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278

using, in most of their models, a dull,relatively dark paint or padding on theirdash panels. The Ford Motor Companyis still selling cars with glossy painted

ments in the vehicle. Driving androads must also be improved, but ve-hicle improvements are long overdue.

Seats that do not break, and shoul-der straps as well as the lap belt (pro-vided riders use them) are one an-swer. We are exploring an alternativepossibility-airbags about the passen-gers (but not the driver) that wouldinflate automatically if sensors detecta potential accident situation, or ulti-mately and at a faster rate if impactactually occurs. The passengers wouldbe protected even though they had not"strapped in." Work on such a devicefor astronauts and aircraft passengers,done with NASA support, has hadpromising results.We should insure that the study of

the problems and the development ofsolutions bear a growing relation tothe magnitude of our losses, which-roughly measured by the cost of caraccidents, injuries, and deaths (includ-ing insurance settlements and wageslost) are about $9 billion this year.The approximately 25 cents per carwhich Nader indicates manufacturersspend for safety research, and the 4or 5 cents per car passenger which thefederal government spends each yearfor highway safety research, should beincreased until the number of deathsand injuries each year no longer climbsand indeed is significantly reduced....Apparently legislators must take thenext steps, for the informed consumercannot obtain or afford to buy thesafety features which he should have,while manufacturers sell us "tuned"and "styled" tigers.

CARL CLARKResearch Department, MartinCompany 3033, Baltimore, Maryland

. . . The evidence of great resistancewithin the automotive industry tochanges that would reduce deaths andinjuries in highway accidents is seenas well in changes that would reducethe likelihood of an accident. Majorfeatures of cars that have been shownto be hazardous because they interferewith vision are tinted windshields, dis-torted windshields, large windshieldcorner posts, view-obstructing insiderear-view mirrors, chromium wind-shield trim, chromium covers on theinside of the corner posts, and chro-mium on the steering wheel. RecentlyChrysler and General Motors began

covers are fraudulent. They do notreduce glare as claimed, but rather in-crease it from two to ten times, and theydo not increase useful light on the road

SCIENCE, VOL. 151

dash panels, which reflect into the wind-shields with devastating effect on visionunder certain circumstances. Chromi-um anywhere within the field of viewthat can reflect the sky or headlightsinto the driver's eyes is known to beharmful. Apparently manufacturersbelieve the natives want to buy shinytrinkets, and if they complain of glarethey can then be sold tinted wind-shields.

Manufacturers's indifference to safe-ty problems is well illustrated by theirfailure to adopt periscopic, panoramicrear-view mirrors that were publiclydemonstrated over 10 years ago, andby failure to use a method of wind-shield wiping by a flow of air thatprevents water, dirt, and bugs fromgetting on the windshield at all. Thecurrently standard shield placed abovethe filament in headlights was notadopted for over 17 years after its in-vention, although the inventor tried tosell it to the automobile and lightbulbmanufacturers before his patent expired.A very serious omission can be

seen in the continued absence of stan-dards for signals. Turn signals can beburied in bumpers, hidden by fenders,and covered by chromium. They canbe small or huge, feeble or bright,and close to headlights or far removed.Tail lights may be combined withbrake, turn, and backup lights in allpossible combinations, or they may ex-ist alone. They may be high, low, wide-ly separated, close together, large,small, bright or dim, single or double,shielded by fenders, covered by chro-mium, and colored deep red, orangered, or amber. That this most impor-tant safety feature has not been re-moved from the stylists' manipulationsis indeed remarkable.

That manufacturers apparently havelittle interest in drivers' safety is seenin the so-called after-market. Millionsof dollars' worth of useless automo-tive accessories, some hazardous, arewidely promoted and sold each yearwith never any word of caution fromthe automobile manufacturers. An ex-ample is the chromium "sleepy eye"headlight covers that lie flat against theupper half of the bulb. (Some newcar advertisements in magazines andon billboards have implied the presenceof these covers by a line drawn acrossthe head lamp.) Our studies haveshown that the claims made for these

4

as claimed, but reduce it, sometimes toless than 50 percent. Any automotivelighting engineer worth his salt knowsthese facts. ...

