1957-06-04 — Page 4

Page I

HOW I SEE

J

by TREVOR EVANS

I Talk the

to

Minister

of

Power

This is the first interview since he took office which Lord Mills, Minister of Power, has given. It forms the

THE CHINA MAIL, TUESDAY, JUNE 4, 1957.

BRITAIN TODAY.

This one, too, will spring from men like Whittle, Cockcroft, and Hinton. "And the fore sight to realise that we must spend millions and millions to koop nhead

our own requirements," Lord

Milka added

OF

He always speaks that way, hardly moving his Ups. ills clearly etched face, his carefully brushed back sliver hair, his steady eyes all auggest great experience, concentration, and dellberation.

You feel that Lord Milis is not a man to jump hastily.

Suddenly he was saying "I was hopeful when the Prime Minister Invited me to take on this job. Having weighed up

the prospects, I am confident that Brifain will succeed, Wo will again become one of the world's energy-suppliers."

basis of the second in a series of personal estimates of NEW ENERGY

Britain's industrial situation today, prepared by an experi- enced and widely-quoted Industrial Reporter.

L

ORD Milla thinks big. Four months in which And that's n good Britain's power plans, for the thing for Britain.

next decade have been settled, And the investment programme For Britain dies without for the next 10 years tots up to power, and by that I do not the astronomical mean military diplomatic £4,700 million.

power but the kind that

comes out of power-houses

and out of coal...Energy.

He received me the other day

in his vast second-floor

room

THE SURPRISE

sum of

RESOLUTION

Britain is

THEN we looked at the blue

prints on which he has based his confidence, Lord Mills explained: "We will need an extra 60,000,000 tons of coal equivalent a year by 1805,"

of

the other

اله

22,000,000 tons

And he is certain that wili: improve now the miners are reallaing that, great though the prospects of nuclear energy are, they will always be needed and their sons after them.

This was revealing. One of the reputations Lord Mills has had to live down was that he was anti-union. It was bestowed on him by some of the lods its engineering because when he was president of the engineer- ng employers he proved 1 tough bargainer,

HIS FAITH

DDLY enough, the qualities

which made him criticised then are the same quailties he exhibits now.

На 1 а team player, and among his teammates now OTU the men in the mines, in the gasworks, in electricity stations, in atomic energy plants, and in steelworkKE,

Why did Me Macmillan think as the man for of Sir Percy this job, the man who hod

always kept out of politics? -It

WRR

Lond Milia who reminded

Imagine it...

more than

£1,000,000

today, tomorrow,

every day of

our lives until 1965... is being invested

in new power

plant in Britain.

Но

He has mapped it out, "During the war," he said, is cortain it can be done, despite were colleagues in the its difficulties, He has great Ministry of Supply. We worked faith in blueprints, closely together.

"I also helped him with housing for a year when he Was Minister of Housing in 1051,"

The implication was clear.

Where is it coming from? Coal itself cannot moel all this. Indeed, our mines will not be able to produce more than an extra 20,000,000 tons. Nuclear energy will provide the equiva feel of 18,000,000 tons of coal,

And ell imports the equiva- at the Power Ministry down in THAT works out of £1,287,000 Millbank. In the very furthest and holidays and all, unul 1935. of coal. So

day, every day, Sundays lent

Importy will go Mr Macmillan knew that Mills corner of the huge building Lard Milla belleves that up by another 50 percent.

WRS a man who got on with away from Whitehall,

It looked starting another Put that way it

a the job. And that is the way Industrial Revolution. He said: fairly simple sum in arithmetic, Lord Mills looks at his prestat "We must depend on power until I realised that coal, the job, not only for ourselves but for only indigenous energy-product other too.

we have, is not being produced exported to always

to meet пи our needs at energy. We started soon after present. the last Industrial Revolution, nearly a

And

no one can be confident century and ♫ go. Then it was will coal.

half that the miners will meet their contribution of another 20,000,- "Few realise what a part 000 tons of cool by 1985.... Britain has played in develop execpting Lord Mills and Mr That day was a distinctive ing, selling, and transporting of James Bowman, the National one for him on the month's to many parts of the world. calendar, For was on the And in the future it will be

So why is Lord Mülls 50 14th

that Mr

Macmillan nuclear power as well as coal confident? He has

deep announced the greatest surprise and oll.

respect for Mr Bowman and for of all in his Cabinet, Sir Percy The Inst Industrial Revalu- Mr Ernest Jones, the Mills, as he then was, becarne tion, ho recalls, started with president, and the miners. Minister of Power on January brains, with Watt and the thinks that there is a new spirit 14. Only four months ago, texllle inventors,

in coal.

