Then, from within the blanket of white smoke, the engine of a powerful motorbike could be heard – it had been stowed under a nearby camouflage net. The terrorist had abandoned the missile launcher and was making a quick getaway.
He appeared at speed from his protective smokescreen, handling the bike with skill. He slipped unharmed through the security force’s net and now had an unhindered run to Peterhead and then towards the St Fergus gas terminal. He had foreseen that the security would be tight given the location, but was surprised by the speed of the response.
The team in the Ops Room were briefed on the events: the oil pumping facility had been extensively damaged.
Rafi recalled Emma’s earlier comment: ‘It’s not size that matters, but the throughput of the pumping station. Cruden Bay is where the Forties Pipeline System has its landfall. It can pump over one million barrels of oil a day from the offshore oil fields to the inland processing terminal at Kinneil. Without Cruden Bay the lion’s share of the UK’s daily crude oil supplies would stop.’
The Air Chief Marshal called out. ‘Four of the five Kornet missile launchers and all four Vektor mortars are accounted for. There has been major structural damage at Cruden Bay, but thankfully there are no civilian casualties or injuries. The sappers are doing a great job at Heysham, Aldermaston and Hartlepool. To those not in the know, it’s been a seriously awful night. It’s as if World War III has broken out in our back yard. We know better.’ He paused. ‘As a matter of utmost priority we have got to find the missing Chechen terrorist or at least his Kornet missile launcher…’
The commissioner, who had been watching quietly, leant across and spoke to the Prime Minister and the Air Chief Marshal, ‘I think it’s time for me to advise the London financial markets not to open.’ He picked up the phone and spoke first to his contact at the Stock Exchange, and then to Euronext. liffe. Two minutes later, both exchanges had posted on their dealing screens that they would not be opening due to terrorist threats. Then, as an afterthought, he picked up the phone and spoke to the heads of the derivatives exchanges in Frankfurt and Chicago. To his relief they both agreed to postpone the opening of their exchanges.
It was 6.45 a.m. at Sizewell – the grey February dawn was still forty minutes away; the cutting east wind was blowing over the coastal marshland and was forecast to veer around and come from the south-east. Dick Newton and his co-driver, Ted Dyer, had received notice the day before from their controller that their run to the marshalling yard at Willesden Junction in north London had been brought forward by two and a half hours and that the train would be going straight through to Sellafield.
The heightened anxiety of terrorist threats over the past year had resulted in Dick and Ted’s timetable being subject to frequent changes. Gone were the days of a regular schedule. But that did not seem to worry them, as they were well looked after. This morning, however, was a first. Never before had they been on the move in darkness and never before had they gone further than Willesden.
In the February early morning air Dick and Ted undertook their final inspection of the two carriages transporting the spent nuclear fuel casks. The radioactivity coming from the sweating casks was within the guidelines. Dick radioed through to control confirming that the freight train was ready to depart at its allotted time.
They had been operating the Sizewell to Willesden Junction run for several years and it had become a regular feature of both their lives. They knew the routine like clockwork and the safety procedures as prescribed by their employers had become second nature.
Back in the warmth of the train’s cab, Dick handed his empty coffee mug to Ted and waited for the last few minutes to tick by before their departure time. At 6.50 a.m. precisely, Dick reported in to his controller, released the brake and the train moved effortlessly out of the sidings. The train made light work of its two fifty-tonne reinforced canisters and gathered speed – on the old rails and wooden sleepers – down the branch line from Leiston to Saxmundham.
A few years earlier an early morning start would not have been possible. The 45 mph speed limit imposed on the nuclear freight trains meant that peak rush hours had to be avoided as they caused too much congestion for the commuter trains. Behind the scenes, the speed limit had unofficially been raised to 60 mph. The result was that if Dick and Ted timed their slot correctly when they joined the mainline at Ipswich and went behind the Norwich to London express, they would cause hardly any disruption to the passenger train schedules. In any event, the reliability of the early morning commuter trains was far from good and it was not unusual for their journey to be delayed by one of the many problems encountered by the long-suffering commuters.
There was no real hurry to get to Saxmundham, where they joined the Lowestoft-Ipswich line. They were scheduled to go after the small diesel passenger train which was timetabled to stop at Saxmundham at 7.31 a.m. But, as this morning it was running a few minutes late, Dick brought his train to a gentle stop outside Saxmundham station and they waited for the passenger train to come and go. It was 7.38 a.m. when the nuclear freight train passed through Saxmundham. They were four minutes behind schedule, but in the scale of things this was well within the bounds of normality.
Over the years Dick had become used to Ted’s running commentary of the places they passed and his interpretation of what they were. The descriptions rarely changed. It helped the time slip by. There was the alpaca farm and then the small market town of Woodbridge, nestling on the banks of the river Deben, a favourite of Ted’s. He would recall how the Viking burial ship at Sutton Hoo on the other side of the river was worth a visit. Then it was on to Ipswich to wait for their slot behind the Norwich to London express train. The intercity train was on time. Dick eased his train through Ipswich station and the tunnel beyond. After that, it was a straight run down to Stratford on the north-eastern outskirts of London. There, they would leave the main line for the North London line which would take them around London, past Willesden Junction and on to the north-west line towards Sellafield.
When their speed limit had been 45 mph, the seventy miles from Ipswich to Stratford had taken two and a half hours, with a couple of stops to let passenger trains past. At 60 mph, the journey would be almost an hour faster and they would need only one stop to let an intercity commuter train through.
By 8 o’clock, the early morning news channels had wall-to-wall coverage of the four terrorist attacks. The infernos and the tall columns of acrid black smoke filled the TV screens in the Ops Room.
A drawn and tired looking PM spoke to those around him. ‘Thank you for all your unstinting efforts. We can be grateful that we have suffered no casualties and that the nuclear facilities are one hundred per cent intact. However, we still have one terrorist and one Kornet missile launcher unaccounted for. As we don’t know where he is or what his target is, I have spoken to the Permanent Secretary for Intelligence Security and Resilience and the director of Civil Contingencies.’
He paused and looked across at his Defence Secretary. ‘COBRA will be in session as of 9 a.m. I have told them to have experts on CBRN – chemical biological radiological nuclear – in attendance. And to have all members of ACPO (TAM) – Association of Chief Police Officers (Terrorism and Allied Matters) – available via video-conference links. The Defence Secretary and I will be leaving shortly to brief COBRA.’
The Prime Minister turned to the chief of the armed forces. ‘Sir Nigel, I shall leave this Ops Room in your command. Your remit is to take out the fourth terrorist and disable his missile launcher. And please keep all the fleeing terrorists under close observation.’