The Guardian from London, Greater London, England • 2

2 THE MANCHESTER GUARDIAN MONDAY JANUARY 3 1955 PERSONAL WITHY GROVE STORES OFFICE FURNITURE SAFES SAFES SAFES Impccl STORES Si WITHY GROVE. MANCHESTER it Factories throughout lh world. firtttOR total sales excoed 1,000,089 per day. SPECIALLY DESIGNED TYRE FOR EVERY MOTORING NEED DE LUXE and SUPER BALLOON These tyres have long been recognised by wise motorists as offering the finest valuc-for-money. They provide all-round safety with comfort, and give long) silent service on the highway.

Ministry of Pensions, fitted to a 1949 Anglttt Hand controls, as approved by ihe Ford Letters to the Editor About Motoring Some early motor-cycles Are modern motor-cycles, with their shaft drive, safety, cleanliness, and ease of handling, as much fun as the old belt-driven single-geared machines, top heavy, unsprung, prone to lie down on a greasy road, and with a push-and-jump-on start? Perhaps this is a question to which there can be no final answer, but my own experiences with early motorcycles beginning in 1901 at least suggest that there was plenty of the best sort of motoring to be had out of those now historic machines. My first ride was on a friend's machine. It was a French-built motor- tricycle with the engine slung behind the rear axle. It was supposed to be 14 h.p. The single-gear drive was by a straight toothed pinion on the crankshaft gearing directly into a toothed ring on the axle.

To start this machine you were supposed to climb into the, saddle, open a compression tap on top of the cylinder, and pedal the whole outfit along until the engine fired. This was fairly possible down a slight slope, but as it weighed about 2cwt. it was utterly impossible to get it moving on an upgrade, unless you could get a friendly push from behind It was without any clutch, so negotiating traffic was tricky, even though it was fun. Shortly after this initial ride I had a series of two-wheelers, all with belt drive. The belt on the first Ui h.p.) was a strip of rawhide twisted into a circular cross-section, the two ends being joined by a miniature meat hook made from hard steel wire.

When the belt stretched, which it often did, you unhooked it and twisted it up a few turns. When it broke, which also happened pretty frequently, you joined the broken ends with another hook (spare hooks were always carried). When all the hooks had been used, you used your leather bootlaces and tied your boots with string To help such a belt to grip you anointed it with a mixture of castor oil and powdered resin and took good care to keep your left leg well away from it Still, it was fun. Then came the Vee belt, made from leather strips riveted together, and one More experiences of driving ivith hand controls The ideal equipment for light vans LESS OR tyres GASKELL'S SLIMMING BATHS. TR.AXATOR TREATMENT.

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49 Shudehilt Mies HUNGARIAN'S FIRST CHESS DEFEAT Hastings Congress From a Chess Correspondent Hastings, Sunday. The most important game in the fourth round of the Hastings Chess Congress yesterday was between Smyslov (U.S.S.R.) and Szabo. Smyslov emerged from the opening, a Grunleld Defence, with a slightly better development and a pawn majority on the o.ueen's side. He is the best end-game player in the world, and the way in whirh he converted his advantage into a win was a lesson in the conduct of this phase of the game. The Hungarian champion was forced to give up a piece for a passed pawn and lost in 43 moves.

Szabo had played through his previous three Hastings tournaments. '27 Raines in all. without defeat. Unzjcker tvas hi? mc: trenchan; form asainst Donncr (Holland). A single defensive inaccuracy hi a close foim of the Ruv Lopez enabled ihe German champion io an overwhelming Dormer's king (30 moves).

Alexander plaved an innocuous variation Futierer's Sicilian Defence, and when a dra.v was agreed in 2fi moves it was the Yugoslav who held a slight initiative. Keres (Estonia), adopting Queen's Gnmbit Accepted, wps toon pressing aaaint Phillips. He gained the advantage of the two btshoDS. and a simplifying combination by Phillips only increased Keres's control of the board In a hopeless position, Phillips overstepped the time limit on the thirty-first move. Fairhurst enterprisingly gave up a pawn for the against Pnchman in a Grunfeld Defence hut the Czech grandmaster was able to defend his weakened king's field.

In lime trouble FairSiurst's position deteriorated. and Pachman wound up the game with a neat combination winning a piece (35 moves1. To-day Keres played his postponed second-round game aaainst Unzicker The German champion adopted his favourite Ruy Lopez, and Keres replied with ihe" Steihitz Defence Deferred. In the early middle came Keres gained the initiative through pressure in the centre, and later developed a strong king-side attack. Although Unzicker defended well.

