diameter. The rocket could reach a maximum height of 147 missiles. The rocket motor was produced by Armstrong Siddeley, and based on an existing Gamma motor developed by the RPD at Westcott.

The two-stage version of the rocket were flown from August 1964 to 25th November 1965. It was 38 ft 8 in. in length. The first stage rocket motor was powered by a Gamma 301 engine, and then by a Gamma 304, developed by Bristol Siddeley. The second stage was powered by a version of the Skylark’s Cuckoo motor, and was three feet long and 1.4 feet in diameter. It was fire back into the atmosphere so that the effect of the re-entry speeds could be studied.

A larger version of Black Knight using Gamma 303/4 motors in a vehicle 54 in. in diameter was under development in Bristol in 1963. There was also a plan to build a three stage rocket, Black Prince. This was to use Blue Streak as its first stage, a 54 inch Black Knight as the second stage and then a small, solid rocket third stage. The rocket would be 97 ft 10 in. tall, and be able to send 1,750 pound satellite into polar orbit 300 miles above the Earth.

Between September 1958 and November 1965 22 Black Knight rockets were launched from Woomera. Saunders Roe on the Isle of Wight were responsible for the rocket’s overall design, construction and testing. Armstrong Siddeley of Ansty, near Coventry, were responsible for the rocket engine, and De Havilland of Hatfield were to supply the test team at Woomera. The rockets were subjected to systems checks at Highdown on the Isle of Wight, before being flown or shipped out to Woomera.

BK 10, the spare for the rocket BK 11, was returned to Britain, and donated to the Science Museum, while High Down is now the property the National Trust.

Blue Streak

Blue Streak Rocket

Although it was cancelled as an independent nuclear weapon, there was an attempt to salvage it by using it as the proposed first stage for the proposed European rocket launcher, Europa 1. It was built by Hawker-Siddeley Dynamics and Rolls Royce. It had a Rolls Royce RZ-2 engine, burning a mixture of kerosene and liquid oxygen to produce 300,000 pounds of thrust. Unfortunately, this also came to nothing as the European rocket launcher project was cancelled due to the failures of our European partners to produce effective, functioning second and third stages.

Black Arrow

Black Arrow Rocket

After the cancellation of the Black Knight programme, Britain continued developing its own independent satellite launcher. This was Black Arrow, a three stage rocket standing 42 feet 9 inches tall. The main contractor for the spacecraft was Westland Aircraft, which was famous in the West Country for manufacturing helicopters. The first stage was powered by a Rolls-Royce Gamma Type 8 engine, burning hydrogen peroxide and kerosene. The second used a Rolls-Royce Gamma Type 2 engine, while the third was powered by a solid propellant rocket, Waxwing, made by Bristol Aerojet. Sadly, the project was cancelled after it successfully launched the 220 pound Prospero satellite into a 300 mile polar orbit in November 1971.

And Now the Politics Bit

These projects were cancelled and the accumulated knowledge effectively thrown away, because the mandarins at the British Civil Service saw no value in them. They were considered too expensive, and it was believed that using American rocket launchers would be a cheaper and more cost-effective option. In fact Britain has lost out because, at least in the 1990s, it looked as if there was going to be an international market in space vehicles. Even the Indians were developing them. The launch of British satellites by the Americans meant that Britain depended on their goodwill and available space aboard their rockets.

The French, who I believe were responsible for the second stage of Europa I, the European rocket launcher, forged ahead to produce the cheap and successful Ariane, launched from their site in Kourou, French Guiana. The French rocket is actually cheaper, and more economical, than the Space Shuttle. The Shuttle, however, had the advantage in that it was heavily subsidised by the American government.

It’s therefore ironic that David Cameron should try to show the world how keenly he is supporting a British astronaut, when this is precisely what British governments have failed to do since the 1970s. Maggie Thatcher was all for Helen Sharman’s voyage into space, as that was supposed to be managed by private enterprise. Until private enterprise wasn’t able to do the job. Cameron’s government has carried on this daft and destructive policy of closing down Britain’s manufacturing base, and preferring to buy in from outside rather than develop our own industries. Way back in the 1960s Harold Wilson made a speech about Britain benefiting from the ‘white heat of technology’. Those in power never listened to him, and despite Cameron mugging on Twitter, they still aren’t. You can see that from the way they’ve sold off our industries, including the defence contractors that were able to create such magnificent machines as Black Arrow. And our country is much the poorer.

Further Reading

The Encyclopaedia of Space (Hamlyn: 1968)

John Becklake, ‘British Rocket Experiments in the Late 1950s/Early 1960s in John Becklake, ed., History of Rocketry and Astronautics (San Diego: American Astronautical Society 1995) 153-64.

