Letters
LETTERS
NOW THE A.T.L.A.
I have enclosed a copy of an article by Sen. Vance Hartke which was printed in the October-November issue of Trial magazine, a publication of the American Trial Lawyers Association.
Naturally, as a cyclist, I am concerned about the possibility of ill-considered, hasty regulations of our sport. On the other hand, it must be admitted that a problem does exist. While some of the Senator’s supporting material seems distorted (“The motorcycle is basically an unstable vehicle . . .”), I must admit that his seven point program seems to me to be eminently reasonable.
I think we must admit that some controls are on the way, and devote our time and energy to ensure that any proposed controls are rationally and reasonably related to reducing the number of accidents and injuries, especially to the younger, newer riders. What worries me is the type of controls which may follow if the initial ones are ineffective. The problem is somewhat akin to the gun law situation. How do you legislate judgment and common sense into each individual user?
Unfortunately, because of the minority position we hold, many members of the public, and probably the legislators, feel that motorcycles are neither necessary nor valuable. This could easily result in the attitude that the simplest solution is to legislate the “fun” out of the sport, or to outlaw certain aspects of it entirely, in the interests of the public safety, etc.
I feel quite strongly that the responsibility rests on the manufacturers and trade associations, to devote a part of their advertising to the general public. The most effective position would be to admit that there is some danger in riding motorcycles and that a certain degree of skill, coordination, and experience is necessary to safe operation. The manufacturers should express their concern for the health and safety of the users of their products, and outline the steps they are taking to reduce accidents and injuries. This position should be expressed in a national magazine of general circulation, e.g.. Life, Post, Journal, etc.
ROGER L. SANBORN Long Beach, Calif.
Death and Injury to 132,000 Motorcyclists Prompts Call for Safety Design and Standards
“. . . one of the most lethal weapons on our highways . .
BY US. SENATOR VANCE HARTKE
The tragic killings and traumatic injuries resulting from motorcycle accidents are arousing concern throughout the nation. The Committee on Trauma of the American College of Surgeons has begun to call parental, professional, and public attention to the dangers connected with these lightweight, two-wheeled vehicles.
(continued on page 34)
The Journal of American Insurance recently noted “growing concern among insurance writers and safety officials regarding the poor accident records of cyclists.” The American Lawyers Association, in its official publication, Trial Magazine, has highlighted the extreme danger involved in the use of motorcycles by careless, inexperienced, incompetent drivers. And the American Association of Motor Vehicle Administrators, at its 1966 convention in Portland, Ore., considered recommendations for dealing with the growing motorcycle problem.
This is an area of highway safety which has escaped attention during our consideration of the recently enacted Highway Safety Act, although it is a great and rapidly growing segment of the highway safety problem. The rapid increase in popularity and the numbers of two-wheeled motorbikes and scooters merit prompt attention by Congress.
Dr. James C. Drye, professor of surgery at the University of Louisville School of Medicine, has called the motorcycle one of “the most lethal weapons on our highways and streets.” Sensible regulation must put an end to the mayhem, death, and economic waste resulting from motorcycle accidents.
In 1964, 1,100 people in the United States were killed in motorcycle, motor scooter, and motorbike accidents. This was an increase of almost 25 percent over 1963. For 1965, it is estimated that another increase of 25 percent caused the number of deaths involving motorcycles to soar to over 1,500. One hundred and thirty thousand people were injured in motorcycle accidents in 1963 alone — almost one person for every 13 motorcycles in the United States. In the four-year period, 1961-64, cycle fatalities in the United States increased 83 percent. Both Wisconsin and New York recorded over twice as many motorcycle accidents in 1965 as in 1964.
The burgeoning popularity of motorcycling indicates that the number of motorcycle deaths and injuries will continue to rise. Motorcycle sales in the United States have mushroomed in the past five years. In 1961, there were only 600,000 motorcycles, motor scooters, and motorbikes in this country. As of January, 1966, there were over 1,300,000 and the number is expected to reach 1, 500,000 by the end of the year.
A major factor in motorcycle accidents is the vehicle itself. The motorcycle is basically an unstable vehicle, often difficult to handle at slow speeds. Performance studies by the Road Research Laboratory of England have concluded that considerable skill and practice are required to achieve maximum braking.
Dr. W. R. Felix, M.D., an experienced cyclist, has observed that shifting gears on a cycle is often complex. The instability of the vehicles increases the possibility of losing control when they hit grease spots, ice, water, sand, or gravel on a street or high way.
Dr. Edwin E. Carter of the St. Louis University School of Medicine warns that “people don’t realize how unstable motorcycles are on a slippery pavement, or how quickly they go out of control when they hit a rock or a stretch of gravel.”
A recent article in the New England Journal of Medicine found that scooters are “uniquely dangerous because of the small wheel that fits easily into invisible road depressions, the acute turning axis of the front wheel, and the light weight.”
A recent study of motorcycle accidents by a team of Minneapolis physicians concluded that “it would be prudent to insist that drivers of motorcycles receive special instruction and demonstrate proficiency in the use of these machines before venturing onto our highways and city streets.”
