It is with a heavy heart that I write this note as a near and dear friend - dare I say family member is gone. While I was not related to Dick Fletcher, he was an invite guest into my home every night. The station has lost a great weatherman, I have lost a friend......
Dick Fletcher died February 26 after suffering a massive stroke on Monday, February 18. Dick had been hospitalized shortly after the stroke, but he did not respond to treatment, passing away in the early morning hours of Tuesday.
Dick’s wife, Cindy, and his family were at his side during the final moments. It’s been a difficult time for the Fletcher family, but they have been comforted by the outpouring of support they’ve received from you through comments online, e-mail, phone calls and cards.
“We’ve lost a legend” says Tampa Bay’s 10 President and General Manager Sam Rosenwasser. “People counted on Dick Fletcher for their weather. He really did touch a lot of lives and he will be missed tremendously.”
Dick suffered his first stroke in 2003, but made a quick recovery and was back on the air just a few weeks later.
Dick Fletcher was a giant in the world of TV meteorology. He frequently served on national weather panels and mentored younger meteorologists, teaching them what he knew. Dick pioneered the use of graphics in weather presentations in the 80’s and was a computer master all of his professional life.
Tuesday, February 26, 2008
Sunday, November 25, 2007
HOW CAN YOU SELL WHAT YOU DO NOT OWN?
Looks like Charlie Crist is at it again. How in the WORLD can he think that he can lease State roads or bridges when they are OWNED by the taxpayers??? OK, so let me see if I get it. I rent the Skyway Bridge and then close it???? If I paid to lease it, why can't I lock it up? Maybe charge $50.00 per crossing? How about closing it and making it a BIG fishing pier. Charlie, get a grip!! You cannot lease that which you do not own. See Below...
Maybe we spend LESS, cut the government fat and SAVE some money.........a NEW concept in government.
TAMPA, Fla. (AP) -- Faced with a $2.5 billion budget shortfall over the next two years, Florida leaders are considering selling 50-year leases on some state toll roads and bridges in exchange for large sums of cash from private investors.
In a preliminary study, the Florida's Department of Transportation estimated a 50-year lease on Tampa's Sunshine Skyway Bridge could be worth $1.3 billion if investors were allowed to set tolls at "market rates." The study used the example of the SunPass toll, which would double in the first, fourth and 10th years of the deal, climbing from 75 cents to $5 within a decade on the Skyway.
Florida would follow the lead of other places including Indiana, Chicago and San Francisco, which have made billions from similar deals to sell road leases to private entities. Florida's $8 billion-a-year road construction budget faces challenges such as declining gasoline tax revenue and higher materials costs.
"We won't do it unless it is good for the state," Gov. Charlie Crist has said.
Opponents worry Florida drivers could get a raw deal over the long-term because private investors would make big profits from aggressive toll hikes. And they fear privatization could hurt the poor.
"Take Alligator Alley. For many people, that's the only way to go from east to west Florida and vice versa," said Sen. Mike Fasano, a New Port Richey Republican who is chairman of the Senate Transportation Committee. "It would be controlled by a private entity that could raise tolls ad nauseam. It could make it unaffordable for people to travel."
A law passed this year allows Florida to lease roads operated by the Transportation Department, but not by Florida Turnpike Enterprise. The turnpike's system's roads, including the Veterans Expressway and Suncoast Parkway, can't easily be leased because they're all part of a system that's tied together financially.
That leaves four roads: Alligator Alley, the Sunshine Skyway in Tampa Bay, the Pinellas Bayway and a state-owned stretch of the BeachLine Expressway (formerly the Bee Line) in central Florida.
But the upkeep costs of the Tampa Bay area's toll bridges would lower the price that investors would be willing to pay for them. Officials say Alligator Alley, the long, flat road through the Everglades, could be the most lucrative choice for privatization.
Leasing Alligator Alley, which runs between Naples and Fort Lauderdale, could bring in $500 million to $1.3 billion depending on how high the toll could rise - either to $6.75 or a $10 in the first decade.
For the Skyway, a more politically palatable deal would raise tolls by 50 percent starting in the first, fourth and 10th years, rather than doubling it. In a decade, Skyway drivers would be paying $3.50 in cash or $2.50 via SunPass. More price hikes would follow in the next 40 years.
Rep. Gary Aubuchon, R-Cape Coral, co-sponsored the legislation this year that allowed the leasing toll roads. It wouldn't make sense for companies to raise tolls so high that drivers would avoid the roads, he said.
Maybe we spend LESS, cut the government fat and SAVE some money.........a NEW concept in government.
