AMA creates endowments to support motorcycle history, biker’s rights and racing

The American Motorcyclist Association (AMA) has announced the creation of three separate $1 million endowments for the AMA’s Motorcycle Hall of Fame Museum, the Association’s government relations activities and amateur racing programs. AMA President and CEO Rob Dingman made the announcement on Friday, Feb. 13, at a press conference preceding the opening of the annual Dealernews International Powersports Dealer Expo in Indianapolis.

“We are very pleased to be able to make these substantial commitments to three of the AMA’s most cherished activities: the Motorcycle Hall of Fame Museum, the advocacy efforts of our Government Relations Department, and the amateur racing series and championships enjoyed by tens of thousands of AMA members,” Dingman said.

AMA Board of Directors Chairman Stan Simpson added, “This year the AMA turns 85 years old, and our Board felt it was strategically important to invest a significant sum into the AMA’s most important functions. Amateur racing is a cornerstone of the AMA, the Hall of Fame Museum honors and preserves the legacy of this great sport and pastime, and our Government Relations Department protects the motorcycle lifestyle today, and ensures its long-term future.”

Dingman explained that the AMA created separate endowments of $1 million each for the Motorcycle Hall of Fame Museum, the Association’s government relations activities, and its amateur racing programs.

“AMA encourages our members and all motorcyclists to donate to any or all of these endowments,” said Dingman. “The endowments will always grow, and the interest earned on these funds will supplement the AMA’s operations in each of these crucial activities.”

To contribute to one or more of the AMA endowments, please send donations to: American Motorcyclist Association, Endowment Fund, 13515 Yarmouth Dr. Pickerington, Ohio 43147. Please be sure to designate the fund(s) to which you are contributing: Motorcycle Hall of Fame Museum, government relations, or amateur racing.

AMA: Threats to motorcycling in America 3- helmet use and rider education

For the past 21 months, American Motorcyclist Association (AMA) President and CEO Rob Dingman has been leading the world's largest motorcyclists' rights organization through a reorganization to rededicate the AMA to its core mission: protecting and promoting the future of motorcycling and the motorcycle lifestyle.

In this third in a three-part series of interviews, conducted by AmericanMotorcyclist.com, the website of the AMA, Dingman discusses the Association's comprehensive approach to rider safety, helmet laws and rider education.

AM: The AMA does many things for its members. It sanctions amateur racing, provides discounted services and products, and lobbies for motorcycling interests. Yet, many in the motorcycling community seem to hold onto misconceptions about what the AMA stands for. How do you respond?

RD: We stand for choice, and we accept the responsibility that comes with making choices. This attitude, I might add, is very prevalent among motorcyclists, both on- and off-highway, whether they are AMA members or not.

The AMA, and our sister organization the ATVA (All-Terrain Vehicle Association), advocate for personal responsibility on the part of all motorcyclists and OHV (off-highway vehicle) riders. Not surprisingly, the typical AMA or ATVA member describes himself or herself as someone who rides and acts responsibly. They don't want unnecessary regulation, preferring instead to make educated, responsible choices about the motorcycles they ride, the riding gear they wear, and the places where they ride. For that reason, the AMA and the ATVA do not support mandates. Mandates often result in unintended consequences for the people who are most affected by them.

AM: The AMA talks about a comprehensive approach to motorcycle safety. What does that really mean?

RD: That's a good question, and one that many people ask. A truly comprehensive approach to rider safety includes training, licensing, proper gear and riding unimpaired. All of these components contribute significantly to the safety of riders.

AM: How does the AMA's philosophy of choice factor into its position on mandatory helmet laws? And how do you respond to some people who say that the AMA is "anti-helmet?"

RD: I simply say that it's not true. The AMA strongly encourages everyone to wear a properly fitted motorcycle helmet that is certified by its manufacturer to meet the DOT standard. However, we also believe that appropriate gear should remain a personal choice for adults, and not something mandated by law. The AMA does not oppose mandatory helmet laws for minors. But again, once a person reaches adulthood, the decision to choose whatever gear he or she feels is appropriate should not be mandated by the government.