He

ND that is symbolical.

could not get further away from Whitehall and remain in that bulking: but his desk is arranged that he faces hall. He has his eye on it,

White-

gre

Coal Board chief.

П

miners'

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How far

wearing of

Balready, after his early successes,

40 tho

by

Y 1950, Stirling Moss, then twenty years old, was sent a dignified letter

full-time Press, Alfred Moss, wrote: professional racing motorist. His early professional "I have to announce that career was with British cars. During 1950 and 1951, after very careful consideration barnstorming round the continental circuits with John to my son, Stirling Moss,

and in the light of advice given Heath's team of H.W.M.'o from Walton-on-Thames, leading personalilies in the field Stirling gave some wonderful displays of sheer driving. of Motor Sport, he has decided Let's hope he's right, If he He handled the green British cars impeccably. But the to join the fren of Maserati as odds were against him. He was competing against moro No. 1 driver for the year 1956. yet to come.

powerful continental machines.

The HLW.M's were good care. They were not world-beaters. Slowly and emphatically, it was borne in on Stirling Moss thut a driver has no chance of success In tho World Championship stries unless he has the right

15,

Britain's greatest days are

TOMORROW: A message for Britain

SAM STING

CAN A BUTTERFLY FLY?

"It is felt that while the new British Formula I cars are very

A British Champ

in British cars?

that spired the

car. And in 1850 and 1951, Yet Benz firm to offer him a con- and ́modifications and will not

was

became

German Mercedes- good, they require further tests not a British car. through 1952 and 1953 Stirling tract for the 1955 season. There be ready to compete on even obstinately persisted in "driving was a public cutery when this terms with the continental chel- British" Again, he had no nows

known. Why, lenge until well into the scason; spectacular successes. The 'G' Stirling'e critics asked. should therefore as Q professional type ERA, and the Cooper one of our best British drivers driver, he feels that he must Alla, or the H.W.M., were "go German"?

continue to drive for a foreign good cars, but they were

firm until the necessary deve The answer, to Stirling him- Jopments are completed and an The answer,

no adequate number of cars are ear built to ensure a full season's the racing.

not

Toronto. TORONTO scientist Dr F. A. Urquhart believes the world-beaters. They were just

bright-orange Monarch

World Championship towering Rocky Mountains of Canada and the United States:

class.

There was

class

British Grand Prix Motor racing, for Moss, is o good enough to challenge business proposition, It how best European cars. The Mer- ho earns his Nving, and since ocdes cars had put up

better

"Stirling would very much Urquhart, head of the division of zoology and paleontology of the active lise of a racing motor show in the 1954 season then like to drive solely for Britain the Royal Ontario Museum, sald his theory is being tested this ist is a short one, he wants it the Maseratis, If he had to but as he has decided that ho spring when about 3,000 tagged to be a good living. He wants drive a foreign car, why not & cannot do so this year he has Monarch butterflies will dulter to save up for the future. It Mercedes? And a place in the Insisted that he should be free north and east from the Call-Stirling Moss had signed on Mercedes team would give him to drive British cars in six of formin coast. Peopit throughout with a continental firm carly in a chance to study close at hand the major sports car events, and Oregon, Idaho, Montana, Nevada, his career, success would have the methods of definitely the the Maserati Company have Ulah, Colorado, Arizona and Now come to him earlier, and he greatest living racing motorist— agreed to release him for this Mexko are being asited to keep would now be a richer mark. the Argentine veteran, Juan purpose." a sharp lolcout for the adven-; But as far back as 1952 ho Manuel Fongio. turous butterflies.

turned down a very tempting Years

research have shown offer from Enzo Ferrari because that Monarchs on the castern the Italian would not agree to half of the continent move from Mosa's driving for a British firm, Ontario and the north-eastern Jaguar, in sports car events and states south to the Gulf of for Ferrari only in the Grand Mexico for the winter, returning Prix field in the spring.