Keres had a considerable advantage when the gti'me was adjourned. In the postponed game between Keres and Smvslov. Keres used the Exchange Variation against Smyslov's habitual Slav Defence. The game was level throughout and multiple exchanges on the only open file led to a draw in 25 moves. The leadins scores are Pachman and Smvslov 3.

Keres and Unzicker 2i and 1 adjourned. WATERWAYS MANAGER Sir Reginald Kerr has been appointed general manager of British Transport Waterways. He has been divisional 1 manager of the Midland division of i Briiish Road Services since September. I 1048. The British Transport Commis-! sion recently decided, as a measure of I decentralisation, to separate the man-1 agemcnt of waterways from that of the I docks.

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R.A.C- BACK AT COVENT GARDEN Welcome to Beryl Grey Beryl Grey danced on Saturday night in Swan Lake after an absence of some eighteen months from Covent Garden. After the huge applause, the dozen or so curtain calls, and the quick growth of a garden of bouquets on the stage (many of them showered down from the gods), she made a little speech in which she said she was glad the audience, after so long a time, had not forgotten her. Indeed they had not forgotten her. She used to be a favourite, second only to Margot Fontcyn. with the ballet public of this country and if her immense popularity was mainly explicable by her long, natural gracefulness and the development of a strong and smooth technique, it also owed something, perhaps, to her British-ness." In manner and mood she was less Continental than the other leading dancers of Sadler's Wells and though this quietness of style and this apparent lack of fire were artistic limitations, thev were the fort of limitations which might well prove encouraging to British dance students, aspiring to the higher London pinnacles of ballet's fame.

She showed in her performance that, technically, she was as strong as ever, and there i every reason why. having so well made up lost ground, she should once again improve technique. Her special qualities the long, easy line and the movements which develop without the least hurry but also without missing the beat were once more very conspicuous. The bright, quick vivacity of Odile will never quite suit her: but "the beauty, the imperious self-assurance, and the very lenglh of movement in the more lyrical parts of the double role (Odette-Odilei were breathtaking. She has certainly turned the handicap of her height (she is unusually tall for a ballet dancer) to advantage.

What seemed new on Saturday, in her interpretation of this very familiar work, was a dramatic sense, even a suggestion of intense feeling. Her dancing no longer wore a blanket of British calm. Does this imply that her British popularity may now diminish, since she may now "no longer seem quite so attainable or so domesticated an ideal It would be sad to think tiiat this should be a consequence of her becoming, as she evidently has become, a finer artist. As usually "occurs on great occasions, the Sadler's Wells Company gave excellent support to their ballerina this was a thoroughly good performance J. H.M.

INVITATION TO MAYORS i The Mayor of Southport. Alderman Mrs E. Smith, has invited the mayor or chairman of every local authority in Lancashire and the Virral peninsula to a meeting at Southport on January 13 on behalf of the British section of the International Union of Local Authorities. The aim of the meeting is to interest more Lancashire local authorities in the activities of the union. i I I i AND for BETTER 1953 MORRIS OXFORD SALOON Black with red upholstery.

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DEAnsgate 6157 8 ingly they are more concerned about where the disability was contracted than by the degree of disability. Since I have no wish to make personal capital from this, may I sign mystelf. Yours Polio Case. Shropshire, To the Editor of the Manchester Guardian Sir, I was most interested to read of Miss Moore's driving experiences with hand controls, since mine have been more fortunate, although shorter. I thought you might care to hear them.

Eighteen months ago I bought a 1949 Ford Anglia, which had then done 25,000 mi.es. Through my local Ford garage I had it converted to full hand mechanism. The foot controls of course remain unaltered a useful fact for other drivers. The cost of the complete conversion was 56, which was partly defrayed by the Ministry of Pensions following an interview and medical examination. I gather one must have both legs "out of action" to apply for the grant.

It took me six months to learn to drive, but I had no previous experience and have always been disabled. My car has now done 39,000 miles that is, 14,000 since I bought it, including a motoring holiday this summer all without anything worse than a burnt-out valve. The hand controls remain faultless. I cruise at about 40 m.p.h., never exceed 50 m.p.h. and average about 43 miles per gallon this includes driving in heavy traffic in a busy city.

The disadvantages of hand controls I find are 1. Insurance premiums are higher generally and my company refuse to cover passenger liability without doubling the premium this I And particularly trying. 2. Speed in manoeuvring is reduced, necessitating reallv slosv cornering, and tight parking is difficult. 3.

