Monthly Archives: August 2012

Traffic Attitudes and Enforcement – Part 1

The National
Highway Traffic Safety Administration (NHTSA) has been conducting studies on
public attitudes and behaviors about driving since the early 1990’s.  Over the years, studies have included
attitudes and behaviors about speeding and unsafe (or aggressive) driving,
distracted driving, drinking and driving and other behaviors.  The studies generally aim at determining how
the driving public perceives the seriousness of the problem and what
countermeasures the public will accept to control these problems.  They have also helped shape enforcement
practices, such as Washington State’s Target Zero program.

Over the years,
these studies have revealed some interesting information.  For example, while a majority of drivers
admit to speeding, they also think other drivers’ speeding is a major threat to
their personal safety. This sense seems to increase with age, from just 48
percent of drivers age 16-20 believing speeding by others is a threat, to 86
percent of those ages 65 or older. Over 75% of drivers feel it is of some
importance that something be done to reduce speeding – that is, other people’s
speeding evidently. They are likely right. 
In the US, one in every six drivers will get a speeding ticket thisyear.  That is over 41 million tickets
per year and it means over 100,000 people a day get a speeding ticket;.

Aggressive
Driving is another area touched on in studies – failing to stop on a yellow
light, rolling stop signs, cutting in front of other drivers and various
gestures and comments – and while this is less prevalent than speeding, drivers
seem to feel that aggressive behavior on the road is increasing.  Almost all drivers report feeling that when
other drivers run red lights, it is a threat to themselves and their
family.  Other major perceived threats
are rolling stop signs and weaving in traffic. 

Even though
speeding is viewed as the most common unsafe driving behavior drivers, there
seems to be a belief that there is lax enforcement of other unsafe driving
behaviors. Only 41 percent of drivers reported too little enforcement for
speeding, while 60 percent believe there is too little enforcement for
tailgating.  Younger drivers more
frequently believe there is too much enforcement of most unsafe driving
behaviors – especially speeding.

A majority of
drivers think photo enforcement is a good idea in at least some
situations.  There is substantial support
for photo enforcement to identify drivers passing a school bus, speeding in a
school zone and running red lights. .

In the traffic
safety attitudes arena, seat belt use increased from 59% to 75% between 1991
and 2002 and by 2011 reached 85% nationally. 
The science of safety belts is pretty well known now and it is clear
that seat belts significantly reduce fatalities; up to 45% in passenger cars
and 60% in light trucks.  Among other
things, seat belts help prevent you from being thrown from a vehicle, and you
are 800 times more likely to be killed in an accident when you are
ejected.  The National Highway
Transportation and Safety Administration estimates that every percentage point
increase in seat belt use represents 2.8 million more Americans buckling up -
265 additional lives saved and 4,600 serious injuries prevented. WashingtonState has maintained a rate of over 95% safety belt use since 2005 – one of the
highest rates in that nation.  This has
likely had a positive effect on Washington auto insurance rates.

More recently
distracted driving has hit the headlines as a major problem.  NHTSA has been tracking this since at least
2003.  In their 2011 survey, cell phone
usage was still very high with 80% of males and 73% of females indicating they
would at least answer an incoming call and near 40% indicating they would place
a call while driving.  The numbers were
lower for texting, but were still over 40% for the age groups 18 – 24. 

Most survey
respondents – about 85% – considered a driver who was sending a text message or
email or reading e-mails or text messages as very unsafe and this perception
increased with age from 62% in the youngest age group to 96% for adults 65 and
older.  Far fewer drivers felt their own
performance was diminished when using a handheld phone, texting or
emailing.  Over 70% of survey respondents
supported bans on handheld cell phone use and even more (94%) support a ban on
texting while driving.  A large majority
support fines for handheld cell phone use or texting. 

This sort of data
helps shape individual states approach to traffic enforcement methods and
priorities.  In the next installment in
this series, we will look at Washington State’s priorities through the Target
Zero  program.

Benefits of buying life insurance for children

You may find it to be in your best interests and that of your children to purchase life insurance policies on them when they are young. The rates for a life policy on a child are generally low, and, depending on the type of policy, it might even help to pay college fees or go towards a down payment on a house, when it matures. It may also be a way of helping to ensure they can access affordable life insurance.

Cash Value

Buying a permanent life insurance policy with a cash value is another way to set something aside for the future while having an important level of protection in place for your family’s financial protection in the event of a death. In the years ahead, once the cash value had built up you may be able to borrow against your policy if the need arises.