John Becklake, ‘The British Black Knight Rocket’, op. cit. 165-81.

T.M. Wilding-White, Janes Pocket Book : Space Exploration.

In this clip below, Alice Roberts from the Beeb’s Coast TV series, interviews members of the Black Arrow team on the Isle of Wight. One of them tells her how he was told to tell the rest of the team the project was cancelled and they were sacked immediately after the launch. Hansard, the parliamentary newspaper, records that the mandarin, who made the decision did so because he could see absolutely no future in the development of satellite launchers.

Here’s a British newsreel report on the Blue Streak programme from 1964. It shows the rocket being tested at Spadeadam in Scotland, and its launch in Woomera. It talks about the European Rocket Launcher programme, and some of the dignitaries attending the launch, such as the French general in charge of the European project. It also shows what a thriving community Woomera was back then, and follows Mrs Lawrence, a housewife with a part-time job as a camera operator tracking the rocket on its launch, as she goes on her 300 mile commute each day from home to the launch site.

It recalls the era as one of optimism, of a time when Australia itself, its rugged landscape and sheer vastness, were a source of fascination and wonder to Brits, long before the arrival of soap and pop stars like Kylie Minogue.

In Defence of Nationalised Industry

March 12, 2014

National Coal Pic

Since the 1970s, nationalisation has had a bad reputation, caused by the inefficiency, poor performance and appalling quality of some of its products. The classic example of this was British Leyland, hit by a long series of strikes, producing cars of a poorer workmanship and much less attractive than its foreign, increasingly Japanese, rivals. Yet the authors of Socialist Enterprise: Reclaiming the Economy, Diana Gilhespy, Ken Jones, Tony Manwaring, Henry Neuberger and Adam Sharples show that in many cases this images is grossly unfair. They argue

The case for public ownership is as powerful now as it has ever been – just as it has never been more urgent to rethink the priorities for public ownership, the methods of achieving it, the accountability and internal structure of publicly owned companies, and above all, their responsiveness to consumer and community needs. Publicly owned companies should be a model for socialism in practice. Unfortunately, for many people, that is just what they have become: unresponsive, often inefficient and often just as brutal in cutting jobs as private sector companies.

In many ways, this public image is, of course, grossly unfair. Nationalised industries are major investors: over the past ten years they have invested three times as much-for every worker employed – as firms in the private sector; and investment per unit of output has been twice as high. Moreover, companies such as BP, British Aerospace, BL, British Steel and Rolls Royce are among Britain’s top export earners. Nationalised industries have also been highly profitable in recent years. Their productivity record has been impressive, outstripping the private sector. Without public enterprise Britain would have had no domestically owned company in sectors such as motor vehicles, aero engines, shipbuilding, microchips and computers.

The Tory government privatisation programme, on the other hand, means that only the most vulnerable companies starved of investment finance will be left in the public sector. Profits will increasingly reflect the abuse of monopoly powers, rather than the efficiency of the company, and the Government’s obsessive desire to cut public borrowing. These factors are, however, unlikely to win much sympathy for public enterprise. Popular opinion may not favour further privatisation but there is no positive desire for an extension of public ownership. This reflects a deep seated lack of confidence in publicly owned companies which predates the election of the Conservative government in 1979.

All of which is true. This was written in 1986, and after Thatcher privatised the nationalised industries we largely do not have domestic firms producing cars, aero engines and ships. And the sale of some industries to foreign investors was quite deliberate, like the helicopter company Westland and the defence technology company QinetiQ to the Americans. Britain’s economy has suffered, as well as her wider defence infrastructure.

As for public opinion towards nationalised industry, this is not as low as may have been the case when this was written. People emphatically do not want further industries sold off. This is most obvious in the case of the NHS, as two reports by the Conservative party have shown. The I yesterday reported that the people using the East Coast railway line do not want to see it privatised. Mike over at Vox Political has presented the statistics showing that most British people still support the public ownership of the utilities.

There is clearly a large number of people, who support traditional, ‘old’ Labour-style mixed economy. They are, however, ignored by all three of the main parties. Their voice, particularly in defence of the NHS, needs to be heard.

More on the European Round Table of Industrialists: The Free-Trade Corporate Interest at the Heart of the EU

January 30, 2014

I’ve blogged before about the European Round Table of Industrialists (ERT) in connection with the TTIP trade agreement, which would complete the privatisation of Britain’s NHS and leave national governments at the mercy of the multinationals. Lobster has reviewed two books critical of the strong corporate interests in the European Union, which were the subject of my previous blog posts about the ERT. Lobster 50 for Winter 2005/6 also carried an article on them, A Rough Guide to the European Round Table of Industrialists by Noel Currid. Lobster is on-line, so the article should be available. However, I thought I’d summarise some of Currid’s findings about the ERT here.