Today only four states — Hawaii, New York, Oregon, and Maine — require motorcycle drivers to obtain a special motorcycle operator’s license and to pass a special motorcycle road test. Throughout the rest of the country, possession of a valid automobile driver’s license gives any person the authority to drive a motorcycle.
A second major cause of serious injury in motorcycle accidents is the exposure of the driver. Motorcyclists who hit other vehicles or pedestrians, or lose control of their cycles, go flying through the air to hit hard, rough surfaces or objects. Because of the driver’s exposure, a majority of motorcycle accidents involve injuries to the head and lower extremities. Protective coverings for the head and legs could significantly reduce the number of serious injuries suffered in motorcycle accidents.
The Surgeon General of the Public Health Service, Dr. William H. Stewart, noted recently that of the 1,100 people killed in motorcycle accidents in 1964, “many died only because they failed to wear safety helmets.” Only Georgia requires motorcycle operators and riders to wear crash helmets approved by the state.
A third primary cause of rising motorcycle injuries and deaths is deficiency in motorcycle equipment. Motorcycles are often hard to see in traffic or at night. Several states thus require them to be equipped with lights, brakes, reflectors, and horns.
However, only New York and Pennsylvania provide specifically for periodic inspections of motorcycles. Defective brakes or tires may go unobserved in almost any part of the country, until they result in serious injury, or even death.
These causes of motorcycle accidents and injuries reveal what can be done to prevent further increases in deaths and injuries.
First, under the forthcoming Traffic Safety Act of 1966 the Federal Government should promptly establish adequate safety standards for the design and construction of motorcycles, motor scooters, and motorbikes. The definition of “motor vehicle” under the bill is broad enough to include them.
(Continued on page 36)
Second, special licenses should be required for all those who wish to operate a motorcycle, motor scooter, or motorbike. The applicant should have to pass a physical examination, a written examination, and a road test. The state and local governments could provide special off-street testing areas in which these examinations would be given by trained motorcycle examiners. New York, Hawaii, Oregon, New Jersey and Maine have been pioneers in developing these tests to protect not only the public, but the motorcycle operator himself.
Third, safety goggles and crash helmets should be required equipment for every motorcycle operator. Motorcycle racing drivers have recognized the protective capacities of helmets and goggles for years. Tests have demonstrated that wearing a helmet reduces by 30 to 40 percent the risk of injury to the covered part of the head.
Fourth, an appropriate public agency, such as the local police department, for instance, must provide highly-supervised motorcycle driver education similar to that traditionally provided for automobile driver training. Motor scooters and bikes are becoming increasingly popular with teenagers. An investment in preventive education now could save hundreds of young lives tomorrow.
Fifth, periodic inspections of motorcycles should take place in every state.
Sixth, it would improve the situation if no passengers were allowed to ride with the driver on any motorbike or scooter not equipped with a sidecar. These vehicles, because of their small size and light weight, are difficult enough to handle without a passenger. Riders only complicate the driver’s problems of control, and increase the likelihood that an accident will occur.
Finally, at all levels of state, local and Federal Government we must begin a campaign to inform the American people of the need for prompt action to prevent the senseless injuries which occur in motorcycle accidents.
“Trial” (Published by American Trial Lawyers Assn.).
HE PROTESTS
In the Round Up column of your Sept. 1966 issue, Editor Parkhurst mentions that a decrease in Honda’s projected sales has been attributed to the removal of potential buyers by the demands of the Viet Nam War. “Watch out, though,” he says. “Now the kooks really do have something to protest.”
The implication that many or most of those protesting our policy in the war are “kooks” is unmistakable. Perhaps he forgets that men like Senators Fulbright, Morse and R. Kennedy, Generals Gavin and DeGaulle and countless others of intelligence are among them.
Quite possibly most of those who have taken the trouble to protest know more about the issues than Mr. Parkhurst. I cannot help feeling that people usually use a term like “kook” out of ignorance, as when people call me a “kook” for riding a motorcycle. If you decide to go in for political and social commentary, make it rational and enlightened without resorting to name calling. But then, why not just stick to motorcycles?
(Continued on page 42)
ROBERT J. GLADSTONE
Cambridge, Mass.
We agree that a motorcycle magazine should not regularly delve into politics, but taking trouble simply to protest does not qualify anyone as an expert. The publisher and staff of CYCLE WORLD are in as good a position as anyone to keep abreast of the times. Protesting the actions of your government is fine, but doing so while interfering with those who are simply following military or governmental orders and by damaging the position of our fellows in combat in Viet Nam pretty well qualifies at least some of the protestors as kooks. We don’t know which category you fall in. —Ed.
COMMERCE VS. MORALITY?
As a long-time (Volume 1, No. 1) reader, I must raise an unpleasant issue with you - namely, your support of the Viet Cong — which I assume is unwitting. Lest you think me a nut case, let me explain.