TAMPA, Fla. (AP) -- Faced with a $2.5 billion budget shortfall over the next two years, Florida leaders are considering selling 50-year leases on some state toll roads and bridges in exchange for large sums of cash from private investors.
In a preliminary study, the Florida's Department of Transportation estimated a 50-year lease on Tampa's Sunshine Skyway Bridge could be worth $1.3 billion if investors were allowed to set tolls at "market rates." The study used the example of the SunPass toll, which would double in the first, fourth and 10th years of the deal, climbing from 75 cents to $5 within a decade on the Skyway.
Florida would follow the lead of other places including Indiana, Chicago and San Francisco, which have made billions from similar deals to sell road leases to private entities. Florida's $8 billion-a-year road construction budget faces challenges such as declining gasoline tax revenue and higher materials costs.
"We won't do it unless it is good for the state," Gov. Charlie Crist has said.
Opponents worry Florida drivers could get a raw deal over the long-term because private investors would make big profits from aggressive toll hikes. And they fear privatization could hurt the poor.
"Take Alligator Alley. For many people, that's the only way to go from east to west Florida and vice versa," said Sen. Mike Fasano, a New Port Richey Republican who is chairman of the Senate Transportation Committee. "It would be controlled by a private entity that could raise tolls ad nauseam. It could make it unaffordable for people to travel."
A law passed this year allows Florida to lease roads operated by the Transportation Department, but not by Florida Turnpike Enterprise. The turnpike's system's roads, including the Veterans Expressway and Suncoast Parkway, can't easily be leased because they're all part of a system that's tied together financially.
That leaves four roads: Alligator Alley, the Sunshine Skyway in Tampa Bay, the Pinellas Bayway and a state-owned stretch of the BeachLine Expressway (formerly the Bee Line) in central Florida.
But the upkeep costs of the Tampa Bay area's toll bridges would lower the price that investors would be willing to pay for them. Officials say Alligator Alley, the long, flat road through the Everglades, could be the most lucrative choice for privatization.
Leasing Alligator Alley, which runs between Naples and Fort Lauderdale, could bring in $500 million to $1.3 billion depending on how high the toll could rise - either to $6.75 or a $10 in the first decade.
For the Skyway, a more politically palatable deal would raise tolls by 50 percent starting in the first, fourth and 10th years, rather than doubling it. In a decade, Skyway drivers would be paying $3.50 in cash or $2.50 via SunPass. More price hikes would follow in the next 40 years.
Rep. Gary Aubuchon, R-Cape Coral, co-sponsored the legislation this year that allowed the leasing toll roads. It wouldn't make sense for companies to raise tolls so high that drivers would avoid the roads, he said.
Friday, October 19, 2007
Harley Davidson Craftmanship is DEAD!!!
Recent letter to the CEO and President of Harley Davidson regarding my 2004 Ultra Classic........
James L. Ziemer
CEO and President
Harley Davidson, Inc.
3700 West Juneau Avenue
Milwaukee, Wisconsin 53201
Dear Mr. Ziemer:
My disappointment is only overshadowed by my disillusion.
I hope you will pardon my intrusion on your time, however, as an owner (used to be “proud”) of a 2004 Harley Davidson Ultra Classic, my experiences of the past few months has left me with a very bad taste in my mouth. I hope you will allow me to elaborate on my experience.
Over the past year, I have experienced a recurring problem with the front braking system on my 2004 Ultra Classic. My Ultra Classic has now been at four (4) dealerships on seven (7) occasions for repairs and the problem yet to be fixed. Between visits two and three, I lost all front brake usage, resulting in a very near miss at an intersection with cross traffic. Each and every service has yet to correct the problem, resulting in 80 to 100 percent front brake loss.
Additionally, my most recent visit for scheduled service resulted in poor performance of the service department when the spark plugs were not installed properly, resulting in the loss of compression, performance problems and an additional service visit at an out of town dealer.
The culmination of my disillusionment was yesterday, Sunday, August 5, 2007. While traveling on the Interstate, my throttle cable snapped at highway speeds, with less than 19000 miles on the bike. I coasted to a stop and proceeded to call the Old Town Brandon (Florida) dealership and spoke to the General Manager who was unable to offer assistance in towing my disabled bike. Please keep in mind that I was (am):
Approximately 22 miles from the dealership.
A HOG Chapter member at this dealership.
Please allow me to continue as it goes from bad to worse. I contacted the Roadside Assist program for a tow to the dealership and proceeded to wait over 3 HOURS for a tow that was NEVER provided. It was only through the hard work of my friends that a trailer was secured and my bike taken home. The incident happened at 3:30ish in the afternoon and I finally arrived home after 9:00PM, no thanks to Harley Davidson, the Old Town Brandon (Florida) dealership or the Harley Davidson Roadside Assistance program.
