The Scene
THE SCENE
IVAN J. WAGAR
MOTORCYCLE safety is a legislative/governmental football that gets kicked around more by people who don't ride motorcycles than by people who do. Therefore, it is refreshing, if not downright stimulating, to encounter some views on motorcycle safety put down on paper by one who not only rides motorcycles, but who teaches others to ride.
Stuart Munro, chief instructor in motorcycle courses for the Safety Council of Ottawa, Canada, has published a research paper on motorcycle safety. Munro titled his paper The Deadliest Vehemence. He cites misinformation and unfounded charges against motorcycles, riders, and accidents as dissimulated by wire services, newspapers, radio and television as the major reason for the current anti-motorcycle sentiments prevalent with lawmakers.
Munro, with great accuracy, picks apart apparent statistical evidence that purports the motorcycle to be a lethal weapon. Through careful research, Munro has come to believe that motorcyclists and automobile drivers in the 16 to 19 years age group are involved in accidents with equal frequency. He postulates that deaths and injuries for motorcyclists are only marginally higher, and that passenger deaths and injuries are somewhat higher in the automobile grouping. He admits that his view is based on limited investigations conducted in widely separated areas. Thus, Munro calls for legislative action to provide for the collection of a body of research information.
The major hangup in the entire motorcycle/safety problem, says Munro, is "that those who understand our young people know very little about the motorcycle and vice versa." Refuting two major criticisms of motorcycles, Munro's paper points up the facts that motorcycles can be made relatively silent for street operation, and that motorcycles are highly stable vehicles, as evidenced by any photograph of Grand Prix racing. The major disadvantage of the motorcycle is that riders aren't encapsulated, as in a car. "There is no doubt that car/motorcycle impacts are loaded in favor of the automobile occupants," Munro adds.
But, Munro states, the motorcycle is a small target, accelerates quickly, has good brakes, and displays keen agility. "There is no doubt that in the hands of a competent, mature operator, the vehicle can stay well out of danger and need never inconvenience any other road user. The motorcycle might almost have been designed to avoid trouble, and is potentially a safe vehicle — up to the point of impact. And this is where the confusion begins."
Munro explains that very little is known of the primary cause of accidents — impact. "We know little of the operator's experience, training, attitude or state of mind prior to the accident," he says.
The prevention of mishaps — impact of rider with a car or stationary object — should be of the greatest concern to all riders, legislators, educators and "safety experts." Munro states flatly: "Safety should be encouraged by education, not legislated. There is little to be gained and much to be lost if it is mandatory to wear goggles at all times, when these mist badly in certain temperature/humidity conditions; and a youngster who wears badly scratched, cheap plastic lenses at night may have complied with the law, but is probably imbued with a death wish."
And, Munro adds, "Crash helmets can be equated to parachutes — they are extremely useful after someone has made a mistake."
"All available information indicates that the only satisfactory answers to many of our questions lie in the cultivation of sound attitudes and the development of intelligent education. Unfortunately, this is a slow process."
Though not included in the paper, Munro has compiled a motorcycle education program which is carried out by motorcycle club volunteers, under direction of motorcyclist/school teachers. The curriculum includes everything from starting the engine to the practice of defensive techniques by advanced students. The advanced students also work out on sand, gravel, ice and oil-smeared asphalt.
Munro has been a motorcycle rider for more than 20 years. He has been a clubman competitor and a scrambles rider. He likes to boast that he has "put over 100,000 miles on a Vincent Black Shadow."
His main concern, the reason for his writings, is not cold statistics, but warmth for young people. Because the majority of adults don't understand motorcycles, motorcycling and motorcyclists, Munro says, "The kids aren't getting a fair shake." Munro is doing something for the kids.
Those who would wish to join Munro in his causes, to educate young motorcyclists to ride, and to educate non-motorcyclists in regard to motorcycles, may obtain a copy of The Deadliest Vehemence by writing to The Ottawa Safety Council, 226 Sparks St., Ottawa 4, Ontario, Canada. And, Munro will be glad to discuss by mail with anyone the establishment of a motorcycle training program.
THE foreign invasion of Daytona has begun in earnest! Last year, Canadian road racer Mike Duff rode a pair of Yamahas and put in the thin end of the wedge — now it is almost certain that exWorld Champion Phil Read and Grand Prix aces Pete Williams and Rod Gould will be at the Florida classic in March.
Phil Read is planning to ride 250-cc and 350-cc Yamahas — he still leads the Yamaha Grand Prix team — while Williams should be riding a G50 Matchless. Rod is still in the process of choosing a mount.
The AMA is not affiliated with the FIM, which governs European racing, so there is the problem of licenses to consider. European riders at one time could have lost their FIM licenses by riding in an AMA race. The FIM's attitude has mellowed lately, however, and they say that European riders can compete over here if they get approval from their own sanctioning body and from MICUS, the American affiliate to the FIM.
The British governing body, the AutoCycle Union, says it has no objection to British riders competing in the U. S. In addition, Wes Cooley of MICUS recently told British journalist Bruce Cox, who is acting as Rod Gould's business manager on his American tour, that MICUS would raise no objection, provided that visiting riders were treated fairly by the AMA and given expert status where required.
With more and more foreign riders showing an interest in Daytona, the AMA felt obliged to restate its attitude toward their competing.
Recently all AMA referees were circulated a competition bulletin by Bill Berry on this subject. It read:
"Because of recent inquiries concerning the possibility of foreign riders participating in AMA professional competition, it appears necessary to restate AMA's position in this regard.
"AMA has for many years permitted its professional riders to compete in races held in foreign countries and sanctioned by the foreign governing bodies. Section 16 of Article VII of the AMA rules states: 'While competing in foreign countries, riders representing the United States shall obey and come under the jurisdiction of the competition rules of the recognized foreign governing body.'
"We are most happy to have foreign riders compete in our events.
"AMA will extend every courtesy to a foreign rider wishing to compete in our races. We will accept recommendations as to a rider's classification from recognized foreign sanctioning bodies.
"We expect the foreign rider to compete under the same rules and regulations as the members of this association, just as we insist that our riders, when competing in a foreign country shall compete under the rules and regulations of the foreign sanctioning body.
"To insure that foreign riders have a complete understanding of AMA rules and regulations we would be most happy to hold a special seminar prior to the race.
"We do require all professional riders competing in our events to be licensed by this association. Foreign visitors will be expected to take out a $2 AMA membership and a $20 competition license. They will be covered by our AM RM B A insurance under the usual terms and conditions."
I feel that by issuing this statement, the AMA has done more than any other sanctioning body since the beginning of motorcycle racing to unite sporting motorcyclists throughout the world.
In past years, it has seemed to most onlookers that both the AMA and the FIM have made things a little difficult for each other. With both of them now showing willingness to accommodate riders from opposite camps, there could be a new era of truly international motorcycling just around the corner.
Gary Nixon against Mike Hailwood, Bill Ivy dicing with Dick Hammer . . . sounds like a dream, but it could come true. And the sooner the better for motorcycle enthusiasts everywhere! ■
