The Scence

THE SCENCE

IVAN J. WAGAR

IN an atmosphere almost as stormy as the blustery wintery evening, Douglas Toms, head of the National Highway Safety Bureau, laid it on the line:

The motorcycle industry should take a stand in favor of compulsory helmet legislation.

Frank the statement was, and couched in subtle argument, but it didn’t go down smoothly with the new Motorcycle Industry Council (MIC), holding its first annual meeting in Washington to elect the board of directors and officers for the coming year.

Representatives of every major motorcycle firm doing business in the U.S. attended. The meeting also marked the first time for motorcycle dealer representation in the MIC, and the heads of state dealer associations there were among the most vocal objecting to Mr. Toms’ views on compulsory helmets.

Frank Heacox, interviewed in CYCLE WORLD last month, objected to the way the federal government forced the states to adopt helmet laws with virtually no lead time for industry to promote a voluntary use campaign. Less vocal members just groaned a lot, but everyone showed some sign of emotion over the helmet issue.

There is no doubt that helmet legislation is the most volatile subject in motorcycling. And the fact that Mr. Toms, a motorcyclist himself who has heard all the arguments, met the issue head-on is commendable. Not only did it take courage to air his views to the 40 members of MIC, but it displayed a level of honesty seldom found in government officials. It would have been very easy for Mr. Toms to sidestep the one subject he knew would provoke his audience.

For instance, Mr. Toms could have continued discussing air pollution, land use, vehicle standards, or any of the other topics he presented as possible future problem areas to the healthy growth of motorcycling. These other problems, he believes, may restrict the consumer and manufacturer far more than the compulsory use of helmets.

The MIC’s position on helmets is that the number of deaths can be lowered through education, not legislation. Government agrees that fatalities are related to sales, pointing out that the number of motorcyclists killed in the ’60s grew at a similar rate to the overall growth of sales, until 1966. In the leveling off years of 1967 and 1968, deaths de creased considerably as sales lagged. But in 1 969, sales surpassed the 1966 record and the death rate increased to the old level. The reason for the fatality/sales relationship is obvious: new ridersriders who have not been properly instructed in the use of a motorcycle, who are not aware that danger does exist if the machine is not used intelli gently.

While the government agrees with the death/sales relationship and the great need for more dealer effort to ensure that new riders are safe riders, they are also quick to point out that there is a reduction in the number of deaths when helmets are compulsory—and that deaths increase when a state repeals a helmet law.

Obviously the government plans to continue to press for helmet laws, unless new riders wear helmets voluntarily— which is not likely unless dealers make it clear to every new rider that he is a damned fool to ride without one on public roads.

Hopefully, now that MIC has a dealer associate member on its board of directors, we can find a way to make dealers face up to their responsibility to industry, the consumer and even their own pocket book. Compulsory helmet laws hurt sales, but it is not too late to start a voluntary campaign in the 10 states that do not have laws. There still is a good chance of avoiding more helmet laws if we can prove to the government that most riders and passengers will wear helmets most of the time.

The project will not be an easy one. This column has harped on the possibility of such a plan many times. But most operators and passengers still refuse to wear helmets when not forced by law.

To use the argument that people in cars are not required by law to buckle a seat belt is quite useless. Mr. Toms made it clear that very soon auto manufacturers will be forced by federal law to fit air bags for passenger protection in the event of a crash. And, he pointed out that air bags cannot be fitted to motorcycles.

There is an interesting parallel between helmet legislation and air bag legislation. If all auto passengers had voluntarily used seat belts during the past five years, it would not now be necessary for the government to require air bags. The auto manufacturers cannot absorb the very large sums already spent in research, or the cost of the air bag package, so we will be forced to buy a rather costly device to protect ourselves.

With this in mind, I think it is good that Mr. Toms laid it on the line to MIC. He may have shook some of us out of the complacency that has been so prevalent in our industry. MIC is industry’s first strong, united voice, and it must be aware of every potential danger facing the growth of motorcycling. The MIC is new, but it is strong because of a new breed of young, dynamic, forward thinking executives, most of whom are very active motorcyclists. Toms' words won't be wasted.

It would have taken a hundred years to get Dr. Haddon, former head of the bureau, to address MIC. And he would have subjected the MIC to a lot of side-stepping hanky-panky and political hogwash. We are on the verge of a completely new outlook on the part of both industry and government. Let’s hope it will work.

SOME faces changed during the MIC election. Mr. Heacox refused nomination for reelection and has been replaced by Pete Colman of BSA. Pete has been one of the most forceful leaders in our industry for many years, and will contribute a great deal to MIC. Mr. Matt Matsuoka of American Honda retains his post as vice president, and John Harley of Harley-Davidson will fulfill the duties of secretary-treasurer.

Newly elected to the board are: John Taylor, Yankee Motor Corp.; Thornton Cooke, Universal Underwriters; and dealer representative Bob Myers. Reelected were: Tom Heininger, Webco Inc.; Bill Kennedy, Rex Chainbelt; and Chuck Swanson of Pabatco, the Hodaka distributor. Other board members are Terry Teirnan, Yamaha; Dick Orth, Suzuki; and Alan Masek, Kawasaki.

Among the more important accomplishments of the meeting was the approval of necessary funds for the move from Worthington, Ohio, to Washington, DC. This truly is a giant step towards establishing even better communications with federal agencies.

MIC is the first motorcycle industry organization to have the “horsepower” to deal effectively with the government, and the members seem to know it. There was an electric feeling about the meeting, a united sense of purpose. Committee members are showing that with their desire to work.

It is a renaissance, of sorts. A new feeling of community. And it comes at a time when it is greatly needed. [Ö]