Mr. Ziemer, to quote both the HD Website and the Annual Report, there are two (2) comments that stand out as outright untruths:
We don’t just deliver bikes, we deliver experiences” – if this is an example of the experiences that are delivered, thank you but no thank you, I can live without these experiences.
It began as a Motor Company, It became a family – if this is how my family treats me, I prefer to be emancipated. Mr. Ziemer, if this is how you believe that family is treated, I dare say that the founders of Harley Davidson must be truly disappointed in the generations to follow them.
Sir, while I believe that you may care about the organization, it is quite clear that I, as an individual, am nothing more than one owner and a dollar sign on a dealership ledger. Based on my experience to date, my Harley Davidson experience has been far from stellar and poor at best.
The only good that has come out of my HOG experience to date are the Brothers and Sisters that I can both depend on and call friends. Had it not been for friends like these, I would still be on the side of the road.
In closing, I will continue to ride my Harley Davidson and enjoy the experience of the wind in my hair and the open road. As to the organization, I will always remember the poor experience, a dealership that does not appear to care and a Roadside Assistance program that failed, time and time again, to deliver the services promised.
I pessimistically await your response.
Martin G. McDonough
James L. Ziemer
CEO and President
Harley Davidson, Inc.
3700 West Juneau Avenue
Milwaukee, Wisconsin 53201
Dear Mr. Ziemer:
My disappointment is only overshadowed by my disillusion.
I hope you will pardon my intrusion on your time, however, as an owner (used to be “proud”) of a 2004 Harley Davidson Ultra Classic, my experiences of the past few months has left me with a very bad taste in my mouth. I hope you will allow me to elaborate on my experience.
Over the past year, I have experienced a recurring problem with the front braking system on my 2004 Ultra Classic. My Ultra Classic has now been at four (4) dealerships on seven (7) occasions for repairs and the problem yet to be fixed. Between visits two and three, I lost all front brake usage, resulting in a very near miss at an intersection with cross traffic. Each and every service has yet to correct the problem, resulting in 80 to 100 percent front brake loss.
Additionally, my most recent visit for scheduled service resulted in poor performance of the service department when the spark plugs were not installed properly, resulting in the loss of compression, performance problems and an additional service visit at an out of town dealer.
The culmination of my disillusionment was yesterday, Sunday, August 5, 2007. While traveling on the Interstate, my throttle cable snapped at highway speeds, with less than 19000 miles on the bike. I coasted to a stop and proceeded to call the Old Town Brandon (Florida) dealership and spoke to the General Manager who was unable to offer assistance in towing my disabled bike. Please keep in mind that I was (am):
Approximately 22 miles from the dealership.
A HOG Chapter member at this dealership.
Please allow me to continue as it goes from bad to worse. I contacted the Roadside Assist program for a tow to the dealership and proceeded to wait over 3 HOURS for a tow that was NEVER provided. It was only through the hard work of my friends that a trailer was secured and my bike taken home. The incident happened at 3:30ish in the afternoon and I finally arrived home after 9:00PM, no thanks to Harley Davidson, the Old Town Brandon (Florida) dealership or the Harley Davidson Roadside Assistance program.
Mr. Ziemer, to quote both the HD Website and the Annual Report, there are two (2) comments that stand out as outright untruths:
We don’t just deliver bikes, we deliver experiences” – if this is an example of the experiences that are delivered, thank you but no thank you, I can live without these experiences.
It began as a Motor Company, It became a family – if this is how my family treats me, I prefer to be emancipated. Mr. Ziemer, if this is how you believe that family is treated, I dare say that the founders of Harley Davidson must be truly disappointed in the generations to follow them.
Sir, while I believe that you may care about the organization, it is quite clear that I, as an individual, am nothing more than one owner and a dollar sign on a dealership ledger. Based on my experience to date, my Harley Davidson experience has been far from stellar and poor at best.
The only good that has come out of my HOG experience to date are the Brothers and Sisters that I can both depend on and call friends. Had it not been for friends like these, I would still be on the side of the road.
In closing, I will continue to ride my Harley Davidson and enjoy the experience of the wind in my hair and the open road. As to the organization, I will always remember the poor experience, a dealership that does not appear to care and a Roadside Assistance program that failed, time and time again, to deliver the services promised.
I pessimistically await your response.
Martin G. McDonough
Thursday, September 6, 2007
ARE YOU A STRATEGIC PARTNER?
How many times have I heard human resource professionals say “ I really wish my company would recognize me as a strategic partner instead of the personnel guy” This has long been the dilemma of HR professionals and a source of many a topic of conversation.
