What a £26,400 cricket ball tells us about our mania for sport

The ball that cricketing legend Sir Garry Sobers smashed for six sixes in one over at St Helen's in 1968 was sold at Christie's in 2006 - only, it turned out to be the wrong ball.

Writing about sport throws up a unique challenge. The affection for the subject that most, if not all, sports writers have means that the usual journalistic scepticism wrestles constantly with the desire to believe that what we want to see is what we are seeing. Sport engages because of the glory that comes with achievement, because of its capacity to inspire, its ability to help us escape the everyday, if only for a moment. So when doubt emerges, when a tiny something suggests that all is not as it seems, it’s easy to look away.

It’s something the Sunday Times journalist David Walsh goes into in some depth in his book Seven Deadly Sins, in which he details his growing realisation of the enormity of cycling’s doping culture and his pursuit of the truth about Lance Armstrong. Everyone wanted to believe that cycling had cleaned up, and everyone wanted to believe that Armstrong had battled back from life-threatening cancer to achieve sporting glory. It was a magnificently inspiring narrative. For some years, Walsh was a pariah for questioning it but now, thanks to his efforts and the bravery of the cycling insiders who decided to speak out, we know it was untrue.

The need to believe fuels sporting passion, and it drives an increasingly lucrative market for sporting memorabilia. The chance to own a piece of sporting history is the chance to make a physical connection with the magic. That’s why, in 2006, a cricket ball was sold at London auction house Christie’s for a staggering £26,400. For this was not just any cricket ball. It was the ball that cricketing legend Sir Garry Sobers smashed for six sixes in one over at St Helen’s in Swansea during a match between Glamorgan and Nottinghamshire in 1968. Sobers was the first batsman in first class cricket history to achieve the feat, and it has only been matched three times since. The ball came with a signed certificate of provenance from Sobers himself, and fetched a world record price.

The trouble is, it is not the ball with which history was made. Journalist Grahame Lloyd discovered that fact, for fact it is, when writing a book on the 40th anniversary of the Six Sixes over. And he’s still trying to set the record straight.

The ball auctioned by Christie’s was made by Duke & Son. But the balls used by Glamorgan throughout the 1960s were supplied by the Stuart Surridge firm. The bowler who bowled the over to Sobers that day, Malcolm Nash, remembers the ball was a Surridge, not a Duke. In the lot notes, Christies said the ball was one of three used during the over. Nash is certain he did not change balls. What’s more, BBC TV footage of the over clearly shows the same ball being returned to Nash after the first five sixes, and then hit out of the ground for the sixth. (It was returned two days later by a schoolboy who found it in the street).

The discovery presented Lloyd with a dilemma. He had wanted his 40th anniversary book, Six of the Best, to be the definitive record of an iconic sporting moment. But what he had uncovered called the integrity of Sobers, not only a cricketing colossus but a boyhood hero of Lloyd’s, into question. Also called into question was the judgement of Christie’s, an institution firmly embedded in the British establishment and with an international reputation. When you are an individual journalist about to go up against such reputations, and such power, you think twice. Lloyd thought, and decided that not to pursue the case would not be cricket.

In his book on the anniversary, he raised the doubts. In his latest book Howzat? The Six Sixes Ball Mystery, he pursues the protagonists in an effort to discover how the wrong ball came to be sold, and to set the record straight. It’s a meticulously-researched investigation featuring a rich cast of characters, deployed with a deft storytelling touch by Lloyd.

High passions make it difficult to be impartial about sport. Photograph: Getty Images.

Martin Cloake is a writer and editor based in London. You can follow him on Twitter at @MartinCloake.

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

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Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.