Keaton Maisano, Author at American Motorcyclist Association https://americanmotorcyclist.com/author/kmaisano/ Motorcycle rights, riding, and racing Thu, 02 May 2024 17:11:33 +0000 en-US hourly 1 https://wordpress.org/?v=6.5.5 https://americanmotorcyclist.com/wp-content/uploads/2024/04/AMAicon512.png Keaton Maisano, Author at American Motorcyclist Association https://americanmotorcyclist.com/author/kmaisano/ 32 32 HOLY TOLEDO! https://americanmotorcyclist.com/holy-toledo/ Tue, 30 Apr 2024 17:15:54 +0000 https://americanmotorcyclist.com/?p=26512 Toledo Trail Riders step up to improve safety at local state forest APV area April 30, 2024 (This story appeared in the May 2024 edition of American Motorcyclist) By Keaton Maisano Unlike in the comics, no caped crusader — accompanied by a “Holy Toledo” quipping sidekick — swooped in to save the day when tragedy […]

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Toledo Trail Riders step up to improve safety at local state forest APV area

April 30, 2024 (This story appeared in the May 2024 edition of American Motorcyclist)

By Keaton Maisano

Unlike in the comics, no caped crusader — accompanied by a “Holy Toledo” quipping sidekick — swooped in to save the day when tragedy struck the Maumee State Forest All Purpose Vehicle area near Toledo, Ohio…so Matt Bucher felt called to step up.

Bucher, who grew up riding in the Maumee State Forest, started the Toledo Trail Riders to help better the forest’s public riding area after his dad witnessed the deaths of two riders involved in a high-speed collision.

“I saw the effect of what those incidents and tragedies did to my dad,” Bucher said. “In 2008, I said maybe we can do something about this.”

Bucher met with Ohio Department of Natural Resources (ODNR) Forest Manager Donald Schmenk in December 2008 to discuss ways to help improve the APV area. The meeting sparked the creation of the ODNR-certified Toledo Trail Riders in spring 2009 to act as a strategic partner to address the well-being of the Maumee APV area.

In June 2009, the club held its first volunteer day, and four showed up to pick up litter, prune vegetation and clean trail markers. Today, the club has grown to around 75 members, with a third of the members being extremely active.

The dirt bike and ATV club has also hosted several events over the years, including family enduros, charity events and its first District 14 hare scramble in 2017.

“We’re kind of unique in that we do the trail advocacy work at the Maumee State Forest, and we promote our own races,” Bucher said. “Most clubs, from my experience, are kind of one or the other.”

As the club has proven itself to be responsible over the years, its responsibilities and influence have grown. Bucher stressed the importance of building relationships and gaining trust to open the door to make a greater impact.

“That takes time, and you have to have patience,” Bucher said, “and if you don’t have that you’re just going to give up and walk away from it and accomplish nothing. That’s not in the spirit of off-road riding. In off-road riding, you just keep going…You can’t give up, and if you surround yourself with people that don’t want to give up either, I think a lot of great things can happen.”

It is through networking that Bucher suggested to Schmenk that a kids loop in the riding area would be a huge benefit, as it would allow parents to supervise their kids without having to ride alongside them. Schmenk and ODNR took the suggestion and got to work, opening a youth loop in early 2024.

“What an opportunity for youth and even beginner riders,” Bucher said. “It’s another opportunity to get people into the sport.”

While the club’s progress and improvements to the riding area are points of pride, Bucher is most proud of the safe environment that has been created at the Maumee State Forest.

“Nobody else has perished at the state forest, and that’s why we started,” Bucher said. “Two people died and they shouldn’t have…I’m most proud of getting involved so nobody else would have to feel that pain or see that tragedy.”

Now 15 years since the club picked up its first piece of trash at the Maumee State Forest APV area, TTR is going strong and steadfast in helping the trails community.

“Once you get to this level, you kind of have an obligation,” Bucher said. “You also have motivation to keep growing.”

To learn more about the Toledo Trail Riders, go to toledotrailriders.org.

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Anything But Dirty Work https://americanmotorcyclist.com/anything-but-dirty-work-durty-dabbers/ Wed, 20 Mar 2024 08:29:10 +0000 https://mo.americanmotorcyclist.com/anything-but-dirty-work/ Durty Dabbers has provided three decades of fun with its annual dual-sport event March 20, 2024 (This story appeared in the March 2024 Edition of American Motorcyclist) By Keaton Maisano Plenty of hard work has gone into putting on the Durty Dabbers Great Adventure Dual-Sport event, and it has resulted in years of clean fun […]

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Durty Dabbers has provided three decades of fun with its annual dual-sport event

March 20, 2024 (This story appeared in the March 2024 Edition of American Motorcyclist)

By Keaton Maisano

Plenty of hard work has gone into putting on the Durty Dabbers Great Adventure Dual-Sport event, and it has resulted in years of clean fun and great riding.

The annual event hosted by the Durty Dabbers — a trials and dual-sport motorcycle club in Central Pennsylvania with more than 100 active members — is the longest-running event in the Beta AMA National Dual Sport Series. Running the first weekend of June, the two-day event maintained its popularity for more than three decades, selling out its 2023 event within an hour.

“The series started out relatively small, numbers-wise,” Durty Dabbers President Nils Mantzoros said. “It grew with time.”

Today, the event hosts 550 riders — the maximum allowed by the Pennsylvania Department of Conservation and Natural Resources — for two days of riding that covers about 100 miles each day. In 2023, riders ranged from 16–87 years old.

Running simultaneously to the dual-sport ride — which has two course options of varying difficulties navigated by roll chart — is an adventure ride. Despite differences in skill and style, Mantzoros sets up the courses to promote togetherness.