Death Benefit

Of course, although no one wants to think about the possibility, a life insurance policy can pay a benefit if a child dies. Frequently death benefits serve to pay uninsured medical bills of a child, and to cover memorial services and funeral expenses.

If you are considering a life insurance policy on your child, contact one of our Washington agents to talk through the options.

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Insuring Domestic Partners

Insurance, like
most other businesses, has to be responsive to the needs of its customers in
order to be successful. Where insurance policies were historically designed to
cover single individuals, married couples or families of relatives sharing the
same household, as our society is changing to reflect a broader number of
living arrangements, the insurance industry is taking steps to recognize a
broader range of ownership arrangements, including policy forms that allow
policies to reflect domestic partnerships.

When unrelated
individuals live in the same residence or use the same vehicle, the coverage
situation becomes complex; policy wording or company underwriting rules may
limit or bar coverage for an unrelated person in homeowners, auto or health
insurance. In Washington State, two unrelated people can register as domestic partners if they are either a same-sex couple or a different sex couple where
one partner is age 62 or over.

The Washington
domestic partnership law requires some health insurance plans to let
individuals add their domestic partner to a plan during an open-enrollment
period.  Other forms of insurance may
still retain some ambiguities and it is really worth a discussion with your
insurance agent to make sure you are appropriately covered.  For example, if individuals share an
apartment or rent a home and each partner retains separate ownership of
property, each should carry their own tenant’s policy. If domestic partners own
a home jointly, naming one person in the partnership as the “named
insured” and the other as an additional insured will provide protection
for both for their interest in the dwelling, personal property, legal liability
and payments for medical services.

In the case of
your Washington auto insurance, it may be possible to find a carrier who will
issue a joint policy to domestic partners and offer a married person premium ormulticar discounts. Generally, if unrelated people share ownership of a
vehicle, the policy covering the car should have a joint coverage endorsement
added to it. A joint coverage endorsement should result in giving the co-owners
the same coverage as if they were related. The same strategy may be used when
only one person owns the household’s vehicle if the partner who does not have a
car is added via a joint coverage endorsement.

Accessing the benefits provided under Washington law for domestic partners begins with
registration. You can do that by navigating to
http://www.sos.wa.gov/corps/domesticpartnerships/.  To be sure your insurance interests are
properly covered in a domestic partnership; make sure to disclosure partnership
to your insurance professional. Here at Homer Smith insurance, we can help you
decide on the best way to structure your policies.

Microinsurance – a tool for helping low income people

First we had
microfinance as a response to problems of poverty worldwide. Microfinance is
the practice of providing small loans to very low income people as a way to
help small entrepreneurs grow their businesses. The Grameen Bank and
organizations in this country like Kiva have been important to the microfinance
enterprise, providing support for small loans.

Just as the
microfinance world recognized that just a few dollars in capital could help a
small entrepreneur build their small business, people have begun to recognize
that small setbacks can destroy people in poverty. In this country, we know
that there is a large population of medically uninsured people who may be
driven into poverty by a hospitalization and a large medical bill. Even here in
western Washington, we recognize that many people are one serious illness away
from a bad financial outcome. This same situation plays out around the globe
among people who do not have a capital reserve that can help them over rough
times. Microinsurance is to the management of risk for people in poverty asmicrofinance is to the management of capital, a small scale approach to
stabilizing financial life.

The essential
principles of microinsurance are limited risks and small premiums. Otherwise,
microinsurance has the same general characteristics as the insurance we are
familiar with – the pooling of risk, the prepayment of the contribution to the
risk pool (premium) and a guarantee of financial compensation in the event of
loss. The underlying idea of course is the management of risk, but in
microinsurance both the premiums and payouts are smaller.

Microinsurance
plans now cover a variety of risks, including life, health (hospitalization,
primary health care, maternity, etc.) disability, property and crop
microinsurance.  Typically, premiums are
collected personally through systems like the debit agent of early industrial
life policies in the U.S. the companies providing microinsurance range from
small local organizations to major players in the insurance world.

The principal of
microinsurance is to assist in economic development. Since low-income people do
not have the economic resources to manage risk, they are often vulnerable to
fall into poverty in times of hardship, for example when the breadwinner of the
family dies, or when hospital bills force families to take out loans.
Microinsurance is believed to help make it possible for people to take more
risks. If a farmer is insured against a bad harvest, they may be better able to
plant crops which give high yields in good years, and bad yields in year of
drought. Without insurance, people are inclined to safeguard a minimal level of
income for themselves and their families, sacrificing the opportunity for
growth to a safe, but modest, yield.