The major concern of many human resources professionals is how to build or reshape the human resources function into a strategic partner. Our profession is viewed as an administrative function with little or no voice in determining how the business operates and a perception (and in some cases reality) of a human resources department with no impact on the organization.
Moving a human resources function from an administrative role to a strategic partner takes a great deal of effort and time. Many organizations may not desire to have their human resources department as a business partner. However, this change to a strategic partner role can be made if you understand the process that is required to be viewed as “one of the boys (or girls) that has earned the right to sit at the table.
One of my immediate goals upon becoming the Director of Human Resources for a hospitality development company was to transform the human resources function from an administrative function to a true operational partner. Although this effort was met with a great deal of departmental resistance and took a fair amount of time, it can be accomplished and I have provided some guidelines that may prove to be valuable.
The “Operational Friendly” Human Resource Department
A human resources department that is viewed as easily approachable and trusted is imperative in transforming the function to a business partner. If its customer base does not trust human resources, it will always be viewed as an "outsider" with no influence on the business operation. Respect and value to the organization is EARNED, not given. How are you perceived in your role?
Leadership
The senior human resource professional must possess the “drive and desire” to direct the new Human Resource Department. While there may be comfort in the “everyday” role and responsibilities, senior management cannot visualize the contributions made. There are risks associated with running a company and the human resource professional must be able to both understand those risks and be prepared to contribute to overcoming them.
Remember, no risk – no reward.
Understanding the Business
Do you, as the human resources professional, truly understand the business, product produced or service performed? If you cannot speak the language of your business partner, you can never be seen as a business partner. A very simple concept, but a most powerful one. Get out of your office and make every effort to understand the product or service your organization produces. Ask for help, training or maybe “work the line”. From my own experience, the human resource professional must visit the business sites, speak to those that are “doing the job every day” and understand the pitfalls as well as the successes.
Human Resource Objectives verses Business Objectives
Do your departmental goals contribute to the success of the business? If not, get this realigned immediately. If you are unsure of the business goals and objectives, you are most certainly not viewed as a strategic partner. Review the goals with your senior management team, read the annual report, understand the roadblocks to the success of your product and align your departmental goals to contribute to the success of the company.
HR Metrics
This is your “report card”. If what your department is doing is not measurable, how do you know if your efforts are successful. That which be measured can be controlled. This is a fact that human resources professionals must live with every day. Review your key goals and objectives for the human resource function and make sure that your results can be measured.
In summary, the credibility of the human resources function within the organization will always be challenged. Becoming a strategic partner takes time and effort as well as a complete rethinking (and reengineering) of our profession and its role in the business. Reshaping the human resources profession into a strategic business partner provides us with many more ways we can contribute to the success of OUR business.
Martin McDonough is an experienced human resources professional with operational and staff experience in the human resources and training discipline. Mr. McDonough is well recognized for his cutting-edge philosophies and partnering with organizations to redefine the HR role.
The major concern of many human resources professionals is how to build or reshape the human resources function into a strategic partner. Our profession is viewed as an administrative function with little or no voice in determining how the business operates and a perception (and in some cases reality) of a human resources department with no impact on the organization.
Moving a human resources function from an administrative role to a strategic partner takes a great deal of effort and time. Many organizations may not desire to have their human resources department as a business partner. However, this change to a strategic partner role can be made if you understand the process that is required to be viewed as “one of the boys (or girls) that has earned the right to sit at the table.
One of my immediate goals upon becoming the Director of Human Resources for a hospitality development company was to transform the human resources function from an administrative function to a true operational partner. Although this effort was met with a great deal of departmental resistance and took a fair amount of time, it can be accomplished and I have provided some guidelines that may prove to be valuable.
The “Operational Friendly” Human Resource Department
A human resources department that is viewed as easily approachable and trusted is imperative in transforming the function to a business partner. If its customer base does not trust human resources, it will always be viewed as an "outsider" with no influence on the business operation. Respect and value to the organization is EARNED, not given. How are you perceived in your role?
Leadership
The senior human resource professional must possess the “drive and desire” to direct the new Human Resource Department. While there may be comfort in the “everyday” role and responsibilities, senior management cannot visualize the contributions made. There are risks associated with running a company and the human resource professional must be able to both understand those risks and be prepared to contribute to overcoming them.
Remember, no risk – no reward.
Understanding the Business
Do you, as the human resources professional, truly understand the business, product produced or service performed? If you cannot speak the language of your business partner, you can never be seen as a business partner. A very simple concept, but a most powerful one. Get out of your office and make every effort to understand the product or service your organization produces. Ask for help, training or maybe “work the line”. From my own experience, the human resource professional must visit the business sites, speak to those that are “doing the job every day” and understand the pitfalls as well as the successes.