“Every 10 or 12 miles I’ll have a reset,” Mantzoros said. “All three courses meet at each reset. So you can ride with a group of friends on bikes that aren’t necessarily compatible, but still hang out and be with your buddies during the day. I think that’s made our event quite popular.”

Using several forestry areas for its event, participants are offered free camping. Colleen Wise, who helps with the registration, said the camping is one of the many bright spots of the event.

“One of the best things that happens here is the camping because of the comradery,” Wise said. “Some people will come to see the same people they saw before.”

Durty Dabbers

In addition to riding and camping, the event offers snacks and meals to its registered riders. Riders also receive a T-shirt and prizes at the event banquet.

Most of the proceeds made from the event go toward the Durty Dabbers’ riding area, a 100-acre area purchased by the club to serve as a free riding park. The club uses this space to teach the next generation how to safely ride dirt bikes.

“We maintain [the park],” Mantzoros said. “We built a quite exotic pavilion, and our goal this year is to put in bathrooms.”

While the club’s success could be measured in land it’s purchased or in the structures its built, Mantzoros finds the number of returning riders for its annual event as a great barometer that the club is doing good work.

“We have folks who come every year, because it shows we’re doing a good job that they want to come back,” Mantzoros said. “When they come here, it’s almost like a reunion.”

The next reunion is set for June 1–2, and registration for the event is set to open the first week of April. Those looking to participate can stay in the loop by going to durtydabbers.com and clicking the link in the top right of the landing page to sign up for the email list.

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RIP Rick Sieman https://americanmotorcyclist.com/rip-rick-sieman/ Mon, 11 Dec 2023 07:20:39 +0000 http://linuxwp.ama-cycle.org/rip-rick-sieman/ December 11, 2023 By Mitch Boehm Rick “Super Hunky” Sieman has passed away at the age of 83, and for family, friends, colleagues and the entire motorcycle community, it is indeed a sad thing. Sieman was on the ground floor of the off-road motorcycle boom of the 1960s and ’70s, a sign-painter whose writing skills, […]

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December 11, 2023

By Mitch Boehm

Rick “Super Hunky” Sieman has passed away at the age of 83, and for family, friends, colleagues and the entire motorcycle community, it is indeed a sad thing.

Sieman was on the ground floor of the off-road motorcycle boom of the 1960s and ’70s, a sign-painter whose writing skills, perspective and humor landed him a job with Hi-Torque Publishing and Dirt Bike magazine when it appeared on newsstands (and in mailboxes) in 1971.

As the editors of Dirt Bike have written, Sieman was a pioneer in several ways, doing shootouts and hard-hitting products tests and comparisons in the pages of Dirt Bike, all while entertaining readers with his often-hilarious perspectives on life and off-road motorcycling in his From The Saddle columns.

Sieman also worked hard to protect motorcyclists’ rights and riding areas from faceless bureaucrats who knew nothing of (or cared little about) motorcycling, with much of that effort happening in the Mojave Desert.

“Sieman was a gonzo-style writer and wordsmith who simply loved off-road motorcycling,” wrote Racer X chief Davey Coombs over the weekend. “One of the most influential journalists the sport has ever known, Sieman mixed humor with hard-hitting honesty. During the 1970s and early ’80s Sieman used his bully pulpit to help fight land closures, promote unique events and also keep motorcycle product manufacturers honest. He even appeared on the television program “60 Minutes” to advocate against the closure of huge swaths of the Southwest desert to off-highway vehicles.”

In a nutshell, Rick Sieman was an industry legend, and he will be missed. Godspeed, Super Hunky.

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RTP Revamped https://americanmotorcyclist.com/rtp-revamped/ Tue, 05 Dec 2023 10:20:01 +0000 http://linuxwp.ama-cycle.org/rtp-revamped/ The federal Recreational Trails Program (RTP), in place since 1991, now enjoys an important waiver that eliminates a longstanding roadblock — good news for all off-road riders December 5, 2023 (Story from November edition of American Motorcyclist) By Keaton Maisano More than three decades after its approval in 1991, the Recreational Trails Program (RTP) — […]

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The federal Recreational Trails Program (RTP), in place since 1991, now enjoys an important waiver that eliminates a longstanding roadblock — good news for all off-road riders

December 5, 2023 (Story from November edition of American Motorcyclist)

By Keaton Maisano

More than three decades after its approval in 1991, the Recreational Trails Program (RTP) — a federal program that basically gives a portion of federal gas tax money to states, who then distribute it in the form of grants, often to local non-profits, to help fund trails programs — had a longstanding obstacle removed over the summer.

The Federal Highway Administration (FHWA) — which administers the RTP program — recently granted a Waiver to Buy America Requirements for De Minimis Costs and Small Grants, which allows projects below $500,000 in cost to waive the Buy America requirements for iron, steel, manufactured product, and construction materials.

Projects that exceed $500,000 have an allowable threshold for non-compliant products of either a million dollars or 5 percent of the total applicable costs for the project (whichever is less). If the noncompliant products include iron, steel or manufactured products, however, the FHWA’s threshold amount of 0.1 percent of the total contract amount or $2,500 still applies.

In layman’s terms, the waiver, which went into effect Aug. 16, removes a hurdle that has hindered the development, expansion and maintenance of many trail projects over the years.

While the AMA supports buying American, the provision has been used as a surrogate issue to block the use of funds on motorized trail maintenance and development. These rules required the use of American-made products unless a cumbersome and time-consuming waiver was granted, often negatively impacting productivity, creating seasonal related challenges, and also additional difficulties for the applicants.

With this waiver in place, land managers and pro-trail entities now have much more flexibility when it comes to trail development, upgrades and maintenance.

A little history: Giving birth to what is now known as the RTP, the Steve Symms National Recreation Trails Fund Act of 1991 was included into the federal highway bill and passed into law in November of 1991. The act was implemented to provide funds to the states to develop and maintain recreational trails and trail-related facilities for non-motorized and motorized enthusiasts.