MERRILL J. ALLENDivision of Optometry,Indiana University, Bloomington

It is astounding to me and shouldbe humiliating to the scientific com-mnunity that Science would permit theprinting of such -an unscientific bookreview as that given to Ralph Nader'sUni.safe at A ny Speed. The reviewersays that the book "is likely to be theSilent Spring of traffic safety." To methis only means that it will be aspacked full of errors and leftist propa-0ganda as was Silent Spring.

A The controversy over automobilesafety sorely needs ithe application ofmore true science. An approach tothis was made some 15 years ago ina joint study by the PennsylvaniaState Police and the Union Switch andSignal Company on the cause ofcrashes (I refuse to call them "acci-dents") on the Pennsylvania Turn-pike. This study, which certainly ap-proached scientific status, showed thatthe major cause of all crashes on theturnpike was not speed, or poor cardesign, or poor car maintenance, butdriver ineptitude. I hold that more,niany more, studies of this type areneeded.

I disagree wholeheartedly with ther-eviewer's comments on Nader's refer-ences to the Corvair. I drove a 1961Corvair for 4 years and have driven a1965 for almost a year without thes!ightest difficulty, and I have somescientist friends who have done simi-larly. I'll admit that I do not try tomake 90-degree turns at 75 miles perhour, nor do I try to stop on a dimeon an icy road. I believe that, if thecause of the alleged difficulties withthe Corvair were truly known, theywould be no different from similar dif-ficulties with other cars when ordinarydrivers in thick traffic start imaginingthey are driving the "500" at Indian-apolis.

Close observation on a short drivein almost any large U.S. city willreadily demonstrate that an appreciableelement in the causes of crashes isthe disregard of very ordinary safetypractices by one or more of the driversinvolved. This in turn is caused bysuch driver characteristics as (i) igno-rance of safe practice, (ii) simple in-eptitude, (iii) lack of coordinating abil-ity, (iv) disregard of the welfare of

21 JANUARY 1966

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To assist the medical researcher in realizing the potential of E.A.,Hewlett-Packard has focused its experience in electronic instru-mentation on the development and production of the Model 3380B.This new instrument has been designed specifically to incorporatethe latest characteristics requested by research groups investigat-ing Electroanesthesia.

Write for our list of documentary films, a bibliography listing over150 published reports on E.A., and a brochure on hp Model 3380BElectroanesthesia instrument. Price, f.o.b. factory, $795. Hewlett-Packard, Electroanesthesia Department, Loveland Division, P. 0.Box 301, Loveland, Colorado 80537, Tel. (303) 667-5000.

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SCIENCE, VOL. 151

others and themselves, (v) aggressive-ness, determination to get ahead nomatter what happens, (vi) driving toofast for 'traffic conditions. The tend-ency to blame the manufacturers, asidefrom the socialistic implications of thefederal government, represents a tend-ency in nearly all walks of life for peo-ple to blame external things for theirown shortcomings. There is a greatlyincreasing tendency to abhor the ac-ceptance of personal responsibility.

If the manufacturers ever contrivedto build a car safe enough for all ofthe nuts on the road, it would looklike a tank and cost like one. It isalmost as though the flying public were-to demand that passenger-carrying air-craft be designed and built to with-stand any kind of crash from any alti-tude. Anyone who has driven carsfor the past 45 years, as I have, will,I think, agree that through the yearscars have become progressively safer.Anyone who has seen the woodenwheels of a Model T catch fire comingdown Laurel Mountain will agree tothis. In fact, it is to be wonderedhow enough people survived the earli-er cars to nurture the automotive in-dustry to its present state.So please! Let's have more science

in Science and less politics.ROBERT C. DICKINSON

19 Verona Road,Pittsburgh, Pennsylvania 15235

Grants and Copyrights

The U.S. Office of Education has re-cently ruled that materials produced byits grantees are not to be copyrightedbut are to be placed in the public do-main. Although the clear intent of theregulation is to serve the public in-terest, it appears likely that, in prac-tice, it will have the opposite effect.What are the probable effects of this