AM: So why does AMA oppose helmet mandates? Where's the harm?

RD: Because mandates have unintended consequences. Proponents of mandatory helmet laws see these laws as a cure-all for motorcycle injuries and fatalities, when in fact they do nothing to prevent crashes from occurring in the first place. We want to prevent crashes, rather than simply deal with their consequences.

Let's face it, almost any motorcycle crash is going to expose the rider to far more harm than the driver of an automobile. And the fact of the matter is that there are much smarter ways to prevent motorcycle injuries and fatalities, such as rider education, riding unimpaired and driver-awareness programs that include modules within existing driver education courses alerting drivers to the presence of motorcycles in the traffic mix.

The AMA and its members battle every year at the federal and state level to protect funding for rider education and driver awareness. When mandatory helmet laws are passed, safety officials tend to think "problem solved," and they pass the burden of an unfunded mandate to the enforcement community. Once that happens, funding for preventive strategies like rider education and driver awareness is often shelved. This makes the problem worse for riders, not better.

AM: Are there any other examples of mandates that the AMA opposes?

RD: Yes, we oppose mandatory rider training. Some states have gone so far as to mandate rider education, but we don't agree with this strategy. While on the surface this argument may have a nice ring to it, the reality is that every state program is currently stretched to the breaking point just trying to meet the needs of motorcyclists who seek training. When states pass these unfunded mandates, they force riders to wait many more months for training.

One unintended consequence is that some riders will then forego training altogether and risk riding unlicensed, which is nearly impossible for law enforcement to monitor. And unlicensed riders are already overrepresented in crash and fatality statistics.

As an alternative to mandatory rider training, we believe that greater funding of existing programs, improved training reciprocity between states, and other incentives -- for example, insurance discounts -- would result in more riders completing rider training courses.

On top of that, riding instructors are hard to find, train and keep. These people are enthusiasts who want to give something back to motorcycling, and often they are not well-paid. When you force students who don't want to be there into the classroom, the instructor corps becomes disenchanted and dwindles rapidly at the very time that more of them are needed.

AM: What message does the AMA want to deliver to a beginning rider who is unfamiliar with these issues?

RD: If I could stress one thing about motorcycling to a novice rider, it would be this: take responsibility for how you ride. That means get trained, get licensed, wear protective gear, including a helmet, ride unimpaired, run a quiet exhaust, observe the rules of the road, and ride, ride ride! When you do these things, motorcycling is a lot of fun. And remember to join the AMA -- because we make sure your right to ride is protected.

AMA: Threats to motorcycling in America 2- excessive sound

For the past 21 months, AMA President and CEO Rob Dingman has been leading the world's largest motorcyclists' rights organization through a reorganization to rededicate the AMA to its core mission: protecting and promoting the future of motorcycling and the motorcycle lifestyle.

In this interview -- the second of a three-part series by AmericanMotorcyclist.com -- Dingman discusses the most contentious issue in motorcycling today: excessive sound.

AM: Many street riders have a long-held belief that a loud exhaust system alerts car and truck drivers to their presence. Yet cities and towns across America are enacting very strict sound ordinances that target motorcycles unfairly. What is the AMA doing about this?

RD: The single greatest threat to motorcycling in America -- both on- and off-highway, including ATVs -- is excessive exhaust sound. Nearly everyone we talk to in the motorcycling and OHV (off-highway vehicle) community echoes this concern. For many riders, their machines are an extension of their personalities, and this includes the distinctive sound of their engine's exhaust. I completely understand that. But as motorcyclists, we have to realize that we live in a world already filled with unwanted distractions, and chief among them is sound that is so excessive that it becomes a nuisance to the general public. Excessive exhaust sound plants targets squarely on the backs of all riders, even those who ride with reasonably quiet exhaust systems.