The RTP database — which stores the more than 25,000 RTP-funded projects nationwide — can be found by going to recreationaltrailsinfo.org.

Simply put, a percentage of gas tax paid by non-highway recreational users is infused back into the trails community in the form of available grants that go toward motorized and non-motorized recreational projects. For example, the RTP serves many of the following recreational trail users: off-highway motorcycling, hiking, bicycling, cross-country skiing, snowmobiling, horseback riding, all-terrain vehicle riding and four-wheel driving and others. By law, the funds are allocated at a rate of 30 percent motorized, 30 percent non-motorized and 40 percent to mixed-use trails.

Projects funded include, but are not limited to, trailhead improvements (parking/bathrooms etc.), signage, trail maintenance, bridge construction, mapping, and the purchase of related materials and equipment.

In 1992, the Coalition for Recreational Trails (CRT) — a federation of national and regional trail-related organizations that works to build awareness of the RTP — was formed to ensure the program received adequate funding following the program’s inclusion in the Intermodal Surface Transportation Efficiency Act. Monies come from the Federal Highway Trust Fund, with the total amount representing less than a third of the motor fuel excise tax paid into the trust fund by non-highway users.

In the years that followed the program’s creation and initial success, the Transportation Equity Act of the 21st Century (1998) and the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (2005), significantly increased funding to the program, which currently sits north of $80 million a year.

That money — divvied up to the participating states — is available in the form of grants that are awarded to eligible applicants who work in partnership with land managers. This funding is a critical source for many states and the individual groups striving to work on trails.

Due to the program’s importance and impact, there have been recent legislative efforts to increase the funding to at least $250 million by way of HR 1864. This proposed legislation would refund a much higher percentage of the eligible gas tax revenue, estimated to be more than $270 million per year. While this effort failed, it will be championed again in the next renewal period.

The RTP has been re-authorized multiple times, and there is a push to re-authorize the funding again soon.

Over the more than 30 years since its advent, there have been more than 25,000 RTP-funded projects nationwide, all of which are documented on the RTP database.

“For more than three decades the AMA and our partners at the CRT have supported this important program,” said AMA Government Relations Director Nick Haris. “The user-pay, user-benefit model of the RTP provides critical funding for trail projects nationwide, and also provides much needed economic benefits to the communities surrounding many of the project areas.”

Annually, the CRT hands out awards to recognize outstanding trail projects funded by the RTP. In 2021, 13 trail projects received Tom Petri Recreational Trails Program Annual Achievement Awards. Visit https://www.americantrails.org/communications/awards/crtAwards for the latest on the awards presentation and nominate your favorite eligible project!

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Capital City MC Celebrates 110th Anniversary https://americanmotorcyclist.com/capital-city-mc-celebrates-110th-anniversary/ Tue, 17 Oct 2023 10:14:29 +0000 http://linuxwp.ama-cycle.org/capital-city-mc-celebrates-110th-anniversary/ Club stays strong and grows through changing landscape October 17, 2023 (Story from October edition of American Motorcyclist) By Joe Perfecto In the heart of downtown Sacramento, Calif., there stands an unassuming, little WWII-era bungalow, with the entryway overhang bearing the words CAPITAL CITY MOTORCYCLE CLUB, hand-painted in orange. On a given Friday evening, passersby […]

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Club stays strong and grows through changing landscape

October 17, 2023 (Story from October edition of American Motorcyclist)

By Joe Perfecto

In the heart of downtown Sacramento, Calif., there stands an unassuming, little WWII-era bungalow, with the entryway overhang bearing the words CAPITAL CITY MOTORCYCLE CLUB, hand-painted in orange. On a given Friday evening, passersby will likely see the little hut surrounded by motorcycles, and perhaps some of the leather-adorned owners milling about. The uninitiated might take this to be the hangout of Sacramento’s version of the Sons of Anarchy, but nothing could be further from the truth, for the Capital City Motorcycle Club (CCMC) is anything but menacing.

Since its inception, the club has advocated for better traffic conditions and safe riding, while engaging in numerous community projects. Anyone wanting to remain a member in good standing must adhere to a long list of rules regarding rider comportment, and CCMC does not associate with non-members who engage in dangerous behavior.

“We are aware of such things and we do not condone it at all,” club president Richard “Toad” Sherman said. “We are opposed to stunts on motorcycles in public areas, and we would not ride with a group that engages in that.”

Now in its 110th year of operation, CCMC is the fourth-oldest club in California and fifth-oldest in the nation. The group was initially founded as the Sacramento Motorcycle Club (SMC) in 1911, at which point both recreational and competitive motorcycling enjoyed popularity in the city, with well-attended races held regularly.

Yet, popular though it was, motorcycling was a relative newcomer to Sacramento, which had long been dominated by bicycle racing. At the heart of the local cycling scene was the Capital City Wheelmen organization.

To keep up with the times and ensure their races maintained relevance, the Wheelmen expanded their events to include those “fire-belching beasts.” Deciding to explore opening their charter to motorcyclists, the SMC and CMCC agreed to work as one entity on a trial basis. The experiment proved successful, and in June of 1913 the now-merged groups began operation under the present name.

The club’s 110th anniversary was formally acknowledged by the City of Sacramento via an official Certificate of Recognition presented by Councilmember
The club’s 110th anniversary was formally acknowledged by the City of Sacramento via an official Certificate of Recognition presented by Councilmember Katie Valenzuela.

CCMC meetings were conducted at the former Wheelmen clubhouse until construction of a bespoke clubhouse was completed in May 1940. Despite 80 years of urban growth, the clubhouse remains in continuous use, and not only still serves its purpose today but represents a portal to the past, with its walls lined with trophies and other memorabilia.