new regulation on the future produc-tion and dissemination of curriculummaterials similar to those, for example,prepared recently by the secondaryschool science projects in biology,chemistry, geology, and physics, whichhave been quite widely regarded as ofgreat public value? (I am not concernedhere with the effect of the regu-lation on studies of primarily technicalor academic interest.) If a USOEgrantee were to produce a manuscriptfor a good chemistry textbook thatcould not be copyrighted, the reactionof the major textbook publishers would21 JANUARY 1966

be, I believe, generally negative. Anethical publisher might acknowledgethe excellence of the new text andmight recognize how satisfactorily itcould supplement his line of textbooks.But he would realize that the samematerials could also be published byany other publisher, with or withoutchange, and perhaps more rapidly andcheaply. Thus, he might well decidethat his necessarily extensive invest-ment in such a book, for careful edit-ing, preparation of illustrations, train-ing of salesmen, national advertising,and printing and distribution, wouldplace him at a competitive disadvan-tage with respect to other publisherswho might use the same materialswith a minimum investment. It appearsprobable that contemporary public-domain materials would be ignored bythe more substantial publishers whohave full facilities for national distribu-tion, and might even be consideredtoo risky by virtually all publishers.

But there is a more fundamentalconsideration. Such materials as thesedo not emerge simply as the resultof a grant; -they depend also on thecreative efforts of scholars and writ-ers. They have an intellectual as wellas a fiscal component. Surely the tra-ditional rights of an author should notbe summarily discarded simply be-cause his work promises to be of pub-lic benefit and has therefore beenjudged worthy of support from publicfunds.The director of a curriculum project

supported by the Office of Educationmay find it difficult to recruit writerswho are seriously interested in pro-ducing new curriculum materials forour schools, if they are aware of thepossible effects of the public domainpolicy on their efforts. They wouldrealize that their materials might neverbe published and made available foruse in the schools; that their carefullydevised themes and logical presenta-tions could be altered at will by editorsand publishers; that they might becompletely excluded from the oppor-tunity to revise their original ideas onthe basis of actual use in theschools....

It seems clear to me that the publicdomain policy of the Office of Educa-tion requires further study. Executionof the policy should be postponed un-til it is abundantly clear that it is notcontrary to the public interest.

ARNOLD B. GROBMANRutgers University,New Brunswick, New Jersey

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281

Development of higher energy Van de Graaffparticle accelerators which retain high beamprecision, stability, and homogeneity, remainsa continuing contribution by HVEC to "energy-oriented" research.To provide even greater freedom of experi-

mentation, HVEC is also anticipating theneed for the higher Ioobeam intensities;required in power-oriented research proj- 1ects. Invented by Dr.3R. J. Van de Graaff, lthe new Insulating lCore Transformert(ICT) accelerator now 3 lprovides high beamcurrents with all thedesirable beam char- '% I l0 100

THE ICT CONCEPT:new high-current machinesemerging from HVEC research

acteristics of Van de Graaff machines. As thegraph shows, the high power levels availablefrom the ICT accelerator now make possible anew realm of precision experimentation.

The Insulating Core Transformer

The ICT is essentially a three-phase powertransformer with multiple secondaries, each ofwhich is insulated from the other. Rectifiedcurrent from the secondaries is series-connectedto achieve total voltage. In the ICT, electro-static and electromagnetic fields exist in thesame space, as contrasted to the conditions in acoventional transformer. The result is a highlyefficient dc power source capable of stable oper-ation at elevated potentials and power levels.A number of ICT accelerators and power

generation systems are now available.- e-

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ICT 300 300 15 mA 4'4" 1.32 4 1.2 3 MeV ICTICT 500 500 10 mA 5'3" 1.60 4 1.2 Electrons 1.5-3 20 mA 29' 8.84

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SCIENCE, VOL. 151

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