User talk:Overtoasted

Motorcycle topics
I reverted your additions to Motorcycle safety because we do not discuss changes within the article. You can use the article talk page for such discussions or for a wider forum discussion you can use the motorcycle project talk page. The article titles you suggested in the motorcycling "To do" page would appear to be the sort of topics appropriate for some sections in the Motorcycle safety article but hardly as stand-alone articles. Besides which the title are too long-winded that readers would likely never easily find them. I've provided you several useful links above but it is especially important to remember that we require such information to be verified by published third=party reliable sources by the use of inline citations that can be checked because we do not accept original research. All the best with your editing. ww2censor (talk) 17:24, 9 May 2016 (UTC)
 * I reverted your revert; I think you mistook the location of the post. It was in fact at Talk:Motorcycle safety, not in the Motorcycle safety article. Other than that, I think this is worth discussing more. See my comments at Talk:Motorcycle safety. --Dennis Bratland (talk) 19:18, 9 May 2016 (UTC)
 * Sorry, I made a mistake and did not realise your post was on the talk page. The rest of my comments remain valid. ww2censor (talk) 21:24, 9 May 2016 (UTC)

Yes ww2censor and Dennis Bratland you are correct about the "To do" page. I thought it was specific for the Motorcycle safety article. Thanks for the links very useful indeed! My intentions are not to stick with the above title but to create two separate subsections somewhere after the Attitudes about risk since they rely on it's definitions. I think I understand your points about the encyclopedia writing approach. I am not planning to use any statistical or personal research subject of my own, but only to categorize and summarize sources cited that I have found addressing the topics. I am looking forward to further feedback as the project progresses.

View in the society
In many countries, incompatibility issues exist between motorcyclers risk attitudes and nationwide road safety plans. Western democratic societies often rely upon fundamental utilitarian views to achieve its function, such as setting the limits to individual freedom to guarantee public safety. Vision Zero and other absolute political goals are fundamentally incongruent with the individualistic philosophy of risk acceptance and valorization. For years, in France, legislative measures have been taken to limit the output power of two wheeled vehicles. Talks about mandatory speed limiting devices have surged uproar in the motorcycle communities in countries such as the UK and Sweden. However, rallies and motorcycler’s right organizations have helped inform public officials about the negative impacts of such restrictions on their communities, with no reports of such devices being fitted having seen the day. Instead, collaboration with these groups are leading to increased focus on rider training and roadside safety measures. Moreover, focus is shifted towards the statistically largest percentage of accidents, which are due to alcohol and drug use, non street-legal motorcycles, and riders not having a valid motorcycle license.

Roadside Safety
Roads are primarily designed for their main users cars, and are seldom engineered with motorcycle specific safety in focus. The choice of roadside barriers and guardrails to prevent vehicles from crossing over a median or running of the road have proved to be dangerous for motorcyclists, as they are designed to dissipate braking energy for much heavier and structurally tougher cars and trucks. Moreover they are designed to be impacted on the sliding rail and not at their support poles, which act as swords to unprotected road users. Statistical explanation for the automobile bias are found in use and fatality figures, motorcyclists are in numerical minority.

Road surface can also contributes to crash. A sudden change in the surface can be sufficient to cause a momentary loss of traction, and destabilize the motorcycle. The risk of skidding increases if the motorcyclist is braking or changing direction. This is due to the fact that most of the braking and steering control are through the front wheel, power being through the rear wheel. During maintenance, the choice of material can be inadequate for motorcycles. For example, asphalt sealer is used to fill and repair cracks in asphalt paving, but this often creates a slick surface that can cause a motorcycle to lose traction. Sometimes, steel plates are used as temporary covers over road trenches. The sliding nature of those, combined with an inappropriate installation can cause incidents.

According to Victorian motorcycle advocate Rodney Brown, the nature and likely consequences of hazards differ significantly for motorcyclists compared to drivers of other vehicles. For example, the current highway standards in the US permit pavement ridges of up to 1.5 inches (about 3.8 centimeters) without tapering, which pose a significant hazard to motorcycles. Potholes and presence of debris pose a greater hazard for motorcyclists than drivers of larger vehicles, because the former can cause a loss of stability and control and the latter can deflect a motorcycle's wheel at impact.

--MinHeapify (talk) 12:53, 15 May 2016 (UTC) --MinHeapify (talk) 13:19, 15 May 2016 (UTC)