Inability to signal more than my indicators and "stop" lights will allow. In city traffic this constitutes a real liability, so that I now carry a sign Hand controls Limited signals on the back bumper this has never failed to afford me the titmost courtesy from other road users. These snags, however, are trivialities beside the joy of being independent and driving my own car. Yours Ivonn'a Hughes. Newcastle General Hospital, Westgate Road.

Newcastle upon Tyne. Bicycle and bus To the Editor of the Manchester Guardian Sir, The recent article by A Bus Driver was very interesting but it was also very disturbing. As a cyclist travelling six days a week to and from town all the year round since 1918. I am dismayed and shocked to learn there is a truceless war between all cyclists and bus-drivers. Surely there are enough hazards on the roads to-day without adding to them by friction between bus-drivers and cyclists.

I sincerely hope what he says is not true. I agree there is a difference in the behaviour of drivers arid, as a cyclist, I am always pleased to give a thank you signal to the driver who draws up behind me at a bus stop instead of zooming past me and pulling up witn a screech of brakes 20 to 30 yards aheaa. fnree weeks ago I was coming along a perfectly clear road when a bus passed me and the driver eave me several warning toots." I stopped by the roadside wondering what I was doing wrong then I looked at my carrier and trie parcel which should have been there was missing. When I turned back the parcel was lying in the road 150 yards back. The driver of this Ribble bus had kindly warned me that I had dropped my parcel and I am very grateful to him for doing so.

I am sure that driver knows nothing about the truceless war" between bus-drivers and cyclists. Yours C. M. r. Prestwich.

"Bus Driver" writes: Of course there is no general ill-will between bus drivers and cyclists. Most of us try to help every other road user, and I am always astonished at the politeness of most cyclists to us (even if it may resemble the politeness of sheep in the presence of a tieer). But city roads are not designed for rush-hour trathc. and this leads to a constant struggle between two groups of road users whose driving methods are inevitably incompatible. For instance, at quiet times I can usually follow a cyclist into my stop.

But at a rush hour there flows between me and my stop a river of cyclists, two or three abreast, all moving at different speeds. I have to cross this river twice in every two hundred yards. I usually do it without braking and zooming," but I don't judge it perfectly every time. If I don't sometimes annoy a cyclist, human nature is more perfect than I had supposed. Ed.

Guard." A motoring diary On the day after Christmas (Sunday, not Boxing Day I had to make a crosscountry journey of some hundred and fifty miles, and it turned out to be some of the finest motoring I have ever experienced in England. The roads were all but clear: there was light local traffic for half a dozen miles or so in the neighbourhood of towns, but between towns there were lona deserted stretches where one could really make the most of one's car. I met only one lorry on the whole trip. The limiting factor to peace of mind at the wheel was of course, the roaas inemseives. one is so constantly held up by traffic that the extent to which all traffic is crUpctivlv delayed by badly cambered corners, awkward bends, and other hazards of the English road tends to be unnoticed.

(I should add that I was on A roads for the whole journey.) Even given empty roads, bad or skimped road engineering must cost the ordinary car at least ten miles an hour in the average of ground covered. Enjoyable as this, trip was it left a disquieting impression of the decav which has been allowed to affect our road ijrstem. A. To the Editor of the Manchester Guardian Sir, As a chairbound disabled driver, I found the article by Miss Moore on driving with hand controls most interesting for me, too, the ability to drive has meant independence, pleasure, and the key to earning my own living. I would like to mention the extreme helpfulness of garages and motorists alike whenever I have been in difficulties.

The fact that the motor-driven invalid tricycle is a solo vehicle is a grave disadvantage both from a social and a practical point of view. Furthermore, none of the tricycles issued by the Ministry of' Health are truly weatherproof in the worst of weather (though many are issued in order to make it possible for a disabled person to get to and from employment). I was fortunate enough to be able to purchase a new car (paying purchase tax of course). But the cost of conversion to hand control (using a unit approved by the Ministry) was 65 the Ministry limited their grant towards this conversion to 50, on the grounds that "this sum is considered to be the equivalent of the cost of providing a motor unit for a hand-propelled tricycle." By accepting this grant I forwent the supply of a motor tricycle (costing nearly 300), and also agreed that no liability should fall on the State in respect of maintenance, repair, or renewal of either the conversion unit or the car. (In the case of a tricycle loaned by the Ministry all this is provided free at considerable expense, and of course there is no worry regarding depreciation in addition the tricycle is taxed, insured, a garage provided, and a certain amount of petrol provided free.) Thus while a car is incomparably superior to a tricycle, it is a considerable financial burden, so much so that I am considering repaying the 50, and asking for a tricycle to be issued, on the grounds that I cannot afford to run the car daily.