Human Resource Objectives verses Business Objectives
Do your departmental goals contribute to the success of the business? If not, get this realigned immediately. If you are unsure of the business goals and objectives, you are most certainly not viewed as a strategic partner. Review the goals with your senior management team, read the annual report, understand the roadblocks to the success of your product and align your departmental goals to contribute to the success of the company.
HR Metrics
This is your “report card”. If what your department is doing is not measurable, how do you know if your efforts are successful. That which be measured can be controlled. This is a fact that human resources professionals must live with every day. Review your key goals and objectives for the human resource function and make sure that your results can be measured.
In summary, the credibility of the human resources function within the organization will always be challenged. Becoming a strategic partner takes time and effort as well as a complete rethinking (and reengineering) of our profession and its role in the business. Reshaping the human resources profession into a strategic business partner provides us with many more ways we can contribute to the success of OUR business.
Martin McDonough is an experienced human resources professional with operational and staff experience in the human resources and training discipline. Mr. McDonough is well recognized for his cutting-edge philosophies and partnering with organizations to redefine the HR role.
Monday, August 27, 2007
Stripping Freedoms - One at a Time
Just the other day I read this article. How many times have I heard that "loud pipes save lives" in a conversation with my Brother and Sister riders. Driver EDUCATION saves lives. Teaching drivers to look out for other moving vehicles saves lives. Getting off the cell phone most certainly saves lives. Loud pipes or new legislation - That DOES NOT save lives....it just pisses people off. Read on my Brothers an Sisters......
MILWAUKEE - Cities from New York to Denver are giving motorcyclists the silent treatment.
That worries riders rights groups, which fear that a wave of ordinances aimed at muffling Harley-Davidsons, hushing Hondas and stifling Suzukis will create a confusing patchwork of laws that motorcyclists won't be able to navigate. The motorcycle industry is concerned it could turn these frustrated riders away.
"From our perspective, this creates enormous problems for us because people notice the one motorcycle that makes a lot of noise," said Bill Wood, spokesman for the American Motorcyclist Association. "They don't notice the 50 that pass that don't. So there's a perception that motorcycles are noisy."
Ordinances come in many forms. Some are against certain types of products, like mufflers that would rattle the apples off of trees, but others are aimed more on the intent of the driver, who may want to turn some heads or rile up the neighbors on a Sunday afternoon.
•As of July 1, riders in New York City are subject to a minimum $440 fine for having a muffler or exhaust system audible more than 200 feet.
•In Lancaster, Pa., starting this month riders and all motor vehicle drivers could be ticketed for drawing attention to themselves, whether by creating too much noise by revving their engines or doing hard accelerations. Tickets start at $150.
•As of July 1, motorcyclists in Denver could be ticketed $500 for putting mufflers on their bikes made by someone other than the original manufacturer, if the bike is 25 years old or less. These so-called after-market products can be louder than their manufacturer-made counterparts.
Denver's plan is unique because it targets the after-market equipment. Wood said it limits riders' freedom to choose what products to use. Many motorcyclists who need to replace parts use these products, rather than go to a dealer, which can be more expensive, Wood said.
Ordinances restricting motorcycle noise have been around for years. The American Motorcyclist Association does not track the number of ordinances and often hears about them only as they're being passed, Wood said.
The association would rather see an ordinance that targets all vehicles or uses a decibel test to measure actual noise output.
The changes leave riders confused, said Pamela Amette, vice president of the Motorcycle Industry Council, the industry's trade group. Enforcement can be subjective, too.
The Council is working with the American Society of Engineers to establish a sound test that would help equalize enforcement. A similar test has been set for off-road bikes, and several states have adopted it, Amette said.
The group hopes to have the test ready next year. The new tests could even heighten demand for quieter systems, she said, because riders will know what they need.
"Unless it's very precise and adopted uniformly, then it's just really not fair to the riders and to the industry," Amette said.
The stakes for the industry are big. There were 1.1 million new motorcycles sold for $9.8 billion in 2005, the most recent year available, the Council said. Parts, including those after-market mufflers, accessories and riding apparel, were an additional $2.8 billion.
Noise complaints of all types are on the rise, as more Americans feel they are losing control of their neighborhoods, said Ted Rueter, who leads a national antinoise group. Denver's ordinance is music to his ears.
"I think more and more people are putting pressure on communities," said Rueter, director of Noise Free America, based in Madison, Wis. "That fact that Denver has done so is going to give a lot of encouragement to people who love peace and quiet."