The government of Czechoslovakia which owns Jawa & CZ (there is no “private enterprise” in a Communist country, remember?) has sworn undying support of the National Liberation Front (the Viet Cong) in their struggle against the “Imperialist Aggressors” (they mean us). This pledge has been made by every East European Communist government, as well as Russia and Red China, by the way. They back this up with military hardware. Much of it is made in Czechoslovakia, this being one of the very few areas under Red rule capable of manufacturing a reliable product. So “profits” from sales to unsuspecting Americans are used to finance the Viet Cong in their war, which daily kills more American G.I.’s, including many, I’m sure, who would rather be home riding their motorcycles.
It is not good enough to say East-West trade is encouraged by our State Department, or that our President speaks of “building bridges to the East” — this does not excuse us as individuals. “You cannot delegate responsibility nor relegate morality.”
Even if we were not having a shooting war with Communism in Viet Nam, by encouraging the sale of Communist goods you would still be supporting slave labor which is used extensively behind the Iron Curtain. Lest you be amused by the thought of people chained to the production line forced to work on motorcycles, think of the millions mining metal ores and coal in the hell holes of Siberia — motorcycles are not made of air.
As a reader who may be called upon to face that other excellent Czech product, the BRNO rifle in the hands of “Charlie,” as many of your readers already are, I find your continued support of Communist goods reprehensible and inexcusable. After all, I don’t think you would accept an ad that said “Buy Viet Cong War Bonds,” would you?
(Continued on page 44)
DONN F. FRANTZ Ferndale, Mich.
SIDECAR QUERY
I have a friend who believes you can corner at the same speed and faster with a sidecar, than with a two-wheeler. He says by making the sidecar heavy enough so it doesn’t lift off the ground, the stability will be increased, thus allowing for higher speeds than a motorcycle without a sidecar.
Nothing I say will convince him it won’t, and nothing he says will convince me it will, so we’re leaving it up to you.
MARTIN SCOTT, Spring Valley, Calif.
On right-hand corners, with left hand sidecar (or vice versa), a sidecar outfit will corner faster than a solo in a turn. But a solo of equal displacement will get into the turn and accelerate out of the turn quicker because of its lighter weight. In racing, solos lap a road race course much faster than sidecars.
NOISE
We are at present enjoying a boom in the motorcycle business, and will continue to do so, if we let it and help it.
The motorcycle business, like other businesses, has its problems. One of the more important ones is noise.
Few will argue the greatest reason for the present boom is due to Honda having popularized motorcycling. In order to do this they had to tear down the old image and build a new one. Part of the old image was loud exhaust pipes. Honda and other manufacturers have spent many man hours and large sums of money in order to make their machines quiet but still efficient.
Picture a rider on a noisy bike going down the street covering one city block. How many people did he antagonize in their homes, places of business, on the street, and in their cars. How much damage did he do to the future of the business and the pleasure of the rider. More and more letters to the editors are being written into our newspapers from people complaining about the noise. When my lease on my shop is up, I don’t want my landlord saying to me, “I am sorry I cannot renew your lease. The people around your shop are complaining about the noise.” Motorcycling is big enough now to be under the watchful eye of legislators. Are we presenting a favorable face?
Certain areas of Chicago are under pressure by police to ticket for noisy mufflers. This is bad publicity. When a teenager is old enough to get a driver’s license and decides he wants a motorcycle, he has to talk his parents into it. Today’s parents, when they were teenagers, were living at a time under the old image. A teenager has to use a lot of talk and pressure to overcome this. How many times has the breadwinner been rudely awakened from his sleep by a set of raucous pipes?
What can we do about this? First, we can stop selling noisemakers; expansion chambers for two-strokes; megaphones, cutouts and loud mufflers for four-strokes. Many motorcycles when sold new, void the warranty upon removing baffles, diffusers or mufflers. Impress this upon the customer.
Many motorcycles have their performance actually impaired by the reduction of the back pressure, producing flat spots, surges, etc., that the fitting of one size larger main jet will not correct. Impress this upon the customer. Explain to the customer the problems that noise will bring on him and the dealer.
What about the loss in revenue of not selling noise makers over the parts counter, from the manufacturer’s, distributor’s and dealer’s point of view? Reducing noise will produce such a shot in the arm for the bike business that it can’t help but increase sales of bikes which will mean, along with it, more accessories of other kinds.
There will always be the rider who will remove the muffler himself — which we can’t stop — but we can keep it to minimum. If we don’t do something about the noise problem now, public opinion, legislators, and law enforcement people will.
WEST WEISENBORN GRAND PRIX AUTOMOTIVE, INC. Melrose Park, 111.
TOP CLASS DOWN UNDER
Being a motorcycle fan from Australia, I must write and praise you on your excellent magazine. I placed an order at our local newsstand as soon as your first copy appeared.
At present I have two motorcycles, a 1966 Triumph Bonneville and a 250 Ducati Mark III, which was the first Mark III to be sold in our state — West Australia. The Bonneville sells here at around $900 and the Ducati $660, but prices may vary from state to state.
Scramble racing is all the rage here at the moment, with 250 CZs and Greeves the most popular bikes in their class. In the 500cc class, it is mainly the BSA singles and Triumph twins. Road racing is also on the go, but not as much as scrambling.
Your comments on Road Tests are excellent and I have little to criticize in your fine magazine.
K. M. ROBINSON Collie, West Australia