During that same period, change was sparked within the club. In its early days, the club limited its membership to 60; today membership stands at just over 100. The club was initially exclusive to Harley riders; now, the club is brand-agnostic. There was also the matter of exclusion of women, who are now well-represented among the club’s ranks. Over time, the cycling element was also phased out.

The establishment of CCMC played a central role in transforming Sacramento into one of California’s largest motorcycling hubs. Today, CCMC is strictly focused on recreational riding, with a portion of proceeds from events going to various local charities, after decades of hosting races.

“We sponsor several rides throughout the year, including random rides throughout Northern California whenever the weather allows,” club spokesperson Corbett “Captain Smarta” Waddingham said. “We use both MeetUp and Facebook to announce these rides, and they are open to any motorcyclist who wants to ride with us. This year we are also sponsoring the annual Gypsy Tour and will be riding to Fort Bragg with members of other motorcycle clubs from everywhere from San Jose to Yuba City.”

In addition to offering sponsored events, the club does many rides to a variety of destinations in the greater Sacramento region and beyond. Information about the club can be found at http://www.capitalcitymc.com/ and https://www.facebook.com/CapitalCityMC/.

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Q&A: Zach Farmer and Nick Sands https://americanmotorcyclist.com/qa-zach-farmer-and-nick-sands/ Tue, 03 Oct 2023 15:11:00 +0000 http://linuxwp.ama-cycle.org/qa-zach-farmer-and-nick-sands/ Get to know the AMA’s new Government Relations Department staffers October 3, 2023 (Story from October edition of American Motorcyclist) By Keaton Maisano When the AMA set out in May to restructure its Government Relations Department, it created an opportunity to make some changes to the department in a continued effort to deliver on its […]

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Get to know the AMA’s new Government Relations Department staffers

October 3, 2023 (Story from October edition of American Motorcyclist)

By Keaton Maisano

When the AMA set out in May to restructure its Government Relations Department, it created an opportunity to make some changes to the department in a continued effort to deliver on its mission to protect the future of motorcycling.

With Government Relations Director Nick Haris spearheading the department, Zach Farmer (left) and Nick Sands (right) were recently hired in this first step of reconfiguration. Farmer has stepped into the role of Washington representative, and Sands’ position serves motorcyclists throughout the central states.

Based in Washington, D.C., Farmer is focused on heading up the AMA’s presence at the federal level, while Sands — a Colorado resident — is tasked with advocating for the interests of motorcyclists at the state and local levels within the Central United States.

Both Farmer and Sands are motorcyclists and have backgrounds in activism, making them perfect fits for their respective positions. But don’t take our word for it, listen to what they have to say…

AM: Who taught you to ride, and what are your earliest riding memories? 

ZF: My earliest riding memory is my grandfather taking me to school on his Goldwing in first grade. I grew up next to his house in the country on a few acres and got a 50cc dirt bike and, briefly, a 125cc four-wheeler when I was around 7 years old.

My dad taught me to ride a bike on that property and was there when it came to dirt bike riding and showing me how to use the clutch on my TTR-125. Growing up, he was more interested in Mopar and muscle cars but got on board with motorcycles when I inevitably needed help working on one. (We spent last Christmas putting handlebars and exhaust on my Harley-Davidson.) He was, and still is, the first person to remind us before we ride that “motorcycles have no conscience; it will buck you off like a mule and not hurt its feelings.” That’s a pretty good message to remember before you think about that quick throttle twist.

NS: My dad taught my brother, sister, and me to ride dirt bikes when we were growing up. My parents refused to let us have anything bigger than pit bikes, so my earliest riding memories include finding ways to make pit bikes more exciting in whatever ways my brother and I could come up with.

AM: What is your favorite riding memory? 

ZF: Pinpointing favorite memories is always a tricky exercise. I imagine picking the best moment or motorcycle is like asking someone to pick their favorite child. There might be one, but it’s hard to leave anyone out.

It’s easy to remember the first time I rode a motorcycle on the road, partially due to the excitement but also because it was December in North Carolina and there was snow on the ground. I don’t know if there was snow, but my memory of cold lets me think there were at least a few inches. In true high school fashion, my best friend Nathan gave me the keys to his Honda Rebel 250 to ride to McDonald’s. Naturally, I had to buy a motorcycle, and in May, I somehow convinced my parents that a CBR954RR was a responsible choice for a 17-year-old.

That led to years of Nathan and I riding our CBRs around Windy Gap, Va., between Roanoke and Smith Mountain Lake. Great memories for me, less so for him after a dozen or so speeding tickets.

Right next to that are memories riding around cornfields and through the woods of Yadkinville with buddies James and Jack, around North Carolina with my friend Councill during the pandemic, and then with Pat every time the Harley dealerships hand out free hot dogs here in DC.

NS: My favorite riding memory is my first attempt at amateur motocross racing in Colorado Springs. I had zero experience in racing and only about six months of track riding experience on a 250, but I was able to place high enough in the LCQ to qualify for the main event.

AM: How and why did you get into activism? 

ZF: My high school civics teacher Mr. Kesler taught us about the process and role of government in such a compelling way that I decided to major in political science in college. I joined all the clubs in college and attended their meetings, Republicans and Democrats. It was interesting to hear from both sides and understand the ideology behind the beliefs. As I was weighing a decision on law school, I was fortunate to intern with folks who had worked on Capitol Hill. Their encouragement and network in North Carolina helped connect me with interesting candidates, a couple of jobs, and eventually, a job offer from Congressman Mark Walker to work in Washington.