Microinsurance is
growing as a business but is not taking hold as rapidly as some might like. It
turns out that even in developing countries there are indigenous mechanisms for
risk management. Family support in times of need can provide an informal mechanism
for responding to financial loss. The difference between this familial approach
and a microinsurance policy rests in the fact that microinsurance is available
to anyone who signs a contract and pays the premium.

Cyber Security Update

Cyber security is
in the news again. The Cybersecurity Act of 2012 could not advance throughCongress to a vote in the Senate. Friends of the bill say it is important
because they believe it will help defend critical national infrastructure such
as power plants from cyber-attack; foes suggest it may simply create new
compliance requirements and that relieving compliant companies of liability may
actually reduce their incentive to defend against attacks.

Whatever the
national issues, it also seems evident that concerns about cyber-attacks are
not driving businesses to insure against the risks associated with those
attacks. The Chubb group of insurance companies recently funded an extensivesurvey of public companies to learn their attitudes about cyber security. What
Chubb found was that businesses were definitely concerned about data breaches
from cyber-attack – and they should be. Data indicate that two in five
companies have had a ”serious”data security breach in the past 12 months. About
half the companies surveyed indicated they were increasing their spending on
cyber security concerns. This may be a good thing because, according to Chubb’s
information, a typical cyber security breach in a public company results in
organizational costs estimated at $5.5 million.

The same survey
uncovered lower concerns that their directors and officers might face lawsuits
as a result of cyber security breaches. There is also an indication that
businesses may believe insurance they already have will cover losses incurred
through a cyber-security breach.  This
last indicator may be the reason Chubb suggests there has not been a
significant increase in cyber insurance sales. 
Another reason may be that this type of coverage is relatively new and not
yet well understood. 

The most commonform of cyber insurance is a third-party, liability coverage covering losses
from breaches of data security, unauthorized disclosure of private information
and website related exposures like copyright issues.  These breaches frequently result in
management expenses for notification, credit monitoring, and investigation and
for the defense or settlement of lawsuits resulting from the breach.  Some policies may address brand related
initiatives such as public relations consultants to manage the crisis.  First party coverage is also available to
help mitigate the direct costs of a cyber-attack such as the costs of restoring
data lost or damaged in an attack and revenue loss during business interruption
following an attack. 

Any company that
collects and stores individual data may be at risk for a cyber-attack, but
there are obvious large targets in companies that store large amounts of
personal or financial information – health care, finance and retail are clear
targets.  Other targets are organizations
whose activities or success inspire envy or hatred.  It seems that success itself is sufficient to
paint a target for hackers.

Indianapolis Anniversary

The year was 1909
and the date was Thursday August 19. 
Things so far had not really gone according to plan. The Indianapolis
Motor Speedway had just recently been completed; the first competition to take
place in the Speedway grounds was a balloon race held on June 5, 1909. The
Speedway itself had been built as an auto testing track which was intended to
support Indiana’s been developing auto industry.

By early August
of 1909, the track was ready to go. The oval track had been surfaced with
crushed stone sprayed with tar and a two-day event of motorcycle racing
scheduled for August 13 and 14th. The first day of motorcycle racing, Friday
August 13, was rained out so the motorcycle racing was rescheduled to Saturday,
August 14. The first race at the Speedway was won by A. G. Chapple on an Indian
motorcycle. The race was a five-mile event, two laps around the 2.5 mile oval
track.  There was no racing on Sundays in
those days so the second day of the event was initially rescheduled for Monday,
August 16, then canceled altogether because the track surface was so bad.

The first auto racing at the Indianapolis Motor Speedway was a three-day event that opened on
Thursday, August 19, 1909. The first race in the event was a two-mile dash that
was won by Louis Schwitzer who powered a four cylinder, 212 cubic inch
Stoddard-Dayton around the course at an average speed of 57.4 miles per
hour.  About 15,000 people watched this
first win from the stands. While Louis made his mark in racing history that
day, he was actually not primarily a motor racer, he was an engineer. Another
racer who was there that day also made his splash in the automotive world; his
name was Chevrolet.