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A similar north-south move- ment has been found in Call-

forto, Dr Urquhart said, but until now It has been only at suspicion

that some of them

Decision

Halfway

head cast in the spring through o

1954

The basic facts behind this Stirling Moss's third big de- decision of Stirling Moss'a in cision about driving British or 1955 were those. British Formula foreign came up at the end of I cars cars intended for the 1955, Mercedes were out of the World Championship circuite running for 1950. He had to were then being developed choose again. He and his father under a handicap. It was partly" invited a party of motor-racing a financial handicap; even more Jourraials to dine at the Royal it was a psychological one. The Automobile Club. Stirling put it British motor industry

to them straight: "My great am- whole simply did not recognise bition is to drive a Brilish car the importance of Grand Prix to win the World Championship., racing Priority requesta from But neither B.R.M., Vanwall,' Grand Prix designers were not

through the Stirling made the high passes of the Rockies drive patriot though he was, themselves

momentous decision, Urquhart said two Californians,

teari.

He must ner Connaught had proved treated as priorities. The speed

on the World of British racing-car develop

A. B. Berghell of Morro Bay and and though his great ambition Championship circuits. The plain ment lagged beaing Hte consil Paul W. Beard of Monterey, Wan to win a world champion- tagged more than 3,000 Monarchs ship event in a British car fact was that after the 1955 cea- ental competitors,

son the British motor, industry mar their immes during last cars that were, on their pre- could not offer Moss a car which

So in 1950, Moss drove for winter.

tent showing, potential winners, was, on past performances, Maserati, pliting his skill against "If one or two of these can be he joined the official Maserati likely to stand the pace in 1966. the old ilon Fanglo in a Ferrari. recovered in the mountain states, It will be of great assistance in our study. This point about their route must be cleared up," he anid.

The butterflies are tagged with a tiny label on the front edzo of thetr right wing that reads "return museum Toronto". Urquhart's shipping Instruc- tions: "Put the butterfly in amali sturdy box, with absorbent cotton, and mail it here, saying where it was caught, when and Who by,"

He won the Moringo Grand Prix The Italians, respecting his If a British driver and car and at Monza, later in the year, patriotic feelings, painted the could not be champion, at least became the only Englishman nose of his red Maserati works one journalist put the feeling ever to win the European Grand car in green, the British racing of the guests clearly-let a Prix. He came very near the colours, (He had, earlier in the British driver be champion, elusive championship and then season, bought himselt

"The achievement of a man is at the end of the season--to Maserati car and painted it everywhere recognised as being everybody's surprise announced green all over). The car also also the achievement of his that he would "drive British”, carried a Union Jack put

on country."

would drive a British Vanwall, by Stirling himself. I do not

in 1957. think he has ever driven with- out one.

Stirling's performance for Maserati in the 1954 season in-

"-and considering that you were the Head

and for the honour of the dear-old-school and because of your people and all that, we'll · just give you a hundred lines and leave it to your guilty conscience”

LINE FOR

This dinner was in Novem ber, Stirling Moss did not make his decision known until early in December when his father

REBEL.

Earlier in 1950, at Sliverstone, in a Formula 1 event of inter- national status, for one ped three-quarter hours Stirling Moss had streakced round tho circuit in o Vanwalk at the in- credible average record, for Silverstone, of 100.47 miles per hour. He had led from the four- teenth lap to the sixtieth and Last, outpacing the works Lancia-Ferraris of Fangio and Collins, With Mice Hawthorn (B.R.M) he set up a new Silverstone Jap record of 102.30 miles per hour.

Decision

Moss's Vanwall at Silverstone had stayed the course of 180 miles at over 100 miles per hour. But could it stay the full cham plonthip distance of 300 miles? That was what worried the 00" perts, but the Vanwall per formances later in the year Rheims and Monza wêro couraging.

450

·1997-

ព

But whe Stirling Moss wise to sign on with Vanwall for 1957? Only time and the. Record Book will show. I thinis ho was more brave than wike, The 1060 scp-· som, taken as a whole, wis, gloomy one for British racing pars. Mon's decision was: Uke o vote of confidence, by the men most qualified to move one, in the potentialities of British racing-car engineering. Let no- body, after this dreision, again. suggest that Stirling More la no patriot but a mere publicity

bound.

Most people in Britain landw only about Silverstono, · "Thegr do not realise that nearly all the important championship races - are hold abroad and that only ono Brithits 'racemiknown' is the “Grande. Epreuvd" or Big Tort of." "World Championship