NS: Having a career in activism is not something I ever saw for myself growing up. I had planned on going to law school after undergrad, so I chose a political science major to work on improving my analytical skills. However, life took over and I decided law school was not the right path for me, and I moved to Colorado to start as a legislative aide for the late-Representative Hugh McKean (HD51 – Loveland) going into the 2020 legislative session. Since that time, I found a passion for negotiating among different perspectives and advocating on behalf of common-sense policies.

AM: What can people expect in the way you pursue the AMA’s mission to protect the future of motorcycling? 

ZF: We are fortunate to have an abundance of institutional knowledge at the AMA. It is great to have folks like AMA President and CEO Rob Dingman and Government Relations Director Nick Haris, who bring decades of insight to the government relations team. I look forward to following the direction of our Board of Directors and senior leadership to ensure we continue our advocacy work.

In my role at the AMA, I aim to use my recent experience as a staffer on Capitol Hill to make issues facing motorcyclists relatable. Staffers in Washington need information and an argument for why these issues are important to constituents and, in turn, why the agency, administration, or Member of Congress should engage. In my last government relations position, we identified creative ways to approach challenging issues.

I look forward to doing the same, working with the team at the AMA, engaging with our grassroots membership, and connecting with former colleagues on Capitol Hill, to protect the future of motorcycling.

NS: I have loved motorcycling from a young age, and that would not have been possible if not for others before me passing on their passion for motorcycles. People can expect that I will work to communicate what it means to be a member of the motorcycling community to policymakers, so they understand why it’s important to protect motorcycling’s future.

AM: How does a regionalized approach to the AMA Government Relations Department improve your ability to work effectively and positively impact AMA members?

ZF: Democracy in America is intentionally most effective at the state and local levels. Access to public officials on a state and local level, and the power those individuals have to enact change, is much greater than at the federal level. Our grassroots members are the best advocates for the AMA and the issues facing motorcyclists. At every level of government, officials must hear from their constituents. Connecting with these individuals and building those long-term relationships is much easier at the state and local levels. The regional approach to government relations assures that we make these connections and engage with state representatives before they seek higher office.

NS: A regional approach to government relations will improve my ability to effectively communicate with AMA members by creating opportunities for long-term relationship building with members, motorcycle activists, and policymakers on any number of issues so that problem solving is more proactive and less reactionary.

AM: Within the scope of your current position and the community you serve, what are issues that motorcyclists should be monitoring now and into the future?

ZF: At the federal level, we are monitoring autonomous vehicle and automatic emergency braking developments. As these autonomous features become standard on vehicles, drivers depend on cameras and technology to monitor blind spots and their surroundings rather than actively paying attention to the road. Congress, the Department of Transportation, and the National Highway Traffic Safety Administration must implement safeguards to protect vulnerable road users.

Access to public land and backcountry areas will always be an issue for Congress and the Department of Interior. As they designate more areas as wilderness or national conservation areas, off-road users, including motorcyclists, lose access to these spaces. Several coalition groups in Washington, D.C., focus on preserving access to this land for recreational use. We are working with these groups to include motorcyclists in these conversations.

NS: Maximizing safety for motorcyclists on the road is priority one, so riders should be monitoring rules and regulations developed around automated vehicle technology to ensure that technology properly identifies and responds to motorcycles in all traffic situations.

AM: How can AMA members be involved when it comes to motorcycle activism?  

ZF: Advocacy works best at a state and local level. Supporting elected officials and candidates who share our enthusiasm for motorcycles is the best way to get involved. There are always opportunities to engage with politicians during town halls, public meetings, or on campaigns. The sooner we can build relationships with policymakers, the more likely they will become long-term allies of the motorcycling community. The first tab on the AMA website, “Rights” includes information, actions, and subscribe options to receive updates from the government relations team.

NS: Motorcycle activism can take a few different forms, but the easiest way to be involved with motorcycle activism is to treat others on the road or trail with the same respect we as riders expect. Additionally, staying actively engaged with policy and funding decisions made in your community can help ensure motorcyclists’ access and safety are protected.

AM: Is there anything you would like to say to AMA members?

ZF: I will emphasize again how important it is to get involved in advocacy on a local level. The mayor of my hometown is one of my former high school teachers. These connections exist all over the country and are incredibly valuable. The Government Relations Department exists to advocate in key areas while providing our membership with the knowledge, resources and support for independent advocacy.

I also encourage motorcyclists to find an opportunity to explore vehicles with new technologies. Knowledge of these autonomous features helps me be more defensive and aware on the road.

NS: I am very excited to represent AMA members and the future of motorcycling at the state-level and hope to connect with as many AMA members as possible in that effort.

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MotoAmerica: Mid-Ohio Sports Car Course Here We Come https://americanmotorcyclist.com/motoamerica-mid-ohio-sports-car-course-here-we-come/ Wed, 20 Sep 2023 12:07:00 +0000 http://linuxwp.ama-cycle.org/motoamerica-mid-ohio-sports-car-course-here-we-come/ Information from a MotoAmerica press release Lead photo by Brian J. Nelson MotoAmerica, North America’s premier motorcycle road racing series, is thrilled to announce that it will bring a round of the MotoAmerica Championship to the Mid-Ohio Sports Car Course in Lexington, Ohio, August 16-18, for what will be the eighth round of the 2024 […]

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Information from a MotoAmerica press release

Lead photo by Brian J. Nelson

MotoAmerica, North America’s premier motorcycle road racing series, is thrilled to announce that it will bring a round of the MotoAmerica Championship to the Mid-Ohio Sports Car Course in Lexington, Ohio, August 16-18, for what will be the eighth round of the 2024 Medallia Superbike Championship.

The legendary Mid-Ohio Sports Car Course, a fan favorite since the first AMA Superbike Championship round was held there in 1983, hosted the AMA championship for 32 consecutive years. The venue first opened its doors in 1962.

