The Scene

THE SCENE

IVAN J. WAGAR

THIS column carried the news of a possible merger of two existing motorcycle trade associations in the September issue, the Motorcycle, Scooter & Allied Trades Association and the Motorcycle Safety Council. Now, at the time this is being written, it has happened. There is one, strong, united association: Motorcycle Industries Council (MIC), with such stellar members as Honda and Harley-Davidson.

Because this is a consumer magazine, and one that carries very little industry level news, I will attempt to explain what we, as motorcyclists, have lost, gained and should expect from MIC.

The beginning must go back to the formation of the Motorcycle and Allied Trades Association, which was founded, financed and nourished back in the 1920s by the strong Harley-Davidson and Indian companies and their suppliers. Although the motorcycle business was good, these foresighted forefathers could see American turning to four-wheeled transportation, and abandoning the often uncomfortable motorcycle. They felt that, as people turned away from the motorcycle, there would be regulations and restrictions against the “underdog” two-wheeler.

Despite the tremendous rivalry between Indian and Harley-Davidson on the race track and in the market place, both companies religiously supported the M&ATA, even to the extent of forcing their suppliers into the fold.

As the years rolled by, and business became worse, the smaller people gradually faded by the wayside, until Indian finally went broke and H-D was left to carry the load. Because of its contacts in the law enforcement field, the Milwaukee factory was successful in promoting the little M&ATA in the presence of governmental bodies, thus at least keeping the association alive despite poor support and a limited budget.

The M&ATA began to liven up when Triumph, BSA, BMW and some smaller importers began to join the fold. And, in 1967, the smaller firms merged with M&ATA to form the MS&ATA. By February of 1969, the MS&ATA had grown to 43 member firms.

However, a few years ago, a completely separate association came into being, known as the Motorcycle Safety Council. MSC was supported by Honda, Yamaha, Kawasaki, Suzuki, Johnson Motors and BSA Western, and was devoted to furthering motorcycling through the promotion of safety and rider education. CYCLE WORLD, while being a member firm of MS&ATA, supported MSC editorially, because both associations were devoted to furthering motorcycling and there was no conflict of interests.

What puzzled me was the need for two associations, with inevitable duplication of efforts, funds wasted covering ground already broken by another segment of the industry, and the confusion we were causing the people outside of our industry.

It was with this feeling of futility that I accepted the presidency of MS&ATA in February 1969. At the time I was naive enough to think that, as president, I could find a way to help bring the industry together. The next few months often brought periods of complete despair, as the ineffectiveness of two associations proved almost daily to be a ridiculous situation.

On the other hand, my good friend Joe Hope, then president of MSC, was finding himself in a similar position. At least twice we found ourselves together with legislators, both representing “the” motorcycle industry, only to find we had left behind some confused governmental people, people who wanted guidance, but didn’t know which group to turn to. Then we discovered there were legislators reluctant to contact anyone in the motorcycle industry, for fear of being caught in some internal hassle.

The deep concern on the part of Joe and myself, and some of the stronger members of both associations, brought about a series of merger negotiation meetings, which ended with the final meeting in November. Complete approval of the merger by MS&ATA members required less than one half hour. For the next hour I was president of MIC, but only until the election of the new president.

Although I refused nomination for any office in the new association, I was very happy to learn that I had been elected an honorary member of the new board of directors, for services rendered.

Joe Hope was elected the new president. Frank Heacox, the dynamic, hard working head of Bell Helmets, was elected vice president, with Matt Matsuoka, American Honda, as secretary. John Harley, former treasurer of MS& ATA, was elected to the same post in MIC. Bill Kennedy, a former four-year president of MS&ATA, became assistant treasurer. Paul McCrillis, who had been executive secretary of MS&ATA, was made executive director and assistant secretary of MIC.

How all of this will help the average motorcycle rider may, at times, be very subtle. Already, only two weeks after the merger, two federal agencies have volunteered to work with MIC, to ensure that future federal motorcycle laws and guidelines to states are fair and not discriminatory. MIC will not solve all of the problems facing the motorcyclist today, but it will help. And we can help MIC help us if we do not create unnecessary noise and if we operate our motocycles in a safe manner. The aim of MIC is to try to convince legislators that motorcyclists are citizens and taxpayers, and that we deserve to be permitted to ride without harrassment.

I hope all motorcyclists will feel that the people in MIC are the most devoted enthusiasts in this country. Motorcycling is their livelihood, and anything that is done to further our sport will increase their gains. That is good.

WHETHER he knows it or not, President Nixon has just picked a motorcyclist to head the Na tional Highway Safety Bureau. Accord ing to the Wall Street Journal of Decem ber 5, 1969, Douglas Williams Toms, Director of Motor Vehicles for the State of Washington, has been named to fill the vacancy created when Dr. Haddon resigned in February of 1969.

Haddon, a strong, very positive thinking man, was selected by President Johnson some three years ago to head the NHSB. During the intervening period Haddon had us all sweating a bit regarding motorcycle legislation. Fortunately, Haddon was so busy with auto manufacturers that he never quite got around to motorcycling to the degree that he would have liked—fortunately, because Haddon was not a motorcyclist.

But, as a forceful, determined person, Haddon is a piker compared to Douglas Toms. I first met Doug at a motorcycle safety seminar some three years ago. At that time he appeared to hate everything connected with the word motorcycle. We met again early in 1969, at another safety meeting.

After the meeting Doug invited me to have a Coke and take a look at what had been said during the meeting. That is when the bombshell was dropped. Not only is Doug a motorcyclist, but so is his young son. Both of them are lovers of nature, and spent their weekends this summer on their trail machines in the mountains.

The fact that Mr. Toms is an ardent motorcycle fan does not mean we will not have further motorcycle legislation, for there are few states in this country with more rigid laws than Washington, where he calls the shots. We do, however, have a man who truly does not want to see motorcycling legislated out of existence because of the actions of a few riders with no concern for anyone’s pleasure but their own.

As this issue goes to print, Mr. Toms still has not decided to accept the D.C. post. He is, however, delighted with the news of MIC, and hopes to be able to work closely with the association.