Harley-Davidson, which tried in the 1990s to trademark its products' distinctive rumble, is monitoring the growth of antinoise ordinances that target motorcyclists, said Rebecca Bortner, a Harley spokeswoman.
The Milwaukee-based motorcycle maker feels the issue is less about the equipment and more about what riders do with it. The company asked its dealers a few years ago to stop carrying the loudest of after-market mufflers, straight unmuffled pipes, Bortner said.
All motorcycles sold for road use in the United States are subject to federal noise laws keeping them within a certain range of decibels, below 80 decibels from 50 feet away, said the industry council's Amette. A good rule of thumb is that your average motorcycle, as approved by government standards, should hum like a sewing machine, she said.
MILWAUKEE - Cities from New York to Denver are giving motorcyclists the silent treatment.
That worries riders rights groups, which fear that a wave of ordinances aimed at muffling Harley-Davidsons, hushing Hondas and stifling Suzukis will create a confusing patchwork of laws that motorcyclists won't be able to navigate. The motorcycle industry is concerned it could turn these frustrated riders away.
"From our perspective, this creates enormous problems for us because people notice the one motorcycle that makes a lot of noise," said Bill Wood, spokesman for the American Motorcyclist Association. "They don't notice the 50 that pass that don't. So there's a perception that motorcycles are noisy."
Ordinances come in many forms. Some are against certain types of products, like mufflers that would rattle the apples off of trees, but others are aimed more on the intent of the driver, who may want to turn some heads or rile up the neighbors on a Sunday afternoon.
•As of July 1, riders in New York City are subject to a minimum $440 fine for having a muffler or exhaust system audible more than 200 feet.
•In Lancaster, Pa., starting this month riders and all motor vehicle drivers could be ticketed for drawing attention to themselves, whether by creating too much noise by revving their engines or doing hard accelerations. Tickets start at $150.
•As of July 1, motorcyclists in Denver could be ticketed $500 for putting mufflers on their bikes made by someone other than the original manufacturer, if the bike is 25 years old or less. These so-called after-market products can be louder than their manufacturer-made counterparts.
Denver's plan is unique because it targets the after-market equipment. Wood said it limits riders' freedom to choose what products to use. Many motorcyclists who need to replace parts use these products, rather than go to a dealer, which can be more expensive, Wood said.
Ordinances restricting motorcycle noise have been around for years. The American Motorcyclist Association does not track the number of ordinances and often hears about them only as they're being passed, Wood said.
The association would rather see an ordinance that targets all vehicles or uses a decibel test to measure actual noise output.
The changes leave riders confused, said Pamela Amette, vice president of the Motorcycle Industry Council, the industry's trade group. Enforcement can be subjective, too.
The Council is working with the American Society of Engineers to establish a sound test that would help equalize enforcement. A similar test has been set for off-road bikes, and several states have adopted it, Amette said.
The group hopes to have the test ready next year. The new tests could even heighten demand for quieter systems, she said, because riders will know what they need.
"Unless it's very precise and adopted uniformly, then it's just really not fair to the riders and to the industry," Amette said.
The stakes for the industry are big. There were 1.1 million new motorcycles sold for $9.8 billion in 2005, the most recent year available, the Council said. Parts, including those after-market mufflers, accessories and riding apparel, were an additional $2.8 billion.
Noise complaints of all types are on the rise, as more Americans feel they are losing control of their neighborhoods, said Ted Rueter, who leads a national antinoise group. Denver's ordinance is music to his ears.
"I think more and more people are putting pressure on communities," said Rueter, director of Noise Free America, based in Madison, Wis. "That fact that Denver has done so is going to give a lot of encouragement to people who love peace and quiet."
Harley-Davidson, which tried in the 1990s to trademark its products' distinctive rumble, is monitoring the growth of antinoise ordinances that target motorcyclists, said Rebecca Bortner, a Harley spokeswoman.
The Milwaukee-based motorcycle maker feels the issue is less about the equipment and more about what riders do with it. The company asked its dealers a few years ago to stop carrying the loudest of after-market mufflers, straight unmuffled pipes, Bortner said.
All motorcycles sold for road use in the United States are subject to federal noise laws keeping them within a certain range of decibels, below 80 decibels from 50 feet away, said the industry council's Amette. A good rule of thumb is that your average motorcycle, as approved by government standards, should hum like a sewing machine, she said.
Wednesday, July 18, 2007
Hurricane Grants Off-Limits For Many
This program was a SCAM of paramount proportions. When it was rolled out, it seemed like something I should participate in. I waited, made the frist calls, made the first cut, got a control number, waited for confirmation, got confirmation, waited some more, got an inspection and GOT REJECTED as I DO NOT live in a WIND FIELD DEBRIS ZONE!! What an absolute waste of over a year. One more hit for the little guy, one more WASTED vote for Charlie "Special Friends" Crist. See text below
TAMPA - The state's My Safe Florida Home program was launched a year ago as a way to give all Floridians a chance to fortify their homes against hurricane damage.