It is important to remember that this problem is not limited to motorcycles and OHVs. Loud cars and trucks, booming car stereos, poorly maintained generators, whining leaf blowers -- they are all part of the problem. However, just because there are other sources of unwanted noise does not mean that the motorcycling community can excuse itself. We have to be part of the solution.

So to answer the question, the AMA and our sister organization, the ATVA (All-Terrain Vehicle Association), must simultaneously do two things. First, we have to get our own house in order, and by that I mean all riders must take an active role in the self-regulation of sound. Second, we have to stand up against government actions that unfairly single out motorcycles and OHVs for discriminatory or punitive enforcement.

AM: What role can the AMA and ATVA take in the self-regulation of excessive sound?

RD: The first thing we have to do -- through publicity, peer pressure and support of appropriate sound ordinances -- is tell our friends and acquaintances who ride loud bikes and OHVs to tone it down. We need to lead by example and convey the idea that it is totally unacceptable to ride an obnoxiously loud machine. Next, we have to stop installing unmuffled exhaust systems on our bikes. Thundering cruisers with straight pipes, howling sport bikes with competition exhausts, and barking dirt bikes and OHVs with unpacked silencers have no place on our public streets and trails. While I realize this statement may cost the AMA and ATVA some members, if we continue to ignore the serious and negative impact that excessively loud bikes and OHVs are having in our communities, we are going to see more draconian measures to restrict sound, more targeting of riders, and fewer places where we are allowed to ride. Just one irresponsible rider can negatively impact the rights of countless others.

AM: Have you seen any progress to date?

RD: The AMA and its partners started a public dialog about excessive sound in the early 2000s, and the OHV community has embraced the concept of quieter motorcycles and ATVs in a big way. We have seen leadership emerge among the sport's heroes and influencers. For example, at the invitational Colorado 500, which attracts the industry's movers and shakers, the organizers have brought down the sound of their off-road bikes from well over 100 dB(A) to 96 dB(A) using the SAE J1287 stationary sound measurement standard. It's become a matter of pride for entrants to have the quietest bike. And when these riders go home, they set the example for others to follow.

California is another example. AMA districts and clubs have been at the forefront of the issue, and were key participants to changes made in the state law. Today they are actively enforcing 96 dB(A) at their events.

The manufacturers' professional racing teams are also involved, and this year both AMA Supercross and Motocross machines must meet the FIM-developed 94 dB(A) standard. And starting in 2011, AMA Racing will be enforcing similar standards in amateur racing.

There's more good news: Many more aftermarket exhaust manufacturers build high-quality exhaust systems that readily meet these standards with no degradation in performance.

The AMA supports these grass-roots efforts by providing sound-testing equipment to our districts and clubs through a grant program. The kits help test the sound level of OHVs to help riders understand how loud -- or quiet -- their bikes are, and also ensure that competition machines are in compliance with AMA standards.

AM: What challenges remain?

RD: While we have made headway in the OHV community, there are still OHV and motocross riders who run excessively loud exhausts, so we have more work to do here.

Beyond that, our most pervasive challenge today is in the streetbike community, where loud bikes are all-too-common. The same measures that are working with OHV riders -- peer pressure and self-regulation -- are what is needed to bring about tangible change. Fortunately, most riders, and a number of clubs, have seen the writing on the wall and are already talking to their members about quieting down their bikes. The key is to regulate ourselves before the government does it for us. We certainly won't like their solution.

AM: If the AMA is in favor of reducing excessive sound, why does the AMA oppose ordinances and legislation intended to do just that?

RD: Great question. The AMA opposes measures that target only motorcycles, and measures that are unfair. If an ordinance or a bill considers all noise sources -- not just motorcycles -- and is reasonable in its solution, then we can support it. And we have done so.

Nevertheless, we must remain vigilant against poorly crafted legislation that singles out motorcycles and OHVs from other vehicles and offending sound sources. This is currently the case in New York City, where a proposed sound ordinance would mandate an EPA-stamped motorcycle exhaust system, effectively requiring an OEM (original equipment manufacturer) system for streetbikes up to 20 years old. So we are working to oppose badly thought-out initiatives, while at the same time educating legislators about fair and reasonable strategies to curb excessive sound.