Yet, had I been disabled while in the Services, a car with hand controls would have been placed at my disposal on the same terms as I might have received a motor tricycle. Quite rightly the Ministry are concerned at the mounting cost of providing invalid tricycles anrl chairs, but. as I have shown, they are unwilling to help those who wish to help themselves and relieve the burden on the State a little: seem- A car-oicner's troubles To the Editor of the Manchester Guardian Sir, I wonder if my experiences with new post-war motor-cars is typical of current popular car production In 1949, after waiting years, I obtained a new car shortly after it was released for the homo market. On the way home, after taking delivery, I ran into a snowstorm, and water dripped into the car through two leaks in the windscreen this was the first of many troubles I experienced in the first six or seven months of the car's life. The windscreen was in and out three times two back axles were exchanged shock absorbers were replaced by a more powerful type front coil springs were changed the boot lid continually leaked in bad weather the rear seat frame broke and had to be replaced the accumulator had a defective case and acid leaked through the scuttle and ruined carpet and felt.

These were only some of the very irritating troubles I experienced, but eventually they were eliminated, and the car thereafter gave me five years' virtually trouble-free service. Last summer I ordered a new car of a make and type which has an excellent reputation and which has remained basically unchanged for some years. Towards the end of July I was offered the choice of the car I had ordered or the new model which would be available immediately after the Motor Show, but having vowed that I would not again buy an unproven prototype in view of my 1949 experience, I preferred to take the current model. Within a few days the dynamo burned out because, I was told, of a defect in the regulator, and it also became obvious that the gear-box was unduly noisy. The dealers agreed that this was so, and in due course a replacement was fitted.

The second gearbox proved to be even noisier than the first, and a further exchange was made. In the course of investigation the dealers, on their own initiative, changed the starter motor. After some 3,500 miles a new noise appeared, and in their search for it the dealers again changed the slarter motor. This noise has proved extremely difficult to trace, and tbe dealers are divided in their opinion as to whether there is piston-slap on one cylinder, or if some part of the clutch, shaft, or gear-box is faulty. They have written to the makers for guidance.

In addition to all this, the first time the car was out in wet weather the underfelt and carpet became soaked because a plate in the floor was not sealed both trafficators have had to be stripped for mechanical and electrical defects and the paint has chipped off the body in very small pieces in various places: rust stains are appearing at the junction of the side panel and the floor, both inside and outside the car. I am told that there have been complaints of the paintwork on this particular model, but that until it begins to chip on the upper surfaces of the boot, roof, or bonnet the makers will not accept liability. While the dealers have been most co-operative, I. for mv part, have been subjected to a very considerable amount of inconvenience, concern, and irritation, which appears likely to continue for some time, though I am confident that in the end all will be well. I don't think I have been unreasonable in my complaints I have been driving motor-cars for some 33 years, and the defects were all too obvious.

It seems to me that the makers simply assemble the bits and pieces and leave the customer to find the inevitable faults resulting from such a practice. On the whole, perhaps it pays them to do so in this seller's market. Yours Experienced Motorist. Lancashire. 'Signals To the Editor of the Manchester Guardian Sir.

As pointed out by vour correspondent Mr Williams, a signal to prevent overtaking is needed. I suggest a sign, illuminated at will, which would read Do Not Overtake at the rear and Please Cross Now in front. This would serve both purposes. Yours W. B.

Welsh. 18 Wilbraham Road, Manchester 14. problem was considerably eased. On a machine with such a belt I have gone from Birmingham to King's Lynn with a trouble-free run. At Lynn I hired a trailer, and covered many miles on the flat Norfolk roads with my fiancee as passenger.

My last motor-cycle was fun too, though of a different variety. It was the four-cylinder American Henderson and, when I had got it adjusted to my liking, was a marvellous performer with a heaw sidecar attached. It would leave any but the most powerful cars standing on a hiii, and the fun was to give one dig to the horn with the left hand, give a quick twist to the right handle- bar grip, and sail by. Only twice did I ride this machine solo, on the straight road running north and south from Lincoln. When I opened it up gently it crabbed into the left-hand cutter, and when I coaxed it back into the centre of the road it went away into the right-hand gutter Alter that the sidecar went on again, and stayed on.

In between I had a Zenith with Gradua gear, belt-driven. This had a variable gear with an expanding and contracting engine pulley. The back wheel pushed in and out to maintain the tension on the belt. The machine rolled appreciably at. speed but I never came off it.