The last time the AMA Superbike Championship visited Mid-Ohio Sports Car Course was in 2014 with then-21-year-old Cameron Beaubier winning race one with his then-39-year-old teammate Josh Hayes emerging victorious in race two. Beaubier is now a five-time MotoAmerica Superbike Champion and Hayes, a four-time Superbike Champion, recently became the all-time win leader across all classes in AMA road racing.

“Since we started MotoAmerica in 2015, the one thing we consistently heard from our fans is ‘When is MotoAmerica coming to Mid-Ohio?’” said MotoAmerica President Wayne Rainey. “It makes us extremely happy to be able to say that we will be bringing our series to Mid-Ohio Sports Car Course next year and we’re looking forward to seeing all those people at the track.”

“We are thrilled to announce the return of MotoAmerica and Superbike racing back to Mid-Ohio in 2024,” said Craig Rust, president of Mid-Ohio Sports Car Course. “The series has long been a fan favorite in Ohio, and its return has been much anticipated since they last ran in 2014. I know all the avid motorcycle fans throughout the Midwest will join me in welcoming the high-speed bikes back to Mid-Ohio next summer.”

Hayes, who has seven AMA Superbike wins at Mid-Ohio Sports Car Course, is excited to see the series return to the track located just outside the village of Lexington, 60 miles north of Columbus and 75 miles south of Cleveland.

“From the time that I started racing, Mid-Ohio has been an iconic and regular stop on the calendar,” Hayes said. “All of us were sad to see such a cool racetrack not be a part of the series after 2014. The opportunity to bring that racetrack back into the fold is exciting and with any luck I will be back next year to so some more laps around the place myself.”

Tickets for the 2024 Mid-Ohio event will be available for purchase online at midohio.com and motoamerica.com at a later date.

The entire 2024 MotoAmerica Championship calendar will be released shortly.

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AMA Sound Meter Program Makes an Impact out West https://americanmotorcyclist.com/ama-sound-meter-program-makes-an-impact-out-west/ Wed, 06 Sep 2023 09:48:00 +0000 http://linuxwp.ama-cycle.org/ama-sound-meter-program-makes-an-impact-out-west/ September 6, 2023 (Story from September edition of American Motorcyclist) By Keaton Maisano During a race in June the Arizona Trail Riders used a sound test kit provided by the AMA and its annual Sound Meter Program to check sound emissions of competing motorcycles, a move aimed to help riders, crews and fans better understand […]

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September 6, 2023 (Story from September edition of American Motorcyclist)

By Keaton Maisano

During a race in June the Arizona Trail Riders used a sound test kit provided by the AMA and its annual Sound Meter Program to check sound emissions of competing motorcycles, a move aimed to help riders, crews and fans better understand acceptable sound levels according to AMA guidelines.

Utilizing the kit to test bikes, ATR member David Overfield and his partner tested close to 250 bikes between Saturday afternoon and Sunday morning.

The kit from the grant, administered through the AMA’s Government Relations Department, includes a Type 2 sound meter, a tachometer, training materials, a spark-arrestor probe, personal protective equipment and a storage case. The kit shows quantitative data to complainants about levels that fall within acceptable legal ranges.

Along with the kit sent to the Arizona Trail Riders, Overfield said the tech inspection station was also supported by FMF, which provided banner stickers and half a dozen muffler packing kits.

“I also displayed a disassembled muffler to show how to properly clean the core before repacking it,” Overfield told the AMA.

Striving to keep off- and on-road riding areas open to the public, the AMA Sound Meter Program started in 2005, and since its inception has awarded more than 130 sound meter kits to AMA Districts, club members, race organizers and others who apply for it.

Acknowledging the damage that excessively loud motorcycles have on the perception of motorcycling, the AMA holds that motorcyclists have a responsibility to be part of the solution by being sensitive to community standards and respectful of their fellow citizens.

In addition, the AMA’s Government Relations Department fights to ensure law enforcement agencies do not single out motorcyclists when addressing the problem of sound pollution. The AMA Sound Meter Program looks to prevent the implementation of laws and regulations that specifically target riders.

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10 Questions with AMA Rights Warrior Nick Haris https://americanmotorcyclist.com/10-questions-with-ama-rights-warrior-nick-haris/ Wed, 06 Sep 2023 09:27:00 +0000 http://linuxwp.ama-cycle.org/10-questions-with-ama-rights-warrior-nick-haris/ Spend a few questions with the newly appointed — but longtime AMA employee and motorcyclist — Government Relations Director Nick Haris September 6, 2023 (Story from August edition of American Motorcyclist) By Keaton Maisano In May, the AMA announced the restructuring of its Government Relations Department to better serve its members throughout the country. Focusing on […]

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Spend a few questions with the newly appointed — but longtime AMA employee and motorcyclist — Government Relations Director Nick Haris

September 6, 2023 (Story from August edition of American Motorcyclist)

By Keaton Maisano

In May, the AMA announced the restructuring of its Government Relations Department to better serve its members throughout the country.

Focusing on improved engagement by dividing the country into regions, the AMA added Central states and Eastern states representatives to the mix. Federal issues will be handled by a new Washington representative position to be hired in the Washington, D.C., office. Nick Haris remains the Western states representative, while also elevating into the role of government relations director.

Recently returning to Seattle (where he grew up) after more than two decades in California, Haris has had his finger on the pulse of motorcycling issues on the West Coast since his arrival at the AMA in the late 1990s. Add a seasoned motorcycling history that has involved owning 21 motorcycles, and it is easy to see why Haris — who continues to be a serious rider and member of the motorcycling community — is the right man to spearhead the new direction for the AMA Government Relations Department.

AM: Tell us about your first bike and your early riding experiences?

NH: I got my first bike — a 1988 Yamaha YSR50 — when I was 16, and only recently sold it. I used it to commute to high school and occasionally rode it to the University of Washington during college.

