Not sure what your point is here, GB. However, the less unsprung weight a tire has upon it, the quicker said tire's contact patch will return to the road surface, which is what is optimal for control of a motorcycle, or any vehicle for that matter.
And because a hard tail has much more unsprung weight on its rear end, it would never handle any where as well as would a motorcycle equipped with a swingarm rear suspension.
THAT being said....Mr. Hoar's rationale for his stance(about "at least one person is killed yearly riding a hard tail motorcycle in a single vehicle crash", and so that's why he won't certify a hard tail) does NOT hold up to RELATIVE scrutiny...and here's why:
I would bet many more than just one motorcyclist is killed in his jurisdiction in that same timespan of one year AND in the same kind of single vehicle crash while riding a motorcycle equipped WITH a rear suspension.
It is called "Operator Error". The operator of said motorcycle was going at a faster speed than conditions would warrant...and "conditions" in this case include the type of motorcycle. For instance, a Harley-Davidson Cruiser, even equipped WITH a swing arm rear suspension, could never handle twisting roads as well as, say, a Ducati Sportbike. And thus, if an H-D rider was going at an excessive speed and beyond the "performance envelope" of his motorcycle, he would need every bit of his riding skill to keep from crashing.
And thus it follows that IF a rider riding a hard tail motorcycle crashed, most likely the rider was riding beyond his motorcycle's capability or "performance envelope", JUST as the above mentioned rider aboard a swing arm equipped H-D would be riding beyond his bikes "performance envelope" if he crashes.
(...once again, the bottom line in either case would be Operator Error, and NOT the fault of any inherently relative extreme "un-roadworthy" design of the vehicle!)