That day and the
two following days of racing had to be both exhilarating and frightening.
Eighteen events were scheduled including 250 mile and 300 mile races, but they
could not all be completed. During the three days of competition, five people
lost their lives – one driver, two mechanics and two spectators. It was clear
to the Speedway management that a different racing surface was needed.
Beginning in September they began laying bricks on top of the crushed rock and
tar surface that had been the racing platform for the Speedway. The job took
3.2 million paving bricks and 63 days of work to finish. Even before the work
was completed the locals had begun to call the Speedway “the Brickyard.”

The first Indianapolis 500 mile race was not run until May 30, 1911 and it was initially
called the “International Sweepstakes.” The choice of a 500 mile race was the
outcome of a discussion about some sort of appropriate major event. Before 500
miles was chosen there had been suggestions for 1000 mile races and 24 hour
races. The first 500 at the Speedway was won by Ray Harroun driving a Marmon
“Wasp” at an average speed of 74.602 mi./h.

If the notion
that the Indianapolis 500 could have been called the 24 hours of Indianapolis,
you should know that the first 24-hour motor race was in Columbus Ohio. It
began on July 3, 1905 at 3:20 PM and ended, fittingly enough, on the Fourth of
July. The winning car drove 1,015 miles in the 24-hour period. We tend to think
of Detroit and Michigan as the center for automotive development, but at the
turn of the 20th century Indiana and Ohio were hotbeds of the automotive
industry.

In the first track in the state of Washington was called The Meadows and was just outside of
Seattle, near Georgetown. The first auto racing there was an August 1905 and
Washington’s first 24-hour race was held there in 1909. That race involved
three cars and was won by a Hudson that drove 706 miles at an average speed of
29.42 mi./h.

One Man’s Art is another Man’s …Whatever

Every few years a common art scam rears its ugly head. Someone posing as a student goes door-to-door selling paintings described as work by promising young art students. The paintings may not be hugely expensive as great art goes, but they are in fact mass-produced and of little value. Most of the times when you hear about art forgeries or fakes you expect this sort of mass-produced item being sold as a legitimate work of art or a clever forgery of an old master being unmasked as a copy. The art world is pretty complicated and some aspects of misrepresented art can become the “real” art they aspire to be.


Take the case of T. Bailey, a noted art figure of the early 20th century. Some people estimate that there are 3000 to 5000 T. Bailey paintings, yet even the existence of T. Bailey is in doubt. What we do know suggests that in around 1910 a man named Morris Hambro began to sell paintings door-to-door and to businesses in the Boston area. The paintings sold for about $50 each and were popular lobby art for insurance companies, agents and banks as well as terrific items to hang over the mantel piece at home. Most of the pieces were of sailing ships under full sail; all were signed T. Bailey.  Hambro seems to have continued his sale of these paintings till the 1930’s. You would not expect to find a T Bailey in a Washington insurance agency, but you might still find them in New England and in private hands they are all over the country.

The best evidence suggests that Morris Hambro bought unsigned works from painters in New England for as little as $15 each, added the T. Bailey name and sold them. A number of painters, perhaps as many as seven, have been associated with the T. Bailey’s. Probably the most prolific painter was one William Paskell who is a listed painter with some excellent work to his credit. He did some notable watercolors of New Hampshire country scenes. Evidently as a young man, needing to support his family, he painted more than was good for him and his work was devalued. It may be for this reason that he turned to selling paintings to Morris Hambro. Today, a good William Paskell watercolor might bring $500-$1000 at auction.

Another Hambro artist was one Harry H. Howe. Harry’s middle name may have been Hambro and some have suggested that Morris Hambro was Harry Howe’s stepfather, that is, if Harry Howe actually even existed. Other folks have suggested that Harry Howe was a name used by William Paskell and further compounding the problem, Harry Howe’s father was said to have been one Captain T. Bailey Howe. Like Paskell, Harry Howe left behind a sizable body of work; landscapes, seascapes, the occasional still life and the inevitable sailing schooner on the high seas. As to the allegations that he and Paskell were one and the same the fact that their deaths were recorded 15 years apart in two different states would suggest they were not. However, there is also no evidence that there was a Captain T Bailey Howe, so the mystery continues.

The fact is at least four of the painters associated with the name T Bailey are listed artists of the early 20th century whose work commands prices in the thousand dollars and more range. T Bailey, fake or not, has a brisk market at art auction houses and on eBay where some of the more outlandish stories of his origin and relationships abide. At auction, a T Bailey in good condition may bring close to $500; not bad for a guy who didn’t even exist and sort of adds a new dimension to the notion of a “scam.” 

