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The moose being by nature a creature of simple tastes, this diet problem would seem to be equally simple. A cobalt derivative did restore the sanity of some moose but failed with others. After a year experimenting with diets and studying the plants on which moose browse?a job complicated considerably by the fact that the crazy moose are now eating almost everything?the biologists still don't know what makes the moose mad. And it may be years before they find out.
This method of probing into the disordered life and diet of the moose to cure its madness seems, at least to the nonscientific mind, a trifle crude. It suggests that scientists, perhaps isolated too often on their own peninsulas, are as prone to confusion in a crisis as any moose. In laboratories, all manner of beasts have been starved and fed all manner of things for the general benefit of humankind. In this outrageously complex age, the human mind is as sound as a dollar?well, sounder anyway than the shattered mind of the Nova Scotian moose. We have daily pressures that would kill a moose, but we are eating well and can stand them.
The proper direction should be clear to any scientist. Go not only among the moose, but also look around at human plenty. Note the vitamins and minerals consumed. Find out what it is?riboflavin, protein enrichment, yoghurt, or sugar-coated Corn Pops?that has kept us steady under pressure. Go then and try likewise on the moose. And go before it is too late. Go to it before this craze spreads through the north woods and all the moose are mad, all harking to the shrill, eerie wailing of an inner world and deaf to the provocative bellow of the hunter's moose call.
Spares to Spare
Donald Healey, the British designer-driver who set a sports-car record of 192.62 mph at Bonneville Flats last August in his Austin-Healey 100, entered two versions of the newer 100-S in Mexico's fifth annual Pan-American road race, and for each car he provided 35 spare tires.
"Tires are the main problem," he explained before the race. "It's necessary to have various thicknesses of rubber?a nine-millimeter thickness for speeds up to 120 mph, over mountains and curving roads, a four-millimeter thickness up to 150 for the straights, and then a two-millimeter thickness for the last dash into Juarez."
The tires were cached in advance at dumps along the 1,912-mile course. First tire change was planned for a point only 180 miles from the start in tropical Tuxtla Gutierrez. Not only tires but air pressures and gear ratios were changeable. Healey planned to use 35-pound tire pressures over the mountains, 50 pounds on the straightaways. He would change gear ratios en route, too, using a 2.9-to-one ratio for speeds up to 135 mph and 2.7-to-one where conditions warranted any sustained speed over that.
Well aware that road racing is a dangerous sport?three drivers and six spectators were killed in last year's Pan-American?Sir Donald was taking safety precautions. A thin-lipped, bright-eyed man who looks as if bucket seats were designed for his compact build, he planned to alternate at the wheel with Driver Lance Macklin in one of the Austin-Healeys.
"But we won't ride together," he said. "I think it's dangerous."
He explained that it takes some miles for a driver, like a baseball pitcher, to "warm up" to a point where he can take corners with the speed needed to win races. The danger comes when the driver's alternate takes over and, tempted by the competitive instinct of racing men, tries dangerous cornering before he is ready for it simply because he has been sitting for miles alongside a man who was doing the same thing after adequate preparation.