The ERT was set up in 1983 by Pehr Gyllenhammer, the chairman of Volvo, along with Umberto Agnelli of Fiat, Philips, Wisse Dekker, and Etienne Davignon, the EEC Industry Commissioner. Their goal was to relaunch Europe in order to combat the ‘stagflation’ from which the EEC had suffered for more than a decade. They were also frustrated by the lack of progress towards European integration. Gyllenhammer stated that ‘Europe really is doing nothing. It’s time for the business leaders to enter this vacuum and seize the initiative.’ Dekker concurred, stating ‘If we wait for our governments to do anything, we will be waiting for a long time. You can’t et all tied up with politics. Industry has to take the initiative. There is no other way.’ Gyllenhammer, Dekker, Davignon and Agnelli then began to recruit other business leaders to their group.

By 2005 the ERT had fifty members, comprising leading industrialists from 18 European states as well as Norway, Switzerland and Turkey from outside the EU. It was chaired by Gerhard Cromme of ThyssenKrupp. Its vice chairmen were Jorman Ollila of Nokia and Alain Joly of Air Liquide. Other members came from DaimlerChrysler, Ericsson, Fiat, Nestle and Siemens. British members have included Paul Adams of British American Tobacco, Martin Brougton from British Airways, Tom McKillop of Astazeneca, John Rose from Rolls-Royce, Peter Sutherland of BP, Ben Verwaayen, BT, and Paul Walsh of Diageo. However, membership is individual, not corporate, and invitation only. It holds two plenary sessions twice yearly, which decide their priorities and programme of activities, as well as their publications and budget. Its decisions are made by consensus, rather than settled unilaterally by its leadership. These plenary sessions also set up the working groups, which perform much of the ERT’s work. These consisted of Accounting Standards: Competition Policy, Competitiveness, Employment/Industrial Relations and Social Policy, Enlargement and Neighbourhood Policy; Environment; Foreign Economic Relations; and Taxation. The Secretary General of the ERT also heads its small secretariat. This is based in Brussels, and acts as a contact point for the Round Table, co-ordinates its various projects, providing administrative support, and publishes the Round Table’s reports.

The Round Table has as its goal the implementation of European integration in order to further the interests of EU transnational corporations so that they have ‘a significant manufacturing and technological presence worldwide’. It has stated that ‘industry is entitled to … an EU which functions like an integrated econo0mic system with single centre of overall decision making’. It has particular opposed and sought to abolish the national veto held by individual EU countries, stating ‘the problem is that in the individual countries the politicians have to gather votes’. Their model is the US, of which they believe that it also ‘could do nothing if every decision had to be ratified by 52 states’. The ERT’s primary focus is economic. It is not interested in the political consequences of integration, and it also does not deal with the specific legislation, only general overall policy. it also boats of its extensive contacts with the EU leading officials and bureaucrats, both at the national and international level. Currid quotes its website as stating

‘At European level, the ERT has contacts with the European Council, the European Commission, the Council of Ministers and the European Parliament. Every six months the ERT strives to meet the government that has the EU presidency to discuss priorities. At national level, each member communicates ERT’s views to its own national government and parliament, business colleagues and industrial federations, other opinion-formers and the press’. By 1993 other lobby groups in the EU considered that the ERT was so successful in these aims that it had become part of the EU’s apparatus of government itself, rather than simply another lobbying group.

Jacques Delors considered that the Round Table was one of the main forces driving the establishment of the Single Market. The European Commission had advanced a series of proposals for removing the national trade barriers within the EEC in late 1984, but these had little support either from business or member governments. In January the following year, Wisse Dekker published Europe 1990: An Agenda for Action. This was part of a larger ERT publication, Changing Scales, which the Round Table sent to the heads of state of the various EEC countries. Delors’ speech three days after the publication of Europe 1990 on the subject of integration to the European parliament, according to Currid, shows a strong similarity to the proposals advanced by Dekker in the above text. The basis of the Single European Act, which forms the basis for the EU Single Market, was a white paper by Lord Cockfield, the Industry Commissioner. This postponed the Single Market’s establishment to 1992, rather than 1990. Nevertheless, its enactment marked the successful completion of Round Table’s main aim.