If you own a T Bailey or a Paskell or even a Harry Howe – who was reported to have traveled to Oregon at least once – give us a call at Homer Smith Insurance, you may want to make some changes to your home insurance policy.

Happy National Lighthouse Day

August 7th is National Lighthouse Day and given our usual Olympic Peninsula weather at this time of year, it’s likely to be a good day to head for the beach. We have 27 lighthouses in Washington State and eight of them are right here on the Peninsula.  You might think about visiting one.


National Lighthouse Day was established in 1989 on the 200th anniversary of the act that commissioned the first Federal lighthouse in 1789. That act provided support for lighthouses, beacons, buoys and public piers. It explicitly authorized the erection of a lighthouse in Chesapeake Bay at a place to be designated by the President of the United States, then George Washington. The first Federal lighthouse created under this act was the Cape Henry lighthouse that was completed in 1792. Alexander Hamilton, Secretary of the Treasury, was charged with keeping this and other lighthouses belonging to the federal government in good repair. The bill declaring National Lighthouse Day was signed into law on November 5, 1988 by President Ronald Reagan.

Here at Homer Smith Insurance we like lighthouses. They help provide safety at sea and that helps our boat insurance clients. The New Dungeness Lighthouse was the second lighthouse established in Washington state and is located in the Dungeness wildlife refuge. It was authorized in 1849 and completed in 1857 and is the oldest lighthouse on the Peninsula. The lighthouse is operated by volunteers now and it is possible to volunteer at the lighthouse and stay there. The Cape Flattery Lighthouse on Tatoosh Island dates to about the same time as the New Dungeness Lighthouse. It is still operational, but it was automated in 1977. 

Another old lighthouse is at Ediz Hook outside the harbor at Port Angeles. This lighthouse was actually established by President Abraham Lincoln in 1862 and the bonfire that marked the first light was replaced in 1865 by a lighthouse structure. The original lighthouse is not there anymore, it was replaced by a beacon in 1946. 

Point Wilson is the turning point from the Strait of Juan de Fuca to Admiralty Inlet. The lighthouse there is in Fort Worden State Park. The current lighthouse was built in 1914 and is still operated by the Coast Guard. It is not open to the public. A little ways to the East, the Marrowstone Point lighthouse marks the eastern end of Port Townsend Bay. You can visit the Marrowstone Point lighthouse in Fort Flagler State Park on Marrowstone Island. Across the inlet, but not on the Peninsula, the Admiralty Head Lighthouse served as a guidepost through these dangerous waters. The lighthouse became operational in 1861 and still exists today as a museum and gift shop on the bluffs at Whidbey Island near the Keystone end of the Port Townsend – Keystone ferry.

We hope you have a wonderful National Lighthouse Day and if you need Washington insurance for your yacht, don’t hesitate to give us a call at Homer Smith Insurance. We have years of experience in helping Washington boaters with their insurance needs.

Traffic safety – a Short History

Credit for thefirst auto accident seems to belong to John William Lambert who managed to hit
a tree root in Ohio City, Ohio, causing the car to careen out of control and
smash into a hitching post.  The year was
1891 and Lambert’s vehicle looked more like a tricycle than a modern car. The
first accident then was almost 5 years before the Duryea brothers, Charles and
Frank sold their first commercial automobile, the Duryea motor wagon. A

It did not take
long for the first personal injury accident to occur. Henry Wells of New York
City bought one of the new Duryea’s and managed to hit a bicyclist. The
bicyclist got a broken leg; Wells got a night in jail. The nation’s first
personal injury auto accident was recorded without benefit of insurance or
personal injury lawyers.  Perhaps in
light of Wells experience and in anticipation of problems to come, Dayton,
Ohio, resident Gilbert J. Loomis purchased a liability insurance policy from
the Travelers Insurance Company for one thousand dollars in 1897. That seems a
little high today, but perhaps it was a multiyear policy; when we recorded the
first Washington auto insurance policy is evidently lost in antiquity.