It was a queer feeling, nevertheless. I have had two Rudge Multis. Here again a variable gear was used with a belt, and by this time a rubber and canvas belt was available. It was one of the most cleverly designed motor-cycles ever made. The back wheel pulley contracted as the engine pulley expanded, and vice-versa, so the belt remained at even tension all the time.

To take up belt stretch there was a little handle on the rear wheel spindle, and when a sidecar was fitted this adjustment could be done by your passenger while going along. I have taken a Rudge Multi from London to Whaley Bridge in Derbyshire with sidecar, passenger, and luiisase for two for a fortnight. Certainly I had as much pure motoring pleasure out of that trip as anyone could wish. F. Bss Sutton.

THE SOUTH NORFOLK BY-ELECTION Two Nominations Two candidates were nominated on Saturday for the South Norfolk by-election, caused bv the expulsion from the House of Commons of Captain Peter Baker. The were Mr John Hill (C), and Mr John Stewart (Lab.) It was not expected that there would be any more nominations, before the close to-day. Polling is on January 13. Mr Hill, who is 42, is a farmer at Wenhaston, Suifolk, and Mr Stewart, aged 35, is organiser of the Suffolk branch of the Agricultural Workers' Union. Figures in the 1951 general election were Captain P.

Baker (C.) 19,610 Mr L. Scutts (Lab), 16.371. Conservative majority 3,230. Polling at Twickenham Polling day for the Twickenham by-election has been fixed for January 25. Nominations close on January 14.

The prospective candidates are Mr Roger Gresham Cooke, C.B.E., director of the Society of Motor Manufacturers anrl Traders (Conservative), and Air Robert Pitman, school-teacher (Labour) The by-election is caused by the death of Sir Edward Herbert Keeling, Conservative, who at the general election had a majority of 15,209. INQUIRY INTO LOSS OF TRAWLER And Help for Relatives An inquiry is to be held into the loss of the Fleetwood trawler Evelyn Rose, which went down in the Sound of Mull on Friday, with the loss of twelve of the crew of fourteen. The two survivors, the mate. William Robert Crawford, of Seabank Road, Fleetwood, and Edward Meyer, a deckhand, whose home is in Dublin, have provided the owners, the Cevic Steam Fishing Company, with details of the ship's last moments, but it will probably be several months before the Ministry of Transport is ready for the inquiry. Meanwhile arrangements are being made for the wives and relatives of those lost to benefit from the local Fishing Industry Benevolent Fund.

Weekly cash grants will be made. At Blackpool the Lifeboat Band yesterday played on the promenade and took collections to help the relatives of the men. Three Fleetwood trawlers have been lost in the last two years. MANCHESTER CATHEDRAL Monday. Holy Communion.

11 Matins, 25 p.m.i Znteroenlanc 30 p.m.; Bvauiims. 9 The FIRST name in Car Seat Covers Those smart Regency Covers are now on view at our new Showrooms, 4i43 Albion Street, Leeds i. Six different materials and over 25 designs. Tailored -fL eskss to am si at edford owners From all good Motor Agents Write for Pattern Books and Price List REGENCY COVERS LTD. SHOWROOMS: 4143 ALBION STREET, LEEDS, I.

TtUpkoms: LEEDS 34617 I69 GT. PORTLAND STREET, LONDON, W.I. Telephones LANgham poor Factories at London and NomAeh service voucher book in "window" holder Here is a clever new idea which makes it easier to look after your Vauxhall or Bedford. You can't forget when service is due because the mileage shows clearly in the "window" of the voucher book. Wecan't forget jobs because they're printed on the back of each voucher we mark them off as we complete them.

You have a permanent service record on the counterfoils left in the book. We prov ide a new book free whenever required. "Vou pay only at each l.OOOmile service and our keenly com- lemon ThU 1 good news for ill road users. Let us inspect your tyretfree of char je and give you our expert opinion. Th ftneit remould coityou fi KenmnjEx Ltd.i 232, CHEETHAM HILL ROAD, MANCHESTER.

T.I.: BLAcktrinra 9111. Ids on SEtt, I 1 BROTHERS petitive prices are printed me voucners. GRAHAM 7-15 PETER STREET MANCHESTER 2 BLA 98S789 Depots at ASHTON SALTHOUSES (Motors) LTD. ASH 1817 DIDSEURY SAXON JEFFERIS LTD. DID 3446 SALE BLUE ARROW GARAGE LTD.

SAL 3145 STRETFORD GRAHAM BROS. (Motors) LTD. TRA 3311 WILMSLOW MOORES NEWTON LTD. WIO 4932.