The ERT was also behind the EU policy to construct a massive, integrated transport infrastructure across the EU, intended to allow the greater flow of goods in the new, unified EU Single Market. The Round Table was instrumental in the inclusion of the Trans-European Networks, or TENs, in the Maastricht Treaty. These networks included the Channel Tunnel, the enlargement of various airports, and the construction of 12,000 km of new motorways. It is also due to the ERT that many of these new networks were subject to road pricing and became toll roads. In their Missing Networks, published in 1991, the ERT recommended the establishment of ‘user charges to distribute the funds for improving effective transport’. So the next time your stuck in a traffic jam in a toll road somewhere in the EU, these are the technocrats to blame.

The EU also appears to have been one of the major forces responsible for the introduction of the single currency. They had argued that this was necessary to complete the process of European integration as early as 1985. The Round Table was particularly active during the international negotiations in 1990-1 in preparation for the Maastricht Treaty. Currid notes that the ERT’s timetable for the establishment of European monetary union in their Reshaping Europe report, published in 1991, is also very similar to that in the Maastricht Treaty. The ERT also wrote a formal letter to all the European heads of government in 1995 requesting that

‘When you meet at the Madrid Summit, will you please decide once and for all that monetary union will start on the day agreed at Maastricht and with the criteria agreed at Maastricht.’ They stated that the heads of government they addressed duly agreed to this.

Delors in particular worked closely with the ERT to establish European integration. In 1993 he took part in the press launch of the ERT report, Beating the Crisis. A week later the European Commission published Delors’ own report on Growth, Competitiveness and Employment, which was similar to the ERT’s earlier report. At the launch Delors thank the Round Table for their help in his report’s preparation. Among its various recommendations, Beating the Crisis suggested that an EU-wide body should be set up to promote competiveness, similar to the Competitive Council of US President Clinton. Thus in 1995 the EU established the Competitiveness Advisory Group. As I mentioned in my earlier blog piece, this group has been responsible for recommending the lowering of wages, lengthening of working hours and decline in conditions for workers across the EU to allow it to compete internationally with the Developing World. Jacques Santer was also strongly supportive of the ERT, stating that by and large their priorities and that of the European Commission were the same. The ERT also approved of the results of the Amsterdam Summit of 1997, and in particular its strengthening of the power of the President of the Commission.

The ERT has continued to demand further EU integration and for the European Commission to be given even more powers. The Round Table declared to members of the convention on the future of the EU that it consider the establishment of a stronger commission to be vital as the Commission was ‘the genuinely Europe-focused institution and the one most capable of articulating the common European interest above national and regional interests’. They are also ardent opponents of any attempt to weaken the Commission’s powers through transferring them to the EU’s member states, or adopting a system of shared responsibility. Their desires here appear to have been fulfilled through the inclusion of Article 1:26 and Article 1:7 for the proposed EU constitution. These state that the Commission has the sole right to propose new laws, and establish EU legislation as superior to that of the member states.

The ERT was deeply involved in the preparations for the March 2000 Lisbon meeting of the European Council to make the EU ‘the most competitive and dynamic knowledge-based economy in the world’. This was supposed to have been achieved four years ago in 2010. Also in 2000, Daniel Janssen, another member of the ERT, stated that the implementation of the proposals of the Lisbon meeting would cause a double revolution in Europe ‘reducing the power of the state and of the public sector and deregulation’. It would also transfer ‘many of the nation-states’ powers to a more modern and internationally minded structure at European level’. This ‘more modern and internationally minded structure at the European level’ would be the European Commission.

The first few years of the 21st century in fact saw the ERT’s project for European integration encountering increasing difficulties. By 2002 Morris Tabaksblat, the chairman of ReedElsevier, state that the commitment to European integration shown at Lisbon was no longer there. The ERT also stated before the March 2005 EU summit, that they were dissatisfied with the way the Lisbon plan for European Integration was being downplayed to give the EU Constitution a great chance of being approved in referendums. The Round Table was also alarmed by the French and Dutch votes against the EU constitution in the summer of 2005, but believed they should not impede the process of greater European integration. They stated

‘The results demand an immediate, constructive and determined response from the heads of government of Europe. it is time for positive leadership to engage public support, restore economic dynamism to the single European market and allow Europe to act with confidence and conviction on the world stage’.

Currid states as his conclusion that ‘Hopefully, this brief tour of the ERT’s activities over the years shows that it is an extremely important player in moves pushing us towards a de facto United States of Europe. The ERT has been able to achieve many of its aims in alliance with the European Commission, an undemocratic, bureaucratic and unaccountable body par excellence. The ERT is no friend of the rights of Europe’s peoples to democracy and self-determination. For the ERT, the bigger the EU’s ‘democratic deficit’ – with the Commission plugging much of the gap – the better’. One cannot argue with this analysis.