The early days of
the automobile had to be pretty chaotic. Whatever roads existed were being
shared by pedestrians, streetcars, horses and horse-drawn vehicles and
bicycles. All of these different forms of locomotion move at somewhat different
speeds and as we know, even today, different speeds on a common roadway are a
recipe for problems. Efforts to provide some margin of safety for the
locomoting public began early. The streets of San Francisco cut a little safer
in 1907 when the first traffic island was put in. The year 1908 saw some
standardization in auto manufacture when the left-hand drive became a national
standard. Folks in Michigan knew a good idea when they saw one but being rather
thrifty elected to paint centerlines rather than create traffic islands in
1911. One can only guess why Buffalo, New York, put in the first “No Left
Turn” in 1916.

Traffic signals
were already known before the invention of the automobile. By 1868, London,
England, had installed mechanical signals like semaphores to signal stop and
caution. Credit for the first electric traffic signal goes to Cleveland, Ohio
who put an electric signal in place on the corner of Euclid Avenue and East
105th Street in August 1914. The system was designed by James Hoge.  He received U.S. patent 1,251,666 for a
“Municipal Traffic Control System” in 1918. 

If you live here
on the Olympic Peninsula, and have traveled in or out of port Townsend, you are
familiar with the roundabouts. Traffic circles, which evidently predate
roundabouts are a 20th century invention with roots all the way back to Roman
times. The first traffic circle in the United States was Columbus Circle in New
York City which went in in 1904. This circle, like many other early traffic
circles, may cause as many problems as it solved. Cars entering the circle had
the right-of-way and entrance was often controlled by traffic lights. Can you
say gridlock?

The modern
roundabout is a European invention where traffic in the circle has the
right-of-way and there are no lights to impede the free flow of traffic. While
this is widely acclaimed as an advance, residents around here are not always so
sure.

Road signs havebeen with us since ancient times.  The
Romans used milestones to mark distances, though probably not informative
signage such as ”Gaul 382,045 paces.” It was the Middle Ages before informational
signs such as crossroads directions to cities and towns came into use.  Connecticut passed the first speed limit law
in the United States in 1901; it was 12 miles per hour.  

Community Action on the Peninsula

Here at Homer
Smith Insurance we like to put a plug-in for OlyCAP, the Olympic Community
Action Programs, every now and again. There’s good reason for that, for one
thing they been serving people on the Olympic Peninsula in Washington almost as
long as we have. For another, they offer a lot of help to our friends and
neighbors here.

OlyCAP is one of
30 agencies in the state of Washington and one of about 1000 in the whole
country. Almost every county in the country is served by a CAP agency.
Community action agencies date back to 1964 when provisions for these agencies
were included in the Economic Opportunity Act which was part of Lyndon
Johnson’s War on Poverty. In fact, these agencies were a very controversial
part of the Economic Opportunity Act because they featured a heavy emphasis on
local control and local action. By law, community action agencies have to have
what is called a tripartite Board of Directors where one third of the board
must include representatives of the poor who are being served. The other two
parts of the board include local political representatives and local citizens.
This was evidently considered a pretty radical concept in 1964 that local
people might have some capability to figure out programs that would help them
the most.

Our community
action agency, OlyCAP, was founded in 1966 and it has done some interesting
things in its 45 year history. One of the first programs at OlyCAP was the Head Start Program that continues today. That program has been in operation long
enough so that there are successful people here on the Peninsula who can say
that it helped them get their start. Another early program that not many people
have heard about is a credit union that was founded by what was then called the
Clallam-Jefferson Community Action Council. 
The credit union started as a community action program and was then spun
off as its own business.  It finally
dissolved a few years ago after other banking options came to the
peninsula.  The late Peter Simpson, who
was most recently known for his leadership of the Port Townsend Film Festival,
was the first Executive Director of the Community Action Council from 1966 to
1968 and took the reins again in the 1980’s after a stint in Washington, DC.

Other programs
have come along over the years, like the energy programs that help people with
their electric bills, nutrition programs that help provide meals for seniors
and in the summer the senior Farmer’s Market Program that helps seniors get
access to fresh nutritious foods and helps area farmers sell their
produce.  Local programs have been
developed that put an Olympic Peninsula twist on community action like the Vet Connect project that helps identify veteran’s in need and connects them to
other vets and to services they are eligible for.  One of the largest home grown programs is
Olycap’s partnership with the Peninsula Daily News in the Peninsula Home
Fund.  This emergency help fund started
modestly in 1988 raising $18,000; it now raises over $250,000 a year and helps
hundreds of families across Clallam and Jefferson counties.

So, that’s why Homer
Smith Insurance likes OlyCAP and if you like us on Facebook, we’ll send a
dollar to OlyCAP to help them and our friends across the Peninsula.