But recent changes in state law have eliminated half the state from eligibility, including most of Hillsborough County and all of Polk County, which was ravaged by hurricanes three years ago.
In fact, the changes leave only coastal counties - home to the state's wealthiest residents - eligible for the state grants. Friends of JEB!!!!
As of May, only residents of counties that fall inside a designated "wind-borne debris region" are eligible for the grants, which match a homeowner's cost to reinforce the home with up to $5,000 in state money.
The eligible areas are those most likely to be reached by winds over 120 mph.
Before May, everyone in Florida was eligible for the grants provided the home was insured for no more than $500,000 and the owner had a homestead exemption.
Applicants for the grants in Hillsborough and other ineligible areas are just now learning they can't get state help, and they aren't happy.
"People are very much frustrated about how the law has changed," said Jim Ford, who is administering the program in Hillsborough County. "I've been talking to folks who had been in the process for a while, getting their documents ready and trying to schedule an inspection, only to find out that now they're not eligible."
'I Ran Through All The Hoops'
Ford said he's been fielding an average of 20 calls a day from residents trying to figure out whether they qualify. Of the people he's talked to this month, only two have had homes that fall into the "wind-borne debris region."
The state continues to pay for an inspector to visit homes that are no longer eligible and to leave homeowners with a report on what they need to fortify their homes, although no state money will be forthcoming to help with the cost.
David Hardingham signed up last fall to have his Tampa home inspected, but he said an inspector didn't arrive until May 6, five days after the law changed. The inspector generated a report, although his home near Carrollwood is no longer eligible.
"I ran through all the hoops," Hardingham said. "I got all my paperwork in, but then they took so long to do the wind inspection that basically by the time they came out, I wasn't eligible anymore. What really gets me is I did all this, and then they changed the rules."
Of the 53,000 people in the state who applied for inspections during the program's pilot phase that began in August, nearly 18,000 didn't receive their inspections until after May, making them ineligible for the grants.
Despite that, the state paid for the 18,000 inspections and will continue to pay for inspections regardless of eligibility.
"We feel that it's valuable for everyone to get an inspection even if they're not eligible, so at least they know how safe they are," said Tara Klimek, a spokeswoman for Florida's Chief Financial Officer Alex Sink, who oversees the program.
Then-Gov. Jeb Bush unveiled the grant program with a budget of $250 million during an annual hurricane conference in May 2006.
It was part of an insurance bill the Legislature passed earlier that year and immediately drew attention from homeowners before Bush even signed the legislation.
Under the original provisions, the state would pay up to $5,000 for homeowners to reinforce their houses and the homeowner pay an equal amount for a total of $10,000. It was limited to homes with an insured value of $500,000 or less and restricted to owners with a homestead exemption. Mobile homes did not qualify.
Victim Of Its Popularity
A free inspection by a state-certified inspector would detail what improvements were needed such as improved shingles, reinforcing exterior and garage doors and window shutters. Homeowners who met low-income requirements would not have to pay the matching money for up to $5,000 in improvements.
Homeowners were supposed to be eligible for reductions of insurance premiums when the work was complete.
The program quickly suffered from its own popularity.
It was intended to cover 50,000 applicants. By the end of August, two weeks after the state began accepting applications for inspections, more than 50,000 homeowners had applied.
The law was retooled by this year's Legislature. It dropped the insured value of eligible homes to $300,000 and added this provision: That all eligible homes must be in a "wind-borne debris region" as defined by international building codes. Although the law didn't spell it out, that code specifies areas where winds of 120 mph or more are likely to hit, meaning coastal areas.
As passed, only six of the state's 67 counties are entirely covered now: Pinellas, Sarasota, Miami-Dade, Monroe, Broward and Escambia. Thirty counties are partially covered, with only slivers of Hillsborough and Pasco counties making the cut.
Sen. Bill Posey, R-Rockledge, et who sponsored the Senate's version of the bill, and Rep. Trey Traviesa, R-Tampa, who sponsored the House bill, could not be reached Tuesday.
Ford, the program's administrator in Hillsborough, said he tries to explain to homeowners why they are ineligible.
"Some seem to understand," he said. "But then you get the individual that says, 'That's fine and well, but I've gotten hurricane force winds several times.'
"It's based on designated criteria. But does it mean your home won't be subject to flying debris? Obviously not."