AM: What can we expect next?

RD: The AMA and ATVA are taking a leadership position in this effort by saying that obnoxiously loud bikes and OHVs are not acceptable, and that we will work with riders to demonstrate the benefits of quieter exhausts. We want to positively influence our peers and quiet excessively loud motorcycles and OHVs to ensure greater access to public lands and city streets, plus the continued availability of accessory exhaust systems. Also, we are looking forward to seeing an SAE-developed, easy-to-implement streetbike sound standard and testing method that will help municipalities enforce reasonable measures to reduce excessive sound. With these tools we can demonstrate that the motorcycling and OHV communities are acting responsibly when it comes to sound.

I can't stress enough that curbing excessive sound is the most important issue that we can address today. We have to do this if we want to expand opportunities for riders, reduce threats to riding and usher in a new generation of riders who are not limited by bike bans, land closures and unjust regulation. If we do this, we can get back to what riding motorcycles is all about -- having fun.

AMA: Threats to motorcycling in America 1- OHV access

AMA President and CEO Rob Dingman has been leading the world's largest member-based motorcyclists' rights organization since taking the reins in April 2007.

During that time, he has reorganized many of the AMA's programs to rededicate the Association to its core mission: protecting and promoting the future of motorcycling and the motorcycle lifestyle. With numerous legislative and regulatory challenges confronting American motorcycling both on the street and the trail, the AMA enters 2009 with a sense of purpose and urgency.

AmericanMotorcyclist.com, the website of the AMA, sat down with Dingman to discuss the challenges -- and opportunities -- that lie ahead. In the first of a three-part series, Dingman discusses how the AMA and the AMA's sister organization the ATVA (All-Terrain Vehicle Association) are fighting to preserve OHV (off-highway vehicle) access to America's public lands.

AM: The motorcycling community is engaged in a pitched battle with so-called environmentalists who would ban OHVs from public lands. How did we get to this point?

RD: I'm glad you said "so-called environmentalists" because, like many AMA and ATVA members, I consider myself an environmentalist, and the groups we are confronting are perhaps better labeled "exclusionists" or "anti-access advocates." They would be completely happy if all of our public lands were excluded from any use except their own.

At the core of the anti-access creed is a philosophical belief that only a handful of Americans can be trusted to be good stewards of our public lands, and that most Americans are incapable of acting responsibly when they are on public lands. The AMA fundamentally rejects this elitist assumption.

America's public lands are owned by all of us. And all who recreate responsibly should therefore have the right to share in the splendor of our public lands. OHV recreation is enjoyed by millions of individuals and their families, as well as by many less-abled Americans who also rely on OHVs for recreation.

There are countless examples of OHV users, many of them AMA and ATVA members, doing their part to protect and preserve the natural environments where we recreate. Our members consider it a sacred trust to act as responsible caretakers of our public lands so that their children -- and many generations to follow -- will have the same opportunities.

AM: How are America's motorcycle and ATV riders doing their part to keep public lands open to OHV recreation?

RD: We can look at the ongoing success of the Recreational Trails Program, which started in 1990, as an example of how the OHV community has worked collaboratively with non-motorized trail users and the federal government to create a program that funds the construction and maintenance of trails for hundreds of thousands of outdoor enthusiasts. That program has helped nurture the latest generation of responsible OHV users.

The AMA believes that personal responsibility is paramount for all motorcyclists. That said, the vast majority of OHV riders do act responsibly, stay on designated trails, use a quiet exhaust and spark arrester, and respect the rights of other trail users. Through education, peer-pressure and support for appropriate law enforcement, we hope to teach all riders that it is incumbent upon us all to ride responsibly on public lands. What we do today will impact what we, and countless others, will be allowed to do well into the future.

AM: What is the latest threat?