No one in my immediate family rode, and although I don’t remember it, I’ve heard stories about my first time on a bike. I was about 10 years old and went with a friend to see some of his extended family. They had a small Briggs & Stratton-powered minibike and sent the kids out to a nearby field to try it out. They could hardly get me off it, and after each ride I got back in line until I was the only kid left still wanting to ride. I was clearly obsessed, and my parents said it was all I wanted to talk about for weeks.

I was also a fanatical bicycle rider for much of my younger years, both BMX and road bikes. I think the attraction was the same…freedom. We used to do some pretty crazy things in local parks etc.

My first extended trip on a motorcycle was in 1998 when I took my ’81 H-D FXWG to and from Portland for a memorial ride. It was just under 500 miles for the day, and I remember feeling like I had done something significant. The trip really showed me the comradery amongst riders and made me want to be a part of the community.

It also made me realize I had a lot to learn about longer rides. I was tired when I got home despite having really enjoyed the ride, and it started my interest in longer trips and travel. That ultimately led to me riding from New Orleans to California via Sturgis in 2002, a total of 4,000 miles in 10 days.

AM: What was your first job in the motorcycle industry?

NH: I worked at Fast Company in Kirkland, Wash., which sold CMC, Bourget and Panzer motorcycles before becoming an Indian franchise in the late 1990s. Basically, we sold American V-Twin (Harley clones) and had a well-known performance/service department. I ran the office, handled the website, payroll and financing. I had always wanted to work in the industry and when I saw the job advertised, I grabbed the opportunity. I took great pride in being the employee with the longest commute and won a shop contest for most days in a row ridden to work, Seattle not being exactly warm or dry for much of the year.

AM: How did you get into activism?

NH: I grew up in a politically active family. My mother was on the Seattle Park Board and School Board, so I spent lots of time passing out voter information and knocking on doors in my youth. I also went to many election-night events as a youngster with my mother, and learned how important it is to get involved and how — at the end of the day — most elections are won by the candidate that can turn out local supporters.

This background proved beneficial when I joined the AMA staff in 2001, primarily to support its government relations efforts. I was already an AMA member, and despite being a fan of all forms of motorcycle racing, I was always drawn to the government relations stories and felt a real admiration for those people who were working to protect riding. With my love of motorcycles, coupled with my economics degree, it seemed like a natural fit.

AM: How have you seen effective government relations strategies change over the years?

NH: The ability of citizens to engage with elected officials has changed in large part due to the popularity and acceptance of remote options such as Zoom and Teams. Likewise, the use of social media to get the word out has become not only accepted but also very effective.

However, bureaucracy and government in general are pretty stagnant, and despite new communications strategies I think the way they operate and make decisions hasn’t really changed. The old saying is, “decisions are made by those that show up,” and that remains true in my mind, but the ways in which you can show up have been evolving thanks to these remote options.

AM: On the contrary, what has stayed the same?

NH: Nothing beats one-on-one meetings and personal relationships with decision makers. Once you’ve established yourself as a reliable, credible voice for your issues, it is easier to stay engaged, but the old tried-and-true methods of in-person relationships will always be critical.

I like to say the time to get to know a decision maker is before you need something…so take the opportunity to go to a meet and greet at the local coffee shop. Get to know the staff, as well. They have a difficult job to do, and if they know they can reach out when they have a question or need support, you will become the go to on issues that are important to you.

AM: How has grassroots advocacy in the motorcycling community evolved?

NH: The level of professionalism in the grassroots community has always been a source of strength. The willingness of volunteers to step up, and in many cases be the leaders on emerging issues, is critical to our success as an organization, and benefits the entire riding community. After all, the AMA’s strength is in its members, whose ability to engage with their elected officials is critical. It facilitates GRD staff’s ability to gain access to those same decision makers, who know we speak for their constituents (voters). Members are often the first people to hear about an issue and then bring it to our attention.

Some of the changes I see in how grassroots advocacy has evolved include: the use of social media; citizen journalism; popularity of podcasts/blogs/forums; and the sharing of information and strategy between different groups/states etc., which has proven to be very useful.

The AMA makes use of many of these newer grassroots advocacy tools. For example, when members sign up for government relations communications such as News and Notes and Action Alerts, they can stay informed about issues we see in other regions and be better prepared to respond if/when similar ones arise in their home states.

Long gone are the days when members only have the options of sending a letter by mail or showing up in person to make their voices heard. Our ability to quickly respond and communicate with decision makers is critical. By taking the time to send a message or make a phone call, our members let decision makers know they are engaged and paying attention to the issues under consideration.

A recent example: In January of this year a bill (Looney SB 96) was introduced that would have made riders that chose to ride in Connecticut without a helmet (legal under existing state law) mandatory organ donors. The AMA quickly responded by sending member alerts, contacting the sponsor and engaging with organizations that work on this issue (none of whom supported the proposal to make it mandatory). The bill was quickly shelved.

Sadly, this was not the first time the AMA had fought such an offensive proposal. In 2003, a similar bill was introduced in New Mexico, but thanks to our membership making their voices heard, it was quickly defeated.

AM: What role does social media play in both engagement and raising awareness of important issues?

NH: Social media can be a double-edged sword. Often in a rush to be “first,” incomplete or incorrect information can cause unneeded alarm or require a response that takes up time that could otherwise be used to address the actual issue.

Social media is of course a great way to get the word out quickly and to a broad audience. Tailoring the message to best serve the consumers of the specific platform is also essential. If a quick, easily understood and accurate message can draw the reader/viewer in, then a more comprehensive and nuanced message can be presented, but few people these days want to read a three-page story on an issue they are just becoming aware of.

Coordination of message, correct timing and multiple channels of communication are all critical and evolving constantly.

AM: What are issues you see becoming larger in the next 5 years?