Once again, FOJ (Friends of Jeb) get all the booty. People like us just get kicked in the booty.
TAMPA - The state's My Safe Florida Home program was launched a year ago as a way to give all Floridians a chance to fortify their homes against hurricane damage.
But recent changes in state law have eliminated half the state from eligibility, including most of Hillsborough County and all of Polk County, which was ravaged by hurricanes three years ago.
In fact, the changes leave only coastal counties - home to the state's wealthiest residents - eligible for the state grants. Friends of JEB!!!!
As of May, only residents of counties that fall inside a designated "wind-borne debris region" are eligible for the grants, which match a homeowner's cost to reinforce the home with up to $5,000 in state money.
The eligible areas are those most likely to be reached by winds over 120 mph.
Before May, everyone in Florida was eligible for the grants provided the home was insured for no more than $500,000 and the owner had a homestead exemption.
Applicants for the grants in Hillsborough and other ineligible areas are just now learning they can't get state help, and they aren't happy.
"People are very much frustrated about how the law has changed," said Jim Ford, who is administering the program in Hillsborough County. "I've been talking to folks who had been in the process for a while, getting their documents ready and trying to schedule an inspection, only to find out that now they're not eligible."
'I Ran Through All The Hoops'
Ford said he's been fielding an average of 20 calls a day from residents trying to figure out whether they qualify. Of the people he's talked to this month, only two have had homes that fall into the "wind-borne debris region."
The state continues to pay for an inspector to visit homes that are no longer eligible and to leave homeowners with a report on what they need to fortify their homes, although no state money will be forthcoming to help with the cost.
David Hardingham signed up last fall to have his Tampa home inspected, but he said an inspector didn't arrive until May 6, five days after the law changed. The inspector generated a report, although his home near Carrollwood is no longer eligible.
"I ran through all the hoops," Hardingham said. "I got all my paperwork in, but then they took so long to do the wind inspection that basically by the time they came out, I wasn't eligible anymore. What really gets me is I did all this, and then they changed the rules."
Of the 53,000 people in the state who applied for inspections during the program's pilot phase that began in August, nearly 18,000 didn't receive their inspections until after May, making them ineligible for the grants.
Despite that, the state paid for the 18,000 inspections and will continue to pay for inspections regardless of eligibility.
"We feel that it's valuable for everyone to get an inspection even if they're not eligible, so at least they know how safe they are," said Tara Klimek, a spokeswoman for Florida's Chief Financial Officer Alex Sink, who oversees the program.
Then-Gov. Jeb Bush unveiled the grant program with a budget of $250 million during an annual hurricane conference in May 2006.
It was part of an insurance bill the Legislature passed earlier that year and immediately drew attention from homeowners before Bush even signed the legislation.
Under the original provisions, the state would pay up to $5,000 for homeowners to reinforce their houses and the homeowner pay an equal amount for a total of $10,000. It was limited to homes with an insured value of $500,000 or less and restricted to owners with a homestead exemption. Mobile homes did not qualify.
Victim Of Its Popularity
A free inspection by a state-certified inspector would detail what improvements were needed such as improved shingles, reinforcing exterior and garage doors and window shutters. Homeowners who met low-income requirements would not have to pay the matching money for up to $5,000 in improvements.
Homeowners were supposed to be eligible for reductions of insurance premiums when the work was complete.
The program quickly suffered from its own popularity.
It was intended to cover 50,000 applicants. By the end of August, two weeks after the state began accepting applications for inspections, more than 50,000 homeowners had applied.
The law was retooled by this year's Legislature. It dropped the insured value of eligible homes to $300,000 and added this provision: That all eligible homes must be in a "wind-borne debris region" as defined by international building codes. Although the law didn't spell it out, that code specifies areas where winds of 120 mph or more are likely to hit, meaning coastal areas.
As passed, only six of the state's 67 counties are entirely covered now: Pinellas, Sarasota, Miami-Dade, Monroe, Broward and Escambia. Thirty counties are partially covered, with only slivers of Hillsborough and Pasco counties making the cut.
Sen. Bill Posey, R-Rockledge, et who sponsored the Senate's version of the bill, and Rep. Trey Traviesa, R-Tampa, who sponsored the House bill, could not be reached Tuesday.
Ford, the program's administrator in Hillsborough, said he tries to explain to homeowners why they are ineligible.
"Some seem to understand," he said. "But then you get the individual that says, 'That's fine and well, but I've gotten hurricane force winds several times.'
"It's based on designated criteria. But does it mean your home won't be subject to flying debris? Obviously not."
Once again, FOJ (Friends of Jeb) get all the booty. People like us just get kicked in the booty.
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