RD: Where do I begin? First, we have an ongoing threat with the Forest Service's Travel Management rule. It decrees an unfunded mandate to inventory all trail systems in the United States, has artificial deadlines and rejects user input in many areas. Second -- and more urgent -- we are now facing an additional public lands grab.

The battlefield has shifted from our local communities, national forests and desert lands to the floor of the U.S. Congress. In early January, the U.S. Senate passed a massive package of bills -- over 160 in all -- that would close off more than 2 million acres to motorized recreation. Thrown out in that process were the recommendations of local public lands managers, city and county governments, their citizens and the outdoor enthusiasts who spent thousands of hours developing responsible, multiple-use recreation plans for their communities. It's a massive land-grab that, if passed by the House of Representatives and signed by President Obama, would lock-up millions of acres of public lands, lock-out millions of people and decimate the coffers of the small towns and counties whose economic vitality relies heavily upon recreational tourism.

AM: Is it too late to act?

RD: No, there is still time. Legislators pay attention to their constituents, and I urge every OHV rider -- in fact, every motorcyclist -- to write or call their U.S. Representative and insist that their voice be heard. Share with them your personal story. Tell them that you ride responsibly and that actively managed and responsible OHV recreation has a place on our public lands.

AM: Is the AMA all alone in this fight?

RD: No, I am happy to report that the AMA and the ATVA are working with a number of other organizations to preserve our right to access our public lands. Groups like the Blue Ribbon Coalition, the National Off-Highway Vehicle Conservation Council, the Motorcycle Industry Council, the Specialty Vehicle Institute of America, the Off Road Business Association and the Recreational Off-Highway Vehicle Association, to name a few. Additionally, aligned with our coalition are snowmobile and personal watercraft users, as well as advocates of non-motorized recreation, such as the American Horse Council. These groups work together as part of the Americans for Responsible Recreational Access in an effort to share resources and strengthen our collective voice.

AM: What can we do to prevent these crises from arising in the future?

RD: I urge readers who are not AMA or ATVA members to join and help fund the battle to preserve OHV recreation for this and future generations. While there are no guarantees, the more riders we represent, the louder our voice and the stronger we become, whether we are acting proactively or responding to an imminent threat. I am confident that by acting together we will make a difference.

Motorcycle tariff taken off table in beef trade dispute

The U.S. trade representative has decided against imposing any tariffs on certain motorcycles imported from Europe in a trade dispute over beef, the American Motorcyclist Association (AMA) reports.

The AMA, its members, the Motorcycle Industry Council, individual manufacturers, dealers, and others had contacted the Office of the U.S. Trade Representative opposing the idea of possibly putting a 100 percent import duty on certain European goods -- including motorcycles with engine displacements of 51cc to 500cc.

"This is great news not only for U.S. enthusiasts of these European motorcycles but also for the small- and medium-sized American businesses that sell and import these machines," said Ed Moreland, AMA vice president for government relations. "But we have to remain vigilant to ensure that these bikes don't slip onto the tariff list in the future."

Imposing the tariff could have increased the cost of certain imported motorcycles and scooters from manufacturers such as Aprilia, Beta, BMW, Bultaco, Fantic, Gas Gas, Husqvarna, Husaberg, KTM, Montesa, Piaggio, Scorpa, TM and Vespa.

The proposal was put together in retaliation to the 27-member European Union's continuing import ban on American beef treated with growth hormones. EU officials haven't lifted that 20-year-old ban, despite a World Trade Organization order to end it.

In a statement released on Jan. 15, U.S. Trade Representative Susan Schwab noted her office late last year sought comments on which of more than 100 European goods should be subject to the tariffs.

"Approximately 600 comments were received by the requested due date of Dec. 8, 2008," she said. "An interagency committee of trade experts and economists reviewed the public comments and provided recommendations to the USTR with respect to modifications (to the list of products subject to additional duties) that would result in a more effective action, while taking account of effects on the U.S. economy, including consumers."