NH: Two issues stick out in my mind: automated vehicles and the rush towards an electric vehicle future.

As the push towards automated vehicles continues, it is critical that any of the self-driving technologies being introduced on our nation’s roadways are required to recognize and react properly when they encounter a motorcycle or similar smaller vehicle. The AMA has been fighting for this perspective for nearly a decade, and we also work with our European counterparts on this significant issue. The question isn’t if but when we will see fully autonomous vehicles on the road, and while the potential safety benefits are interesting, the bottom line is they are not yet ready — or safe — for widespread use.

The rush towards an electric vehicle future must acknowledge the current reality that we simply don’t have adequate infrastructure to provide access to charging facilities for millions of vehicles. Charging times, equipment compatibility and battery technology are improving, and given enough time I think they will be able to meet demand (especially with uniform chargers), but access to e10 and fossil fuels in general are clearly going to remain a priority for the AMA and the motorized community in general.

Likewise, the ability to have enough range to allow riders to travel significant distances remains a real concern.

AM: How can the AMA guide members on which issues are important at the state level, such as lane splitting…or the federal level, such as automated vehicles?

NH: The AMA’s Board of Directors Position Statements are a great resource. Rather than let a third party tell you what our position is on an issue, it is always best to go to the source. Along with the official AMA position, many of the statements include source material references that further help to describe and explain the reasoning behind a particular decision to support or oppose legislative proposals.

For example, while the AMA supports efforts to introduce lane filtering or splitting legislation, we are unwilling to trade one right for another, such as mandatory medical insurance above and beyond what is already required. Our board is comprised of industry veterans and enthusiasts who bring decades of first-hand experience with the many issues facing motorcycling.

Likewise, the AMA has direct experience dealing with numerous legislative and regulatory challenges. This background, coupled with our members’ enthusiasm and passion for all things motorcycle, gives us the unique ability to successfully work for the benefit of motorcyclists nationwide. Coupled with our longstanding relationships with numerous other likeminded organizations, the AMA is uniquely positioned to effectively guide grassroots enthusiasts and help them to tell their unique stories to key decision makers.

Adding regional representatives to our team, as well as a Washington D.C., representative to handle federal issues, will also be key in doing an even better job at guiding our members on which issues are the most important to them.

AM: How will the new regional structure improve the way the AMA engages with legislators and organizations at all levels of government, as well as with members?

NH: Regional representation will make a difference. Local knowledge and connections are crucial for effective advocacy and lobbying. These team members will have the pulse of the political and social landscapes of their states, and will work with key decision makers and influencers in their regions. Their personal networks will be strong, and they will understand how to work well with state and local partners and stakeholders.

Our members are critical partners in any outreach efforts. Frankly, this type of work is difficult to do from any single location. Having staff sited where the laws are made and affected and where motorcyclists ride will allow us to both engage with policy makers to shape the discussion as well as react to proposals in a more timely and relevant way. This has worked for me in the Western states, and it will succeed in the Central and Eastern ones, too.

The AMA’s mission to promote the motorcycle lifestyle and protect its future remains at the forefront of any decision, and Nick Haris — a seasoned rider with a 22-year history of advocacy with the AMA — is the right man to lead the AMA Government Relations Department into a new era of improved advocacy and protection.

With Haris setting a strong example at the top, the reimagined department will be in tune with important issues throughout the country, and be better equipped to stand up for the motorcycling community now and into its bright future.

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Racer Spotlight: Collins Knuth https://americanmotorcyclist.com/racer-spotlight-collins-knuth/ Wed, 09 Aug 2023 09:38:00 +0000 http://linuxwp.ama-cycle.org/racer-spotlight-collins-knuth/ Collins Knuth follows her father into the world of racing August 9, 2023 (Story from August edition of American Motorcyclist) By Keaton Maisano Header photo by @hbmotoco In conversation, Collins Knuth comes off as a polite and shy 8-year-old girl, but on race days, there is nothing shy about her knack for riding well and claiming […]

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Collins Knuth follows her father into the world of racing

August 9, 2023 (Story from August edition of American Motorcyclist)

By Keaton Maisano

Header photo by @hbmotoco

In conversation, Collins Knuth comes off as a polite and shy 8-year-old girl, but on race days, there is nothing shy about her knack for riding well and claiming trophies.

Traveling more than 17,000 miles during the 2022-23 AMA Arenacross season, Collins won the 50cc Aircooled (4-8) Limited class in the East, West and national series.

“I kinda knew she had a chance if she rode to her ability,” said Collins’ father Shea Knuth, “but I didn’t know until after the first couple rounds where she would fall into place. After the first couple rounds, I knew she had a good shot at the East and West coast championships.”

The oldest of four girls, Collins has followed in her father’s footsteps, racing different disciplines — such as flat track, arenacross and motocross — and traveling the country like her father Shea and his grandfather Gene had done decades earlier. While her father may have more experience on a bike than her, Collins — who began riding at age 3 — laughed and said she could beat her dad in a race.

“Everybody always asks me if I’m going to have another kid to try and have a boy,” Shea Knuth said, “I always tell them ‘No.’ I’ve got Collins and she’s into what I was into, so to share that with her now is pretty awesome.”

While the family business is back in Illinois, the Knuths spend most their time on the road or in Georgia, where Collins trains. Despite all the hard work and family history, Shea Knuth said racing is about more than just winning.

“We just have fun with it,” Shea Knuth said. “Even though I did it, my grandfather did it, my uncles did it, it’s just an awesome way for us to always be together.”

As for her dreams, Collins aspires to take her talents under the lights and onto the AMA Supercross stage. So, in the future when the best riders in the world are dashing toward the finish line, it may be a blonde-haired rider named Collins Knuth who flies through the air to light the torches in front of tens of thousands screaming fans.

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