Schwab is imposing 100 percent duties -- 300 percent in the case of Roquefort cheese -- on a variety of European products ranging from meat to pears beginning March 23 in the trade dispute over beef.

In comments submitted to the U.S. trade representative by the Dec. 8 deadline, Moreland clearly stated the AMA's position.

"There is no logical link between European motorcycles and the dispute over beef," he said. "Imposing these stiff tariffs on motorcycles would do nothing to resolve the trade dispute, but would punish American buyers of European motorcycles. A 100 percent ad valorem, or higher, tariff on these motorcycles will cause serious and potentially irreversible harm to American small- and medium-sized business owners selling the vehicles. Additionally, citizens will be denied access to certain models of competition and recreation motorcycles that contribute to the lifestyle and well-being of millions of American families."

 

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AMA will celebrate 85th anniversary at Vintage Motorcycle Days

The AMA is pleased to announce that the Association will celebrate its 85th anniversary year in 2009 with a number of activities and events, culminating with AMA Vintage Motorcycle Days, July 24-26, at the Mid-Ohio Sports Car Course in Lexington, Ohio.

One eye-catching activity at AMA Vintage Motorcycle Days will be a motorcycle parade with bikes representing the more than eight decades the AMA has been protecting riders' rights, from 1924 through 2009. This distinctive collection of motorcycles will provide a physical and visual representation of the long and varied history of the AMA.

"We're excited about pulling together this rich symbol of the AMA's history, and assembling such a diverse collection of motorcycles will be no small feat," said Tigra Tsujikawa, AMA marketing and special events manager. "If any of our members are interested in this special opportunity, I encourage them to visit the AMA's Motorcycle Hall of Fame Museum website at www.motorcyclemuseum.org/85thParade.asp or e-mail us at 85th...@ama-cycle.org for details."

Founded in 1924, the AMA quickly became a national voice for the growing number of motorcycle clubs and riders in the U.S., a legacy that the Association has carried forward ever since. Today the AMA is the country's leading advocate for the protection and promotion of the motorcycling lifestyle and -- with more than 300,000 members -- it has grown to become the largest motorcycling organization in the world.

"During our 85 years, the AMA has undergone numerous changes to meet the evolving needs of our membership," said AMA President and CEO Rob Dingman. "Currently, the AMA is positioning the organization to better serve all motorcyclists for the next 85 years and beyond. In 2009, we will recognize both this landmark anniversary and this exciting time of change with various events and activities, culminating at one of the year's can't-miss motorcycling events, AMA Vintage Motorcycle Days."

In addition to the 85th anniversary celebration motorcycle parade, the AMA is asking its members to help the Association tell its story.

"We want to know from AMA members, 'Why did you join the AMA? What does motorcycling mean to you? What events, bikes or people represent your most memorable motorcycling moments?'" said Tsujikawa. "Remember that a picture tells a thousand words, so please include photographs whenever possible."

AMA members can e-mail their memories to 85th...@ama-cycle.org.

AMA Vintage Motorcycle Days, the proceeds of which benefit the AMA's Motorcycle Hall of Fame Museum, has grown to become America's grandest celebration of motorcycling heritage, and features numerous activities inspired by all eras. In addition to activities tied to the AMA's 85th anniversary, the weekend will be loaded with highlights, including the world's largest motorcycle swap meet, demo rides of current production bikes, motorcycling seminars, bike shows, stunt shows, the new product Manufacturers' Midway, club corrals that feature both marque and regional clubs, and guided rides through the rolling Ohio countryside.

The weekend is also scheduled to feature a full slate of American Historic Motorcycle Racing Association competition, including road racing, motocross, observed trials, cross country and dirt track for both vintage and post-vintage motorcycles.

Tickets for AMA Vintage Motorcycle Days 2009 are available from Mid-Ohio Sports Car Course at www.midohio.com or by phone at (800) MID-OHIO.

More announcements regarding the AMA's 85th anniversary celebration, including events during and leading up to AMA Vintage Motorcycle Days, will be made soon.

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